WO2017052207A1 - Moteur à combustion interne à deux temps fournissant de l'air en utilisant un dispositif de compression d'air extérieur au moteur - Google Patents

Moteur à combustion interne à deux temps fournissant de l'air en utilisant un dispositif de compression d'air extérieur au moteur Download PDF

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Publication number
WO2017052207A1
WO2017052207A1 PCT/KR2016/010552 KR2016010552W WO2017052207A1 WO 2017052207 A1 WO2017052207 A1 WO 2017052207A1 KR 2016010552 W KR2016010552 W KR 2016010552W WO 2017052207 A1 WO2017052207 A1 WO 2017052207A1
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Prior art keywords
air
engine
cylinder
air supply
combustion chamber
Prior art date
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PCT/KR2016/010552
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English (en)
Korean (ko)
Inventor
조주혁
Original Assignee
조주혁
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Filing date
Publication date
Priority claimed from KR1020160120407A external-priority patent/KR20170035333A/ko
Application filed by 조주혁 filed Critical 조주혁
Publication of WO2017052207A1 publication Critical patent/WO2017052207A1/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
    • F02B19/00—Engines characterised by precombustion chambers
    • 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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/12—Engines characterised by precombustion chambers with positive ignition
    • 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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/14—Engines characterised by precombustion chambers with compression ignition
    • 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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/16—Chamber shapes or constructions not specific to sub-groups F02B19/02 - F02B19/10
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B37/00—Pumps having pertinent characteristics not provided for in, or of interest apart from, groups F04B25/00 - F04B35/00
    • F04B37/10—Pumps having pertinent characteristics not provided for in, or of interest apart from, groups F04B25/00 - F04B35/00 for special use
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the technique of inducing stratified lean combustion in a cylinder is to precisely control the amount of air supplied to the cylinder and the flow of air to form a stable and efficient stratification.
  • the structural characteristics of the existing static cycle engine as described above there is a limit in precisely controlling the amount and flow of air supplied to the engine.
  • Patent Document 0001 Republic of Korea Patent Publication 2009-0111272
  • a two-stroke one cycle internal combustion engine includes an engine unit for generating power; A combustion unit provided with compressed air and burning of fuel; And an air compression unit generating compressed air and providing the compressed air to the combustion unit and the engine unit.
  • an internal combustion engine comprising:
  • the fuel injection device includes a fuel supply nozzle installed in the air supply pipe, and has a configuration and structure for supplying fuel into the air supply pipe using the principle of a venturi tube.
  • the angle ⁇ is comprised between 30 ° and 60 °.
  • the piston is configured to generate power by pushing the piston at its top dead center toward the bottom dead center by rotating the crankshaft by the expansion pressure of the combustion gas combusted in the combustion chamber.
  • Fuel consumption is reduced compared to the output performance by realizing lean burning in all areas from low load to high load of the engine.
  • the internal combustion engine according to the present invention maintains the advantages of the existing two-stroke engine while escaping the structural limitations of the existing two-stroke engine, thereby precisely controlling the amount of air supplied from the air compressor outside the engine and the flow of air. It is an engine that can improve the efficiency and output of engines by more than four strokes by realizing stable and efficient stratified lean burning during combustion. It is possible to simultaneously improve the performance of these engines, reduce the weight of engines, and realize the ideal combustion system. There are two administrative agencies.
  • FIG. 1 is a view showing the configuration and structure of a gasoline internal combustion engine according to an embodiment of the present invention.
  • Figure 2a to 2g is a schematic diagram illustrating the operating principle of the gasoline internal combustion engine according to the present invention.
  • Figure 4 shows the change of the working fluid according to the rotation angle of the crank arm.
  • Figure 5 (A) is a view illustrating the operating principle of the moment when the air supply is started in the gasoline internal combustion engine having a direct-supply air compressor according to an embodiment of the present invention
  • Figure 5 (B) is the pressure balance after completing the air supply It is a drawing explaining the principle of operation at a point in time.
  • FIG. 6 is a view showing the configuration and structure of a gasoline internal combustion engine having an indirectly supplied compressed air chamber according to an embodiment of the present invention.
  • FIG. 7 is a view showing the structure of the engine unit of the gasoline internal combustion engine according to an embodiment of the present invention.
  • FIG. 8 is a cross-sectional view of one embodiment of a fuel supply device using a venturi tube.
  • the gasoline internal combustion engine includes an engine part 100 that generates power largely, an air compression part 300 that generates compressed air, and a combustion part 200 in which fuel is burned.
