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EP0786046A1 - Pneumatically-controlled air-fuel mixture injection in a two-stroke engine - Google Patents

Pneumatically-controlled air-fuel mixture injection in a two-stroke engine

Info

Publication number
EP0786046A1
EP0786046A1 EP95934178A EP95934178A EP0786046A1 EP 0786046 A1 EP0786046 A1 EP 0786046A1 EP 95934178 A EP95934178 A EP 95934178A EP 95934178 A EP95934178 A EP 95934178A EP 0786046 A1 EP0786046 A1 EP 0786046A1
Authority
EP
European Patent Office
Prior art keywords
fuel mixture
duct
capacity
pump housing
air intake
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.)
Granted
Application number
EP95934178A
Other languages
German (de)
French (fr)
Other versions
EP0786046B1 (en
Inventor
Pierre Duret
Thierry Colliou
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
IFP Energies Nouvelles IFPEN
Original Assignee
IFP Energies Nouvelles IFPEN
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 IFP Energies Nouvelles IFPEN filed Critical IFP Energies Nouvelles IFPEN
Publication of EP0786046A1 publication Critical patent/EP0786046A1/en
Application granted granted Critical
Publication of EP0786046B1 publication Critical patent/EP0786046B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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
    • F02M71/00—Combinations of carburettors and low-pressure fuel-injection apparatus
    • F02M71/02—Combinations of carburettors and low-pressure fuel-injection apparatus with fuel-air mixture being produced by the carburettor and being compressed by a pump for subsequent injection into main combustion-air
    • 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
    • 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/20—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18
    • F02B25/22—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18 by forming air cushion between charge and combustion residues
    • 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
    • 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
    • F02B33/28—Component parts, details or accessories of crankcase pumps, not provided for in, or of interest apart from, subgroups F02B33/02 - F02B33/26
    • F02B33/30—Control of inlet or outlet ports
    • 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
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • 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
    • F02M67/00—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type
    • F02M67/02—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type the gas being compressed air, e.g. compressed in pumps
    • 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

Definitions

  • the present invention relates to two-stroke engines with pneumatic fuel injection.
  • the fuel is dosed upstream of its injection point.
  • stratified charge that is to say having two separate supplies of air one, the other in air and fuel mixture.
  • the power supplies are located at the level of the pump housing.
  • the qualifying expression "stratified charge” is used for these engines because it is sought to avoid mixing there between the two charges: that of air and that of fuel mixture.
  • the fuel mixture charge is generally introduced into the combustion chamber at a point remote from the exhaust, through a light discovered by the piston, in a preferred direction towards the spark plug for example.
  • the air charge is thus interposed between the exhaust and the fuel mixture charge in order to prevent the latter from reaching the exhaust before it has been completely burned.
  • the present invention notably proposes a solution to this problem.
  • the invention is based on a technology using simple means, proven for a long time so that its reliability and its cost are very advantageous.
  • the present invention provides a simple solution not requiring a high pressure injector, but preferring for example a conventional carburetor associated with a low pressure intake.
  • the subject of the present invention is a two-stroke engine with pneumatic fuel injection comprising at least one cylinder in which moves a piston delimiting a combustion chamber and a pump housing located in the extension of the combustion chamber and separated from the latter by said piston, at least one main air intake in the pump housing being able to be equipped with a non-return device, a pneumatic fuel injection device comprising a specific means for controlling the opening and closing a system for introducing the fuel mixture into the combustion chamber, a capacity connected to the introduction system and containing said fuel mixture under pressure.
  • the engine further comprises means specifically intended for aspirating and then introducing said fuel mixture under pressure into said capacity.
  • the suction means comprises a secondary air intake duct into which opens a carburetor and equipped with a first non-return device placed downstream of the carburetor, said duct opening out downstream of the non-return device in at least one conduit connecting said capacity and said pump housing, a second non-return device being provided between the capacity and the conduit.
  • the secondary air intake duct opens into the connection duct near said capacity.
  • said connecting conduit opens out at its opposite end to that which opens into the capacity, either directly in the pump housing or in a light in the cylinder cooperating at certain periods of the operating cycle with a light in the piston.
  • the dimensioning of the secondary air intake duct is such that the volume of aspirated fuel mixture remains less than the volume of the connecting conduit in order to avoid in particular the discharge of fuel mixture into the housing. -pump.
  • the volume of the connecting duct is greater than the volume occupied by the aspirated fuel mixture necessary for each engine revolution.
  • the engine according to the present invention may include means for introducing lubricant simultaneously with the main air intake.
  • the connecting conduit can be equipped with a flexible separation membrane whose displacements depend on the pressure in the pump housing.
  • the invention relates for example to a multi-cylinder engine as defined above and comprising a single duct secondary air intake, a single carburetor, said conduit supplying several conduits each cooperating with a cylinder.
  • FIG. 1 is a simplified longitudinal section of an embodiment of the invention
  • - Figure 2 is a simplified longitudinal section of another embodiment of the invention
  • - Figure 3 shows a simplified longitudinal section yet another embodiment of the invention
  • FIG. 4 shows in a schematic cross section the application of the invention to a multi-cylinder engine.
  • the two-stroke engine shown in Figures 1 to 3 comprises in known manner at least one cylinder 1 in which a piston 2 moves defining a combustion chamber 14 above and a pump housing 5 below.
  • the piston is connected by an articulated connecting rod 3 to the crankshaft 4 of the engine.
