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WO1991002144A1 - Moteur a combustion interne deux temps a allumage par etincelle ameliore - Google Patents

Moteur a combustion interne deux temps a allumage par etincelle ameliore Download PDF

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Publication number
WO1991002144A1
WO1991002144A1 PCT/US1990/004496 US9004496W WO9102144A1 WO 1991002144 A1 WO1991002144 A1 WO 1991002144A1 US 9004496 W US9004496 W US 9004496W WO 9102144 A1 WO9102144 A1 WO 9102144A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
air
cylinder
flow
valve
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/US1990/004496
Other languages
English (en)
Inventor
Charles Allen
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.)
KNITTED SLEEVE (OVERSEAS) Ltd
Original Assignee
KNITTED SLEEVE (OVERSEAS) Ltd
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 KNITTED SLEEVE (OVERSEAS) Ltd filed Critical KNITTED SLEEVE (OVERSEAS) Ltd
Publication of WO1991002144A1 publication Critical patent/WO1991002144A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/10—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel peculiar to scavenged two-stroke engines, e.g. injecting into crankcase-pump chamber
    • 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
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/12—Rotary or oscillatory slide valve-gear or valve arrangements specially for two-stroke engines
    • 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
    • F01M1/00—Pressure lubrication
    • F01M1/12—Closed-circuit lubricating systems not provided for in groups F01M1/02 - F01M1/10
    • 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
    • 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
    • F02B17/00—Engines characterised by means for effecting stratification of charge in 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/20—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18
    • F02B25/22—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18 by forming air cushion between charge and combustion residues
    • 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
    • F02B33/04—Engines with reciprocating-piston pumps; Engines with crankcase pumps with simple crankcase pumps, i.e. with the rear face of a non-stepped working piston acting as sole pumping member in co-operation with the crankcase
    • 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
    • F02B33/30—Control of inlet or outlet ports
    • 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
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • 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
    • F02B75/02—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