  • each part may have some of the functions of another part, and does not necessarily have an exclusive relationship. That is, even in the engine unit 100, combustion of fuel may occur or compressed air may be generated.
  • the engine unit 100 includes a cylinder 110, a piston 120, a connecting rod 130, a crank arm 140, a head 160, a crank shaft 150, an exhaust port 170, and an exhaust valve ( 180).
  • One end of the connecting rod 130 is connected to the lower side of the piston 120, and one end of the crank arm 140 is connected to the other end of the connecting rod 130, and a crank shaft ( 150 is connected.
  • the up and down reciprocating motion of the piston 120 in the cylinder 110 is converted into the rotational motion of the crank shaft 150 by the connecting rod 130 and the crank arm 140. Meanwhile, the crank arm 140 rotates about the crank shaft 150.
  • FIG. 1 The configuration of the cylinder 110, the piston 120, the connecting rod 130, the crank arm 140, and the crankshaft 150 is shown in FIG. 1, the specific configuration and operation of which is performed in a general internal combustion engine. As it is known, it is omitted.
  • the head 160 of the upper end of the cylinder 110 is provided with an exhaust port 170 for exhausting the gas inside the cylinder to the outside.
  • the exhaust port 170 is provided with an exhaust valve 180 to open and close the exhaust port 170. Since the position of the exhaust port 170 is provided at an upper position of the cylinder 110, it is preferable that the position of the exhaust port 170 is higher than the position when the piston 120 reaches the top dead center.
  • combustion unit 200 will be described.
  • the combustion unit 200 may include a combustion chamber 210, an air supply port 220, an air supply valve 230, an opening 250, a fuel injection device, and a spark plug 260.
  • the air supply port 220 is formed in the middle portion in the height direction of the combustion chamber 210, the direction through which the air supply 220 is tangential to the circumference of the side of the combustion chamber 210, It may be a direction inclined by a predetermined angle in the direction.
  • An air supply valve 230 is disposed in the air supply 220 to open and close the air supply 220. Accordingly, the air supply timing can be adjusted. Opening and closing of the air supply valve 230 may also be appropriately made by a predetermined cam driven by a rotational force supplied from the crank shaft 150 of the engine unit 100. Since the configuration and operation of the cam are well known, a description thereof will be omitted.
  • the air supply port 220 is connected to the air supply pipe 240.
  • the air supply pipe 240 connects the air supply port 220 and the compressed air outlet 380 of the air compression unit 300 so that the compressed air generated in the air compression unit 300 is provided into the combustion chamber 210. do.
  • the air supply pipe 240 is in the tangential direction with respect to the cross section of the combustion chamber 210, like the air supply port 220, it may be connected inclined at a predetermined angle in the upward direction.
  • the air supply valve 230 may be mounted to the air supply pipe 240 and inserted into the air supply pipe 220.
  • the air compressed from the air compression unit 300 is supplied to the combustion chamber 210 configured as described above through the air supply port 220, the air flowing into the combustion chamber 210 forms a vortex on the wall of the combustion chamber 210 while forming a vortex. If the upstream of the combustion chamber 210 is blocked at the upper part of the combustion chamber 210, it is pushed by the air which is continuously supplied to form a downward airflow in the direction of the cylinder 110, and then is supplied into the cylinder 110 through the opening 250.
  • a fuel injector 270 is provided at a suitable location of the combustion chamber 210.
  • the fuel injector 270 injects fuel into the combustion chamber 210 to supply fuel to the combustion chamber 210.
  • the air compression unit 300 separately provided outside the engine unit 100 may have an embodiment in which the crankshaft of the engine unit 100 is connected or driven in series, or in addition, an electric motor. Or other turbochargers or other components, or may be configured to drive a combination of these mechanisms.
  • the configuration of the air compression unit 300 having the reciprocating piston type system illustrated above is similar to that of the engine unit 100. That is, the air compression unit 300 includes a second cylinder 310, a second piston 320, a second connecting rod 330, a second crank shaft 350, a second crank arm 340, and an intake port 360. ), An intake valve 370, and a compressed air outlet 380.
  • the second piston 320 compresses air by reciprocating motion, and functions as an air compression piston for compressing air inside the second cylinder 310. Accordingly, the compressed air is supplied to the combustion chamber 210 through the air supply pipe 240 and the air supply pipe 220.
