EP0060184A1 - Aufladung von Zweitakt-Brennkraftmaschinen - Google Patents

Aufladung von Zweitakt-Brennkraftmaschinen Download PDF

Info

Publication number
EP0060184A1
EP0060184A1 EP82400349A EP82400349A EP0060184A1 EP 0060184 A1 EP0060184 A1 EP 0060184A1 EP 82400349 A EP82400349 A EP 82400349A EP 82400349 A EP82400349 A EP 82400349A EP 0060184 A1 EP0060184 A1 EP 0060184A1
Authority
EP
European Patent Office
Prior art keywords
engine
chamber
fuel
auxiliary chamber
injector
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.)
Ceased
Application number
EP82400349A
Other languages
English (en)
French (fr)
Inventor
Jacques Iung
Bernard Epailly
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.)
Gurtner SA
Original Assignee
Gurtner SA
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 Gurtner SA filed Critical Gurtner SA
Publication of EP0060184A1 publication Critical patent/EP0060184A1/de
Ceased legal-status Critical Current

Links

Images

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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/20—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18
    • F02B25/22—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18 by forming air cushion between charge and combustion residues
    • 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

Definitions

  • the present invention relates to improvements to an internal combustion engine of the two-stroke type making it possible to obtain better efficiency and better operating performance by improving the combustion and by reducing the losses of fresh gas at the exhaust.
  • An intermediate solution recommended is to provide separate transfers for the purge air and for the fuel gas mixture and to draw the combustion chamber and the piston, so as to trap the fuel rich mixture in the room behind a cushion of purge air, so as to limit exhaust losses to the lowest possible quantity of carbureted air.
  • one is limited in this way by the questions of injection pressure and homogeneous mixture in the combustion chamber of the fuel mixture, too strong stratification of the fuel mixture in the combustion chamber affecting the operating efficiency of the engine.
  • the object of the invention is to solve the above-mentioned problems, that is to say to limit the pollution of two-stroke engines and to increase their operating efficiency by using the principle of separate transfers for the main air of sweeping and combustion, and for the rich fuel mixture injected into the combustion chamber, and this without using a complicated mechanical distribution device and injection pump.
  • a two-stroke engine of the type comprising, for its supply of fuel mixture, an injector supplied with fuel by a membrane type petrol pump, actuated (directly or indirectly) by pressure variations appearing in the engine crankcase during engine operation, said engine being characterized in that said injector opens into an auxiliary chamber for storing the crankcase pre-compression connected to it by a non-return valve or any equivalent means, and said injector is located and / or directed in said auxiliary chamber so that it creates at its outlet a pressure differential favoring a fuel injection when means, such as a light or equivalent means, discover an outlet orifice from said auxiliary chamber towards said combustion chamber of the engine.
  • the auxiliary chamber opens into the combustion chamber of the engine through a transfer orifice located lower (relative to the top dead center of the engine) (PHM) than the sweeping and filling transfers of air from said combustion chamber.
  • PPM top dead center of the engine
  • said injector is situated substantially at the level of a narrowed intermediate section of the auxiliary chamber, forming Venturi.
  • the injector is connected to a regulation chamber which comprises a membrane actuating a shutter member (such as a valve) of the fuel supply duct supplied by said fuel pump , and said membrane is permanently subjected to two opposing pressures taken in said auxiliary chamber at distant points, subjected to different dynamic pressures, in particular at the time of opening of said outlet orifice of said auxiliary chamber towards said combustion chamber.
  • FIG. 1 in which we see a two-stroke engine 1, comprising a combustion chamber 2, formed between the cylinder 3 and the piston 4 of the engine.
  • FIG. 5 one diagrammatically illustrates one of the two lateral transfers allowing the main sweeping and combustion air, pre-compressed in the casing 6 during the downward movement of the piston 4 towards its bottom dead center, to pass through the combustion chamber when the outlet lights 7 destranferts5 are released by the piston.
  • the air is pre-compressed in the casing 6, being supplied by a duct 10, controlled by the throttle valve 11.
  • At 12 there is shown a non-return valve allowing pre-compression in the casing 6. All that has been described so far is all that is most conventional.
  • an auxiliary chamber 13 is provided for the engine for storing the pre-compression of air dans.le crankcase 6 during descent to the bottom dead center of the piston 4.
  • the chamber auxiliary 13 has been shown separated from the engine as an appendix which has been added to it and which communicates with the casing by an orifice 14 closed by a non-return valve 15 allowing the passage of air from the casing 6 to the auxiliary chamber 13 and forbidding it in the other.
  • the auxiliary chamber 13 could be provided in the body of the engine, the illustrated example showing the auxiliary chamber 13 separated for clarity, and further corresponding to the test prototype carried out.
  • the auxiliary storage chamber 13 also opens into the combustion chamber 2 through a light 16.
  • the light 16 is located in the chamber 2 a little lower than the lights 7 of the outlets of the main transfers 5, and its section can be reduced compared to the section of the lights 7 of the main transfers.
