GB2199617A - Low-pressure fuel injection into a two-stroke engine - Google Patents
Low-pressure fuel injection into a two-stroke engine Download PDFInfo
- Publication number
- GB2199617A GB2199617A GB08800359A GB8800359A GB2199617A GB 2199617 A GB2199617 A GB 2199617A GB 08800359 A GB08800359 A GB 08800359A GB 8800359 A GB8800359 A GB 8800359A GB 2199617 A GB2199617 A GB 2199617A
- Authority
- GB
- United Kingdom
- Prior art keywords
- fuel
- injection
- engine
- stroke
- injector
- 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.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/10—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel peculiar to scavenged two-stroke engines, e.g. injecting into crankcase-pump chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
- F02B33/04—Engines with reciprocating-piston pumps; Engines with crankcase pumps with simple crankcase pumps, i.e. with the rear face of a non-stepped working piston acting as sole pumping member in co-operation with the crankcase
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/04—Injectors peculiar thereto
- F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
- F02M69/045—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into 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
- F02B75/12—Other methods of operation
- F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Description
1.
2199617 "APPARATUS FOR LOW-PRESSURE FUEL INJECTION INTO A TWOSTROKE INTERNAL COMBUSTION ENGINE" The present Low-pressure fuel combustion engine.
invention relates to an apparatus for injection into a two-stroke internal The advantages deriving from the use of direct fueL injection into the cylinder of controLLed-ignition engines, in particular when it is a matter of two-stroke engines, are known: on the other side, the difficulties are known of flow r ate govern, which are connected with the use of the high-pressure pumps required to feed the injectors directly facing the combustion chamber; difficulties due -to the discordance between the characteristic Law of variation of the pumps, and the need of feed per engines revolution revolution rate, and i governors, or anyway each engine type.
The Low-pressure injection systems have still have, as known, a Large acceptance applications related to four-stroke engines, and in "muLti-point" configurations; -the first of. such configurations, the systems identified, wherein the fuel is injected into a type choke and is then distributed to the various cylinders; with the second one, on the contrary, the systems are indicated wherein the fuel is injected into each individual intake duct; independentLy from the different number of necessary injectors in the two abovesaid solutions, in both of them, advantages of general character are found, which are connected to the with varying nvolving the use of supplementary of purposely developed pumps for grsi no I e-poi nC 1 had, and i n t h e both i n wi th a r e Venturi- 2.
possibiLity of varying the injection timing, as weLL as the reLated duration thereof, besides, of course, the advantage, reLativeLy to the high-pressure systems, of a notabLe simpLification in feed system and in reLated govern.
However, as regards the two-stroke engines, the deriving from Low-pressure injection systems above-described type become negLigibLe when o the traditionaL carburettor-feed systems; in ame Limitations remain, which derive from the diagram of distribution of engine operation agram which cannot be aLtered by such an indirect type as, exactLy, the traditionaL type is.
more, of a direc e n g i n e s it i s ioned in advantages of t h e compared t fact, the s nature of the strokes, di injection of Low-pressure W h a t is appLication of two-stroke pressure fed; injector posit inside a chamber and communicating w i t h t h e practica cyLincler v e r y studies exist reLating to the t L fueL injection into the cyLincler such as injection being Low characterized by the presence of an the nearby of cyLincler inner waLL, mainLy communicating with the oiL s as weLL, through a smaLL-cliameter bore, same cyLincler; through said bore, which is LLy an additionaL transfer port, into the the injector-deLivered fueL is injected, at a short distance from the bore, thus justifying the name of "direct injection", with which this type is cLassified; the advantages of such a system shaLL resuLt evident on considering both the Low-pressure under which the injector has to operate - practicaLLy the pressure existing inside the oiL sump - and the Low temperature vaLue present in that determined point of the UMPIP i n i e c t i o n - 3.
cyLinder, reLativeLy to that present in correspondence of the head, point wherein the high-pressure injectors norma.LLy operate.
