EP0296899B1 - Disposition dans une chambre de combustion d'un moteur deux temps, du système d'alimentation en carburant relativement à la lumière d'échappement - Google Patents

Disposition dans une chambre de combustion d'un moteur deux temps, du système d'alimentation en carburant relativement à la lumière d'échappement Download PDF

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Publication number
EP0296899B1
EP0296899B1 EP88401201A EP88401201A EP0296899B1 EP 0296899 B1 EP0296899 B1 EP 0296899B1 EP 88401201 A EP88401201 A EP 88401201A EP 88401201 A EP88401201 A EP 88401201A EP 0296899 B1 EP0296899 B1 EP 0296899B1
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EP
European Patent Office
Prior art keywords
cylinder
reference point
engine according
jet
exhaust
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP88401201A
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German (de)
English (en)
French (fr)
Other versions
EP0296899A1 (fr
Inventor
Pierre Duret
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.)
Automobiles Peugeot SA
Automobiles Citroen SA
IFP Energies Nouvelles IFPEN
Original Assignee
Automobiles Peugeot SA
Automobiles Citroen SA
IFP Energies Nouvelles IFPEN
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 Automobiles Peugeot SA, Automobiles Citroen SA, IFP Energies Nouvelles IFPEN filed Critical Automobiles Peugeot SA
Priority to AT88401201T priority Critical patent/ATE87709T1/de
Publication of EP0296899A1 publication Critical patent/EP0296899A1/fr
Application granted granted Critical
Publication of EP0296899B1 publication Critical patent/EP0296899B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • 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
    • 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
    • F02B13/00—Engines characterised by the introduction of liquid fuel into cylinders by use of auxiliary fluid
    • 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
    • F02B25/26—Multi-cylinder engines other than those provided for in, or of interest apart from, groups F02B25/02 - F02B25/24
    • 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 an arrangement of the various members inside a combustion chamber of a two-stroke internal combustion engine of the known type of "AUTOMOTIVE ENGINEERING", Vol. 94, No. 8, August 1986, pages 74-79, Warrendale, PA, US, "pneumatic fuel injection two-stroke spurs revival".
  • the invention relates to the combustion chambers of a two-stroke engine comprising intake and exhaust lights and a deferred fuel supply system, placed at the level of the cylinder head.
  • This initiation of combustion essentially depends on the internal aerodynamics and the conditions prevailing in the vicinity of the ignition point, in particular with regard to the richness of the mixture in the vicinity of this point.
  • the complete combustion of the fuel introduced depends in particular on the quantity of fuel introduced remaining in the chamber for combustion.
  • This annoyance is particularly increased in engines admitting carbureted air for sweeping the burnt gases.
  • the deferred fuel supply system can comprise either an injector opening directly or indirectly into the combustion chamber and controlled for example electronically or by cam depending on the rotation of the crankshaft, or even a pneumatic injector, as described in the Patent FR-A-2,575,521.
  • a two-stroke engine comprising a pneumatic injector placed in the cylinder head
  • the respective positions of the pneumatic injector and of the ignition point in the combustion chamber represent important parameters of the internal aerodynamics and therefore the conditions of initiation of combustion.
  • the present invention provides different arrangements of the combustion chamber. combustion.
  • the arrangements imagined and selected for their interest are characterized in that the ignition point is placed on the side of the exhaust, or even that the injector pneumatic is placed on the side opposite the exhaust, or also that the pneumatic fuel injector is installed on the side of the rear intake lights, such as rear transfer lights.
  • the present invention relates to a two-stroke internal combustion engine having at least one combustion chamber equipped with a delayed fuel supply system opening into a cylinder head which covers a cylinder cooperating with a piston, the cylinder head, the cylinder and the piston delimiting said combustion chamber, the cylinder wall comprising at least one exhaust port located in the vicinity of a first reference point through which passes a first axial plane of the cylinder or exhaust plane and at least one port intake located in the vicinity of a second reference point, or admission reference point, at least one of said intake ports being connected to a duct, the axis of which forms a lower angle ( ⁇ ) at 90 °, with the axis (P) of the cylinder, said conduit making it possible to direct the intake gases towards the cylinder head, which contributes to forming a scanning loop, the plane perpendicular to the exhaust plane and containing the axis (P) of the cylinder delimiting two zones of arrangement of the cylinder, the first complementary to the second contains the reference point of the exhaust light, the supply system being