  • the ratio of the sections will advantageously be between 1/5 to 1/20.
  • the injection of fuel is done at the appropriate time, by an injector 17, in the auxiliary chamber 13.
  • the injector 17 is placed in a narrowed section 18 of the chamber 13 forming Venturi.
  • the injector 17 is supplied with fuel by a pump membrane 19, connected by a fuel supply conduit 20 coming from a tank (not shown).
  • the diaphragm pump 19 is actuated under the effect of the pressure variations prevailing in the auxiliary chamber 13 during the different engine operating times.
  • the pressure tap is made by a conduit 21, opening at 22 into the auxiliary chamber 13, and acting on the diaphragm 23 of the pump 19 on one side of it in opposition to the action of a spring 24.
  • the pressure pulses appearing in the chamber 13 cause a pumping action of the pump 19, allowing, thanks to the provision of non-return valves 25, 26, to bring fuel under pressure to the level of an orifice 27 controlled by a member shutter such as a valve or needle 28.1 orifice 27 opening into a balancing chamber 29.
  • a small spring 30 normally maintains the orifice 27 closed by application of the needle 28 against said orifice, and this as long as the pressures on either side of a membrane 31 closing the bottom of the balancing chamber 29 and separating it from an adjacent chamber 32 communicating with the conduit 21 are substantially equal. Under these conditions, there can therefore be no fuel injection.
  • the operating cycle is understandable, further referring to the distribution diagram in the figure. 5.
  • the opening of the exhaust occurs a little before the piston is halfway.
  • the piston discovers a little later at the point marked OT, the main transfers 5 ensuring a first filling and sweeping of the combustion chamber 2 by the main air compressed in the casing 6, under the piston which continues its descent .
  • the pressure in the casing 6 has risen, and part of the compressed air has been stored in the auxiliary chamber 13, the lumen 16 of which is closed.
  • the pressure drops in the casing and the non-return valve 15 isolates the auxiliary chamber 13 from the casing, maintaining in the auxiliary chamber the overpressure which will be necessary to ensure the injection of the mixture. later.
  • the piston then passes through the bottom dead center, and there is successively the closing of the light 16 stopping the injection at the point marked F.T ', the closing of the main transfers at the point marked FT, then the closing of the exhaust at point marked FE Ignition can then occur a little before top dead center at the point marked Al.
  • This variant differs from the embodiment described in FIG. 1 in that the fuel pump 19 directly receives the pressure fluctuations necessary for its operation from the crankcase by a conduit 40 which makes it possible to apply the instantaneous pressure prevailing in the crankcase 6 to the diaphragm 23 of the pump 19.
  • the chamber 32 is subjected to the pressure prevailing in the auxiliary chamber 13, taken at a point 43, distant from the injector 17 and which can be positioned substantially like point 22 of the outlet of the conduit 21 of the example illustrated in Figure 1.
  • the volume 44 of the pump 19 located above the membrane 23 relative to the spring 24, which of the rest can be omitted in this embodiment.
  • the chamber 44 of the pump 19, above the membrane 23, is in communication with the volume of the auxiliary chamber 13 by a conduit 45 which is different from the calibrated conduit 46 joining said chamber 13 to the capacity 32 ensuring the regulation of the fuel injection when the lumen 16 for injecting the rich fuel mixture is discovered.
  • This arrangement allows a simpler adjustment of the regulation, in particular by adjusting the calibration of the conduit 46.
  • it is the outlet 47 of the conduit 46 in the auxiliary chamber 13, which plays the role of the outlet 22 of the pipe 21 (FIG. 1) or of the outlet 43 (FIG. 2) allowing the injection of rich carburetted air at the time of the opening of the light 16, thanks to the birth of a pressure differential between this point and that or opens the injector 17, in the Venturi 18 of the chamber 13, at the time of injection.
  • the adjustment of the fuel flow can also be modulated, as illustrated in FIG. 3, by providing a bypass 48 on the pipe 46, forming an air leak controlled by a needle 49 whose engagement is linked to the position of the butterfly gases 11, for example by a linkage, the conduit 48 being able to open upstream and downstream of the butterfly valve 11 on the main air intake pipe 10.
  • the needle 49 can be omitted.
  • the modulation can be done not only at the level of the calibration of the injectors and the pressure conduits, but especially at the level of the location and / or the orientation of the differential pressure taps in the auxiliary chamber 13, such as 'indicated in 17 and 22 in Figure 1, in 17 and 43 in Figure 2, in 17 and 47 in Figure 3.
  • the modulation can be done not only at the level of the calibration of the injectors and the pressure conduits, but especially at the level of the location and / or the orientation of the differential pressure taps in the auxiliary chamber 13, such as 'indicated in 17 and 22 in Figure 1, in 17 and 43 in Figure 2, in 17 and 47 in Figure 3.
  • one can modulate.la carburation and arrive to optimize the operating efficiency of an engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP82400349A 1981-03-06 1982-03-02 Aufladung von Zweitakt-Brennkraftmaschinen Ceased EP0060184A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8104467 1981-03-06
FR8104467A FR2501288B1 (fr) 1981-03-06 1981-03-06 Perfectionnements a l'alimentation des moteurs deux temps

