WO1996018808A1 - Perfectionnement de moteurs deux-temps - Google Patents

Perfectionnement de moteurs deux-temps Download PDF

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Publication number
WO1996018808A1
WO1996018808A1 PCT/GB1995/002952 GB9502952W WO9618808A1 WO 1996018808 A1 WO1996018808 A1 WO 1996018808A1 GB 9502952 W GB9502952 W GB 9502952W WO 9618808 A1 WO9618808 A1 WO 9618808A1
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WO
WIPO (PCT)
Prior art keywords
piston
internal combustion
stroke
engine according
cylinder
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.)
Ceased
Application number
PCT/GB1995/002952
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English (en)
Inventor
Keith Charles Sugden
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Individual
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Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to AU42666/96A priority Critical patent/AU4266696A/en
Publication of WO1996018808A1 publication Critical patent/WO1996018808A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/22—Compensation of inertia forces
    • F16F15/26—Compensation of inertia forces of crankshaft systems using solid masses, other than the ordinary pistons, moving with the system, i.e. masses connected through a kinematic mechanism or gear system
    • F16F15/264—Rotating balancer shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L11/00—Valve arrangements in working piston or piston-rod
    • F01L11/02—Valve arrangements in working piston or piston-rod in piston
    • F01L11/04—Valve arrangements in working piston or piston-rod in piston operated by movement of connecting-rod
    • F01L11/06—Valve arrangements in working piston or piston-rod in piston operated by movement of connecting-rod operating oscillatory valve
    • 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
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2230/00—Purpose; Design features
    • F16F2230/0011—Balancing, e.g. counterbalancing to produce static balance

