• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    During the suction stroke of the piston, both a rich air/fuel mixt. and a weak mixt. are drawn into the cylinder. The two mixtures form a layered loading with virtually no diffusion. The plane of separation between the two layers lies parallel to the centre-line of the cylinder. The layering of the charge continues in the flushing airflow up into the combustion area. The crankcase pump has as many inlets as there are layers in the fuel/air mixt.
    公开号:SU1025907A1
    申请号:SU797770509
    申请日:1979-03-23
    公开日:1983-06-30
    发明作者:Карл-Ханс Моргенштерн；Ханс-Петер Йэгер；Бруно Вебер；Вернер Хилзе；Хейнрих Шмидер
    申请人:Феб Баркас Верке (Инопредприятие)；
    IPC主号:
    专利说明:

    and the corresponding operating point in the suction chamber 6 is formed by either both lobes of Mg with low energy of fresh gas (part M) at the same time, or along one of them. "
    5. Method according to paragraphs. 1-4, that is, the fact that the energy-poor lobe of the energy-poor fresh gas fraction (part M) consists mainly of air, but also of the prepared exhaust gas, the poor air-fuel mixture or
    from a mixture of these components.
    6. A two-stroke internal combustion engine with an external ignition, crankcase pump and loop purge, differing from that to crankcase pump 2 dl.
    Part F of the fresh charge, as well as M and / or Mj are connected to at least one suction line 19,22 and / or 24.
    7. The engine according to claim 6, about t and ich and w and with what is located on. on the crankcase side, the openings 23 and / or 25 of the suction lines 22 and / or 24 are driven by moving parts of the crank-connecting rod mechanism.
    8. The engine for PP. 6 and 7j O are different in that the suction lines 22 and / or 24 for low-energy fresh gas are directly connected to the suction chamber 6 of the crankcase pump 2 and the outlets 23 and / or 25 are controlled by a piston 5 moving in the cylinder 1.
    9. The engine of PP. 6-8, characterized in that the suction lines 22 and 24 are parallel or at an acute angle to the orientation plane 14 into the suction chamber 6 in the poor energy zone M and M of the poor energy of fresh gas (part M). zone.
    10.Engineer on PP. 6-9, which is based on the fact that the inlet directions of the W- and .Mj fractions are the same as the direction of the fresh charge part F.
    11. The motor according to i; n.6, which is distinguished by the fact that at the outlet of the suction line 19 on the side of the crankcase, flow guiding elements 26 are installed.
    12. The engine on PP.6-8, about t l and-v
    lover
    In order to obtain a particularly advantageous direction for the inlet of the energy-poor parts M and M on the piston, a groove 27 is made, the front edge 28 of which controls the opening 29.
    13. The engine according to claim 6, in order to maintain an orderly release of layer-by-layer fresh charge from the intake chamber 6, guide vanes 30 are attached to the ports of the piston 5 to the holes 9 and 10 of the purge channel on the soyuron of the crankcase.
    14.Motor on PP. b and 13, differing from the fact that in the longitudinal direction of the purge channel 31 a guide plate 32 is placed and, in the presence of a guide blade 30, the piston 5 has a continuous transition from one guide device to another.
    15. The engine according to claim 6, about t l ich and y and the fact that from the zone of the poor with the energy of fresh gas (part M) in the chamber b of the suction departs the third purge channel 33, which in the meeting area of the purge streams goes to the wall cylinder.
    16. The engine according to claim 15, wherein the third purge channel 33 is located in a plane extending perpendicularly and coaxially with the orientation plane 14.
    17. The engine according to claim 15, about the fact that the chamber 4 of the combustion in the cylinder head 3 is located eccentric to the axis of the cylinder
    in the center of the upstream stream of the combined fresh gas stream.
    18. The engine according to claim 17, about t that is due to the fact that the combustion chamber is at the position of the piston in the c.m. has a circular cross section 35.
    19. An engine according to Claim 18, characterized in that the circular section 35 is formed from matching and complementing each other to the shape of a circle of recesses in the bottom of the piston 36 and the cylinder head 3.
    20. The motor according to claim 6, in which at least the amount of one of the components of the fresh charge varies arbitrarily.
    21. The engine according to claim 20, wherein it is used as an arbitrarily variable part of the fresh charge of an air-fuel mixture rich in energy (part F).
    22. The engine for PP. 6.20 and 21, characterized in that the valve 37 is actuated to skip the M and M2 fractions depending on the position of the throttle valve 38 in the suction line 19 for a part F of fresh charge.
    23.Engineer according to item 22, about t of l ica auscha and with the fact that the valve
    37 shortly after the passage of the engine throttle valve 38 position required for the engine idling state, the throttle valve 38 opens to completely free the cross section.
    24.Motor according to claim, 23, characterized in that the valve 39
    provided for transmitting the fractions of M4 and / or M, which, during engine deceleration, depending on the amount of regulation characterizing this state of the engine, is actuated.
    25. The engine according to claim 24, wherein the valve is used to control the valve 39 as a regulating variable.
    in suction line 19 for part of fresh charge ..
