TECHNICAL FIELD

The subject matter as described herein, in general, relates to engines and, in particular, to a two-stroke internal combustion (IC) engine.

BACKGROUND

Conventionally, internal combustion (IC) engines find use in industrial, transport, and marine applications. The IC engines may be classified based on the number of power strokes per working cycle of the IC engine. For example, IC engines are classified as two stroke engines or four stroke engines. The two stroke engines complete various phases of the working cycle, i.e., intake, compression, combustion and expansion, and exhaust, in two strokes of a piston between its extreme positions. The various phases of the working cycle are accomplished in two strokes of the piston by performing the intake and exhaust stroked simultaneously during the end of the expansion and the beginning of the compression strokes. Owing to a power stroke for every two strokes of the piston in contrast to a power stroke for every four strokes in the case of the four stroke engines, such engines have an inherent advantage of high power-to-weight ratio as compared to the four stroke engines.

To achieve the intake of charge during the intake stroke and to expel the combustion product during the exhaust stroke, the conventional two stroke engines are usually provided with ports in a cylinder wall. Due to layout of the ports in the cylinder wall and the simultaneous intake and exhaust strokes, a mixing of the charge and the combustion products occurs in the cylinder bore. Further, because of the overlapping intake and exhaust strokes, some amount of the charge may leak out from the cylinder bore during the exhaust stroke.

SUMMARY

The subject matter described herein relates to a two stroke internal combustion (IC) engine. The two stroke IC engine comprises a cylinder head having an auxiliary combustion chamber to achieve at least partial combustion of a charge, and an inlet valve to regulate the induction of the charge into the auxiliary combustion chamber. The two stroke IC engine further includes a fuel supply pump in fluid communication with the auxiliary combustion chamber to induct the charge into the auxiliary combustion chamber.

These and other features, aspects, and advantages of the present subject matter will be better understood with reference to the following description and appended claims. This summary is provided to introduce a selection of concepts in a simplified form. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.

BRIEF DESCRIPTION OF DRAWINGS
The above and other features, aspects, and advantages of the subject matter will be better understood with regard to the following description, appended claims, and accompanying drawings where:

Fig. 1 illustrates a sectional view of a two stroke IC engine, according to an embodiment of the present subject matter.

Fig. 2 illustrates a sectional view of a fuel supply pump of the two stroke IC engine, according to an embodiment of the present subject matter.

Fig. 3 illustrates a chain drive assembly of the two stroke IC engine, according to an embodiment of the present subject matter.

DETAILED DESCRIPTION

Conventional two stroke engines have overlapping intake and exhaust strokes and are provided with ports in a cylinder wall for intake of charge and for expulsion of the products of combustion of charge from a cylinder bore. Due to their design and operation, certain features, such as incomplete combustion of charge and leakage of charge, are associated with these engines. Leakage of charge occurs due to short circuiting when some of the charge is expelled along with the exhaust gases during scavenging and results in high unburnt fuel in exhaust emissions and low fuel economy. The incomplete combustion of charge is attributed to dilution of charge because of ineffective scavenging of the combustion products. These features may adversely affect the performance of the two stroke engines in terms of the output power and the fuel economy.

Conventionally, to overcome the effects of the short circuiting and the dilution of charge, the charge supplied into the combustion chamber of these engines is usually rich as compared to the stoichiometric composition. Further, the air and fuel is premixed to form charge in a crankcase of the two stroke engine, for example, a spark ignition two stroke engine, before being supplied for combustion. However, such premixing results in incomplete disintegration of the fuel component in the charge, which in turn may aggravate the incomplete combustion of the charge, thereby causing emission of unbumt fuel. As a result, such engines suffer from a low fuel economy and a high emission of pollutants

Further, with the provision of the ports in the cylinder wall for the expulsion of the combustion products, the ports and the cylinder wall undergo thermal loading and distortions during the discharge of the combustion products. The distortion of the cylinder wall may lead to high friction between the piston and the cylinder wall and seizure of the piston.

To this end, embodiments of a two strokeinternal combustion engine are disclosed
herein.

