EP0252935B1 - Zweitaktbrennkraftmaschine - Google Patents

Zweitaktbrennkraftmaschine Download PDF

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Publication number
EP0252935B1
EP0252935B1 EP87900178A EP87900178A EP0252935B1 EP 0252935 B1 EP0252935 B1 EP 0252935B1 EP 87900178 A EP87900178 A EP 87900178A EP 87900178 A EP87900178 A EP 87900178A EP 0252935 B1 EP0252935 B1 EP 0252935B1
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EP
European Patent Office
Prior art keywords
cylinder
intake valve
intake
prechamber
valve
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Expired
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EP87900178A
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English (en)
French (fr)
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EP0252935A1 (de
Inventor
Jean Frédéric Melchior
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Individual
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Individual
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Priority to AT87900178T priority Critical patent/ATE49032T1/de
Publication of EP0252935A1 publication Critical patent/EP0252935A1/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
    • F02B25/18—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke the charge flowing upward essentially along cylinder wall adjacent the inlet ports, e.g. by means of deflection rib on piston
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
    • F02B25/145—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke with intake and exhaust valves exclusively in the cylinder head
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the present invention generally relates to a two-stroke internal combustion engine with at least one cylinder containing a reciprocating piston, in particular but not exclusively of the Diesel type, and it relates more particularly to a valve device, incorporated exclusively in the cylinder head , which allows the replacement of burnt gases by the fresh air necessary for combustion.
  • the invention also relates to a cylinder head, for internal combustion engines, which is equipped with said device, as well as to the various applications and uses resulting from its implementation.
  • the geometry of the prechamber is such that there is a strong turbulence around the intake valve, causing disorientation of the particles of fresh air entering the cylinder, causing a strong short-circuit (criterion b not respected), and that the air is preferentially directed into the upper surface of the elbow connecting the prechamber to the cylinder, which will make the air particles penetrate within the mass of gas, giving rise to a significant mixture of fresh air with the burnt gases (criterion c not respected).
  • the invention aims to improve the functioning of a two-stroke internal combustion engine, in particular but not exclusively of the Diesel type, with at least one cylinder with reciprocating piston and with gas exchange device provided exclusively by at least an intake valve and at least one exhaust valve arranged in the cylinder head at the head of the associated cylinder, so as to allow a scavenging to be obtained which meets both the three criteria defined above.
  • the main object of the invention is therefore, in an engine of the aforementioned type, to increase the efficiency of the exchange of gases, that is to say to remove as much as possible the residual burnt gases from the cylinder by replacing them there. by a corresponding volume of fresh air, while preventing or, at least, minimizing any risk of direct passage of fresh air from the intake valve to the exhaust valve and simultaneously avoiding, as much as possible , any creation of a zone for mixing fresh air and burnt gases with minimal energy expenditure.
  • the mixture, preferably homogeneous, of air and fuel is prepared upstream of the cylinder using a carburetor or a fuel injection system, it becomes necessary to obtain an exchange of gases without short circuit of fresh carbureted air towards the exhaust.
  • the geometry of the structure must also allow satisfactory combustion, which practically results in the need to simultaneously satisfy antagonistic conditions or requirements.
  • the objective of the invention is therefore to achieve a compromise between good sweeping and combustion efficiency with the simplest technology while retaining the aforementioned advantages as much as possible while reducing the drawbacks mentioned above.
  • the position of the cylinder is such that its axis is vertical and that thus the cylinder head occupies the upper or upper position and the piston the lower or lower position.
  • the present invention solves the aforementioned technical problems by providing a two-stroke internal combustion engine, with at least one cylinder with reciprocating piston, with a gas exchange device entirely incorporated in the cylinder head and comprising a valve or a group of valves. and an exhaust valve or group of exhaust valves, the or each intake valve having its seat disposed in the wall of a combustion and sweep prechamber, said gas exchange device having a plane of symmetry passing through the cylinder axis and common to the intake or exhaust valves or valve groups, to the interior surface of the prechamber, to the cylinder head and to the face of the piston, which prechamber communicates with the cylinder by a transfer channel whose walls are at least partly substantially parallel to the axis of the cylinder and whose cross section perpendicular to this axis opens in a substantially oblong shape tangentially to the ylindre, characterized in that the axis of the or each intake valve has a direction not parallel to the axis of the cylinder and in that the upper part of
  • the axis of the or each intake valve makes the axis of the cylinder an angle between about 45 ° and about 90 °.