Definitions

  • the working stroke occurs when the gas temperature (and thus its pressure) has been raised enormously by burning the fuel in the compressed air above the piston, pushing the crank down and around to the position indicated at "W” when the "flywheel” (not shown) has sufficient angular momentum to continue rotation and power output until the following working stroke restores the flywheel's loss of momentum. Repetition at every 2-strokes.
  • Lubrication either by adding oil to the fuel or by "total loss" to the bearings is not changed in categories (i) and (ii), so is omitted from here: “Dry-lubrication” is well-known.
  • Diesel two-strokes are often provided with an "external" low pressure air supply from either some form of pump or supercharger and often a turbo- charger (this latter powered from otherwise waste energy in the exhaust output), these sources being used sequentially or simultaneously as preferred by the users/designers.
  • the resultant air supply is fed by poppet valve to the cylinder starting near the end of the
  • the simplest form allows a traditional two-stroke to transfer the slightly compressed air or fuel mixture from the crankcase either by the slot in the piston lower surface in which the connecting-rod slides and/or by the gate ports in the piston base into intermittent communication with the short transfer ports 5 at the appropriate crank/piston position to cause gas transfer into the cylinder to start appreciably after the exhaust port has been uncovered by the piston and to maintain gas transfer until appreciably after the exhaust port 3 is closed.
  • This ensures good cylinder filling and corresponding high power output (see Figs. 5 to Fig. 7 inclusive.)
  • the second embodiment is the more sophisticated development (shown in Figs. 8 to
  • a stepped piston uses the larger diameter lower portion of the dual size piston to act as an air pump feeding into the air passages of the input port 30.
  • the second cylinder of a pair in "V" configuration can be a pumping unit for the first.
  • the output may be arranged in series or alternatively in parallel with the output from a turbo-charger, (i.e.stepped piston; second cylinder).
  • a turbo-charger i.e.stepped piston; second cylinder.
  • the pressurised air may be delivered sequentially with the turbo-charger output, (e.g.boost
  • the transfer passages may be curved to induce rotation of the gasses within the cylinder, and/or angled to direct the air inflow toward selected points within the cylinder (as with conventional two-stroke inputs).
  • the drawings show the transfer passages and ports as open-sided slots.
  • many of the sectioned piston elevations omit obstructing portions to eliminate excessive use of dotted lines and to clarify gas flow routes. Where sections are shown for comparison purposes, the various juxtaposition portions may not be in strictly the same plane of section. This will not cause confusion to persons skilled in the art of designing two-stroke engines. As drawn, minimum "gas path" X-section >12% piston area.
  • the largest angle of connecting-rod swing is minimised by having a high pivot axis at (or even above) the piston crown, and the amount of tip swing clearance required by the gate shutter depends not only on crank/rod/cylinder proportions, but also on the offset in the pivot-hinge line from the cylinder's longitudinal axis.
  • Some timing overlap is desirable between starting the cylinder recharge and ending of the exhaust, in order to facilitate a smooth exchange/substitution of gasses above the piston. Transfer "ends" with air only — thus the "crevice” above and around the piston rings will not contain fuel vapour likely to produce unburnt hydrocarbons as exhaust emissions.
  • the start, duration and rate of fuel injection will normally be rapidly and repetitively set by the engine electronic management system to eliminate fuel vapour loss via the exhaust port, with transfer ports arranged to give an initial rotary motion within the cylinder by the entering gas — a swirl increased prior to ignition by conservation of angular momentum into the smaller diameter combustion chamber, where "squish" induced turbulence is added from the 'V internal edges. All are to promote thorough combustion.
  • Fig. 24 introduces two views of a rotating constriction in the exhaust port, in this instance illustrated with a gear drive from the crankshaft providing contra-rotation at crank speed with variable angular positioning of the rotor (Advance - Retard).
  • Fig. 25 is a group of drawings depicting exhaust rotors which at twice crankshaft r.p.m. are combined with matching balance shafts to provide substantial cancellation of secondary engine vibration. Constriction is provided without contact of the exhaust passage (total sealing is not required) — leakage would be less than 25% of unrestricted flow, and normally between 5% and %.
  • the rotator may have a tapered (conical) configuration; allowing close none-contacting adjustment via use of end packing washers, or similar.
  • the 'hot path' rotor would normally be of Titanium; steel, Ti coated/plated ; or "engineering ceramic".