The two stroke internal combustion engine, interchangeably referred to as an engine hereinafter, includes a crankcase housing a crankshaft and having a cylinder block mounted thereon. A piston, which is operably coupled to the crankshaft, is moveably disposed in a cylinder bore of the cylinder block. A motion of the piston is transmitted to the crankshaft through a connecting rod. hi the cylinder bore, the piston reciprocates between two extreme positions - a top dead centre position (TDC) and a bottom dead centre position (BDC). The piston completes the various strokes of the working cycle, i.e., intake, compression, combustion and expansion, and exhaust, two strokes of the piston; one stroke from the TDC to the BDC and the other stroke from the BDC to the TDC.

According to an embodiment of the present subject matter, the engine is provided with an auxiliary combustion chamber formed in the cylinder head of the engine. The auxiliary combustion chamber directly receives the charge, through an inlet port. The inlet port of the auxiliary combustion chamber is provided with an inlet valve to regulate opening and closing of the inlet port. The inlet valve is actuated by a valve train mechanism.

Further, the auxiliary combustion chamber is in fluid communication with a fuel supply pump through the inlet port. The fuel supply pump receives a mixture of air and fuel from a fuelling device, such as a carburettor, and pressurizes it sufficiently to atomize the fuel and mix it with the air to form the charge. The charge, hence obtained, includes a substantially homogenous mixture of air and fuel. The fuel supply pump then inducts the charge into the auxiliary combustion chamber through the inlet port. In one implementation, a substantially small quantity of rich charge, as compared to the stoichiometric composition, is inducted into the auxiliary combustion chamber.

