EP0346188B1 - Vorrichtung und Verfahren für die Zufuhr von Druckluft Kraftstoff-Gemisch in den Zylinder einer Brennkraftmaschine - Google Patents

Vorrichtung und Verfahren für die Zufuhr von Druckluft Kraftstoff-Gemisch in den Zylinder einer Brennkraftmaschine Download PDF

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Publication number
EP0346188B1
EP0346188B1 EP89401497A EP89401497A EP0346188B1 EP 0346188 B1 EP0346188 B1 EP 0346188B1 EP 89401497 A EP89401497 A EP 89401497A EP 89401497 A EP89401497 A EP 89401497A EP 0346188 B1 EP0346188 B1 EP 0346188B1
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EP
European Patent Office
Prior art keywords
cylinder
pressure
transfer
pump casing
pipe
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Expired - Lifetime
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EP89401497A
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English (en)
French (fr)
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EP0346188A1 (de
Inventor
Jean-Pierre Maissant
Jean-Luc Blanchard
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IFP Energies Nouvelles IFPEN
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IFP Energies Nouvelles IFPEN
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/08—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by the fuel being carried by compressed air into main stream of combustion-air
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/10—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel peculiar to scavenged two-stroke engines, e.g. injecting into crankcase-pump chamber
    • 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 a method and devices improving the introduction under pressure of a fuel mixture at the end of air sweeping in a 2-stroke engine cylinder.
  • the pressure source used is supplied by the pressure prevailing in the cylinder crankcase which is 120 ° behind the crankshaft (in the case of a 3, 6, ..., 3n cylinder engine) or by the cylinder crankcase 90 ° behind the crankshaft (in the case of a 4, 8, ..., 4n cylinder engine) with respect to the cylinder in question where the fuel mixture takes place, as well as by the return flow (generally designated by the Anglo-Saxon term of "back-flow") which is caused in a transfer duct of the late cylinder, this transfer duct connecting this cylinder to its pump casing (back-flow cylinder-casing ).
  • the introduction of a fuel mixture under pressure occurs on the arrival of gases from this pressure source in the cylinder considered during its end of sweeping phase.
  • the arrival of gas from the pump housing into a fuel metering device prepares a fuel mixture which can be introduced into the cylinder through an orifice.
  • the introduction and optionally the preparation of the fuel mixture into the cylinder in question is prolonged and improved by the use of return gases in the transfer duct coming from the lagging cylinder and which are at a high pressure level. .
  • the opening for introducing the fuel mixture into the cylinder in question may preferably be opened only during the arrival of the gases coming from the pump housing of the late cylinder and of the late cylinder itself. This hole can be in the cylinder head.
  • the device may include a valve controlled to open during the arrival of the gases from this pressure source, or an automatic valve (non-return valve type), the opening of which is controlled by the difference between the pressure from the pressure source and the pressure of the cylinder considered.
  • a valve controlled to open during the arrival of the gases from this pressure source or an automatic valve (non-return valve type), the opening of which is controlled by the difference between the pressure from the pressure source and the pressure of the cylinder considered.
  • the hole can also be in the cylinder. Its opening can then be controlled by the movement of the piston (in the case of a light) combined with a non-return device of the valve type (or with a rotary plug).
  • an embodiment of this type may consist in connecting the cylinder housing delayed by an angle of 120 or 90 ° of the crankshaft relative to the cylinder in question, via a connection conduit opening on the side opposite to the exhaust in the cylinder in question (conduit generally called rear transfer conduit).
  • this metering can be carried out using '' low pressure injectors, but also using simpler devices, such as, for example, a carburetor of the type used for the intake of a two-stroke engine.
  • the present invention relates to a device for introducing under pressure the fuel mixture into a first cylinder of an internal combustion engine, this engine comprising at least one other cylinder having a pump housing, said pump housing communicating with said other cylinder via at least one transfer lumen and of the type comprising a connecting pipe between said pump housing and the first cylinder.
  • a transfer duct connects said transfer lumen to said connecting pipe and said transfer lumen is positioned so that there is a return flow during part of the cycle.
