EP0786046B1 - Pneumatically-controlled air-fuel mixture injection in a two-stroke engine - Google Patents
Pneumatically-controlled air-fuel mixture injection in a two-stroke engine Download PDFInfo
- 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
- Authority
- 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
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 49
- 239000000203 mixture Substances 0.000 title claims abstract description 38
- 238000002347 injection Methods 0.000 title claims abstract description 14
- 239000007924 injection Substances 0.000 title claims abstract description 14
- 238000002485 combustion reaction Methods 0.000 claims abstract description 21
- 239000012528 membrane Substances 0.000 claims description 8
- 239000000314 lubricant Substances 0.000 claims description 2
- 230000006698 induction Effects 0.000 claims 1
- 239000007789 gas Substances 0.000 description 6
- 238000000926 separation method Methods 0.000 description 3
- 239000000243 solution Substances 0.000 description 3
- 238000011144 upstream manufacturing Methods 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 229940082150 encore Drugs 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000002737 fuel gas Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000005507 spraying Methods 0.000 description 1
Images
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.
Landscapes
- 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)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
Description
La présente invention concerne les moteurs deux temps à injection pneumatique de carburant.The present invention relates to two-stroke engines with pneumatic fuel injection.
Dans ce type de moteurs tels que décrits par exemple dans
le brevet français FR 2 656 653, du carburant est introduit par
un moyen de dosage placé en amont du point où il va être
pulvérisé par un gaz comprimé, la pulvérisation encore appelée
injection pneumatique étant réalisée directement dans la
chambre de combustion. Par ailleurs un balayage du cylindre est
réalisé, indépendamment de l'injection pneumatique avec de l'air
et/ou des gaz brûlés résiduels.In this type of engine as described for example in
Ainsi selon cet art antérieur, le carburant est dosé en amont de son point d'injection.Thus according to this prior art, the fuel is dosed in upstream of its injection point.
De plus il doit être introduit sous pression par un moyen d'injection approprié, ce qui représente une fonction et donc un coût supplémentaire.In addition, it must be introduced under pressure by a means of appropriate injection, which represents a function and therefore a additional cost.
On connait par ailleurs les moteurs deux temps dits à charge stratifiée c'est-à-dire ayant deux alimentations séparées l'une en air, l'autre en mélange air et carburant. Selon le document US 4 253 433 les alimentations se situent au niveau du carter-pompe. On emploie pour ces moteurs l'expression qualificative "charge stratifiée" car on cherche à y éviter le mélange entre les deux charges : celle d'air et celle de mélange carburé. La charge de mélange carburé est généralement introduite dans la chambre de combustion en un point éloigné de l'échappement, à travers une lumière découverte par le piston, dans une direction préférentielle vers la bougie d'allumage par exemple. La charge en air est ainsi interposée entre l'échappement et la charge de mélange carburé afin d'éviter que cette dernière atteigne l'échappement avant d'avoir été entièrement brûlée.We also know the two-stroke engines known as stratified charge, i.e. having two separate supplies one in air, the other in air and fuel mixture. According to document US 4 253 433 the power supplies are at the level of the pump housing. We use for these engines the expression qualifier "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.
Malheureusement l'expérience montre que des rejets d'imbrûlés à l'échappement sont encore souvent présents dans ce type de moteurs. En fait selon le document précité, la charge carburée est introduite assez tôt dans le cycle, en même temps que la charge en air de sorte que malgré toutes les précautions prises, il y a mélange des deux charges et du carburant imbrûlé atteint de ce fait l'échappement.Unfortunately experience shows that releases exhaust unburned are still often present in this type of motors. In fact according to the aforementioned document, the fuel charge is introduced fairly early in the cycle, along with the air charge of so that despite all the precautions taken, there is a mixture of the two charges and unburnt fuel thereby reaches the exhaust.
On connaít encore le brevet US 4 258 670 qui décrit un moteur selon le préambule de la revendication 1.We also know US Patent 4,258,670 which describes an engine according to the preamble of claim 1.
Les normes anti-pollution devenant de plus en plus sévères notamment dans les pays industrialisés, il est impératif de concevoir des moteurs deux temps dits "propres" c'est-à-dire sans rejet de carburant imbrûlé et sans pollution par les hydrocarbures.Anti-pollution standards becoming more and more stringent especially in industrialized countries, it is imperative to design two-stroke engines called "clean" that is to say without fuel rejection unburnt and without oil pollution.
