WO2013050068A1 - Moteur à piston-fourreau à deux temps - Google Patents

Moteur à piston-fourreau à deux temps Download PDF

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Publication number
WO2013050068A1
WO2013050068A1 PCT/EP2011/067349 EP2011067349W WO2013050068A1 WO 2013050068 A1 WO2013050068 A1 WO 2013050068A1 EP 2011067349 W EP2011067349 W EP 2011067349W WO 2013050068 A1 WO2013050068 A1 WO 2013050068A1
Authority
WO
WIPO (PCT)
Prior art keywords
piston
engine
cylinder
spool valve
cylindrical spool
Prior art date
Application number
PCT/EP2011/067349
Other languages
English (en)
Inventor
Georgi VASSILJEV
Original Assignee
Vassiljev Georgi
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Vassiljev Georgi filed Critical Vassiljev Georgi
Priority to PCT/EP2011/067349 priority Critical patent/WO2013050068A1/fr
Publication of WO2013050068A1 publication Critical patent/WO2013050068A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/08—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the working-cylinder head arranged between working and pumping cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/10—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/10—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder
    • F02B33/14—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder working and pumping pistons forming stepped piston
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two

Definitions

  • Present invention relates to a two-cycle internal combustion piston engines used in transport vehicles and in other devices as the source of mechanical power.
  • the aim of this invention is to provide a direct-flow spool valve gas distribution system where the gas distribution timing is effected by the piston having a cylindrical spool valve on top of piston crown, allowing to create in the engine cylinder pressure above atmospheric pressure, which will provide an increase in its specific capacity and enables to use external pressure air sources, including the use of energy of the exhaust gases, which significantly increases the efficiency of the engine and also makes the existing engine designs simpler and reduces their cost.
  • the aim of the invention is achieved by changing the sequence of opening the inlet ports and outlet ports, which connect the volume of the cylinder of the engine with the pressure air receiver and exhaust system, as well as using non-return valve on the intake of an air or a working mixture from the air receiver into the cylinder of the engine.
  • the object of the present invention is a two-cycle trunk-piston engine, comprising a piston assembly, where piston comprises along the axis of the piston a cylindrical spool valve, which is hollow with ports or solid with groove-ports.
  • Said cylindrical spool valve starts at the piston grown and runs through the cylinder head into the compressed air receiver.
  • said cylindrical spool valve runs through the cylinder head beyond the total cylinder volume into the air receiver.
  • the volumes of the engine cylinder and compressed air receiver are connected by said cylindrical spool valve.
  • the engine body comprises exhaust ports, which are controlled by the piston movement.
  • the gas distribution is effected by the cylindrical spool valve and by the piston of engine, where during a movement of the piston towards the lower dead centre into the area of the engine cylinder blowdown and pressure charging, at first the volumes of the engine cylinder and the air receiver are connected by the cylindrical spool valve ports.
  • the intake ports (grooves) of the cylindrical spool valve open, but the exhaust gases do not flow from the engine cylinder into the air receiver, because the pressure in the air receiver is higher than in the cylinder.
  • the intake ports (grooves) of the cylindrical spool valve open, but the exhaust gases do not flow from the engine cylinder into the air receiver, because the exhaust gases in the engine cylinder are prevented from entering the air receiver by a non-return valve, installed between the air receiver and cylindrical spool valve.
  • the piston opens the exhaust ports as described above and a free venting of the exhaust gases from the cylinder occurs.
  • the non-return valve between the air receiver and the intake ports (port-grooves) of the cylindrical spool valve opens and the engine cylinder blowdown starts and continues until the returning piston closes the exhaust ports, which is followed by the pressure charging until the ports (port-grooves) of the cylindrical spool valve are closed, then the air compression, fuel injection and ignition take place in the process of the air-fuel mixing, then the working stroke results.
  • a compressor piston is used which is mounted on the cylindrical spool valve.
  • an external compressor means for the cylinder blowdown and pressure charging an external compressor means are used.
  • a turbo compressor may be used, which is driven by the exhaust gases of the engine.
  • Figure 1 depicts schematically in the longitudinal cross-section an engine design using a single-acting compressor piston, where a cylindrical spool valve gas distribution system according to the first embodiment of the invention is shown at the start of the blowdown of the engine cylinder
  • Figure 1A depicts schematically in the longitudinal cross-section an engine design with two cylinders and using a double-acting compressor piston, where a cylindrical spool valve gas distribution system according to first embodiment of the invention is shown at the start of the blowdown of the engine cylinder
