EP0786046B1 - Pneumatisch kontrollierte luft/kraftstoffeinspritzung in einem zweitaktmotor - Google Patents

Pneumatisch kontrollierte luft/kraftstoffeinspritzung in einem zweitaktmotor Download PDF

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Publication number
EP0786046B1
EP0786046B1 EP95934178A EP95934178A EP0786046B1 EP 0786046 B1 EP0786046 B1 EP 0786046B1 EP 95934178 A EP95934178 A EP 95934178A EP 95934178 A EP95934178 A EP 95934178A EP 0786046 B1 EP0786046 B1 EP 0786046B1
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EP
European Patent Office
Prior art keywords
engine
crankcase
pipe
capacity
combustion chamber
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
EP95934178A
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English (en)
French (fr)
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EP0786046A1 (de
Inventor
Pierre Duret
Thierry Colliou
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IFP Energies Nouvelles IFPEN
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IFP Energies Nouvelles IFPEN
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Publication of EP0786046A1 publication Critical patent/EP0786046A1/de
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Publication of EP0786046B1 publication Critical patent/EP0786046B1/de
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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M71/00—Combinations of carburettors and low-pressure fuel-injection apparatus
    • F02M71/02—Combinations of carburettors and low-pressure fuel-injection apparatus with fuel-air mixture being produced by the carburettor and being compressed by a pump for subsequent injection into main 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/20—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18
    • F02B25/22—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18 by forming air cushion between charge and combustion residues
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • 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
    • 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
    • F02B33/28—Component parts, details or accessories of crankcase pumps, not provided for in, or of interest apart from, subgroups F02B33/02 - F02B33/26
    • F02B33/30—Control of inlet or outlet ports
    • 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
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • 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
    • 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 two-stroke engines with pneumatic fuel injection.
  • the fuel is dosed in upstream of its injection point.
  • stratified charge i.e. having two separate supplies one in air, the other in air and fuel mixture.
  • the power supplies are at the level of the pump housing.
  • stratified charge because we try to avoid the mixing between the two charges: that of air and that of mixing carbide.
  • the fuel mixture charge is generally introduced into the combustion chamber at a point distant from the exhaust, through a light discovered by the piston, in a preferred direction towards the spark plug by example. The air charge is thus interposed between the exhaust and the fuel mixture charge to prevent the latter reaches the exhaust before being completely burnt.
  • the present invention notably provides a solution to this problem.
  • the invention is based on a technology using simple means, proven for a long time so that its reliability and cost are very advantageous.
  • the present invention provides a simple solution that does not require high pressure injector, but preferring for example a carburetor conventional associated with a low pressure intake.
  • the present invention relates to a two-stroke engine with pneumatic fuel injection
  • a two-stroke engine with pneumatic fuel injection comprising at least one cylinder in which moves a piston delimiting a combustion chamber and a pump housing located in the extension of the combustion chamber and separated from the latter by said piston, at least one main air intake in the pump housing can be fitted with a non-return device, a pneumatic fuel injection device comprising means specific control of the opening and closing of a system for introducing the fuel mixture into the combustion chamber, a capacity connected to the introduction system and containing said fuel mixture under pressure.
  • the engine further comprises means specifically intended to aspirate and then introduce said fuel mixture under pressure in said capacity.
  • the suction means comprises a conduit secondary air intake into which a carburetor opens and equipped a first non-return device placed downstream of the carburetor.
  • said secondary air intake duct opens downstream of the non-return device in at least one connecting duct said capacity and said pump housing, a second non-return device being provided between the capacity and the conduit.
  • the engine according to the invention further includes at least one transfer conduit for transferring non-fuel gas from the pump housing to the combustion chamber.
  • the secondary air intake duct opens in the connecting pipe near said capacity.
  • said connecting conduit opens out through its opposite end to that leading into the capacity, either directly in the pump housing either in a cylinder lumen cooperating in certain periods of the operating cycle with a piston light.
  • the dimensioning of the duct secondary air intake is such that the volume of fuel mixture sucked remains less than the volume of the connecting duct to avoid in particular the delivery of fuel mixture to the pump housing.
  • the volume of the bond is greater than the volume occupied by the aspirated fuel mixture required for each engine revolution.
  • the engine according to the present invention may include a means for introducing lubricant simultaneously with intake main air.
  • the conduit of connection can be equipped with a flexible separation membrane whose displacements depend on the pressure in the crankcase.
  • the invention relates, for example, to a multi-cylinder engine such as as defined above and comprising a single conduit secondary air intake, single carburetor, said duct supplying several conduits each cooperating with a cylinder.
