EP0943788A1 - Méthode et dispositif pour injecter le carburant et/ou le lubrifiant dans un moteur à combustion interne - Google Patents

Méthode et dispositif pour injecter le carburant et/ou le lubrifiant dans un moteur à combustion interne Download PDF

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Publication number
EP0943788A1
EP0943788A1 EP99101768A EP99101768A EP0943788A1 EP 0943788 A1 EP0943788 A1 EP 0943788A1 EP 99101768 A EP99101768 A EP 99101768A EP 99101768 A EP99101768 A EP 99101768A EP 0943788 A1 EP0943788 A1 EP 0943788A1
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EP
European Patent Office
Prior art keywords
engine
cylinder
injector
injection phase
internal combustion
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.)
Ceased
Application number
EP99101768A
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German (de)
English (en)
Inventor
Umberto Panzeri
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Vittorio Gilardoni SpA
Original Assignee
Vittorio Gilardoni SpA
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Publication date
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First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=11379034&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0943788(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Vittorio Gilardoni SpA filed Critical Vittorio Gilardoni SpA
Publication of EP0943788A1 publication Critical patent/EP0943788A1/fr
Ceased 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • 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
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • the injector 1 allows at least one principal injection phase to be effected into the combustion chamber space, i.e. into that space comprised between the inside wall 4 of the combustion chamber, the inside wall 5 of the cylinder and the head 6 of the piston 2.
  • the piston 2 is shown while it is undergoing the phase of expansion of the gases immediately following the combustion of the charge in the cylinder.
  • the window 3 of the piston 2 comes into correspondence with the injector 1, which can therefore effect a first auxiliary injection phase of the fuel under pressure via the feedline 12.
  • a very limited quantity of fluid is preferably injected in this phase, in such a way that the injected fluid mixes in the crankcase with the air drawn in through the intake manifold 8 during the induction phase.
  • the electronic injection control device will regulate the time and the volume of lubricating oil and fuel necessary. In this way, an auxiliary injection phase of fuel alone, or an auxiliary injection phase of lubricating oil alone can be effected, further reducing the polluting emissions.
  • each injector control device and in particular each electronic control device, also generally allows two or more injectors to be controlled independently. Therefore, using more than one injector (for instance, from two to four injectors for each cylinder) doesn't involve an excessive increase in the overall cost of injection plant, since the management system is single.
  • a further possibility for the engine shown in Figures 2A-2D is to separate feeding of fuel only, effected in particular by injector 1, from the feeding of lubricating oil only, effected by the injector 21 only.
  • Figures 3 and 4 show different forms of embodiment according to the invention relating to a two-stroke engine endowed with two injectors destined respectively to effect auxiliary and principal injection phases.
  • the number and the location of the injectors depends on the demands of supplying the engine with fuel and on the demands of lubricating the parts in movement in the same engine while, however, bearing in mind the advantages of the locations already shown, the limits of encumbrance of each solution, as well as the possible complexity in construction deriving from these choices.
  • the four-stroke engine shown in Figures 9A-9D comprises an injector 1 which is located in such a position as to effect, under the control of an electronic device, at least two separate injection phases into the cylinder for each engine operating cycle.
  • Figure 9A shows the piston 2 in the induction phase immediately following the exhaust and expulsion of the burned gases phases.
  • the inlet valve 35 is completely open and the exhaust valve 45 still remains partially open for a limited period to allow "scavenging" of the inside volume of the cylinder.
  • the injector 1 effects a first auxiliary injection phase of the fuel under pressure from the feedline 12.
  • a very limited quantity of fuel is preferably injected in this phase, in such a way as to ensure that the same fuel is mixed uniformly inside the cylinder with the air drawn in through the inlet port 36.
  • the air-fuel charge so formed is particularly "lean” i.e. notably low in fuel, and therefore not suitable for combustion, but allows “scavenging” to be effected inside the cylinder thus reducing both the polluting emissions through the exhaust port 46 and the overall fuel consumption, as well as effectively cooling, as is well known, the inside walls of the cylinder, the combustion chamber and the head of the piston 2.
  • the injection of lubricating mixed oil with the fuel isn't generally necessary.
  • the lubrication is in fact effected generally by means of a separate plant that drives lubricating oil under pressure to where the surfaces are reciprocally in movement.
  • the principal injection phase is therefore effected with the exhaust valve 45 substantially closed and, preferably, in a period of the engine operating cycle in which the cylinder internal pressure Is lower than 10 bar, in such a way as to permit the employment of simple injectors of the type generally destined to the systems of indirect injection and widely used on four-stroke engines in the auto field.
  • FIGS 10A-10D allows the functions of the two injectors to be separated, destining for instance the injector 1 for effecting the principal injection phases only ( Figure 10B) while the injector 21 could be employed to effect the auxiliary injection phases only ( Figure 10A). Therefore, the auxiliary injection phase of the injector 1, shown in Figure 10A, would not have to be effected, since at least one auxiliary injection phase is already effected by the injector 21.
  • both the injectors 1 and 21 can be used to effect other auxiliary injection phases at different times.
  • the principal injection phases ( Figure 10B) are, however, effected by the injector 1 only.
  • both the injectors 1 and 21 inject fuel only (and not lubricating oil as well) the feedlines 12 and 22 could be joined and connected to a sole source of fuel under pressure.
  • Figures 11 and 12 show an internal combustion four-stroke engine of traditional type in detail, with the injectors 1 and 21 located in the same positions shown in Figures 10A-10D.
  • Figure 11 shows the same situation of the operating cycle shown in Figure 10A, i.e. with the inlet valve 35 open and the exhaust valve 45 also partially open but in the process of closing.
  • an auxiliary injection phase is commanded by means of the injector 21 located on the inlet port 36 with a particularly lean charge. That allows the scavenging of the combustion chamber to be effected and the exhaust gases to be completely expelled through the exhaust pipe 46.
  • Figure 12 corresponding to the phase of the cycle shown in Figure 10B, shows the principal injection phase that is effected by the injector 1 while maintaining both dams the valves 35 and 45 closed.
  • Figures 13 and 14 show another possible form of embodiment of a four-stroke engine of traditional type according to the invention, in which a first injector 61 is located on the cylinder head of the engine and a second injector 71 is located on the cylinder.
