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
  • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
  • F02B41/02—Engines with prolonged expansion
  • F02B41/04—Engines with prolonged expansion in main 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
  • F02B75/00—Other engines
  • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
  • F02B75/18—Multi-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
  • F02B75/40—Other reciprocating-piston 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
  • F02B1/00—Engines characterised by fuel-air mixture compression
  • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
  • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into 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
  • F02B75/00—Other engines
  • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
  • F02B75/18—Multi-cylinder engines
  • F02B2075/1804—Number of cylinders
  • F02B2075/1812—Number of cylinders three

Definitions

• Combustion cycle engine with positive ignition The present invention relates to a mixed combustion cycle engine with spark ignition as described in patent n ° 84.574.
• the engine which is the subject of this patent has, near the end of the cylinder corresponding to the top dead center of the piston, a second cylinder and a third cylinder, the second cylinder forming an integral part of the first cylinder and the third cylinder communicating by a conduit with the first cylinder, a pis.ton being arranged in each of the second and third cylinders to delimit two chambers therein, injection means and means for igniting the mixture being arranged in the third cylinder.
• the pistons of the second and third cylinders are driven in an alternating movement by means of crank pins offset between them by 180 ° on the shaft of a small crankshaft which forms with the camshaft a kinematic chain in which is located the cage of the coupler.
• the purpose of the present invention is, above all, to make the above-mentioned engine more efficient and more reliable, so that it responds better than to date to the various difficulties of practical realization.
• each cylinder has a corresponding piston; the first piston moving in the first cylinder used for the intake, compression, expansion and exhaust phases, this first piston depending, via a connecting rod, on the first crankshaft located in the cylinder block; the second piston moving in the second cylinder delimiting the combustion chamber where there are two spark plugs and a fuel injector; the third piston moving in the third cylinder delimiting the air reserve chamber.
• the second and third pistons each dependent on a connecting rod and a crankpin offset by 180 ° from the second crankshaft also located in the cylinder block.
• the first crankshaft being connected by a transmission to the second crankshaft via the coupler member located in a housing mounted on the cylinder block.
• the gas pedal acting by known means of the coupler to vary the setting angle between the two crankshafts.
• the invention applies equally well to two- or four-stroke cycle engines.
• FIG. 1 is a partial view in broken section A-A of the transverse part of a two-stroke engine according to the invention
• FIG. 2 is a broken sectional view in parallel planes B-B of the transverse part of a two-stroke engine according to the invention.
• FIG. 3 is a partial view in broken section with parallel planes A '-A' of the transverse part of a two-stroke engine according to a variant of the invention
• FIG. 4 is a plan view of the joint plane of the cylinder head in two broken sections with parallel planes A-A and B-B shown in FIGS. 1 and 2 of the two-stroke engine according to the invention
• - Figure 5 is a plan view of the joint plane of the cylinder head in broken section with parallel planes A-A shown in Fig.3 of the two-stroke engine according to a variant of the invention.
• the angle of the triangle formed by the two sides opposite to the side of the triangle joining the second and third cylinders 7,13 locates the location of the first cylinder 2.
• the corresponding orifices of the three cylinders 2,7,13 serving as passage for their pistons 1,6,12 are located in the lower part of the cylinder block 5, facing one of the two crankshafts 4 or 17 and the engine oil sump 18.
• the two crankshafts 4,17 respectively centered on the corresponding cylinders 2 and 7,13 grouped in a triangle allow the locking of the planes of rotation of the three crankpins, in such a way that the plane of rotation of the crankpin of the first crankshaft 4 is inserted between the planes of rotation of the two crank pins of the second crankshaft 17.
• This isolation has the advantage of reducing the distance between the two crankshafts 4,17 as well as that of the three cylinders 2,7,13, which has for cons a reduction in the size of the cylinder block 5.
• the latter comprises means so that the transmission between the two crankshafts 4 and 17 takes place by a pair of pinions 19 and 20 forming part of the cylinder block 5; the first pinion 19, centered on the output shaft of the first crankshaft 4, drives the second pinion 20 in rotation.
• the axis of transmission of the input gear of the cage of the coupler becomes integral with the axis 21 of the second pinion 20, while the transmission axis of the output gear of the coupler cage becomes integral with the output axis of the second crankshaft 17, known means acting on the coupler cage to vary the setting angle between the crankshafts 4 and 17.
• the invention also relates to means for assembling the three cylinders 2,7,13. Each cylinder is made up of two elements