  • the two-stroke engine shown in Figures 1 to 3 comprises in known manner at least one cylinder 1 in which is moves a piston 2 delimiting a combustion chamber 14 above and a pump housing 5 below.
  • the piston is connected by an articulated connecting rod 3 to the crankshaft 4 of the engine.
  • a light 7 or air inlet nozzle associated with a valve 6 non-return allows the entry of atmospheric air when the pump housing 5 is under vacuum, i.e. when the piston 2 moves upwards as indicated by the arrow on the Figures 1 to 3.
  • One or more transfer conduits 8 connect the pump housing 5 and the combustion chamber 14 and transfer the gas non-fuel (air) from the pump housing to the chamber combustion 14 via transfer lights 9.
  • One or several exhaust lights 10 preferably placed in front of the transfer lights 9, allow the burnt gases escape from the combustion chamber through the exhaust manifold (s) 11.
  • a spark plug 13 placed at the level of the cylinder head allows to initiate and maintain combustion.
  • an injection set fuel tire comprising a valve 20 which closes off intermittently an orifice 12 for admitting the mixture carbide.
  • the movement of the valve 20 can be controlled provided by a cam 21 associated with a return spring 22, such as shown in Figures 1 to 3. Any other means such as pneumatic, hydraulic, magnetic ... can be used without departing from the scope of the invention.
  • the valve can be replaced by a rotary valve.
  • the capacity 15 also communicates with a means 30-34 intended to aspirate then to introduce the fuel mixture in capacity 15.
  • the suction means comprises a duct 34 for secondary air intake to be fueled, in which opens a conventional carburetor 30, said conduit 34 being fitted with a non-return device 31 placed downstream of the fuel 30 and which connects the conduit 34 and one or more conduit (s) 33.
  • the conduit (s) 33 also opens out in the pump housing 5 via a light 33b.
  • an opening 33a equipped with a non-return valve 32 relates the conduit 33 to the capacity 15.
  • this assembly is as follows: air secondary used to power capacity 15 is first sucked in through the secondary air intake duct 34 for a engine intake phase. This air passes to the level of the carburetor 30 which delivers a very rich mixture, then through of the non-return device 31. The fuel mixture is thus admitted in conduit 33.
  • the length and / or volume of the conduit 33 are calculated from so that the fuel mixture does not have the possibility reach the pump housing 5 when the compression of the pump housing begins (start of piston descent). Then the piston, in its descent, compresses the pump housing and the mixture fuel present in line 33. This fuel mixture is then transferred to capacity 15 via non-return valves 32.
  • volume transferred from conduit 33 to the capacity 15 is greater than or equal to the volume transferred from secondary intake 34 to conduit 33, so that fuel does not reach the pump housing and does not risk mixing with air admitted to the pump housing through the main intake 7 and which will be used for scanning via the conduits 8 and openings 9 transfer.
  • the engine according to the invention can operate with a conventional carburetor (except that it is calibrated for give a very rich mixture) used under conditions normal intake and pressure.
  • conduit 33 will be such that it will avoid as much as possible the mixing between the part carburetted sucked into line 33 and that of air alone present initially in conduit 33. This can be obtained by example with a rather long conduit 33 and of constant section.
  • Figure 2 shows another embodiment of the invention which additionally comprises a flexible membrane separation 35 placed in the conduit 33 and whose displacements (translation along the axis of conduit 33) are linked pressure variations in the pump housing 5.
  • the membrane 35 descends, it is drawn towards the casing 5. If we consider that the membrane 35 separates the conduit 33 into a smaller volume 33d connected to the pump housing 5 and in a higher volume 33c in connection with capacity 15 then in this case (admission into the housing) there is a decrease in volume 33d and an increase in volume 33c.
  • the fuel mixture is therefore materially prevented from reaching the pump housing 5.
  • the membrane 35 allows perform the characteristic function of the invention, namely suction then introduction of fuel mixture under pressure in capacity 15, but moreover there is here impossibility mixing material between air (or more generally gas) non-fuel from pump housing 5 and the fuel mixture. So we have the guarantee of not having fuel (even in the form of traces) in the crankcase 5, fuel which could participate in the sweep the cylinder and thus reach the exhaust, without being burned.
  • conduit 33 it is no longer necessary to maintain a certain volume or a certain length (the function of which was to avoid mixing between the gas fuel and air) of conduit 33.
  • the volume of the conduit 33 will even be as weak as possible.
  • the membrane 35 could be placed directly on the periphery of the pump housing.
  • Figure 3 shows an embodiment which differs from that of FIG. 1 by the stitching point of the duct 33 on the side pump housing 5.
  • the conduit 33 is no longer directly connected to the pump housing 5, but this connection with the pump housing is made via an orifice 33e placed in the lower part of the cylinder and closed so intermittent by the piston 2.
  • the orifice 33e is closed in the vicinity of the transfer opening up to near the closure of transfers. So the pressure in the conduit 33 oscillates between the minimum pressure of the casing (at near top dead center) and the pressure when opening transfers (OT).
  • the advantage of this embodiment of the invention is that we could observe that the pressure difference between crankcase pressure at OT and minimum crankcase pressure was proportional to the engine load. So the fuel mixture pumped by the device according to the invention can be proportional to the motor load, which facilitates regulation fuel flow by a simple carburetor type system.
  • each cylinder can be fitted with its own fuel system according to the invention, but another solution may consist in use as shown in figure 4 a single carburetor for all of the cylinders.