Definitions

  • This invention relates to a two stoke cycle spark ignition internal combustion engine, and more particu ⁇ larly to an engine having improved fuel and lubricant efficiencies and reduced exhaust emissions.
  • improved efficiency refers to de ⁇ creased consumption of fuel and lubricant in achieving particular power outputs.
  • the two stroke cycle spark ignition internal com ⁇ bustion engine is well known and has been widely used in certain applications. Because of mechanical simplicity, such engines have been recognized as being capable of developing particularly high power output for a given engine size and weight. However, certain problems arise out of the characteristics of the engine which have, up until now, limited the usefulness of such engines to applications where the weight/horsepower ratio and low initial cost of the engine is a significant factor.
  • the second problem has been addressed by several means, including simply mixing special oils with fuel in the fuel tank at a constant fuel/oil ratio; providing a means of mixing oil into the fuel just before the fuel enters the carburetor and controlling the fuel/oil ratio as a function of engine speed and load; or providing a means of injecting oil directly into the crankcase of the engine and controlling the amount of oil as a func- tion of engine speed and load.
  • lubricant passes through the engine and is burned with the charge in the combustion chamber, thereby generating undesirable by products of combustion and contributing to emissions.
  • Yet a further object of this invention is to ope ⁇ rate an engine of the type described in a manner which results in enhanced generation of power for the engine weight and fuel consumption.
  • a method of operating a two stroke cycle engine is proposed in which air for combus ⁇ tion is induced to flow through the engine crankcase and is thereafter divided into two portions for purposes generally as mentioned above.
  • Yet a further object of this invention is to re ⁇ cycle a significant portion of the lubricant used in operating an engine of the type described.
  • a lubricant sump for receiving lubricant and passageways communicating lubricant from the volume of lessened turbulence to the sump are provided.
  • lubricant entrained with air flowing into the crankcase and effective for lubricating the moving elements of the engine is recycled for additional use and adverse side effects of entraining lubricant are lessened.
  • Figure 1 is an elevation view, in section, of one form of an engine in accordance with this invention with the crankshaft and piston of one cylinder in a first position;
  • Figure 2, 3 and 4 are views similar to Figure 1 showing the engine of Figure 1 in successive ninety degree advancements of rotation;
  • Figure 5 is a timing diagram illustrating certain events in the operation of the engine of Figures 1 through 4;
  • Figure 6 is a view similar to Figure 1 showing a modified form of the engine of Figures 1 through 4 in which lubricant is recycled;
  • Figure 7, 8 and 9 are views similar to Figures 2, 3 and 4 respectively showing the engine of Figure 6 in progressive ninety degree advancements of rotation;
  • Figures 10 and 11 are views similar to Figures 1 and 2 respectively showing a modified form of the engine of Figures 1 through 4 in which a division of air flow occurs after initial compression of air in the combus ⁇ tion cylinder;
  • Figures 12 and 13 are views similar to Figures 3 and 4 respectively of the engine of Figures 10 and 11, taken vertically through a location displaced from the location of the views of Figures 10 and 11 in order to show an air passageway not otherwise visible in those Figures;
  • Figure 14 is a timing diagram illustrating certain events in the operation of the engine of Figures 10 through 13; and Figure 15 is a skeletal schematic view of certain components of the engine of Figures 10 through 14, il ⁇ lustrating the general relationships among those compo ⁇ nents.
  • the engine as would be well known to those skilled in the design and manufacture of two stroke cycle spark igni tion internal combustion engines, has a crankcase 10 which houses a crankshaft generally indicated at 11 to which a connecting rod 12 and piston 14 are connected.
  • the piston 14 moves within a cylinder 15 between a bot ⁇ tom dead center position ( Figure 1) and a top dead cen ter position ( Figure 3) , passing through positions at ninety degrees from each of those positions.
  • the se ⁇ quence of rotational positions is shown in the sequence of views from Figure 1 through Figure 4.
  • the engine of this invention in common with many two stroke cycle spark ignition internal combustion engines, draws a flow of air into the crankcase through an inlet 18 and an associated set of valves 19, prefer- ably reed valves.
  • the air flowing into and through the engine is pressurized by the movement of the piston 14 downwardly from top dead center position toward bottom dead center position, so that the crankcase 10 defines a volume or region of elevated air pressure. This eleva ⁇ tion of air pressure within the crankcase 10 is used in accomplishing the objects of this invention as will be described hereinafter.
  • the inven ⁇ tion relates to an engine of the type described in which an improvement facilitates extraction of rotational power with minimal fuel consumption.
  • Such an improve ⁇ ment comprises passageway means defining a passageway indicated generally at 20 from the crankcase 10 to the cylinder 15 for directing a flow of air from the crank case to the.