The induction of charge into the auxiliary combustion chamber is achieved during an intake stroke of the piston, i.e., when the piston is moving from the BDC to the TDC and is substantially close to the TDC than to the BDC. Further, since the pressure in the auxiliary combustion chamber is not as high as the pressure in the main combustion chamber of a conventional engine, the fuel supply pump described in the present subject matter can be a low-pressure fuel supply pump. Such a pump has low wear and low maintenance, and a long life.
In an embodiment, an ignition element, for example, a spark plug, is provided in the auxiliary combustion chamber to effect ignition of the charge. In one embodiment, the ignition element facilitates a partial combustion, also referred to as a first combustion, of the charge in the auxiliary combustion chamber. A flame front of the expanding charge propagates from the auxiliary combustion chamber into a main combustion chamber of the engine. A substantially complete combustion, also referred to as a second combustion, of the charge is achieved in the main combustion chamber. In one implementation, the main combustion chamber receives a compressed scavenging medium, for example, air or a lean mixture of the charge, from the crankcase, at end of the compression stroke of the piston and this scavenging medium assists in the second combustion of the charge.
The scavenging medium in the main combustion chamber and the small quantity of rich charge supplied into the auxiliary combustion chamber by the fuel supply pump leads to the formation of layers of the charge of varying air fuel ratios inside the two combustion chambers, a phenomenon termed as stratiflcation of the charge. The stratification of the charge inside the combustion chambers allows the engine to operate on an overall lean composition of the charge and, hence, reduces fuel consumption of the engine.
Further, according to an embodiment of the present subject matter, an exhaust port is provided in the cylinder head of the engine for the expulsion of the combustion products from the cylinder bore of the engine. The exhaust port has an exhaust valve to regulate the opening and closing of the exhaust valve. The provision of the exhaust valve in the cylinder head allows for a uniflow scavenging of the combustion products in the cylinder bore. Such scavenging facilitates in thorough purging of the cylinder bore and substantially prevents dilution of the charge due to the combustion products.
Fig. 1 illustrates a sectional view of a two strokeinternal combustion engine 100, according to an embodiment of the present subject matter. The two strokeinternal combustion engine 100, referred to as an engine 100 hereinafter, includes a crankcase 102 connected to a charging device (not shown in figure) through an induction valve 104, for example, a reed valve. According to an implementation, the induction valve 104 allows a unidirectional induction of a scavenging fluid, such as fresh air, into the crankcase 102. In another example, the scavenging fluid may include a lean composition of charge formed by a mixture of air and fuel. The crankcase 102 houses a crankshaft 106. Further, a cylinder block 108 having a cylinder bore 110 is mounted on the crankcase 102. The cylinder bore 110 has a piston 112 disposed therein. It may be imderstood that the engine (100) may have more than one cylinder bore (110). Further, the piston 112 is connected to the crankshaft 106 through a connecting rod 114 and reciprocates inside the cylinder bore 110.
Inside the cylinder bore 110, the piston 112 has two extreme positions; a top dead centre (TDC) position when the piston 112 has completed a compression stroke and a bottom dead centre (BDC) position from where the piston 112 commences the compression stroke.
According to an embodiment of the present subject matter, the cylinder bore 110 has a plurality of transfer ports 116 provided annularly along a periphery of a cylinder wall 118. The cylinder wall 118 is a wall of the cylinder block 108 that defines the cylinder bore 110 therein. In said embodiment, the transfer ports 116 are disposed in the cylinder wall 118 in such a way that the transfer ports 116 are closer to the BDC position than they are to the TDC position of the piston 112. Through the transfer ports 116, the scavenging fluid is inducted into the cylinder bore 110 from the crankcase 102 during movement of the piston 112 from the TDC position to the BDC position. Hence, the opening and closing of the transfer ports 116 is controlled by the movement of the piston 112.
In said embodiment, a cylinder head assembly 120 is mounted on the cylinder block 108 to close one end of the cylinder bore 110. The cylinder head assembly 120 includes a cylinder head 122 and a cylinder head cover 124. A main combustion chamber 126 is formed between the cylinder head 122 and a crown of the piston 112 when the piston 112 is at the TDC position inside the cylinder bore 110 during a combustion cycle. In an embodiment, the cylinder head 122 has an exhaust port 128 for expelling combustion products from the main combustion chamber 126. In other embodiments, the cylinder head 122 may have more than one exhaust port 128.
