EP0210975A2 - Moteur à combustion interne avec balayage du carter du vilebrequin - Google Patents

Moteur à combustion interne avec balayage du carter du vilebrequin Download PDF

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Publication number
EP0210975A2
EP0210975A2 EP86890186A EP86890186A EP0210975A2 EP 0210975 A2 EP0210975 A2 EP 0210975A2 EP 86890186 A EP86890186 A EP 86890186A EP 86890186 A EP86890186 A EP 86890186A EP 0210975 A2 EP0210975 A2 EP 0210975A2
Authority
EP
European Patent Office
Prior art keywords
combustion engine
internal combustion
lubricant
channel section
crankcase
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
EP86890186A
Other languages
German (de)
English (en)
Other versions
EP0210975B1 (fr
EP0210975A3 (en
Inventor
Andreas Bilek
Peter Dipl.-Ing. Wünsche
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
AVL List GmbH
Original Assignee
AVL List GmbH
AVL Gesellschaft fuer Verbrennungskraftmaschinen und Messtechnik mbH
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 AVL List GmbH, AVL Gesellschaft fuer Verbrennungskraftmaschinen und Messtechnik mbH filed Critical AVL List GmbH
Publication of EP0210975A2 publication Critical patent/EP0210975A2/fr
Publication of EP0210975A3 publication Critical patent/EP0210975A3/de
Application granted granted Critical
Publication of EP0210975B1 publication Critical patent/EP0210975B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02B33/28—Component parts, details or accessories of crankcase pumps, not provided for in, or of interest apart from, subgroups F02B33/02 - F02B33/26
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M3/00—Lubrication specially adapted for engines with crankcase compression of fuel-air mixture or for other engines in which lubricant is contained in fuel, combustion air, or fuel-air mixture
    • F01M3/02—Lubrication specially adapted for engines with crankcase compression of fuel-air mixture or for other engines in which lubricant is contained in fuel, combustion air, or fuel-air mixture with variable proportion of lubricant to fuel, lubricant to air, or lubricant to fuel-air-mixture
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • 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
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
    • F05C2201/00—Metals
    • F05C2201/02—Light metals