  • the angular offset can be 120 ° and the cycle of the first cylinder can precede the cycle of the other cylinder by 120 °.
  • the angular offset can be 90 ° and the cycle of the first cylinder can precede by 90 ° the cycle of the other cylinder.
  • the device according to the invention applies in particular to engines comprising a number of cylinders multiple of 3 or 4.
  • the pipeline may open into the first cylinder in the vicinity of the cylinder head of the engine.
  • the pipeline may open into the first cylinder on the side wall of this cylinder, substantially at the bottom of this cylinder.
  • the device according to the invention may include a shutter member placed between the pipe and the first cylinder, substantially in the vicinity of the latter.
  • the shutter member may be a valve controlled by a cam, or a rotating plug.
  • the shutter member may be automatic and be adapted to act like a valve.
  • the pipeline may include a fuel introduction and metering device.
  • This fuel introduction device may be a low pressure injector, just as it may include a venturi nozzle associated with said low pressure injector.
  • the fuel introduction device may be a carburetor.
  • the control of this carburetor can be coupled with a control that controls the amount of gas introduced into the pump housing of the first cylinder.
  • the device according to the invention may comprise between the carburetor and the pipe a non-return element such as a valve.
  • the fuel introduction and metering member comprises a diaphragm pump actuated by the pressure pulses of a pump housing.
  • the outlet duct of this diaphragm pump which connects the latter to the pipeline may include a system for adjusting its passage section.
  • This system may include a needle and control means taking into account the average pressure of a casing.
  • Said connecting pipe may advantageously have a common part with the transfer duct which connects the pump housing with said lumen.
  • An aerodynamic profiled part may be placed at the interconnection of the connecting pipe, said transfer duct and said transfer lumen.
  • a non-return valve may be placed on said transfer duct, said valve not allowing flow back to the pump housing.
  • the piston of said other cylinder may be bevelled or scalloped over a part of its surface to allow a return flow through at least one transfer lumen in order to facilitate the return flow.
  • the lumen where the back flow occurs may be positioned so that said flow occurs only after at least one exhaust lumen of said other cylinder has been discovered by said piston of said other cylinder.
  • the present invention also relates to a method of introducing under pressure the fuel mixture into a first cylinder of an internal combustion engine, this engine comprising at least one other cylinder having a pump housing, this pump housing communicating with said other cylinder. by at least one transfer light.
  • the engine preferably comprises a connecting pipe between said pump housing and the first cylinder, and a non-zero angular offset exists between the cycles of the cylinders so that the pressure of the gases contained in said pump housing can be used as pressure source for injecting the fuel mixture into the first cylinder.
  • the method according to the invention is characterized in that a backward flow is caused through said transfer lumen to increase momentarily the pressure in said casing or in a transfer conduit connecting said lumen to said connecting pipe.
  • each of the cylinders may be connected, directly or not, to a pump housing of another cylinder angularly delayed relative to the cylinder considered.
  • each cylinder may be in connection with the pump housing of the cylinder which is 120 ° behind the crankshaft relative to the cylinder considered.
  • Figure 1 shows in solid lines with the reference P1, the pressure variation curve as a function of the angle of rotation of the crankshaft in a cylinder of a two-stroke engine, near the bottom dead center corresponding to a crankshaft angle 180 °.
  • the curve of variation of the pressure of the casing equipping this cylinder is indicated in dotted lines, and bears the reference P2.
  • at least one of the transfer lights which connects this cylinder to the pump housing of this cylinder via a transfer conduit is positioned high enough to open before the pressure of the housing -pump is greater than or equal to the pressure in the cylinder.
  • this reverse flow, or return which is the source of the pressure peak 101 in FIG. 1.
  • This pressure peak can therefore make it possible to extend the duration of the introduction of fuel mixture during the whole part of the operating cycle of the cylinder considered where the pressure difference is sufficient to allow the introduction of fuel into the cylinder.