  • FR-A-9 49 642 describes an engine according to the preamble of claim 1.
  • the axis of the intake valve has a direction parallel to the axis of the cylinder.
  • the intake air is therefore deflected transversely by the head of the valve, all around the latter, and the three abovementioned criteria are met.
  • the seat associated with each intake valve, is located in a wall portion of the prechamber extending at least approximately the wall portion of the transfer channel tangent to the surface of the cylinder.
  • a single intake valve and a single exhaust valve are provided.
  • the gas exchange device has two inlet valves parallel to each other.
  • the gas exchange device has two exhaust valves parallel to the axis of the cylinder.
  • the engine is characterized in that the cross section of the transfer channel opening into the cylinder develops over a circular sector with an angle at the center of between 60 ° and 110 ° and represents an area of which the ratio to that of the cross section of the cylinder is preferably between 0.10 and 0.20 and more particularly between 0.13 and 0.17.
  • the bottom wall of the sweeping and combustion prechamber substantially opposite the transfer channel opening into the cylinder is formed by a portion of cylinder of revolution coaxial with each intake valve , substantially tangent to each valve head, so that the radial clearance between said wall and the head of each intake valve has a minimum value such that each intake valve flows directly and essentially on its sector oriented towards the transfer channel, to direct almost all of the air flow emerging from each intake valve directly to the transfer channel.
  • the engine is characterized in that the radial clearance is as reduced as possible between the upper part of each intake valve and the side wall, cylindrical and coaxial with the corresponding valve, of the prechamber in the angular sector substantially opposite to the transfer channel.
  • the horizontal or inclined arrangement of the intake valve allows it to be actuated by a very direct control, in particular by lateral camshaft disposed in the upper part of the engine block, in the case of polycylindrical engines fitted with individual cylinder heads , or by overhead camshaft in the case of single cylinder head engines.
  • This configuration thus allows, due to the low masses in movement, to achieve very high acceleration values when opening and closing the intake valve without exceeding the allowable contact pressure limits at the cam, which is very favorable since the opening diagram of the intake valve is very short (of the order of 100 ° to 140 ° of rotation of the crankshaft) and shorter than that of the exhaust valve ( of the order of 20 to 40 ° rotation of the crankshaft).
  • This arrangement promotes the achievement of larger intake valve lifts than is common in known engines (the ratio between the maximum lift and the inside diameter at the valve seat can reach and exceed double the normal) for compensate for the fact that the intake valve only flows in its lower part, taking into account its almost zero radial clearance in its upper part, with the lateral surface of the prechamber opposite the transfer channel.
  • the geometrical configuration of the sweeping and combustion prechamber makes it possible to achieve very high volumetric ratios, which can reach and even exceed 20, and this also in the case of stroke / bore ratios close to the unit. This fact makes it possible to facilitate the starting conditions of very small diesel engines, for example for automotive application.
  • the reference 1 designates a cylinder of a diesel engine with one or more cylinders operating according to a two-stroke cycle, with a geometric axis 2 represented here in a substantially vertical position and containing a piston with reciprocating movement 3 shown in position close to its bottom dead center.
  • This cylinder 1, constituted here for example by a jacket of the wet type, is mounted in the frame or cylinder block 4 of the engine and usually surrounded by a jacket of cooling water 5.
  • the upper end or head of the cylinder is surmounted and closed by a cylinder head 6, which contains an exhaust valve 7 controlling a conduit 8 for exhaust of the burnt gases communicating with an exhaust path 9 forming in particular an exhaust manifold, as well as an intake valve 10 controlling an intake duct 11 for fresh oxidant air communicating with an intake manifold 12.
  • the intake valve 10 opens, and the intake duct 11 opens, in the direction of flow of the fresh sweeping air, in a sweeping and combustion prechamber 13 which is formed in the cylinder head 6 and which is open towards the cylinder 1 by communicating with the latter by a transfer channel 14.
  • the arrangement of the intake valves 10 and exhaust 7 admits preferably ce a plane of symmetry, corresponding moreover to the plane of Figure 1 and passing through the axis of the exhaust valve 7, the axis of the intake valve 10 and the axis 2 of the cylinder 1, these three axes being indicated in phantom in Figure 1.
