WO1998038419A1 - Systeme d'injection electronique directe de carburant destine a des moteurs a combustion interne deux temps - Google Patents

Systeme d'injection electronique directe de carburant destine a des moteurs a combustion interne deux temps Download PDF

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Publication number
WO1998038419A1
WO1998038419A1 PCT/IB1998/000186 IB9800186W WO9838419A1 WO 1998038419 A1 WO1998038419 A1 WO 1998038419A1 IB 9800186 W IB9800186 W IB 9800186W WO 9838419 A1 WO9838419 A1 WO 9838419A1
Authority
WO
WIPO (PCT)
Prior art keywords
cylinder
injector
fuel delivery
engine
delivery system
Prior art date
Application number
PCT/IB1998/000186
Other languages
English (en)
Inventor
Pierluigi Marconi
Original Assignee
Bimota S.P.A.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Bimota S.P.A. filed Critical Bimota S.P.A.
Priority to AU57773/98A priority Critical patent/AU5777398A/en
Publication of WO1998038419A1 publication Critical patent/WO1998038419A1/fr

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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
    • 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

Definitions

  • the present invention relates to a direct electronic low- pressure fuel injection system for two-stroke internal combustion engines .
  • a fuel injector for two-stroke internal combustion engines with controlled ignition that is to say, of the type equipped with a spark plug and a device for producing the spark across the electrodes of the spark plug.
  • the fuel-air mixture can also be ignited by compression through conventional devices designed to appropriately vary the engine compression ratio in such a way as to ignite the fuel-air mixture.
  • the axis of the injector is perpendicular to the axis of the cylinder and the injector is located diametrically opposite the main exhaust port.
  • the injector axis is perpendicular to the cylinder axis, the jet of fuel delivered by the injector strikes the cylinder wall in the area opposite the injector. This wall, being relatively cool, tends to condense the fuel on it, preventing the fuel and air from mixing effectively and thus increasing the amount of fuel that escapes combustion.
  • the injector nozzle is located under the upper edge of the exhaust port, all the fuel must be delivered while the exhaust port is still open, that is to say, while the cylinder exhaust stroke is still in progress. Therefore, the separation of burnt gases from the fuel-air mixture still to be burnt is left to the special flows created within the cylinder, said flows being separable by means of aerodynamic screens .
  • the aim of the present invention is to overcome the disadvantages just mentioned by providing a fuel delivery system for two-stroke internal combustion engines which, on account of the position of the injector and the type of electronic drive, can be adapted to suit a wide range of cylinder capacities, dimensional ratios and power outputs of two-stroke engines and, in addition to this, permits a discernible reduction in the amount of unburnt fuel discharged from the exhaust.
  • Another advantage of the system made in accordance with the present invention is that it uses only components that are normally available on the market and is therefore economical to manufacture and to maintain.
  • the invention provides a fuel delivery system applied to a two-stroke internal combustion engine of the type comprising a cylinder with an internal cavity of a substantially cylindrical shape and having on its side wall in at least one first area an air intake port and, in at least one second area, a main exhaust port and secondary exhaust ports for the discharge of combustion gases; a reciprocating piston that slides coaxially within the cavity of the cylinder; a cylinder head connected to one end of the cylinder and defining inside it a combustion chamber that communicates with the cavity, the cylinder head mounting at least one fuel mixture ignition device that extends towards or into the combustion chamber; a crankshaft connected to the piston by a conrod and a pin; the fuel delivery system comprises an injector that is mounted in the side wall and has a fuel delivery nozzle located in a third area of said cavity; the axis of the injector making an angle with the axis of the exhaust port; a first electronic unit that cyclically activates the injector; said fuel delivery system is characterized in that the axi
  • the distance between the injector nozzle and a plane normal to the longitudinal axis of the cylinder and delimiting the cylinder itself in the proximity of the cylinder head ranges between the values of the products of the piston stroke multiplied by the constants 0.20 and 0.70.
  • Figure 1 is a schematic cross section, partly in the form of a block diagram, through the line I-I in Fig. 2, of the fuel delivery system and of a portion of the two-stroke internal combustion engine made according to the present invention; and Figure 2 is a plan view of the upper portion of the two- stroke internal combustion engine illustrated in Fig. 1.
  • the numeral 1 denotes as a whole a two-stroke internal combustion engine 10 of which only the upper portion is illustrated in the interests of brevity.
  • the engine 10 essentially comprises a cylinder 2 with a vertical axis, this cylinder 2 being delimited by a side wall 11.
  • the conrod 4 is in turn connected to a crankshaft lOg.
  • the numeral 6 denotes a cylinder head connected to a flat horizontal face at the top end of the cylinder 2 by screw fastening means (not illustrated) and of which a part facing the internal cavity of the cylinder 2 is equipped with a substantially hemispherical combustion chamber 7.
  • the cylinder head 6 has a threaded through hole 8 accommodating a spark plug 9 connected to a conventional electronic unit, schematically illustrated as a block 29, capable of producing sparks across the electrodes of the spark plug 9.
  • the side wall 11 of the cylinder 2 has, in a first portion of it, labelled Zl in Fig. 1, two main intake or transfer ports