  • controlled valve automatic valve
  • light more valve or light more rotary valve
  • Figure 2 shows the pressure curve P3 in the cylinder considered as a function of the degree of rotation of the crankshaft, with a pressure source P4 coming from a transfer duct of a cylinder lagging 120 ° crankshaft relative to the cylinder considered . This corresponds in particular to the case of an engine comprising three cylinders.
  • the pressure curves P2 and P4 are close to each other since one P4 is taken in a transfer duct and the other P2 in the pump housing connected to this transfer duct.
  • the pressure peak 102 which corresponds to the pressure peak 101, allows the fuel injection pressure to accompany for a sufficiently long time the pressure curve P3 in the cylinder. It is thus possible to improve the injection.
  • the pressure peak 102 can be chosen to occur during the end of the injection period, at the moment when the cylinder pressure increases (start of compression) and therefore a higher injection pressure is necessary to continue l introduction of the injected mixture in the direction of injection member towards cylinder and avoid reversal of direction at the end of injection, such inversion may be responsible for a loss of compression and cylinder filling.
  • connection conduit between the two external "cylinders" being longer, this disadvantage can be overcome, if necessary, by placing, in the cylinder, the transfer light supplying the connection conduit between the two external cylinders higher than the other transfer lights which supply the connection conduits of the other cylinders.
  • Figures 3, 4, 5, 6, 7 show in solid lines the cylinder considered 1 with its piston 2 at the end of scanning, its exhaust 3, its exhaust light 4 which is about to be closed, its lights lateral transfer 5, and rear transfer 6, its casing 7 with an air intake only, for example by valves 8, its spark plug 9, the rod-crank system 10.
  • the cylinder 11 having a piston 2R whose movement is angularly delayed by 120 ° by means of the rod-crank system 13, relative to the piston 2 of the cylinder considered 1.
  • the piston 2R is in the expansion phase in the cylinder 11 and at the same time of compression in the pump housing 14.
  • the pump housing 14 whose movement of the piston 2R is angularly delayed by 120 ° supplies the source of pressure through the conduit 15.
  • the transfer light 6R of the cylinder 11 is positioned high enough for there to be a return flow.
  • the cylinder 1 in turn serves as a source of pressure for another cylinder.
  • the cylinder 1 is identical in its configuration to the cylinder 11 with regard in particular to the positioning of the lights.
  • the duct 15 is connected to the combustion chamber 16 of the cylinder considered 1.
  • the introduction of the pressurized air from the pump housing 14 into the chamber 16 takes place through an orifice 18, the opening of which is controlled by a valve 19. Upstream of the valve is a device for introducing and low-pressure fuel metering 20.
  • This device can be a low-pressure injector that is commercially available, or a fuel pump actuated by the successive pressures and depressions of a pump housing. A diagram of this latter device will be specified in FIG. 8. The introduction of the liquid fuel can take place in the duct 15, both during the whole time when the valve 19 is closed and during that when it is open.
  • This fuel metering and introduction device 20 can be associated with a venturi nozzle 21 placed in the duct 15, just upstream from the valve 19 and the orifice 18, in accordance with patent EP-189,714, in order to improve the spraying of fuel with air from the pressure source (pump housing 14).
  • a deflector 22 or device for orienting the jet of mixture introduced into the cylinder is for example of the type described in patent EP-189,715.
  • valve 19 is controlled mechanically, for example by a cam 23 driven in rotation at the speed of the motor. This cam controls the movement of the valve 19 by means of a pusher 24. The valve 19 is returned by a spring 25. It will not depart from the scope of the present invention if this valve is controlled by another means, such as electromagnetic means.
  • valve 19 is not controlled. It is simply fitted with a return spring 25. It is left free to move as a function of the upstream and downstream pressure differences. It then acts like a flap or automatic valve.
  • the duct 15 coming from the source of compressed air 14 is connected to an injection light opening into the walls of the cylinder and preferably to a rear injection light 6, so called because it is substantially opposite to the exhaust light.
  • a non-return valve 26 prevents the gases from the cylinder 1 from entering the casing 14 during the vacuum phase of the latter.