  • a light 7 or air inlet nozzle associated with a non-return valve 6 allows atmospheric air to enter when the pump housing 5 is in depression, that is to say when the piston
  • One or more transfer conduits 8 connect the pump housing 5 and the combustion chamber 14 and transfer the non-carburetted gas (air) from the pump housing to the combustion chamber 14 via transfer lights 9.
  • One or more exhaust ports 10 preferably placed opposite the transfer ports 9, allow the burnt gases to escape from the combustion chamber through the exhaust pipe (s) 11.
  • a spark plug 13 placed at the level of the cylinder head makes it possible to initiate and maintain combustion.
  • a pneumatic fuel injection assembly comprising a valve 20 which closes off / 11333 PC17FR95 / 01303
  • valve 20 can be controlled by a cam 21 associated with a return spring 22, as shown in FIGS. 1 to 3. Any other means such as pneumatic, hydraulic, magnetic control, etc. be used without departing from the scope of the invention. Likewise the valve can be replaced by a rotary valve.
  • the capacity 15 also communicates with a means 30-34 intended to suck up and then introduce the fuel mixture into the capacity 15.
  • the suction means comprises a duct 34 for admission of secondary air to be carburetted, into which a conventional carburetor 30 opens, said duct 34 being equipped with a non-return device 31 placed downstream of the fuel 30 and which connects the conduit 34 and one or more conduit (s) 33.
  • the (or the) conduit (s) 33 also opens into the pump housing 5 via a light 33b.
  • an opening 33a fitted with a non-return valve 32 connects the conduit 33 with the capacity 15.
  • this assembly is as follows: the secondary air used to supply the capacity 15 is first sucked in through the secondary air intake duct 34 during an engine intake phase. This air passes through the carburetor 30 which delivers a very rich mixture, then through the non-return device 31. The fuel mixture is thus admitted into the duct 33.
  • the length and / or the volume of the duct 33 are calculated in such a way so that the fuel mixture does not have the possibility of reaching the pump crankcase 5 when the compression of the crankcase begins (start of the descent of the piston). Then the piston, in its descent, compresses the pump housing and the mixture fuel present in line 33. This fuel mixture is then transferred to capacity 15 via non-return valves 32.
  • the volume transferred from line 33 to capacity 15 is greater than or equal to the volume transferred from secondary intake 34 to line 33, so that the fuel does not reach the pump crankcase and does not risk mixing.
  • the engine according to the invention can operate with a conventional carburetor (except that it is calibrated to give a very rich mixture) used under normal conditions of intake and pressure.
  • the secondary intake so that it delivers less than these 15%, ie for example only 10% of the total air consumed by the engine.
  • the carburetor will have to supply a fuel mixture with a richness approximately 5 to 10 times greater than that desired in the combustion chamber;
  • the volume of the pipe 33 must be sufficient so that the fuel mixture, representing in this example 10% of the air charge, cannot reach the pump housing.
  • the geometry of the pipe 33 will be such that it will avoid as much as possible the mixing between the carburetted part sucked in the pipe 33 and that of air alone initially present in the pipe 33. This can be obtained by example with a rather long conduit 33 and of constant section.
  • FIG. 2 shows another embodiment of the invention which additionally comprises a flexible separation membrane 35 placed in the duct 33 and whose displacements (translation along the axis of the duct 33) are linked to variations in pressure in the casing -pump 5. So during the main air intake in the housing 5, that is to say when the piston 2 has an upward movement, then the membrane 35 descends, it is sucked towards the housing 5. If we consider that the membrane 35 separates the conduit 33 into a lower volume 33d connected to the pump casing 5 and into an upper volume 33c in connection with the capacity 15 then in this case (admission into the casing) there is a decrease in the volume 33d and an increase in the volume 33c.
  • the fuel mixture is therefore materially prevented from reaching the pump housing 5.
  • the membrane 35 makes it possible to perform the characteristic function of the invention, namely suction then 'introduction of fuel mixture under pressure in the capacity 15, but moreover there is here material impossibility of mixing between the air (or more generally the gas) non-fuel from the pump housing 5 and the fuel mixture.
  • it is no longer necessary to maintain a certain volume or a certain length (the function of which was to avoid mixing between the fuel gas and the air) of the pipe 33.
  • the volume of the conduit 33 will even be as small as possible.
  • the membrane 35 could be placed directly on the periphery of the pump housing.
  • FIG. 3 shows an embodiment which differs from that of FIG. 1 by the stitching point of the duct 33 on the pump casing side 5.
  • the duct 33 is no longer directly connected to the pump crankcase 5, but this connection with the pump crankcase is made via an orifice 33e placed in the lower part of the cylinder and closed intermittently by the piston 2.
  • the orifice 33e is closed in the vicinity of the opening transfers to near the closure of transfers.
  • the pressure in the duct 33 oscillates between the minimum pressure of the casing (in the vicinity of top dead center) and the pressure at the opening of the transfers (OT).
  • each cylinder can be equipped with its own carburetion system according to the invention, but another solution can consist in using, as shown in FIG. 4, a single carburetor for all of the cylinders.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

PCT No. PCT/FR95/01303 Sec. 371 Date Apr. 11, 1997 Sec. 102(e) Date Apr. 11, 1997 PCT Filed Oct. 6, 1995 PCT Pub. No. WO96/11333 PCT Pub. Date Apr. 18, 1996The present invention is an air-blast fuel injection two-stroke engine comprising at least one cylinder (1) in which moves a piston (2) defining a combustion chamber (14) and a pump crankcase (5) forming a continuation of the combustion chamber and separated therefrom by the piston (2), at least one main air inlet (7) in the pump crankcase that can be equipped with a first nonreturn device (6), a device for introducing the fuel mixture at a given pressure, comprising a mechanism (20) for opening and for closing a port (12) for introducing the fuel mixture into the combustion chamber (14), a container (15) connected to the introduction port (12) and containing the fuel mixture under pressure. The engine further comprises a mechanism (30-34) for sucking and introducing the fuel mixture under pressure into the container.