Further, the cylinder head 122 includes an inlet port 130. In an embodiment, the inlet port 130 is smaller than the exhaust port 128 in size. In said embodiment, the ratio of diameter of the exhaust port 128 to the diameter of the inlet port 130 lies in the range of about 2:1 to 4:1. Bigger size of the exhaust port 128 facilitates effective exhaust of the combustion products from exhaust port 128 as well as effective scavenging of the combustion products from the cylinder bore 110. According to an embodiment, an auxiliary combustion chamber 132 is formed in the cylinder head 122 of the engine 100. The auxiliary combustion chamber 132 is provided with an ignition element 134 to achieve combustion, for example, partial combustion, of the charge in the auxiliary combustion chamber 132. In other embodiments, more than one ignition element 134 may be provided in the auxiliary combustion chamber 132 and the main combustion chamber 126 to facilitate the combustion of the charge.
The auxiliary combustion chamber 132 opens into the main combustion chamber 126 such that during the expansion stroke of the piston 112, flame front produced by the combustion of charge in the auxiliary combustion chamber 132 spreads into the main combustion chamber 126 and the combustion of charge is substantially completed in the main combustion chamber 126. In an embodiment, the auxiliary combustion chamber 132 includes about 70% of a total combustion chamber volume and the main combustion chamber 126 includes about 30% of the total combustion chamber volume.
During the movement of the piston 112 from the TDC to the BDC, at about the end of the expansion stroke, the transfer ports 116 are uncovered and the swirling scavenging medium scavenges the combustion products. Further, during the movement of the piston 112 from the BDC to the TDC, the scavenging medium is compressed in the cylinder bore 110.
In addition, the auxiliary combustion chamber 132 is in fluid communication with a fuel supply pump 136 through an inlet passage 138. The inlet passage 138 opens into the auxiliary combustion chamber 132 through the inlet port 130 provided at the auxiliary combustion chamber 132. The fuel supply pump 136 inducts a pressurized charge of air and fuel for combustion into the auxiliary combustion chamber 132 through the inlet passage 128 and the inlet port 130. In one embodiment, the inlet passage 138 is formed in the cylinder head 122 in substantial proximity of the combustion chambers 126 and 132. In said embodiment, a substantially complete vaporization of the fuel in the pressurized charge is achieved in the inlet passage 138 because of the proximity to the combustion chambers 126 and 132. In addition, the pressurization of charge facilitates atomization and disintegration of the charge before it is supplied to the engine 100 for combustion. Such pressurization assists in complete burning of the charge and hence improves the fuel economy of the engine 100.
In said embodiment, the fuel supply pump 136 is housed in the cylinder block 108 of the engine 100 and obtains a drive from the crankshaft 106. A phase difference may be provided between the drive of the crankshaft 106 and the drive of the fuel supply pump 136 so that the induction the charge into the auxiliary combustion chamber 132 is achieved substantially before the piston 112 reaches the TDC position. The fuel supply pump 136 may be integrated with other parts of the engine 100 as well, such as the crankcase 102 or the cylinder head 122.
In an embodiment, the fuel supply pump 136 obtains the drive from the crankshaft 106 of the engine 100 through a chain drive assembly (not shown in the figure). In said embodiment, a crankshaft sprocket wheel (not shown in the figure) is mounted on an end of the crankshaft 106 to provide a drive to the fuel supply pump 136.
In another embodiment, the fuel supply pump 136 may obtain the drive from the crankshaft 106 through a gear drive.
In operation, the fuel supply pump 136 inducts the charge into the auxiliary combustion chamber 132 when the piston 112 is compressing the air inducted in the main combustion chamber 126 through the transfer ports 116. During this phase, the piston 112 is said to be in a compression stroke and is approaching the TDC position. Accordingly, during this phase, the main combustion chamber 126 has the scavenging fluid, such as fresh air or a lean composition of charge, while the auxiliary combustion chamber 132 has a small quantity of relatively rich composition of the charge as compared to that in the main combustion chamber 126, thereby creating layers or strata of the charge with different compositions of air and fuel.
Due to such difference in the composition of charge in the combustion chambers 126 and 132, a stratification of charge is achieved and a plurality of strata of charge is formed in the two combustion chambers 126 and 132. The stratification of charge allows the engine 100 to operate on an overall lean composition of charge. Hence, the overall fuel consumption of the engine 100 is low.
In addition, the cylinder head assembly 120 includes a valve train assembly 140. In one embodiment, the valve train assembly 140 is housed inside the cylinder head 122 and the cylinder head cover 124 of the cylinder head assembly 120. In one embodiment, the valve train assembly 140 includes an exhaust valve 142 and an inlet valve 144. In said embodiment, the exhaust valve 142 is provided at the exhaust port 128 in the cylinder head 122, and the inlet valve 144 is provided at the inlet port 130.
