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
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
  • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
  • F01L9/16—Pneumatic means
• • 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
  • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
  • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
  • F02B33/04—Engines with reciprocating-piston pumps; Engines with crankcase pumps with simple crankcase pumps, i.e. with the rear face of a non-stepped working piston acting as sole pumping member in co-operation with the crankcase
• • 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
  • F02M67/02—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 compressed air, e.g. compressed in pumps
• • 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

Definitions

• the present invention relates to the field of two-stroke engines with controlled pneumatic injection.
• the present invention relates to the command and control of pneumatic fuel injection, in two-stroke single-cylinder or multi-cylinder engines.
• a conventional way of controlling pneumatic injection is to connect the valves to a camshaft.
• This purely mechanical solution is not very flexible to use since each cam requires a precise movement of a valve and moreover, the camshaft supporting several cams, it is a given general movement which is imposed from the outset of all the cams.
• This technology therefore generates a general command common to all the valves of the camshaft. Adjustment is difficult and a problem with one of the cams and / or the valves can have repercussions on all the other parts involved.
• More flexible control systems are known, based in particular on pressure variations between different chambers cooperating with the movement of the valve.
• French patents FR 2 656 653 and FR 2 656 656 describe two-stroke multi-cylinder engines in which the pneumatic fuel injection is carried out by means of pressure differences between different chambers.
• This prior art specifically relates to engines having several cylinders since the pressure differences are created thanks to the angular offset existing between the cycles of the different cylinders.
• the objective of the present invention is to simplify this technology and above all to be able to apply it to single-cylinder engines, which the above-mentioned prior art in no way allows.
• each cylinder operates, as far as its pneumatic injection is concerned, independently, autonomously, without particular connections between cylinders.
• a multi-cylinder engine according to the invention must therefore be considered as an engine having juxtaposed autonomous cylinders.
• the object of the invention is to use the different pressure variations inherent in the operation of a cylinder to actuate automatically a pneumatic fuel injection device in this cylinder.
• a control means mechanical such as a camshaft.
• the present invention relates to a two-stroke engine comprising at least:
• a cylinder in which a piston moves and one end of which communicates with a pump housing through which the engine crankshaft passes, - a pressurized capacity opening at one end into the combustion chamber of the cylinder, at least one valve ensuring intermittent sealing between the chamber and the capacity, - means intended to carburize the gas passing through said capacity,
• the engine according to the invention further comprises:
• the capacity opens at its other end into an opening in the pump housing, a means for controlling said opening being also provided.
• the motor according to the invention may further comprise means intended to intermittently seal said connecting means in order to delay the pressure drop in the connecting means, that is to say the opening of the valve.
• said intermittent sealing means may comprise a flange placed in the pump housing, linked in rotation to the crankshaft of the engine and comprising at least one peripheral recess.
• the engine may further comprise control means related to the closing of the valve.
• said control means comprise a means of connection between the other of said chambers and said pump housing, said means being arranged so that it is intermittently closed on the pump housing side, said means alternately making it possible to amplify the opening of the valve and to assist in its closing.
• connection means opens out through an opening in the lower part of the cylinder so as to be alternately covered and uncovered by the piston.
• the intermittent closure of the connection means is produced by a specific flange linked to the crankshaft.
• the engine may further comprise an elastic return element of the valve on its seat, which cooperates with said flexible membrane.
• the present invention relates to a method for controlling the opening of a fuel mixture injection valve in an engine as defined above, which consists in controlling the opening of said valve as soon as possible when the pressure P ⁇ in a connection between the chamber and the pump housing becomes lower than the pressure Ps in a capacity.
• FIG. 1 is a sectional view of an assisted valve that can operate according to the invention
• FIG. 2 is a simplified longitudinal section of a cylinder of a two-stroke engine according to an embodiment of the invention
• FIG. 3 is a diagram showing the different control pressures of a valve according to a first embodiment of the invention, as a function of the angle of rotation of the crankshaft;
• FIG. 4 is a diagram showing the different control pressures of a valve according to another mode of operation of the invention, as a function of the angle of rotation of the crankshaft;
• FIG. 5 is a simplified longitudinal section of a cylinder of a two-stroke engine according to yet another embodiment of the invention.
• FIG. 6 is a diagram showing the different control pressures of a valve in an engine according to Figure 5, depending on the angle of rotation of the crankshaft.
• FIG. 1 shows a device for controlling injection into a cylinder of a two-stroke engine, generally designated by the reference 82.
• Such an injection device of the assisted automatic valve type can in particular be associated with each of the cylinders of a two-stroke engine as shown in FIGS. 2 and 4.
• the device d 'assisted automatic valve injection 82 is fixed to the cylinder head of the engine at the level of the corresponding cylinder.
• the injection device 82 includes a fuel supply air (or gas) channel 84 machined in the cylinder head 83 and opening, through an opening 85, into the interior volume of the cylinder.
• the channel 84 is connected to a pipe 87 into which the end of a metering and / or fuel injection means 88 opens.
• the valve 86 for closing the end of the channel 84 opening into the cylinder has a head that comes to bear, in the valve closed position as shown in FIG. 1, in the opening 85 constituting a valve seat.
• the stem (not referenced) of the valve 86 is connected at its other end to a flexible membrane 89 fixed along its entire periphery and sealingly, between two parts of the wall of a casing 90 of the injection means 82.
• the casing 90 consists of an upper hollow half-casing 90a and a lower half-casing 90b connected together and at the periphery of the membrane 89 by means of external flanges constituting assembly flanges of the casing 90.
• the upper part 90a of the casing 90 has a pipe 91 opening into its internal volume and the lower part 90b of the casing 90 which is tightly fixed on the cylinder head 83 above the opening 85 of the channel 84 has a duct 92 opening in its interior volume.
• a return spring 93 is preferably interposed between the flexible membrane 89 or the end of the valve stem 86 and the upper surface of the cylinder head 83.