    26. The engine according to claim 24, of which is 4 and 4 with the fact that the regulating quantity for actuating the valve 39 is an electrical signal received from the generator voltage and regsimi with closed throttle valve 38 suction line 19.
    27. The engine for PP. 24-26, in contrast to the fact that during the compression phase, an energy-poor fresh gas is supplied to the engine suction chamber 6 (part M).
    28. The engine according to claim 27, is distinguished by the fact that the additional suction pipe 42 for lean fresh gas (part M) is connected to the third purge channel 33 in the region of the port opening, in the suction chamber or in the channel entry zone.
    The invention relates to a post-charge method for operating two-stroke internal combustion engines with foreign ignition with a crankcase purge pump and loop purge, as well as engines operating according to this method. Two-stroke internal combustion engines with foreign ignition of small and medium sizes usually inject the fuel carrying system necessary for the operation of an internal combustion engine into the crankcase. This mixture is precompressed by a piston lowered into the cylinder and, after opening the purge channels and Ps1den pressure in the combustion chamber below the pressure in the crankcase pump, is pumped into the chamber, the combustion i fills the channel of the exhaust gas into the exhaust gas channel, and then put it at it at a charge through the exhaust valve, then it goes through the exhaust valve and then it goes into the exhaust gas flow channel. gaseous combustion products. This process of displacement with an exhaust gas mixture of a two-stroke internal combustion engine with foreign ignition is inevitably connected. because not only a fraction of the fresh charges with the exhaust gases are lost as purge losses and that the fresh gases are mixed with the hot residual gases, as a result of which undesirable preliminary reactions can occur during the purge period. The disadvantages of a two-stroke engine compared to a four-stroke engine are high fuel consumption due to the loss of the unburned fuel-air mixture during blow-down, air congestion, deposition of unburned components in the exhaust system, thermal difficulties, etc. In this case, two principal directions are different, which differ from each other both in the choice of means and in the expected efficiency. On the one hand, it makes an attempt to reduce losses in the simultaneously flowing process of exhaust gas flow and fuel flow in; a healthy mixture by improving the number, shape and plossing of the channels to achieve a more favorable flow of fresh gases or by introducing a blocking medium between the exhaust gas and fresh air. gas avoids contact or mixing of the components. At the same time, the creation of characteristics distinguishing the simplicity of a two-stroke engine is, to a large extent, still possible. Other solutions are oriented in the direction to bring a fresh air-fuel mixture with a complete bypass of unwanted contact with the exhaust gases in the upper part of the combustion chamber directly near the ignition source. This radical measure corresponds to the means required for this. Spend without exception quite significant. In accordance with the object of the invention, further characterization of known technical solutions focuses on proposals that provide for the separation of exhausting gases and simultaneously flowing fresh gases during the purge process and thereby releasing the mouth in which
    in front of the fresh gas, there is only a relatively small amount of air or exhaust gas.
    A characteristic of this special direction to prevent fuel loss during the purge period is the sentence in the patent specification DT-590331, wherein a separate supply of air and fuel mixture is already shown as known in advance. This proposal provides for the development of a separate preparation of qualitatively different parts of the charge in the course of the most advanced development of a separate charge between the flowing exhaust gas and the inflowing combustible mixture of air partition walls. This process can in principle be maintained for the entire duration of the purge period, because the windows controlled by the piston are located in the same cylinder zone. Decisive for this are the volumes of the fresh charge provided for each operating cycle. In the proposed case, it is assumed that separate feed bodies are provided for the supply of fresh charge, which ensure that the entire purge volume is exceeded over the engine displacement. Thus, the action of the crankcase pump is not used for any of the two components of the fresh charge, which is a disadvantage.
    The description of the invention to patent DT-669490 contains a proposal in which the fuel-air mixture flowing into the combustion chamber is directed separately by supplying and appropriately directed air to the cylinder head and simultaneously enveloping it with air. This effect is uncertain because the purge air must travel a relatively long way until it enters the zone of the purge channels for the mixture. Further, because of the very different inlet angles of the fresh charge fractions, instead of introducing the mixture, it should be assumed that it is mixed with air. Negatively the cost of the structure and the function should be affected by the complexity of the device for supplying fresh fractions of charges, since, along with the working piston, a rigidly connected pump piston is provided and the gate between the two pistons freely.
    Description of the invention to the patent DT-881885 proposes the action of the separation curtain between the exhaust gas and the fresh charge to be implemented so that during the working stroke of the piston some of the exhaust gases before opening the exhaust channel fills the chambers from which these exhaust gases during purging, they expand and form a separation curtain between the outgoing exhaust gases and the incoming fresh charge. In this case, this curtain consists not of air, but of the exhaust gases. Along with the unreliable duration of the maintenance of this separation curtain, it is necessary to say about the negative effect on the thermal coefficient of engine efficiency due to the reduced availability of expandable exhaust gases. In addition, it is difficult to uniformly cool the cylinder wall due to chambers for the accumulation of exhaust gases around the cylinder perimeter.
