JPH0231772B2 - - Google Patents

Description

Detailed Description of the Invention: It relates to a reciprocating internal combustion engine, that is, one vaporization chamber is provided inside the piston, and the outlet of the vaporization chamber is moved back and forth by the reciprocating movement of the piston, and is connected to an oil injection nozzle and a third oil injection nozzle provided on the cylinder. The oil injection nozzle is designed so that it can be aimed at the scavenging port, and the oil injection nozzle injects the oil directly into the vaporization chamber so that the oil absorbs the high temperature of the valve top and is sufficiently vaporized. During the downward movement of the piston, the gas first flows into the third scavenging port and accumulates there, and then drives the compressed air in the crankcase into the cylinder, and is combined with fresh air that has entered the cylinder from other scavenging ports. The mixed gas is compressed by the ascending piston and then exploded and combusted, thereby generating mechanical functions.

The present invention relates to a reciprocating internal combustion engine, and more particularly to one in which fuel oil is first injected into a vaporization chamber inside a piston to be vaporized and then flowed into a cylinder where it is mixed with fresh air.

A well-known two-stroke internal combustion engine has an exhaust port and a scavenging port on the inner surface of the cylinder that open and close by reciprocating movement with a piston.
The exhaust port is first opened by installing a Cleared by the injected fuel-air mixture; in a two-stroke internal combustion engine using a carburetor, the air and combustion oil are first mixed into a homogeneous combustion-air mixture by the carburetor;
This premixed homogeneous fuel-air mixture is then pumped into the cylinder and thereby clears the waste air within the cylinder.

For example, in the Japanese Utility Model Application No. 51-39112, a two-stroke internal combustion engine is equipped with a type of valve device that can be opened and closed above the exhaust port, and the height of the upper edge of the exhaust port is essentially variable. The upper edge of the exhaust port is still above the upper edge of the scavenging port.

In the above-mentioned well-known two-stroke internal combustion engine, the exhaust port is opened before the scavenging port and is closed for a long time, so that when the fuel-air mixture enters the cylinder from the scavenging port, a part of it passes through the exhaust port. It is difficult to avoid blow-off from the exhaust gas; therefore, a large amount of combustible oil leaks into the exhaust passage without being combusted, increasing the amount of combustible oil consumed and at the same time causing It boosts the toxic components of hydrocarbons it contains. Air leakage is particularly severe when the engine is idling or running slowly, and hydrocarbons contained in the exhaust gas emitted when a small vehicle such as a motorcycle using a two-stroke engine stops temporarily. This is the main reason for the increase in gas content.

As we all know, in order to reduce the hydrocomponents contained in the exhaust gas, the upper edge of the exhaust port should be lowered and closer to the upper edge of the scavenging port, thereby reducing the phenomenon of air leakage. However, in this case, the scavenging efficiency will necessarily decrease, and therefore the delivery during normal use will be reduced, so it is impractical to lower the upper edge of the exhaust port to prevent air leakage. It is possible. Furthermore, if a valve device is installed that can essentially change the height of the upper edge of the exhaust port, the purpose of the valve device is to open the device during high-speed operating conditions to raise the upper edge of the exhaust port and increase delivery. However, when the valve device is in the closed state, the upper edge of the exhaust port is at a normal altitude, so that the situation of air leakage cannot be prevented.

In an internal combustion engine that directly injects combustion oil into the cylinder without using a carburetor, the exhaust air that is discharged through the exhaust port during scavenging is the waste air after combustion and a portion of the fresh air that enters the cylinder through the scavenging port. , there is no particular loss of oil, but the atomization effect of the injection oil is worse than the method using a carburetor, and at the same time the distribution is uneven; when the engine runs at high speed, in the combustion process,
Atomized oil particles must go through a vaporization stage before being combusted, but even if all the oil particles are combusted in a short combustible process, complete combustion cannot be achieved; the combustibility rate is limited and the success rate is increased. In addition, when the engine runs at high speed, many oil particles become incompletely combusted and are emitted from the exhaust port, resulting in considerable consumption of fuel oil and exhaust pollution. .

As you can see, we still need a type of internal combustion engine that saves oil and does not increase exhaust pollution.

An object of the present invention is to provide a reciprocating internal combustion engine that reduces the amount of fuel oil consumed and also reduces the hydrocarbon components in the exhaust gas.