  • This fuel metering and introduction device 27 can be a low-pressure injector that is commercially available, or a fuel pump actuated by the successive pressures and depressions of a pump housing (Fig. 8) , or a conventional carburetor actuated by the air flow passing through it. In the latter case, a second external air intake circuit should be provided, for example through this carburetor and through the duct 15. A schematic representation is made of it in FIG. 10.
  • the notch 12 makes it possible to direct the mixture injected into the cylinder 1 as well as to define the timing of the injection. This can also be obtained by making a bevel or a notch on the part of the piston which cooperates with the injection port.
  • the cylinder 1 of FIG. 5 may include a rear transfer light and a rear transfer duct (not represented).
  • the spraying of the fuel mixture may be advantageously improved by a device of the nozzle-venturi type 2B placed just upstream of the valve 26 in accordance with patent FR-2,575,521.
  • valve 26 is replaced by a rotary plug 29 driven by the rotation of the motor and thus preferably controlling the opening of the light 6.
  • FIG. 7 indicates the case of FIG. 6 where the pressure source is provided by the movement in the pump housing 14 of a piston 2R angularly delayed by 90 ° crankshaft relative to the movement of the piston 2 of the cylinder considered 1. It is obvious that the cases of FIGS. 3, 4, 5 could also be described in the same way with this delay of 90 ° crankshaft instead of 120 °.
  • FIG. 8 shows a schematic representation of a fuel metering device which can be used in place of the devices 20 or 27.
  • This device pumps the fuel from the tank 30 via the non-return valve 31 to the duct 34, through the non-return valve 33.
  • the membrane 32 acts as a fuel pump. On the one hand it is in contact with the fuel it pumps. On the other side, its reciprocating movement which allows this pump role is actuated by the pressure pulses coming from a pump casing which can be either casing 7 or casing 14 and which is connected to this side of the membrane via conduit 35.
  • the latter is under vacuum and therefore controls the diaphragm 32 so as to increase the volume 36 thereby sucking fuel through the valve 31 which opens. Then, during the compression phase of the crankcase, the movement of the diaphragm 32 reduces the volume 36 and therefore pumps the fuel into the duct 34 via the valve 33.
  • This device therefore acts as a pump and fuel metering. It is slaved to engine speed, since it provides one pump movement per revolution, and it is also slaved to load, since the amplitude of the pressure pulses in the crankcase is proportional to the load.
  • the pipe 34 is then directly connected to the location in the pipe 15 where the fuel is introduced.
  • the opening of the duct 34 is adjusted as a function of the load by a needle 37 which can be actuated either directly or indirectly by a lever 38 connected to another membrane 39.
  • the other side of the membrane 39 is again in communication with the pressure of a motor crankcase via a conduit 40.
  • the inertia of the assembly constituted by the needle 37, the lever 38 and the membrane 39 is chosen such that it does not allow movement of the membrane 39 according to the pulsations of instantaneous pressure of a casing. It must be studied in order to be controlled only by the average pressure of a crankcase, a pressure which is directly representative of the engine load. This results in a position of the metering needle directly representative of the engine load. At the point of the needle, the fuel thus dosed is guided by the pipe 41 to the place of introduction into the pipe 15.
  • Figure 10 shows another particularly simple embodiment of the metering device.
  • the carburetor is for example a carburetor of the conventional type for 2-stroke engine, with plug and needle correcting the nozzle nozzle with the load.
  • the assembly then forms a true second very rich mixture intake circuit, separated from the intake via the air valve 8 only.
  • the length of the conduit 15 may be studied so as not to allow the fuel mixture thus admitted into this conduit to reach the pump housing 14 before being pushed back into the cylinder 1 by the pressure of the pump housing 14 returned to the compression phase. .
  • Another very advantageous advantage lies in the fact that, in the case of a multi-cylinder engine whose set of cylinders operates according to the principle of the invention, with the suitable combinations of conduits 15, a single carburetor 42 can be used for all of the cylinders. Downstream of the carburetor, the different conduits 44 can be separated to end up at the different cylinders, in order to be able to supply with fuel mixture their respective conduits 15 through their respective valves 43.
