EP0776423B1 - Moteur deux temps a allumage par etincelle - Google Patents

Moteur deux temps a allumage par etincelle Download PDF

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Publication number
EP0776423B1
EP0776423B1 EP95928040A EP95928040A EP0776423B1 EP 0776423 B1 EP0776423 B1 EP 0776423B1 EP 95928040 A EP95928040 A EP 95928040A EP 95928040 A EP95928040 A EP 95928040A EP 0776423 B1 EP0776423 B1 EP 0776423B1
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EP
European Patent Office
Prior art keywords
feed
canal
opening
cylinder
control element
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Expired - Lifetime
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EP95928040A
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German (de)
English (en)
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EP0776423A1 (fr
Inventor
Stanislaw Jarnuszkiewicz
Sobieslaw Zasada
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Individual
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/12—Rotary or oscillatory slide valve-gear or valve arrangements specially for two-stroke engines
    • 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
    • F02B13/10—Use of specific auxiliary fluids, e.g. steam, combustion gas
    • 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
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M67/00—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type
    • F02M67/06—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type the gas being other than air, e.g. steam, combustion gas
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • 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 subject matter of this invention is the two-stroke multi-cylinder engine with spark ignition, in which the energy of exhaust gases produced during the engine operation is used to prepare the combustible charge.
  • One of the design trends which improve operation of the two stroke engine consists in eliminating the outlet losses by supplying fuel to the cylinder space after the exhaust port has been closed, and controlling combustion by spacial qualitative differentiation of the fuel charge, which consists, among other things, in producing an enriched mixture in the spark plug zone.
  • a method of producing such a laminar structure of the mixture is known, in which a gaseous charge containing fuel is introduced from a separate feed chamber to the air, or to a lean combustible mixture compressed by the piston in the cylinder space.
  • the charge containing fuel consists of vaporized liquid fuel mixed with air or with exhaust gases; it is very rich in fuel, beyond the flammability limit.
  • the fuel charge jet is introduced during the compression stroke through the feed canal leading from the feed chamber where the fuel charge is compressed to a pressure higher than that in the cylinder space at the moment of delivering the fuel charge.
  • the feed canal is oriented towards the spark plug. Mutual mixing of the two charges results in the desired differentiation of the mixture, as regards its combustibility properties, in the engine cylinder space.
  • the fuel is delivered into the cylinder space in the stream of pressurized air flowing from the feed chamber.
  • Two solutions are presented.
  • the feed chamber is connected with the cylinder space via feed canal and with the crankcase via exhaust gas charging canal.
  • the two mentioned canals are leading to the cylinder wall.
  • the feed chamber constitutes a pressurized air accumulator. It is supplied by means of exhaust gas charging canal from the crankcase during the power stroke in the first example, and from the cylinder space during the pressure stroke in the second example.
  • the fuel is introduced to the feed canal by means of opened nozzle of the spraying device.
  • the feed canal is leading to the cylinder wall through the opening situated directly above the upper edge of the exhaust port and exhaust gas charging canal closely below the piston top at the moment of ignition.
  • the inner space of rotary element constitutes the feed chamber.
  • the cylindrical control element is driven by non-slip transmission from the crankshaft.
  • the opening is disposed which meets, during the pressure stroke, alternatively, the exhaust gas charging canal and the feed canal at the moments directly before the closing of the openings of these canals by the upper edge of the piston.
  • the common air feed chamber is provided and the fuel is introduced separately to each feed canal.
  • the operation of the nozzle and the cut-off valve are controlled by a processor performing a program based on a general principle: the valve is opened at the end of the compression stroke and is closed after the moment of ignition; fuel is injected during the power stroke. With the cut-off valve open, the direction of gas flow depends on the pressure difference between the two connected spaces. In the first period after the valve is opened, a rich fuel-exhaust gas mixture, prepared in the previous phase, leaves the feed chamber. The increase in pressure in the cylinder space, caused by the piston movement, results in the reversed flow direction even before the moment of ignition. The computer-controlled valve is closed after the mixture is ignited, and the pressure in the feed chamber is sufficient to prepare the mixture in the next cycle, the exact moment depending on the engine load.
  • each cylinder has its own feed chamber equipped with a cut-off valve and a spray nozzle.
  • the engine presented in the patent specification DE 4 116 303 has the feed chamber connected with the cylinder working space via feed canal and exhaust gas charging canal, leading to the cylinder wall, with its outlet being located above the upper edge of the exhaust port and below the piston top edge at the moment of ignition.