• An assisted control valve injection device as shown in FIG. 1 is known from the prior art and makes it possible to ensure the opening and closing control of the valve determining the start and the end of the injection. in the cylinder, by adjusting the differential pressure between the chambers 95a and 95b delimited in the casing 90 by the membrane 89.
• the pipes 91 and 92 can be connected to pressure-regulated gas supply devices making it possible to ensure the opening or closing of the valve 86 by differential pressure in the chambers 95a and 95b as well as by differential pressure between chamber 84 and the cylinder.
• Figure 2 shows an embodiment of the invention according to which the injection device 82 is part of an engine including a cylinder 1 1 1 is shown in longitudinal section.
• the cylinder 1 1 1 comprises a combustion chamber 1 13 in which a piston 1 12 moves, communicating at its lower part with a pump casing 115.
• the pump housing 1 15 comprises, conventionally, an air intake nozzle 1 19 on which a valve 120 is placed.
• the fresh air introduced into the casing 1 15 and compressed by the piston 1 12 is injected into the combustion chamber 1 13 of the cylinder 1 11, by means of transfer conduits such as 121 opening into the cylinder chamber through openings 122.
• the burnt gases are evacuated from the chamber 1 13 by a pipe 123.
• the conduit 87 is pressurized either by an external source or by the fact that this conduit opens at its end 127 opposite to that which opens into the injection device 82, directly into the pump housing 1 15.
• the opening 127 is preferably controlled by a non-return valve or any other means capable of closing this opening as soon as the pressure in the pump housing 1 becomes less than the pressure in the conduit 87 which is therefore used as a capacity for pressure storage.
• the pipe 92 which communicates by one of its ends with the chamber 95b of the injection device 82, opens according to the invention into the pump housing 1 15 by its other end. Therefore, the pressure P ⁇ in the chamber 95b follows the pressure variations in the pump housing 1 15 of the cylinder 1 1 1.
• the pressure PA in chamber 95a can be atmospheric pressure or another rather constant pressure.
• the cylinder pressure PI is always greater than the pressure Ps in the capacity 87.
• the valve 86 therefore does not open.
• valve 86 should open if the engine was not in accordance with the invention. This would therefore involve opening the valve and starting injection as soon as the transfers open, that is to say very early in the cycle.
• the presence of the pipe 92 according to the invention allows the chamber 95b to remain at a pressure P ⁇ greater than the pressure PS for another approximately 30 ° crankshaft.
• the opening of the valve 86 will be delayed at least until the time when the casing pressure P ⁇ becomes lower than the capacity pressure PS -
• the injection I therefore begins, according to this configuration and under the operating conditions of the engine of FIG. 3, towards
• the invention therefore makes it possible to significantly delay the start of the injection of fuel mixture, in a simple and reliable manner.
• the operation of the engine is improved since said delay makes it possible to limit the unburnt fuel directly discharged to the exhaust.
• FIG 2 further appears a flange 1 16 linked to the crankshaft.
• This element which is not necessarily present in the pump housing 1 15, however, makes it possible to obtain the following additional characteristic: a selective closure of the connection 92.
• the flange 1 16 is cut at the periphery so that only a given angular sector closes the orifice 92a of the connection 92, therefore during a certain angular range given to a motor cycle.
• the pressure P ⁇ in the conduit 92 and the chamber 95b is stored at a given value taken before the pressure drop in the pump housing, that is to say taken for example at the time opening of OT transfers.
• the flange 116 here makes it possible to close the orifice 92a until the desired moment to trigger the opening of the valve, that is to say for example up to the PMB according to FIG. 4. Selective sealing of the conduit 92 allows therefore store the casing pressure P ⁇ for a period of time determined by the value of the angular sector of the flange 1 16.
• the delay in opening the valve is greater here than in the previous case since the opening begins around 180 ° crankshaft, while in the previous case
• this opening was around 165 crankshaft; it should be recalled that without the invention the valve is opened when the pressure in the cylinder becomes lower than the pressure in the conduit 87, that is to say in the case envisaged, around 130 ° crankshaft.
• the flange 1 16 allows better control of the opening of the valve 86 since, as it appears in particular in FIG. 4, the opening of the conduit 92 being frank, the pressure drop is just as much so that the opening is also better controlled since it no longer depends on the decrease in the pressure in the pump housing, a decrease which is not always as rapid depending on the load conditions and engine speed, According to this embodiment of the invention, the opening of the valve simply depends on the opening of the conduit 92 by the flange 1 16.
• Another improvement of the present invention can consist in communicating, intermittently, the chamber 95a with the pump housing 1 15.
• such an embodiment of the invention makes it possible in particular to obtain faster opening by amplifying the movement of the valve, as well as '' an improvement in the closing of the valve.
• a certain inertia of the automatic valve has sometimes been observed, which slows down its opening.
• FIG. 5 shows an embodiment similar to the previous ones but according to which the motor further comprises a connection 91 between the chamber 95a and the pump housing 1 15.
• the connection 91 opens out through a light 91a located in the part lower of the cylinder, just above the pump housing.
• the connection 91 is put in communication with the pump casing when the piston 1 12 passes above said light 9 1 a, that is to say intermittently.
• connection 91 which is therefore controlled by the piston skirt can be closed from the opening of the transfer lights 122 until the closing of these same lights, that is to say symmetrically with respect to the bottom dead center .
• another phasing can be obtained, for example an opening and a closing which are not symmetrical with respect to the bottom dead center, thanks to a flange linked to the crankshaft. This flange may or may not be the same as that which controls the connection 92.
• FIG. 6 illustrates the operation of this embodiment of the invention.
• the valve 86 is then held in its seat by the difference between the pressure PI in cylinder 1 13 and pressure Ps in capacity 87, possibly assisted by a return spring.
• the light 92a can optionally be closed simultaneously by the flange 116 as shown in Figure 6, but this is not mandatory.
• the start of the valve opening control is located as soon as the pressure P ⁇ becomes lower than the pressure Ps in the capacity.
• the pressure drop P ⁇ can occur either naturally, that is to say without the flange 1 16, or at the opening of the light 92a by the flange 1 16.
• the pressure PA which becomes higher than the pressure P ⁇ makes it possible to amplify the force necessary for the opening of the valve by means of an adequate ratio between the surface of the membrane 89 and that of the valve 86.
• the opening of the valve 86 is therefore faster and its amplitude can also be increased thanks to this effect.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Fuel-Injection Apparatus (AREA)
• Reciprocating Pumps (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Details Of Reciprocating Pumps (AREA)