Description

MOTEUR DEUX TEMPS À INJECTION PNEUMATIQUE DE MÉLANGE CARBURÉTWO-STROKE ENGINE WITH PNEUMATIC FUEL MIXTURE INJECTION
La présente invention concerne les moteurs deux temps à injection pneumatique de carburant.The present invention relates to two-stroke engines with pneumatic fuel injection.
Dans ce type de moteurs tels que décrits par exemple dans le brevet français FR 2 656 653, du carburant est introduit par un moyen de dosage placé en amont du point où il va être pulvérisé par un gaz comprimé, la pulvérisation encore appelée injection pneumatique étant réalisée directement dans la chambre de combustion. Par ailleurs un balayage du cylindre est réalisé, indépendamment de l'injection pneumatique avec de l'air et/ou des gaz brûlés résiduels.In this type of engine as described for example in French patent FR 2 656 653, fuel is introduced by a metering means placed upstream of the point where it will be sprayed with a compressed gas, the spraying also called pneumatic injection being performed directly in the combustion chamber. Furthermore, the cylinder is scanned independently of the pneumatic injection with air and / or residual burnt gases.
Ainsi selon cet art antérieur, le carburant est dosé en amont de son point d'injection.Thus according to this prior art, the fuel is dosed upstream of its injection point.
De plus il doit être introduit sous pression par un moyen d'injection approprié, ce qui représente une fonction et donc un coût supplémentaire.In addition, it must be introduced under pressure by an appropriate injection means, which represents a function and therefore an additional cost.
On connait par ailleurs les moteurs deux temps dits à charge stratifiée c'est-à-dire ayant deux alimentations séparées l'une en air, l'autre en mélange air et carburant. Selon le document US 4 253 433 les alimentations se situent au niveau du carter-pompe. On emploie pour ces moteurs l'expression qualificative "charge stratifiée" car on cherche à y éviter le mélange entre les deux charges : celle d'air et celle de mélange carburé. La charge de mélange carburé est généralement introduite dans la chambre de combustion en un point éloigné de l'échappement, à travers une lumière découverte par le piston, dans une direction préférentielle vers la bougie d'allumage par exemple. La charge en air est ainsi interposée entre l'échappement et la charge de mélange carburé afin d'éviter que cette dernière atteigne l'échappement avant d'avoir été entièrement brûlée.We also know the two-stroke engines called stratified charge that is to say having two separate supplies of air one, the other in air and fuel mixture. According to document US 4 253 433, the power supplies are located at the level of the pump housing. The qualifying expression "stratified charge" is used for these engines because it is sought to avoid mixing there between the two charges: that of air and that of fuel mixture. The fuel mixture charge is generally introduced into the combustion chamber at a point remote from the exhaust, through a light discovered by the piston, in a preferred direction towards the spark plug for example. The air charge is thus interposed between the exhaust and the fuel mixture charge in order to prevent the latter from reaching the exhaust before it has been completely burned.
Malheureusement l'expérience montre que des rejets d'imbrulés à l'échappement sont encore souvent présents dans ce type de moteurs. En fait selon le document précité, la charge carburée est introduite assez tôt dans le cycle, en même temps que la charge en air de sorte que malgré toutes les précautions prises, il y a mélange des deux charges et du carburant imbrûlé atteint de ce fait l'échappement.Unfortunately, experience shows that unburned exhaust emissions are still often present in this type of motors. In fact, according to the aforementioned document, the fuel charge is introduced fairly early in the cycle, at the same time as the air charge so that despite all the precautions taken, there is a mixture of the two charges and the unburnt fuel thereby reached. the exhaust.
Les normes anti-pollution devenant de plus en plus sévères notamment dans les pays industrialisés, il est impératif de concevoir des moteurs deux temps dits "propres" c'est-à-dire sans rejet de carburant imbrûlé et sans pollution par les hydrocarbures.With anti-pollution standards becoming more and more stringent, especially in industrialized countries, it is imperative to design two-stroke engines known as "clean", that is to say without rejection of unburnt fuel and without pollution by hydrocarbons.
La présente invention propose notamment une solution à ce problème.The present invention notably proposes a solution to this problem.
Par ailleurs l'invention repose sur une technologie utilisant des moyens simples, éprouvés depuis longtemps de sorte que sa fiabilité et son coût sont très avantageux.Furthermore, the invention is based on a technology using simple means, proven for a long time so that its reliability and its cost are very advantageous.
En outre, comme il a déjà été relevé ci-avant, un inconvénient lié aux moteurs à injection pneumatique est qu'ils nécessitent une injection de carburant sous pression.In addition, as already noted above, a drawback associated with pneumatic injection engines is that they require injection of fuel under pressure.
La présente invention propose une solution simple ne nécessitant pas d'injecteur à haute pression, mais préférant par exemple un carburateur conventionnel associé à une admission à basse pression.The present invention provides a simple solution not requiring a high pressure injector, but preferring for example a conventional carburetor associated with a low pressure intake.