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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)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Claims (8)

  1. Zweitaktmotor mit pneumatischer Einspritzung von Kraftstoff, wenigstens einen Zylinder (1), in dem sich ein Kolben (2) bewegt, umfassend, der eine Brennkammer (14) begrenzt sowie eine Gehäuse-Pumpe (5), die in der Verlängerung der Brennkammer angeordnet und von dieser durch diesen Kolben (2) getrennt ist, wenigstens ein Hauptlufteinlaß (7) in die Gehäuse-Pumpe, der mit einer ersten Rückschlageinrichtung (6) ausgestattet sein kann, eine Vorrichtung zum Einführen vergasten Gemisches unter Druck, ein spezifisches Mittel (20) zur Regelung von öffnen und Schließen einer Einführungsöffnung (12) für das vergaste Gemisch in die Brennkammer (14) umfassend, ein mit der Einführungsöffnung (12) verbundener Raum (15), der dieses vergaste Gemisch unter Druck enthält und im übrigen ein Mittel (30-34) umfaßt, das spezifisch dazu bestimmt ist, dieses vergaste Gemisch unter Druck anzusaugen und in diesen Raum (15) einzuführen, wobei dieses Saugmittel eine Leitung (34) zum Einlaß von Sekundärluft, in welche ein Vergaser (30) mündet, umfaßt, und mit einer Rückschlageinrichtung (31), die hinter dem Vergaser (30) angeordnet ist, ausgestattet ist, dadurch gekennzeichnet, daß diese Sekundärlufteinlaßleitung (34) hinter der Rückschlageinrichtung (31) in wenigstens eine Leitung (33) mündet, die diesen Raum und diese Gehäuse-Pumpe verbindet, wobei eine zweite Rückschlageinrichtung (32) zwischen dem Raum (15) und der Leitung (33) vorgesehen ist, und daß er im übrigen wenigstens eine Überführungsleitung (8) umfaßt, die dazu bestimmt ist, nicht-beaufschlagtes Gas aus der Gehäuse-Pumpe zur Brennkammer (14) zu überführen.
  2. Motor nach Anspruch 1, dadurch gekennzeichnet, daß die Sekundärlufteinlaßleitung (34) in die Verbindungsleitung (33) benachbart diesem Raum (15) mündet.
  3. Motor nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß diese Verbindungsleitung (33) mit ihrem Ende, das dem (33) gegenüberliegt, welches in den Raum (15) mündet, entweder direkt in die Gehäusepumpe (5) (über einen Schlitz (33b) oder in einen Schlitz (33c) des Zylinders mündet, der in gewissen Perioden des Arbeitszyklus mit einer öffnung (33e) des Kolbens (2) zusammenwirkt.
  4. Motor nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Dimensionierung der Sekundärlufteinlaßleitung (34) derart ist, daß das vergaste angesaugte Gemisch kleiner als das Volumen der Verbindungsleitung (33) bleibt, um insbesondere das Zurückdrücken des vergasten Gemisches bis in die Gehäuse-Pumpe zu vermeiden.
  5. Motor nach Anspruch 4, dadurch gekennzeichnet, daß das Volumen der Verbindungsleitung (33) größer als das Volumen ist, das vom notwendigen angesaugten vergasten Gemisch für jede Motorumdrehung eingenommen wird.
  6. Motor nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß er im übrigen ein Mittel umfaßt, das dazu bestimmt ist, Schmiermittel gleichzeitig mit der Hauptlufteinführung (7) einzuführen.
  7. Motor nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Verbindungsleitung (33) mit einer nachgiebigen Trennmembran (35) ausgestattet ist, deren Bewegungen bzw. Verschiebungen vom Druck in der Gehäuse-Pumpe (5) abhängen.
  8. Mehrzylindermotor nach einem der vorhergehenden Ansprüche, umfassend eine einzige Leitung (34) zur Zufuhr von Sekundärluft, sowie einen einzigen Vergaser (30), wobei die Leitung (34) mehrere Leitungen (133A, 133B, 133C), die je mit einem Zylinder (1) zusammenwirken, speist.
EP95934178A 1994-10-11 1995-10-06 Pneumatisch kontrollierte luft/kraftstoffeinspritzung in einem zweitaktmotor Expired - Lifetime EP0786046B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9412196A FR2725475B1 (fr) 1994-10-11 1994-10-11 Moteur deux temps a injection pneumatique de melange carbure
FR9412196 1994-10-11
PCT/FR1995/001303 WO1996011333A1 (fr) 1994-10-11 1995-10-06 Moteur deux temps a injection pneumatique de melange carbure