Definitions

  • the invention relates to a two-stroke internal combustion engine provided with a crankcase purge, in which a nozzle connected to a lubricating oil line is arranged in the intake duct and which draws in the lubricating oil from a lubricant reservoir by means of negative pressure.
  • Such an internal combustion engine has been e.g. known from DE-AS 1 244 472.
  • a carburetor is provided which has a pre-atomizer arranged coaxially in the intake duct, into which a supply line for the fuel / air mixture and on the other hand a supply line for the lubricating oil open.
  • This known internal combustion engine has the disadvantage that only extremely low viscosity lubricating oil can be used. Furthermore, problems often arise during operation at low temperatures, since sufficient atomization of the lubricating oil cannot always be ensured and a failure of the lubrication can occur, which can cause serious damage to the machine.
  • This solution has the disadvantage of a high mechanical outlay for the regulation and pressure generation of the lubricant, the regulation practically only being possible in connection with the fuel mixture regulating member.
  • the object of the present invention is essentially to provide for lubrication and cooling of the moving parts of the crank mechanism in a structurally simple and reliable manner, the amount of lubricant introduced into the crankcase to avoid unnecessarily high consumption should be tailored to the respective requirements of the machine.
  • the nozzle is arranged in the narrowest cross section of a channel section designed in the manner of a Venturi tube, and in that an injection pump is provided for the fuel supply, as is known per se. Since the nozzle for the lubricant is located at the narrowest point of the channel designed in the manner of a Venturi tube, the suction effect is large enough to be able to dispense with a lubricating oil pump, which results in a correspondingly simple mechanical structure.
  • this also ensures in a simple manner an essentially speed-proportional metering of the amount of lubricant introduced, which corresponds to the respective requirements of the internal combustion engine, since the underpressure occurring in the channel section designed in the manner of a venturi tube and directly influencing the amount of lubricant emerging through the nozzle opening depends, inter alia, on the flow rate and so that the speed of the machine depends.
  • the nozzle opening can be arranged at least approximately in the center of the narrowest cross section of the channel section and point in the flow direction, which further improves the introduction and distribution of the Lubricant contributes to the inflowing intake air.
  • the lubricant feed line or the lubricant reservoir can be connected to the fuel tank of the internal combustion engine via a connecting line. This makes it possible to dispense with a separate reservoir for the lubricant at all, taking advantage of the still high lubricating effect of the diesel fuel.
  • the addition of the diesel fuel in the form of a mist to the intake air also results in a constant renewal of the lubricant mist in the crankcase, which ensures a consistently high quality of the lubrication or cooling.
  • the amount of fuel added to the intake air as a lubricant is kept below the amount required for idling the machine by coordinating the difference in diameter in the duct section designed as a Venturi tube and the diameter of the nozzle opening no additional measures to enable the engine to be switched off are required. If this upper limit were still set for the amount of fuel added to the intake air as a lubricant, the internal combustion engine could continue to run with the amount of fuel added to the intake air when the normal fuel supply was switched off, but this could also be taken into account, for example, by providing appropriate shut-off elements in the lubricant supply line.
  • the nozzle device or the channel section designed in the manner of a venturi tube can be designed as a separate light metal or plastic injection molded or pressed part and also comprise a check valve or a check valve.
  • This very simple design enables a favorable shape for the channel section and according to the arrangement of the non-return means for preventing the leakage of the intake air from the K urbelkasten while walking down and pushing the crankcase content travel of the piston in this separate part in a simple and space-saving design.
  • the channel section designed in the manner of a Venturi tube consists of two essentially identical halves which are connected in a central plane containing its axis and that supply lines of the lubricant supply line running in this part run in this central plane lie, since this configuration allows a very simple, convenient and inexpensive manufacture.
  • the separate channel section concentric to the crankshaft axis can be inserted tightly into an opening in the part of the crankcase opposite the crankshaft bearing and can be directly surrounded by the air filter, which makes use of the one-sided crankshaft bearing Space and thus a particularly compact construction.
  • the lubricant feed line in the crankcase can have a bore opening into the opening for the separate channel section, which is connected via a ring recess to the supply lines to the nozzle opening in the channel section used, which simplifies the assembly of the arrangement and a rotation of the type Venturi tube formed channel section in the opening in the crankcase makes unproblematic.
  • the lubricant reservoir can be accommodated in the crankcase, including the one-sided crankshaft bearing and optionally the cam actuation of an injection pump
  • the crankcase including the one-sided crankshaft bearing and optionally the cam actuation of an injection pump
  • an immersion distributor actuated by the rotating crankshaft, in particular a rotating band or the like, is provided for this separated space.
  • the slot-controlled two-stroke internal combustion engine with fuel injection preferably a diesel engine
  • the housing part 1 ' forms a space which forms a lubricant reservoir 8, the lubricant level 9 of which is kept constant by known means, not shown here, such as floats 69 ', etc. Height is regulated.
  • the space 8 is closed by the output side to the housing part 1 'by bolts 10 fixedly connected to the bearing plate'. 11
  • crankshaft 12 is overhung in the housing part 1 'and in the bearing plate 11 by means of ball bearings 13 and 1 4 (main bearing).
  • the counterweight 15 At the free end of the crankshaft 12 is the counterweight 15, which partially engages behind the ball bearing 13 with a bead 15 '.
  • the circumferential contours 16 of the counterweight 15 and the circumferential contours 17 and 18 of the bead 15 ' run concentrically to the crankshaft 3 and form gaps with the corresponding walls 19 and 20 of the housing part 1' as they pass, which are kept as small as technically possible and feasible.