  • Figure 13 shows a particular instant of the induction phase immediately following the scavenging of the combustion chamber.
  • the exhaust valve 45 is already closed while the inlet valve 35 has opened, allowing the influx of air into the cylinder.
  • Injector 71 then effects a first auxiliary injection phase of fuel in such a way as to form a fuel charge that is particularly lean and highly turbulent.
  • the charge is thereafter completed during the compression phase ( Figure 14) by the injector 61 while the valves 35 and 45 are completely closed.
  • the layout of the injectors 61 and 71 gives optimum stratification of the charge, i.e. a charge whose fuel concentration is highest near the spark-plug and decreases gradually the further away it is.
  • Figures 15 and 16 show a further form of embodiment of a four-stroke engine of traditional type endowed with two injectors 21 and 61.
  • the injector 21 is located on the inlet port and allows at least one auxiliary injection phase to be effected, while the injector 61 is located on the cylinder head of the engine to allow either auxiliary and/or principal injection phases to be effected.
  • the phases of the operating cycle shown in Figures 15 and 16 correspond substantially to the phases already described with reference to Figures 11 and 12.
  • the injector 61 located on the cylinder head of the engine can also be of the high pressure type, i.e. an injector also able to inject at pressures above 10 bar.
  • Figures 17A-17D is shown schematically an internal combustion engine of the type that is defined in the present description as "non-traditional", i.e. a four-stroke engine with lost-oil lubrication.
  • the four-stroke engine of the "non-traditional" type comprises two or more cylinder head valves and/or side-valves, in which the operating cycle makes use of the aforementioned induction and exhaust valves while the "crankcase" part of the engine which comprises the space between the crown of the piston, the walls of the cylinder and the crankcase of the engine doesn't any longer have the traditional four-stroke engine system of lubrication (in which the lubricating oil is brought to wet the bearings or washes directly over the same bearings) but a mixture system of lubrication.
  • the engine shown in Figures 17A- 17D is a four-stroke engine endowed with an inlet valve 35 and an exhaust valve 45 located in the cylinder head (but they could also be located sideways) that regulate the opening and the closing of inlet 36 and exhaust 46 ports respectively, as well as an intake manifold 8 similar to that already shown in the forms of embodiment for the engines with two-stroke cycle.
  • the intake manifold 8 communicates with the crankcase 7 and with the transfer channels that set the crankcase 7 in fluid communication with the upper part of the cylinder through the transfer ports 9.
  • the influx of air through the intake port 11 can be regulated by an automatic-type valve (for instance a rotating valve or a reed valve) or a controlled valve type that also allows the induction of air into the low part of the crankcase 7 during the phases of upward movement of the piston ( Figures 17B and 17D), i.e. during the compression and exhaust phases.
  • the single injector 1 shown in Figures 17A-17D is located in a position substantially similar to that shown in Figures 1A-1D relative to the two-stroke engine, i.e. in such a position as to guarantee the best mixing and lubrication effect, and preferably introduces a mixture of fuel and lubricating oil.
  • two or more injectors could also be located according to the forms of embodiment of the engines already described.
  • piston 2 begins the downward stroke of the induction phase, during which the inlet valve 35 is completely open while the exhaust valve 45 remains partially open for a limited time to allow "scavenging" of the combustion chamber.
  • the injector 1 could effect at least one auxiliary injection phase in this period.
  • the piston 2 arrives near to B.D.C. and the transfer ports 9 open, allowing the combustible charge preformed in the crankcase 7 to climb toward the top of the cylinder ( Figure 17B). Furthermore, at least one principal injection phase is effected by the injector 1, thus giving effective mixing of air and fuel in the cylinder. At the moment in which the piston 2 begins to rise again, the compression phase begins and the induction 35 and of exhaust 45 valves are closed.
  • a four-stroke engine according to the invention presents different advantages compared to traditional four-stroke engines. Above all, the lubrication plant (pump, oil-sump, filter and galleries) is eliminated with consequent simplification of construction. Furthermore, pistons without oil-control rings can be used with consequent drastic reduction of the wear on the cylinder. The oil-control rings exert considerable radial pressure in fact, greater than that exerted by the compression rings on the inside walls of the cylinder.
  • a further advantage of the engine produced according to the invention is the improved performance of the engine due to the increased supply of air from the crankcase to fill the cylinder in the compression phase and the "scavenging" of the high part of the cylinder during the exhaust phase.
  • Figures 18A-18D show another form of embodiment of an internal combustion engine according to the present invention, in which the valves located in the cylinder head (or sideways) regulate only the exhaust phase. Therefore the controlled intake valves of the traditional four-stroke engines are absent.
  • an auxiliary injection phase is performed when the piston is near top dead center during the expansion phase immediately following the ignition.
  • the exhaust valves 45 open and the piston 2 opens the transfer ports 9 that allow the "lean" air-fuel charge from the crankcase 7 to rises to the upper part of the cylinder. In this phase there will be a small loss of fluid through the exhaust ports 46 which are open.
  • an engine can be produced which will work as either a two-stroke cycle or with four-stroke cycle, depending on how the correct opening sequence of the valve 45 is commanded and the correct injection phase sequence is regulated.
  • An engine of this type will be made to work advantageously with a four-stroke cycle when there is little application of power and with two-stroke cycle when there is a demand for the delivery of high power.
  • a small part of the fluid injected into the crankcase and lubricating oil container could be circulated by means of opportune conduits or connecting pipes between the crankcase and the upper part of the head.
  • the interaction of the pressures or a suitable pump will permit the small quantity of fluid to be re-circulated.
  • a small recovery pump can also be provided for the oil that is deposited on the walls of the crankcase. This small quantity of oil that has not entered the circle during the phase of feeding of the mixture (and that has have not therefore been burned with it in the combustion chamber), could be recovered and sent to a collection tank to be recycled again.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
EP99101768A 1998-02-23 1999-02-12 Méthode et dispositif pour injecter le carburant et/ou le lubrifiant dans un moteur à combustion interne Ceased EP0943788A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ITMI980346 IT1298936B1 (it) 1998-02-23 1998-02-23 Metodo e dispositivo per effettuare l'iniezione di fluidi combustibili e/o lubrificanti in un motore a combustione interna
ITMI980346 1998-02-23