Another object of the present invention is to provide a reciprocating internal combustion engine of the above type, in which the combustion oil is completely vaporized by absorbing the heat of the piston during operation, before the combustion oil enters the cylinder. This not only lowers the temperature of the piston, but also allows the completely vaporized combustion oil gas to enter the cylinder, separating it from the fresh air that has entered the cylinder through other scavenging ports. Mix after adding without
This prevents combustible gas from leaking from the exhaust port at the initial stage of scavenging, thereby effectively improving fuel efficiency. Gasification combustion is also characterized by increased combustion speed, increased horsepower, and reduced exhaust pollution.

Another object of the present invention is to provide a reciprocating internal combustion engine of the type described above, which utilizes the absorption of heat during the vaporization process of fuel oil, thereby reducing the temperature inside the crankcase; The temperature of fresh air entering the cylinder via the crankcase and scavenging groove also decreases accordingly.
Further, it is possible to improve the intake efficiency of the internal combustion engine. As we all know, increasing the air intake can improve the power there.

Another object of the invention is to provide a reciprocating internal combustion engine of the type mentioned above, the design of which is economical, simple and
It does not require the use of a carburetor, but complete vaporization of fuel oil can be promoted.

A reciprocating internal combustion engine that has achieved the above and other purposes is a combination of the following: one cylinder - a main scavenging air port, an auxiliary scavenging air port, and a third scavenging air port provided on the inner surface of the cylinder. the upper edge of the main scavenging outlet, the auxiliary scavenging outlet and the third scavenging outlet are located at the same or almost the same height, and the upper edge of the exhaust outlet is located below the height of the upper edge of the exhaust outlet. an oil injection nozzle and its outlet provided on the inner surface of one cylinder, with the oil injection nozzle outlet located above the third scavenging port; This piston has one vaporization chamber inside the piston, and the vaporization chamber has only one outlet opened in the piston body, and the outlet of this one vaporization chamber sprays oil back and forth by the reciprocating movement of the piston. Aim at the nozzle outlet and the third scavenging port, and feed fresh air into the air passage in the cylinder from the main scavenging port and the auxiliary scavenging port.

When the power is stroked, the piston moves down under the thrust of the expanding combustion gas, and the outlet of the vaporization chamber first overlaps the outlet of the oil injection nozzle, which is controlled by a microprocessor controller, and then the appropriate amount The oil in the vaporization chamber is injected directly into the vaporization chamber, and the oil in the vaporization chamber sufficiently absorbs the high-temperature heat of the piston head and vaporizes; the piston continues to descend and reaches the outlet of the vaporization chamber, forming the third scavenging port. When they overlap, the fuel gas that has already vaporized and expanded in the vaporization chamber passes through the third scavenging port and then enters the third scavenging airway and is stored in the third scavenging airway; the piston continues to descend and first passes through the exhaust port. is opened to discharge the waste gas after combustion in the cylinder, that is, during the exhaust stroke; then, when the main scavenging port, auxiliary scavenging port, and third scavenging port are opened at the same time, prepressure is created in the crankcase. Fresh air then enters the cylinder through the main scavenging air port and the auxiliary scavenging air port, and at the same time pushes the combustion gas in the third scavenging groove toward the top of the cylinder and enters the cylinder, which is the scavenging stroke. After the piston moves downward and reaches the bottom dead center (LDC),
It moves up in the opposite direction due to the inertial movement of the crankshaft; when the piston moves up and closes each scavenging port and exhaust port, it becomes a compression stroke; during the compression stroke, its carburetor outlet overlaps the third scavenging port again ,
At this time, part of the fuel gas remaining in the vaporization chamber and vaporized during the exhaust or scavenging stroke flows back again and accumulates in the third scavenging groove.

FIG. 1 is an anatomical diagram of a piston embodiment 10 according to the present invention, in which one vaporization chamber 11 is provided inside the piston 10, and this vaporization chamber 11 has only one outlet 12.
It can be completely sealed outside. The location of the vaporization chamber 11 is interposed between the piston head 13 and the piston boss 14, and the only outlet 12 of the vaporization chamber 11 is located in the piston wall below the piston ring groove 15. It is placed above.