  • Such restrictors may have chain or low cost 'toothed' belt drive allowing some 22° advance to retard of the exhaust constriction with under 2% variation of secondary balance force — such advance/retard normally being controlled by the engine's electronic management unit.
  • Such restrictor allows better control of : gas flow; pollution; power output, and particularly in the "twice r.p.m.” case — exhaust noise.
  • Sheet 1 is diagrammatic/symbolic, Figs. 1 to 4 depicting "traditional" two-stroke cycle.
  • the reed valve allowing one way flow into the crankcase is shown closed at 1 and “pulled” open at 2.
  • the crank angle for inlet at "I” is within and smaller than the exhaust range “E”.
  • the transfer passage 4 is long enough to bypass the entire piston height. (Figs.1 and 2).
  • Fig. 5 shows an engine with less overall height even with the same effective length of connecting-rod and the same crank swing (and piston stroke.) This is via the hot running pivot bearing high inside the piston.
  • Fig. 15 indicates one of a pair of transfer exit ports from the piston body which communicate intermittantly with a pair of short transfer ports in the cylinder walls.
  • Fig. 7 (left) a general view from above a typical "flat-top" (no tall deflector as in Figs. 1 to 5) piston, and (right) a schematic diagram of the lower part of the cylinder.
  • the ceramic bearing 14 may have a conic surface (lubricated at 17) which provides the near elliptical motion at the piston surface indicated at 25.
  • the "notch" in 10 can align with a slit at the top of the exhaust port (Fig. 7) when descending, but not do so when rising. This can contribute to a quieter shock front to the exhaust noise, but reduce leakage on the compression stroke.
  • the matching pair of transfer ports 5 are equally spaced each side of the exhaust 27 in the cylinder wall. Often, designers choose to use four transfer passages, with a pair to each piston port 15, in order to present smaller openings for the piston rings to traverse, and to allow a spread of input flows on charging the cylinder. 18 (Fig. 6) is the control edge sliding over edge 24 to define the start of transfer (as in Fig. 5)
  • Fig. 8 is a graphical outline of the inlet comparison between four-stroke and two-stroke engines described above.
  • Fig. 9 is a section through a typical cylinder showing port arrangement.
  • Fig. 10 is a sectioned piston suitable to the cylinder above. On the left is the corresponding connecting-rod top and little end.
  • Fig. 11 is a pseudo plan section through the above cylinder and the lower part of its piston to allow a comparison of various ports and flow passages.
  • the two pairs of transfer passages 5 are equally spaced on each side of the input 30. Shown in broken line is one possible shape for the very wide range of input manifolds needed for different engine configurations/usage. Three gate-valve flow passages 29 are shown in this instance.
  • the exhaust port 3 is also indicating a possible exhaust manifold using a broken line.
  • the streamlined pillars in the port opening are to safeguard the piston rings.
  • Fig. 12 is a pictorial representation of the piston's two matching halves and below is depicted the little-end nested against a part cylindrical ceramic bearing pad. (The conic- frustum style bearings described in G B 2261492 B may be used with variable pressure piston rings — but are not shown here for brevity.) Fig.
  • FIG. 13 is one piston half with two arrows to illustrate the two pathways (duplicated in the other half) conducting cooled pressurised air from the inlet port to the two sets of transfer ports equally spaced on each side of the inlet port 29.
  • These four pathways through the piston are open only once per revolution of the crankshaft when the piston/rod are in the appropriate position.
  • the gate valve is open only on the "up" (prior to compression) stroke.
  • Figs. 14 to 21 inclusive illustrate progressive stages of the new controlled two-stroke cycle.
  • Fig. 22 shows a compact 90° "V" alternative (for low primary force vibration engines) to the "in-line" three cylinder engine. Broken outlines indicate possible manifolds for use with the inlet 30, and with the exhaust 3, between the cylinder castings.
  • Fig. 23 shows the alternative use of the piston gate valve with the input airflow 'down' through the gate ports — and with the dual sets of transfer ports moved further from 29, and still without allowing the pressurised air to enter the crankcase. Operation is basically the same as in Figs. 14 to 21. Elimination of 'pressure-air' loss through the exhaust port 3 during Overlap' with cylinder refilling is indicated by use of the exhaust rotary restrictor in Fig. 24.
  • the A. ⁇ — ⁇ R. indicates one possible point where the engine management unit can control/vary the relative position of the exhaust restrictor while continuously rotating.
  • the three centre lines through the gear wheel pivots and meshing points indicate a Watt's link motion which allows the advance and retard management-control device action-in-a-straight-line over a short range.
  • the exhaust rotor is dynamically balanced and not contacting its casing (hot or cold).
  • Figs. 25 and 26 are comparable with the cycle Figs. 14 to 21 but adding two contra- rotating, unbalanced opposing shafts running at twice crankshaft r.p.m.