  • the cylinder head may include a spark plug and in that said spark plug is located in said first development zone.
  • the admission reference point may be located in said second zone.
  • the pneumatic injection system can be adapted to produce a convergent jet (Fig. 6) in said second development zone and substantially oriented towards said reference point of the intake.
  • the pneumatic injection system may be adapted to produce a diverging jet which passes through said second fitting area and is oriented towards the reference point of the intake and which is directed towards said first fitting area in the vicinity of the cylinder head. .
  • the valve can be controlled by an electromagnetic system such as a solenoid.
  • the valve can be controlled automatically by the upstream and downstream pressure of the gases and optionally equipped with a return means.
  • the valve can be controlled mechanically from a kinematic chain connected to the crankshaft.
  • the injection system can be adapted to produce a diverging jet in said perpendicular plane.
  • the injection system may be adapted to produce a jet oriented substantially against the current of the gas scanning loop (s).
  • the intake lumen may be a transfer lumen connected to a pump housing.
  • FIG. 1 which schematically represents the arrangement of an engine according to the prior art
  • the reference 1 designates the cylinder head closing the upper part of the cylinder 2 inside which moves a piston 3 connected by a connecting rod 6 to a crankshaft 7.
  • the combustion chamber has the reference 4 and the lower casing the reference 5.
  • the cylinder head 1 comprises a spark plug 9 creating an ignition point by an electric arc and a system 8 for delayed fuel supply which may be a pneumatic injection system.
  • the exhaust manifold communicates with the cylinder 2 by a light 10.
  • the intake manifold communicates with the cylinder 2 by a rear light 11 and by one or more side lights 12. All these lights may have one or more orifices.
  • the cylinder 2 like the piston 3 sliding therein, are assumed to revolution around an axis P, as in practice. It will not depart from the scope of the invention to use substantially different shapes of cylinders and piston from those of revolution.
  • the exhaust port 10 is located around a first reference point 10a, and that the exhaust plane contains this point and the axis of the cylinder, the plane perpendicular to the exhaust plane and passing through the axis of the cylinder delimits in the combustion chamber two separate development zones, the first 4a complementary to the second 4b contains the reference point 10a of the exhaust port.
  • the fuel supply system 8 is located in the first development zone 4a, that is to say on the same side as the reference point 10a of the exhaust port 10 relative to the perpendicular plane.
  • the second reference point 11a or intake reference point, around which the rear 11 and side 12 intake lights are located, is located in the second arrangement zone 4b with the spark plug 9, so that the supply system 8 is located in the first development zone 4a.
  • the reference point 11a of the intake such as the fuel supply system 8 is located in the second arrangement zone, that is to say on the side opposite the point 10a reference of the exhaust port, with respect to the perpendicular plane whose line P is the frontal trace on the plane of the figure.
  • the candle 9 is located in the first development zone 4a.
  • the supply system 8 supplies the fuel only when the cylinder 3 is in the rising phase.
  • the injection valve opens only after the cylinder has reached bottom dead center.
  • the positions of the intake and exhaust lights are given from a first and a second reference point respectively around which the lights are located.
  • the reference points correspond substantially to the points of application of the vectorial results of the gas velocities at the intake and exhaust ports.
  • the reference point corresponds to the barycenter of the surfaces of the openings on the one hand, intake and exhaust.
  • the reference point of the exhaust is located between the two lights or the lights are located around said reference point of the exhaust.
  • the intake lights can advantageously be transfer lights and therefore be connected to the engine crankcase.
  • the transfer conduit 11 forms, at the level where it opens into the cylinder 4, an angle ⁇ less than 90 °, this angle being defined by the axis of the conduit 11 and the axis of the cylinder.
  • the conduit 11 targets the cylinder towards the cylinder head.
  • this angle can be between 30 and 45 °, so that the fluid which leaves it targets the cylinder head.
  • FIGS. 3A to 3F and 4A to 4F illustrate the variations in fuel concentration appearing in a combustion chamber during the rotation of the crankshaft. These figures were obtained by a two-dimensional modeling of a combustion chamber taking into account the interaction of the scanning loop formed by the mass of fresh gas admitted by the intake light, with the jet of the pneumatic injector. .
  • the straight segment 14 above the figures illustrate the cylinder head, while the location 15 corresponds to the fuel supply zone.
  • the vertical straight segments 16 represent the walls of the cylinder and the lower straight segment 17 represents the piston.