  • first valve means 21 disposed in the passageway 20 for admitting a flow of air from the crankcase 10 into the passageway 20 and for preventing a flow of air from the passageway 20 into the crankcase 10
  • second valve means 22 operable in timed relation to rotation of the crankshaft 11 for admitting a flow of air from the passageway 20 into the cylinder 15 during a limited arc of rotation of the crankshaft
  • fuel supply means generally indicated at 24 and mounted for delivering fuel into the passageway 20 for entrainment into the flow of air admitted into the cylinder 15 and thereby for supporting ignition and combustion of a charge of air and fuel within the cylinder.
  • the first valve means 21 comprises a one way valve such as a reed valve for permitting flow of air from the crankcase toward the passageway and for blocking flow of air from the passageway toward the crankcase.
  • the se- cond valve means 22 comprises a rotational valve, pre ⁇ ferably in the form of a thin wall, right circular cy ⁇ linder, for passing a flow of air through the passageway during a defined arc of rotation of the crankshaft which is less than ninety degrees of rotation of the crank- shaft. Where a thin wall, right circular cylindrical valve member is used, it is mounted for rotation about an axis perpendicular to the direction of air flow through the passageway 20.
  • the fuel supply means or fuel injector is mounted for delivering fuel into the passageway 20 between the second valve 22 and the cylinder 15.
  • a small portion of air is withdrawn from within the second valve 22 through a passageway 25 and delivered to a nozzle to which fuel is also supplied through an appropriate fuel conduit 28.
  • the passageway 20 delivers air and fuel into the cylinder at a location closely adjacent the top dead center position of the piston within the cylinder and the location of the igniter.
  • the charge delivered for combustion may be, on average of the total volume of air and fuel delivered, leaner than would otherwise be the case and thereby achieve enhanced fuel efficiency as compared with more conventional two stroke cycle spark ignition internal combustion engines.
  • the burned gases of the previous cycle are scavenged from the cylinder by air without fuel before the second valve 22 opens permitting fuel rich air to enter the cylinder for the next cycle.
  • the engine operates by a series of steps includ ⁇ ing dividing the flow of air passing through the engine crankcase to the engine cylinder for combustion into a major portion and a minor portion, directing the minor portion of the air flow to pass through a valve control led passageway for injection in the cylinder adjacent the top dead center position of the piston moving there within * and in timed relation to the rotation of the crankshaft, directing the major portion of the air flow to pass through a cylinder wall passageway for entering the cylinder as the piston passes through the bottom dead center position, and entraining a fuel charge into the minor portion of the air flow as it passes to the cylinder.
  • the rotating valve 22 which controls fuel ad mission opens and a charge of air with entrained fuel begins to enter the cylinder through the passageway 20. Soon after the fuel bearing charge begins to enter, the transfer ports 30 are closed by the piston. Thereafter, the fuel induction passage 20 is closed by the rotating valve 22 and then the exhaust port 29 is closed by the piston.
  • the construction of the rotating valve 22 which controls the secondary passage ⁇ way 20 and the flow of air and fuel into the cylinder 15 enables the operations here described by its thin wall, right circular cylindrical form and the cooperation of that form with the housing enclosing the valve.
  • the construction of the valve permits a small arcuate portion of the wall of the cylinder to be opened as shown in the figures, thereby achieving accu- rate control over the timing interval in which the passageway 20 is open for the flow of air into the cy ⁇ linder.
  • the time will be the inter ⁇ val required for the opening in the valve cylinder to enter into and pass beyond alignment with the portion of the passageway which enters directly into the cylinder.
  • the housing for the valve 22 is arranged to be such that there is a relatively long dwell time for the opening to .allow communication from the crankcase into the volui&e which is encircled by the valve cylinder, thereby providing the reservoir of pressurized air which then flows through the fuel injector 24 and the passage way 20 onward into the cylinder for combustion.
  • a modified form of the engine described to this point is contemplated in which the division of the flow of air occurs after initial compression of the air in the combustion cylinder.
  • the passageway 120 communicates with, and receives an air flow from, the combustion cylinder 115 rather than directly from the crankcase 111.
  • the point of communication with the cylinder is such that air essentially without fuel is drawn from the cylinder after compression has begun, and then is later delivered in timed relation to the rotation of the crankshaft to entrain fuel and introduce a charge.
  • crankshaft rotation during which fuel induction and compressed air transfer occur differ and,v while not overlapping,, are somewhat closely related in terms of relationships to crankshaft positions (as shown in the timing diagram of Figure 14) .
