BACKGROUND OF THE INVENTION
The present invention relates broadly to two-stroke internal combustion engines, and more particularly to an arrangement for controlling the intake and exhaust port opening durations with help of a Rotational Valve.
First two-stroke internal combustion engine was invented and patented in the 1881 by Scottish engineer Dugald Clerk and were first placed in practical use by Alfred Angas Scott. He started using two-stroke engines in twin cylinder water cooled motorcycles and the two-stroke engine industry was borne.
Two-stroke internal combustion engines complete a power cycle with two strokes, up and down movements of the piston during only one crankshaft revolution in comparison to four-stroke engines which complete a cycle in 4 piston strokes. In two-stroke engines, in between the end of the combustion stroke and the beginning of the compression stroke, exhaust and intake (or scavenging) functions occur at the same time.
A two-stroke engine performs intake, compression, combustion, and exhaust cycles in 2 strokes of the piston. The distance the piston travels between the Top Dead Center (TDC) and the Bottom Dead Center (BDC) positions is referred to as a stroke length.
During the combustion stroke of a two-stroke engine, the piston recedes from TDC to BDC, and at around 120 crank degree mark, the exhaust port is uncovered by the piston to let exhaust gases out of the cylinder. This is often referred as the exhaust cycle. As these gases are extremely hot and have high pressure, they rush out of the cylinder in a couple crank degrees. As the piston continues to .recede towards the BDC, the intake port is uncovered by the piston to permit air into the combustion chamber, which is mixed with an appropriate amount of gasoline through carburetor.
Two-stroke engine utilizes the bottom part of the piston to compress the attendant by utilizing the piston's natural reciprocating motion, and with help of the bottom part volume being built air tight. As the piston travels to TDC, it uncovers the intake port and connects the bottom part of the cylinder to the intake manifold, the carburetor and to the atmospheric pressure. Continued motion of the piston towards TDC creates a low pressure in the bottom part of the piston, relative to atmospheric pressure, and therefore induces the air-fuel mixture to flow into the bottom part of the piston. As the piston reaches the TDC a flip valve is closed, which renders the bottom part of the piston airtight. With help of the piston traveling towards BDC and decreasing this section's volume; the next combustion cycle's attendant naturally becomes compressed.
As the piston continues to recede towards BDC, it will uncover the intake port, which is connected to the bottom part of the cylinder; this will result in the compressed mixture of air & fuel to be rushed into the combustion chamber starting the intake-scavenging cycle. As the intake/scavenging cycle continues, continued flow of air & fuel mixture is sustained, which induces more air fuel mixture in the cylinder. The intake port is covered as the piston passes the BDC and starts traveling toward the TDC. Covering of the intake port stops the attendant from entering the combustion chamber, while some attendant is lost due to the exhaust port still being open at this point. As the piston travels closer to the TDC it covers the exhaust port and the piston compresses the mixture as it moves closer to TDC. This is referred as the compression cycle.
Combustion starts as the piston passes TDC in the third cycle in response to a spark produced by the spark plug. As the reaction starts, atom by atom the temperature and pressure of the mixture raises drastically. This is usually referred as the combustion cycle. Reaction takes place in a very fast manner, and it may be observed as an explosion. As the piston passes TDC a few drive shaft degrees, most of the fuel inside the chamber has been consumed and the highest temperature and pressure has been achieved. The attendant increase in volume as the piston moves toward BDC causes the gas to start losing its pressure while the crank shaft assembly keeps moving to a higher moment arm position. The pressure of the gas influences a moment to the drive shaft with the help of the piston and the connecting rod to produce power. As the piston again passes through 120 crank degree mark, the first cycle begins again.
There are some major differences between four-stroke and two-stroke engines. Four-stroke engines have poppet valves, which lets the air fuel mixture into the cylinder and exhaust gases out. It also has the valve train, springs, camshafts, and timing belts. In contrast two-stroke engines don't have any of these assemblies; in this engine type the number of moving parts are greatly reduced; hence two-stroke engines have high power to weight ratio, so can be compact and much lighter.
A four-stroke engine must be positioned in a certain way due to lubrication being collected in the bottom oil collection pan. This is not necessary for two-stroke engines, due to oil is mixed to the fuel and is used to lubricate moving parts. Burning the fuel along with the lubricating oil results in creating more exhaust emissions than four-stroke engines.
Advantages of two-stroke engines can be listed as light weight, simple operation, reduced number of moving parts, multiple ways of positioning the unit.