Associated to such advantages, probLems exist however, which essentiaLLy derive from the need of securing the strong dynamics of the Law of variation 'of fueL fLow rate, as required as a function of engine revoLution rate and engine Load. It shouLd,be considered in fact that the vaLue of the ratio of minimum to maximum aLue of said fLow rate is on the average comprised within the range of from 1 to 5 and that the minimum time of injector actuation cannot be, due to technoLogicaL reasons, Lower than one miLLisecond; it derives therefrom that, due to the constance of feed pressure, the injector shouLd be actuated for 5 miLLiseconds when the maximum fLow rate is r.equired; in as-much as said request very probabLy occurs when the engine must operate at its highest speed, we may concLude that the injection shouLd Last for an arc equaL to about 50% of a compLete revoLution of the driving shaft, occurrence which is obviousLy impracti.cabLe, and for which a remedy has been found by resorting to injectors with non-Linear outfLow law, as a function of nozzLe stroke; in them, the variation in outfLow cross-section area is such to secure the highest required fLow rate within such times as aLLowed by the distribution diagram.
But this soLution impLies probLems both connected to the type of the stream at injector outLet, and to the inclustriaL character of the same injectors.
From the above, it derives hence that the shape of the stream of fueL exiting the injector, is necessariLy v ;?, 30 4.
variable as a function of the desired va and, precisely: the shape for small flow rates, whilst, the A the more divergent the shape; rom that, difficulties derive in directing and delivering the whole fuel stream into cylinder inner space, with the result that, even resorting to large-cross-section-area transfer ports, it is not possible to prevent a share of injector-exiting fuel from getting lost into the oil sump, and, what's worse, the lost amount is not exactly foreseeable, without considering, moreover, that the increase in cross-section area of transfer port involves, obviously, penalizations, from a thermal viewpoint, for the injector, and from a thermodynamic viewpoint, for the e n a i n e.
lues of flow rate is more compact and convergent greater the flow rate, As relates Likewi the industrial charact easily understood when binding, the execut section must be, in fLow-rate variation Law.
Purpose of the instant invention is providing an the Low-pressure fuel injection into two which may obviate the drawbacks of the t i o n.
se to the er of the solu considering ion of the order to apparatus for stroke engines, above-said soLu Such a purpose i for Low-pressure fuel provided with at Least one cylinder a characterized in that it comprises at Least two injectors per each cylinder, rigidly Linked to the cylinder and in cylinder inner room, each of said problems connected tion. these how precise, profile of outflow obtain the w i t h c a n be and hence c r o s s - above-mentioned s achieved by means of an apparatus injection into a two-stroke engine nd related piston, communic a t i o n w i t h 5.
1,L injectors system and delivery of function of b e i n g w i t h fuel from Hereunder, embodiment of illustrated in furthermore connected with a fuel feed a controL unit which controls the the injector into the cylinder as a engine operating parameters.
an exemplifying not-Limitative practical the instant invention is disclosed, as the hereto attached- drawing tables, w h e r e i n Figure 1 is a scrap sectional view of a two-stroke engine to which an injection apparatus according to the invention is applied; Figure 2 is a scrap view according to path II-11 of Figure 1; Figure 3 shows the diagram of distribution of operation strokes of engine of Figure 1; Figure 4 shows the complete architecture injection apparatus; Figure 5 shows portion of the above F i g u r e 6 is a hart, referring to injection apparatus.
1, in particular, with 1 generally a singLe-cyLinder two-stroke engine with block, the essential parts of which are cylinder head 4, 6, and-by the oil sump air, the revolution c of s a i d in a schematic way an electronic said injection apparatus; power-engine revolutions per minute two operating conditions of said In ' Figure indicated is intake in engine constituted by the cylinder body 3, the the piston 5 linked to the driving shaft same engine block or oil sump 2; into said indicated by arrow A. is intaken during fraction during which the hollow 7 driving shaft 6 is located, during its r provided in the otarv motion in 6.
correspondence of the inlE 2; the intaken air is then the combustion chamber 9 vi is provided partly inside inside the cylinder body 3; body, provided is the exhaust products are exhausted, which ignited by the spark plug 12 after that the injected fuel has been mixed with air and then compressed inside said chamber 9.