The exhaust valve 142 and the inlet valve 144 regulate the opening and closing of their respective ports, i.e., the exhaust port 128 and the inlet port 130, at which they are provided. According to an embodiment, the valve train assembly 140 further includes a camshaft 146 to actuate the exhaust valve 142 and the inlet valve 144.
The camshaft 146 may obtain a drive from the engine 100, for example, through a chain drive. In such a case, a camshaft sprocket wheel (not shown in the figure) mounted on the camshaft 146 receives a drive from the crankshaft 106 through the crankshaft sprocket wheel and a chain (not shown in the figure). A phase difference may be provided between the drive of the crankshaft 106 and the drive of the camshaft 146 so that the opening of the inlet port 130 for the induction the charge into the auxiliary combustion chamber 132 is achieved substantially before the piston 112 reaches the TDC position. In one embodiment, the camshaft 146 may provide the drive to the fuel supply pump 136 through, for example, a chain drive.
In said embodiment, the exhaust valve 142 is operatively coupled to the camshaft 146 via a first push rod 148 and a first rocker arm 150 (partially shown in Fig. 1). Similarly, the inlet valve 144 is operatively coupled to the camshaft 146 via a second push rod 152 and a second rocker arm 154, respectively. In said embodiment, the exhaust valve 142 and the inlet valve 144 are spring loaded valves. In said embodiment, the camshaft 146 includes a plurality of cam lobes (not shown in the figure), corresponding to each of the exhaust valve 142 and the inlet valve 144, to actuate the valves 142 and 144.
Further, the first rocker arm 150 and the second rocker arm 154 include a first follower (not shown in Fig. 1) and a second follower 156, respectively. In one embodiment, the first follower and the second follower 156 are roller type followers.
The operation of the inlet valve 144 is explained as follows. The second follower 156 is operably coupled to the corresponding lobe of the camshaft 146 for actuating the second rocker arm 154 and the second push rod 152. The actuation causes the second push rod 152 to push the inlet valve 144. As the inlet valve 144 is pushed, it is lifted of its seat in the cylinder head 122 to open the inlet port 130. As the inlet port 130 is opened, the pressurized charge from the fuel supply pump 136 enters the auxiliary combustion chamber 132 through the inlet passage 138 and the inlet port 130. As mentioned earlier, the combustion of charge is achieved in the auxiliary combustion chamber 132. During the combustion in the auxiliary combustion chamber 132, a substantial amount of lateral thrust due to a high pressure of the combustion products is borne by the inlet valve 144 and the auxiliary combustion chamber 132, instead of the piston. Since, the piston 112 bears a small amount of the lateral thrust due to combustion, the vibrations and the noise of the engine 100 are low.
The operation of the exhaust valve 142 may be understood in a similar manner. The actuation of the first follower of the first rocker arm 150 by the corresponding lobe of the camshaft 146 causes the first push rod 148 to actuate the exhaust valve 142. On such an actuation, the exhaust valve 142 is lifted off its seat in the cylinder head 122 to open the exhaust port 128. The opening of the exhaust port 128 allows the expulsion of the combustion products from the cylinder bore 110. The expulsion of the combustion products from the cylinder bore 110 is aided by the scavenging fluid entering the cylinder bore 110 through the transfer ports 116. The provision of the exhaust port 128 in the cylinder head 122 of the engine 100 allows uniflow scavenging of the cylinder bore 110 by the scavenging fluid. Such a scavenging facilitates a thorough purging of the cylinder bore 110 and enhances fuel economy and efficiency of the engine 100.
The provision of the exhaust port 128 and the exhaust valve 142 in the cylinder head 122 makes it possible to have a piston 112 of a relatively small skirt length. Since, the piston 112 of the engine 100 has a small skirt length, it has less area of contact with the wall of the cylinder bore 110. The small skirt length, hence, facilitates to reduce friction between the piston 112 and the wall of the cylinder bore 110, thus ensuring longevity and durability of the engine 100. Further, the piston 112 with small skirt length has a small weight and therefore less inertia. Hence, the engine 100 expends less thrust of combustion in overcoming the inertia of the piston 112.
In addition, the thermal loading and distortions due to the combustion products occur at the exhaust port 128 in the cylinder head 122. This prevents the distortion and loading of the walls of the cylinder bore 110, as in the case of conventional two stroke engines, and ensures durability of the engine 100.