  • the inner space of the rotary distributor constitutes the feed chamber, with the cylindrical control element driven by a non-slip transmission from the crankshaft.
  • the wall of the control element is provided with two openings, an inlet and outlet one, spaced along the axis of the element. The openings are disposed at such a central angle and coupled with the non-slip transmission in such a position, that while the element is rotating, the inlet opening meets the exhaust gas charging canal during the power stroke and the outlet opening meets the feed canal during the compression stroke.
  • the matings are realized when the piston is below the openings of the canals in the cylinder wall.
  • the fuel spraying device In the plane perpendicular to the axis of rotation of the control element and taking through the inlet opening, the fuel spraying device is mounted, with its nozzle directed to the center to the feed chamber.
  • the rotation of the control element results in closing of the exhaust gas charging canal and connecting the feed chamber via the inlet opening with the fuel spraying device.
  • the feed chamber is connected via feed canal with the cylinder space.
  • the above presented engine is the one-cylinder unit.
  • the multi-cylinder realization is the assembly of one-cylinder engines coupled with the common crankshaft together, each with its own feed chamber and fuel spraying device.
  • the engine developed by this invention prepares the combustible charge using a method similar to that described above, in DE 4 116 303 specification, however with a different design, developped to multi-cylinder unit.
  • the cylinder space of each cylinder is connected with the feed chamber which is formed by the inner space of a rotary distributor, which space is closed by a rotary control element driven by a non-slip transmission from the engine crankshaft.
  • the control element has two openings, an inlet and outlet one, spaced at such a central angle, and coupled with the transmission in such a position that, when the element is rotating, the inlet opening meets the feed canal outlet in the rotary distributor during the power stroke, and the outlet opening is met in the compression stroke.
  • the two spaces become connected when the piston is below the feed canal opening in the cylinder wall.
  • the fuel spraying device is mounted in the feed chamber.
  • the cylinder spaces are connected with one common feed chamber by means of separate feed canals, the openings of which are spaced at symmetrical pitch of the rotary distributor central angle, corresponding to the number of cylinders and the sequence of ignition.
  • there are particularly advantageous conditions for gas flow which minimize the effect of inertia.
  • the possibility of uncovering simultaneously the inlet opening which comes from the cylinder that performs the power stroke, and the outlet opening leading to the cylinder which performs the compression stroke creates conditions that enhance the flow - the feed chamber acts as a pressure accumulator which simultaneously discharges the fuel-exhaust gas mixture produced in it and is fed with exhaust gases.
  • Such an operation system diminishes the importance of cutting off the controlled spaces tightly. Pressure pulsation is considerably reduced which favourably reduces wave phenomena which disturb the flow of gas.
  • the rotary distributor can actually be of any design.
  • the design that is particularly advantageous has the feed chamber formed by the inner space of the control element - designed as a rotary chamber supported by bearings in the distributor body.
  • One end of the chamber is connected with a non-slip transmission by means of a coupling and a pressure spring.
  • the other end of the chamber which has an inlet and outlet openings, is pressed against the cover of the body in which the opening of the feed canal is placed to mate with the two openings mentioned above.
  • a fuel spraying device directed towards the axially positioned opening made in the bottom of the control element.
  • a further mode of carrying out the invention aims at ensuring an orderly flow in the feed chamber, increasing homogeneity of the mixture at high frequencies caused by high rotation speeds of the engine and/or the high number of cylinders controlled by one distributor.
  • the cylinder spaces of each cylinder are connected with one common feed chamber via two canals - feed canal and exhaust gas charging canal.
  • the control element of the rotary distributor is made as a shaft with a machined concentric chamber at the front end, closed by the distributor body cover in which a fuel spraying device is installed.
  • the feed and exhaust gas charging canals are connected separately with two control sections of the rotary distributor; the sections are spaced along the axis of the annular wall of the shaft.
  • the exhaust gas charging canal section has an inlet opening, and the feed canal section has an outlet opening.
  • the exhaust gas charging canals and the feed canals are spaced on the circumference of the rotary distributor sections at a symmetrical pitch of the rotary distributor phase angle, corresponding to the number of cylinders and the sequence of ignition.
  • a further development of the invention consists in placing the outlet opening and feed canal section closer to the rotary distributor cover.
  • Fig. 1 cross section of the three-cylinder engine equipped with a rotary distributor having control openings positioned on the circumference of the control element which has the form of a hollow shaft
  • Fig. 2 longitudinal section of the same engine
  • the cross sections are taken through the feed canal planes of individual cylinders