Disadvantages of two-stroke engines are listed as low efficiency due to less compression of the attendant, and high emissions in comparison to four-stroke engines. In addition, there is significant loss of fuel due to exhaust port being covered after the intake port is covered.
There are some prior arts to improve disadvantages of two-stroke engines, such as rotational exhaust valve closing the exhaust duct when the piston reaches the bottom dead center. This assembly ends scavenging cycle and stops loss of air-fuel mixture from the combustion chamber. This is a good way to improve efficiency in two-stroke engines, but this assembly required drive train and introduces more moving parts into a simple engine. Also, there is always room for improvement.
To manufacture an efficient two-stroke engine, one endeavors to use less fuel for a given power output. In comparison to prior art design and specifications, it would be advantageous to devise an engine keeping more attendant in the combustion chamber, having lower emissions, and thus having an increased torque while at the same time consuming less fuel.
BRIEF SUMMARY OF THE INVENTION
The present invention achieves this result and overcomes the shortcomings of the prior art by controlling the intake and exhaust port opening timing and durations with help of a rotational valve and its drive train. The rotational valve has an opening or openings which are timed to align with intake and exhaust ports thereby form ducts to conduct air-fuel mixture and exhaust gases in and out of the cylinder and therefore controlling the intake and exhaust port opening timing and durations.
BRIEF DESCRIPTION OF THE DRAWINGS
The subject matter regarded as the invention is particularly pointed out and distinctly claimed in the concluding portion of the specification. The invention, however, both as to organization and method of operation, together with the features, objects, and advantages thereof, may best be understood by reference to the following detailed description when read with the accompanying drawings in which:
FIG. 1 is a is a partial cross-sectional view of certain internal components of a conventional two-stroke engine at the exhaust port is uncovered;
FIG. 2 is a partial cross-sectional view of certain internal components of a conventional two-stroke engine in the BDC position;
FIG. 3 is a is a partial cross-sectional view of certain internal components of a conventional two-stroke engine in the intake port is covered position;
FIG. 4 is a is a developed view of the rotational valve and associated components in accordance with one embodiment of the present invention,
FIG. 5 is a is a partial schematic cross-sectional view of an exemplary two-stroke engine in the intake port is covered position;
FIG. 6 is a schematic cross-sectional view of an exemplary two-stroke engine from the top down.
DETAILED DESCRIPTION
In the following are described the preferred embodiments of the rotational valve for two stroke engine in accordance with the present invention. In describing the embodiments illustrated in the drawings, specific terminology will be used for the sake of clarity. However, the invention is not intended to be limited to the specific terms so selected, and it is to be understood that each specific term includes all technical equivalents that operate in a similar manner to accomplish a similar purpose. Where like elements have been depicted in multiple embodiments, identical reference numerals have been used in the multiple embodiments for ease of understanding.
Referring to the drawings, and prior to addressing the preferred embodiments of the invention, reference is drawn to FIG. 1 which depicts a partial cross-sectional view of certain components of a conventional engine, such as a two stroke gasoline engine. As shown, the engine comprises an engine block 100 within which a cylinder 102 is cast or otherwise provided. The cylinder 102 houses a piston 104 which travels in a reciprocating manner along a centerline 106 of the cylinder 102. Of course, although shown in a generally vertical orientation in FIG. 1, it is well known that the cylinder 102 may be canted toward one side or the other depending on the application. For example, in a typical automobile application of a V-style engine, such as a V-6, banks of cylinders may be canted outwardly relative to each other. A crank shaft assembly 112 is mounted below the cylinder 102 in the conventional engine shown in FIG. 1.
The crank shaft assembly 112 generally includes a drive shaft 108, which in the view of FIG. 1 is shown to extend into and out of the view along a drive shaft axis 110. As the drive shaft 108 rotates about the drive shaft axis 110, which for purposes of this disclosure will be represented in a clockwise orientation, the connecting rod pin 116 also rotates, typically in a circular manner. This rotation drives a connecting rod 114 which is pivotally connected at a first end 118 to the drive shaft 108 and at a second end 120 to the piston 104. These connections are generally made through pins, 116, 128. As a result of the linkage of the connecting rod 114 to the piston connecting rod pin 116, rotational movement of the drive shaft 108 is converted to linear movement, driving the piston between its TDC position, where it is farthest from the drive shaft 108, and its BDC position, where it is closest to the drive shaft.
The cylinder 102 housing the piston 104 has one end where the combustion occurs is the combustion chamber 122 and the other end is the bottom part of the cylinder 124.
Many conventional engines also include counter-weights 126 mounted to the drive shaft 110 in such a manner as to offset the imbalance which would otherwise be created by the offset connection of the connecting rod 114 to the connecting rod pin 116.