  • the intake lights open at 55 ° before bottom dead center and close 55 ° after bottom dead center (i.e. 125 ° and 235 ° crankshaft angle respectively).
  • the exhaust light opens at 71 ° before bottom dead center and closes at 71 ° after bottom dead center (i.e. 109 ° and 251 ° crank angle).
  • a first intake lumen 19a introducing air at an initial angle of zero degrees to the horizontal is placed opposite a second intake lumen 19b introducing air at an initial angle of 60 degrees with respect to the horizontal.
  • the exhaust port 18 is placed above the first intake port 19a.
  • the isoconcentration lines delimit richness ranges comprising references corresponding to the following values of the fuel concentration:
  • FIGS. 3A to 3F illustrate the modeling of a combustion chamber substantially in accordance with that of FIG. 1.
  • the supply system includes a deflector making it possible to give an initial direction to the jet inclined by 20 ° relative to the axis of the cylinder towards the rear intake lumen.
  • FIGS. 3A to 3F show that the jet retains its initial direction for a very short time and that very quickly it is deflected towards the exhaust by the scanning loop which is driven in a substantially gyratory movement, clockwise. , in the plane of the figures.
  • FIG. 3F which represents the isoconcentrations in the chamber when the crankshaft angle is 330 ° (that is to say at the time of ignition), shows that the interaction of the pneumatic jet with the scanning loop generated a richer fuel area on the exhaust side where the pneumatic injector is also located.
  • the candle for architectural considerations difficult to respect cannot be on the rich side and is placed on the opposite side.
  • FIG. 3C represents the chamber at the time of closing of the exhaust port, it can be understood, with the help also of FIG. 3B, that part of the fuel leaves directly at the exhaust.
  • the modeling calculations make it possible to evaluate the losses by unburnt at 8% for the engine configuration studied.
  • FIGS. 4A to 4F illustrate the modeling of a combustion chamber according to the invention substantially in accordance with that of FIG. 2 and in which the supply system comprises a deflector making it possible to give the jet an initial direction inclined by 20 ° by relative to the axis of the cylinder towards the exhaust port.
  • spark plug placed on the exhaust side is located in a rather richer area where an excellent combustion initiation can take place. This result is confirmed experimentally on an engine where high operating speeds are reached without any particular manifestation of combustion instability.
  • FIGS. 5, 6 and 7 show the importance of the direction of the initial jets coming from the supply system 8.
  • a pneumatic injector 8 such as that described in patent FR-A-2,575,522 is used.
  • a member 20 injects fuel inside the nozzle 23 placed in a stream of compressed air.
  • An injection valve 22 resting on a seat 24 makes it possible to isolate the injection system 8 from the chamber 2 when the compression pressure has reached a certain threshold.
  • the system includes deflectors 25, 26, 27 integrated into the seat making it possible to modify the initial incidence of the jet.
  • the deflectors create very favorable conditions for the initiation of combustion and slow down the path of the pneumatic jet of fuel towards the exhaust port, in order to reduce the quantities of unburnt fuel.
  • a divergent deflector 26 is used, slowing down the penetration of the pneumatic jet. Part of this jet 26a is directed towards the face of the cylinder closest to the injector 8 in order to reduce, by opposing it, the drive of the scanning loop.
  • FIG. 6 illustrates an engine comprising a counter-current deflector making it possible, on the one hand, to increase the path followed by the scanning loop, in order to avoid losses of unburnt matter at the exhaust and, on the other hand, to keep part of the jet along the wall of the cylinder, closest to the injection system.
  • Figure 7 shows schematically a combustion chamber comprising a deflector 27 diverging in a plane parallel to said perpendicular plane. This arrangement makes it possible to slow down, in this plane parallel to said perpendicular plane, the penetration of the pneumatic fuel jets so as to reduce the losses by unburnt.
  • the valve 22 can be controlled in several ways.
  • the valve 22 is controlled mechanically, for example by a cam 29 driven in rotation at the speed of the motor. This cam controls the movement of the valve 22 by means of a pusher 30.
  • the valve is returned by a spring 31.
  • the references 35 and 36 respectively designate a fuel metering device and a venturi nozzle.
  • Reference 37 designates a deflector.
  • valve 22 does not include a control system in the literal sense. It can be simply fitted with a return spring 32. It is left free to move as a function of the pressure differences upstream 33 and downstream 34. It then acts in the manner of a flap or automatic valve, it will be said to be controlled automatically.
  • the spring 32 is calibrated so as to obtain the openings valve.
  • valve is controlled by a solenoid 38.
  • This solenoid can be controlled electronically so as to open the valve 22 at the most suitable time.