Fig. 2a and Fig. 2b illustrate a front and a side sectional view, respectively, of the fuel supply pump 136 of the engine 100, according to an embodiment of the present subject matter. In one embodiment, the fuel supply pump 136 is a reciprocating type pump and includes an auxiliary piston 202 reciprocating inside an auxiliary bore 204. The auxiliary bore 204 is formed in an auxiliary cylinder block 206 of the fuel supply pump 136. In an embodiment, the auxiliary cylinder block 206 is formed from the cylinder block 108 of the engine 100, and hence the fuel supply pump 136 is integrated in the cylinder block 108. In another embodiment, the fuel supply pump 136 is integrated in the crankcase 102 of the engine 100. In yet another embodiment, the fuel supply pump 136 is integrated in the cylinder head 122 of the engine 100.
The fuel supply pump 136 further includes an auxiliary crankshaft 208 housed in an auxiliary crankcase 210 of the fuel supply p;amp 136. The piston 202 is operably coupled to the auxiliary crankshaft 208 through an auxiliary connecting rod 212 such that a rotational motion of the auxiliary crankshaft 208 is transformed into a reciprocatory motion of the auxiliary piston 202.
In an implementation, the auxiliary crankshaft 208 of the fuel supply pump 136 obtains a drive from the crankshaft 106 of the engine 100. In one embodiment, the auxiliary crankshaft 208 obtains the drive from the crankshaft 106 through a chain drive assembly (not shown in the figure). Similarly, other drive mechanisms may also be used to provide a drive to the auxiliary crankshaft 208.
In case of a chain drive assembly providing the drive to the auxiliary crankshaft 208, an end of the auxiliary crankshaft 208 has an auxiliary sprocket wheel 214 mounted and fixed thereon, as shown in Fig. 2b. The auxiliary sprocket wheel 214 is coupled to the sprocket wheel mounted on the crankshaft 106 of the engine 100 to achieve the drive. The mechanism of a chain drive assembly is explained in further detail in Fig. 3.
Further, the fuel supply pump 136 includes an auxiliary cylinder head 216 mounted on the auxiliary cylinder block 206. The auxiliary cylinder head 216 includes an auxiliary inlet port 218 and an auxiliary exhaust port 220. In an embodiment, the auxiliary inlet port 218 is connected to a fuelling device (not shown in the figure), such as a carburettor or an electronic fuelling device, and receives the charge of fuel and air from the fuelling device through a charging valve 222. In one example, the charging valve 222 is a reed valve, which allows a unidirectional flow of the charge from the fuelling device into the auxiliary bore 204 of the fuel supply pump 136 through the auxiliary inlet port 218. In one implementation, a small quantity of the charge is received by the fuel supply pump 136 from the fuelling device. In said implementation, the charge is richer in composition as compared to the corresponding stoichiometric composition of the charge for an operation, for example, full load operation or part load operation, of the engine.
In another embodiment, the auxiliary bore 204 of the fuel supply pump 136 includes the auxiliary inlet port (not shown in the figure) connected to the fuelling device for the induction of charge, hi said embodiment, the auxiliary inlet port is formed in the auxiliary cylinder block 206 slightly above the BDC position of the auxiliary piston 202 in the auxiliary bore 204. The charge is inducted into the fuel supply pump 136 when the auxiliary piston 202 is approaching its BDC position. Hence, the reciprocating motion of the auxiliary piston 202 regulates the opening and closing of the auxiliary inlet port for the induction of charge.
The charge entering the auxiliary bore 204 is pressurized by the reciprocating motion of the auxiliary piston 202. In one embodiment, the fuel supply pump 136 is a low-pressure pump. According to said embodiment, the fuel supply pump 136 pressurizes the charge to a pressure in the range of about 3 to 6 Bars. Further, the fuel supply pump 136 may have a compression ratio of about 3:1 to 5:1. The compression ratio may be understood as ratio of volume of auxiliary bore 204 when the auxiliary piston 202 is at a BDC position, to the volume of the auxiliary bore 204 when the auxiliary piston 202 is at a TDC position, hi an embodiment, a volumetric capacity of the fuel supply pump 136 is about 10% to 30%a volumetric capacity of the engine (100).
Further, the auxilary exhaust port 220 provided in auxiliary cylinder head 216 is connected to the inlet passage 138 leading to the inlet port 130 of the engine 100. In one embodiment, the auxiliary exhaust port 220 includes a discharge valve (not shown in the figure) to regulate the induction of pressurized charge from thefuel supply pump 136 into the inlet passage 138. In an implementation, the discharge valve is a pressure-regulated check valve and is calibrated in such a way that it allows the pressurized charge to enter the inlet passage 138 when the pressure of the charge is above a predetermined value. In one example, the predetermined value of the pressure of the charge lies in the range of about 0 to 3 Bars. During the induction of charge from thefuelling device into the fuel supply pump and during the pressurization of charge, the discharge valve remains closed.
Furthermore, the fuel supply pump 136 is cooled by a fluid coolant flowing through a fluid passage 224 formed in the cylinder block 108 of the engine 100. In Fig. 2a, the flow of the coolant through the fluid passage 224 is depicted by arrows.