  • the carburetor device of FIG. 10 a variant of the case of FIG. 5, can also be adapted to the case of FIGS. 3, 4 and 6.
  • the duct 15 connects the transfer duct 17R of the overdue cylinder 11 to the fuel supply orifice of the cylinder in question, the transfer duct 17R being that in which the flow occurs in return.
  • the conduit 15 is connected to the pump housing so that the effects of the return flow pass through the pump housing.
  • Figures 11 and 12 show the interconnection between the conduit 15, the rear transfer conduit 17R and the rear transfer lumen 6R.
  • a valve 45 (Fig. 12) may be installed in the transfer duct 17R in order to minimize the effects of the flow back from the cylinder 2R to the casing 14 while keeping the advantages of injection at the injection level. cited above.
  • a system having the same purpose can be achieved by playing only on the aerodynamics of the conduits by the interposition of a profiled part 46 (FIG. 11).
  • This profiled part has an edge 47 which is flush with the cylinder 11 at the level of the rear transfer lumen 6R in which the return flow takes place.
  • This edge 47 divides the orifice 6R into two parts, an upper part and a lower part.
  • the orifice 51 serves to facilitate the passage of the gases coming from the conduit 17R.
  • the piston 2R is bevelled at 52 so as to make it possible to anticipate the opening of the light 6R so that a return flow occurs there.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Claims (25)

  1. Vorrichtung zur Einführung von Brennstoffgemisch unter Druck in einen ersten Zylinder einer Brennkraftmaschine vom Typ mit wenigstens einem anderen Zylinder (11) mit einer Gehäuse-Pumpe (14), wobei diese Gehäuse-Pumpe mit diesem anderen Zylinder über wenigstens einen Überführungsschlitz (6R) in Verbindung steht, und vom Typ mit einem Verbindungskanal (15) zwischen dieser Gehäuse-Pumpe (14) und dem ersten Zylinder (1), und der Art, daß eine Winkelverschiebung ungleich Null zwischen den Perioden dieser Zylinder existiert, dadurch gekennzeichnet, daß eine Überführungsleitung diesen Überführungsschlitz (6R) mit diesem Verbindungskanal (15) verbindet, wobei dieser Überführungsschlitz derart positioniert ist, daß eine Rückströmung gegen diese Gehäuse-Pumpe momentan hervorgerufen wird.
  2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß diese Winkelverschiebung 120° beträgt und daß der Takt. des ersten Zylinders dem Takt des anderen Zylinders um 120° voreilt.
  3. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß diese Winkelverschiebung 90° beträgt und daß der Takft des ersten Zylinders dem Takt des anderen Zylinders um 90° voreilt.
  4. Vorrichtung nach Anspruch 2, dadurch gekennzeichnet, daß dieser Motor eine Anzahl von Zylindern gleich einem Vielfachen von 3 umfaßt.
  5. Vorrichtung nach Anspruch 3, dadurch gekennzeichnet, daß dieser Motor eine Anzahl von Zylindern gleich dem Vielfachen von 4 umfaßt.
  6. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß dieser Verbindungskanal (15) in den ersten Zylinder benachbart dem Zylinderdeckel des Motors mündet.
  7. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß dieser Kanal (15) in den ersten Zylinder (1) auf der Seitenwand dieses Zylinders im wesentlichen im unteren Teil dieses Zylinders mündet.
  8. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß er ein Verschlußorgan (19, 26, 29) umfaßt, das zwischen diesem Kanal (15) und diesem ersten Zylinder (1) im wesentlichen benachbart diesem letzteren angeordnet ist.
  9. Vorrichtung nach Anspruch 8, dadurch gekennzeichnet, daß dieses Verschlußorgan ein Ventil (19) ist, das durch eine Nocke (23) oder elektromagnetisch gesteuert ist.
  10. Vorrichtung nach Anspruch 8, dadurch gekennzeichnet, daß dieses Verschlußorgan automatisch ist und so ausgelegt ist, daß es nach Art eines Ventils wirkt.