Ainsi, la présente invention a pour objet un moteur deux temps à injection pneumatique de carburant comprenant au moins un cylindre dans lequel se déplace un piston délimitant une chambre de combustion et un carter-pompe situé dans le prolongement de la chambre de combustion et séparé de celle-ci par ledit piston, au moins une admission principale d'air dans le carter-pompe pouvant être équipée d'un dispositif anti-retour, un dispositif d'injection pneumatique de carburant comportant un moyen spécifique de contrôle de l'ouverture et de fermeture d'un système d'introduction du mélange carburé dans la chambre de combustion, une capacité reliée au système d'introduction et contenant ledit mélange carburé sous pression. Selon l'invention le moteur comprend en outre un moyen spécifiquement destiné à aspirer puis à introduire ledit mélange carburé sous pression dans ladite capacité.Thus, the subject of the present invention is a two-stroke engine with pneumatic fuel injection comprising at least one cylinder in which moves a piston delimiting a combustion chamber and a pump housing located in the extension of the combustion chamber and separated from the latter by said piston, at least one main air intake in the pump housing being able to be equipped with a non-return device, a pneumatic fuel injection device comprising a specific means for controlling the opening and closing a system for introducing the fuel mixture into the combustion chamber, a capacity connected to the introduction system and containing said fuel mixture under pressure. According to the invention, the engine further comprises means specifically intended for aspirating and then introducing said fuel mixture under pressure into said capacity.
Plus précisément, le moyen d'aspiration comprend un conduit d'admission d'air secondaire dans lequel débouche un carburateur et équipé d'un premier dispositif anti-retour placé en aval du carburateur, ledit conduit débouchant en aval du dispositif anti-retour dans au moins un conduit reliant ladite capacité et ledit carter-pompe, un second dispositif anti-retour étant prévu entre la capacité et le conduit.More specifically, the suction means comprises a secondary air intake duct into which opens a carburetor and equipped with a first non-return device placed downstream of the carburetor, said duct opening out downstream of the non-return device in at least one conduit connecting said capacity and said pump housing, a second non-return device being provided between the capacity and the conduit.
Préférentiellement, le conduit d'admission d'air secondaire débouche dans le conduit de liaison à proximité de ladite capacité.Preferably, the secondary air intake duct opens into the connection duct near said capacity.
Avantageusement, ledit conduit de liaison débouche par son extrémité opposée à celle débouchant dans la capacité, soit directement dans le carter-pompe soit dans une lumière du cylindre coopérant à certaines périodes du cycle de fonctionnement avec une lumière du piston.Advantageously, said connecting conduit opens out at its opposite end to that which opens into the capacity, either directly in the pump housing or in a light in the cylinder cooperating at certain periods of the operating cycle with a light in the piston.
Selon l'une de ses caractéristiques, le dimensionnement du conduit d'admission d'air secondaire est tel que le volume de mélange carburé aspiré reste inférieur au volume du conduit de liaison afin d'éviter notamment le refoulement de mélange carburé jusque dans le carter-pompe.According to one of its characteristics, the dimensioning of the secondary air intake duct is such that the volume of aspirated fuel mixture remains less than the volume of the connecting conduit in order to avoid in particular the discharge of fuel mixture into the housing. -pump.
Selon une autre de ses caractéristiques, le volume du conduit de liaison est supérieur au volume occupé par le mélange carburé aspiré nécessaire pour chaque tour-moteur.According to another of its characteristics, the volume of the connecting duct is greater than the volume occupied by the aspirated fuel mixture necessary for each engine revolution.
En outre, le moteur selon la présente invention peut comprendre un moyen destiné à introduire du lubrifiant simultanément à l'admission principale d'air. Selon l'un des modes de réalisation de l'invention, le conduit de liaison peut être équipé d'une membrane souple de séparation dont les déplacements dépendent de la pression dans le carter-pompe.In addition, the engine according to the present invention may include means for introducing lubricant simultaneously with the main air intake. According to one of the embodiments of the invention, the connecting conduit can be equipped with a flexible separation membrane whose displacements depend on the pressure in the pump housing.
L'invention concerne par exemple un moteur multicylindre tel que défini ci-dessus et comprenant un seul conduit d'admission d'air secondaire, un seul carburateur, ledit conduit alimentant plusieurs conduits coopérant chacun avec un cylindre.The invention relates for example to a multi-cylinder engine as defined above and comprising a single duct secondary air intake, a single carburetor, said conduit supplying several conduits each cooperating with a cylinder.
D'autres caractéristiques, avantages et détails de l'invention apparaîtront mieux à la lecture de la description qui va suivre, faite en référence aux dessins annexés selon lesquels :Other characteristics, advantages and details of the invention will appear better on reading the description which follows, made with reference to the appended drawings according to which:
- La figure 1 est une coupe longitudinale simplifiée d'un mode de réalisation de l'invention;- Figure 1 is a simplified longitudinal section of an embodiment of the invention;
- La figure 2 est une coupe longitudinale simplifiée d'un autre mode de réalisation de l'invention; - La figure 3 représente par une coupe longitudinale simplifiée encore un autre mode de réalisation de l'invention; et- Figure 2 is a simplified longitudinal section of another embodiment of the invention; - Figure 3 shows a simplified longitudinal section yet another embodiment of the invention; and
- La figure 4 montre par une coupe transversale schématique l'application de l'invention à un moteur multicylindre.- Figure 4 shows in a schematic cross section the application of the invention to a multi-cylinder engine.