La présente invention propose notamment une solution à ce problème.The present invention notably provides a solution to this problem.
Par ailleurs l'invention repose sur une technologie utilisant des moyens simples, éprouvés depuis longtemps de sorte que sa fiabilité et son coût sont très avantageux.Furthermore, the invention is based on a technology using simple means, proven for a long time so that its reliability and cost are very advantageous.
En outre, comme il a déjà été relevé ci-avant, un inconvénient lié aux moteurs à injection pneumatique est qu'ils nécessitent une injection de carburant sous pression.In addition, as already noted above, a drawback related to the pneumatic injection engines is that they require an injection of fuel under pressure.
La présente invention propose une solution simple ne nécessitant pas d'injecteur à haute pression, mais préférant par exemple un carburateur conventionnel associé à une admission à basse pression.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.
Ainsi, la présente invention a pour objet un moteur deux temps à injection pneumatique de carburant comprenant au moins un cylindre dans lequel se déplace un piston délimitant une chambre de combustion et un carter-pompe situé dans le prolongement de la chambre de combustion et séparé de celle-ci par ledit piston, au moins une admission principale d'air dans le carter-pompe pouvant être équipée d'un dispositif anti-retour, un dispositif d'injection pneumatique de carburant comportant un moyen spécifique de contrôle de l'ouverture et de fermeture d'un système d'introduction du mélange carburé dans la chambre de combustion, une capacité reliée au système d'introduction et contenant ledit mélange carburé sous pression.Thus, the present invention relates to 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.
Selon l'invention le moteur comprend en outre un moyen spécifiquement destiné à aspirer puis à introduire ledit mélange carburé sous pression dans ladite capacité. According to the invention, the engine further comprises means specifically intended to aspirate and then introduce said fuel mixture under pressure in said capacity.
Plus précisément, le moyen d'aspiration comprend un conduit d'admission d'air secondaire dans lequel débouche un carburateur et équipé d'un premier dispositif anti-retour placé en aval du carburateur.More specifically, 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.
Conformément à l'invention, ledit conduit d'admission d'air secondaire débouche en aval du dispositif anti-retour dans au moins un conduit reliant ladite capacité et ledit carter-pompe, un second dispositif anti-retour étant prévu entre la capacité et le conduit. Par ailleurs le moteur selon l'invention comprend en outre au moins un conduit de transfert destiné à transférer du gaz non carburé du carter-pompe vers la chambre de combustion.According to the invention, 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. Furthermore, 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.
Préférentiellement, le conduit d'admission d'air secondaire débouche dans le conduit de liaison à proximité de ladite capacité.Preferably, the secondary air intake duct opens in the connecting pipe near said capacity.
Avantageusement, ledit conduit de liaison débouche par son extrémité opposée à celle débouchant dans la capacité, soit directement dans le carter-pompe soit dans une lumière du cylindre coopérant à certaines périodes du cycle de fonctionnement avec une lumière du piston.Advantageously, 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.
Selon l'une de ses caractéristiques, le dimensionnement du conduit d'admission d'air secondaire est tel que le volume de mélange carburé aspiré reste inférieur au volume du conduit de liaison afin d'éviter notamment le refoulement de mélange carburé jusque dans le carter-pompe.According to one of its characteristics, 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.
Selon une autre de ses caractéristiques, le volume du conduit de liaison est supérieur au volume occupé par le mélange carburé aspiré nécessaire pour chaque tour-moteur.According to another of its characteristics, the volume of the bond is greater than the volume occupied by the aspirated fuel mixture required for each engine revolution.
En outre, le moteur selon la présente invention peut comprendre un moyen destiné à introduire du lubrifiant simultanément à l'admission principale d'air.In addition, the engine according to the present invention may include a means for introducing lubricant simultaneously with intake main air.
Selon l'un des modes de réalisation de l'invention, le conduit de liaison peut être équipé d'une membrane souple de séparation dont les déplacements dépendent de la pression dans le carter-pompe.According to one of the embodiments of the invention, the conduit of connection can be equipped with a flexible separation membrane whose displacements depend on the pressure in the crankcase.
L'invention concerne par exemple un moteur multicylindre tel que défini ci-dessus et comprenant un seul conduit d'admission d'air secondaire, un seul carburateur, ledit conduit alimentant plusieurs conduits coopérant chacun avec un cylindre.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.