    In the description of the invention, an accepted principle of the DC-123821 proposes the already known principle of the separation curtain between the outgoing gases and the mixture flowing into the chamber to realize that the mixture is rich and sucked into the designated accumulation chambers, and by-pass channels are used as such chambers. Both the accumulating chambers for the rich mixture and the other scavenging chambers for the lean mixture or air are connected to both the crankcase and the combustion chamber. The crankcase pump is responsible for sucking and displacing fractions of fresh air and 4. The calculation of the parameters of accumulating chambers for a rich mixture is problematic because the pursued efficiency is lost due to mixing the fresh charge components too small a chamber volume. However, this undesirable effect comes to be considered 5 because that when opening the purge channel, the exhaust gases from the combustion chamber penetrate the purge channels and inevitably force the rich mixture from the accumulation chambers into the crankcase.
    The disadvantage is a relatively large number of structural details, since for two inlet ducts for different, in qualitatively and quantitative terms of fresh charge, separate mixture preparation and throttle bodies, organs, and at least one return valve are required.
    The complexity of the design for AK. In most cases, cumulative chambers are necessary, as there is no need to use more than two blowing channels. Mention of benefits is noted, therefore, only in special cases. The lubrication of parts of the drive mechanism requires either a metering pump for lubricating oil, or the use of a differently mixed pre-mixed fuel, or an uneconomical use of a pre-mixed fuel and a fraction of fresh charge that should not be in contact with the lubricated parts of the drive mechanism.
    In most cases, the number of details of the structure is much more painful and the efficiency of the measures provided is unsatisfactory, the reason is that none of the described structures could be approved and find mass application in drive motors of road cars.
    The purpose of the invention is to propose a method of layer-by-layer charge for two-stroke internal combustion engines with foreign ignition with a crankcase pump and loopback blowing. The invention only to a small extent should relate to the advantages of a simple design of a two-stroke engine with an external ignition. Along with a decrease in CO carbon monoxide emissions, the proportion of unburned hydrocarbons in the exhaust gases must also be reduced.
    The invention sets itself the task by simple means and with the possible preservation — the typical features of a conventional two-stroke engine: crankcase pump, lubrication with oil and fuel mixture, control of gas ducts with moving parts of the two-channel loop mechanism, and blowing fresh air into the combustion chamber two stroke engine.
    Comparison with the known technical solutions shows that this task has not been satisfactorily solved so far that the costs necessary for this have a clear negative effect on the cost and reliability of the engine’s internal combustion and the simplicity of the two-stroke engine is lost.
    A crankcase, for example, in known solutions can no longer be used. In the usual way, supplying different parts of the fresh charge, which should be introduced into the engine at about the same time.
    Suction clean air or poor air-fuel; the mixture into the crankcase causes the transition to lubrication with fresh oil by a special feed pump. Preparation of the freshly charged components of the fresh charge requires separate units,
    According to the invention, the method for layer-by-layer charging of two active internal combustion engines with an external ignition is decided by the fact that the sucked volume of the crankcase pump is prepared for this layer-by-layer charge as a heterogeneous and layer-by-layer charge. Due to the fact that the inhomogeneous volume of the crankcase is not considered, mainly only the volume of the cylinder with its simple geometrical dimensions, which is released by porin during suction.
    Since the leakage of a specially sucked, non-uniform fresh charge from the suction chamber of the pump
    5 crankcase in the holes on the side of the crankcase of the purge channels occurs, if it is simplified to consider, in the form of aero-hydrodynamic hollow, i.e. leakage does not occur arbitrarily j but according to foreseeable principles
    0 then this inhomogeneity of the fresh charge continues to exist in the purge streams up to the combustion chamber and forms, with a proper spatial correspondence to the mass of the fraction of the bright charge, the separation curtain from air and / or exhaust gas or a poor air-fuel mixture (depending on the desired layered structure). charge) between the outgoing exhaust gas and the inflowing fresh gas in the combustion chamber. Since all of the fresh charge can be supplied by a crankcase pump, it is possible to maintain a simple mixture lubrication
    5 oils with fuel without restriction. On the other hand, not functionally, represents a problem and the transition to lubrication with fresh oil using a special metering pump.
    0
    In order to implement this method in the device, the components of the fresh charge of the intake chamber must be let down separately and in such a way that they are there
    5 less mixed with each other, or with the help of guiding devices, it is necessary to prevent the formation of a pronounced high-quality boundary surface that passes in the direction of the axis of the cylinder.
    0
    This boundary surface must have a spatial orientation with respect to the inlet openings of the purge channels on the side of the crankcase in order to form a possible
    5 but the uniformity of the charge layers is good both in the purge streams and in the charging of the combustion chamber. The next condition is; the correspondence of the components of the fresh charge and their supply pipelines with the formed boundary surface (in the horizontal-longitudinal projection of the engine) circular sectors of the cylinder diameter, namely, the component should be
    5 poor fresh charge to that circular sector, in which in the combustion chamber lies an outlet for | exhaust gas.