Le moteur deux temps représenté sur les figures 1 à 3 comprend de façon connue au moins un cylindre 1 dans lequel se déplace un piston 2 délimitant une chambre de combustion 14 au- dessus et un carter-pompe 5 au dessous. Le piston est relié par une bielle articulée 3 au vilebrequin 4 du moteur.The two-stroke engine shown in Figures 1 to 3 comprises in known manner at least one cylinder 1 in which a piston 2 moves defining a combustion chamber 14 above and a pump housing 5 below. The piston is connected by an articulated connecting rod 3 to the crankshaft 4 of the engine.
Une lumière 7 ou ajutage d'entrée d'air associée à un clapet 6 anti-retour permet l'entrée d'air atmosphérique lorsque le carter-pompe 5 est en dépression, c'est-à-dire lorsque le pistonA light 7 or air inlet nozzle associated with a non-return valve 6 allows atmospheric air to enter when the pump housing 5 is in depression, that is to say when the piston
2 se déplace vers le haut comme indiqué par la flèche sur les figures 1 à 3.2 moves upwards as indicated by the arrow in Figures 1 to 3.
Un ou plusieurs conduits de transfert 8 relient le carter- pompe 5 et la chambre de combustion 14 et transfèrent le gaz non carburé (air) depuis le carter-pompe jusque dans la chambre de combustion 14 via des lumières de transfert 9. Une ou plusieurs lumières d'échappement 10 préférentiellement placées en face des lumières de transfert 9, permettent aux gaz brûlés de s'échapper de la chambre de combustion par la (ou les) tubulure(s) d'échappement 11.One or more transfer conduits 8 connect the pump housing 5 and the combustion chamber 14 and transfer the non-carburetted gas (air) from the pump housing to the combustion chamber 14 via transfer lights 9. One or more exhaust ports 10 preferably placed opposite the transfer ports 9, allow the burnt gases to escape from the combustion chamber through the exhaust pipe (s) 11.
Un bougie d'allumage 13 placée au niveau de la culasse permet d'initier et d'entretenir la combustion.A spark plug 13 placed at the level of the cylinder head makes it possible to initiate and maintain combustion.
Sur la culasse se trouve également un ensemble d'injection pneumatique de carburant comprenant une soupape 20 qui obture /11333 PC17FR95/01303Also on the cylinder head is a pneumatic fuel injection assembly comprising a valve 20 which closes off / 11333 PC17FR95 / 01303
de façon intermittente un orifice 12 d'admission du mélange carburé. La commande du mouvement de la soupape 20 peut être assurée par une came 21 associée à un ressort de rappel 22, tel que représenté sur les figures 1 à 3. Tout autre moyen tel qu'une commande pneumatique, hydraulique, magnétique... peut être utilisée sans sortir du cadre de l'invention. De même la soupape peut être remplacée par un boisseau rotatif.intermittently an orifice 12 for admitting the fuel mixture. The movement of the valve 20 can be controlled by a cam 21 associated with a return spring 22, as shown in FIGS. 1 to 3. Any other means such as pneumatic, hydraulic, magnetic control, etc. be used without departing from the scope of the invention. Likewise the valve can be replaced by a rotary valve.
En amont de la soupape 20 une capacité 15 et un conduit d'admission 15a permettent de stocker le mélange carburé sous une certaine pression.Upstream of the valve 20 a capacity 15 and an intake duct 15a make it possible to store the fuel mixture under a certain pressure.
Selon l'invention, la capacité 15 communique par ailleurs avec un moyen 30-34 destiné à aspirer puis à introduire le mélange carburé dans la capacité 15.According to the invention, the capacity 15 also communicates with a means 30-34 intended to suck up and then introduce the fuel mixture into the capacity 15.
Plus précisément, le moyen d'aspiration comprend un conduit 34 d'admission d'air secondaire à carburer, dans lequel débouche un carburateur conventionnel 30, ledit conduit 34 étant équipé d'un dispositif anti-retour 31 placé en aval du carburant 30 et qui met en communication le conduit 34 et un ou plusieurs conduit(s) 33. Le (ou les) conduit(s) 33 débouche par ailleurs dans le carter-pompe 5 via une lumière 33b.More specifically, the suction means comprises a duct 34 for admission of secondary air to be carburetted, into which a conventional carburetor 30 opens, said duct 34 being equipped with a non-return device 31 placed downstream of the fuel 30 and which connects the conduit 34 and one or more conduit (s) 33. The (or the) conduit (s) 33 also opens into the pump housing 5 via a light 33b.
Par ailleurs, une ouverture 33a équipée d'un clapet anti- retour 32 met en relation le conduit 33 avec la capacité 15.Furthermore, an opening 33a fitted with a non-return valve 32 connects the conduit 33 with the capacity 15.
Le fonctionnement de cet ensemble est le suivant : l'air secondaire utilisé pour alimenter la capacité 15 est d'abord aspiré par le conduit 34 d'admission d'air secondaire pendant une phase d'admission du moteur. Cet air passe au niveau du carburateur 30 qui délivre un mélange très riche, puis au travers du dispositif anti-retour 31. Le mélange carburé est ainsi admis dans le conduit 33. La longueur et/ou le volume du conduit 33 sont calculés de telle façon que le mélange carburé n'ait pas la possibilité d'atteindre le carter-pompe 5 lorsque la compression du carter commence (début de la descente du piston). Ensuite le piston, dans sa descente, comprime le carter-pompe et le mélange carburé présent dans le conduit 33. Ce mélange carburé est alors transféré dans la capacité 15 via les clapets anti-retour 32.The operation of this assembly is as follows: the secondary air used to supply the capacity 15 is first sucked in through the secondary air intake duct 34 during an engine intake phase. This air passes through the carburetor 30 which delivers a very rich mixture, then through the non-return device 31. The fuel mixture is thus admitted into the duct 33. The length and / or the volume of the duct 33 are calculated in such a way so that the fuel mixture does not have the possibility of reaching the pump crankcase 5 when the compression of the crankcase begins (start of the descent of the piston). Then the piston, in its descent, compresses the pump housing and the mixture fuel present in line 33. This fuel mixture is then transferred to capacity 15 via non-return valves 32.