D'autres caractéristiques, avantages et détails de l'invention apparaítront mieux à la lecture de la description qui va suivre, faite en référence aux dessins annexés selon lesquels :
- La figure 1 est une coupe longitudinale simplifiée d'un mode de réalisation de l'invention;
- La figure 2 est une coupe longitudinale simplifiée d'un autre mode de réalisation de l'invention;
- La figure 3 représente par une coupe longitudinale simplifiée encore un autre mode de réalisation de l'invention; et
- La figure 4 montre par une coupe transversale schématique l'application de l'invention à un moteur multicylindre.
- Figure 1 is a simplified longitudinal section of an embodiment of the invention;
- Figure 2 is a simplified longitudinal section of another embodiment of the invention;
- FIG. 3 represents, by a simplified longitudinal section, yet another embodiment of the invention; and
- Figure 4 shows in a schematic cross section the application of the invention to a multi-cylinder engine.
Le moteur deux temps représenté sur les figures 1 à 3
comprend de façon connue au moins un cylindre 1 dans lequel se
déplace un piston 2 délimitant une chambre de combustion 14 au-dessus
et un carter-pompe 5 au dessous. Le piston est relié par
une bielle articulée 3 au vilebrequin 4 du moteur.The two-stroke engine shown in Figures 1 to 3
comprises in known manner at least one cylinder 1 in which is
moves a
Une lumière 7 ou ajutage d'entrée d'air associée à un clapet
6 anti-retour permet l'entrée d'air atmosphérique lorsque le
carter-pompe 5 est en dépression, c'est-à-dire lorsque le piston
2 se déplace vers le haut comme indiqué par la flèche sur les
figures 1 à 3.A light 7 or air inlet nozzle associated with a
Un ou plusieurs conduits de transfert 8 relient le carter-pompe
5 et la chambre de combustion 14 et transfèrent le gaz
non carburé (air) depuis le carter-pompe jusque dans la chambre
de combustion 14 via des lumières de transfert 9. Une ou
plusieurs lumières d'échappement 10 préférentiellement placées
en face des lumières de transfert 9, permettent aux gaz brûlés
de s'échapper de la chambre de combustion par la (ou les)
tubulure(s) d'échappement 11.One or more transfer conduits 8 connect the
Un bougie d'allumage 13 placée au niveau de la culasse
permet d'initier et d'entretenir la combustion.A
Sur la culasse se trouve également un ensemble d'injection
pneumatique de carburant comprenant une soupape 20 qui obture
de façon intermittente un orifice 12 d'admission du mélange
carburé. La commande du mouvement de la soupape 20 peut être
assurée par une came 21 associée à un ressort de rappel 22, tel
que représenté sur les figures 1 à 3. Tout autre moyen tel qu'une
commande pneumatique, hydraulique, magnétique... peut être
utilisée sans sortir du cadre de l'invention. De même la soupape
peut être remplacée par un boisseau rotatif.Also on the cylinder head is an injection set
fuel tire comprising a
En amont de la soupape 20 une capacité 15 et un conduit
d'admission 15a permettent de stocker le mélange carburé sous
une certaine pression.Upstream of the valve 20 a
Selon l'invention, la capacité 15 communique par ailleurs
avec un moyen 30-34 destiné à aspirer puis à introduire le
mélange carburé dans la capacité 15.According to the invention, the
Plus précisément, le moyen d'aspiration comprend un
conduit 34 d'admission d'air secondaire à carburer, dans lequel
débouche un carburateur conventionnel 30, ledit conduit 34 étant
équipé d'un dispositif anti-retour 31 placé en aval du carburant
30 et qui met en communication le conduit 34 et un ou plusieurs
conduit(s) 33. Le (ou les) conduit(s) 33 débouche par ailleurs
dans le carter-pompe 5 via une lumière 33b.More specifically, the suction means comprises a
Par ailleurs, une ouverture 33a équipée d'un clapet anti-retour
32 met en relation le conduit 33 avec la capacité 15.In addition, an opening 33a equipped with a
Le fonctionnement de cet ensemble est le suivant : l'air
secondaire utilisé pour alimenter la capacité 15 est d'abord
aspiré par le conduit 34 d'admission d'air secondaire pendant une
phase d'admission du moteur. Cet air passe au niveau du
carburateur 30 qui délivre un mélange très riche, puis au travers
du dispositif anti-retour 31. Le mélange carburé est ainsi admis
dans le conduit 33.The operation of this assembly is as follows: air
secondary used to
La longueur et/ou le volume du conduit 33 sont calculés de
telle façon que le mélange carburé n'ait pas la possibilité
d'atteindre le carter-pompe 5 lorsque la compression du carter
commence (début de la descente du piston). Ensuite le piston,
dans sa descente, comprime le carter-pompe et le mélange
carburé présent dans le conduit 33. Ce mélange carburé est alors
transféré dans la capacité 15 via les clapets anti-retour 32.The length and / or volume of the
Il est important que le volume transféré du conduit 33 à la
capacité 15 soit supérieur ou égal au volume transféré de
l'admission secondaire 34 au conduit 33, afin que le carburant
n'atteigne pas le carter-pompe et ne risque pas de se mélanger
avec l'air admis dans le carter-pompe par l'admission principale
7 et qui va servir au balayage via les conduits 8 et ouvertures 9
de transfert.It is important that the volume transferred from
Ainsi le moteur suivant l'invention peut fonctionner avec un carburateur conventionnel (si ce n'est qu'il est calibré pour donner un mélange très riche) utilisé dans des conditions normales d'admission et de pression.Thus 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.