Publications (1)

Publication Number Publication Date
EP0943788A1 true EP0943788A1 (fr) 1999-09-22

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ID=11379034

Family Applications (1)

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EP99101768A Ceased EP0943788A1 (fr) 1998-02-23 1999-02-12 Méthode et dispositif pour injecter le carburant et/ou le lubrifiant dans un moteur à combustion interne

Country Status (2)

Country Link
EP (1) EP0943788A1 (fr)
IT (1) IT1298936B1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002023016A1 (fr) * 2000-09-15 2002-03-21 Wacker Construction Equipment Ag Moteur a deux temps a lubrification minimale
US7156056B2 (en) 2004-06-10 2007-01-02 Achates Power, Llc Two-cycle, opposed-piston internal combustion engine
US7360511B2 (en) 2004-06-10 2008-04-22 Achates Power, Inc. Opposed piston engine
US7389752B2 (en) 2005-07-12 2008-06-24 Southwest Research Institute Use of engine lubricant as ignition fuel for micro-pilot ignition system of an internal combustion engine
WO2016128861A1 (fr) * 2015-02-11 2016-08-18 Betamotor S.P.A. Système d'injection pour moteurs à deux temps
IT201700115306A1 (it) * 2017-10-12 2019-04-12 Vins S R L Motore termico a combustione interna a due tempi con iniezione del carburante
WO2019073448A1 (fr) * 2017-10-12 2019-04-18 Vins S.R.L. Moteur thermique à combustion interne à deux temps