In Figure 1, furthermor t port compr t h o 8 provided in oil sump essed and delivered into transfer duct 10, which the oil sump 2 and partly also inside the cylinder duct 11, through which the derive from the combustion two unidirectional-fl of an apparatus for an electroinjector 13 means of an anchor pl means onto said cy indicated with 13 is one of ow electroinjectors, which are part fuel injection into chamber 9. Such is fastened onto cylinder body 3 by s c r e w t h e s a i d t 0 eLectroinjector and face of said truing support is in c which abuts, in its turn, against housed inside a body of ate 14, which is fastened by Linder body 3 and is resting on interpLaced between said cylindrical body; the oppo ontact with a ring 16 the elastic ring 17 special groove provided in the central said eLectroinjector; a gasket 18 is interpLaced, downstream said ring 17, between the same injector and the cylindrical body 3; a further shaped element 19, essentially acting as a thermal shield is finally still interpLaced between eLectroinjector 13 and cylinder body 3.
I n s i d e respondence electroinjector, i n j e c t o r s a i d said shaped o f t h e element 19 provided longitudinal axis 0 bore 20 through which the fuel flows; the fuel stream flows then S i n t h e e x i t i n 9 through 7.
1 in jection chamber 21, and enters the- combustion chamber 9 through the small-cross-section-area inlet port 22; said injection chamber 21 is in communication, through duct 23, with the transfer duct 10 and then with the inner chamber of oil symp 2. In correspondence of said duct 23, in the shaped element 19 a second bore '24 is provided, to the purpose of allowing the aliquot of fuel, which possibly cannot flow through the main bore 20, to flow down.
In Figure 2, the second electroinjector 25 can be seen, which is positioned parallelly to the above described electroinjector 13, symmetrically relatively to the longitudinal centre plane of cylindrical body 3.
InFigure 3, withc>, K, and f:)the exhaust, fuel inlet and air transfer angles are respectively indicated, which are geometrically possible for the exemplifying solution being considered (by P.M.I. the bottom dead centre of piston 5, and by P.M.S. the top dead centre thereof is indicated). As relates, in particular, to angle 9, this actually defines the maximum revolution fraction during which the injection may take place; the beginning time and duration thereof are actually only exclusively depending on electroinjectors coils excitation modalities.
In Figure 4, the engine 1 is shown, in a scrap sectional view obtained according to path IV-1V of Figure 2; the electroinjector 25 is connected to the fuel feed system by means of its own feed duct 26, which is branched off from the pressure control unit 27, like an analogous feed duct, not shown in Figure, connected to the other injector 13; said pressure control unit 27 is 8.
connected by the duct 28 to pump 30, and finally to th second duct 32 branches off control unit 27 to allow th from same pressure contro pressure control unit 27 pressure of fuel delivered t In Figure 4, f partly shown; along governor unit 34, w cable 35 to the acce of said governor un 36, and is sent, microprocessor contro the power supply ca feeding the electroi come out.
The control unit 37 is c 5, by a microprocessor centr the signals coming both from rthermor s a i d i c h is c erator t 34 i as an 1 uni t b 1 e s, n j e c t o r filter 29, then e main tank 31, from which a which connects with pressure e excess fuel to be recycled 1 unit 27. The function of is of keeping constant the o injectors 13 and 25.
e, the air intake duct 33 is duct 33, provided is the onnected, through a suitable control means; the position s detected by the transducer electrical signal, to the 37; from said control unit, generally indicated with 38, s excitation coils, finally omposed, as shown in Figure al unit 39, which processes transducer 36 relating to accelerator position, and from traditional magnetic pickup. not shown, destined to detect the engine speed; such signals are interfaced with said central unit by means respectively, of an analog-to-digita P 1 converter 40 and of a signal squaring filter. The output from central unit 39 drives the power circuits, generally indicated with 42, intended for feeding electrical power to the excitation coils of the two electroinjectors 13 and 25, such coils being indicated with 13B and 25B; it itself is then finally fed with power by a magnet-flywheel generator, through a stabilizer circuit 43, and is timed by 9.
suitable clock device 44.
The operation occurs as follows.