  11. Vorrichtung nach Anspruch 8, dadurch gekennzeichnet, daß dieses Verschlußorgan ein Drehkühen (29) ist.
  12. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß diese Kanal ein Einführungs- und Dosierorgan für Kraftstoff (20, 27, 42) umfaßt.
  13. Vorrichtung nach Anspruch 12, dadurch gekennzeichnet, daß diese Vorrichtung zum Einführen von Kraftstoff ein Niederdruckinjektor ist.
  14. Vorrichtung nach Anspruch 13, dadurch gekennzeichnet, daß sie eine dem Niederdruckinjektor zugeordnete Venturidüse (21, 28) umfaßt.
  15. Vorrichtung nach Anspruch 12, dadurch gekennzeichnet, daß die Vorrichtung zum Einführen des Kraftstoffs ein Vergaser (42) ist, der in einer in diesen Kanal (15) mündenden Leitung (44) angeordnet ist.
  16. Vorrichtung nach Anspruch 15, dadurch gekennzeichnet, daß die Steuerung des Vergasers gekoppelt ist mit einer Steuerung, die die in die Gehäuse-Pumpe dieses ersten Zylinders eingeführte Gasmenge regelt.
  17. Vorrichtung nach Anspruch 15, dadurch gekennzeichnet, daß sie zwischen dem Vergaser (42) und diesem Verbindungskanal (15) wenigstens ein Rückschlagelement, beispielsweise ein Ventil (43) aufweist.
  18. Vorrichtung nach Anspruch 12, dadurch gekennzeichnet, daß dieses Organ zum Einführen und Dosieren des Kraftstoffs eine Membranpumpe (32) umfaßt, die durch die Druckpulsationen einer Gehäuse-Pumpe betätigt ist.
  19. Vorrichtung nach Anspruch 18, dadurch gekennzeichnet, daß die Austrittsleitung (34) aus dieser Membranpumpe, welche diese letztere mit diesem Kanal (15) verbindet, ein Einstellsystem für ihren Durchgangsquerschnitt umfaßt, wobei dieses System eine Nadel (37) und Steuereinrichtungen aufweist, die den mittleren Druck eines Gehäuses berücksichtigen.
  20. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß dieser Verbindungskanal (15) einen gemeinsamen Teil mit der Überführungsleitung (17R) besitzt, der diese Gehäuse-Pumpe mit diesem Schlitz verbindet.
  21. Vorrichtung nach Anspruch 20, dadurch gekennzeichnet, daß sie ein aerodynamisches profiliertes Bauteil zur gegenseitigen Verbindung dieses Kanals, dieser Überführungsleitung und dieses Überführungsschlitzes umfaßt.
  22. Vorrichtung nach Anspruch 8, dadurch gekennzeichnet, daß sie ein Rückschlagventil an dieser Überführungsleitung umfaßt, wobei das Ventil die Rückströmung gegen die Gehäuse-Pumpe nicht zuläßt.
  23. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß wenigstens einer dieser Kolben (2), der mit wenigstens diesen Zylindern zusammenwirkt, schräg abgeschnitten oder auf einem Teil seiner Oberfläche mit Ausnehmungen versehen ist, um diese Rückströmung durch wenigstens einen Überführungsschlitz zu ermöglichen.
  24. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß dieser Schlitz, wo diese Rückströmung erfolgt, positioniert ist, damit diese Strömung sich allein dann einstellt, wenn wenigstens ein Austrittsschlitz aus diesem Zylinder durch diesen Kolben dieses anderen Zylinders freigelegt worden ist.