A titre d'exemple si 15% de la charge en air admise dans la chambre de combustion provient du dispositif d'injection pneumatique, on aura à dimensionner :
- d'une part, l'admission secondaire pour qu'elle délivre moins
que ces 15%, soit par
exemple 10% seulement de l'air total consommé par le moteur. Cela signifie que le carburateur devra fournir un mélange carburé à une richesse environ 5 à 10 fois supérieure à celle souhaitée dans la chambre de combustion; - d'autre part, le volume du
conduit 33 doit être suffisant pour que le mélange carburé, représentant dans cet exemple 10% de la charge en air, ne puisse pas atteindre le carter-pompe.
- on the one hand, the secondary intake so that it delivers less than these 15%, ie for example only 10% of the total air consumed by the engine. This means that the carburetor will have to supply a fuel mixture with a richness approximately 5 to 10 times greater than that desired in the combustion chamber;
- on the other hand, the volume of the
pipe 33 must be sufficient so that the fuel mixture, representing in this example 10% of the air charge, cannot reach the pump housing.
D'autre part, la géométrie du conduit 33 sera telle qu'elle
permettra d'éviter au maximum le mélange entre la partie
carburée aspirée dans le conduit 33 et celle d'air seul présente
initialement dans le conduit 33. Cela peut être obtenu par
exemple avec un conduit 33 plutôt long et de section constante.On the other hand, the geometry of the
La figure 2 montre un autre mode de réalisation de
l'invention qui comprend additionnellement une membrane souple
de séparation 35 placée dans le conduit 33 et dont les
déplacements (translation selon l'axe du conduit 33) sont liés
aux variations de pression dans le carter-pompe 5. Ainsi pendant
l'admission principale d'air dans le carter 5 c'est-à-dire quand le
piston 2 a un mouvement ascendant, alors la membrane 35
descend, elle est aspirée vers le carter 5. Si l'on considère que la
membrane 35 sépare le conduit 33 en un volume inférieur 33d
relié au carter-pompe 5 et en un volume supérieur 33c en liaison
avec la capacité 15 alors dans ce cas (admission dans le carter)
il y a diminution du volume 33d et augmentation du volume 33c.Figure 2 shows another embodiment of
the invention which additionally comprises a
Selon ce mode de réalisation, le mélange carburé est donc
matériellement empêché d'atteindre le carter-pompe 5.According to this embodiment, the fuel mixture is therefore
materially prevented from reaching the
De ce qui précède il ressort que la membrane 35 permet de
réaliser la fonction caractéristique de l'invention, à savoir
l'aspiration puis l'introduction de mélange carburé sous pression
dans la capacité 15, mais de plus il y a ici impossibilité
matérielle de mélange entre l'air (ou plus généralement le gaz)
non carburé du carter-pompe 5 et le mélange carburé. On a ainsi
la garantie de ne pas avoir de carburant (même sous forme de
traces) dans le carter 5, carburant qui pourrait participer au
balayage du cylindre et atteindre ainsi l'échappement, sans être
brûlé.From the above it appears that the
Selon ce mode de réalisation de l'invention, il n'est plus
nécessaire de maintenir un certain volume ou une certaine
longueur (dont la fonction était d'éviter le mélange entre le gaz
carburé et l'air) du conduit 33. Avantageusement le volume du
conduit 33 sera même le plus faible possible. A l'extrême, la
membrane 35 pourrait être placée directement sur la périphérie
du carter-pompe.According to this embodiment of the invention, 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
La figure 3 montre un mode de réalisation qui diffère de
celui de la figure 1 par le point de piquage du conduit 33 coté
carter-pompe 5.Figure 3 shows an embodiment which differs from
that of FIG. 1 by the stitching point of the
En effet selon ce mode de réalisation d'linvention, le
conduit 33 n'est plus connecté directement au carter-pompe 5,
mais cette connection avec le carter-pompe se fait via un orifice