FIG. 4 shows the main structure of the two-stroke internal combustion engine of the present invention, which includes the following: A crankcase 20 of one crankshaft 21 is housed, and the crankcase 20 and one intake passage 22 are connected to each other. One air valve 23 for controlling the intake air flow rate and one reed valve 24 (Reed valve) are provided in the intake passage 22 which are in communication with each other. By only allowing the fresh air to flow into the crankcase 20 in one direction, it is possible to prevent the fresh air that has entered the crankcase 20 from flowing in the opposite direction;
A cylinder 30 supported by one crankcase 20 has one exhaust port 32, two sets of main scavenging ports 33, and an auxiliary scavenging port 34 on the cylinder wall 31 of the cylinder 30.
(one left and right is shown in the figure), and one third scavenging port 35, of which the upper edges of the main scavenging port 33, auxiliary scavenging port 34, and third scavenging port 35 are all aligned. are located at the same or nearly the same height and all are located below the level of the upper edge of the exhaust port 32; the exhaust port 32 communicates with one exhaust passage 36 and the main scavenging port 33 The and auxiliary scavenging ports 34 utilize one main scavenging groove 37 and one auxiliary scavenging groove 38, respectively, and communicate with the crankcase 20. The third scavenging port 35 communicates with the crankcase 20 through the third exhaust groove 39. communicates with the case 20; an oil injection nozzle 40 provided on one cylinder 30; an outlet 41 of the oil injection nozzle 40 is opened on the cylinder wall 31 directly above the third scavenging port 35; The piston 10 reciprocates within one cylinder 30, and as described above, one vaporization chamber 11 is provided inside the piston 10, and the outlet 12 of the vaporization chamber 11 is connected to the piston wall 16.
The vaporization chamber outlet 12 overlaps the oil injection nozzle outlet 41 and the third scavenging port 35 in the front and rear directions, respectively, due to the reciprocating movement of the piston 10;
A connecting rod 50 connecting one piston 10 and a crankshaft 21; and a cylinder head 60 provided at the top of one cylinder 30.
So, the cylinder head 60 and cylinder 30
There is one combustion chamber 61 between
A plug 62 is provided on the cylinder head 60 of the cylinder head 60, and a plug 62 is provided on the cylinder head 60.
At an appropriate time, the combustion oil-gas mixture compressed in the combustion chamber 61 is ignited and burned, thereby generating mechanical function.

FIG. 2 shows that the piston 10 is near top dead center (TDC), the fuel-air mixture in the combustion chamber 61 has already been ignited by the plug 62, and the piston 10 has been pushed down by the expansion of the combustion chamber gas. The time is the start of the so-called power stroke; at this time, the vaporization chamber outlet 12 just overlaps the oil injection nozzle outlet 41, and the oil injection nozzle 4
0, an appropriate amount of fuel is directly injected into the vaporization chamber 11.

When the piston 10 begins to move downward from the top dead center, it absorbs the high temperature heat of the piston head 13 and is sufficiently vaporized to become fuel gas.

FIG. 3 shows that the piston 10 is within the power stroke and the vaporization chamber outlet 12 is just at the third scavenging port 3.
At this time, the already vaporized and expanded fuel gas in the vaporization chamber 11 flows backward into the third scavenging groove 39 via the third scavenging port 35 and is stored therein.

What is shown in FIG. 4 is when the piston 10 is near the bottom dead center (LDC). At this time, the exhaust port 32 and each scavenging port 33, 34, and 35 are all opened, and fresh air is flowing into the main scavenging port. 33 and the auxiliary scavenging port 34, and the fuel gas originally stored in the third scavenging groove 39 enters the top part of the cylinder from the third scavenging port 35; Air is forced into the exhaust passage 36 via the exhaust port 32.

The height of the upper edge of the exhaust port 32 is the same as that of each scavenging port 33, 34.
and 35, so that the exhaust port 32 opens earlier than each scavenging port 33, 34 and 35 and closes later.

In order to eliminate the situation of air leakage, the third scavenging air port 35 is opened at a position facing away from the exhaust port 32, that is, the exhaust port 32 and the third scavenging air port 3
5, the main scavenging air port 33 and the auxiliary scavenging air port 34 are provided (symmetrically), so that during the scavenging stroke,
The fuel gas flow from the third scavenging port 35 to the top of the cylinder is resistively isolated by the flow of fresh air coming in from the main scavenging port 33 and the auxiliary scavenging port 34.
This makes it difficult to leak from the exhaust port 32; therefore, the amount of fuel oil consumed can be reduced, and the content of hydrocarbon components in the exhaust gas can be reduced.

FIG. 5 shows the piston 10 in the compression stroke, and the vaporization chamber outlet 12 and the third scavenging port 35 overlap again; at this time, the vaporization chamber outlet 12 and the third scavenging port 35 overlap with each other again. Part of the fuel that could not be vaporized during the second cycle (this portion of fuel is sufficiently vaporized due to heat absorption within the exhaust and scavenging stroke)
When the vaporization chamber outlet 12 and the third scavenging port 35 overlap again, the gas flows backward once again into the third scavenging groove 39 and is temporarily stored therein.