  • the axis of the exhaust valve 7 is substantially parallel to the axis 2 of the cylinder and offset with respect to the latter so that in the open position, the head of this exhaust valve 7 is of a side (on the left side of FIG. 1) relatively close to the corresponding adjacent side wall of cylinder 1 and, on the other side (on the right side in FIG. 1 relatively distant from the outlet of the transfer channel 14.
  • the axis of the intake valve 10, opening in the prechamber 13, is not parallel, and is shown here preferably at least approximately orthogonal, to the walls of the cylinder 1, therefore to the axis of the valve exhaust 7 and axis 2 of the cylinder.
  • the rod 17 of the valve 10 moves away from this axis 2, in the above-mentioned plane of symmetry.
  • the exhaust valve 7 cooperates with a fixed seat 14 provided in the cylinder head 6.
  • the intake valve 10 cooperates with a fixed seat 16 provided in the cylinder head 6.
  • the transfer channel 14 has a wall 14a at least partly substantially parallel to the axis 2 of the cylinder 1, the part 14b of the wall located on the side of the intake valve 10 constituting in fact an extension of the wall of the cylinder (see figure 2).
  • the opposite part of the wall 14a of the transfer channel 14 in fact also constitutes an extension of the wall part 13a of the pre-mixing chamber 13, opposite the inlet valve 10.
  • the transfer channel 14 also has, in cross section perpendicular to the axis 2 of cylinder 1, a substantially oblong shape tangential to cylinder 1, as is clearly visible in FIG. 2.
  • the cross section of the transfer channel 14 opening into the cylinder preferably develops on a circular sector with an angle at the center of between 60 ° and 110 ° and represents an area whose ratio to that of the cross section of cylinder 1 is preferably between 0.10 and 0.20 and, more particularly, between 0, 13 and 0.17.
  • the prechamber 13 has, from the seat 16 of the intake valve 10, a portion of cylinder of revolution 18, coaxial with the intake valve 10, substantially tangent to the head 10a of the valve 10 and the dimension of which is such that there is practically no air flow at the upper part of the head 10a of the intake valve 10.
  • This portion of cylinder 13 therefore constitutes in practice the top or the wall of bottom of the prechamber 13.
  • the wall part 14a of the transfer channel 14 is connected to the lower part of the valve seat 16 by an arcuate profile 22 allowing a direct flow of air to the transfer channel 14, from the start of the opening the inlet valve 10.
  • the part of the cylinder of revolution 18 substantially coaxial with the intake valve 10 leaves between this wall 18 and the head 10a of the intake valve 10, a radial clearance 32 having a minimum value preventing the creation of a significant air stream around the upper part of the head 10a of the intake valve 10. Consequently, almost all of the air flow emerging from the intake valve 10 flows around the lower part of the head 10a of the intake valve 10 towards the transfer channel 14, as symbolized by the flow arrows 28 in FIG. 3.
  • FIG. 4 there is shown a second embodiment of the invention according to which there are two intake valves designated respectively by 100 and 110, at the top of each of which is provided, as in the case in FIG. 3, a minimum radial clearance 32 just sufficient for the passage of the heads of these valves.
  • this allows the injection of fuel in the aforementioned plane of symmetry, and also, as will be explained below, to take advantage of the organized turbulence caused by the flow from the cylinder 1 resulting from the ascent of the piston.
  • a single exhaust valve 7 has been provided.
  • FIG. 5 another embodiment of the invention has been represented, according to which two exhaust valves have been provided, designated respectively by 107 and 117, with a single intake valve 10.
  • the single valve either the exhaust 7 or the intake 10, is in the above-mentioned plane of symmetry.
  • FIG. 8 represents the diagram of opening of the intake and exhaust valves of the preferred embodiment of FIGS. 1, 2 and 3.
  • the intake opening is designated by OA, by OE 1 'opening of exhaust, by FA the closing of admission, by FE the closing of exhaust, by TDC the top dead center and by PMB the bottom dead center.
  • the opening period of the exhaust valve 7 represents approximately 160 ° of rotation angle of the crankshaft while the opening period of the intake valve 10 represents approximately 140 ° of rotation angle of the crankshaft. It will be observed in this connection that the opening period of the exhaust valve 7 begins well before the opening period of the intake valve 10, respectively 60 ° and 30 ° before the bottom dead center.
  • FIG. 9a represents the expansion phase for which the intake valve 10 and the exhaust valve 7 are closed and the piston 3 moves towards bottom dead center, as symbolized by the arrow F.