The position of piston 5, as shown in Figure 1, is that relating t.o the bottom dead centre of piston stroke; under this condition, both the transfer and exhaust ports are completely uncovered; air previously compressed inside oil sump 2 during piston 5 downwards stroke is entering the chamber 9, creating the s-o-called "scavenging" stroke, useful to the purpose of completing the exhaust of combustion products through duct 11. The delivery of air ends when the upper edge of piston 5, in its upwards motion up to the top dead centre, completely closes the transfer port corresponding to duct 10; from a theoretical point of view, the escape of gases can anyway continue until also the port,corresponding to exhaust duct 11 is completely closed.
In the meantime, the injection stroke takes place until the piston comes in correspondence of port 22: as it has already been said, this stroke can begin at a whatever time of the cycle, comprised within the arc corresponding to angle 5 shown in Figure 3, said beginning time being a function of engine revolution speed and of governor unit 34 opening angle, whilst the end time of the injection stroke is made coincide, to the purpose of limiting the fresh mixture loss upon exhaust, with the time at which the piston comes, in its upwards motion, in correspondence with the inlet port 22. During said injection stroke, the coils of either or of both of electroinjectors 13 and 25 may be excited, as a function of fuel amount- per revolution which is regarded as of the above-disclosed apparatus 10.
necessary, as variables as i nj ect ion st rok per revolution electroinjector determined on the basis of the same mentioned for the determination of the e beginning time; the injected fuel amount is in fact directly proportional to the excitation time and to the number of contemporaneously activated injectors, with the delivery capacity of the particular adopted injectors type being constant. In Figure 6, the boundary line 45 is shown, which separates the single-injection operation field from the contemporaneous two-injectors operation field on power-engine revolution speed plane, wherein the two curves 46 and 47 respectively represent the power corresponding to the maximum and minimum accelerator opening. The single-injector operation mode is obtained by alternatively exciting the two injectors, to the purpose of preventing thern from overheating.
During the upwards stroke of piston 5, as soon the injection stroke has finished, also the exhaust port is closed, and the stroke hence starts of compression of the mixture in reaches its t neighbourhood of place, which is caused by the spark, occurred, with the proper spark lead angle, between the electrodes of spark plug 12.
During the consequent expansion stroke, the piston 5, in its downwards stroke, uncoversP successively, the ports corresponding to exhaust duct 11, to inlet duct 22 and to transfer duct 10, causing the strokes of flue gases exhaust and of transfer of air present in oil sump 2 to begin; these strokes continue also after the time side chamber 9, until the same piston op dead centre; as known, in the this time, the combustion stroke takes 11.
reLal.ing to the bottom dead centre position, according to the time function and the modaLities as previousLy shown.
The strokes sequence as above described can take pLace both in a cycLic mode, at each driving shaft revoLution, and by aLternating cycLes, during which the injection takes pLace, to cycLes during which said injection is interrupted.
By the injection apparatus as hereinabove discLosed and iLLustrated, the fueL fLow rate can be thus varied, as a function of engine revoLution rate and Load, in a simpLe, and consequentLy, among others, structuraLLy cheap, way.
Such an apparatus neither requires the shape of fueL stream to be varied, nor does it require transfer ports having Large cross-sectionaL area to be used, with aLL of the therefrom deriving advantages.
It can be appLied to any two-stroke engines, with obvious- modifications reLativeLy to as herein discLosed and iLLust-rated.
More than two injecto rs can be provided per each cyLincler. Furthermore, ' the centraL unit. can be infLuenced, besides the engine revoLution rate and Load,.by other engine operating parameters, through suitabLe thereto connected sensors.
12.
room, w i t h control cy 1 i ridee 2.
1 w h e with the intaken, C-L_a_i_m_s 1. Apparatus for Low-pressure fuel injection into a two-stroke engine provided with at Least one cylinder and related piston, characterized in that it comprises at Least two injectors per each cylinder, rigidly Linked to the cylinder and in communication with cylinder inner each of said injectors being furthermore connected a fuel feed system and with a control unit which s the delivery of fuel from the injector into the as a function of engine operating parameters.
Apparatus for fuel ein each injector is inner room of the for being mixed with fuel.
injection according furthermore in communication engine block, whereinto air is o c Lai m 3. Apparatus for fuel injection according to claim 1 or 2, wherein each injector is in communication with the cylinder inner room through a port having a small cross sectional area.