  • the counterweight 15 In the direction of the crankshaft axis 3, the counterweight 15 is connected to the crank pin 21, which is connected on one side to the crankshaft 12 via the crank 22.
  • the crank pin 21 is connected to the piston 24 via the associated bearing 21 'by means of the one-piece connecting rod 23 via the piston pin 25, which is mounted on the piston 24 in eyes 30'.
  • the shaft 23 'of the connecting rod 23 is eccentric with respect to the piston or cylinder axis 26 and is offset in the direction away from the crankshaft bearing 13.
  • the outer contours 27 of the crank pin bearing eye 28 and the outer contour 29 of the piston pin bearing eye 30 of the connecting rod 23 are each designed concentrically with the bearing axes.
  • the piston skirt 24 'of the piston 24 has recesses 31 on the side of the counterweight 15, into which the counterweight 15 enters with little play in the area of the bottom dead center position.
  • the counterweight 15 or the crank 22 has a groove 32 which is concentric with the axis of the crank pin 21 and into which the crank pin bearing eye 28 enters.
  • the piston 24 is slidably supported in the cylinder liner 33, which in turn is formed in one piece with the cylinder head 35 provided with cooling fins 34.
  • These cylinders Head-cylinder liner unit is clamped between the two housing parts 1 'and 1 ", for which purpose the cylinder liner 33 is provided with a circumferential flange 36'.
  • the parting line between the cylinder head 35 and the housing 1 is designated 35 '.
  • the cylinder liner 33 has inlet slots 36 for the air compressed in the crank chamber 40 and outlet slots 37 for the combustion gases, both of which are controlled by the piston 24. There are no flushing slots in the area 33 'of the cylinder liner 33 because the piston skirt 24' has the recesses 31 in this area.
  • the inlet slots 36 are fed from a space 38, which in turn is in flow communication with the crank chamber 40 with the overflow channels 39 arranged at least in the housing part 1 'in the region of the dividing plane 6.
  • This design of the overflow channels 39 has, inter alia, the advantage that they can be shaped and cast without a core.
  • the outlet slots 37 are in flow communication via an outlet channel 41 with the sound-absorbing exhaust device 42, which in turn is fastened to the housing part 1 ′ by means of the screws 43 and has the outlet connection 44.
  • the output side includes a cooling fan 45 is provided which is fixedly connected to the crankshaft 12 by means of the central screw 46.
  • the cooling air is fed via a connecting line 47 to the cooling fins 34, for which purpose the latter have a casing which is partly formed by a shell part 48 and partly by the inner wall 49 of the fuel tank 50.
  • the combustion chamber 51 arranged in the piston 24 is supplied with fuel via the nozzle 52, specifically via the injection line 53, which is connected to the injection pump 54, which is not shown in detail.
  • the cam 55 of the injection pump sits in the space 54 ′ of the crankcase 1 separated by the main crankshaft bearings 13 and 14 on the crankshaft 12 and is connected to the latter in a rotationally fixed manner.
  • the Lubrication of the injection cam 55 as well as the crankshaft main bearings 13 and 14 takes place by means of a spray mist, which is generated by an endless belt 56 made of flexible material which is suspended from the crankshaft 12, is carried by the latter and is immersed under the fuel level 9.
  • the engine parts are lubricated via a nozzle device 57, which is supplied as lubricant fuel via the angled lubricant feed line 58.
  • This nozzle device 57 is also connected to the intake air flowing in via the air filter 59.
  • the crankcase part 1 ′′ has a circular cylindrical opening 67 coaxial with the crankshaft axis 3, into which the channel section 60 designed in the manner of a venturi tube is inserted.
  • the named channel section 60 consists of two identical halves 60 ′ which are divided in a central plane 66 containing its axis 64 .
  • the two identical channel portion halves 60 ' are preferably made of Kunststoffspri' tzguß and are joined together by gluing.
  • feed lines 65 for the lubricant which are identical in both parts as open grooves and, after the two channel section halves 60 'have been glued together, result in closed lines.
  • These feed lines 65 are fed by an annular recess 68, which in turn is closed at the periphery by cylindrical opening 67 and is connected to the lubricant reservoir 8 via the lubricant feed line 68 and a connecting line 70, a float 69 ′ being built into this connecting line.
  • a nozzle 62 extending approximately in the direction of the axis 64 is provided in a cross rib 69, the opening of which is designated 62 '.
  • the two perforated end walls 70 and 71 At the end of the channel section 60 opposite the nozzle 62 are the two perforated end walls 70 and 71, between which one is made, for example, of a sheet metal disk existing check valve 63 is movably arranged in the direction of the axis 64. From the movement space 72 of the non-return flap 63 delimited by the two end walls 70 and 71, a circumferential slot 73 opens out into the crank chamber 40. It is thereby achieved that the non-return valve 63 is pressed against the end wall 70 during suction, as a result of which the suction air can flow freely through the circumferential slot 73 into the crankcase. When compressing, however, the non-return flap 63 is pressed against the end wall 71, whereby backflow of intake air is prevented.
  • a negative pressure is created at the nozzle opening 62 ', which is arranged in the region of the narrowest cross-section 61 of the channel section 60 designed in the manner of a Venturi tube, through which a metered amount of lubricant is sucked in via the nozzle 62.
  • This lubricant mixes in mist form with the intake air, so that this lubricant reaches the crank chamber 40 in finely divided form and lubricates all moving parts there.
  • the mirror 9 in the lubricant reservoir 8 is kept constant by known means, which feed fuel from the fuel tank 50 if necessary.
  • the amount of fuel added to the intake air as a lubricant in this way is adjusted to a value below the amount required for idling the machine by coordinating the difference in diameter in the venturi tube and the diameter of the nozzle opening 62 '.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
EP86890186A 1985-07-25 1986-06-19 Moteur à combustion interne avec balayage du carter du vilebrequin Expired - Lifetime EP0210975B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT2215/85 1985-07-25
AT0221585A AT404055B (de) 1985-07-25 1985-07-25 Einzylinder-zweitakt-brennkraftmaschine mit kurbelkastenspülung