Fig. 3 illustrates a chain drive assembly 300 of the engine 100, according to an embodiment of the present subject matter. For this, a rear-end view of the engine 100 is depicted. In said embodiment, the chain drive assembly 300 includes a crankshaft sprocket wheel 302, a camshaft sprocket wheel 304, and the auxiliary sprocket wheel 214. The crankshaft sprocket wheel 302, the camshaft sprocket wheel 304, and the auxiliary sprocket wheel 214 are mounted on the crankshaft 106, the camshaft 146, and the auxiliary crankshaft 208, respectively. The crankshaft sprocket wheel 302, the camshaft sprocket wheel 304, and the auxiliary sprocket wheel 214 of the chain drive assembly 300 are coupled to each other by a chain 306. In an embodiment, the chain 306 serves as a timing mechanism for the chain drive assembly 300.
The crankshaft sprocket wheel 302 obtains its drive from the crankshaft 106, which obtains its drive from the piston 112 reciprocating in the cylinder bore 110 as a result of the combustion of the charge in the auxiliary combustion chamber 132 and the main combustion chamber 126. The crankshaft sprocket wheel 302 then transmits the drive, through the chain 306, to the camshaft sprocket wheel 304 to drive the inlet valve 142 and the exhaust valve 144, and to the auxiliary sprocket wheel 212 to drive thefuel supply pump 136. In an embodiment, the crankshaft sprocket wheel 302 drives the camshaft sprocket wheel 304 and the auxiliary sprocket wheel 212 using the chain 306. In another embodiment, the crankshaft sprocket wheel 302 provides the drive to the camshaft sprocket wheel 304 to actuate the inlet valve 142 and the exhaust valve 144, and the camshaft sprocket wheel 304 further provides the drive to the auxiliary sprocket wheel 212 to drive thefuel supply pump 136, using separate chains.
In one embodiment, the chain drive assembly 300 is a step-less chain drive assembly, that is, the crankshaft sprocket wheel 302, the camshaft sprocket wheel 304, and the auxiliary sprocket wheel 214 are coupled to each other through the chain 306 without any reduction in the drive ratio. This facilutates synchronization of the rotation of the crankshaft 106, the opening and closing of the exhaust valve 142 and the inlet valve 144, and the rotation of the auxiliary crankshaft 208 of the fuelsupply pump 136, for effective functioning of the engine 100.
Further, the chain drive assembly 300 includes a plurality of chain tensioners 308, collectively referred to as tensioners 308. The tensioners 308 maintain proper tension in the chain 306 to reduce vibrations and noise generated by the chain 306 during operation. The tensioners 308 achieve a compensation for the wear that the chain 306 undergoes and, hence, avoids errors, such as tooth-skip, during the transmission of drive through the chain 306. The tensioners 308 also help in reducing synchronization errors between the crankshaft sprocket wheel 302, the camshaft sprocket wheel 304, and the auxiliary sprocket wheel 214, which may occoor due to loss in tension of the chain 306.
It may be understood that in other embodiments, the chain drive assembly 300 may include more than one chain 306 to separately drive the auxiliary crankshaft 208 and the camshaft 146. Similarly, in other embodiments, the chain drive may include sprocket wheels other than the crankshaft sprocket wheel 302, the camshaft sprocket wheel 304, and the auxiliary sprocket wheel 214.
The described subject matter and its equivalent thereof have many advantages, including those which are described below. The provision of the auxiliary combustion chamber 132 along with the main combustion chamber 126 in the engine 100 facilitates the stratification of charge in the combustion chambers 126, 132. As a result, the engine 100 is capable of operating on a substantially stoichiometric composition or on a lean composition of charge as compared to the stoichiometric composition. Such an operation of the engine 100 facilitates in the engine 100 in achieving high fueleconomy and low pollutant emissions in the exhaust.
The pressure in the auxiliary combustion chamber 132 is less than the pressure in a main combustion chamber 126, and hence the fuelsupply pump 136 may be a low pressure pump. Such a pump is less susceptible to wear and tear and is durable. Further, the disintegration and atomization of fuel by the fuel supply pump 136 helps in substantially complete combustion of the fuel in the charge. This helps the engine 100 in achieving high fuel efficiency and low unburnt fuel in the exhaust.
Further, the provision of transfer ports 116 in the cylinder wall 118 and the exhaust port 128 and the exhaust valve 142 in the cylinder head 122 allows uniflow scavenging of the combustion products. The uniflow scavenging facilitates in effective removal of combustion products from the cylinder bore 110 and also prevents dilution of charge by combustion products, facilitating combustion of charge. The provision of the exhaust port 132 in the cylinder head 126 allows use of a piston 112 with small skirt length. The small skirt length reduces the contact surface of the piston 112 with a wall of the cylinder bore 110 and hence reduces the friction between the two. This ensures durability and longevity of the engine 100. Further, the piston 112 with small skirt length has a small weight and therefore less inertia. Hence, the engine 100 expends less thrust of combustion in overcoming the inertia of the piston 112.