  • FIG. 9b the following sequence is shown, for which the exhaust valve 7 has just opened while the intake valve 10 is still closed, the piston 3 continuing its downward movement towards bottom dead center, which will allow, in a manner known per se, to reduce the pressure in the cylinder 1 to the level of the scanning pressure.
  • FIG. 9c represents the following sequence according to which the exhaust valve 7 is almost completely open, the piston being at the start of its upward stroke as shown in the reverse direction of the arrow F, while the intake valve 10 is already practically open and thus allows the flow of the air stream which has been designated for example by 28 in FIG. 3.
  • This flow 28 is transformed into a single flow of air 40 bearing on the vertical wall of the cylinder following the transfer channel 14, which discharges, during its penetration into the cylinder 1, a corresponding volume of burnt gases 42.
  • FIG. 9d represents the following sequence corresponding to the scanning of the cylinder 1 and showing the maximum liftings of the exhaust valve 7 and of the intake valve 10 respectively.
  • this maximum lift of the valve d intake 10 is larger than that of conventional two-stroke engines.
  • the valve lift is calculated in such a way that the lateral surface of the geometrical cylinder limited between the valve seat and the transverse surface of the valve is equal to or slightly greater than the free cross section of the valve seat. valve open. In the case of the invention, it is only about half of the lateral surface of the aforesaid geometrical cylinder which allows fresh air to pass and it is therefore necessary to compensate for this loss of surface by increasing the lift of the intake valve 10 or inlet valves 100, 110 °.
  • the ratio between the maximum lift of the or each intake valve 10 and the internal diameter of the seat 16 of said intake valve is greater than 0.35.
  • FIG. 9e represents the end of sweeping sequence for which the exhaust valve 7 has just closed, the inlet valve 10 being partially open before it is completely closed.
  • the piston 3 continues to rise in the cylinder 1 and causes partial discharge of the air in the direction of the intake manifold 12.
  • FIG. 9f shows the following compression sequence for which the two exhaust 7 and inlet 10 valves are closed.
  • the continued raising of the piston in the cylinder therefore not only causes compression but also a progressive discharge of air towards the prechamber 13, which induces a large field of turbulence, symbolized by the arrow 50, which is favorable for the phase d injection of fuel and its mixture with the combustion air in the following sequence.
  • FIG. 9g represents the fuel injection phase just before top dead center, symbolized by a jet of fuel 52.
  • FIG. 9h represents the last sequence relating to the combustion of the mixture thus prepared with the piston being at its top dead center. Thanks to the structure described and to this operation, all the technical advantages mentioned in the introductory part of the description are obtained.
  • all the usual means can be used in combination with the means of the invention, whether in terms of the culvert, the design of the injection and the combustion chamber, the design of the structure of the cylinder head which can advantageously be of the type known per se with drilled channels.
  • 70, 72 have been designated for the cooling channels of the seats 15, 16 of the exhaust 7 and intake 10 valves, which makes it possible to cool not only the valves themselves but also most of the cylinder head 6 exposed to the combustion gases.
  • the head 10a of the intake valve 10 has an approximately planar surface 19 intended to cooperate with a mating surface 20, also approximately planar, of the seat 16.
  • the opposite face 21 of the head 10a which is preferably approximately conical, is arranged so as to penetrate into a recess 30, of conjugate shape, formed in the opposite wall of the prechamber 13, the assembly being such as the inlet valve 10, at its maximum lift , penetrates almost completely into this recess by driving out the burnt gases.
  • the intake duct 11 is advantageously provided with a lip 33, immediately upstream of the seat 16 and on its lower part, intended to gradually accelerate, by a nozzle effect, the fresh air entering the prechamber 13 , at the opening of the intake valve 10.
  • the fuel is introduced under pressure into the prechamber 13 by an injector 120 arranged, not at the top of this prechamber as shown diagrammatically in FIG. 1, but in the axis of the intake valve 17, which improves the homogeneity of the air and fuel mixture admitted into the cylinder.
  • an injector 120 arranged, not at the top of this prechamber as shown diagrammatically in FIG. 1, but in the axis of the intake valve 17, which improves the homogeneity of the air and fuel mixture admitted into the cylinder.