Publications (3)

Publication Number Publication Date
EP0210975A2 true EP0210975A2 (fr) 1987-02-04
EP0210975A3 EP0210975A3 (en) 1988-02-10
EP0210975B1 EP0210975B1 (fr) 1990-01-10

Family

ID=3530160

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86890186A Expired - Lifetime EP0210975B1 (fr) 1985-07-25 1986-06-19 Moteur à combustion interne avec balayage du carter du vilebrequin

Country Status (4)

Country Link
US (1) US4694786A (fr)
EP (1) EP0210975B1 (fr)
AT (1) AT404055B (fr)
DE (1) DE3668218D1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2694907B2 (ja) * 1988-12-26 1997-12-24 ヤマハ発動機株式会社 ２サイクルエンジン
ES2253197T3 (es) * 2000-09-06 2006-06-01 Eaton S.R.L. Unidad de control de la carrera de la valvula con lubricacion simplificada.
ITPZ20030001A1 (it) * 2003-05-29 2004-11-30 Enrico Nino Sistema di combustione stratificato per motori alternativi
JPWO2018135190A1 (ja) * 2017-01-18 2019-06-27 本田技研工業株式会社 内燃機関

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE584401C (de) * 1931-10-21 1933-09-19 Fusion Moteurs Schmierung fuer Brennkraftmaschinen
US2273202A (en) * 1940-05-15 1942-02-17 Continental Motors Corp Engine
DE949855C (de) * 1948-10-28 1956-09-27 Herbert J Venediger Dr Ing Zweitaktbrennkraftmaschine mit Regelung der Schmierstoffzufuhr
US2682259A (en) * 1951-03-30 1954-06-29 Outboard Marine & Mfg Co Transfer passage oil trap for two-cycle engines
DE1244472B (de) * 1963-05-06 1967-07-13 Sachsenring Automobilwerke Schmiervorrichtung fuer Kraftstoff-Luft-Gemisch ansaugende Brennkraftmaschinen, insbesondere kurbelkammergespuelte Zweitaktmaschinen
DE1190252B (de) * 1963-09-10 1965-04-01 Barkas Werke Veb Schmiervorrichtung fuer gemischansaugende Zweitaktmotoren
FR1422696A (fr) * 1965-01-26 1965-12-24 Joseph Voegele Ag Procédé de lubrification de moteurs à explosion
DE1476133A1 (de) * 1965-04-24 1969-03-27 Barkas Werke Veb Schmierung des Triebwerkes von Brennkraftmaschinen,insbesondere Zweitaktbrennkraftmaschinen
SU479877A1 (ru) * 1973-01-26 1975-08-05 Московский автомеханический институт Система смазки карбюраторного двигател внутреннего сгорани
FR2386684A1 (fr) * 1977-04-04 1978-11-03 Chrysler France Moteur deux temps a balayage equicourant
US4599979A (en) * 1984-08-09 1986-07-15 Outboard Marine Corporation Upper crankshaft bearing lubrication system for two-cycle engine

Also Published As

Publication number Publication date
EP0210975B1 (fr) 1990-01-10
ATA221585A (de) 1997-12-15
AT404055B (de) 1998-08-25
EP0210975A3 (en) 1988-02-10
DE3668218D1 (de) 1990-02-15
US4694786A (en) 1987-09-22

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