Although the present subject matter has been described in considerable detail with reference to certain preferred embodiments thereof, other embodiments are possible. As such, the spirit and scope of the appended claims should not be limited to the description of the preferred embodiments contained therein.

We claim:

1. A two stroke internal combustion (IC) engine (100) comprising:

a cylinder head (122), wherein the cylinder head (122) comprises,

an auxiliary combustion chamber (132) to achieve at least partial combustion of a charge; and

an inlet valve (144) to regulate an induction of the charge into the auxiliary combustion chamber (132); and

a fuel supply pump (136) in fluid communication with the auxiliary combustion chamber (132) to induct the charge into the auxiliary combustion chamber (132).

2. The two stroke engine (100) as claimed in claim 1, wherein the fuel supply pump (136) inducts the charge into the auxiliary combustion chamber (132) through an inlet port (130), and wherein the inlet valve (144) is provided at the inlet port (130) to regulate the induction of charge.

3. The two stroke IC engine (100) as claimed in claim 1, the fuel supply pump (136) is in fluid communication with the auxiliary combustion chamber (132) through an inlet passage (138) in the cylinder head (122).

4. The two stroke IC engine (100) as claimed in claim I, comprising a main combustion chamber (126) to achieve a substantially complete combustion of the charge.

5. The two stroke IC engine (100) as claimed in claim 1, wherein the fuel supply pump (136) inducts a substantially rich composition of the charge into the auxiliary combustion chamber (132).

6. The two stroke IC engine (100) as claimed in claim 1, wherein the fuel supply pump (136) obtains a drive from a crankshaft (106).

7. The two stroke IC engine (100) as claimed in claim 1, wherein the fuel supply pump (136) obtains a drive from a camshaft (146).

8. The two stroke engine (100) as claimed in claim 1, wherein the fuel supply pump (136) obtains a drive from the crankshaft (106) through a chain drive assembly (300).

9. The two stroke engine (100) as claimed in claim 1, wherein the fuel supply pump (136) obtains a drive from the crankshaft (106) through a gear drive.

10. The two stroke IC engine (100) as claimed in claim 1, wherein the fuel supply pump (136) is a low pressure pump.

11. The two stroke IC engine (100) as claimed in claim 1, wherein the fuel supply pump (136) pressurizes the charge in a range of about 3 Bars to 6 Bars.

12. The two stroke IC engine (100) as claimed in claim 1, wherein the cylinder head (122) comprises a valve train assembly (140), and wherein the valve train assembly (140) obtains a drive from the crankshaft (106).

13. The two stroke IC engine (100) as claimed in claim 12, wherein the valve train assembly (140) obtains a drive from the crankshaft (106) through a chain drive assembly (300).

14. The two stroke IC engine (100) as claimed in claim 1, wherein the cylinder head (122) comprises:

an exhaust port (128); and

an exhaust valve (142) provided at the exhaust port (128) to regulate opening and closing of the exhaust port (128).

15. The two stroke IC engine (100) as claimed in claim 14, wherein a diameter of the exhaust port (128) is greater than a diameter of an inlet port (130).

16. The two stroke IC engine (100) as claimed in claim 14, wherein a ratio of a diameter of the exhaust port (128) and a diameter of an inlet port (130) is in a range of about 2:1 to 4:1.

17. The two stroke IC engine (100) as claimed in claim 1, comprising a cylinder block (108) having the cylinder head (122) mounted thereon, wherein the cylinder block (108) comprises a plurality of transfer ports (116) provided annularly in a cylinder wall (118) to induct a scavenging medium into a cylinder bore (110) from a crankcase (102).