• 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:
    Disclosed is a 2-cycle engine having a scavenging passage communicating the crank case with the combustion chamber. The scavenging passage comprises a first passage and a second passage. The first passage has a long length and a small cross-sectional area for causing a fresh combustible mixture to flow at a high speed. The second passage has a short length and a large cross-sectional area for causing a fresh combustible mixture to flow at a low speed. The vaporization of the fresh combustible mixture is prometed in the first passage and, in addition, the fresh combustible mixture flows into the combustion chamber at a low speed. As a result of this, an active thermoatmosphere combustion is caused in the combustion chamber.
    公开号:SU973035A3
    申请号:SU772559703
    申请日:1977-12-29
    公开日:1982-11-07
    发明作者:Ониси Сигеру
    申请人:Тойота Дзидося Когио Кабусики Кайся (Фирма)；Ниппон Клин Инджин Рисерч Инститьют Ко.,Лтд (Фирма)；
    IPC主号:
    专利说明:

    The invention relates to maus-building, in particular to transport engineering, namely to devices for improving the working process of internal combustion engines. Methods are known for burning a combustible mixture in a two-stroke internal combustion engine with a crank-chamber blowing by introducing a hot mixture into the crank chamber, compressing the mixture in crank chamber, the selection and supply of combustible mixture from the latter through the purge channel into the combustion chamber and ignition of the mixture in the combustion chamber. Crank-chamber purge internal combustion engines implementing this method include a housing with a crank chamber and a crankshaft located in the latter, a cylinder connected to it, provided with a lid, purge ports and intake ports, a piston placed in the cylinder and kinematically connected to the crankshaft shaft and forming a combustion chamber with a cylinder and its lid, an inlet channel with a mixture-forming device connected to a crank chamber, a purge channel located between the crank chamber and the windows, and an outlet connecting the outlet window to the atmosphere. By the imitative method, the self-ignition of the fresh-combustible mixture in the engine can occur in the combustion chamber without ignition by a glow-plug. Conditions for such ignition occur when the engine is running at high speed with a small load, i.e. when the amount of exhaust gas remaining in the cylinder exceeds the amount of fresh mixture entering the cylinder. In this case, the fresh mixture entering the cylinder is heated by the exhaust gases and radicals are formed in it, which leads to detonation combustion or skips of flashes. Engine instability is a significant disadvantage. However, if the mixture formed in the cylinder is preserved until the end of the cycle, then it will self-ignite without the help of a glow plug. During such combustion of the resulting mixture, a calm engine operation is observed, if a lean air-fuel mixture is used. At the same time, fuel consumption is reduced and exhaust emissions are reduced. The aim of the invention is to increase stability. To achieve this goal, the mixture is taken from the bottom of the cryptographic chamber and, before being fed into the combustion chamber, changes its direction of movement and reduces the speed, the path followed by the mixture after reducing the speed is less than the path of the mixture to reduce the speed. Before the mixture is fed into the chamber, it is divided into two identical flows, and in the process of changing the direction of movement and decreasing the velocity, these flows are pushed. In the engine for the implementation of the method, the purge channel is divided into first and second parts, and the first part is filled with y The length of the cross section and the increased length in comparison with the second is connected via an inlet to the crank of the meter and connected to the second part connected to the purge ports, through at least one outlet, Noe with the intersection of its axis with the axis of the second portion of the purge channel. The inlet of the first part of the purge channel is connected to the lower zone of the crank chamber. In the lower zone of the crank chamber, a groove is made, to which the inlet of the first part of the purge channel is connected. The groove is inclined, and the inlet is connected to its lower part. The first part of the purge channel is additionally divided into the first second sections, connected in series, the first section being connected to the inlet, and the second one made in the form of two pipelines connected to the second part of the blowing channel. The first section of the first part of the duct can be made in the form of one pipeline, connected to the second section with two pipelines. The pipelines of the second section of the first part can be made of the same length. The pipelines of the second section of the first part of the purge channel may be connected to the inlet openings, - located in the lower side of the second part of the purge channel through transition channels. The outlets of the first part of the purge port may be located opposite each other, so that the flow of the combustible mixture exiting the said ports collides. The body of the engine can be made at least in the form of two parts, and the first part of the purge channel is made in the form of grooves on the inside surface of one of the parts of the body. The grooves may be located concentric with the axis of rotation of the crankshaft. In addition, the groove forming the second portion of the first portion of the purge channel may be formed surrounding the groove forming the first portion. Figure 1 shows the described engine, a section along the axis; Figure 2 is the same, section along an axis in a perpendicular plane; Figure 3 shows a crank chamber, top view; figure 4 - the inner surface of one of the parts of the body; figure 5 - the inner surface of another part of the body; in figb - section A-A in FIG. four; figure 7 is the bottom of the crank chamber, a perspective view; Fig.8 section bB in Fig.7; Fig. 9, second variant of engine preparation, axial section; 10 is the same, section along an axis in a perpendicular PLANE; Fig, 11 - the same, crank camera, top view; 12 is the same, the inner surface of one of the parts of the engine block; Fig. 13 is the third engine manufacturing variant, axial section; Fig. 14 is a graph showing a ush ratio of the degree of opening of the throttle and the exhaust control valve; Fig. 15 is the fourth engine production variant, axial section. A cylinder 2 with a lid 3 is mounted on the engine housing 1. The piston 4 is placed in the cylinder and forms with its walls 5 and lid 3 a combustion chamber 6 in which an igniter plug 7 is installed. A crank shaft 9 with balancers, kinematically coupled by a piston through the connecting rod 10, the inlet pipe 11 is provided with an inlet channel 12, which is connected to the mixing device 13. A carburetor choke 14 is installed in the channel. The cylinder is equipped with two purge ports 15 and an outlet window 16, which is connected to an exhaust pipe 17 equipped with an exhaust channel 18. In the discharge channel, there is a flap valve 19, shown in FIGS. 1 and 2, of a Tejib blown method
    Shnyurle with an effective compression ratio of 6.5. The purge channels 20 are located between the crank chamber and each purge port 15.