  • this is accommodated by having the rotat- ing valve member 122 form both the first and second valves. That is, small arcuate portions of the wall of the cylinder are opened at locations which are spaced longitudinally one from another along the central axis of the thin wall cylinder.
  • Figures 10 and 11 are taken at a different point longi ⁇ tudinally of the thin wall cylinder than those of Fi ⁇ gures 12 and 13.
  • Figures 10 and 11 illustrate the fuel induction valve slot or opening, while Figures 12 and 13 illustrate -the compressed air withdrawal slot or open ⁇ ing.
  • Figure 15 is intended to make this difference in location more apparent as well.
  • Figure 15 also illustrates a multiple cylinder, two stroke cycle, spark ignition internal combustion engine embodying the distinguishing characteristics of this invention.
  • such an engine has a crankcase and a crankshaft mounted for rotation within the crankcase, a plurality of cylinders mounted adjacent the crankcase and a plurality of pistons, each movable within a corresponding one of the. cylinders between top dead center and bottom dead center posi ⁇ tions.
  • the pistons would be connected to a correspond ⁇ ing plurality of connecting rods, each connecting a corresponding one of the pistons to the crankshaft.
  • a plurality of spark ignition devices each mounted in a correspond ⁇ ing one of the cylinders.
  • Such an engine would have a plurality of transfer passages, each for directing a flow of scavenging air to a corresponding one of the cylinders through a scavenging port which is opened and closed by movement of the corresponding piston within the corresponding cylinder.
  • the multicyl- inder engine has a plurality of fuel induction passages, each for directing a flow of fuel entraining air and fuel entrained with such air to a corresponding one of the multiple cylinders through a charging port which is opened and closed by movement of said corresponding piston within said corresponding cylinder.
  • a single thin wall, right circular cylinder cooperates in defin ⁇ ing a plurality of first valves, each disposed in a corresponding one of the fuel induction passages for admitting a flow of air into the corresponding fuel induction passage, and also a plurality of second val ⁇ ves, each disposed in a corresponding one of the fuel induction passages between a corresponding one of the first valves and the related charging port and operable in timed relation to rotation of the crankshaft for permitting a flow of air through the corresponding fuel induction passage and into the corresponding cylinder during an arc of rotation of the crankshaft which is less than the arc of rotation during which the corre ⁇ sponding piston opens the corresponding charging port.
  • a plurality of fuel injectors are provided, each disposed in a corresponding one of the fuel induction passages between corresponding ones of the second valves and charging ports for delivering fuel into the corre ⁇ sponding fuel induction passage for entrainment into the flow of air admitted into the corresponding cylinder and thereby for supporting ignition of a charge of air and fuel within the cylinder by the spark ignition device.
  • each of the first valves opens for receiving a flow of compressed air during movement of the corre- spending one of the pistons toward the top dead center position and compression of a charge of air delivered into thej cylinder in which the piston moves.
  • each of the first valves operative- ly communicates with a corresponding one cylinder for receiving a flow of compressed air therefrom
  • each of the second valves corresponding to a particular first valve operatively communicates with a corresponding one cylinder for delivering a flow of air thereinto, so that the cylinders from which air is drawn and to which air is delivered are the same one of the plurality of cylin- ders.
  • each of the first valves may operatively communicate with a corre ⁇ sponding one cylinder for receiving a flow of compressed air therefrom, while each of the second valves corre ⁇ sponding to a particular first valve operatively commun- icates with a corresponding one cylinder for delivering a flow of air thereinto, and the cylinders from which air is drawn and to which air is delivered are different ones of the plurality of cylinders.
  • each of the first valves may operatively communicate with a corresponding one cylinder for receiving a flow of compressed air there ⁇ from and delivering such air into a common holding vol- ume
  • each of the second valves corresponding to a particular first valve may operatively communicate with a corresponding one cylinder for delivering a flow of air thereinto and with the common holding volume for drawing air therefrom.
  • each of the first valves may comprise a radially directed inlet opening formed in the cylindrical member at a predeter ⁇ mined position longitudinally and circumferentially thereof as shown in Figures 10 through 15 read together as as here described.
  • each of the second valves comprises a radially directed outlet opening fiormed in the cylindrical member at a predeter ⁇ mined position longitudinally and circumferentially thereof.
  • the rotating valve, member 122 may serve to provide fuel valves for distributing fuel to the plurality of injec ⁇ tor devices 128. More particularly and as shown in Figure 15, a plurality of fuel valves are provided, each for controlling the supply of fuel to a corresponding one of the fuel injectors. Each fuel valve is formed by a radially directed fuel opening formed in the cylindri ⁇ cal member at a predetermined position longitudinally and circumferentially thereof. The fuel valving portion of the cylindrical member is separated from the air reservoir portion, as by being located near one end of the member, and is partitioned off by interior walls, in the manner of such naturally partitioned objects as a stalk of bamboo.