    The construction of a layering of charge on the side of the intake chamber opposite to the vapor channel is another advantageous possibility of applying the method according to the invention. The effect consists in a smaller coverage of liquid walls of fuel when fresh charge hits the cylinder wall, and with a favorable arrangement and shape of the combustion chamber also of the cylinder head wall, thereby reducing the emission of unburned fuel fractions to a large extent, the external effect of this effect is Reduction of the visible cloud of exhaust gases and air pollution.
    Quantifying the ratio between the air-fuel mixture and the blocking medium — this method can be optimized in its action. Depending on the degree of incompletely eliminated mixing of the components of the Fresh charge components and the propensity of the air / fuel mixture to ignite with a rich mixture of fractions: blocking media can be increased and thereby increased the thickness and effect of separation curtains with the proviso that for this engine of internal combustion based on saving power parameters.
    Although two-stroke internal combustion engines, in principle, emit an extremely small amount of carbon monoxide gas, the supply of exhaust gas to form a separation scale can be used in those cases or production areas; which the engine is already working on for an over-stoichiometric air-fuel mixture. This can have a positive effect on idling and at a low-partial load of the engine, since this improves the stability of the charge change without negatively altering the charge factor of air rich in energy of fresh charge. In addition, the process of heating the engine after starting or at low ambient temperatures can be shortened or overall.
    The ignition sparks with high energy density and long burning duration, which are necessary for ignition of super homogeneous mixtures, are not important, which is important. For the cost of the ignition installation. .
    FIG. 1 shows a schematic representation of a two-stroke engine; front burner with internal ignition (a and b); on
    FIG. 2 is a schematic diagram of the steps to create a separation curtain from an energy-poor fresh charge between the exhaust gas and the energy-rich fresh charge (e-b) and between the energy-rich fresh charge and the flow wall of the cylinder (1 and e); Fig.Z device two-cylinder two-stroke internal combustion engine with ignition, plan; in fig. 4 is a disposable exhaust pipe arrangement for a high energy fresh charge in FIG. 5 - management of the poor energy of the share of fresh charge by the hai skirt; in fig. 6 - a guide vane at the piston; in fig. 7 — Nutshrav leash shield. In the purge channel; in fig. 8 is a schematic representation of the nature of the flow in the combustion chamber in the presence of both separation curtains and the third Blowing channel; in fig. 9 - actuation of one valve for energy-poor parts of fresh charge from the throttle valve of the intake manifold for energy-rich fresh charge; in fig. 10 - the same, from the actuator, depending on the pressure in the inlet pipe for an energy-rich fresh charge; in fig. 11 A low-energy supply of a fraction M of fresh charge during a motor deceleration in or before the third purge channel.
    Figures 1a and b, as well as Fig. 2Lq, depict the main & level-charging method for two-stroke internal combustion engines with indirect firing with a crankcase pump and loopback.
    FIG. Figures 1a and b show a sectional view of the concept of a two-stroke internal combustion engine with progressive ignition.
    In the cylinder 1 to which the crankcase pump 2 adjoins and which, on the other hand, is closed by the cylinder head 3 with the combustion chamber 4, the piston 5 slides. pore position in the item m. In the inner diameter of the cylinder, the suction chamber 6 opens, at a position in nm. - Chamber 7 of combustion. In the cylinder are 8 openings of the outlet channel and the holes 9 and 10 of the purge channel on the side of the crankcase. Between identical points 11 and 12 of the holes 9 and 10 of the purge channel passes. line 13 connection. Parallel to the axis of the cylinder and along the link 13, the orientation plane 14, which forms an important functional basis for creating a layer-by-layer charge in the suction chamber b and its operation in the combustion chamber 7. FIG. 2 shows a section of the release of the piston 5 during the suction of the suction chamber 6 at the position of the piston in about mt.t. In the suction chamber 6, there is a fresh charge consisting of an energy-rich air-fuel mixture and an energy-poor fresh gas. Between the two qualitatively different F and M, respectively, of fresh charge, there is a surface 15 of mass differentiation. A part of the charge is formed on the side of the orienting plane 14, on which in the combustion chamber 7 there is an outlet 8 of the outlet. The distance 16 to each plane by the reference plane 14 and the nosepXHOCTbfp 15 mass separation varies in the same measure as the ratio of the parts of the fresh charge to each other. fkg, 2b shows a section of the suction chamber at the level of the inlets 9 and 10 into the purge channel on the crankcase side in the bypass phase of fresh into the combustion chamber 7. The movement of parts of the fresh charge into the openings of the blowing channel of the channel is marked by arrows to show in this place the continuing accumulation of charges of the blowing threads as a consequence of the accumulation of charges in the suction chambers. FIG. 2 6 shows the puff blowing out flows in the combustion chamber 7 and the formation of the desired separation curtain from part M between the simultaneously flowing part p and the outgoing exhaust gas A The main idea of the proposed layer-by-layer charge in the suction chamber of the crankcase pump can be further applied that on the side of the orientation plane 14 opposite to the orifice 8 of the outlet, a part M of the fresh charge is formed, as a result of which a dividing curtain is formed from the part of the fresh charge M between the upward wall of the cylinder and part F of the rich air-fuel mixture. In this case, the emission of unburned parts of the fuel is reduced. Since the action of loopback blowing, along with the location of the blowing channels, also depends on the