    The housing 1 of the engine is made of three parts 21, 22 and 23 (figure 2).
    Two grooves 24 and 25 are formed on the inner surface of one and the other of the housing parts and extend along their periphery concentric with the axis of rotation of the shaft. The shallow annular groove 26f, having a constant width L, is located between the grooves 24 and 25, in addition, the groove 27 extending along the annular groove 26 is formed on the central part of the bottom of the annular groove 26. A discontinuous line K is the outer contour of the crank chamber (Fig. 4 and 5). When all the hull parts 21, 22, and 23 are assembled and form a crankcase, all the grooves are located between the crankcase parts. While the grooves are 24 and 25 co (Generally, they have a vertical transition channel 28 at the lower part, the other end of the groove 27 is connected to a vertical transition channel 29, the upper end of which is open to the crank chamber. Ring plate 30 (Fig. 6) closes the groove 27. The grooves form the first part of the purge channel having an increased length and a reduced section compared with the second part formed by the channel 20.
    When the housing parts 21, 22 and 23 are assembled and form the crankcase, each of the grooves forms a channel (FIGS. 4 and 6). The groove 31 is made in the lower zone of the crank chamber on the slope and communicated with the transition channel 29 (Fig.7).
    Two symmetrically arranged channels 32 and two similar channels 33 (dashed lines 1-5), opened into the purge channels 20, are formed in parts of the body and are relatively smoothly connected with the corresponding upper parts of the grooves 24 and 25. Axes of the channels 32 and channels 33 intersect with each other and with the axis of the second part of the channel at an angle.
    In the second version of the design, the engine (FIGS. 9-12) channel 20 is formed in part 23 of the housing. The upper ends of the grooves 24 and 25 are formed in parts 21 and 23 and are connected to the lower volumes of the channels 20 through the channels 32 and 33 formed in the part 22 of the housing. As in the first embodiment (Figs. 1-5), every two channels 32 and 33 are located so that their axes intersect, and the streams flowing from these channels collide
    Causes of turbulence and an increase in the amount of residual gases is the dramatic blowing of the products.
    combustion through the exhaust port 1b and the presence of exhaust pressure pulsations. To prevent these occurrences, a control valve 34 (Fig. 13) or a constant choke 35 (Fig. 15) can be installed in the exhaust port 18.
    When the engine is running, the combustible mixture introduced into the crank chamber 8 from channel 12 through the flap valve 19 is compressed while moving, the research institute of the piston is down. It is taken from the lowest point of the chamber at. assistance inclined grooves 31 and fed into the chamber 6 through the transition channel. 29 and a purge channel divided into two parts; the first, of increased length and reduced section, is formed. grooves 24 and 25, and the second channel 20, Since the combustible mixture is fresh
    0 flows at high speed in the first part due to the reduced cross section, during its movement in the channels the liquid fuel evaporates. After the fuel evaporates, the mixture enters the second channel 20. Due to the collision of fresh mixture flows and the loss of kinetic energy with increasing cross-section, the velocity of the mixture decreases,
    At channel 20, the mixture moves at a reduced speed and enters the cylinder through the windows 15 when they are opened by the piston.