Publications (2)

Publication Number Publication Date
EP0786046A1 EP0786046A1 (de) 1997-07-30
EP0786046B1 true EP0786046B1 (de) 1999-04-07

Family

ID=9467805

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95934178A Expired - Lifetime EP0786046B1 (de) 1994-10-11 1995-10-06 Pneumatisch kontrollierte luft/kraftstoffeinspritzung in einem zweitaktmotor

Country Status (9)

Country Link
US (1) US5775274A (de)
EP (1) EP0786046B1 (de)
JP (1) JPH10506976A (de)
CN (1) CN1070259C (de)
AT (1) ATE178695T1 (de)
DE (1) DE69508953T2 (de)
FR (1) FR2725475B1 (de)
TW (1) TW275658B (de)
WO (1) WO1996011333A1 (de)

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JP3024072B2 (ja) * 1996-10-17 2000-03-21 財団法人石油産業活性化センター 層状掃気２サイクルエンジン
US6298811B1 (en) * 1998-09-29 2001-10-09 Komatsu Zenoah Co. Stratified scavenging two-cycle engine
DE19922217A1 (de) * 1999-05-14 2000-11-23 Andreas Mozzi Abgasarmer Verbrennungsmotor
AUPQ275299A0 (en) * 1999-09-10 1999-10-07 Orbital Engine Company (Australia) Proprietary Limited Compressor inlet system
DE10009621A1 (de) * 2000-03-01 2001-09-06 Stihl Maschf Andreas Zweiaktmotor mit Ladungsschichtung
US7270110B2 (en) * 2000-04-24 2007-09-18 Frank Keoppel Four stroke internal combustion engine with inlet air compression chamber
JP2002004865A (ja) * 2000-06-23 2002-01-09 Fuji Heavy Ind Ltd ２サイクルエンジン
CA2354200A1 (fr) * 2001-07-09 2003-01-09 Normand Beaudoin Moteur energetique a injection retroactive
US6889636B2 (en) * 2003-09-03 2005-05-10 David S. W. Yang Two-cycle engine
EP1774150B1 (de) * 2004-07-16 2014-11-05 Husqvarna AB Zweitakt-verbrennungsmotor mit kurbelgehäusespülung und zusätzlicher luftversorgung
DE102011083904A1 (de) * 2011-09-30 2013-04-04 Robert Bosch Gmbh Verbrennungsanordnung mit einer Brennkraftmaschine und einem Abgaskanal sowie Verfahren zur Abgasnachbehandlung einer Brennkraftmaschine
CN103104368A (zh) * 2012-01-18 2013-05-15 摩尔动力(北京)技术股份有限公司 防泄漏热气机
CN103256112A (zh) * 2012-02-15 2013-08-21 蔡兴民 一种二冲程发动机顶置气阀扫气结构
CN102606283A (zh) * 2012-03-30 2012-07-25 常熟市赵市水磨粉厂 悬浮活塞气缸机构
CN104061058A (zh) * 2014-06-05 2014-09-24 李群 一种预混合压燃内燃机及其运行方法

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Publication number Priority date Publication date Assignee Title
US4258670A (en) * 1977-10-21 1981-03-31 Georges Thery Method for feeding a combustion chamber of a two-stroke engine of the controlled ignition type and engine applying said method

Also Published As

Publication number Publication date
DE69508953D1 (de) 1999-05-12
FR2725475A1 (fr) 1996-04-12
JPH10506976A (ja) 1998-07-07
CN1160433A (zh) 1997-09-24
CN1070259C (zh) 2001-08-29
US5775274A (en) 1998-07-07
ATE178695T1 (de) 1999-04-15
TW275658B (de) 1996-05-11
WO1996011333A1 (fr) 1996-04-18
DE69508953T2 (de) 1999-08-05
FR2725475B1 (fr) 1996-12-20
EP0786046A1 (de) 1997-07-30

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