GB2386642A - Valve timing regime in an i.c. engine capable of operating in two-stroke mode - Google Patents

Valve timing regime in an i.c. engine capable of operating in two-stroke mode Download PDF

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Publication number
GB2386642A
GB2386642A GB0206665A GB0206665A GB2386642A GB 2386642 A GB2386642 A GB 2386642A GB 0206665 A GB0206665 A GB 0206665A GB 0206665 A GB0206665 A GB 0206665A GB 2386642 A GB2386642 A GB 2386642A
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United Kingdom
Prior art keywords
engine
stroke
operating
intake
valve
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.)
Withdrawn
Application number
GB0206665A
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GB0206665D0 (en
Inventor
Ma Thomas Tsio-Hei
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to GB0206665A priority Critical patent/GB2386642A/en
Publication of GB0206665D0 publication Critical patent/GB0206665D0/en
Publication of GB2386642A publication Critical patent/GB2386642A/en
Withdrawn legal-status Critical Current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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/028—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation for two-stroke engines
    • F02D13/0284—Variable control of exhaust valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/36—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle
    • F01L1/38—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle for engines with other than four-stroke cycle, e.g. with two-stroke cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
    • F02B69/06—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different cycles, e.g. convertible from two-stroke to four stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3058—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used the engine working with a variable number of cycles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2710/00—Control of valve gear, speed or power
    • F01L2710/003—Control of valve gear for two stroke engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2760/00—Control of valve gear to facilitate reversing, starting, braking of four stroke engines
    • F01L2760/007—Control of valve gear to facilitate reversing, starting, braking of four stroke engines for starting two stroke engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • 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
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

An internal combustion engine capable of operating in a two-stroke mode, has an engine control system 12 that acts on the valve actuating mechanism 14 to set an operating regime (Figure 3) in which the timings of the intake and exhaust valve events are, instead of being symmetrical about BDC, both advanced to such an extent that, during each rotation of the engine crankshaft, the major proportion of each event occurs during the second half of the piston downstroke. Preferably at least two-thirds of the intake event occurs during the downstroke. As a result, while both valves are open the combustion chamber is increasing in volume and the resulting negative pressure draws air from the intake system into the combustion chamber, as in a conventional four-stroke engine. The valve actuating system 14 may be camless or may include a camshaft phase changer. The invention allows two stroke operation of a dual mode 2/4 stroke engine during starting and idling without pressurising the intake system.