Publications (1)

Publication Number Publication Date
EP0060184A1 true EP0060184A1 (de) 1982-09-15

Family

ID=9255922

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82400349A Ceased EP0060184A1 (de) 1981-03-06 1982-03-02 Aufladung von Zweitakt-Brennkraftmaschinen

Country Status (3)

Country Link
EP (1) EP0060184A1 (de)
FR (1) FR2501288B1 (de)
IT (1) IT1147404B (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2583822A1 (fr) * 1985-06-19 1986-12-26 Stihl Andreas Procede d'injection de carburant sur des moteurs a deux temps et dispositif pour la realisation de ce procede
FR2693507A1 (fr) * 1992-07-09 1994-01-14 Aura Procédé et dispositif d'alimentation d'un cylindre de moteur à combustion interne à deux temps.
WO1997002424A1 (en) * 1995-06-30 1997-01-23 Raymond John Hill Variable displacement metering pump
EP0764774A3 (de) * 1995-09-19 1998-01-14 Honda Giken Kogyo Kabushiki Kaisha Zweitaktbrennkraftmaschine

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE555683A (de) *
US3190271A (en) * 1964-01-27 1965-06-22 Mcculloch Corp Fuel-air injection system for internal combustion engines
FR2431605A1 (fr) * 1978-07-19 1980-02-15 Jaulmes Eric Perfectionnement aux moteurs a deux temps a combustion interne

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE555683A (de) *
US3190271A (en) * 1964-01-27 1965-06-22 Mcculloch Corp Fuel-air injection system for internal combustion engines
FR2431605A1 (fr) * 1978-07-19 1980-02-15 Jaulmes Eric Perfectionnement aux moteurs a deux temps a combustion interne