cylinder's guiding wall, which receives the flow streams and merges into the flow, it is inevitable that more liquid parts that move upward the piston is pressed into the EAE between the wall of the cylinder and the fire bridge of the piston. These parts of the fuel and the base gas, which are close to the wall, cannot participate in the combustion process and are non-refractory for the time being due to the high emission of two-stroke hydro-hydrogen engines. In accordance with these considerations in FIG. 22 and cuts are shown as in FIG. 2c and b, fortunately, M of the fresh charge, located in the side of the orientation plane 14 opposite the outlet channel. Similarly to the process already described, when the fresh charge is bypassed, a further separation curtain is formed between the wall of the cylinder and part F of the fresh charge, which reduces the impact on the wall of still liquid fuel and the release of unburned hydrocarbons can also be reduced. The implementation of the method in the device requires special measures for three of which show a decisive influence on the efficiency of the prerequisites: the formation of clear or prevention of vague boundaries between qualitatively different portions of fresh charges, as well as the observance of the boundaries caused by the function of these boundaries relative to the described orientation plane in all working conditions , mastering the expiration process in such a way that the charge layers in the purge streams are preserved and the desired separation of e: g1nye curtains in the chamber Rani, quantitative adjustment of various parts of fresh charge on the needs of a working state of the corresponding audio dvuhtak, deleterious internal combustion engine with extraneous ignition its operating conditions, These conditions correspond izbipaeN &. ie means. Simply connect to the crankcase pump of a two-stroke engine at least as many suction lines as you wish to form different fresh charge fractions in the suction chamber of the crankcase. To prevent unwanted mixing of these fractions, the inlet directions must be such that the outflows in the suction chamber fresh charges went out as far as possible in parallel or at an acute angle to the orientation plane 14 or were directed in such a direction to scientific research institutes; The latter is required especially when, due to the lack of space, there is no ms5. The direction of the inlet corresponding to these conditions must be realized. Particular attention should be paid to the outflow of layer-by-layer fresh charge from the suction chamber to the purge channels. It must be ensured that, on the basis of the ordered outflow in the form of aero-hydrodynamic flow, with the onset of the fresh charge bypass, the blow-down streams are established in order to create the desired the separators are permanent and from the beginning of the purge process. Preferably, the vertical edges and junction of the openings of the purge channels from the side of the crankcase are of the same type and easy-streaming. To prevent further mixing of the parts of the fresh charge when flowing through the percheal channels, the separation of the blow-through channels can be used, for example, by pouring the nymper shields. The same effect can be obtained by increasing the number of purge channels, but the costs are much higher. In connection with the creation of a separation curtain between the infused energy-rich air-fuel mixture and the upward-supporting cylinder flow, a third purge can be beneficial cash flowing between both blow channels. In accordance with the position of the inlet of the third purge channel on the side of the crankcase in the section of part M, fresh gas is preferably supplied. And as the purge hole the third of its channel on the side of the combustion chamber is advantageously located in the zone of the points of contact and connection of the two loop purge, most effectively a reduction in the penetration of the not yet evaporated parts of the fuel can be realized. Poor energy flow along the wall with a convenient form and position of the combustion cylinder in the cylinder head can be maintained even before this place. An eccentric combustion chamber with a possibly circular section has the advantage in this respect — THAT the upward flow of fresh charge is most efficiently converted into a vortex, which, given previous considerations near the wall, is poor in energy. The regulation of the number of M and Mi2 parts of low energy with fresh gas M must be coordinated with the engine control type with external mixture formation, which is usually accomplished by throttling the flow of part F after the mixing organ. On the basis of construction costs, the quantitative regulation of two lobes of M and Mj functionally, although not. error, but would be costly. It has been established that there is sufficient regulation by the energy-poor components of the fresh charge, if there is a two-way regulation between idling and power output of the engine, i.e. that a low-energy fresh gas or only a small amount is not introduced into the suction chamber at idle, but that soon after exceeding the number of revolutions when idling or when opening the throttle valve for the idle position, the suction lines for the low-energy fresh gas are opened. Further quantitative regulation of the parts M and. automatically depending on the vacuum in the suction chamber, i.e. at a constant number of revolutions, a partial amount of low energy fresh gas is supplied to the suction chamber at partial loads than at a field load. Thermal problems and ignition problems are eliminated by the automatic depletion of the partial load, and the power output of the engine at full load is not reduced. In the region of partial load, with an increase in the volume of fresh charge through an energy-poor component, the stability of the purge is improved, with the elimination of condensation at low partial loads. However, going beyond these basic needs, energy-poor fresh gas regulation has a positive effect on critical operating conditions, in particular in connection with a drive motor for long-distance cars and variable loads and variable speeds. It is known that with a reduction in CO emission at idle, problems arise which are expressed by the discrepancy between the engine speed and the