Description

INTERNAL COMBUSTION ENGINE
The present invention relates to an internal combustion engine capable of operating in a two-stroke mode, comprising 5 a cylinder, a piston reciprocating within the cylinder and connected to a crankshaft, and intake and exhaust valves for controlling the flow of gases into and out of the cylinder.
Conventional two-stroke engines do not have valves and lo instead port are formed in the cylinder wall that are opened and closed by the skirt of the piston. Inevitably, this results in the exhaust and intake events being symmetrical about the bottom dead centre (BDC) position of the piston and crankshaft. Unlike a four stroke engine, which has 15 separate strokes for intake and exhaust an engine operating with such a valve timing regime cannot rely on piston movement alone to perform the gas exchange and requires the intake system to be pressurized. In particular, after the initial Slowdown of the exhaust gases, a positive pressure 20 difference is required between the intake and exhaust ports to force the fresh air charge into the cylinder and drive the remainder of the exhaust gases ahead of it out of the exhaust port.
25 In an engine which can only operate in a two stroke mode, such a positive pressure has conventionally been achieved either by resorting to crankcase compression or by providing a blower or supercharger driven by the engine or electrically. It has not however been possible to rely only so on an exhaust gas driven turbocharger, as there would be no pressure in the intake during starting and insufficient pressure during idling.
The present invention in its broadest aspect seeks to as overcome the requirement in an engine operating in a two stroke mode for the intake port to be pressurised externally during starting and idling. -
- 2 In accordance with the present invention, there is provided an internal combustion engine capable of operating in a two-stroke mode, comprising a cylinder, a piston reciprocating within the cylinder and connected to a 5 crankshaft, intake and exhaust valves for controlling the flow of gases into and out of the cylinder, a valve actuating mechanism for operating the valves and enabling the timing of opening and closing of the valves to be varied in relation to the phase of the crankshaft, and an engine lo control system acting on the valve actuating mechanism to set an operating regime in which the timings of the intake and exhaust valve events are both advanced to such an extent that, during each rotation of the engine crankshaft, the major proportion of each event occurs during the second half Is of the piston downstroke.
In the same way as in the intake stroke of a four stroke engine, the engine of the invention takes advantage of the movement of the piston in the second half of its so downstroke to draw gases into the combustion chamber, obviating the need for an external blower. The level of output power generated when operating in this manner is necessarily low but is sufficient for starting and idling.
25 The invention can be used in an engine that operates exclusively in a two stroke mode for the purpose of improving starting and idling operation. In such an engine, the intake and exhaust valves can be actuated by a single camshaft and the invention may be implemented using a known so camshaft phaser to advance the timing of the camshaft in relation to the crankshaft.
The invention however has greater importance in the field of engines that are switchable between two stroke and
35 four stroke operation. The availability of camless valve actuating systems (electrical and/or hydraulic) has made such engines practically viable.
In such an engine, crankcase compression is clearly not available as an option and the addition of a supercharger is an undesirable additional expense. Instead, engines are commonly fitted with turbochargers.
In dual mode engines, various strategies have previously been proposed for switching between modes. The strategies are designed to take advantage of the fact that the two stroke mode yields better fuel economy, cleaner lo burning and higher torque during low speed and low operation whereas four stroke operation is better suited to operation under high speed and high load. However, for starting and idling it has hitherto been compulsory for the reasons given above to adopt the four stroke mode of operation, despite IS the potential for better economy obtainable from two stroke operation. In a preferred embodiment of the invention, the valve actuating mechanism and the control system are designed to So permit the engine to be switchable between two stroke and four stroke operating modes and the control system is operative to select the two stroke operating mode and to *A operate the engine in the advanced valve timing regime during starting and idling of the engine.
In this case, the invention achieves a marked simplification of the control system as it makes it possible to switch only under high speed and high load to four stroke operation and to operate in two stroke mode under all other so conditions. In urban driving, this would all but eliminate the need for constant changes of mode as well as improving the engine fuel economy and exhaust emissions.
In this respect, it should be noted that when operating 35 in the advanced timing regime, the cylinder charge will inevitably contain a high proportion of hot exhaust gases, mixed with fresh intake air, thereby creating conditions
that are favourable for controlled auto-ignition combustion.
In controlled auto-ignition, the charge ignites without relying on a spark and combustion commences at numerous ignition sites, resulting in very low exhaust emissions 5 (especially of NOx) and improved engine stability.
The invention will now be described further, by way of example, with reference to the accompanying drawings, in which: lo Figure 1 is a block diagram schematically representing an engine, Figure 2 is a timing diagram showing the intake and exhaust events of a conventional two stroke engine, and Figure 3 is a timing diagram similar to that of 15 Figure 2 showing the timing regime required to enable an engine operating in a two stroke mode to dispense with an external blower.
Figure 1 shows an engine 10 having a valve actuating So system 12 and a control system 14. The engine 10 resembles a conventional four stroke engine with reciprocating pistons and poppet valves and has an exhaust turbocharger (not shown). The valves are operated by means of a valve actuating system 14 which is preferably a camless system but 25 may alternately be a system comprising one or more camshafts and a phaser for allowing the phase of the various valve events to be adjusted in relation to the phase of the engine crankshaft. 30 The engine 10 has a control system 12 that receives inputs from various sensors and produces output signals for controlling the valve actuating system 14 in addition to the fuelling and ignition systems. As engines, valve actuating systems and electronic control systems are all generally 35 well known, it is not believed that they need to be described in greater detail within the present context.