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2583822A1 (fr) * 1985-06-19 1986-12-26 Stihl Andreas Procede d'injection de carburant sur des moteurs a deux temps et dispositif pour la realisation de ce procede
FR2693507A1 (fr) * 1992-07-09 1994-01-14 Aura Procédé et dispositif d'alimentation d'un cylindre de moteur à combustion interne à deux temps.
WO1994001663A1 (fr) * 1992-07-09 1994-01-20 Aura - Association Universitaire De Recherche Appliquée Procede et dispositif d'alimentation d'un cylindre de moteur a combustion interne a deux temps
WO1997002424A1 (en) * 1995-06-30 1997-01-23 Raymond John Hill Variable displacement metering pump
US6065433A (en) * 1995-06-30 2000-05-23 Hill; Raymond John Variable displacement metering pump
CN1068095C (zh) * 1995-06-30 2001-07-04 雷蒙德·约翰·希尔 变量式计量泵
EP0764774A3 (de) * 1995-09-19 1998-01-14 Honda Giken Kogyo Kabushiki Kaisha Zweitaktbrennkraftmaschine

Also Published As

Publication number Publication date
IT1147404B (it) 1986-11-19
IT8146870A0 (it) 1981-07-31
FR2501288A1 (fr) 1982-09-10
FR2501288B1 (fr) 1985-08-09

Similar Documents

Publication Publication Date Title
EP0296969B1 (de) Vorrichtung zum Zuführen unter Druck von einem Gemisch in den Zylinder eines Motors
EP0786046B1 (de) Pneumatisch kontrollierte luft/kraftstoffeinspritzung in einem zweitaktmotor
EP0786045B1 (de) Zweitaktmotor mit verbesserter einspritzanordnung und verfahren zu deren einspritzung
EP0346188B1 (de) Vorrichtung und Verfahren für die Zufuhr von Druckluft Kraftstoff-Gemisch in den Zylinder einer Brennkraftmaschine
EP0577451B1 (de) Vorrichtung zum Kontrollieren der pneumatischen Einspritzung eines Gemisches für eine Zweitaktbrennkraftmaschine und ihre Verwendung
FR2545158A1 (fr) Procede pour commander la section de sortie d'injecteurs pour moteurs a combustion interne a injection directe et injecteur pour la mise en oeuvre du procede
EP0060184A1 (de) Aufladung von Zweitakt-Brennkraftmaschinen
FR2499152A1 (fr) Moteur a combustion interne comportant un dispositif d'admission secondaire
FR2580334A1 (fr) Systeme d'alimentation en carburant pour un moteur a combustion interne a turbocompresseur
FR2737253A1 (fr) Moteur a combustion interne a deux temps
FR2538455A1 (fr) Installation d'injection de carburant pour moteur a combustion interne permettant un reglage etendu du rapport carburant-air
FR2522368A1 (fr) Carburateur pour moteur a combustion interne
FR2487009A1 (fr) Moteur a combustion interne equipe d'un circuit secondaire d'admission
FR2523211A1 (fr) Moteur a deux temps, notamment pour motocyclette
EP0015792A1 (de) Verfahren zum Laden eines Zwei-Takt-Verbrennungsmotors und Zwei-Takt-Verbrennungsmotoren mit ausbalancierendem Kolben und mit Kraftstoff/Luftgemisch-Einspritzung
FR2491150A1 (fr) Dispositif d'admission pour moteur a combustion interne
EP4144983A1 (de) Hochdruckpumpe eines vergasersystems mit direkteinspritzung von flüssigem kraftstoff eines zweistoff-verbrennungsmotors eines kraftfahrzeugs
FR1464776A (fr) Dispositif correcteur de dépression applicable aux diverses sortes de carburateurs ou injecteurs de carburant alimentant un moteur à mélange préalable
FR2967214A1 (fr) Procede de regulation et systeme d'injection d'essence et d'alcool dans un moteur a combustion interne
BE407482A (de)
BE418965A (de)
BE480528A (de)
FR2779774A1 (fr) Dispositif d'amelioration de l'injection de combustible pour moteurs diesel a faible emission de polluants equipes de pompes d'injection a debit pulse
BE421945A (de)
BE555683A (de)

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Designated state(s): AT DE

17P Request for examination filed

Effective date: 19830309

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN REFUSED

18R Application refused

Effective date: 19850413

RIN1 Information on inventor provided before grant (corrected)

Inventor name: IUNG, JACQUES

Inventor name: EPAILLY, BERNARD