2 stoke engines do not have poppet valves, the attendant is fed and exhaust gases are removed from the combustion chamber 122 by the piston covering or uncovering intake 130 and exhaust ports 132, as seen in FIG. 1. Said ports are carved or otherwise located in the Engine block 100. Intake port 130 is connected to a means of fuel feeding apparatus; a carburetor 136 as seen in FIG. 1, or a fuel injector and therefore feed the attendant into the combustion chamber 122. Exhaust port 132 connects the combustion chamber 122 to exhaust pipe 134; therefore removing high pressure gases from the combustion chamber 122 through this pipe.
The present invention contemplates altering the timing and opening durations of intake 204 (while referring to FIG. 6) and exhaust 206 ducts through a rotational valve 200 rotating about the cylinder axis 106 located in its dedicated interstitial space 202. The rotational valve 200 is solid with openings carved within, may be rotating at the same or different angular speed with the drive shaft 108, aligning its opening or openings with intake port 130 and outer intake port 212; therefore forming an intake duct 204 and let the attendant into the combustion chamber 122; and otherwise aligning its opening or openings with exhaust port 132 and outer exhaust port 214; therefore forming an exhaust duct 206 and let the exhaust gases out of the combustion chamber 122.
The present invention provides the ability to do so. As shown in FIG. 6, the rotational valve openings are associated with the intake and exhaust ducts in such a way to stop the attendant loss during intake stroke, and selectively lengthen attendant intake duration during intake stroke.
Still referring to FIG. 6, there is drive train associated with the rotational valve 200 in such a way to help rotational valve 200 to perform altering the timing and opening durations of intake 204 and exhaust 206 ducts. This drive train may be gear, belt or otherwise driven.
There is the bottom part of cylinder 124 (FIG. 6) may be airtight and therefore may be used to promote scavenging cycle of the combustion chamber through embodiments; transfer port 138, flipper valve 140 and the piston 104 uncovering intake port 130 and selectively directing the air that is compressed in the bottom part of the cylinder 124, into the combustion chamber 122 by help of the rotational valve 200.
Cross Reference to Related Applications
|
Cited Patent
Filing Date
Publication Date
Applicant
Title
|
|
U.S. Pat. No.
Aug. 22, 1990
Dec. 7, 1993
Jih-Tzang Luo
Rotary exhaust valve
|
5,267,535 A
for two-stroke engine
|
U.S. Pat. No.
Aug. 11, 1987
May 1, 1990
Wayne Ross Gilbert
Two-stroke engine variable
|
4,920,745 A
tuned exhaust system
|
U.S. Pat. No.
May 15, 1989
May 15, 1990
Eyvind Boyesen
Rotary exhaust control
|
4,924,819 A
valve for two-stroke
|
ABSTRACT
cycle engines and process
|
for using the same
|
U.S. Pat. No.
Aug. 13, 1980
Mar. 30, 1982
Masahiro Yamamoto
Two-stroke engine having
|
4,321,893 A
variable exhaust port timing
|
U.S. Pat. No.
May 30, 1980
Feb. 1, 1983
Robert J. McNair, Jr.
Two stroke cycle engine with
|
4,370,959 A
sustained power stroke
|
U.S. Pat. No.
1 Sep. 1951
26 May 1953
Elmer C Kiekhaefer
Two-cycle engine and improved
|
2,639,699
crankcase induction means
|
therefor
|
U.S. Pat. No.
25 Oct. 1951
30 Oct. 1956
Thomas B Danckwortt
Two cycle opposed piston
|
2,768,616
internal combustion engine
|
U.S. Pat. No.
4 Feb. 1965
28 Jun. 1966
Mcculloch Corp
Piston for internal
|
3,257,997
combustion engine
|
U.S. Pat. No.
4 Feb. 1965
28 Jun. 1966
Mcculloch Corp
Cylinder for internal
|
3,257,998
combustion engine
|
U.S. Pat. No.
9 Feb. 1972
19 Mar. 1974
W Tenney
Two cycle engine
|
3,797,467
scavenge ports
|
U.S. Pat. No.
10 Mar. 1972
23 Apr. 1974
Tenney W
Two cycle engine with
|
3,805,750
auxiliary exhaust ports
|
U.S. Pat. No.
29 Jun. 1973
16 Sep. 1975
Performance
Engine valving and porting
|
3,905,340
Industries
|
U.S. Pat. No.
15 Nov. 1973
4 Jan. 1977
Performance
Engine valve means and porting
|
4,000,723
Industries, Inc.
|
U.S. Pat. No.