In the preferred embodiment of the invention, the engine 10 is a dual mode engine that can operate either as a two stroke or as a four stroke engine depending upon the manner in which the valves are opened and closed by the 5 valve actuating system 14 under the instruction from the engine control system 12. Such engines have been proposed in the past but in all known engines it has proved necessary to operate in four stroke mode during starting and low load operation. The valve timing that is normally adopted in two stroke engines and in engines operating in two stroke mode is shown in Figure 2 where E and I are used to refer to Exhaust and Intake respectively, while O and C are used to refer to 15 Opening and Closing timing respectively. Starting from top dead centre (TDC), the piston is powered down by the combustion to approximately 120 ATDC. At this point (EO) the piston uncovers the exhaust port or the exhaust valve is opened, and the exhaust gases rush out in a sudden surge, to referred to as a Slowdown, which rapidly reduces the pressure in the combustion chamber to near atmospheric.
Shortly after, at (IO), the intake port or valve opens and,;' assuming that the intake manifold is pressurized, air is forced into the cylinder at the same time scavenging the 25 remaining exhaust gases out the cylinder. The geometry of the ports is normally carefully designed to achieve a cross-
flow from the intake towards the exhaust port.
The two ports or valves remain open until symmetrical 30 positions (IC and EC) on the opposite side of bottom dead centre (BDC) while the pressurized charging and scavenging processes continue. After the ports or valves have closed, the fresh charge is compressed as the piston continues its upstroke back towards TDC. Fuel is preferably injected into 35 the charge during the compression stroke, but it is alternatively possible to admit a fuel-air mixture during
the gas exchange period. The charge is ignited near TDC to produce power and commence the next operating cycle.
It will be noted that in the above explanation of the 5 operation of a two stroke engine it has been assumed that the intake system is pressurized. Had this been not the case, the symmetrical position of the intake and exhaust events about BDC would mean that any inflow and outflow of fresh charge caused by piston displacement would be lo substantially balanced on either side of BDC and there will be no nett introduction of fresh charge in the engine
cylinder. In a dual mode engine, pressurization of the intake system cannot be achieved by crankcase compression and the preferred choice is to use a turbocharger. However, 15 because a turbocharger does not work efficiently, if at all, during starting and idling, it has hitherto not been possible to use two stroke mode under such operating conditions. to To allow two stroke operation during starting and idling without externally pressurizing of the intake system, the invention proposes adopting a valve timing regime such as shown in Figure 3. Here, instead of the valve events being symmetrical about BDC, they both occur predominantly 25 during the latter part of the downstroke of the piston, the proportion of the intake event occurring during the piston downstroke being at least 2/3 of the total event duration.
As a result, while both the valves are open, the combustion chamber is increasing in volume and the resulting negative so pressure draws air from the intake system into the combustion chamber, in the same way as occurs during the induction stroke of a four stroke engine. Exhaust gases are also drawn back into the combustion chamber from the exhaust system but, because of the out-going momentum of the gases s in the exhaust system caused by the initial blowdown, more fresh air is drawn into the combustion chamber than exhaust gases. After BDC, the remaining 1/3 of the intake event
7 - will continue as the piston is moving upwards and some of the cylinder charge will be displaced out the cylinder.
However the amount of outflow after BDC will be significantly smaller than the amount of inflow before BDC 5 and a nett fresh charge will be retained in the engine cylinder for combustion and power production.
With such a valve timing regime, some power is lost because of the early blowdown of the combustion cycle.
lo Furthermore, less power is generated in the first place because each charge inevitably contains a high proportion of exhaust gases. Nevertheless, sufficient power is produced to allow the engine to start and to idle without any external pressure source and without switching to four stroke IS operation. During idling, the high proportion of retained exhaust gases promotes controlled auto-ignition and therefore gives additional benefits in terms of low exhaust emissions and stable engine operation. The increased exhaust energy from early Slowdown also helps to drive the So turbocharger and bring it closer to its operating range to pressurize the intake system.
The transition from the starting and idling valve timing regime back to the normal two stroke valve timing 25 regime, such as that shown in Figure 2, may take place in a single step but it is preferred for the timing to be retarded more gradually as the engine load and/or speed is increased. Thus the reliance on induction by the piston will be reduced gradually as the turbocharger speeds up and So pressure in the intake system increases.
In the example illustrated, the intake and exhaust events are both advanced by the same amount so that the valve timing regime can be implemented by advancing the 35 phase of a single camshaft. If however the engine benefits from a variable event actuating mechanism or a camless actuating system, then it is possible to adopt more complex
- 8 strategies. For example, it would be preferable for both valves to be closed near BDC and still earlier closing of the exhaust valve would allow each charge to contain a lower proportion of exhaust gases.
It will be seen from the foregoing that, in the context of a two stroke engine, the invention allows the starting and idling of the engine to be improved. Furthermore, in the context of a dual mode engine, the invention allows two lo stroke operation during starting and idling to reduce the need for frequent switching between two stroke and four stroke modes.