33e placé en partie inférieure du cylindre et obturé de façon
intermittente par le piston 2. Préférentiellement, l'orifice 33e
est obturé au voisinage de l'ouverture des transferts jusqu'au
voisinage de la fermeture des transferts. Ainsi la pression dans
le conduit 33 oscille entre la pression minimum du carter (au
voisinage du point mort haut) et la pression à l'ouverture des
transferts (OT). L'intérêt de ce mode de réalisation de l'invention
est que l'on a pu observer que la différence de pression entre
pression carter à OT et pression carter mini était
proportionnelle à la charge du moteur. Ainsi le mélange carburé
pompé par le dispositif suivant l'invention peut être
proportionnel à la charge du moteur, ce qui facilite la régulation
du débit de carburant par un système simple de type carburateur.According to this embodiment of the invention, the
Bien entendu les modes de réalisation des figures 2 et 3
peuvent être combinés sans sortir du cadre de l'invention c'est-à-dire
que l'on peut avoir à la fois un piquage en 33e comme
montré sur la figure 3 et une membrane de séparation 35 telle
qu'indiquée sur la figure 2.Of course the embodiments of Figures 2 and 3
can be combined without departing from the scope of the invention, that is to say
that we can have both a 33th branch as
shown in Figure 3 and a
Enfin, dans le cas d'un moteur multicylindre, chaque cylindre peut être équipé d'un propre système de carburation suivant l'invention, mais une autre solution peut consister à utiliser comme le montre la figure 4 un seul carburateur pour l'ensemble des cylindres.Finally, in the case of a multi-cylinder engine, 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.
Plus précisément on aura alors une seule conduite 34
d'admission secondaire, un seul carburateur 30 puis en aval du
carburateur le conduit 34 se sépare en autant de conduits qu'il y
a de cylindres dans le moteur, chaque conduit étant relié à un
conduit de liaison (133A, 133B, 133C) entre carter-pompe et
capacité.More precisely, there will then be a
Claims (8)
- A two-stroke engine with pneumatic fuel injection having at least one cylinder (1) in which a piston (2) moves defining a combustion chamber (14) and a crankcase (5) located in the extension of the combustion chamber and separated therefrom by said piston (2), at least one main intake (7) for delivering air to the crankcase which may be fitted with a first non-return device (6), a device for introducing the pressurised fuel mixture consisting of a specific means (20) for controlling the opening and closing of a port (12) for delivering the carburetted fuel into the combustion chamber (14), a capacity (15) connected to the intake port (12) and containing said pressurised carburetted mixture, and having in addition a means (30-34) specifically designed to induce and then introduce said pressurised carburetted mixture into said capacity (15), said induction means consisting of a secondary air intake pipe (34) into which a carburettor (30) opens, and fitted with a non-return device (31) positioned downstream of the carburettor (30), characterised in that said secondary air intake pipe (34) opens, downstream of the non-return device (31), into at least one pipe (33) linking said capacity (15) and said crankcase (5), a second non-return device (32) being provided between the capacity (15) and the pipe (33), and in that it also has at least one transfer pipe (8) designed to transfer non-carburetted gas from the crankcase (5) to the combustion chamber (14).
- An engine a claimed in claim 1, characterised in that the intake pipe (34) for secondary air opens into the connecting pipe (33) close to said capacity (15).
- An engine as claimed in any one of the preceding claims, characterised in that, at its end opposite that (33a) opening into the capacity (15), said connecting pipe (33) opens either directly into the crankcase (5) (via a port 33b) or into a port (33c) of the cylinder, co-operating at certain periods of the operating cycle with an orifice (33e) of the piston.
