CA2619915A1 - Two stroke engine with regular lubrication system - Google Patents

Two stroke engine with regular lubrication system Download PDF

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Publication number
CA2619915A1
CA2619915A1 CA002619915A CA2619915A CA2619915A1 CA 2619915 A1 CA2619915 A1 CA 2619915A1 CA 002619915 A CA002619915 A CA 002619915A CA 2619915 A CA2619915 A CA 2619915A CA 2619915 A1 CA2619915 A1 CA 2619915A1
Authority
CA
Canada
Prior art keywords
engine
stroke
piston
cylinder
exhaust
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CA002619915A
Other languages
French (fr)
Other versions
CA2619915C (en
Inventor
Srdjan Perovic
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to CA2619915A priority Critical patent/CA2619915C/en
Publication of CA2619915A1 publication Critical patent/CA2619915A1/en
Application granted granted Critical
Publication of CA2619915C publication Critical patent/CA2619915C/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L1/0532—Camshafts overhead type the cams being directly in contact with the driven valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
    • F02B67/10—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of charging or scavenging apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0535—Single overhead camshafts [SOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L2001/054—Camshafts in cylinder block
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/34—Lateral camshaft position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/10—Engines with prolonged expansion in exhaust turbines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Abstract

The invention is a two-stroke engine that incorporates advantages of both the two-stroke and four-stroke types of engines. The crankcase is sealed and uses an oil pump to lubricate the piston, connecting rod and crankshaft. The combustion air does not flow through the crankcase.
Instead, the engine uses two camshafts, one for the intake valve located on the cylinder head and the other for the exhaust valve located on the side of the cylinder. The engine has a compressor, powered by the engine battery to compress ambient air before it enters into the combustion chamber. Additionally, the engine has an exhaust powered turbine connected to an alternator, which provides additional power for the engine battery. The engine is equipped with one or plurality of fuel-injection nozzles. The piston is of the two step type, which reduces friction between the piston and the cylinder.

Description

DESCRIPTION

The cycle begins wlien the ignition key is turned to the start position and the electric motor (Fig 1.
-77) starts to drive the compressor (-71) which drives the fresh ambient air into the compressed air chamber (-73). The pressure sensor (-81) delivers the information to the ECU (-80) which, when the pressure in the compressed air chamber (--73) reaches a certain defined amount, turns the engine over, tliereby starting the operation of the engine. Initially, the start phase lasts a few ~

seconds, but in subsequent engine starts, that phase is shorter as there is already some pressure in the compressed air chamber (-73). Compressed ambient air enters the cylinder (engine is turning), in the top piston position the intake and the exhaust valves are closed and the pressure necessary for ignition is achieved. The injector (-l) injects the fuel into the compression area (-12) and the air-fuel mixture is ignited. Pressure pushes the piston (-40) down. Just before the piston reaches the bottom position, the exhaust valve (Fig 2. -56) is opened, exhaust gases leave the cylinder driving the exhaust turbine (-60), which in turn drives the alternator (-61) that charges the battery, which, in turn, is mostly used to run the electric motor (-77) and the compressor (-71). A moment later, but still before the bottom piston position, the intake valve (Fig 3. -46) is opened. Ambient air enters the cylinder but exhaust vent (-56) is still opened for a brief moment so that last remaining exhaust combusted mix is pushed out with some of the fresh ambient air. Exhaust vent (-56) closes at the bottom position of the piston and as the piston moves up the intake valve (Fig 4. -46) closes as well, allowing the piston to compress the fresh ambient air into the compression area (- 12). This cycle repeats indefinitely while engine operates. The ECU continuously monitors the rpm through an rpm sensor (-82), pressure in the air compression chamber (-73) through a pressure sensor (-81), and the charge level in the battery thereby creating optimal conditions for engine operation.

The piston has a unique form: the lower part has rings (Fig 5. -42) that lubricate and seal the piston to the cylinder, while the upper part above the rings (-41) is slightly narrower than the cylinder, and it that upper part it never touches the cylinder walls. The size of the volume of the upper part is intended to provide for enough pressure in the combustion chamber. The wrist pin could be placed in the upper part of the piston (-42), which would allow for a shorter engine.

There is an alternative, cheaper variant, which like a traditional two-stroke engine brings air into the crankcase. The advantage of this variant is that it would not need a compressed air chamber (-73), and the compressor (-7 1) and the exhaust turbine (-60) would be smaller and cheaper. The disadvantages are that a more expensive form of lubrication, such as dry-sump, would be necessary, and that the overall engine operation would be less efficient, leading to higher operating costs.

The traditional lubrication system used in four-stroke engines has proven to be the most effective solution to the problem of lubricating the moving, mechanical-power generating parts of an internal combustion engine. Until now this system was not available for two-stroke engines. The proposed
2 engine combines the best features of both the two and the four-stroke types of engines: lubrication system is simple and effective as in the four-stroke, the exhaust is clean as in the four-stroke, and for the same displacement the proposed engine would have more than twice the power.

The proposed engine is described above in its diesel version, but with minor modifications it can be made into a gasoline one. The gasoline version would use a direct fuel-injection system (NO
carbureted version is possible), and would have a smaller compression ratio.
3

Claims

The proposed two-stroke engine design achieves the best properties of both the two and the four-stroke types of engines: 1) lubrication system is simple and effective, 2) the exhaust is cleaner than traditional two-stroke, and 3) for the same displacement as the four-stroke it has more than twice the power.
CA2619915A 2008-02-14 2008-02-14 Two stroke engine with regular lubrication system Active CA2619915C (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CA2619915A CA2619915C (en) 2008-02-14 2008-02-14 Two stroke engine with regular lubrication system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CA2619915A CA2619915C (en) 2008-02-14 2008-02-14 Two stroke engine with regular lubrication system

Publications (2)

Publication Number Publication Date
CA2619915A1 true CA2619915A1 (en) 2009-08-14
CA2619915C CA2619915C (en) 2017-11-28

Family

ID=40951322

Family Applications (1)

Application Number Title Priority Date Filing Date
CA2619915A Active CA2619915C (en) 2008-02-14 2008-02-14 Two stroke engine with regular lubrication system

Country Status (1)

Country Link
CA (1) CA2619915C (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2493571A (en) * 2011-08-10 2013-02-13 Manousos Pattakos A two-stroke internal combustion engine which uses a four-stroke engine cylinder lubrication arrangement
CN105275594A (en) * 2015-12-01 2016-01-27 中国人民解放军军事交通学院 Lubrication compensating device for turbocharger

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2493571A (en) * 2011-08-10 2013-02-13 Manousos Pattakos A two-stroke internal combustion engine which uses a four-stroke engine cylinder lubrication arrangement
GB2493571B (en) * 2011-08-10 2013-09-04 Manousos Pattakos Uniflow port-less two-stroke engine
CN105275594A (en) * 2015-12-01 2016-01-27 中国人民解放军军事交通学院 Lubrication compensating device for turbocharger

Also Published As

Publication number Publication date
CA2619915C (en) 2017-11-28

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EEER Examination request

Effective date: 20130205

FZDE Dead

Effective date: 20150619

FZDC Correction of dead application (reinstatement)

Effective date: 20160317