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4779581A (en) * 1987-10-26 1988-10-25 Outboard Marine Corporation Dual fuel injection system for two stroke internal combustion engine
US5027759A (en) * 1990-08-22 1991-07-02 Industrial Technology Research Institute Fuel injection and gasifying system for two-stroke engine
US5113829A (en) * 1989-04-13 1992-05-19 Yamaha Hatsudoki Kabushiki Kaisha Two cycle internal combustion engine
FR2669377A1 (fr) * 1990-11-19 1992-05-22 Peugeot Moteur a combustion interne alimente selon deux modes d'injection.
US5159903A (en) * 1989-12-06 1992-11-03 Sanshin Kogyo Kabushiki Kaisha Air intake system for two cycle multi cylinder engine
US5251582A (en) * 1990-11-28 1993-10-12 Yamaha Hatsudoki Kabushiki Kaisha Starting fuel system for engine
US5375573A (en) * 1993-09-09 1994-12-27 Ford Motor Company Lubrication of two-stroke internal combustion engines
EP0738827A2 (fr) * 1995-04-20 1996-10-23 Yamaha Hatsudoki Kabushiki Kaisha Moteur à combustion interne du type à deux temps
EP0785346A1 (fr) * 1996-01-20 1997-07-23 Daimler-Benz Aktiengesellschaft Procédé de fonctionnement d'un moteur à combustion interne

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4779581A (en) * 1987-10-26 1988-10-25 Outboard Marine Corporation Dual fuel injection system for two stroke internal combustion engine
US5113829A (en) * 1989-04-13 1992-05-19 Yamaha Hatsudoki Kabushiki Kaisha Two cycle internal combustion engine
US5159903A (en) * 1989-12-06 1992-11-03 Sanshin Kogyo Kabushiki Kaisha Air intake system for two cycle multi cylinder engine
US5027759A (en) * 1990-08-22 1991-07-02 Industrial Technology Research Institute Fuel injection and gasifying system for two-stroke engine
FR2669377A1 (fr) * 1990-11-19 1992-05-22 Peugeot Moteur a combustion interne alimente selon deux modes d'injection.
US5251582A (en) * 1990-11-28 1993-10-12 Yamaha Hatsudoki Kabushiki Kaisha Starting fuel system for engine
US5375573A (en) * 1993-09-09 1994-12-27 Ford Motor Company Lubrication of two-stroke internal combustion engines
EP0738827A2 (fr) * 1995-04-20 1996-10-23 Yamaha Hatsudoki Kabushiki Kaisha Moteur à combustion interne du type à deux temps
EP0785346A1 (fr) * 1996-01-20 1997-07-23 Daimler-Benz Aktiengesellschaft Procédé de fonctionnement d'un moteur à combustion interne

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002023016A1 (fr) * 2000-09-15 2002-03-21 Wacker Construction Equipment Ag Moteur a deux temps a lubrification minimale
US6932046B2 (en) 2000-09-15 2005-08-23 Wacker Construction Equipment Ag Two cycle engine having minimal lubrication
US7549401B2 (en) 2004-06-10 2009-06-23 Achates Power, Inc. Two-cycle, opposed-piston internal combustion engine
US7360511B2 (en) 2004-06-10 2008-04-22 Achates Power, Inc. Opposed piston engine
US7546819B2 (en) 2004-06-10 2009-06-16 Achates Power. Two-stroke, opposed-piston internal combustion engine
US7156056B2 (en) 2004-06-10 2007-01-02 Achates Power, Llc Two-cycle, opposed-piston internal combustion engine
US7591235B2 (en) 2004-06-10 2009-09-22 Achates Power, Inc. Opposed piston engine with piston compliance
US7784436B2 (en) 2004-06-10 2010-08-31 Achates Power, Inc. Two-cycle, opposed-piston internal combustion engine
US7861679B2 (en) 2004-06-10 2011-01-04 Achates Power, Inc. Cylinder and piston assemblies for opposed piston engines
US8281755B2 (en) 2004-06-10 2012-10-09 Achates Power, Inc. Internal combustion engine with provision for lubricating pistons
US7389752B2 (en) 2005-07-12 2008-06-24 Southwest Research Institute Use of engine lubricant as ignition fuel for micro-pilot ignition system of an internal combustion engine
WO2016128861A1 (fr) * 2015-02-11 2016-08-18 Betamotor S.P.A. Système d'injection pour moteurs à deux temps
US10443556B2 (en) 2015-02-11 2019-10-15 Betamotor S.P.A. Injection system for two-stroke engines
IT201700115306A1 (it) * 2017-10-12 2019-04-12 Vins S R L Motore termico a combustione interna a due tempi con iniezione del carburante
WO2019073448A1 (fr) * 2017-10-12 2019-04-18 Vins S.R.L. Moteur thermique à combustion interne à deux temps

Also Published As

Publication number Publication date
ITMI980346A1 (it) 1999-08-23
IT1298936B1 (it) 2000-02-07

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