- An engine as claimed in any one of the preceding claims, characterised in that the intake pipe (34) for secondary air is of a dimension such that the volume of carburetted mixture induced remains smaller than the volume of the connecting pipe (33) specifically to prevent the carburetted mixture from being driven back into the crankcase.
- An engine as claimed in claim 4, characterised in that the volume of the connecting pipe (33) is greater than the volume occupied by the induced carburetted mixture needed for each revolution of the engine.
- An engine as claimed in one of the preceding claims, characterised in that it also has a means designed to introduce lubricant simultaneously with the main air supply.
- An engine as claimed in any one of the preceding claims, characterised in that said connecting pipe (33) is fitted with a flexible dividing membrane (35), the movements of which depend on the pressure in the crankcase (5).
- A multi-cylinder engine as claimed in any one of the preceding claims having a single intake pipe (34) for secondary air, a single carburettor (30), said pipe (34) supplying several pipes (133A, 133B, 133C), each of which co-operates with a cylinder (1).
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9412196A FR2725475B1 (en) | 1994-10-11 | 1994-10-11 | TWO-STROKE ENGINE WITH PNEUMATIC INJECTION OF CARBIDE MIXTURE |
FR9412196 | 1994-10-11 | ||
PCT/FR1995/001303 WO1996011333A1 (en) | 1994-10-11 | 1995-10-06 | Pneumatically-controlled air-fuel mixture injection in a two-stroke engine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0786046A1 EP0786046A1 (en) | 1997-07-30 |
EP0786046B1 true EP0786046B1 (en) | 1999-04-07 |
Family
ID=9467805
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP95934178A Expired - Lifetime EP0786046B1 (en) | 1994-10-11 | 1995-10-06 | Pneumatically-controlled air-fuel mixture injection in a two-stroke engine |
Country Status (9)
Country | Link |
---|---|
US (1) | US5775274A (en) |
EP (1) | EP0786046B1 (en) |
JP (1) | JPH10506976A (en) |
CN (1) | CN1070259C (en) |
AT (1) | ATE178695T1 (en) |
DE (1) | DE69508953T2 (en) |
FR (1) | FR2725475B1 (en) |
TW (1) | TW275658B (en) |
WO (1) | WO1996011333A1 (en) |
Families Citing this family (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3024072B2 (en) * | 1996-10-17 | 2000-03-21 | 財団法人石油産業活性化センター | Stratified scavenging two-cycle engine |
US6298811B1 (en) * | 1998-09-29 | 2001-10-09 | Komatsu Zenoah Co. | Stratified scavenging two-cycle engine |
DE19922217A1 (en) * | 1999-05-14 | 2000-11-23 | Andreas Mozzi | Internal combustion engine producing little exhaust gas, with pump device in form of piston pump with at least one driven piston in closed pump cavity |
AUPQ275299A0 (en) * | 1999-09-10 | 1999-10-07 | Orbital Engine Company (Australia) Proprietary Limited | Compressor inlet system |
DE10009621A1 (en) * | 2000-03-01 | 2001-09-06 | Stihl Maschf Andreas | Two-stroke engine with charge stratification |
US7270110B2 (en) * | 2000-04-24 | 2007-09-18 | Frank Keoppel | Four stroke internal combustion engine with inlet air compression chamber |
JP2002004865A (en) * | 2000-06-23 | 2002-01-09 | Fuji Heavy Ind Ltd | Two-cycle engine |
CA2354200A1 (en) * | 2001-07-09 | 2003-01-09 | Normand Beaudoin | Retrograde injection power engine |
US6889636B2 (en) * | 2003-09-03 | 2005-05-10 | David S. W. Yang | Two-cycle engine |
CN100491708C (en) * | 2004-07-16 | 2009-05-27 | 哈斯科瓦那股份公司 | A crankcase scavenged two-stroke internal combustion engine having an additional air supply |