  • Fig. 6 an axial cross section through another distributor with control openings located on the front surface
  • Fig. 7 view of the front surface of the distributor of Fig.
  • Fig. 6 designed to co-operate with a three cylinder engine, and driven by 1:1 transmission
  • Fig. 8 - a longitudinal section of a three-cylinder engine controlled by a two-sectional distributor
  • Figs. 9 and 10 - sections through the exhaust gas charging section and the feed canal section, respectively.
  • a working space 8 is enclosed by the walls of the cylinder 1, the head 6, and the bottom of the piston 5.
  • the piston 5 is connected with the crankshaft 10 by means of a connecting rod 9.
  • the crankshaft 10 is supported on bearings in the crankcase 11.
  • the piston 5 uncovers the inlet 3 and exhaust 4 ports located in the wall of the cylinder 1. Air is sucked into the crank case 11 through a suction canal and a self-closing one-way plate valve 12.
  • the basic design of the two-stroke engine with precompression of charge in the crankcase, as described above, is supplemented with a device for preparing the combustible load.
  • the rotary distributor unit A is equipped with a sleeve-type control element 16 driven by 1:1 non-slip transmission 17 from the crankshaft 10.
  • the inner space of the control element 16 constitutes the feed chamber 13 which is periodically connected with the cylinder space 8 through the inlet 18 and outlet 19 openings, and the feed canal 14.
  • the nozzle of the fuel spraying unit 15, in this case - an injector with electromagnetic control, is built into the feed chamber 13.
  • the feed canal 14 ends at the wall of the cylinder 1, with the opening situated slightly above the upper edge of the outlet port 4 and directed towards a hole in the head 6 where the spark plug 7 is installed.
  • the operation of the feed chamber 13 is controlled on a geometric basis: the value of the central angle a between the inlet 18 and outlet 19 openings on the circumference of the control element 16 is slightly greater than the angle of rotation of the crankshaft 10 for the travel of the piston 5 between covering and uncovering of the feed canal 14.
  • the angle ⁇ equals 220°.
  • the feed chamber 13 connected with the cylinder space 8 for the second time in the same cycle - this time through the inlet opening 18.
  • Some portion of the exhaust gases flows into the feed chamber 13 which acts as a pressure accumulator and a generator of the fuel-exhaust gas mixture.
  • the position of the opening of the feed canal 14 on the wall of the cylinder 1 controls the timing of connecting the feed chamber 13 with the cylinder space 8.
  • the connecting operation must meet two opposing conditions, the introduction of the mixture must sufficiently precede the moment of ignition and the pressure in the feed chamber 13 must reach a sufficient value.
  • the rotary distributor A shown in Fig. 2 has one common feed chamber 13 for three cylinders.
  • the control element 16 has the form of a shaft with a machined concentric chamber at one end, closed by the cover 20 of the distributor body 21. In the cover 20, the fuel spraying device 15 is mounted.
  • the central angle ⁇ at which the inlet 18 and outlet 19 openings are spaced equals 240°. With three cylinders, the phase angle ⁇ representing the relative difference in the position of openings between the sections, must be 120°, in the direction opposite to the rotation of the crankshaft 10 and in accordance with the ignition sequence.
  • Fig. 2 shows the first and the second cylinders in this situation, connected by means of the canals 14.1 and 14.2.
  • Fig. 6 shows an advantageous design of the rotary distributor A.
  • the control element 16 takes in this design the form of a chamber supported by bearings in the distributor body 21; one end of the control element 16 is connected with the shaft of a non-slip transmission 17 by means of a dog clutch 23 movable along its axis.
  • a dog clutch 23 movable along its axis.
  • the inlet opening 18 and the outlet opening 19 are situated in a flat bottom of the control element 16, which is pressed against the cover 20 by means of a helical spring 24 incorporated in the clutch unit 23.
  • Fig. 7 shows the position of the control openings in the distributor of Fig. 6 in a three-cylinder engine with a non-slip 1:1 transmission 17. It is an obvious solution to use a reduction transmission to drive the distributor with the transmission ratio expressed by a natural number, with a resulting division of the phase angle ⁇ .
  • a three-cylinder engine as shown in Fig. 8 embodies a somewhat modified, relative to those described above, principle of preparing the mixture.
  • each cylinder is equipped with an exhaust gas charging canal 22.1, 22.2, and 22.3, respectively, ending with an opening in the cylinder wall, positioned above the upper edge of the exhaust port 4.
  • These canals run to the rotary distributor A separately to two control sections allocated to the functions of exhaust gas transfer and mixture feed, rather than to individual cylinders.
  • the exhaust gas flows through the feed chamber in one direction.
  • the section with the outlet opening 19 corresponding to the feed canals 14.1, 14.2, and 14.3, is situated closer to the distributor cover 20, which ensures the counter-current flow which intensifies evaporation and mixing of the sprayed fuel with the gas stream.
  • a processor-based control unit 26 which, based on signals coming from numerous sensors which scrutinize the engine operation, external conditions, the throttle position, determines the required setting of the fuel feed, controllable clutch and other controllable engine units.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Valve Device For Special Equipments (AREA)

