US3888214A - Fuel injection system for two cycle engine - Google Patents
Fuel injection system for two cycle engine Download PDFInfo
- Publication number
- US3888214A US3888214A US258805A US25880572A US3888214A US 3888214 A US3888214 A US 3888214A US 258805 A US258805 A US 258805A US 25880572 A US25880572 A US 25880572A US 3888214 A US3888214 A US 3888214A
- Authority
- US
- United States
- Prior art keywords
- fuel
- combustion chamber
- combustion
- storage cavity
- engine
- 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
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Classifications
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- 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
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- 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
- F02B15/00—Engines characterised by the method of introducing liquid fuel into cylinders and not otherwise provided for
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- 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
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- 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
-
- 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
- F02B2720/00—Engines with liquid fuel
- F02B2720/15—Mixture compressing engines with ignition device and mixture formation in the cylinder
- F02B2720/152—Mixture compressing engines with ignition device and mixture formation in the cylinder with fuel supply and pulverisation by injecting the fuel under pressure during the suction or compression stroke
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- 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
Definitions
- ABSTRACT A low pressure fuel injection system for a two cycle internal combustion engine. Fuel is introduced into the combustion chamber during the intake cycle from a cavity in the wall of the combustion chamber supplied with fuel by metering apparatus that controls the flow of fuel in accordance with engine demand. The fuel is compressibly accumulated when the cavity is covered by the piston during the compression and combustion cycles. As the piston moves into the fuel intake cycle, the cavity is opened and the fuel charge is discharged therefrom and swept out by the flow of intake air for subsequent vaporization and combustion.
- the invention is directed to a low pressure fuel injection system for an internal combustion engine which is particularly useful in a two cycle internal combustion engine.
- Fuel injection eliminates the fuel from the crankcase area and permits usage of a lubricant having a lower viscosity, which enhances cold weather operation of the engine and oil injection system. Further, the elimination of lubricant dilution allows a reduction in the volume of lubricant necessary to satisfactorily lubricate the engine components.
- direct cylinder fuel injection results from the location at which fuel vaporization takes place.
- the vaporization of fuel into a gaseous state requires absorption of a considerable amount of heat.
- the vaporizing fuel absorbs heat from the crankcase, where heat problems ordinarily do not exist.
- direct cylinder fuel injection the fuel is vaporized in the combustion chamber where it absorbs heat from the piston, cylinder walls and cylinder head, all of which operate at extremely high temperatures. Fuel injection thus enables operation at higher combustion temperatures and lower component temperatures and results in increased efficiency.
- the inventive low pressure fuel injection system provides a simple, economical and sound method of injecting fuel into the cylinder at the proper time and at the proper volume for an extreme range of operating conditions.
- FIG. 1 is a view of a two cycle engine and fuel injection system embodying the inventive principle, part thereof being broken away, said engine operating in its combustion cycle.
- FIG. 2 is a view similar to FIG. 1 but showing only a portion thereof, the engine entering its exhaust cycle.
- FIG. 3 is similar to FIG. 2, but with the engine enter ing its air intake cycle
- FIG. 4 is a view similar to FIG. 2, but with the engine entering its fuel intake cycle
- FIG. 5 is a view similar to FIG. 2, but with the engine entering its compression cycle
- FIG. 6 is an enlarged fragmentary view of the engine cylinder wall, showing with particularity a fuel injection cavity or recess;
- FIG. 7 is a further enlarged sectional view of the fuel injection cavity taken generally along the line 7-7 of FIG. 6.
- an engine represented generally by the numeral II is shown to comprise an engine block 12 having a crankcase chamber (not shown), and a housing or cylinder head 13 which defines a cylindrical combustion chamber 14.
- a piston 15 is arranged to reciprocate in combustion chamber 14 by virtue of its pivotal connection to a crankshaft 16 through a connecting rod 17.
- a conventional fly wheel 18 is rotatably mounted on crankshaft l6 and carries a pulley 19 which drives an oil injecting pump 21 by a belt 22.
- Oil pump 21 receives a supply of oil from the engine crankcase, and pumps it through an oil line 23 to the main bearings (not shown) of crankshaft 16 for purposes of lubrication.
- a butterfly valve 26 is rotatably disposed in air horn 25 and serves to vary the volume of air entering air horn 25 in the usual throttling fashion. Valve 26 is rotatable by a manual control (not shown) to vary the speed of engine 11, as described below.
- the top of transfer port 27 is disposed slightly below the top of exhaust port 28 with respect to the cylinder axis, and air inlet port 24 is located a distance below transfer port 27.
- a threaded opening 29 is formed in the top of cylinder head 13 to receive a spark plug 31.
- cavity 32 Fuel is admitted to combustion chamber 14 from a cavity 32 which is formed in the inner cylindrical face of combustion chamber 14.
- cavity 32 is exaggerated for purposes of clarity.