reduction in the number of revolutions of the engine. It turned out that this discrepancy can be reduced by ventilating the suction line. However, this is due to the disadvantage that the fuel curtain - the wall in the suction line evaporates, as a result of which the engine triggers inertly when switching to power output. The enhanced supply of low-energy fresh gas during the deceleration phase directly into the suction chamber, practically in close proximity to the purge channel, prevents evaporation of fuel in the intake manifold, with its negative consequences. it also impoverishes the energy-rich fuel-air mixture that is sucked in through the idle system to a low ignition rate and further enhances the braking effect of the engine, which is desirable for two-stroke engines. The realization of these favorable characteristics requires an executive body, like for one of the parts of the poor with the energy of the fresh gas, which works according to the dependence of 6 tons of the established value and lets the energy of the fresh gas into the suction chamber. The required setting value can be either a vacuum in a throttled suction line for the energy of a part of the fresh charge that acts on the membrane box, or an electrical signal received depending on the generator voltage when the choke valve stops at the stop, KOTOpaft is applied executive elektlaklagnit. FIG. 3-11 using the example of a two-cylinder two-stroke internal combustion engine with a third-party ignition with a mechanism for controlling the intake of a high-energy part of a fresh charge with flat rotating spools is depicted in a development device according to the invention. The application of the proposed method is equally possible taking into account the described principles for each other two-stroke internal engine, combustion with an outsider: loop-ignition ignition, having at least two purge channels and a crankcase pump. FIG. 3 uk: two-stroke engine shown in the plan. Cylinder 1 is shown in section along the suction chamber at the position of the piston in "m. and cylinder 1 in a section through the combustion chamber at the position of the piston in nm. in the suction chamber 6 of the crankcase pump 2 of the cylinder 1, the part F of the fresh charge and the fraction are labeled. M "M gas. Through suction line 19 with carburetor 20, controlled by flat rotary spools 21, the mixture is rich in energy and air and air. Poor energy of the fraction M 2 and the suction lines 22 and 24 with the control holes 23 and 25 are fed directly into the suction chamber 6. The sama itself is guided by the holes 23 and 25 by the piston 5, which slides into the cylinder 1. These lines can be controlled by a flat rotary valve, but the direct feed applied has the advantage of a more reliable location of the energy poor in space than in the final In the long run, a long action and a symmetrical formation of separating curtains is achieved. Also visible are the Sharp Angle or the passing parallel to the orienting plane 14 of the suction chamber 6, the ends of the suction lines 22 And 24, so that the fractions M and M 2 are oriented to the plane 14. The inlet direction is the same to counteract the undesirable mixing of different parts charge In the combustion section of cylinder 1, the intake stroke in the combustion chamber is shown, which flows from the described layering in the suction chamber. In this case, there are two separation airs for shielding an energy-rich air-fuel mixture. Since the energy parts of the M are poor and are smaller in volume than in part F, but on the other hand, their possible value and directional placement is important, it is necessary to do so. Attention should also be paid to the inlet of part F. The most favorable intake stroke is also parallel to the orienting plane 14. If, for reasons of lack of space, such a direction cannot be optimally implemented, then this should be supported by means of flow guiding. FIG. 4 shows the corresponding design of the suction line 19. In the 90-degree deflection, non-liner blades 26 are placed, which also act to reduce the flow resistances in the suction line and may contribute to an increase in the charge rate. For a particularly directional arrangement of energy-poor parts, in particular, the fraction of Mg, on the side opposite to the outlet channel, there is a possibility to attract as an aid for guiding the piston skirt. (Figure 5 The piston skirt is supplied with pae 27, the edge 28 of which controls the orifice 29 for feeding the bead. Fig. 6 for maintaining an orderly release of a layer-by-layer fresh charge from the suction chamber into the opening of the purge channel at the piston boss finger is placed guide vane 30, which should prevent, despite the usually oblique nozzle of the blowdown channels at the cylinder, reduce the flow of fresh charge from the adjacent part of the suction chamber .Figure 7 shows a device to reduce the displacement of various parts Fresh charge on the flow path through the purge channels. As an example, in the purge channel 31 of the aluminum cylinder, in the longitudinal direction, a guide shield 32, which can be placed in the molding material during the manufacture of the rod. Direction of the flap 32.
    FIG. An SB in the form of a schematic diagram depicts the interaction of both Mf and M fractions in a section of the internal combustion engine's two-stroke combustion chamber. In the successful construction of the invention, a third purge valve, 33, is arranged. which passes symmetrically between both channels, which are coded for loopback and, thus, in a favorable month, removes the fraction Mj from the suction chamber of the barter pump and injects it into the combustion chamber in the zone of contact of the lude with full-time flows to the cylinder wall. Between the wall of the cylinder and the energy-rich fuel-air mixture passes a separator: a curtain over the low-energy fresh gas, which, with its favorable shape and favorable position of the chambers: the combustion in the cylinder head is preserved even to this point. The presence of a circular combustion chamber, formed by suitable recesses to each other in the cylinder head and the bottom of the piston, provides an upward flow of fresh gas creating a vortex with poor energy to the wall zone of the ignited fresh charge. , /, ; ...