Il est important que le volume transféré du conduit 33 à la capacité 15 soit supérieur ou égal au volume transféré de l'admission secondaire 34 au conduit 33, afin que le carburant n'atteigne pas le carter-pompe et ne risque pas de se mélanger avec l'air admis dans le carter-pompe par l'admission principale 7 et qui va servir au balayage via les conduits 8 et ouvertures 9 de transfert. Ainsi le moteur suivant l'invention peut fonctionner avec un carburateur conventionnel (si ce n'est qu'il est calibré pour donner un mélange très riche) utilisé dans des conditions normales d'admission et de pression.It is important that the volume transferred from line 33 to capacity 15 is greater than or equal to the volume transferred from secondary intake 34 to line 33, so that the fuel does not reach the pump crankcase and does not risk mixing. with the air admitted to the pump housing by the main intake 7 and which will be used for scanning via the conduits 8 and openings 9 for transfer. Thus the engine according to the invention can operate with a conventional carburetor (except that it is calibrated to give a very rich mixture) used under normal conditions of intake and pressure.
A titre d'exemple si 15% de la charge en air admise dans la chambre de combustion provient du dispositif d'injection pneumatique, on aura à dimensionner :For example, if 15% of the air charge admitted into the combustion chamber comes from the pneumatic injection device, we will have to size:
- d'une part, l'admission secondaire pour qu'elle délivre moins que ces 15%, soit par exemple 10% seulement de l'air total consommé par le moteur. Cela signifie que le carburateur devra fournir un mélange carburé à une richesse environ 5 à 10 fois supérieure à celle souhaitée dans la chambre de combustion;- on the one hand, the secondary intake so that it delivers less than these 15%, ie for example only 10% of the total air consumed by the engine. This means that the carburetor will have to supply a fuel mixture with a richness approximately 5 to 10 times greater than that desired in the combustion chamber;
- d'autre part, le volume du conduit 33 doit être suffisant pour que le mélange carburé, représentant dans cet exemple 10% de la charge en air, ne puisse pas atteindre le carter-pompe.- On the other hand, the volume of the pipe 33 must be sufficient so that the fuel mixture, representing in this example 10% of the air charge, cannot reach the pump housing.
D'autre part, la géométrie du conduit 33 sera telle qu'elle permettra d'éviter au maximum le mélange entre la partie carburée aspirée dans le conduit 33 et celle d'air seul présente initialement dans le conduit 33. Cela peut être obtenu par exemple avec un conduit 33 plutôt long et de section constante.On the other hand, the geometry of the pipe 33 will be such that it will avoid as much as possible the mixing between the carburetted part sucked in the pipe 33 and that of air alone initially present in the pipe 33. This can be obtained by example with a rather long conduit 33 and of constant section.
La figure 2 montre un autre mode de réalisation de l'invention qui comprend additionnellement une membrane souple de séparation 35 placée dans le conduit 33 et dont les déplacements (translation selon l'axe du conduit 33) sont liés aux variations de pression dans le carter-pompe 5. Ainsi pendant l'admission principale d'air dans le carter 5 c'est-à-dire quand le piston 2 a un mouvement ascendant, alors la membrane 35 descend, elle est aspirée vers le carter 5. Si l'on considère que la membrane 35 sépare le conduit 33 en un volume inférieur 33d relié au carter-pompe 5 et en un volume supérieur 33c en liaison avec la capacité 15 alors dans ce cas (admission dans le carter) il y a diminution du volume 33d et augmentation du volume 33c.FIG. 2 shows another embodiment of the invention which additionally comprises a flexible separation membrane 35 placed in the duct 33 and whose displacements (translation along the axis of the duct 33) are linked to variations in pressure in the casing -pump 5. So during the main air intake in the housing 5, that is to say when the piston 2 has an upward movement, then the membrane 35 descends, it is sucked towards the housing 5. If we consider that the membrane 35 separates the conduit 33 into a lower volume 33d connected to the pump casing 5 and into an upper volume 33c in connection with the capacity 15 then in this case (admission into the casing) there is a decrease in the volume 33d and an increase in the volume 33c.
Selon ce mode de réalisation, le mélange carburé est donc matériellement empêché d'atteindre le carter-pompe 5. De ce qui précède il ressort que la membrane 35 permet de réaliser la fonction caractéristique de l'invention, à savoir l'aspiration puis l'introduction de mélange carburé sous pression dans la capacité 15, mais de plus il y a ici impossibilité matérielle de mélange entre l'air (ou plus généralement le gaz) non carburé du carter-pompe 5 et le mélange carburé. On a ainsi la garantie de ne pas avoir de carburant (même sous forme de traces) dans le carter 5, carburant qui pourrait participer au balayage du cylindre et atteindre ainsi l'échappement, sans être brûlé. Selon ce mode de réalisation de l'invention, il n'est plus nécessaire de maintenir un certain volume ou une certaine longueur (dont la fonction était d'éviter le mélange entre le gaz carburé et l'air) du conduit 33. Avantageusement le volume du conduit 33 sera même le plus faible possible. A l'extrême, la membrane 35 pourrait être placée directement sur la périphérie du carter-pompe.According to this embodiment, the fuel mixture is therefore materially prevented from reaching the pump housing 5. From the above it appears that the membrane 35 makes it possible to perform the characteristic function of the invention, namely suction then 'introduction of fuel mixture under pressure in the capacity 15, but moreover there is here material impossibility of mixing between the air (or more generally the gas) non-fuel from the pump housing 5 and the fuel mixture. We are thus guaranteed not to have fuel (even in the form of traces) in the casing 5, fuel which could participate in the sweeping of the cylinder and thus reach the exhaust, without being burnt. According to this embodiment of the invention, it is no longer necessary to maintain a certain volume or a certain length (the function of which was to avoid mixing between the fuel gas and the air) of the pipe 33. Advantageously, the volume of the conduit 33 will even be as small as possible. In the extreme, the membrane 35 could be placed directly on the periphery of the pump housing.