- cavity 32 is shown in its preferred form, being generally concave in shape and having a relatively large cross sectional area as compared to its shallow depth. This configuration permits fuel accumulated in cavity 32 to be quickly discharged into combustion chamber 14 when uncovered by piston 15.
- cavity 32 is disposed between air inlet port 24 and the top of transfer port 27 and is of sufficient size to hold a fresh charge of fuel for subsequent vaporization and combustion in combustion chamber 14.
- Cavity 32 is connected to a fuel metering apparatus, represented generally by the numeral 33, by a passage 30 in cylinder head I3, to which is connected a conduit 34 which includes a ball type check valve 35.
- Metering apparatus 33 consists of an adjustable main flow valve 36 and an adjustable idle flow valve 37 connected in parallel therewith.
- Main flow valve 36 is controlled through a linkage 38 by a conventional diaphragm actuator 39 which senses crankcase pressure through a conduit 41.
- Idle flow valve 37 is opened approximately one quarter of a turn with movement of butterfly valve 26 by the manual throttle control through a linkage 42.
- Metering apparatus 33 receives a supply of fuel from a conventional impulse pump 43, which is also actuated by crankcase pressure through a conduit 44.
- Pump 43 is adapted for connection to a source of fuel through a fuel line 45.
- conduit 41 includes a check valve (not shown), or the like, which rectifies the positive and negative pulsing pressure transmitted therethrough, resulting in application of a steady pressure to diaphragm actuator 39 which varies as a function of engine speed.
- a bleed port (not shown) continuously bleeds pressure in conduit 41 and diaphragm actuator 39 to atmosphere, thereby permitting a controlled pressure buildup as engine speed and crankcase pressure increase.
- Pump 43 is capable of providing a pulsating flow of fuel greater than the amount required by the engine, but its output is restricted by the position of main flow valve 36. Hence, in response to a given piston stroke, piston 43 provides a discrete quantity of fuel which passes through main flow valve 36 and is accumulated in cavity 32.
- exhaust port 28 is the first port to be uncovered (FIG. 2), and exhaust of the combusted gas mixture begins.
- This movement of exhaust gases is assisted with the opening of transfer port 27, as shown in H6. 3, by the entrance of fresh air from the crankcase into compression chamber 14.
- Transfer port 27 is designed to direct the fresh air charge through a loop scavenged path, whereby the air passes up the cylinder wall opposite exhaust port 28, across the cylinder head and down the opposite cylinder wall to exhaust port 28. This movement of fresh air assists in driving the combusted fuel mixture out exhaust port 28.
- piston 15 continues its downward movement to bring the pressure in the engine crankcase to a maximum, and, through impulse pump 43 and metering apparatus 33 thereby accumulate a quantity of fuel under pressure in cavity 32. Piston 15 then uncovers cavity 32, discharging the fuel therein and permitting it to mix with the fresh air charge entering compression chamber 14 through transfer port 27. Cavity 32 is positioned on the cylinder wall of compression chamber 14 so that the leading side of the air transfer pattern, which may escape through exhaust portion 28 before it is closed, carries no fuel vapor. Consequently, none of the fuelair mixture reaches the open exhaust port before the compression cycle begins. This enhances fuel economy and diminishes the problem of hydrocarbon emission into the atmosphere.
- FIG. 5 shows piston 15 after it has moved through the cycle of air and fuel intake, and as it begins the compression cycle with the closing of cavity 32, air transfer port 27 and exhaust port 28. Further upward movement of piston 15 carries it to the position shown in FIG. 1, and the two cycle process continues.
- the intake cycle includes separate intakes of fuel and air and begins as piston 15 moves downward to uncover transfer port 27.
- the intake cycle continues as cavity 32 is uncovered and terminates as piston 15 reverses direction, covering cavity 52 and, finally, transfer port 27.
- the combustion cycle begins with ignition of the fuel charge by spark plug 31, which is at or near the end of the compression cycle.
- the combustion cycle continues with downward movement of piston 15 and ends as exhaust port 28 is opened, at which time the exhaust cycle begins.
- the exhaust cycle completely encompasses the intake cycle in regard to time, extending through the opening and closing of both transfer port 28 and cavity 32 and terminating as piston 15 moves upward to close exhaust port 28.
- idle flow valve 37 is adjusted to provide sufficient fuel along with the volume of air entering through butterfly valve 26.
- Main flow valve 36 is adjusted so that the crankcase pressure operating on diaphragm actuator 39 through linkage 38 is insufficient to open it.
- the linkage 42 between butterfly valve 26 and idle flow valve 37 opens valve 37 approximately one quarter of a turn until the engine demand, as reflected by crankcase pressure, builds up sufficiently to drive actuator 39.
- the aforementioned bleed port in diaphragm actuator 39 reduces the control pressure therein as engine speed and crankcase pressure decrease, thus enabling main flow valve 36 to move toward a closed position and thereby diminish the output of pump 43.