• the first elements 22 of the cylinders 2,7,13 open at the two ends are either bored directly in the cylinder block 5, or designed in inserts to be received in suitable housings of the cylinder block 5, the seal being produced by the support of a flange at the top of the liners in a housing provided in the joint plane 28 of the cylinder block 5; the second elements 23 of the cylinders 2,7,13 closed at the end opposite to the junction of the two elements 22,
• the inserts of the cylinder block 5 and the cylinder head 24 can be designed in one piece.
• the first and second elements 22, 23 are juxtaposed axially to form the three cylinders 2,7,13.
• the rotation of the first crankshaft 4 ensures the first piston 1 reciprocating in the first and second elements 22, 23 of the first cylinder 2.
• the rotation of the second crankshaft 17 ensures reciprocating movement inversely proportional between the two pistons 6, 12 in the first and second elements 22, 23 corresponding to the second and third cylinder 7, 13.
• the bottom of the second element 23 of the first cylinder 2 comprises an exhaust pipe 33 arranged in the cylinder head 24 communicating, via the two valves 30, 30 ', the cylinder 2.
• the valves are actuated by a shaft with cams 31 and driven at the same speed of rotation by one of the two crankshafts 4 or 17.
• Inlet lights 32 are arranged on the periphery of the first cylinder 2 so that they are uncovered or masked by the first piston 1 .
• the space freed from the cylinder head 24 makes it possible to release three fixing orifices, one orifice for the fuel injector 11 and two orifices for the spark plugs including a first spark plug ignition 9 located on the periphery of the side opposite the connection of the distribution chamber 26 and a second spark plug 10 located at the connection of the distribution chamber 26 for more complete combustion of the combustion gases.
• means are provided for positioning the two crankshafts 4,17 located in the cylinder block 5, so as to cause the heads of the three pistons 1,6, 12 to emerge cyclically, without their segmentation 25, au- beyond the first elements 22 of the three cylinders 2,7,13 of the cylinder block 5, the emergence of the heads of the three pistons 1,6,12 corresponding with the space reserved for the second elements 23 of the three cylinders 2,7,13 of the cylinder head 24.
• Means are also provided by a recess 26 formed in the joint plane 27 of the cylinder head 24 in order to allow permanent intercommunication of the fluid between the three cylinders 2,7,13.
• This recess 26 located in the center of the triangle formed by the three cylinders 2, 7, 13 extends to the cross and to the depth of the walls of the second elements 23 of the three cylinders 2,7,13 to form a distribution chamber 26 to three fluid transfer connections between the three cylinders 2,7,13 when the joint planes 27 and 28 of the cylinder head 24 and of the cylinder casing 5 are combined.
• This distribution chamber 26 with three connections with a large transfer section facilitates massive transfers of the high frequency fluid between the three cylinders 2,7,13 in the compression, combustion and gas expansion phases.
• means are also provided to allow one alternative intercommunication between the three cylinders 2,7,13 characterized by another recess 26 formed in the joint plane 27 of the cylinder head 24 and also located in the triangle formed by the three cylinders 2,7,13 without the recess 26 reaching the bottom of the second element 23 of the first cylinder 2.
• the recess 26 also produces a distribution chamber 26 with three branches for transferring the fluid between the three cylinders 2,7,13.
• the passage between the first cylinder 2 and the second and third cylinders 7, 13 is alternately open or closed.
• the alternative intercommunication constitutes, after each injection of the fuel in the compression phase, an advance closure of the transfer of air to the combustion chamber 8 so that the time necessary for the homogenization of the mixture is established before combustion.
• the compression of the air fluid in the cylinder 2 and the discharge into the combustion chambers 8 and the air reserve 14 of the second and third cylinders 7, 13 are carried out up to the plugging of the connection of the first cylinder 2.
• the air fluid remaining in the first cylinder 2 is compressed in the space 29 between the first piston 1 at top dead center and the bottom of the first cylinder 2, this compression has a higher compression ratio than that of the cylinders 7 and 13.
• the combustion gases from the chamber 8 and the compressed air from the reserve chamber 14 are mixed via the distribution chamber 26 and propelled from the opening of the connection in the first cylinder 2, the gases are then rediluted with the air fluid in space 29 expanded at the compression ratio of that of the cylinders 7, 13.

Landscapes

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

Applications Claiming Priority (2)

Publications (1)

Family

ID=19730734

Family Applications (1)

Country Status (6)

Family Cites Families (3)

• 1986
  • 1986-07-08 LU LU86506A patent/LU86506A1/fr unknown
• 1987
  • 1987-07-03 JP JP50383587A patent/JPH01500210A/ja active Pending
  • 1987-07-03 BR BR8707409A patent/BR8707409A/pt unknown
  • 1987-07-03 AU AU75467/87A patent/AU7546787A/en not_active Abandoned
  • 1987-07-03 EP EP19870904144 patent/EP0276236A1/de not_active Withdrawn
  • 1987-07-03 WO PCT/LU1987/000001 patent/WO1988000284A1/fr not_active Ceased

Non-Patent Citations (1)

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