    On. FIG. 9 schematically depicts the on-off regulation of the shares of M | and / or M Valve 37 immediately, after the transition of the engine stroke required for this or that
    The position of the throttle valve 38 is opened to completely release the cross section.
    FIG. 10 iso schematically another valve 39, which is triggered depending on the vacuum in suction line 19, which is formed when the motor is decelerated, and leads to peaks in the emission of unburned hydrocarbons and irregular
    Compression phase 0 combustion: Valve 39 operates from the membrane box 40, which via line 41 is connected to the suction line 19 of the independent variable part F.
    5 In FIG. .11, the cross-section of the purge channel 33 is again shown. Connection is shown second; th suction pipe 42 for the fraction of M2, which must go
    either directly in the third blowdown duct. or through her own, the hole on the stoone crankcase in the suction cap.
    By this, the aim is to isolate the mixture, especially from the wall in the combustion chamber, and thus from the spark plug, in order to prevent the ignition:,.: -: during the compression phase of the fuel. / Recognized as an invention according to the results of an examination carried out by the Inventory Office of the German Democratic Republic,
    $
    51
    LS
    FIG. 29
    /
    go
    iit
    Phage. g
    6
    31 2
    权利要求:
    Claims (28)
    [1]
    AND TWO-STROKE INTERNAL COMBUSTION ENGINE WITH EXTERNAL IGNITION. 1. A method for layer-by-stage charging of a two-stroke internal combustion engine with external ezhigay, crankcase pump and loop blowing, characterized in that the crankcase pump of the engine is sucked into the cylinder space freed by the piston during suction, the energy-rich air-fuel mixture and energy-poor fresh gas, these qualitatively different parts F and M, respectively, of a fresh charge in, the suction chamber b of the crankcase pump 2 without significant diffusion form a layered charge, which is oriented in the suction chamber yvaniya and in the combustion chamber with respect to the orientation plane 14 which pro- (passes through the suction chamber and the combustion parallel to the cylinder axis and which contains the connection line 13 between identical points 11 and 12 of the purge channel inlets per hundred Rhone crankcase, while providing the location of each The surfaces of the mass delimitation between the different parts F and M of the fresh charge parallel to the reference plane 14 and, using the positional orientation, a layered charge in the suction chamber, by orderly discharge fresh charge from the suction chamber 6 into the openings 9 and 10 of the purge channel support charge separation in the purge flows to the combustion chamber 7.
    [2]
    2. The method according to claim 1, with respect to the fact that in the suction chamber of the crankcase pump a part M of fresh charge is created with a mass differentiation surface 15 on that side of the reference plane 14 on which the combustion chamber 7 has an opening 8 of the exhaust channel, and by this placement of the fresh charge part M, an separation curtain is formed during the overflow from an energy-poor fresh gas between the incoming energy-rich air-fuel mixture (part F) and the outgoing exhaust gas A.
    [3]
    3. The method according to p. ^ Characterized in that in the suction chamber of the crankcase pump a fresh charge part M is formed with the separation surface msss on that side of the reference plane 14, on which the point of leakage of purge flows on the cylinder wall is formed in the combustion chamber 7, and By exchanging part M of the fresh charge, they form a dividing curtain, which is active during the overflow, from an energy-poor fresh gas between the incoming energy-rich air-fuel mixture (part F) and the flow-guiding cylinder wall in chamber 7 and I.
    „1025907
    [4]
    4. The method according to PP. 1-3, characterized in that, depending on the needs in connection with the structural prerequisites of this: a two-stroke internal combustion engine with extraneous ignition and a corresponding operating point in the suction chamber 6, they form either both fractions of M <and Mg poor in fresh gas energy (part M ) at the same time, or one of them. ,
    [5]
    5. The method according to PP. 1-4, the reason is that the energy-poor fractions of M ^ and Mg of the energy-poor fresh gas (part M) mainly consist of air, but also of the prepared exhaust gas, a poor fuel-air mixtures or from mixtures of these components.
    [6]
    6. Two-stroke internal combustion engine with extraneous ignition, crankcase pump and loop purge, characterized in that the crankcase pump 2 for.
    part F of the fresh charge, as well as M ^ and / or M g , at least one suction line 19.22 and / or 24 is connected.
    [7]
    7. The engine according to claim 6, distinguished by the fact that the openings 23 and / or 25 of the suction lines 22 and / or 24 located on the crankcase side are controlled by the moving parts of the crank mechanism.
    [8]
    8. The engine according to paragraphs. '6 and 7, about 1 characterized in that the suction lines 22 and / or 24 for energy-poor fresh gas are directly connected to the suction chamber 6 of the crankcase pump 2 and the outlet openings 23 and / or 25 are controlled by a piston 5 moving in the cylinder 1.