  • Figure 1B depicts schematically in the longitudinal cross-section an engine design using an external source of compressed air as well as a compressor piston, where a cylindrical spool valve gas distribution system according to the first embodiment of the invention is shown at the start of the opening of the intake ports of the cylindrical spool valve
  • Figure 2 depicts schematically in the longitudinal cross-section an engine design using external source of compressed air and having a non-return valve between the air receiver and
  • Figure 1 shows the structure of the engine that comprises body 1 containing engine cylinder 14, cylinder head 22, air receiver 12, compressor cylinder 10, exhaust ports 5, intake non-return valve 8, throttle valve 15 for adjusting the amount of the intake air, as well as spark plug and/or nozzle 13.
  • Piston 2 has hollow cylindrical spool valve 3 with intake ports 4 and compressor piston 9 fixed on the cylindrical spool valve.
  • compressor piston 9 takes air in via non-return valve 8; during the downward movement it compresses air in air receiver 12.
  • Figure 1 shows the engine at the moment, when exhaust ports 5 start opening, intake ports 4 are already open and the higher air pressure in air receiver 12 does not allow gases from the engine cylinder to enter the air receiver.
  • exhaust ports 5 are opened and the engine cylinder blowdown goes on until piston 2 on its return path closes exhaust ports 5, which is followed by the pressure charging that ends when intake ports 4 become closed.
  • the air in air receiver 12 remains compressed under the charging pressure and it will return its potential energy to the engine shaft through compressor piston 9, after which valve 8 will open.
  • the opening in the head of the cylinder 10 can be used for conducting an air onto the cooling ribs of the engine.
  • piston 9 takes in a mass of air with ambient temperature and sends this mass of air into the engine cylinder, which is equivalent to the function of air cooling devices in the existing pressure charging systems cooling down the compressed air from external compressors.
  • the mass of two pistons and the equivalent mass of two piston rods will be accelerated during the working stroke of two pistons, while in a four-cycle four cylinder engine with the same cylinder volumes, the mass of four pistons and the equivalent mass of four piston rods will be accelerated during the working stroke of two pistons, which makes this engine more inertial as compared to the two-cycle engine with an equal power output.
  • the optimal application of the engine is to use it for running pumps, compressors, electric generators, ventilators etc.
  • Figure 1A shows the structure of the engine that comprises two engine cylinders according Figure 1 with symmetrically placed cylinders 14, pistons 2 and air receivers 12, double-acting compressor piston 9 and a common piston rod.
  • Figure 1B shows the structure of the engine which is almost identical with the structure of the engine shown in the Figure 1 except that the compressed air is supplied through non-return valve 8 in order to provide the blowdown and pressure charging at middle and high rpm, while at low rpm compressor piston 9 intakes air through valve 8, compresses it to the pressure that is higher than the pressure in the cylinder at the moment of opening of intake ports 4 and after the opening of exhaust ports 5 performs partial blowdown of the engine cylinder. With the sufficient air pressure from the external compressor, the partial blowdown will be followed by the cylinder blowdown until the closure of exhaust ports 5 by the returning piston and the cylinder pressure charging until the closure of intake ports 4, performed through open valve 8.
  • the engine is shown as part of the multi-cylinder engine with cylinder block 1 and cylinder head 11 and it has about two times higher power output than a four-cycle engine with the same number of cylinders.
  • Figure 2 shows the structure of engine at the moment when the free venting of the exhaust gases from the engine cylinder starts. Since intake ports 4 are already open, the exhaust gases from the engine cylinder have flown through transfer ports 6 under non-return valve 7 and closed it. During the further movement of piston 2 to the lower dead centre, it opens exhaust ports 5, free venting of exhaust gases starts, and when the pressure in the cylinder falls below the pressure in the air receiver, valve 7 opens and the engine cylinder blowdown starts and goes on until the returning piston closes exhaust ports 5, after which the cylinder pressure charging takes place until the closure of intake ports 4.
  • Figure 2A shows the structure of the engine with double-acting compressor piston 9 and the arrangement of non-return valve 7.
  • Compressor piston 9, moving reciprocally in cylinder 10 performs the intake of air through non-return valves 8 and 19, compresses it and supplies to air receiver 12 through non-return valves 20 and 21 arranged on the outer surface of cylinder 10.
  • the Figure 2A shows the structure of the engine at the moment, when intake ports 4 are open and the exhaust gases from the engine cylinder have flown through transfer ports 6 and closed valve 7.
  • the already completed gas distribution steps and the following actions are identical with the process in the engine shown in Figure 2.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