  • the second crank arm 340 and the crank arm 140 rotate with each other at the same period, the second crank arm 340 has a predetermined angle angle ⁇ in the rotational direction with respect to the crank arm 140. Rotate with it. That is, the second crank arm 340 rotates ahead of the crank arm 140 by the angle ⁇ .
  • the value of the angle ⁇ may have a range of 30 to 60 °.
  • the second piston 320 has the same period as the piston 120 and reciprocates in the vertical direction, but the second piston 320 is located at a top dead center earlier by the angle ⁇ than the piston 120. Can be reached. That is, since the second crank arm 340 is rotated ahead of the crank arm 140 by an angle angle ⁇ , when the crank arm 140 is at a position between the top dead center angles ⁇ , the second crank arm 340 is in the top dead center position.
  • the upper portion of the second cylinder 310 is provided with a compressed air outlet 380 for supplying the compressed air in the second cylinder 310 to the outside.
  • the position of the compressed air outlet 380 is provided at the upper position of the second cylinder 310, it is preferably above the position when the second piston 320 reaches the top dead center.
  • the indirect feeding scheme is as shown in FIG. 6 in its schematic structure.
  • the indirect feed type is connected to the crankshaft 150 of the engine unit 100 in series or in parallel with an air compressor 302 'driven by an electric motor or an air compressor 302' 'driven by an electric motor, or other turbocharger 302'.
  • '' Or other air supercharger, or a compressed air chamber that is supplied with compressed air provided by an air compression device that drives two or more of these devices and has a volume several times or more than that of the combustion chamber 210 ( Compressed air is charged in the compressed air chamber (304) to maintain a constant pressure, and the air filled in the compressed air chamber (304) is supplied to the combustion chamber (210) of the engine through the air supply pipe (240) and the air supply port (220). It is a way to feed.
  • the air compressor is continuously operated while the engine is running so that compressed air is continuously supplied to the compressed air chamber 304 so that the compressed air chamber 304 is always filled with compressed air at a predetermined pressure in the engine.
  • the compressed air supplied to the compressed air chamber 304 is bypassed by the automatic control device through the bypass path and compressed
  • the supply of air can be suspended or the air compressor driven by the electric motor can be temporarily stopped by the automatic control device to maintain the preset air pressure at all times.
  • FIG. 5A is a view of a time point at which supply of compressed air to a combustion chamber 210 is started from a direct supply air compressor 302, and FIG. 5B is an angle between the piston 120 and the top dead center.
  • ⁇ is reached, that is, when the pressure balance point of the internal combustion engine according to the present invention is reached, the air supply valve 230 is closed and the supply of compressed air is stopped.
  • the separate air compression unit 300 outside the engine unit 100 introduced in the present invention or the air compression means constituting the same may be various, but such an air compression means has a structure, operation principle, and usage. Since it is a well-known mechanism, it does not belong to the scope of the present invention, but this mechanism is one component included in the configuration of the entire internal combustion engine according to the present invention. In the description of the present invention, for the sake of convenience, this is referred to as the “air compression unit 300”.
  • the direct supply air compressor 302 or the indirect supply air compressor 304 is referred to as an 'air compressor 300' without being shown in a separate drawing.
  • the exhaust valve 180 is closed at the time point at which exhaust gas of the combustion gas remaining in the combustion chamber 210 and the cylinder 110 is completed.
  • the air supply unit 220 is removed from the air compressor 300 after the exhaust valve is closed. Air supplied to the combustion chamber 210 is introduced into the cylinder 110 through the opening 250 and continuously filled in the cylinder 110.
  • the air supply valve 230 of the engine unit 100 is closed by closing the air supply valve 230 at the moment when the piston 120 and the crank arm 140 reach an angle ⁇ before the top dead center.
  • the second piston 320 of the direct supply air compression unit 300 is located at the top dead center as described above.
  • the pressure of the air in the combustion chamber 210 according to the present invention is theoretically the same as the pressure of the packed air in the cylinder 110, and in the present invention, this point is referred to as the 'pressure balance point'.
  • the air filled in the cylinder 110 at this pressure balance point is air supplied from the moment of opening the air supply valve 230 to the middle of the air supply process, and the air supply thereafter. Air supplied into the combustion chamber 210 until the moment of closing the valve 230 forms a vortex flowing at a high speed in the combustion chamber 210.
  • the structure of the combustion chamber 210 having a jar shape and the arrangement of the air supply 220 may further contribute to the formation of such vortices.