  • FIG. 26 from Pre-Transfer where the gate valve is about to open through to a short Compression stroke with a cooled charge which allows the next working stroke to be (as drawn) — 130% greater volume than compression.
  • FIG. 27 top right is a pictorial view of a typical cylinder barrel casting with; cooling, transfer passages, gas inlet, exhaust and combined cylinder head. Two arrows indicate the location for the exhaust restrictor 42.
  • the bottom drawings are the side elevation and a view on the section 'A A' of a rotor which may not require weights 48, except in the dynamically balanced case of a restrictor running at crankshaft r.p.m.
  • D R A VIN C DE T AIL — A L L E M BO DIM EN TS In all the figures the following annotation applies :-
  • 1/ shows a reed valve closed.
  • Fig. 14 shows the piston descending, leaving the position of maximum torque; with crankshaft driven in a clockwise direction by the combustion pressures generated in the previous cycle.
  • the connecting rod is at the position of maximum swing.
  • the inlet port 30 has communication via passages 29 to the feed (lower) side of the gate-valve, but the control edges 18 are overlapping the opening edges 24 thus the pressure flow is stopped.
  • the transfer and exhaust ports are closed by the piston walls and combined/reinforced with the piston rings.
  • Fig. 16 Here the exhaust port is partly open above the slowing piston.
  • the gate valve is closing the inlet supply off from the transfer ports.
  • the high pressure gas is beginning to flow at increasing rate into the exhaust system via cylinder ports 27 into manifold/port 3, simultaneously dropping the pressure above the piston.
  • Compressed air and gas inside the piston and transfer passages 5 are now beginning to exceed the pressure above the piston and starting to flow upward; joining the flow toward the exhaust port.
  • Fig. 17 The gate valve is about to open with the port control edges 18 just touching the edges 24 (see Fig. 11 ). From here the fresh supply of air will have access to the inside of the piston for approximately one third of a revolution of the crankshaft. (Cylinder wall transfer cut-off will occur before the inlet-to-gate).
  • the exhaust port is almost fully open: cylinder gas pressure is falling rapidly — even through the turbo-charger (not shown.) Mixed air+gas flow from inside the piston is at maximum; this will assist the acceleration and movement of the recharge air as the gate opens. The small remainder of the previous cycle's compressed air will help to dilute and cleanse the exhaust gasses from the cylinder.
  • a fuel jet orifice is just visible above the piston top at 36. The engine management system will not permit injection to start until the exhaust port is almost closed, as in Fig. 18.
  • Fig. 20 shows the piston at the start of compression; with a smaller range of travel/ crank rotation than that available for the power stroke.
  • the transfer ports have just closed.
  • the gate valve is fully open and allows the pressure inside the piston to equalise with the delivery pressure of the supply air. Cooled pressurised air delivered into a cylinder with a low effective compression gives a low temperature before ignition; even though the overall compression is high, there is no "knock" and high thermal efficiency.
  • Fig. 21 completes the cycle.
  • spark initiated combustion occurs in a turbulent combustion chamber 32.
  • the piston control-gate is rapidly closing, with compressed air trapped above and below the gate (but not in contact with the now closed inlet port 30.)
  • the continued swing to the side by the connecting-rod will further compress the trapped air which will absorb heat from the enclosing piston.
  • This 'compression' may well compensate the pressure drop due to leakage, and help cool the piston.
  • This heated air will later be discharged with the exhaust gasses as described for F igs. 16 and 17.
  • the exhaust is closed and will remain so for about one third of a crank ⁇ shaft revolution; giving the "power" stroke. This concludes the description of operation.
  • This shape change simultaneously allows the extremities of the little end to be “cut-away” allowing the port 29 to be optionally machined at either side of the piston (thus permitting the R.H. cylinder Fig. 22 to be “rotated” 180°placing port 3 "outside” the "V") and also permits a symmetrical piston which can be repetition cast from only one squeeze-cast die set.
  • the spherical bearing also provides the input air, after passing through the gate valve, to be channelled to the sides of the piston allowing exits 15 and transfer ports 5 to be placed at right-angles to inlet 30 and exhaust 3.
  • Auxiliary and ancillary devices are to user's/vehicle assemblers option. Evolvement of safe transportable hydrogen generators (or compact hydrogen storage) would make this engine pollution free.
  • Industrial Applicability With the gradual reduction in world reserves of fossil fuels and an expected increasing demand for vehicles — experienced senior design engineers have already predicted that small lightweight engines — (such as described above), probably using three cylinders "in ⁇ line,” will be in great demand to meet the anticipated market requirements worldwide. ⁇