La présente invention porte sur un moteur à piston-fourreau à deux temps comprenant des orifices d'échappement commandés par le piston et un distributeur à tiroir cylindrique qui commence au niveau de la couronne du piston de moteur et qui s'étend sur la tête de cylindre jusqu'à l'intérieur du récepteur d'air comprimé, qui relie le cylindre moteur et le récepteur d'air pendant le processus de distribution des gaz, qui permet d'effectuer le balayage à écoulement direct du cylindre moteur et sa charge de pression. La pression dans le récepteur d'air peut être produite, par exemple, par des sources externes d'air comprimé, par exemple par un piston de compresseur installé sur le distributeur à tiroir cylindrique.
PCT/EP2011/067349 2011-10-05 2011-10-05 Moteur à piston-fourreau à deux temps WO2013050068A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/EP2011/067349 WO2013050068A1 (fr) 2011-10-05 2011-10-05 Moteur à piston-fourreau à deux temps

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2011/067349 WO2013050068A1 (fr) 2011-10-05 2011-10-05 Moteur à piston-fourreau à deux temps

Publications (1)

Publication Number Publication Date
WO2013050068A1 true WO2013050068A1 (fr) 2013-04-11

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ID=44860313

Family Applications (1)

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PCT/EP2011/067349 WO2013050068A1 (fr) 2011-10-05 2011-10-05 Moteur à piston-fourreau à deux temps

Country Status (1)

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WO (1) WO2013050068A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110725745A (zh) * 2019-10-21 2020-01-24 林忠宝 二冲程发动机

Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT6167B (fr) * 1900-10-01 1901-12-10 Andreas Radovanovic
US1040472A (en) 1910-09-01 1912-10-08 Charles T Wade Gas-engine.
US1562735A (en) * 1924-10-31 1925-11-24 Bongiovanni Luca Distribution and control arrangement for two-stroke engines
US1905062A (en) * 1930-01-04 1933-04-25 Schaeffers Joseph Internal combustion engine
US2918045A (en) 1957-02-06 1959-12-22 Arthur E Brown Double acting two stroke cycle internal combustion engine
US4332229A (en) 1980-06-23 1982-06-01 Johannes Schuit Double intake, supercharging I.C. engine
US4385597A (en) 1980-08-01 1983-05-31 Frank Stelzer Two-stroke internal combustion engine
DE3720511A1 (de) * 1987-06-15 1988-12-29 Karl Eickmann Doppelkolben verbrennungsmotor mit mittlerer steuernut oder separierter spuelung und ladung
US4841921A (en) 1985-10-25 1989-06-27 Yang Tai Her Two-cycle, dual piston internal combustion engine with air turbine driven fuel/air mixture supply
US5285752A (en) 1993-04-23 1994-02-15 Single-Stroke Motors, Inc. Internal combustion engine
US5791303A (en) 1994-07-13 1998-08-11 Skripov; Jury Nikolaevich Two-cycle internal combustion engine
WO2003074851A1 (fr) * 2002-03-05 2003-09-12 Frank Stelzer Dispositif de transport de fluides

Patent Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT6167B (fr) * 1900-10-01 1901-12-10 Andreas Radovanovic
US1040472A (en) 1910-09-01 1912-10-08 Charles T Wade Gas-engine.
US1562735A (en) * 1924-10-31 1925-11-24 Bongiovanni Luca Distribution and control arrangement for two-stroke engines
US1905062A (en) * 1930-01-04 1933-04-25 Schaeffers Joseph Internal combustion engine
US2918045A (en) 1957-02-06 1959-12-22 Arthur E Brown Double acting two stroke cycle internal combustion engine
US4332229A (en) 1980-06-23 1982-06-01 Johannes Schuit Double intake, supercharging I.C. engine
US4385597A (en) 1980-08-01 1983-05-31 Frank Stelzer Two-stroke internal combustion engine
US4841921A (en) 1985-10-25 1989-06-27 Yang Tai Her Two-cycle, dual piston internal combustion engine with air turbine driven fuel/air mixture supply
DE3720511A1 (de) * 1987-06-15 1988-12-29 Karl Eickmann Doppelkolben verbrennungsmotor mit mittlerer steuernut oder separierter spuelung und ladung
US5285752A (en) 1993-04-23 1994-02-15 Single-Stroke Motors, Inc. Internal combustion engine
US5791303A (en) 1994-07-13 1998-08-11 Skripov; Jury Nikolaevich Two-cycle internal combustion engine
WO2003074851A1 (fr) * 2002-03-05 2003-09-12 Frank Stelzer Dispositif de transport de fluides

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110725745A (zh) * 2019-10-21 2020-01-24 林忠宝 二冲程发动机

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