  25. Verfahren zum Einführen des Brennstoffgemisches unter Druck in einen ersten Zylinder einer Brennkraftmaschine vom Typ mit wenigstens einem anderen Zylinder mit einer Gehäuse-Pumpe (14), wobei diese Gehäuse-Pumpe mit diesem anderen Zylinder über wenigstens einen Überführungsschlitz (6R) in Verbindung steht, und vom Typ mit einem Verbindungskanal (15) zwischen dieser Gehäuse-Pumpe (14) und diesem ersten Zylinder (1), und derart, daß eine Winkelverschiebung ungleich Null zwischen diesen Perioden dieser Zylinder existiert,
    wobei man den Druck der in dieser Gehäuse-Pumpe (14) enthaltenen Gase als Druckquelle verwendet, um das Brennstoffgemisch in diesen ersten Zylinder (1) einzuführen bzw. einzuspritzen, dadurch gekennzeichnet, daß man eine Rückströmung über diesen Überführungsschlitz (6R) hervorruft, um momentan den Druck in diesem Gehäuse (14) oder in dieser Überführungsleitung zu steigern, die diesen Schlitz (6R) mit diesem Verbindungskanal (15) verbindet.
EP89401497A 1988-06-08 1989-05-31 Vorrichtung und Verfahren für die Zufuhr von Druckluft Kraftstoff-Gemisch in den Zylinder einer Brennkraftmaschine Expired - Lifetime EP0346188B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8807642 1988-06-08
FR8807642A FR2632684B1 (fr) 1988-06-08 1988-06-08 Dispositif et methode d'introduction sous pression de melange carbure dans le cylindre d'un moteur

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EP0346188A1 EP0346188A1 (de) 1989-12-13
EP0346188B1 true EP0346188B1 (de) 1992-08-26

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EP89401497A Expired - Lifetime EP0346188B1 (de) 1988-06-08 1989-05-31 Vorrichtung und Verfahren für die Zufuhr von Druckluft Kraftstoff-Gemisch in den Zylinder einer Brennkraftmaschine

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US (1) US5033418A (de)
EP (1) EP0346188B1 (de)
DE (1) DE68902588T2 (de)
FR (1) FR2632684B1 (de)

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FR2649158A1 (fr) * 1989-06-30 1991-01-04 Inst Francais Du Petrole Dispositif de controle de debut d'introduction sous pression du melange carbure dans un moteur a combustion interne et son application au moteur 2 temps
EP0435730B1 (de) * 1989-12-29 1994-01-26 Institut Francais Du Petrole Zweitaktmotor mit gesteuerter pneumatischer Einspritzung
ES2053315T3 (es) * 1990-09-07 1994-07-16 Laimboeck Franz Motor alternativo de combustion interna de dos tiempos de encendido externo con barrido del carter del cigueñal.
US6026769A (en) * 1997-05-29 2000-02-22 Walbro Corporation Mechanical direct cylinder fuel injection
US6019075A (en) * 1998-08-25 2000-02-01 Walbro Corporation Air and fuel delivery system for fuel injected engines
US6189495B1 (en) 1998-10-23 2001-02-20 Walbro Corporation Direct cylinder fuel injection
US7270110B2 (en) * 2000-04-24 2007-09-18 Frank Keoppel Four stroke internal combustion engine with inlet air compression chamber
US7640911B2 (en) * 2007-08-28 2010-01-05 Pien Pao C Two-stroke, homogeneous charge, spark-ignition engine
US8051827B1 (en) 2010-11-19 2011-11-08 Pao Chi Pien Applying the law of conservation of energy to the analysis and design of internal combustion engines
US8826868B2 (en) 2012-04-02 2014-09-09 Pao Chi Pien Reciprocating internal combustion engine
DE102018003476A1 (de) * 2018-04-24 2019-10-24 Andreas Stihl Ag & Co. Kg Verbrennungsmotor und Verfahren zu dessen Betrieb

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FR2575523B1 (fr) * 1984-12-28 1989-04-07 Inst Francais Du Petrole Dispositif et procede d'injection de carburant assiste par air ou gaz comprime dans un moteur
FR2617240B1 (fr) * 1987-06-26 1992-10-02 Inst Francais Du Petrole Dispositif et methode d'introduction sous pression de melange carbure dans le cylindre d'un moteur

Also Published As

Publication number Publication date
US5033418A (en) 1991-07-23
FR2632684A1 (fr) 1989-12-15
DE68902588T2 (de) 1993-04-29
EP0346188A1 (de) 1989-12-13
FR2632684B1 (fr) 1993-08-06
DE68902588D1 (de) 1992-10-01

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