18 Dec. 1975
3 Jan. 1978
Ricardo & Co.,
Two-stroke I.C. engines
|
4,066,050
Engineers (1927)
|
Limited
|
U.S. Pat. No.
16 Dec. 1976
23 Jan. 1979
Karl Schmidt Gmbh
Piston and cylinder for
|
4,135,479
two-cycle engines
|
U.S. Pat. No.
10 Oct. 1978
13 May 1980
Performance
Two cycle internal
|
4,202,299
Industries, Inc.
combustion engine
|
U.S. Pat. No.
21 Jul. 1980
5 Oct. 1982
Piaggio & C. S.P.A.
Constructional improvements
|
4,352,343
in a two-stroke opposed
|
piston engine operating
|
with stratified charge
|
U.S. Pat. No.
30 Jun. 1980
12 Oct. 1982
Yamaha Hatsudoki
Two cycle engine with
|
4,353,333
Kabushiki Kaisha
augmented intake ports
|
U.S. Pat. No.
18 Dec. 1980
15 Feb. 1983
Outboard Marine
Internal combustion engine
|
4,373,475
Corporation
|
U.S. Pat. No.
12 Jun. 1981
17 May 1983
Brunswick
Combustion chamber
|
4,383,503
Corporation
scavenging system
|
U.S. Pat. No.
27 Jan. 1986
7 Apr. 1987
General Electric
Steam purge of a piston/cylinder
|
4,655,175
Company
gap in a diesel engine
|
U.S. Pat. No.
25 May 1988
7 Mar. 1989
Industrial
Two-stroke engine having a
|
4,809,648
Technology Research
central scavenging system
|
Institute
|
U.S. Pat. No.
31 Jul. 1987
18 Apr. 1989
Sanshin Kogyo
Two-stroke engine
|
4,821,687
Kabushiki Kaisha
|
U.S. Pat. No.
10 Dec. 1999
28 Aug. 2001
Tanaka Kogyo Co.,
Two-cycle engine
|
6,279,521
Ltd.
|
U.S. Pat. No.
12 Apr. 2001
25 Jun. 2002
Mitsubishi Heavy
Two-stroke cycle engine
|
6,408,805
Industries, Ltd.
|
U.S. Pat. No.
19 Jun. 2002
1 Apr. 2003
Avl List Gmbh
Two-stroke internal combustion
|
6,539,900
engine with crankcase
|
scavenging
|
U.S. Pat. No.
18 Mar. 2002
16 Dec. 2003
Kioritz Corporation
Two-stroke internal
|
6,662,765
combustion engine
|
U.S. Pat. No.
18 Jul. 2001
17 Feb. 2004
Bombardier-Rotax
Fuel injection system
|
6,691,649
Gmbh
for a two-stroke engine
|
U.S. Pat. No.
29 Apr. 2004
21 Mar. 2006
Andreas Stihl Ag &
Two-stroke engine
|
7,013,850
Co. Kg
|
U.S. Pat. No.
23 May 2006
14 Aug. 2007
Kioritz Corporation
Two-stroke internal
|
7,255,072
combustion engine
|
U.S. Pat. No.
3 Mar. 2006
21 Aug. 2007
Cameron International
Air intake porting for
|
7,258,087
Corporation
a two stroke engine
|
U.S. Pat. No.
13 Jan. 2006
29 Apr. 2008
Andreas Stihl Ag &
Two-stroke engine
|
7,363,888
Co. Kg
|
U.S. Pat. No.
17 Jul. 2007
25 Aug. 2009
Cameron International
Air intake porting for
|
7,578,268
Corporation
a two stroke engine
|
U.S. Pat. No.
24 Jul. 2009
31 Aug. 2010
Cameron International
Air intake porting for
|
7,784,437
Corporation
a two stroke engine
|
U.S. Pat. No.
26 Jul. 2010
21 Jun. 2011
Cameron International
Air intake porting for
|
7,963,258
Corporation
a two stroke engine
|
U.S. Pat. No.
24 Feb. 2011
31 Jan. 2012
Cameron International
Air intake porting for
|
8,104,438
Corporation
a two stroke engine
|
U.S. Pat. No.
9 Jun. 2011
7 Aug. 2012
Cameron International
Air intake porting for
|
8,235,010
Corporation
a two stroke engine
|
US20030075124
10 Oct. 2002
24 Apr. 2003
Haman David F.