  • the compressed air is filled in the cylinder 110 of the engine unit 100, the air in the combustion chamber 210 and the air in the cylinder 110 form separate layers. This is called a "separable layer" in the present invention.
  • the mixer which is injected and formed by the vortex flowing at high speed in the combustion chamber 210 is composed of the combustion chamber 210 To form a vortex that flows at high speed within
  • the piston 120 of the engine unit 100 reaches the top dead center by continuing the compression stroke while the crank arm 140 further rotates the rotation angle ⁇ at the pressure balance point. .
  • the internal combustion engine according to the present invention forms a vortex in the combustion chamber 210 at high speed until the crank arm 140 rotates further by the rotation angle ' ⁇ ' from the pressure balance point to reach a top dead center.
  • the flowing mixer and the filling air in which the fuel is not mixed in the cylinder 110 form each separable layer.
  • This separable layer is a core and original technology of the internal combustion engine according to the present invention, and the separable layer is formed from the crank arm of the engine part 100 after closing the air supply valve 230 at the pressure balance point of the engine part 100.
  • 140 is realized by the structure of the present invention configured to further rotate by rotation angle ⁇ to reach top dead center.
  • the internal combustion engine according to the present invention completes one cycle.
  • the internal combustion engine according to the present invention escapes the air supply and scavenging method of the existing static cycle 2 stroke engine which supplies air compressed by crankcase intake-compression into the cylinder of the engine, and is separately provided outside the engine unit 100.
  • the air compressed at high pressure by the compression unit 300 is supplied into the combustion unit 200 and the cylinder 110 of the engine unit 100 separately formed in the head 160 on the upper end of the cylinder 110 of the engine unit 100. Introduced a new concept of 'air supply and scavenging method by the air compression unit 300'.
  • the internal combustion engine according to the present invention adopts this new concept of air supply and scavenging method to realize an air supply system that precisely controls the amount of air and the flow of air by supplying air in the compression stroke process.
  • the combustion chamber 210 of the combustion unit 200 installed in the head 160 on the upper end of the cylinder 110 of the engine unit 100 is compressed from the air compression unit 300 to high pressure.
  • the supplied air is supplied to the combustion chamber 210 through the air supply port 220, the air that is supplied flows into the combustion chamber 210 at a high flow rate and flows at a high speed in a constant direction along a predetermined path in the combustion chamber 210. That is, it has a structure that leads to the formation of a swirl or tumble.
  • the combustion chamber 210 structure is to form an ideal stratification in the engine by precisely controlling the amount and flow of air flowing into the combustion chamber 210 at high speed, the structure of the combustion chamber 210, and the air supply (
  • the mechanical design of the position of 220, the size of the cross-sectional area, and the air supply direction can be realized.
  • the shape of the combustion chamber 210, the position of the air supply unit 220, and the air supply direction indicate the flow direction (swirl or tumble) of the vortex formed in the combustion chamber 210, and the size and the cross-sectional area of the air supply unit 220
  • the amount and flow rate of air introduced into the combustion chamber 210 is determined.
  • lean combustion is a combustion method in which fuel is combusted while excess air is supplied in excess of the absolute amount of air required for combustion of a certain amount of fuel, and lean combustion is a specific heat ratio and volumetric efficiency. It is a combustion method introduced to reduce the generation of harmful gases by improving the thermal efficiency and output performance of the internal combustion engine, improving the fuel efficiency of the internal combustion engine by reducing the consumption of fuel, and further lowering the maximum temperature of the combustion gas.
  • the mixer having a stratified layer in the combustion chamber 210 is supplied through the air supply unit 220 from the air compression unit 300 at an appropriate time before or after the pressure balance point of the engine unit 100 to the combustion chamber 210 at a high speed. It is formed by injecting fuel into the fuel injector 270 to the incoming air. At this time, the mixer is formed by controlling the amount of fuel injected in consideration of the flow rate and the amount of air flowing into the combustion chamber 210 to form a theoretical air-fuel ratio or rich air-fuel ratio.
  • the fuel injection time is shortened by delaying the injection time of the fuel so that the mixer forms a stratification only in a part of the space around the spark plug 260 located above the combustion chamber 210.
  • the mixing time is formed in most of the space of the combustion chamber 210 by prolonging the fuel supply time by advancing the injection time of the fuel. Therefore, in the combustion chamber 210 in all sections from the low / medium speed low load region of the engine section 100 to the rapid acceleration or high load region, a mixer having a theoretical air fuel ratio or a rich air-fuel ratio is formed.