La figure 3 montre un mode de réalisation qui diffère de celui de la figure 1 par le point de piquage du conduit 33 coté carter-pompe 5. En effet selon ce mode de réalisation d'Iinvention, le conduit 33 n'est plus connecté directement au carter-pompe 5, mais cette connection avec le carter-pompe se fait via un orifice 33e placé en partie inférieure du cylindre et obturé de façon intermittente par le piston 2. Préférentiellement, l'orifice 33e est obturé au voisinage de l'ouverture des transferts jusqu'au voisinage de la fermeture des transferts. Ainsi la pression dans le conduit 33 oscille entre la pression minimum du carter (au voisinage du point mort haut) et la pression à l'ouverture des transferts (OT). L'intérêt de ce mode de réalisation de l'invention est que l'on a pu observer que la différence de pression entre pression carter à OT et pression carter mini était proportionnelle à la charge du moteur. Ainsi le mélange carburé pompé par le dispositif suivant l'invention peut être proportionnel à la charge du moteur, ce qui facilite la régulation du débit de carburant par un système simple de type carburateur. Bien entendu les modes de réalisation des figures 2 et 3 peuvent être combinés sans sortir du cadre de l'invention c'est- à-dire que l'on peut avoir à la fois un piquage en 33e comme montré sur la figure 3 et une membrane de séparation 35 telle qu'indiquée sur la figure 2.FIG. 3 shows an embodiment which differs from that of FIG. 1 by the stitching point of the duct 33 on the pump casing side 5. In fact according to this embodiment of the invention, the duct 33 is no longer directly connected to the pump crankcase 5, but this connection with the pump crankcase is made via an orifice 33e placed in the lower part of the cylinder and closed intermittently by the piston 2. Preferably, the orifice 33e is closed in the vicinity of the opening transfers to near the closure of transfers. Thus the pressure in the duct 33 oscillates between the minimum pressure of the casing (in the vicinity of top dead center) and the pressure at the opening of the transfers (OT). The advantage of this embodiment of the invention is that it has been observed that the pressure difference between crankcase pressure at OT and minimum crankcase pressure was proportional to the engine load. Thus the fuel mixture pumped by the device according to the invention can be proportional to the engine load, which facilitates the regulation of the fuel flow by a simple carburetor type system. Of course, the embodiments of FIGS. 2 and 3 can be combined without departing from the scope of the invention, that is to say that one can have both a 33th tap as shown in FIG. 3 and a separation membrane 35 as shown in FIG. 2.
Enfin, dans le cas d'un moteur multicylindre, chaque cylindre peut être équipé d'un propre système de carburation suivant l'invention, mais une autre solution peut consister à utiliser comme le montre la figure 4 un seul carburateur pour l'ensemble des cylindres.Finally, in the case of a multi-cylinder engine, each cylinder can be equipped with its own carburetion system according to the invention, but another solution can consist in using, as shown in FIG. 4, a single carburetor for all of the cylinders.
Plus précisément on aura alors une seule conduite 34 d'admission secondaire, un seul carburateur 30 puis en aval du carburateur le conduit 34 se sépare en autant de conduits qu'il y a de cylindres dans le moteur, chaque conduit étant relié à un conduit de liaison (133A, 133B, 133C) entre carter-pompe et capacité. More precisely, there will then be a single secondary intake pipe 34, a single carburetor 30 then downstream of the carburetor the pipe 34 is divided into as many pipes as there are cylinders in the engine, each pipe being connected to a pipe connection (133A, 133B, 133C) between pump housing and capacity.

Claims

REVENDICATIONS
1) Moteur deux temps à injection pneumatique de carburant comprenant au moins un cylindre (1) dans lequel se déplace un piston (2) délimitant une chambre de combustion (14) et un carter-pompe (5) situé dans le prolongement de la chambre de combustion et séparé de celle-ci par ledit piston (2), au moins une admission principale (7) d'air dans le carter-pompe pouvant être équipée d'un premier dispositif anti-retour (6), un dispositif d'introduction de mélange carburé sous pression comportant un moyen (20) spécifique de contrôle de l'ouverture et de la fermeture d'un orifice d'introduction (12) du mélange carburé dans la chambre de combustion (14), une capacité (15) reliée à l'orifice d'introduction (12) et contenant ledit mélange carburé sous pression, caractérisé en ce qu'il comprend en outre un moyen (30-34) spécifiquement destiné à aspirer puis à introduire ledit mélange carburé sous pression dans ladite capacité (15).1) Two-stroke engine with pneumatic fuel injection comprising at least one cylinder (1) in which a piston (2) moves delimiting a combustion chamber (14) and a pump-housing (5) located in the extension of the chamber combustion chamber and separated from it by said piston (2), at least one main air intake (7) in the pump housing can be equipped with a first non-return device (6), a device for introduction of fuel mixture under pressure comprising a specific means (20) for controlling the opening and closing of an orifice for introducing (12) the fuel mixture into the combustion chamber (14), a capacity (15) connected to the introduction orifice (12) and containing said fuel mixture under pressure, characterized in that it further comprises means (30-34) specifically intended to suck up and then introduce said fuel mixture under pressure into said capacity (15).