4. Apparatus for 3, wherein between s sectional-area port, a chambe 5. Apparatus for fuel i 1, wherein each injector i fuel injection according to claim aid injector and said small cross- r is interposed.
njection according to claim s opposite to a chamber which is in communication with the cylinder inner room through a small cross-sectional-area duct, and is furthermore in communication with the inner room of engine block, whereinto air to be mixed with fuel is intaken.
6. Apparatus for fuel injection according to one of preceding claims, wherein in correspondence of each injector outlet a thermal shield element is mounted.
7. Apparatus for fuel injection according to one of j 13.
preceding claims, where'in each injector is of unidirectional-flow_type.
8. Apparatus for fuel injection according to one of preceding claims, wherein each injector is an electrical- operation injector, made operate by means of an excitation coil, said control unit controlling the elect"ri,cal power supply to said coil.
9. Apparatus for fuel injection according to one of preceding claims, wherein said fuel feed system comprises a pressure control unit, the function of which i.s to keep constant the pressure of fuel delivered to the injectors.
10. Apparatu,s for fuel injection according to one of preceding claims, wherein said control unit is connected to an engine revolution rate transducer.
11. Apparatus for fuel injection according to one of preceding claims, wherein said control unit is connected to an engine load transducer.
12. Apparatus for fuel injection according to claim 11, wherein said engine load transducer is a transducer of the position of an air flow rate control unit, which controls the flow rate of air delivered to each cylinder for there being mixed with fuel.
13.-Apparatus for fuel injection according to one of preceding claims, wherein said control unit commands, as a function of said engine operating parameters, the activation of one or more injector(s) of each cylinder, or the deactivation thereof, as well as the activation time of each injector.
Published 19138 at The Patent Office, State House. 56'71 High Holborn, London WClR 4TP. Further copies may be obtained from The Patent Office, Sales Branch, St Mary Cray, Orpington, Kent BR5,3RD, Printed by Multiplex technIques ltd, St Mary Cray. Kent. Con. 1/87.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| IT8719033A IT1215330B (en) | 1987-01-09 | 1987-01-09 | LOW PRESSURE FUEL INJECTION APPARATUS IN A TWO STROKE ENGINE. |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB8800359D0 GB8800359D0 (en) | 1988-02-10 |
| GB2199617A true GB2199617A (en) | 1988-07-13 |
Family
ID=11153980
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB08800359A Pending GB2199617A (en) | 1987-01-09 | 1988-01-08 | Low-pressure fuel injection into a two-stroke engine |
Country Status (5)
| Country | Link |
|---|---|
| DE (1) | DE3744609A1 (en) |
| FR (1) | FR2609504A1 (en) |
| GB (1) | GB2199617A (en) |
| IN (1) | IN168162B (en) |
| IT (1) | IT1215330B (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0661431A2 (en) * | 1993-12-28 | 1995-07-05 | Yamaha Hatsudoki Kabushiki Kaisha | Method for supplying air and injecting fuel into a combustion chamber of an internal combustion engine, in particular a two-cycle engine and internal combustion engine |
| EP0742366A1 (en) * | 1995-05-12 | 1996-11-13 | Yamaha Hatsudoki Kabushiki Kaisha | Internal combustion engine |
| WO2010063048A1 (en) * | 2008-12-02 | 2010-06-10 | Kirchberger, Roland | Two-cycle combustion engine |
| EP2423484A1 (en) * | 2010-08-27 | 2012-02-29 | FORMTECH Technologies GmbH | Two stroke combustion engine |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0240041A (en) * | 1988-07-29 | 1990-02-08 | Fuji Heavy Ind Ltd | Fuel injection control device for 2-cycle direct injection engine |