  • the thin wall, right circular cylindrical member has an elongate central axis and is mounted for rotation about that axis.
  • the cylindrical member defines there ⁇ within a storage volume for compressed air which is a portion of all of the previously described fuel entrain ⁇ ing passages, and each of the previously described se ⁇ cond valves comprises a radially directed outlet opening formed in the cylindrical member at a predetermined position longitudinally and circumferentially thereof.
  • Such an engine also has a plurality of fuel valves, each for controlling the supply of fuel to a corresponding fuel injector, and each being formed by a radially di- rected fuel opening formed in said cylindrical member at a predetermined position longitudinally and circumferen ⁇ tially thereof spaced from the air outlet openings.
  • an engine of the type described is achieved in which an improvement faci litates extraction of rotational power with minimal lubricant consumption.
  • That improvement involves providing a lubricant settling chamber means indicated generally at 40 and defining a passageway from the crankcase 10 to the cylinder 15 for directing a flow of air from the crankcase to the cylinder.
  • First valve means 41 are disposed in the passageway provided by the chamber 40 for admitting a flow of air from the crankcase into said passageway and for preventing a flow of air from said passageway into the crankcase, and may preferably take the form of a reed valve.
  • Second valve means 42 are disposed in the passageway provided by the chamber 40 downstream of the first valve 41 for admitting a flow of air from the pa sageway into the cylinder and for pre- venting a flow of air from the cylinder into said pass ageway.
  • the second valve means takes the form of a piston controlled port as has been heretofore used in more conventional two stroke cycle engines and is well known to persons skilled in the arts relating to such engines.
  • the chamber 40, first valve 41 and second valve 42 together define a region of lessened turbulence and increased pressure in the pathway of air flow to the cylinder 15 and thereby provide for the settling of lubricant otherwise entrained in air flowing to the cylinder.
  • Such lubricant settling out from the air flow is then recycled by a lubricant recirculating means operatively communicating with the passageway defined by the chamber 40 for receiving lubricant therefrom and for delivering lubricant into the crankcase for lubricating the crankshaft, connecting rod and cylinder w,alls.
  • the lubricant recirculating means in the form illustrated, comprises a sump 44 for receiving lubricant, a pump 45 for drawing lubricant from the sump 44 and delivering it into the air intake for the engine as a fine mist, and drain conduits 46, 48 extending from the chamber 40 and the crankcase 10 to the sump and having one way valves 49, 50 therein for restricting the flow from the region of higher pressure found in the chamber and crankcase to the region of lower pressure found in the sump 44.
  • the engine operates by a method having the steps of directing a major portion of the air flow passing through the engine crankcase to the engine cylinder for combustion to pass through a settling chamber defining a volume of lower turbulence and higher pressure for en ⁇ abling lubricant entrained in the air flow to settle, withdrawing lubricant from the settling chamber, and recirculating withdrawn lubricant into the crankcase for lubricating the engine.
  • the engine which has the feature of recirculating lubricant also has the feature of dividing incoming air flow for en- trainment of fuel and introduction of a stratified charge into the combustion chamber. While this combina- tion of characteristics is deemed particularly advanta ⁇ geous, the knowledgeable reader will be aware that en ⁇ gines may use one, the other, or both of the particular groups of features here described.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un moteur à combustion interne deux temps à allumage par étincelle, présentant de meilleurs rendements du carburant et du lubrifiant obtenus par une diminution de la consommation en carburant et en lubrifiant. Le flux d'air allant vers le cylindre (15) destiné à subir une combustion dans ledit moteur, est divisé entre deux passages. Un passage (10,30) par l'intermédiaire duquel une grande partie de l'air s'écoule du carter-moteur jusque dans ledit cylindre (15), un autre passage (20) oriente une petite partie du flux d'air, tandis que des soupapes (21,22) se trouvant dans ledit passage admettent un flux d'air jusque dans ce dernier, empêchent un reflux d'air à partir dudit passage, et fonctionnent dans une relation synchronisée avec la rotation du vilebrequin (11) afin d'admettre un flux d'air jusque dans ledit cylindre pendant un arc limité de rotation du vilebrequin, tandis que du carburant et acheminé dans cette petite partie du flux d'air.
PCT/US1990/004496 1989-08-10 1990-08-10 Moteur a combustion interne deux temps a allumage par etincelle ameliore Ceased WO1991002144A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US39225589A 1989-08-10 1989-08-10
US392,255 1989-08-10
US55602790A 1990-07-20 1990-07-20
US556,027 1990-07-20