  • FIG. 7 it is possible to provide only one injector 120 opening along the axis of symmetry of the assembly of these two valves.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Claims (14)

1. Zweitaktbrennkraftmaschine mit wenigstens einem Zylinder mit Hubkolben, mit einer Gautauschvorrichtung, die vollständig vom Zylinderkopf aufgenommen ist und ein Einlaßventil oder eine Gruppe von Einlaßventilen (10) und ein Auslaßventil oder eine Gruppe von Auslaßventilen (7) aufweist, wobei das oder jedes Einlaßventil (10) seinen Sitz in der Wand einer Vorbrenn- und Spülkammer (13) angeordnet hat und die genannte Gastauschvorrichtung eine Symmetrieebene besitzt, die durch die Achse (2) des Zylinders (1) und gemeinsam mit den Einlaßventilen oder Gruppen von Einlaßventilen (10) und Auslaßventilen oder Gruppen von Auslaßventilen (7) an der Innenfläche der Vorkammer (13), an der Decke des Zylinderkopfes (6) und an der Fläche des Kolbens (3) verläuft, welche Vorkammer (13) mit dem Zylinder (1) durch einen Übertragungskanal (14) verbunden ist, dessen Wände (14a) wenigstens teilweise annähernd parallel zur Achse (2) des Zylinders (1) verlaufen und dessen Querschnitt senkrecht zu dieser Achse in einer praktisch länglichen Form tangential zum Zylinder (1) mündet, dadurch gekennzeichnet, daß die Achse des oder jedes Einlaßventils (10) in einer Richtung nicht parallel zur Achse (2) des Zylinder (1) verläuft und daß der obere Abschnitt des Kopfes des oder jedes Einlaßventils (10) in allen Stellungen des letzteren nahe praktisch ohne Spiel (32) dem oberen Abschnitt der Wand der Vorkammer (13) annähernd gegenüber dem Übertragungskanal (14) liegt.
2. Brennkraftmaschine nach Anspruch 1, dadurch gekennzeichnet, daß die Achse des oder jedes Einlaßventils (10) mit der Achse (2) des Zylinders (1) einen Winkel zwischen etwa 45° und etwa 90° bildet.
3. Motor nach Anspruch 2, dadurch gekennzeichnet, daß der Sitz (16), der jedem der Einlaßventile (10) zugeordnet ist, in einem Abschnitt der Wand der Vorkammer (13) gelegen ist, der wenigstens annähernd den Abschnitt der Wand des Übertragungskanals (14) verlängert, die die Oberfläche des Zylinders (1) tangiert.
4. Motor nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß er ein einziges Einlaßventil (10) und ein einziges Auslaßventil (7) aufweist.
5. Motor nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß die Gasaustauschvorrichtung zwei zueinander parallele Einlaßventile (100, 110) aufweist.
6. Motor nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß die Gasaustauschvorrichtung zwei parallel zur Achse des Zylinders verlaufende Auslaßventile (107,117) aufweist.
7. Motor nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß der Querschnitt des Übertragungskanals (14), der in den Zylinder (1) mündet, sich über einen Kreissektor mit einem Zentrierwinkel zwischen 60° und 110° erstreckt und eine Grundfläche aufweist, deren Verhältnis zu jener des Querschnitts des Zylinders (1) vorzugsweise zwischen 0,10 und 0,20 und insbesondere zwischen 0,13 und 0,17 liegt.
8. Motor nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, daß die Bodenwand der Vorspül- und Vorbrennkammer (13) annähernd gegenüber dem Übertragungskanal (14), der in den Zylinder (1) mündet, von einem Abschnitt eines Rotationszylinders (30) koaxial zu jedem Einlaßventil (10) und annähernd jeden Ventilkopf tangierend gebildet ist, sodaß das radiale Spiel (32) zwischen der genannten Wand (30) und dem Kopf jedes Einlaßventils (10) einen solchen Mindestwert aufweist, daß jedes Einlaßventil (10) direkt und im wesentlichen auf seinem Sektor mündet, der in Richtung des Übertragungskanals (14) ausgerichtet ist, um quasi die gesamte Menge des Luftstroms, der aus jedem Einlaßventil (10) austritt, direkt auf den Übertragungskanal (14) zu richten.
9. Motor nach einem der Ansprüche 1 bis 8, der eine Gruppe von Auslaßventilen umfaßt, dadurch gekennzeichnet, daß die Auslaßventile (7) dieser Gruppe durch eine einzige Nockenwelle (150) mit gemeinsamen Kopf gesteuert sind.
10. Motor nach einem der Ansprüche 1 bis 9, dadurch gekennzeichnet, daß das Verhältnis zwischen dem maximalen Hub des oder jedes Einlaßventils (10) und der lichten Weite des Sitzes (16) des genannten Einlaßventils mehr als 0,35 beträgt.
