SU706553A2 - Double-stroke ic engine - Google Patents

Description

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This invention relates to the field of engine-building, in particular, to two-stroke internal combustion engines.

According to the main author. St. No. 551450 is a two-stroke internal combustion engine with a crank chamber purge, comprising a crankshaft, a cylinder-piston group equipped with a crankcase, an intake port with a throttle valve, exhaust and bypass channels, a piston compressor having a shaft connected to the crankshaft, and a working chamber. , the inlet of which is provided with an inlet pipe, and a discharge, and fuel supply and oil supply device, in which the compressor is made with a closed crank chamber equipped with an additional inlet pipe with distribution valve n air diffuser, in which the dispenser of the oil supplying device with a regulating body is placed, and connected through the distribution valve to the cylinder-piston group, and the compressor inlet pipe is equipped with an additional distribution valve and air

a diffuser in which a fuel supply sprayer is disposed, having a regulating member, and a working chamber of the compressor are connected to at least one overflow passage through the discharge passage, the control bodies of the fuel feed control sprays to the oil supply devices are kinematically connected to the throttle valve, distribution spools made in one piece with the necks of the compressor shaft, and the outlet of the exhaust channel is directed in the direction opposite to the window of the exhaust channel and is located below the upper their edges of the windows of the bypass channels 1.

The disadvantage of the engine is that in order to provide the necessary operation mode, a kinematic connection between the throttle valve and the screws regulating the charge composition in the cylinder chamber and the composition of the oil-air mixture depending on the load from the engine speed mode is required.

The aim of the invention is to simplify the design of the engine while maintaining the power of specific fuel consumption.

The goal is achieved by the fact that the inlet can, the dunsatel is connected to the inlet of the compressor of the pomondi pipeline and connected the engine to the intake duct of the engine before the throttle valve.

The drawing schematically shows the proposed two-stroke internal combustion engine with a crank chamber purge.

A two-stroke internal combustion engine with a crank chamber purge contains a cylinder 1, a piston 2 installed in it, connected by means of a connecting rod 3 to a crankshaft 4, a crankcase 5, the chamber 6 of which is connected to the inlet channel 7 having a drodelny valve 8, and by means of bypass channels 9 - with working chamber 10 of cylinder 1. A crankshaft 4 is connected to a crankshaft 4 of a piston compressor shaft 11, having a working chamber 13 installed in a cylinder 12, a piston 14 installed in the latter, connected to the shaft 11 by a connecting rod 15, and an inlet 16 to nal 17 which line 18 is connected to the inlet 7 of the engine before the throttle valve 8; and through channel 19 and channel 20 with working chamber 13. Compressor crank chamber 21 is closed and provided with an additional inlet pipe 22, channel 23 of which is connected through channel 24 with chamber 21. Channels 19 and 24 are made respectively in pits 25 and 26 of shaft 1 forming distribution spools for the working chamber 13 and the curvature chamber 21 of the compressor. The additional inlet pipe 22 has an air diffuser 27, in which an oil supply device 28 (not shown) is placed, having a regulating member made in the form of an adjusting screw 29 installed in the inlet pipe 22. The inlet pipe 16 has an additional air diffuser 30 in which I fuel injection device sprayer 31 is located. The working chamber 13 through the channel 20 and the undercut 32 on the neck 25 can be connected to the discharge channel 33, the output of which is provided in one of the bypass channels 9. The compressor crankcase 21 through the channel 24 and the radial hole 34 in the neck 26 can be connected to the channel 35 , the output of which is provided in the crankcase chamber 6. The adjusting screw 29 is kinematically connected with the throttle actuator 8.

When the crankshaft 4 rotates, a vacuum is created in chamber 5 (as piston 2 moves up) and air is drawn into it when the intake port 7 is open. Simultaneously with the rotation of the shaft 4, the shaft 11 of the compressor rotates. When the piston 14 of the compressor moves away from i. M.

to N. m.t. chamber 13 is connected via channel 20 to radial opening 36 and channel 19, neck 25 to channel inlet 16, and due to vacuum in chamber 13 to the last air is drawn in through conduit 18 from the engine inlet. When air passes through the diffuser 30, due to the vacuum formed in it, the fuel nozzle 31, which mixes with the air, forms a fuel-air emulsion that enters the working chamber 13. During the return stroke of the piston 14 from mt . in the upper neck 25 of the shaft 11 is turned on, along with the recess 32 with the channels 20 and 33, as a result of which the air-fuel emulsion si from the chamber 13 through one channel 20, the recess 32 and the exhaust channel 33 is pumped into the overflow channel 9 and further to the working chamber 10 of the cylinder 1. At this moment, from the chamber 6 of the crankcase 5 air is blown through the bypass channels 9 into the chamber 10, ensuring its purging.

Simultaneously with the movement of the piston 14 of the compressor from N. m.t. to v.m.t. the chamber 21 is connected through the channel 24 and the opening 34 to the channel 23 of the additional inlet 22 and the air due to the resulting vacuum in the curved chamber 21 enters the latter. When air passes through the diffuser 27 of the nozzle 22, as a result of the vacuum formed in it, oil enters the atomizer 28, which displaces with the air and forms an oil-air emulsion that enters the crank chamber 21. When the piston 14 moves from rm. to n.m.t. the neck 26 is rotated 180 °, jointly opening 34 with channel 35,

J, as a result of which the oil-air emulsion from chamber 21 through channel 24, orifice 34 and channel 35 is injected into crankcase chamber 6, lubricating the rubbing parts of cylinder 1 of piston 2, connecting rod 3 of shaft 4 and crankcase 5.

The amount of air-fuel emulsion formed is strictly dependent on the vacuum in the engine intake manifold. As the speed increases, the air velocity and the vacuum in the engine intake manifold increase, the pressure drops, and the pressure in the diffuser 30 of the compressor decreases accordingly, increasing the pressure drop under which the fuel flows from the sprayer 31, which increases the supply of the fuel-air mixture by the compressor at the respective modes.

The required mode of operation of the two-stroke engine is provided by changing the angle of opening of the throttle valve 3 and the position of the screw 29, as a result of which the charge composition in the working chamber 10 of the cylinder and the oil-air mixture entering the chamber 6 of the crankcase 5 are adjusted, depending on