Claims (6)

  1. Moteur deux temps à allumage par etincelle, à précompression de la charge d'air ou du mélange pauvre de gaz carburés dans le carter (11) et avec la distribution à orifices contrôlés par le piston, dans laquelle l'espace de travail (8) de chaque cylindre correspond à travers
    un canal d'alimentation (14) sorti sur la glace de cylindre (1) par un orifice situé entre le bord supérieur de la lumière d'échappement (4) et la position du bord du piston (5) au moment d'allumage,
    avec une chambre de réserve d'air (13) formée par l'espace intérieur du distributeur rotatif (A), fermée par un élément de commande rotatif (16) propulsé par la transmission à entraínement positif (17) de l'arbre vilebrequin (10) du moteur, et dont l'élément de commande rotatif (16) est muni de deux orifices de passage pour le cylindre: un d'entrée (18) et un de sortie (19), espacés sous un tel angle central (α) et accouplés par la transmission à entraínement positif (17) dans une telle position qu'au moment de rotation l'orifice d'entrée (18) s'interpose sur l'orifice du canal d'alimentation (14) dans le distributeur rotatif (A) au cours de travail du moteur cependant que ces interpositions ont lieu quand le piston se trouve au dessous de l'orifice du canal d'alimentation (14) sur la glace de cylindre (1),
    dans lequel le dispositif de diffusion du carburant (15) est aménagé dans la chambre de réserve d'air (13),
    caractérisé en ce que l'orifice de sortie (19) dans la phase de compression de la charge s'interpose sur l'orifice du canal d'alimentation (14), la chambre de réserve d'air (13) mentionnée est commune à tous les cylindres, les espaces de travail (8) des cylindres (1) communiquent avec la chambre de réserve d'air (13) mentionnée moyennant le canal (14.1, 14.2, 14.3) de chaque cylindre, et les orifices dans le distributeur rotatif (A) sont espacés dans le pas symétrique d'angle central (β) correspondant au nombre des cylindres (1) et selon l'ordre d'allumage.
  2. Le moteur, conformément à la revendication 1, caractérisé en ce que la chambre de réserve d'air (13) commune est formée par un élément de commande rotatif (16) sous forme de container palié rotatif dans le corps (21) du distributeur rotatif (A) et dont un fond est lié par l'embrayage (23) et le ressort de pression coaxial (24) au rouleau de la transmission à entraínement positif (17), l'autre fond - muni d'un orifice d'entrée (18) et d'un orifice de sortie (19) - s'appuyant frontalement contre le couvercle (20) du corps (21) qui contient l'orifice du canal d'alimentation (14) coopérant avec l'orifice d'entrée (18) et l'orifice de sortie (19), et dont l'axe de rotation du distributeur est munie d'un dispositif de diffusion du carburant (15) orienté vers l'orifice axial situé dans le fond de l'élément de commande (16).
  3. Le moteur, conformément à la revendication 1, caractérisé en ce que la transmission à entraínement positif (17) a un rapport de réduction de valeur du nombre naturel, et l'élément de commande (16) est muni des paires des orifices d'entrée (18) et de sortie (19) espacés conformément à la valeur du rapport.
  4. Le moteur, conformément à la revendication 1, caractérisé en ce que l'embrayage commandé angulaire (25) est incorporé dans la transmission à entraínement positif (17).
  5. Moteur deux temps à allumage par etincelle, à précompression de la charge d'air ou du mélange pauvre de gaz carburés dans le carter (11), avec la distribution à orifices contrôlés par le piston, dans laquelle l'espace de travail (8) de chaque cylindre correspond à travers
    un canal d'alimentation (14) et un canal de refoulement (22) sortis sur la glace de cylindre par des orifices situés entre le bord supérieur de la lumière d'échappement (4) et la position du bord du piston (5) au moment d'allumage,
    avec une chambre de réserve d'air (13) formée par l'espace intérieur du distributeur rotatif (A), fermée par un élément de commande rotatif (16) propulsé par la transmission à entraínement positif (17) de l'arbre vilebrequin (10) du moteur, et dont l'élément de commande rotatif (16) est muni de deux orifices de passage: un orifice d'entrée (18) et un orifice de sortie (19), espacés sous un tel angle central (α) et accouplés par la transmission à entraínement positif (17) dans une telle position qu'au moment de rotation de l'élément (16) l'orifice d'entrée (18) s'interpose sur l'orifice du canal de refoulement (22) dans le distributeur rotatif (A) au cours de travail du moteur et l'orifice de sortie (19) s'interpose sur l'orifice du canal d'alimentation (14) dans la phase de compression de la charge, cependant que ces interpositions ont lieu quand le piston (5) se trouve au dessous des orifices de du canal (14) sur la glace de cylindre,
    dans lequel le dispositif de diffusion du carburant (15) est aménagé dans la chambre de réserve d'air (13),
    caractérisé en ce que la chambre (13) est commune à tous les cylindres, les espaces de travail (8) des cylindres (1) forment une seule chambre de réserve d'air (13) commune, dont l'élément de commande (16) représente un arbre avec une cavité concentrique creusée frontalement et recouverte par le couvercle (20) du corps et avec le dispositif de diffusion du carburant (15) incorporé; le canal d'alimentation (14.1, 14.2, 14.3) et le canal de refoulement (22.1, 22.2, 22.3) de chaque cylindre sont amenés séparément des deux sections de commande du distributeur rotatif (A) réalisées en intervalle coaxiale sur la surface latérale de la paroi annulaire de l'arbre et qui sont munies d'un orifice d'entrée (18) sur la section du canal de refoulement (22) et d'un orifice de sortie (19) sur la section du canal d'alimentation (14); l'espacement des canaux de refoulement (22.1, 22.2, 22.3) et d'alimentation (14.1, 14.2, 14.3) - sur le circuit de la section - est réalisé avec le pas symétrique d'angle central (β) correspondant au nombre des cylindres (1) et selon l'ordre d'allumage.
  6. Le moteur, conformement à la revendication 5, caractérisé en ce que la section de l'orifice de sortie (19) et du canal d'alimentation (14) est situé plus près du couvercle (20) du distributeur rotatif (A).
EP95928040A 1994-08-16 1995-08-16 Moteur deux temps a allumage par etincelle Expired - Lifetime EP0776423B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
PL94304731A PL174629B1 (pl) 1994-08-16 1994-08-16 Dwusuwowy, wielocylindrowy silnik spalinowy z zapłonem iskrowym
PL30473194 1994-08-16
PCT/PL1995/000015 WO1996005426A1 (fr) 1994-08-16 1995-08-16 Moteur deux temps a allumage par etincelle