  • the filling air in the cylinder 110 is a separable layer of only the air in which the fuel is not mixed, and this filling air is the air which is additionally supplied in addition to the absolute amount of air required for combustion of the fuel.
  • the pressure of the combustion gas rapidly expanding due to the instantaneous combustion is absorbed by the filling air in the cylinder 110 through the openings 250 to act as a buffer so that the pressure is lowered. Accordingly, in the engine according to the present invention, knocking generated in the combustion chamber 210 may be prevented as the unburned mixer causes spontaneous combustion by the pressure of the rapidly expanding combustion gas.
  • the filling air layer without fuel is occupied in the vicinity of the so-called end-zone where the knocking occurs in the existing gasoline engine or the exhaust valve 180 where the hot spot may occur, it provides a condition for knocking to occur. Nor do.
  • knocking does not occur even when the pressure in the combustion chamber 210 increases, so knocking is performed even when combustion proceeds at the theoretical air-fuel ratio or the rich air-fuel ratio under a high compression ratio due to the supercharging of air in the rapid acceleration high load region. It is possible to realize safe and efficient lean burn without occurrence.
  • the supercharged air is controlled by the turbocharger or the air supercharger interlocked with the crankshaft 150 of the engine unit 100 in proportion to the rotational speed of the engine and the degree of load.
  • the internal combustion engine according to the present invention realizes a complete and efficient separation layer, and realizes ideal stratified lean burn in all operating regions of the engine, whether low, medium or low speed, or high acceleration, high load. It completes the structure of the 2-stroke 1 cycle internal combustion engine which can raise, improve fuel economy, and reduce the harmful component of exhaust gas.
  • the number of cylinders 110 of the engine portion 100 is reduced by the number of air compression units 300 to be attached.
  • the case of replacing the existing four-cylinder four-stroke engine that is most commonly mounted on a vehicle with the two-stroke engine according to the present invention with the reciprocating piston type air compression unit 300 is one example. 4 cylinders are reduced to two, and two direct-supply air compressors are attached instead. In this case, the air compression unit 300 may be simply attached to the second crank arm 340 connected in series or in parallel with the crank shaft 150 of the engine unit 100.
  • All four cylinders of the four-stroke engine require high-quality materials and a robust construction to withstand the high temperatures and pressures generated by the combustion-expansion stroke, and each cylinder also requires a water jacket for cooling.
  • each cylinder requires a fuel supply device such as a spark plug and a fuel injector required to perform four strokes, as well as intake and exhaust valves and various accessory driving mechanisms.
  • These high-quality materials and some parts are very expensive. . Therefore, the size and weight of the engine is inevitably increased, and the manufacturing cost is very high.
  • the internal combustion engine according to the present invention not only eliminates all the defects of the existing two administration engines while maintaining the advantages of the existing two administration engines, but also realizes the most complete and efficient stratified lean burn, thereby achieving the efficiency and output of the engine.
  • an ideal two-stroke engine with improved performance and reducing the number of cylinders in four strokes to half of the four-stroke engine, the engine is dramatically smaller and lighter, and the engine manufacturing cost is greatly reduced.
  • the description of the embodiment described above relates to an embodiment mainly applied to a gasoline internal combustion engine using gasoline
  • the diesel engine immediately You can switch to In this case, it has a form similar to the combustion chamber type or vortex chamber type of existing diesel engines. In this case, therefore, the engine may be designed by adjusting only the compression ratio of the engine.
  • Figure 7 is a view showing the shape of the engine unit 100 and the combustion unit 200 of the two-stroke one-cycle gasoline internal combustion engine of the air supply system by the air compression mechanism outside the engine unit of another form according to the present invention. .
  • the position of the combustion chamber 210 is spaced horizontally away from the center of the cylinder 110 and has a position biased to one side.
  • the lower curved surface 162 is formed on the lower surface of the head 160 at the upper end, and the lower curved surface 122 is formed on the upper surface of the piston 120.
  • the combustion chamber 210 is spaced apart from the center of the cylinder 110 to one side.
  • the biased position is preferably opposite to the position where the exhaust port 170 and the exhaust valve 180 are disposed as shown in FIG. 7.
  • a lower curved surface 162 is formed on the lower surface of the head 160 with respect to the point where the combustion chamber 210 is disposed.
  • the downward curved surface 162 has a shape of descending downward while drawing a gentle curve therefrom with the position of the combustion chamber 210 as a peak. In other words, it may be understood that the thickness of the head 160 gradually increases.