Therefore, the fuel directly injected into the vaporization chamber 11 absorbs the heat of the piston itself and is sufficiently vaporized within the entire circulation time; therefore, there is ample vaporization time. In addition, the gas vaporized and expanded in the vaporization chamber 11 flows backward into the third scavenging groove 35 at the start of the power stroke and at two points in the compression stroke when the vaporization chamber outlet 12 and the third scavenging port 35 overlap. I went inside and was put on hold for a while.

The oil injection nozzle 40 is a general electromagnetic valve oil injection nozzle that has already been commercialized and used, and it supplies fuel at a constant pressure, determines the injection amount by the length of the valve open (injection) time, and has various signal sensors. has been established. For example: Sensors for temperature, air opening, engine speed, instantaneous acceleration, or air intake, etc.
The signal data is input into the microprocessor to control the oil injection amount and time.The best values for the injection amount and time are the best value data obtained through experiments, and are input into the microprocessor controller in advance. , give the usual oil injection amount and injection time during actual operation (for example, inject directly into the cylinder when starting a cold car,
During normal operation after warming up, it is injected into the vaporizing chamber inside the piston, or when suddenly accelerating operation, extra oil, etc. ) The high temperature of the piston head is sufficiently absorbed by the fuel in the vaporization chamber, so not only can the temperature of the piston itself be lowered, but the amount of heat transferred to the crankcase can also be lowered. The temperature of the fresh air entering the cylinder can be lowered and the air intake efficiency can be increased.

At the same time, the fuel is first vaporized and then recombusted, which is faster and more complete than atomized combustion, thus increasing the horsepower of the internal combustion engine as well as reducing exhaust pollution.

In this way, in the engine configured as described above, the fuel injected into the vaporization chamber 11 can be reliably vaporized by the heat of the piston 10 itself, and
The vaporized fuel can be stored in the third scavenging groove 39, which has become a chamber, and can be supplied to the combustion chamber 61, which can greatly improve combustion efficiency and reduce the cooling effect of the piston 10 due to the heat of vaporization of the fuel. can be increased. In addition, the outlet 4 of the oil injection nozzle 40
1 is opened into the combustion chamber 61, so by timing the fuel injection when the outlet 41 is opened to the combustion chamber 61, fuel can be directly injected into the combustion chamber 61. Therefore, even when the engine is cold, such as when starting or rotating at low speed, fuel can be reliably supplied and combusted, and troubles during starting can be prevented.

In summary, the present invention has the following advantages: (a) oil saving, (b) increased horsepower output, (c) reduced exhaust pollution, (d) increased engine speed, and (e) ) Requirements for the degree of atomization of the fuel nozzle are relatively low.

[Brief explanation of drawings]

FIG. 1 is an anatomical diagram of a piston embodiment of the present invention, showing the vaporization chamber provided inside the piston and its outlet. FIG. 2 is an anatomical view of an embodiment of the internal combustion engine provided by the present invention, in which the piston is located near the top dead center, and the outlet of the vaporization chamber is exactly overlapped with the outlet of the oil injection nozzle. FIG. 3 is similar to FIG. 2, except that the piston is located in the power stroke and the vaporization chamber outlet just overlaps the third scavenging port. FIG. 4 is similar to FIG. 2, except that the piston is located near the bottom dead center and all scavenging and exhaust ports are open. FIG. 5 is similar to FIG. 2, except that the piston is in the compression stroke and the vaporization chamber outlet just overlaps the third scavenging port again.

Claims (1)

[Scope of Claims] 1. A combustion engine comprising a cylinder and a piston provided within the cylinder so as to be movable in the axial direction of the cylinder, the combustion chamber being configured between the cylinder and the piston head of the piston. The cylinder wall is provided with an exhaust port and a plurality of scavenging ports, and an outlet for injecting fuel is arranged to compress the piston more than at least one of the scavenging ports. an oil injection nozzle disposed in a side position, and a vaporizing chamber is provided within the piston adjacent to the piston head and communicating with the outlet at a compression side moving end of the piston. , the at least one scavenging port is configured as a chamber that communicates with the vaporization chamber and stores fuel vaporized in the vaporization chamber when the piston moves from the compression side moving end to the opposite side. Characteristic vaporization combustion engine. 2. The vaporization combustion engine according to claim 1, wherein the vaporization chamber is provided between the piston boss and the piston head, which rotatably connects the crankshaft to the piston. . 3. The vaporizer according to claim 1, wherein the nozzle is configured to inject fuel not only into the vaporization chamber but also into the combustion chamber by appropriately selecting fuel injection timing. Combustion engine.