Applications Claiming Priority (3)

Publications (2)

Family

ID=9466800

Family Applications (1)

Country Status (11)

Families Citing this family (12)

Family Cites Families (10)

• 1994
  • 1994-09-09 FR FR9410782A patent/FR2724415B1/fr not_active Expired - Fee Related
• 1995
  • 1995-06-28 KR KR1019970701496A patent/KR970705706A/ko active IP Right Grant
  • 1995-06-28 JP JP8509241A patent/JPH10505147A/ja not_active Ceased
  • 1995-06-28 US US08/793,847 patent/US5809949A/en not_active Expired - Fee Related
  • 1995-06-28 EP EP95924382A patent/EP0786045B1/de not_active Expired - Lifetime
  • 1995-06-28 CN CN95194978A patent/CN1073199C/zh not_active Expired - Fee Related
  • 1995-06-28 AT AT95924382T patent/ATE190381T1/de not_active IP Right Cessation
  • 1995-06-28 WO PCT/FR1995/000866 patent/WO1996007817A1/fr active IP Right Grant
  • 1995-06-28 DE DE69515499T patent/DE69515499T2/de not_active Expired - Fee Related
  • 1995-09-06 TW TW084109309A patent/TW347437B/zh active
• 1997
  • 1997-03-06 AU AU15113/97A patent/AU704865B2/en not_active Ceased

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events