Publications (1)

Publication Number Publication Date
WO1991002144A1 true WO1991002144A1 (fr) 1991-02-21

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PCT/US1990/004496 Ceased WO1991002144A1 (fr) 1989-08-10 1990-08-10 Moteur a combustion interne deux temps a allumage par etincelle ameliore

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WO (1) WO1991002144A1 (fr)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2249585A (en) * 1990-11-06 1992-05-13 Electrolux Ab Charging two-stroke engines
US5144919A (en) * 1990-09-07 1992-09-08 Laimboeck Franz Two-stroke cycle reciprocating internal combustion engine for spark ignition and crankcase scavenging
US5205245A (en) * 1990-06-02 1993-04-27 Jaguar Cars Limited Two stroke engines
WO1995004212A1 (fr) * 1993-08-03 1995-02-09 Masse Jean Marc Dispositif d'alimentation en melange air-carburant d'un moteur a explosion a deux temps
WO1996005426A1 (fr) * 1994-08-16 1996-02-22 Jarnuszkiewicz Stanisdaw Moteur deux temps a allumage par etincelle
EP0764774A3 (fr) * 1995-09-19 1998-01-14 Honda Giken Kogyo Kabushiki Kaisha Moteur à combustion du type à deux temps
EP0831214A1 (fr) * 1996-09-19 1998-03-25 Honda Giken Kogyo Kabushiki Kaisha Moteur 2 temps
WO1998051909A1 (fr) * 1997-05-15 1998-11-19 Applied Automotive Concepts Pty Ltd. Moteur a combustion interne a deux temps avec amelioration du systeme de circulation de carburant
FR2763640A1 (fr) * 1997-05-24 1998-11-27 Honda Motor Co Ltd Moteur a combustion interne a deux temps
AU735629B2 (en) * 1997-05-15 2001-07-12 Applied Automotive Concepts Pty Ltd Two-stroke internal combustion engine having improved fuel porting
WO2023084271A1 (fr) * 2021-11-10 2023-05-19 Nourdidehgharehbagh Hamid Entrée de moteur pilote à combustion interne, bloqueur de porte de sortie

Citations (8)

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US3628518A (en) * 1968-09-12 1971-12-21 Birmingham Small Arms Co Ltd Internal combustion engines
US3687118A (en) * 1969-07-14 1972-08-29 Yamaha Hatsudaki Kk Crank chamber compression-type two-cycle engine
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Cited By (18)

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US5205245A (en) * 1990-06-02 1993-04-27 Jaguar Cars Limited Two stroke engines
US5144919A (en) * 1990-09-07 1992-09-08 Laimboeck Franz Two-stroke cycle reciprocating internal combustion engine for spark ignition and crankcase scavenging
GB2249585A (en) * 1990-11-06 1992-05-13 Electrolux Ab Charging two-stroke engines
CN1049948C (zh) * 1993-08-03 2000-03-01 杰恩·M·迈斯 二冲程内燃机空气－燃料混合物的供给装置
WO1995004212A1 (fr) * 1993-08-03 1995-02-09 Masse Jean Marc Dispositif d'alimentation en melange air-carburant d'un moteur a explosion a deux temps
FR2708666A1 (fr) * 1993-08-03 1995-02-10 Masse Jean Marc Dispositif d'alimentation en mélange air-carburant d'un moteur à explosion à deux temps.
US5586525A (en) * 1993-08-03 1996-12-24 Masse; Jean M. Air/fuel mixture supply device for a two-stroke internal-combustion engine
WO1996005426A1 (fr) * 1994-08-16 1996-02-22 Jarnuszkiewicz Stanisdaw Moteur deux temps a allumage par etincelle
EP0764774A3 (fr) * 1995-09-19 1998-01-14 Honda Giken Kogyo Kabushiki Kaisha Moteur à combustion du type à deux temps
EP0831214A1 (fr) * 1996-09-19 1998-03-25 Honda Giken Kogyo Kabushiki Kaisha Moteur 2 temps
AU725587B2 (en) * 1996-09-19 2000-10-12 Honda Giken Kogyo Kabushiki Kaisha Two-cycle internal combustion engine
US6230672B1 (en) 1996-09-19 2001-05-15 Honda Giken Kogyo Kabushiki Kaisha Two-cycle internal combustion engine
CN1096546C (zh) * 1996-09-19 2002-12-18 本田技研工业株式会社 二冲程内燃机
WO1998051909A1 (fr) * 1997-05-15 1998-11-19 Applied Automotive Concepts Pty Ltd. Moteur a combustion interne a deux temps avec amelioration du systeme de circulation de carburant
AU735629B2 (en) * 1997-05-15 2001-07-12 Applied Automotive Concepts Pty Ltd Two-stroke internal combustion engine having improved fuel porting
FR2763640A1 (fr) * 1997-05-24 1998-11-27 Honda Motor Co Ltd Moteur a combustion interne a deux temps
CN1088796C (zh) * 1997-05-24 2002-08-07 本田技研工业株式会社 二冲程内燃机
WO2023084271A1 (fr) * 2021-11-10 2023-05-19 Nourdidehgharehbagh Hamid Entrée de moteur pilote à combustion interne, bloqueur de porte de sortie

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