  • the intake ports 15, 16 and 17 communicate with the interior of the intake chamber or casing 10c of the engine 10 in a manner that is not illustrated, being entirely conventional.
  • the side wall 11 of the cylinder 2 also has, in a second portion of it, labelled Z2 in Fig. 1, a main exhaust port 12, with axis 12', and two exhaust ports 13 located on opposite sides of the exhaust port 12 (of which only one is illustrated) .
  • the exhaust ports 13 are usually called “secondary exhaust ports” and communicate indirectly with an exhaust pipe 14, while the exhaust port 12 communicates directly with it.
  • the distance between the upper edges of the exhaust ports 12 and 13 and the horizontal plane delimiting the top of the cylinder 2 is labelled LS .
  • a third portion of the side wall 11 of the cylinder 2, labelled Z3 in Fig. 1, has a through hole 18 which accommodates, coaxially secured in it, an injector 19 having an axis 32.
  • the axis 32 of the injector 19 intersects the axis of the cylinder 2 and makes with a horizontal plane below the inlet points of the hole 18 in the cylinder 2 an angle ⁇ , preferably ranging from 15° to 35°.
  • the angle OC which the injector axis 32 makes with axis 12' of the exhaust port ranges from 180° to 360° and is preferably 360°. In the latter case, the hole 18 and the injector 19 are located above the exhaust port 12, as illustrated in Fig. 1.
  • the fuel delivery system 1 includes the injector 19, equipped with a nozzle 21.
  • the fuel delivery system 1 also includes a customary electronic unit that controls the injector 19.
  • the control unit is represented as a block 20 and is designed to control the operation of the injector 19 in such a way as to activate it at an instant t when the crankshaft lOg has, for different running speeds (RPM) of the engine 10, rotated through a given angle (+ 30° depending on the speed) measured from the top dead centre position of the piston 3 , as shown in the table of experimental values below: INJECTION TIMING (Y) RPM (X) INJECTION TIMING (Y) RPM (X)
  • timing angles shown in the table above indicate the instant at which a control signal is generated by the electronic control unit 20 to activate the injector 19 and are calculated to take into account the minimum mechanical time delay from the moment the activation signal is transmitted to that in which the injector 19 responds by opening its fuel nozzle 21.
  • the fuel delivery system 1 comprises a customary sensing device 22, represented schematically as a block, capable of monitoring the angular position of the throttle valve (not illustrated) located in the air intake duct (not illustrated) to the engine 10 with respect to a fixed reference and of sending a signal to the electronic control unit 20 according to the angle measured.
  • the sensing device 22 is capable of measuring the variable degree to which said air intake duct is opened.
  • the numeral 23 denotes another customary sensing device, also represented schematically as a block, capable of monitoring the speed of rotation of the engine 10 and of sending a signal to the electronic control unit 20 according to the rotation speed detected.
  • the numeral 24 denotes a sensing device used to detect the air pressure inside the intake box (not illustrated) of the engine 10 and to send a signal to the electronic control unit 20 according to the pressure detected.
  • Another sensing device, labelled 25, measures the temperature of the engine cooling liquid and sends a signal to the electronic control unit 20 according to the temperature measured.
  • the numeral 26 denotes a device that measures the ambient air temperature
  • the numeral 27 a device that measures the voltage across the terminals of the battery (not illustrated) connected to the engine 10
  • the numeral 28 a sensor designed to sample the exhaust gases and to return a signal to the electronic control unit 20 reflecting the percentage of unburnt substances in the emissions.
  • the numeral 30 denotes a flow control element, represented schematically, consisting of a gate valve located along the path followed by the exhaust gases discharged from the engine 10 through the exhaust ports 12 and 13 and capable of vertical movement through the agency of an actuator consisting, for example, of a stepping motor 31, driven by the electronic control unit 20.
  • a flow control element represented schematically, consisting of a gate valve located along the path followed by the exhaust gases discharged from the engine 10 through the exhaust ports 12 and 13 and capable of vertical movement through the agency of an actuator consisting, for example, of a stepping motor 31, driven by the electronic control unit 20.
  • the control unit 20 can also be connected to the control unit 29 of the ignition system so as to achieve integrated control of ignition and fuel supply.
  • the injector 19 directs a metered quantity of fuel into the combustion chamber 7 of the engine 10, the timing of which is shown in the table above, said quantity being determined by the electronic control unit 20 on the basis of the software it is programmed with and according to the signals sent to it by the above mentioned sensing devices 22, 23, 24, 25, 26, 27 and 28. Also significant is the fact that the stepping motor 31, controlled by the electronic unit 20, can vary the size of the openings of the exhaust ports 12 and 13.
  • the fuel delivery system made in accordance with the present invention fully achieves the aims mentioned above, witness the fact that it requires the use of only commercially available components and is easily adaptable to engines with different dimensional, displacement and power specifications.
  • the adaptation of the fuel delivery system 1 is effected without having to substitute the components of the system but by just changing the position of the injector 19 in the engine 10 and modifying the related control software.
  • the fuel delivery system 1 applied to a two-stroke engine has permitted the achievement of fuel economies of up to 60%.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