- metering apparatus is unimportant so long as it provides the function of metering fuel for accumulation in cavity 32 during the compression and combustion cycles.
- structure such as a cavity proximate the combustion chamber, for the accumulation of fuel during the compression and combustion cycles, which accumulation is disposed sufficiently close to compression chamber 14 to allow the accumulated fuel to be freely and instantaneously discharged into the compression chamber 14 without having to impart great inertial energy to the fuel charge.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Fuel-Injection Apparatus (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
Description
Claims (10)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US258805A US3888214A (en) | 1970-07-27 | 1972-06-01 | Fuel injection system for two cycle engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US5843170A | 1970-07-27 | 1970-07-27 | |
US258805A US3888214A (en) | 1970-07-27 | 1972-06-01 | Fuel injection system for two cycle engine |
Publications (1)
Publication Number | Publication Date |
---|---|
US3888214A true US3888214A (en) | 1975-06-10 |
Family
ID=26737605
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US258805A Expired - Lifetime US3888214A (en) | 1970-07-27 | 1972-06-01 | Fuel injection system for two cycle engine |
Country Status (1)
Country | Link |
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US (1) | US3888214A (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3490359T1 (en) * | 1983-08-05 | 1985-09-19 | Orbital Engine Co. Pty. Ltd., Balcatta | Method and device for fuel injection |
US6254555B1 (en) * | 1996-08-12 | 2001-07-03 | Primary Care Delivery Corporation | Instrument for diagnosing and treating soft tissue abnormalities through augmented soft tissue mobilization |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US661599A (en) * | 1897-12-28 | 1900-11-13 | Joseph Day | Oil-engine. |
US840178A (en) * | 1905-05-25 | 1907-01-01 | Daniel M Tuttle | Gas-engine. |
US977847A (en) * | 1907-10-10 | 1910-12-06 | Lysander E Wright | Internal-combustion engine. |
US1143258A (en) * | 1913-12-17 | 1915-06-15 | Hermon E Dunham | Inspirator for internal-combustion engines. |
US3190271A (en) * | 1964-01-27 | 1965-06-22 | Mcculloch Corp | Fuel-air injection system for internal combustion engines |
US3198180A (en) * | 1961-10-09 | 1965-08-03 | Kiekhaefer Corp | Fuel supply system for internalcombustion engines |
-
1972
- 1972-06-01 US US258805A patent/US3888214A/en not_active Expired - Lifetime
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US661599A (en) * | 1897-12-28 | 1900-11-13 | Joseph Day | Oil-engine. |
US840178A (en) * | 1905-05-25 | 1907-01-01 | Daniel M Tuttle | Gas-engine. |
US977847A (en) * | 1907-10-10 | 1910-12-06 | Lysander E Wright | Internal-combustion engine. |
US1143258A (en) * | 1913-12-17 | 1915-06-15 | Hermon E Dunham | Inspirator for internal-combustion engines. |
US3198180A (en) * | 1961-10-09 | 1965-08-03 | Kiekhaefer Corp | Fuel supply system for internalcombustion engines |
US3190271A (en) * | 1964-01-27 | 1965-06-22 | Mcculloch Corp | Fuel-air injection system for internal combustion engines |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3490359T1 (en) * | 1983-08-05 | 1985-09-19 | Orbital Engine Co. Pty. Ltd., Balcatta | Method and device for fuel injection |
US6254555B1 (en) * | 1996-08-12 | 2001-07-03 | Primary Care Delivery Corporation | Instrument for diagnosing and treating soft tissue abnormalities through augmented soft tissue mobilization |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: POLARIS INDUSTRIES, INC., 1225 NORTH COUNTY ROAD 1 Free format text: ASSIGNMENT OF ASSIGNORS INTEREST. EFFECTIVE JULY 20, 1981;ASSIGNOR:TEXTRON INC., A DE CORP;REEL/FRAME:004343/0410 Effective date: 19840806 |
|
AS | Assignment |
Owner name: FIRST NATIONAL BANK OF MINNEAPOLIS Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:POLARIS INDUSTRIES L.P., BY: POLARIS INDUSTRIES ASSOCIATES, GENERAL PARTNER;REEL/FRAME:004811/0696 Effective date: 19870909 |
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AS | Assignment |
Owner name: POLARIS INDUSTRIES L.P., A DE. LIMITED PARTNERSHIP Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:POLARIS INDUSTRIES, INC., A CORP. OF MN.;REEL/FRAME:004810/0623 Effective date: 19870909 |
|
AS | Assignment |
Owner name: POLARIS INDUSTRIES L.P. Free format text: RELEASED BY SECURED PARTY;ASSIGNOR:FIRST BANK NATONAL ASSOCIATION;REEL/FRAME:005424/0606 Effective date: 19900725 |