2) Moteur selon la revendication 1 , caractérisé en ce que ledit moyen d'aspiration comprend un conduit (34) d'admission d'air secondaire dans lequel débouche un carburateur (30) et équipé d'un dispositif anti-retour (31 ) placé en aval du carburateur (30) ledit conduit (34) débouchant en aval du dispositif anti-retour (31 ) dans au moins un conduit (33) reliant ladite capacité (15) et ledit carter-pompe (5), un second dispositif anti-retour (32) étant prévu entre la capacité (15) et le conduit (33).2) Motor according to claim 1, characterized in that said suction means comprises a duct (34) for secondary air intake into which opens a carburetor (30) and equipped with a non-return device (31) placed downstream of the carburetor (30) said conduit (34) opening downstream of the non-return device (31) in at least one conduit (33) connecting said capacity (15) and said pump housing (5), a second device non-return valve (32) being provided between the capacity (15) and the conduit (33).
3) Moteur selon la revendication 2, caractérisé en ce que le conduit (34) d'admission d'air secondaire débouche dans le conduit (33) de liaison à proximité de ladite capacité (15).3) Motor according to claim 2, characterized in that the duct (34) of secondary air intake opens into the duct (33) of connection near said capacity (15).
4) Moteur selon l'une quelconque des revendications 2 ou 3, caractérisé en ce que ledit conduit (33) de liaison débouche par son extrémité opposée à celle (33a) débouchant dans la capacité (15), soit directement dans le carter-pompe (5) (via une lumière 33b) soit dans une lumière (33c) du cylindre coopérant à certaines périodes du cycle de fonctionnement avec une ouverture (33d) du piston (2).4) Motor according to any one of claims 2 or 3, characterized in that said conduit (33) connecting opens at its end opposite to that (33a) opening into the capacity (15), either directly in the pump housing (5) (via a light 33b) or in a light (33c) of the cylinder cooperating in certain periods of the operating cycle with an opening (33d) of the piston (2).
5) Moteur selon l'une quelconque des revendications 2 à 4, caractérisé en ce que le dimensionnement du conduit (34) d'admission d'air secondaire est tel que le volume de mélange carburé aspiré reste inférieur au volume du conduit de liaison (33) afin d'éviter notamment le refoulement de mélange carburé jusque dans le carter-pompe.5) Engine according to any one of claims 2 to 4, characterized in that the dimensioning of the duct (34) for secondary air intake is such that the volume of fuel mixture sucked in remains less than the volume of the connecting duct ( 33) in order to avoid in particular the backflow of fuel mixture into the pump housing.
6) Moteur selon la revendication 5, caractérisé en ce que le volume du conduit de liaison (33) est supérieur au volume occupé par le mélange carburé aspiré nécessaire pour chaque tour- moteur.6) An engine according to claim 5, characterized in that the volume of the connecting duct (33) is greater than the volume occupied by the aspirated fuel mixture necessary for each engine revolution.
7) Moteur selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il comprend en outre un moyen destiné à introduire du lubrifiant simultanément à l'admission (7) principale d'air.7) Engine according to any one of the preceding claims, characterized in that it further comprises a means for introducing lubricant simultaneously with the main air intake (7).
8) Moteur selon l'une quelconque des revendications précédentes, caractérisé en ce que ledit conduit de liaison (33) est équipé d'une membrane souple de séparation (35) dont les déplacements dépendent de la pression dans le carter-pompe (5).8) Motor according to any one of the preceding claims, characterized in that said connecting duct (33) is equipped with a flexible separation membrane (35) whose movements depend on the pressure in the pump housing (5) .
9) Moteur multicylindre selon l'une quelconque des revendications précédentes comprenant un seul conduit (34) d'admission d'air secondaire, un seul carburateur (30), ledit conduit (34) alimentant plusieurs conduits (133A, 133B, 133C) coopérant chacun avec un cylindre (1). 9) Multicylinder engine according to any one of the preceding claims comprising a single duct (34) for secondary air intake, a single carburetor (30), said duct (34) supplying several cooperating ducts (133A, 133B, 133C) each with a cylinder (1).
EP95934178A 1994-10-11 1995-10-06 Pneumatically-controlled air-fuel mixture injection in a two-stroke engine Expired - Lifetime EP0786046B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9412196 1994-10-11
FR9412196A FR2725475B1 (en) 1994-10-11 1994-10-11 TWO-STROKE ENGINE WITH PNEUMATIC INJECTION OF CARBIDE MIXTURE
PCT/FR1995/001303 WO1996011333A1 (en) 1994-10-11 1995-10-06 Pneumatically-controlled air-fuel mixture injection in a two-stroke engine

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FR2725475A1 (en) 1996-04-12
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CN1070259C (en) 2001-08-29
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EP0786046B1 (en) 1999-04-07
US5775274A (en) 1998-07-07
TW275658B (en) 1996-05-11
FR2725475B1 (en) 1996-12-20
JPH10506976A (en) 1998-07-07

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