Claims (7)

À 9 CLAIMS
1. An internal combustion engine capable of operating in a two-stroke mode, comprising a cylinder, a piston 5 reciprocating within the cylinder and connected to a crankshaft, intake and exhaust valves for controlling the flow of gases into and out of the cylinder, a valve actuating mechanism for operating the valves and enabling the timing of opening and closing of the valves to be varied lo in relation to the phase of the crankshaft, and an engine control system acting on the valve actuating mechanism to set an operating regime in which the timings of the intake and exhaust valve events are both advanced to such an extent that, during each rotation of the engine crankshaft, the 15 major proportion of each event occurs during the second half of the piston downstroke.
2. An engine as claimed in claim 1, wherein the engine is only capable of operating in a two stroke mode.
3. An engine as claimed in claim 2, wherein the valve actuating system comprises a single camshaft and a camshaft phaser for advancing the timing of the camshaft in relation to the crankshaft.
4. A engine as claimed in claim 1, wherein the valve actuating mechanism and the control system are designed to permit the engine to be switchable between two stroke and four stroke operating modes and wherein the control system so is operative to select the two stroke operating mode and to operate the engine in the advanced valve timing regime during starting and idling of the engine.
5. An engine as claimed in claim 1, 2 or 4, wherein the valve actuating system is a camless system.
6. An engine as claimed in any preceding claim, wherein the proportion of the intake valve event occurring during the second half of the piston downstroke is at least 2/3 of the event duration.
7. An engine constructed and adapted to operate substantially as herein described with reference to and as illustrated in the accompanying drawings.
GB0206665A 2002-03-21 2002-03-21 Valve timing regime in an i.c. engine capable of operating in two-stroke mode Withdrawn GB2386642A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB0206665A GB2386642A (en) 2002-03-21 2002-03-21 Valve timing regime in an i.c. engine capable of operating in two-stroke mode

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Application Number Priority Date Filing Date Title
GB0206665A GB2386642A (en) 2002-03-21 2002-03-21 Valve timing regime in an i.c. engine capable of operating in two-stroke mode

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GB0206665D0 GB0206665D0 (en) 2002-05-01
GB2386642A true GB2386642A (en) 2003-09-24

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01315631A (en) * 1988-06-15 1989-12-20 Toyota Motor Corp Two-cycle diesel engine
GB2226596A (en) * 1988-12-21 1990-07-04 Fuji Heavy Ind Ltd Regulating two-stroke engine intake and exhaust
US4995348A (en) * 1985-11-06 1991-02-26 Melchior Jean F Two-stroke internal combustion engines and process for operating said engines
US5020487A (en) * 1989-04-26 1991-06-04 Volkswagen Internal combustion engine with load-responsive valve control for combustion chamber scavenging
US5189996A (en) * 1989-11-09 1993-03-02 North American Philips Corporation Two-stroke-cycle engine with variable valve timing
EP0579590A1 (en) * 1992-07-17 1994-01-19 AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH.Prof.Dr.Dr.h.c. Hans List Two stroke internal combustion engine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4995348A (en) * 1985-11-06 1991-02-26 Melchior Jean F Two-stroke internal combustion engines and process for operating said engines
JPH01315631A (en) * 1988-06-15 1989-12-20 Toyota Motor Corp Two-cycle diesel engine
GB2226596A (en) * 1988-12-21 1990-07-04 Fuji Heavy Ind Ltd Regulating two-stroke engine intake and exhaust
US5020487A (en) * 1989-04-26 1991-06-04 Volkswagen Internal combustion engine with load-responsive valve control for combustion chamber scavenging
US5189996A (en) * 1989-11-09 1993-03-02 North American Philips Corporation Two-stroke-cycle engine with variable valve timing
EP0579590A1 (en) * 1992-07-17 1994-01-19 AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH.Prof.Dr.Dr.h.c. Hans List Two stroke internal combustion engine

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