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

La bielle (6) comporte des rebords faisant office de soupapes (18) qui contrôlent une ouverture (29) permettant l'accès à l'intérieur du piston. Ce système permet d'empêcher l'admission d'air comprimé vers le cylindre par l'ouverture (5) avant que l'échappement ne soit partiellement effectué, une fois que le piston (9) a découvert l'orifice d'échappement (3). Une fois que l'orifice (3) est recouvert, la valve du piston (18) permet un remplissage accru du cylindre. L'échappement se faisant par l'ouverture (3) peut être restreint par une soupape rotative à cadence variable (42, Fig. 25), laquelle fonctionne à la fois comme un réducteur et comme un volant de vilebrequin, ce dernier fonctionnant de concert avec un volant de vilebrequin tournant en sens inverse (40, Fig. 25). Le carter étant isolé de l'arrivée d'air, ce système nécessite l'emploi d'un turbocompresseur ou d'un compresseur.
PCT/GB1995/002952 1994-12-17 1995-12-18 Perfectionnement de moteurs deux-temps Ceased WO1996018808A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU42666/96A AU4266696A (en) 1994-12-17 1995-12-18 Improvements in two-stroke engines

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB9425624.5 1994-12-17
GB9425624A GB2288637B (en) 1994-12-17 1994-12-17 Improvements in two-stroke engines

Publications (1)

Publication Number Publication Date
WO1996018808A1 true WO1996018808A1 (fr) 1996-06-20

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Application Number Title Priority Date Filing Date
PCT/GB1995/002952 Ceased WO1996018808A1 (fr) 1994-12-17 1995-12-18 Perfectionnement de moteurs deux-temps

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AU (1) AU4266696A (fr)
GB (1) GB2288637B (fr)
WO (1) WO1996018808A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5870980A (en) * 1996-02-01 1999-02-16 Hooper; Bernard Stepped piston internal combustion engine
ITPG20080054A1 (it) * 2008-12-24 2010-06-25 Federici Ettore Esposti Sistema "ecovalv"
US8061964B2 (en) 2009-09-05 2011-11-22 Michael Zuteck Hybrid multi-element tapered rotating tower
US9303637B2 (en) * 2013-02-18 2016-04-05 Manousos Pattakos Connecting rod valve
GB2528748B (en) * 2014-06-03 2016-08-17 Pattakos Manousos Asymmetric transfer and intake in two-strokes
WO2016170380A1 (fr) * 2015-04-24 2016-10-27 FERIOZZI, Franco Moteur endothermique à deux temps polycarburant avec des tuyaux de coulée bidirectionnels

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR16210E (fr) * 1912-06-08 1912-12-10 Ernest Gass Moteur à combustion sans soupape
FR548197A (fr) * 1922-03-04 1923-01-09 Moteur
FR689089A (fr) * 1929-02-01 1930-09-02 Dispositif de distribution pour moteur
DE809117C (de) * 1948-10-02 1951-07-23 Ludwig Schart Vorrichtung zur Steuerung des Einlasses der Kurbelkastenspuelpumpe von Zweitaktmotoren
DE1576249A1 (de) * 1967-02-11 1970-03-19 Anscheidt Hans Georg Brennkraftmaschine,insbesondere Zweitaktmaschine

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SK113092A3 (en) * 1992-04-14 1995-03-08 Josef Lecnar Double-stroke internal combustion piston engine with controlled suction of medium

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR16210E (fr) * 1912-06-08 1912-12-10 Ernest Gass Moteur à combustion sans soupape
FR548197A (fr) * 1922-03-04 1923-01-09 Moteur
FR689089A (fr) * 1929-02-01 1930-09-02 Dispositif de distribution pour moteur
DE809117C (de) * 1948-10-02 1951-07-23 Ludwig Schart Vorrichtung zur Steuerung des Einlasses der Kurbelkastenspuelpumpe von Zweitaktmotoren
DE1576249A1 (de) * 1967-02-11 1970-03-19 Anscheidt Hans Georg Brennkraftmaschine,insbesondere Zweitaktmaschine

Also Published As

Publication number Publication date
GB2288637A (en) 1995-10-25
GB2288637B (en) 1996-09-18
AU4266696A (en) 1996-07-03
GB9425624D0 (en) 1995-02-15

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