| JPH0240042A (en) * | 1988-07-29 | 1990-02-08 | Fuji Heavy Ind Ltd | Fuel injection control device for 2-cycle direct injection 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 |
| US6691649B2 (en) | 2000-07-19 | 2004-02-17 | Bombardier-Rotax Gmbh | Fuel injection system for a two-stroke engine |
| DE10140797A1 (en) * | 2001-08-20 | 2003-07-31 | Bosch Gmbh Robert | Compensation element for a fuel injector |
| AT503127B1 (en) * | 2006-03-21 | 2007-08-15 | Kirchberger Roland Dipl Ing Dr | TWO STROKE COMBUSTION ENGINE |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB723972A (en) * | 1950-05-22 | 1955-02-16 | Gutbrod Motorenbau Gmbh | An improved two-stroke cycle direct injection internal combustion engine |
| GB1270002A (en) * | 1968-07-17 | 1972-04-12 | Politechnika Krakowska Katedra | Spark-ignition, internal combustion engines and method of stratifying the fuel charge in such engines |
| GB1353288A (en) * | 1971-10-19 | 1974-05-15 | Motobecane Ateliers | Two-stroke engine |
| GB2027941A (en) * | 1978-07-13 | 1980-02-27 | Mikuni Kogyo Kk | A fuel injection carburation system for an internal combustion engine |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE947032C (en) * | 1943-09-28 | 1956-08-09 | Daimler Benz Ag | Mixture-compressing two-stroke internal combustion engine with a crankcase pump |
| NL7107278A (en) * | 1970-05-29 | 1971-12-01 | ||
| JPS59158328A (en) * | 1983-02-26 | 1984-09-07 | Nissan Motor Co Ltd | Internal-combustion engine |
-
1987
- 1987-01-09 IT IT8719033A patent/IT1215330B/en active
- 1987-02-03 IN IN88/DEL/87A patent/IN168162B/en unknown
- 1987-12-31 DE DE19873744609 patent/DE3744609A1/en not_active Withdrawn
-
1988
- 1988-01-08 FR FR8800154A patent/FR2609504A1/en not_active Withdrawn
- 1988-01-08 GB GB08800359A patent/GB2199617A/en active Pending
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB723972A (en) * | 1950-05-22 | 1955-02-16 | Gutbrod Motorenbau Gmbh | An improved two-stroke cycle direct injection internal combustion engine |
| GB1270002A (en) * | 1968-07-17 | 1972-04-12 | Politechnika Krakowska Katedra | Spark-ignition, internal combustion engines and method of stratifying the fuel charge in such engines |
| GB1353288A (en) * | 1971-10-19 | 1974-05-15 | Motobecane Ateliers | Two-stroke engine |
| GB2027941A (en) * | 1978-07-13 | 1980-02-27 | Mikuni Kogyo Kk | A fuel injection carburation system for an internal combustion engine |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0661431A2 (en) * | 1993-12-28 | 1995-07-05 | Yamaha Hatsudoki Kabushiki Kaisha | Method for supplying air and injecting fuel into a combustion chamber of an internal combustion engine, in particular a two-cycle engine and internal combustion engine |
| EP0661431A3 (en) * | 1993-12-28 | 1995-09-20 | Yamaha Motor Co Ltd | Method for supplying air and injecting fuel into a combustion chamber of an internal combustion engine, in particular a two-cycle engine and internal combustion engine. |
| US5553579A (en) * | 1993-12-28 | 1996-09-10 | Yamaha Hatsudoki Kabushiki Kaisha | Fuel injection system for two-cycle engine |
| EP0742366A1 (en) * | 1995-05-12 | 1996-11-13 | Yamaha Hatsudoki Kabushiki Kaisha | Internal combustion engine |
| US5775289A (en) * | 1995-05-12 | 1998-07-07 | Yamaha Hatsudoki Kabushiki Kaisha | Direct cylinder fuel injected engine |
| WO2010063048A1 (en) * | 2008-12-02 | 2010-06-10 | Kirchberger, Roland | Two-cycle combustion engine |
| EP2423484A1 (en) * | 2010-08-27 | 2012-02-29 | FORMTECH Technologies GmbH | Two stroke combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| IT8719033A0 (en) | 1987-01-09 |
| IN168162B (en) | 1991-02-16 |
| GB8800359D0 (en) | 1988-02-10 |
| IT1215330B (en) | 1990-02-08 |
| DE3744609A1 (en) | 1988-07-21 |
| FR2609504A1 (en) | 1988-07-15 |
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