11. Motor nach einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, daß der Kopf (10a) des oder jedes Einlaßventils (10) mit seiner vom Sitz (16) entfernt gelegenen Fläche (21) mit einer Ausnehmung (30) von konjugierter Form zusammenwirkt, die in der der Vorkammer (13) gegenüberliegenden Wand ausgebildet ist.
12. Motor nach einem der Ansprüche 1 bis 11, dadurch gekennzeichnet, daß der Sitz (16) des oder jedes Einlaßventils (10) abgeplattet ist und die Wand der aus Übertragungskanal (14) und Zylinder (1) bestehenden Einheit tangiert.
13. Motor nach einem der Ansprüche 1 bis 12, dadurch gekennzeichnet, daß die Einlaßleitung (11) mit einer Lippe (33) unmittelbar stromaufwärts vom Sitz (16) des oder jedes Einlaßventils und auf dem unteren Abschnitt dieser Leitung (11) versehen ist.
14. Motor nach Anspruch 4, dadurch gekennzeichnet, daß ein Brennstoffeinspritzer (120) in die Vorkammer (13) annähernd in der Achse des oder jedes Einlaßventils (10) und vorzugsweise auf der gegenüberliegenden Seite desselben mündet.
EP87900178A 1985-12-31 1986-12-31 Zweitaktbrennkraftmaschine Expired EP0252935B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87900178T ATE49032T1 (de) 1985-12-31 1986-12-31 Zweitaktbrennkraftmaschine.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8519506A FR2592430B1 (fr) 1985-12-31 1985-12-31 Moteur a combustion interne a deux temps et culasse equipant celui-ci
FR8519506 1985-12-31

Publications (2)

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EP0252935A1 EP0252935A1 (de) 1988-01-20
EP0252935B1 true EP0252935B1 (de) 1989-12-27

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EP87900178A Expired EP0252935B1 (de) 1985-12-31 1986-12-31 Zweitaktbrennkraftmaschine

Country Status (10)

Country Link
US (2) US4854280A (de)
EP (1) EP0252935B1 (de)
JP (1) JPH0711248B2 (de)
KR (1) KR940008265B1 (de)
AU (1) AU594997B2 (de)
DE (1) DE3667810D1 (de)
FI (1) FI873667A (de)
FR (1) FR2592430B1 (de)
IN (1) IN166067B (de)
WO (1) WO1987004217A1 (de)

Families Citing this family (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2592430B1 (fr) * 1985-12-31 1990-01-05 Melchior Jean Moteur a combustion interne a deux temps et culasse equipant celui-ci
JPH0733770B2 (ja) * 1987-07-09 1995-04-12 トヨタ自動車株式会社 ２サイクル内燃機関の燃焼室構造
JPH086661B2 (ja) * 1988-07-01 1996-01-29 トヨタ自動車株式会社 内燃機関の燃料噴射装置
FR2641832B1 (fr) * 1989-01-13 1991-04-12 Melchior Jean Accouplement pour la transmission de couples alternes
US5507254A (en) * 1989-01-13 1996-04-16 Melchior; Jean F. Variable phase coupling for the transmission of alternating torques
FR2658240B1 (fr) * 1990-02-13 1994-07-08 Melchior Technologie Snc Perfectionnements aux moteurs a combustion interne a deux temps, a allumage par compression de type diesel.
FR2662745B1 (fr) * 1990-05-31 1992-09-11 Melchior Technologie Snc Perfectionnements aux moteurs alternatifs a combustion interne, du type a deux temps.
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Publication number Publication date
FI873667A0 (fi) 1987-08-25
KR880700889A (ko) 1988-04-13
FR2592430B1 (fr) 1990-01-05
IN166067B (de) 1990-03-10
FI873667A (fi) 1987-08-25
AU594997B2 (en) 1990-03-22
DE3667810D1 (de) 1990-02-01
KR940008265B1 (ko) 1994-09-09
US5014663A (en) 1991-05-14
US4854280A (en) 1989-08-08
AU6832487A (en) 1987-07-28
JPS63502045A (ja) 1988-08-11
EP0252935A1 (de) 1988-01-20
FR2592430A1 (fr) 1987-07-03
JPH0711248B2 (ja) 1995-02-08
WO1987004217A1 (fr) 1987-07-16

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