Method and apparatus for
|
dissipating heat from
|
a combustion chamber of an
|
internal combustion engine
|
US20030217710
15 May 2003
27 Nov. 2003
Andreas Stihl Ag &
Two-cycle engine
|
Co. Kg
|
US20040168656
11 May 2001
2 Sep. 2004
Bo Carlsson
Crankcase scavenged internal
|
combustion engine
|
US20050022757
27 Jul. 2004
3 Feb. 2005
Kioritz Corporation
Two-stroke internal combustion
|
engine
|
US20060278183
18 Aug. 2006
14 Dec. 2006
Mavinahally Nagesh S
Stratified scavenged
|
two-stroke engine
|
US20100059030
21 Jun. 2007
11 Mar. 2010
Shigetoshi Ishida
Stratified Scavenging
|
Two-Cycle Engine
|
US20100288253
26 Jul. 2010
18 Nov. 2010
Cameron International
Air intake porting for
|
Corporation
a two stroke engine
|
US20110232599
9 Jun. 2011
29 Sep. 2011
Cameron International
Air intake porting for
|
Corporation
a two stroke engine
|
US20110247601
6 Apr. 2011
13 Oct. 2011
Imack Laydera-
Two-cycle engine and low
|
Collins
emission control system
|
EP1988270A1 *
25 Mar. 2008
5 Nov. 2008
KTM Sportmotorcycle
Two-stroke internal
|
AG
combustion engine
|
U.S. Pat. No.
4 Dec. 1998
12 Jun. 2001
Bombardier Inc.
Valve assembly using
|
6,244,227
pressurized medium for
|
controlling operating
|
conditions of a two-stroke
|
engine
|
U.S. Pat. No.
31 Mar. 2000
14 Aug. 2001
Honda Giken Kogyo
Exhaust control valve
|
6,273,036 *
Kabushiki Kaisha
assembly for an engine
|
U.S. Pat. No.
22 Jan. 2007
3 Feb. 2009
Brp-Rotax Gmbh &
Valve assembly for a
|
7,484,482
Co. Kg
two-stroke engine
|
US20020002958 *
6 Jun. 2001
10 Jan. 2002
Hiroyuki Uchida
Exhaust control system
|
in two-cycle internal
|
combustion engine
|
US20050166872 *
31 Jan. 2005
4 Aug. 2005
Brp-Rotax Gmbh &
Exhaust-outlet control
|
Co. Kg
for 2-stroke engien
|
US20070186882 *
1 Nov. 2004
16 Aug. 2007
Brp-Rotax Gmbh &
Exhaust control valve for
|
Co. Kg
internal combustion engine
|
U.S. Pat. No.
26 Jan. 1990
12 Mar. 1991
Yamaha Hatsudoki
Exhaust port control system
|
4,998,512 *
Kabushiki Kaisha
for two stroke engine
|
U.S. Pat. No.
26 Jan. 1990
19 Mar. 1991
Yamaha Hatsudoki
Exhaust port control valve
|
5,000,131 *
Kabushiki Kaisha
for two stroke engine
|
U.S. Pat. No.
13 Aug. 1990
12 Nov. 1991
Yamaha Hatsudoki
Exhaust control valve
|
5,063,887 *
Kabushiki Kaisha
system for parallel multi-
|
cylinder two-cycle engine
|
U.S. Pat. No.
13 Aug. 1990
12 Nov. 1991
Yamaha Hatsudoki
Exhaust control valve
|
5,063,888 *
Kabushiki Kaisha
system for parallel multi-
|
cylinder. two-cycle engine
|
U.S. Pat. No.
16 Oct. 1991
22 Jun. 1993
Yamaha Hatsudoki
Variable compression device
|
5,220,890 *
Kabushiki Kaisha
for two cycle diesel engine
|
U.S. Pat. No.
7 Jan. 1994
20 Dec. 1994
Honda Giken Kogyo
Exhaust control device
|
5,373,816 *
Kabushiki Kaisha
for a two motor cycle engine
|
U.S. Pat. No.
3 Feb. 1995
23 Jul. 1996
Sanshin Kogyo
Variable compression ratio
|
5,537,958 *
Kabushiki Kaisha
system for two-cycle engine
|
U.S. Pat. No.
9 Jun. 1994
4 Feb. 1997
Yamaha Hatsudoki
Internal combustion engine
|
5,598,813 *
Kabushiki Kaisha
with exhaust control device
|
U.S. Pat. No.
30 Jan. 1995
25 Feb. 1997
Yamaha Hatsudoki
Exhaust control valve for
|
5,605,119 *
Kabushiki Kaisha
engine
|
|
Patent Application
20180266336