Publications (2)

Publication Number Publication Date
EP0776423A1 EP0776423A1 (fr) 1997-06-04
EP0776423B1 true EP0776423B1 (fr) 1998-11-04

Family

ID=20063085

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95928040A Expired - Lifetime EP0776423B1 (fr) 1994-08-16 1995-08-16 Moteur deux temps a allumage par etincelle

Country Status (7)

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EP (1) EP0776423B1 (fr)
AT (1) ATE173055T1 (fr)
CZ (1) CZ43197A3 (fr)
DE (1) DE69505831D1 (fr)
HU (1) HUT76953A (fr)
PL (1) PL174629B1 (fr)
WO (1) WO1996005426A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3778319B2 (ja) * 1997-05-24 2006-05-24 本田技研工業株式会社 ２サイクル内燃機関
DE102004016811A1 (de) * 2004-04-06 2005-10-27 Klaus Dipl.-Ing. Sander Verfahren für eine homogene Gemischbildung zur Kraftstoffverbrennung in Verbrennungskraftmaschinen

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4131090A (en) * 1973-11-09 1978-12-26 Stanislaw Jarnuszkiewicz Two-stroke, multicylinder, spark ignition, pumpless injection internal combustion engine
PL97947B3 (pl) * 1974-06-18 1978-03-30 Politechnika Krakowska Silnik spalinowy czterosuwowy wielocylindrowy z bezpompowym wtryskiem paliwa z zaplonem iskrowym
AU6276390A (en) * 1989-08-10 1991-03-11 Knitted Sleeve (Overseas) Ltd. Improved two stoke cycle spark ignition internal combustion engine
DD294540A5 (de) * 1990-05-17 1991-10-02 Th Zwickau,De Mischkammermotor

Also Published As

Publication number Publication date
DE69505831D1 (de) 1998-12-10
ATE173055T1 (de) 1998-11-15
PL174629B1 (pl) 1998-08-31
EP0776423A1 (fr) 1997-06-04
PL304731A1 (en) 1996-02-19
CZ43197A3 (en) 1997-09-17
WO1996005426A1 (fr) 1996-02-22
HUT76953A (hu) 1998-01-28

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