    Even if the pressure in the crank chamber 8 is significantly higher than that in the combustion chamber 6, then, due to the fact that the first part of the purge channel acts as a throttle, the rate of inflow of the mixture into the chamber is not high. As a result, the flow rate
    fresh combustible mixture is lower than when it is supplied. Therefore, when it enters the combustion chamber, the rate of residual combustion products in the combustion chamber 6 is extremely small. As a result, their dissipation and heat dissipation is prevented. In addition, at the beginning of the compression cycle, with an incomplete engine load in the combustion chamber 6, there remains a large
    the amount of residual combustion products having a high temperature. As a result, the fresh mixture is heated until it forms
    radicals, and, therefore, in the combustion chamber 6, the thermoatmosphere is active. ra.
    Further, since the gas velocity in the combustion chamber is extremely small during the compression stroke, the turbulence of the air and heat loss through the walls of the combustion chamber are limited to a minimum. This contributes to an increase in the temperature of the end of compression and, accordingly, an increase in the number of radicals.
    The formation of radicals is a pre-flame reaction. After toro, as the charge temperature at the end of compression becomes high, a hot flame arises that can cause self-ignition without ignition by the firing candle 7. Then a smooth combustion occurs, controlled by the remaining heated gas. When moving downward, the piston 4 opens the exhaust port 16 and the exhaust gases are let in to the channel 18.
    To induce active thermoatmospheric combustion, it is necessary, first, to ensure a high flow rate of the fresh mixture in the first part of the purge channel in order to completely evaporate the liquid fuel and, secondly, to sharply slow down the combustible mixture so that it enters the combustion chamber at a low speed. In order to create a mixture of high velocity in the first part of the purge channel (Fig. 4 and 5), the grooves 24, 25 and 27 form a long channel with a reduced cross section. It is desirable that the first part be as smooth as possible. A high flow velocity can be obtained even when the steeply turning part of the channel, for example, the connecting part of the groove 27 and the ditch 24, 25. And the transition channel 29, is removed from the purge channel 20,
    When a freshly combustible mixture enters the combustion chamber 6, radicals are formed in the vapor phase from the windows 15 in the contact zone between the fresh mixture and the remaining combustion products. However, where the mixture contacts the inner wall of chamber b, radicals are not formed. Therefore, in the case of a two-stroke engine, it is advisable to use the Schoelle scheme for blowing through, which has two advanced windows 15, which are arranged so that the flows of the fresh mixture entering from chamber b are in contact with each other, and as a result the mixture is collected in the central part of the chamber 6 combustion and is surrounded by residual combustion products. Any other type of two-stroke engine can also be used if it contains a fresh mixture surrounded by the remaining product 1 and combustion.
    A freshly combustible mixture, which is sucked into the crank chamber 8 from channel 12, when the piston moves upwards contains a large amount of liquid fuel. It is collected at the bottom of chamber B. Taking a mixture from the lower zone of chambers 8 allows all the fuel entering the chamber to be fed into the purge channel in an amount varying with the load (according to the opening of the throttles 14)
    In a conventional two-stroke engine, in order to reduce the flow resistance of the combustible mixture when the engine is under heavy load, the length of the purge channel is reduced so that it opens into the upper part of the crank chamber. However, because of this, fuel accumulates at the bottom of the crank gauge and when the mixture is filled, it enters the combustion chamber as depleted, which increases the time required to create the desired composition of the mixture. In addition, due to the high vacuum created in the crank chamber after ignition, the liquid fuel accumulated at the bottom of the crank chamber evaporates and enters the combustion chamber, causing over-enrichment of the mixture and skips of flashes. In the proposed engine, this disadvantage is eliminated by the fact that the inlet of the first part of the housing and the purge channel is connected to the lower part of the crank chamber, and from the groove 31 located in the lower part, the fuel is blown off as the crankshaft rotates. The inclination of the groove 31 also allows the liquid fuel to be directed to the inlets of the first part of the purge channel.
    The operation of the control valve installed in the exhaust channel is shown in FIG. 14, where ordinate X shows the relative size of the valve opening area, and the abscissa Y shows the ratio of the opening area of valve 34 to the area of fully open throttle 14. The control valve 34 opens gradually and then it remains in the fully open position before the choke 14 reaches a position corresponding to the opening area X, equal to about 30%. The valve 34 remains fully open while the throttle 14 continues to open.
    When the engine is operating at partial load, a constant choke 35 (FIG. 15) may be installed in the exhaust channel (FIG. 15). In order to prevent a sharp outburst of gases from the cylinder, the volume of the channel 18 between the exhaust window 16 and the control valve 34 is less than the volume of the chamber. 6 combustion when the piston is at the bottom dead center.
    Igniter 7 in the proposed engine is used when warming up and when working with a large load. n In the remaining modes, ignition occurs without a candle.