DE102011083904A1 (en) * | 2011-09-30 | 2013-04-04 | Robert Bosch Gmbh | Combustion arrangement with an internal combustion engine and an exhaust gas channel and method for exhaust aftertreatment of an internal combustion engine |
CN103104368A (en) * | 2012-01-18 | 2013-05-15 | 摩尔动力(北京)技术股份有限公司 | Leakproof thermomotor |
CN103256112A (en) * | 2012-02-15 | 2013-08-21 | 蔡兴民 | Two-stroke engine overhead air valve scavenging structure |
CN102606283A (en) * | 2012-03-30 | 2012-07-25 | 常熟市赵市水磨粉厂 | Cylinder mechanism with suspension piston |
CN104061058A (en) * | 2014-06-05 | 2014-09-24 | 李群 | Premixing compression internal-combustion engine and operation method thereof |
Citations (1)
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 |
Family Cites Families (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1893035A (en) * | 1927-05-20 | 1933-01-03 | Pawlikowski Rudolf | Internal combustion engine for pulverulent fuel |
US2256437A (en) * | 1938-08-15 | 1941-09-16 | Kylen Karl Erik | Combustion motor |
US3168890A (en) * | 1962-10-16 | 1965-02-09 | William F Eilert | Free breathing two cycle internal combustion engine |
GB2057562B (en) * | 1979-08-31 | 1983-05-25 | Toyota Motor Co Ltd | Two-stroke cycle petrol engine |
GB2115485B (en) * | 1982-02-17 | 1987-01-07 | Nat Res Dev | Stratified charge engines |
FR2592436B1 (en) * | 1985-12-30 | 1989-12-08 | Inst Francais Du Petrole | DEVICE AND METHOD FOR INTRODUCING GAS UNDER PRESSURE INTO A COMBUSTION CHAMBER OF AN INTERNAL COMBUSTION ENGINE |
US4864979A (en) * | 1987-05-25 | 1989-09-12 | Karl Eickmann | Combustion engine |
FR2617240B1 (en) * | 1987-06-26 | 1992-10-02 | Inst Francais Du Petrole | DEVICE AND METHOD FOR PRESSURIZING CARBIDE MIXTURE INTO THE CYLINDER OF AN ENGINE |
US4995349A (en) * | 1988-02-08 | 1991-02-26 | Walbro Corporation | Stratified air scavenging in two-stroke engine |
US5027757A (en) * | 1989-07-10 | 1991-07-02 | Pavo Pusic | Two-stroke cycle engine cylinder construction |
US5072699A (en) * | 1989-07-18 | 1991-12-17 | Pien Pao C | Internal combustion engine |
US5249557A (en) * | 1991-02-18 | 1993-10-05 | Sanshin Kogyo Kabushiki Kaisha | Fuel injection system for two cycle engine |
FR2693233B1 (en) * | 1992-07-02 | 1994-08-19 | Inst Francais Du Petrole | Device for controlling the pneumatic injection of a carbide mixture into a two-stroke internal combustion engine and associated use. |
JPH07310554A (en) * | 1993-03-31 | 1995-11-28 | Mitsubishi Heavy Ind Ltd | Crank case compression type two-cycle engine |
-
1994
- 1994-10-11 FR FR9412196A patent/FR2725475B1/en not_active Expired - Fee Related
-
1995
- 1995-10-06 WO PCT/FR1995/001303 patent/WO1996011333A1/en active IP Right Grant
- 1995-10-06 EP EP95934178A patent/EP0786046B1/en not_active Expired - Lifetime
- 1995-10-06 JP JP8512383A patent/JPH10506976A/en not_active Ceased
- 1995-10-06 AT AT95934178T patent/ATE178695T1/en not_active IP Right Cessation
- 1995-10-06 CN CN95195575A patent/CN1070259C/en not_active Expired - Fee Related
- 1995-10-06 US US08/817,202 patent/US5775274A/en not_active Expired - Fee Related
- 1995-10-06 DE DE69508953T patent/DE69508953T2/en not_active Expired - Fee Related
- 1995-10-11 TW TW084110630A patent/TW275658B/zh active
Patent Citations (1)
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 |
---|---|
WO1996011333A1 (en) | 1996-04-18 |
ATE178695T1 (en) | 1999-04-15 |
DE69508953D1 (en) | 1999-05-12 |
JPH10506976A (en) | 1998-07-07 |
US5775274A (en) | 1998-07-07 |
CN1070259C (en) | 2001-08-29 |
FR2725475A1 (en) | 1996-04-12 |
FR2725475B1 (en) | 1996-12-20 |
EP0786046A1 (en) | 1997-07-30 |
CN1160433A (en) | 1997-09-24 |
DE69508953T2 (en) | 1999-08-05 |
TW275658B (en) | 1996-05-11 |
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