    [9]
    9. The engine according to paragraphs. 6-8, characterized in that the suction lines 22 and 24 enter parallel or at an acute angle to the reference plane 14 into the suction chamber 6 in the zone of energy-poor fractions of M <and Mg of energy-poor fresh gas (part M). Or directed to these zones .
    [10]
    10. The engine of claims. 6-9, characterized in that the directions of the inlet of the fractions M <and Mg are the same with the direction of part F of the fresh charge.
    [11]
    11. The engine according to:: Claim 6, with the fact that at the outlet of the suction line 19, flow guiding elements 26, are installed on the crankcase side.
    [12]
    12. The engine according to claims 6-8, about t l and -, characterized in that to obtain a particularly advantageous direction of the intake of energy-poor shares and
    Mg on the piston is made a groove 27, the end edge 28 of which controls the hole 29.
    [13]
    13. The engine according to claim 6, wherein in order to maintain an ordered release of the layer-by-layer fresh charge from the suction chamber 6 into the openings 9 and 10 of the purge channel on the crankcase side, guide vanes 30 are attached to the piston windows 5.
    [14]
    14. The engine according to paragraphs. 6 and 13, about replicating; in that a guide plate 32 is placed in the longitudinal direction of the purge channel 31 and, if there is a guide vane 30, the piston 5 has a seamless transition from one guide device to another.
    [15]
    15. The engine according to claim 6, with the fact that the third purge channel 33 departs from the zone of poor energy fresh gas (part M) in the suction chamber 6, which goes to the zone where the purge flows meet cylinder wall.
    [16]
    16. The engine of claim 15, wherein the third purge channel 33 is located in a plane extending perpendicularly and coaxially to the reference plane 14.
    [17]
    17. The engine according to clause 15, wherein the combustion chamber 4 in the cylinder head 3 is located eccentrically to the axis of the cylinder in the eon of the center of the upward flow of the combined stream of fresh gas.
    [18]
    18. The engine according to claim 17, wherein the combustion chamber with the piston in
    m.t. has a circular cross section of 35.
    [19]
    19. The engine according to p. 18, characterized in that the circular cross-section 35 is formed from suitable to each other and supplemented to the shape of a circle of recesses in the piston bottom 36 and cylinder head 3.
    [20]
    20. The engine according to claim 6, with the fact that at least the amount of one of the components of the fresh charge varies arbitrarily.
    [21]
    21. The engine of claim 20, wherein the energy-rich air-fuel mixture (part F) is used as an arbitrarily variable portion of the fresh charge.
    [22]
    22. The engine according to PP, 6,20 and 21, characterized in that the valve 37 is actuated to pass shares and Mg depending on the position of the throttle valve 38 in the suction line 19 for part F of fresh charge.
    [23]
    23. The engine according to claim 22, with the fact that the valve
    37 shortly after passing the throttle valve 38 position necessary for the engine idle state to open to completely free the cross section.
    [24]
    24. The engine of claim 23, wherein valve 39 (
    it is provided for passing fractions of 1 M <and / or M 2 , which, during engine deceleration, depending on the amount of regulation characterizing this state of the engine, is activated.
    [25]
    25. The engine according to paragraph 24, with the fact that the regulating value. To actuate the valve 39 is a vacuum in the suction line 19 for part of the fresh charge.
    [26]
    26. The engine according to paragraph 24, with the exception that the regulating value for actuating the valve 39 is an electrical signal received from the voltage of the generator and realized when closed 1 dr Suction valve 38 of line 19.
    [27]
    27. The engine according to paragraphs. 24-26, due to the fact that during the compression phase fresh energy-poor gas (part M) is supplied to the engine intake chamber 6.
    [28]
    28. Engine pop. 27, it is distinguished by the fact that an additional suction pipe 42 for energy-poor fresh gas (part M) is connected to the third purge channel 33 in the area of the hole on the side of the suction chamber or in the aeon of the channel inlet.
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    同族专利:
    公开号 | 公开日
    DD135833A1|1979-05-30|
    DD135833B1|1980-07-23|
    SE7903401L|1979-10-20|
    DE2909637A1|1979-10-25|
    JPS54155312A|1979-12-07|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JP3818562B2|1999-02-01|2006-09-06|ＴＩＷａｌｂｒｏＪａｐａｎ株式会社|Layered scavenger|
    US6591794B2|2000-10-24|2003-07-15|Zama Japan|Air-fuel ratio control system for a stratified scavenging two-cycle engine|
    JP2000282874A|1999-03-29|2000-10-10|Nippon Walbro:Kk|Carbureter provided with throttle valve and air valve for two-cycle internal combustion engine|
    JP2004176634A|2002-11-27|2004-06-24|Walbro Japan Inc|Carburetor for stratified scavenging|
    US7104253B1|2005-03-30|2006-09-12|Walbro Engine Management, L.L.C.|Stratified scavenging carburetor|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DD20487378A|DD135833B1|1978-04-19|1978-04-19|METHOD AND DEVICE FOR A LOAD COATING FOR TWO-STROKE OTTOMOTORS|
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