    The proposed two-stroke engine is suitable for part-load operation, and its quiet operation can be achieved. Combustion
    The active thermoatmosphere provides a significant reduction in harmful components in the exhaust gases and improves fuel consumption.
    权利要求:
    Claims (3)
    [1]
    Invention Formula
    1. A method of burning a combustible mixture in a two-stroke internal combustion engine with a crank-chamber purge by introducing the combustible mixture into the crank chamber, compressing the mixture in the crank chamber, removing and feeding the combustible mixture from the latter through the purge channel into the combustion chamber and igniting the mixture in the combustion chamber, characterized in that, in order to increase stability, the mixture is taken from the bottom of the crank chamber and, before being fed into the combustion chamber, changes its direction of movement and reduces the speed, and the path traveled by the mixture w after reducing speed, less the path traversed by the mixture to reduce the speed.
    2. A method according to claim 1, characterized in that before the mixture is fed into the combustion chamber, its separation into two identical streams, and in the process of changing the direction of movement and decreasing the velocity, these streams are pushed.
    [2]
    3. A two-stroke internal combustion engine with a crank-chamber purge, comprising a housing with a crank chamber and a crankshaft located in the latter, a cylinder connected to it, provided with a lid, purge ports and exhaust ports, a piston placed in the cylinder and kinematically connected to the crankshaft shaft and forming a combustion chamber with a cylinder and its lid, an inlet channel with a mixture-forming device connected to a crank chamber, a purge channel located between the crank chamber and the purge valve us, and an outlet channel connecting the outlet window to the atmosphere, which is divided by the fact that the purge channel is divided into first and second parts, the first part being made with a reduced cross-section and an increased length compared to the second, connected through its inlet to the crank chamber and connected to the second part, connected to the purge ports, at least through one of its outlet openings, made with the intersection of its axis with the axis of the second part of the purge channel.
    [3]
    3, about tl i4. The engine according to claim.
    the opening of the first part of the purge channel is connected to the lower zone of the crank chamber.
    5. The engine according to claim 4, characterized in that in the lower
     in the area of the crank chamber there is a groove, to which the inlet of the first part of the purge channel is connected.
    6. The engine according to claim 5, about tl and 10, due to the fact that the groove
    inclined, and the inlet of the first part of the purge channel is connected to its lower part.
    7. The engine according to claim 3, about tl and 15 that the first
    part of the purge channel is additionally divided into first and second. sections connected in series
    moreover, the first section is connected to the 0 inlet, and the second is made in the form of two pipelines connected to the second part of the purge channel.
    8. The engine according to claim 7, about tl and 25 that the first
    the section of the first part of the purge channel is made in the form of one pipeline connected to two pipelines of the second section.
    9. The engine according to claim 7, characterized in that the pipelines of the second portion of the first part of the purge duct are of the same length.
    10. The engine according to claim 7, about 1 tl and the fact that the pipelines of the second section of the first part of the purge channel are connected
    to the outlet openings located on the lower side of the second part 0 of the purge channel through the transition channels.
    11. The engine according to claim 10, characterized in that the outlet openings of the first part of the purge
    The 5 channels are located opposite each other in such a way that the flows of the combustible mixture coming out of the said holes collide.
    0 12. The engine according to claim 3, wherein the motor case is made at least in two parts, and the first part of the purge channel is made in the form of grooves on the inner surface of one of the body parts.
    13. The engine according to claim 7, characterized in that the grooves
    located concentric with the axis of rotation of the crankshaft.
    14. The engine according to claim 8, characterized in that the groove forming the second portion of the first
    5 of the part of the purge channel, which covers the groove,
    Priority points: 29.112.76 on PP. 1 and 2; 11.10.77 on PP. 3-14.
    Sources of information taken into account in the examination
    1. USSR patent number 3610, cl. F 02 B 39/04, 1924.
    fug. g
    J
    20--.
    25
    guv 27 30
    FIG.
    /
    20
    g
    FIG. 9
    / 7
    . fff
    2f
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    同族专利:
    公开号 | 公开日
    DE2758492C2|1983-11-10|
    CA1094457A|1981-01-27|
    NO154533C|1986-10-08|
    DE2758492A1|1978-07-13|
    AU3198477A|1979-06-28|
    FR2376296B1|1983-04-15|
    BR7708761A|1978-08-15|
    AU512717B2|1980-10-23|
    US4180029A|1979-12-25|
    GB1592268A|1981-07-01|
    IT1089621B|1985-06-18|
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    FR2376296A1|1978-07-28|
    NO154533B|1986-06-30|
    SE7714581L|1978-06-30|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    JP51158047A|JPS5845576B2|1976-12-29|1976-12-29|
    JP12089577A|JPS5638766B2|1977-10-11|1977-10-11|
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