La présente invention concerne un système d'injection (1) de carburant destiné à des moteurs à combustion interne deux temps (10) d'un type comportant un cylindre (2) à cavité interne (2') sensiblement cylindrique et dont la paroi latérale (11) présente, d'une part une pluralité d'orifices d'admission (15, 16, 17) et une pluralité d'orifices d'échappement (12, 13), d'autre part un piston (3) coulissant en un mouvement de va-et-vient coaxial à l'intérieur de la cavité (2') du cylindre (2), et enfin une culasse (6) donnant sur l'une des extrémités du cylindre (2) et définissant intérieurement une chambre de combustion (7) en communication avec la cavité (2'). La culasse (6) est pourvue d'au moins un dispositif d'allumage du mélange (9). Ce système (1) comporte un module électronique (20) qui déclenche de façon cyclique, lorsque les orifices d'échappement (12, 13) sont sensiblement fermés, un injecteur (19) monté dans la paroi latérale (11), l'axe (32) de l'injecteur (19) faisant avec le plan normal à l'axe du cylindre un angle (β) de 15° à 35°, pour un angle (α) de 180° à 360° entre l'axe (32) de l'injecteur (19) et l'axe (12') de l'orifice d'échappement (12).
PCT/IB1998/000186 1997-02-28 1998-02-16 Systeme d'injection electronique directe de carburant destine a des moteurs a combustion interne deux temps WO1998038419A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU57773/98A AU5777398A (en) 1997-02-28 1998-02-16 A direct electronic fuel injection system for two-stroke internal combustion engines

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ITBO97A000113 1997-02-28
IT97BO000113A IT1291231B1 (it) 1997-02-28 1997-02-28 Apparato di alimentazione ad iniezione elettronica diretta per motore endotermico a due tempi.

Publications (1)

Publication Number Publication Date
WO1998038419A1 true WO1998038419A1 (fr) 1998-09-03

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB1998/000186 WO1998038419A1 (fr) 1997-02-28 1998-02-16 Systeme d'injection electronique directe de carburant destine a des moteurs a combustion interne deux temps

Country Status (4)

Country Link
AU (1) AU5777398A (fr)
IT (1) IT1291231B1 (fr)
WO (1) WO1998038419A1 (fr)
ZA (1) ZA981677B (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111173615A (zh) * 2019-12-06 2020-05-19 谭智 一种二冲程内燃机及其工作方法

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB442347A (en) * 1934-06-25 1936-02-06 Rolf Schroedter Improvements in or relating to the cylinders of two-stroke internal combustion engines
EP0302045A2 (fr) * 1987-07-30 1989-02-01 AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH.Prof.Dr.Dr.h.c. Hans List Moteur à deux temps
DE3837002A1 (de) * 1988-10-31 1990-05-10 Robert Balve Arbeitsverfahren und vorrichtung einer zweitakt doppel kammer brennkraftmaschine mit zwangslaeufig umgelenktem spuelstrom-vorgang
WO1993022545A1 (fr) * 1992-04-24 1993-11-11 Bimota S.P.A. Moteur a explosion a deux temps et a injection de carburant
US5284111A (en) * 1992-06-18 1994-02-08 Andreas Stihl Two-state internal combustion engine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB442347A (en) * 1934-06-25 1936-02-06 Rolf Schroedter Improvements in or relating to the cylinders of two-stroke internal combustion engines
EP0302045A2 (fr) * 1987-07-30 1989-02-01 AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH.Prof.Dr.Dr.h.c. Hans List Moteur à deux temps
DE3837002A1 (de) * 1988-10-31 1990-05-10 Robert Balve Arbeitsverfahren und vorrichtung einer zweitakt doppel kammer brennkraftmaschine mit zwangslaeufig umgelenktem spuelstrom-vorgang
WO1993022545A1 (fr) * 1992-04-24 1993-11-11 Bimota S.P.A. Moteur a explosion a deux temps et a injection de carburant
US5284111A (en) * 1992-06-18 1994-02-08 Andreas Stihl Two-state internal combustion engine

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
INGENIEURS DE L'AUTOMOBILE, no. 11, 1 November 1977 (1977-11-01), BOULOGNE, FRANCE, pages 717 - 723
JAULMES ET AL.: "Le Moteur à Deux-Temps à Injection Electronique", INGENIEURS DE L' AUTOMOBILE, no. 11, 1 November 1977 (1977-11-01), FRANCE, pages 717 - 723, XP002061739 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111173615A (zh) * 2019-12-06 2020-05-19 谭智 一种二冲程内燃机及其工作方法

Also Published As

Publication number Publication date
ZA981677B (en) 1998-09-03
ITBO970113A1 (it) 1998-08-28
AU5777398A (en) 1998-09-18
ITBO970113A0 (it) 1997-02-28
IT1291231B1 (it) 1998-12-30

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