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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)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP88401201A 1987-05-19 1988-05-18 Disposition dans une chambre de combustion d'un moteur deux temps, du système d'alimentation en carburant relativement à la lumière d'échappement Expired - Lifetime EP0296899B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88401201T ATE87709T1 (de) 1987-05-19 1988-05-18 Anlage eines brennstoffzufuhrsystems in einer zweitaktmotorbrennkammer hinsichtlich der auslassoeffnung.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8707023 1987-05-19
FR8707023A FR2615564B1 (fr) 1987-05-19 1987-05-19 Methode pour disposer, dans une chambre de combustion d'un moteur deux temps, un systeme d'alimentation en carburant relativement a la lumiere d'echappement et moteur ainsi concu

Publications (2)

Publication Number Publication Date
EP0296899A1 EP0296899A1 (fr) 1988-12-28
EP0296899B1 true EP0296899B1 (fr) 1993-03-31

Family

ID=9351247

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Application Number Title Priority Date Filing Date
EP88401201A Expired - Lifetime EP0296899B1 (fr) 1987-05-19 1988-05-18 Disposition dans une chambre de combustion d'un moteur deux temps, du système d'alimentation en carburant relativement à la lumière d'échappement

Country Status (6)

Country Link
US (1) US4917073A (ja)
EP (1) EP0296899B1 (ja)
JP (1) JP2761888B2 (ja)
AT (1) ATE87709T1 (ja)
DE (1) DE3879774T2 (ja)
FR (1) FR2615564B1 (ja)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5317796A (en) * 1989-04-18 1994-06-07 Hunter Robert M Technique for rendering packaging child resistant
EP0435730B1 (fr) * 1989-12-29 1994-01-26 Institut Francais Du Petrole Moteur à deux temps à injection pneumatique commandée
US5448971A (en) * 1990-06-20 1995-09-12 Group Lotus Limited Internal combustion engine and an improved rotary inlet valve for use therewith
US6079379A (en) 1998-04-23 2000-06-27 Design & Manufacturing Solutions, Inc. Pneumatically controlled compressed air assisted fuel injection system
US6273037B1 (en) 1998-08-21 2001-08-14 Design & Manufacturing Solutions, Inc. Compressed air assisted fuel injection system
US6293235B1 (en) 1998-08-21 2001-09-25 Design & Manufacturing Solutions, Inc. Compressed air assisted fuel injection system with variable effective reflection length

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2763248A (en) * 1953-11-09 1956-09-18 Fairbanks Morse & Co Gas engine ignition system
JPS5341282B2 (ja) * 1971-12-15 1978-11-01
JPS5319721B2 (ja) * 1971-12-29 1978-06-22
FR2202537A6 (ja) * 1972-10-06 1974-05-03 Motobecane Ateliers
JPS50142922A (ja) * 1974-05-01 1975-11-18
FR2496757B1 (fr) * 1980-12-22 1985-07-19 Inst Francais Du Petrole Dispositif pour alimenter en melange carbure un moteur deux temps avec introduction d'air a travers le carter
IT1145761B (it) * 1981-04-29 1986-11-12 Enzo Guidoboni Motore a combustione interna che realizza il ciclo termodinamico con un nuovo procedimento
FR2575522B1 (fr) * 1984-12-28 1989-04-07 Inst Francais Du Petrole Dispositif pour controler le jet de melange carbure delivre par un systeme d'injection pneumatique

Also Published As

Publication number Publication date
US4917073A (en) 1990-04-17
DE3879774D1 (de) 1993-05-06
JPH01195912A (ja) 1989-08-07
JP2761888B2 (ja) 1998-06-04
EP0296899A1 (fr) 1988-12-28
DE3879774T2 (de) 1993-07-08
FR2615564A1 (fr) 1988-11-25
FR2615564B1 (fr) 1992-05-15
ATE87709T1 (de) 1993-04-15

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