  • a second downward curved surface 122 is formed on the top surface of the cylinder 110 to correspond to the shape of the downward curved surface 162.
  • the second downward curved surface 122 has a shape corresponding to the shape of the downward curved surface 162 and forms a gentle curve from the portion corresponding to the position of the combustion chamber 210 and descends downward in a gentle curve therefrom.
  • the cylinder 120 has a protrusion 124 formed at a point corresponding to the position of the combustion chamber 210 and the depression 126 gradually recessed from the protrusion 124 around the protrusion 124. Will be formed. In other words, it may be understood that the thickness of the piston 120 is gradually thinned.
  • air flowing into the cylinder 110 from the opening 250 of the combustion chamber 210 is the second downward curved surface 122 of the upper end of the piston 120. While meeting with the protrusion 124 of the natural flow is biased to the point where the exhaust port 170 is located. Therefore, the air flowing into the cylinder 110 pushes the combustion gas in the cylinder 110 toward the exhaust port 170, thereby improving the exhaust effect.
  • the two-stroke one-cycle diesel internal combustion engine of the air supply method by the air compression mechanism outside the engine unit having the present embodiment may have a form except for the spark plug 260.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

La présente invention concerne un moteur à combustion interne à deux temps. Plus précisément, la présente invention concerne un nouveau moteur à combustion interne à deux temps qui effectue l'alimentation en air et l'extraction d'air en utilisant un dispositif de compression d'air séparé à l'extérieur du moteur, au lieu de la structure d'alimentation en air/d'extraction d'air d'un moteur à combustion interne à deux temps existant. Selon la présente invention, il est possible de réaliser de façon stable et efficace un mélange pauvre et stratifié en contrôlant de façon plus précise et complète la quantité et le débit d'air à fournir au moteur selon la présente invention, améliorant ainsi la capacité de sortie et l'efficacité du moteur et réduisant l'émission de gaz nocifs, tels que l'oxyde d'azote (NOx), le monoxyde de carbone (CO), le dioxyde de carbone (CO2), les gaz de fuite et similaire, ainsi que la consommation de carburant. Simultanément, en rendant le moteur léger et compact, il est possible de réduire le volume et le poids du moteur et de réduire les coûts de fabrication et de fonctionnement du moteur.
PCT/KR2016/010552 2015-09-22 2016-09-22 Moteur à combustion interne à deux temps fournissant de l'air en utilisant un dispositif de compression d'air extérieur au moteur WO2017052207A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
KR10-2015-0133520 2015-09-22
KR20150133520 2015-09-22
KR20150161864 2015-11-18
KR10-2015-0161864 2015-11-18
KR1020160120407A KR20170035333A (ko) 2015-09-22 2016-09-21 기관부 외부의 공기 압축 기구에 의한 급기 방식의 2 행정 1 사이클 내연기관
KR10-2016-0120407 2016-09-21

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Citations (5)

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Publication number Priority date Publication date Assignee Title
KR940001929B1 (ko) * 1985-07-19 1994-03-11 오비탈 엔진 캄파니 프로프라이어터리 리미티드 연료분사 엔진의 타이밍
KR970703481A (ko) * 1995-03-28 1997-07-03 츠카하라 시게히사 통내분사형 내연기관
JP2001020745A (ja) * 1999-07-05 2001-01-23 Honda Motor Co Ltd 火花点火式内燃機関の燃焼制御方法および装置
JP2001227368A (ja) * 2000-02-16 2001-08-24 信也 ▲高▼原 ピストン形内燃機関
JP2013505396A (ja) * 2009-09-23 2013-02-14 グリーン エンジン コンサルティング エス．アール．エル． スプリットサイクルエンジン

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR940001929B1 (ko) * 1985-07-19 1994-03-11 오비탈 엔진 캄파니 프로프라이어터리 리미티드 연료분사 엔진의 타이밍
KR970703481A (ko) * 1995-03-28 1997-07-03 츠카하라 시게히사 통내분사형 내연기관
JP2001020745A (ja) * 1999-07-05 2001-01-23 Honda Motor Co Ltd 火花点火式内燃機関の燃焼制御方法および装置
JP2001227368A (ja) * 2000-02-16 2001-08-24 信也 ▲高▼原 ピストン形内燃機関
JP2013505396A (ja) * 2009-09-23 2013-02-14 グリーン エンジン コンサルティング エス．アール．エル． スプリットサイクルエンジン

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