EP0015792A1 - Verfahren zum Laden eines Zwei-Takt-Verbrennungsmotors und Zwei-Takt-Verbrennungsmotoren mit ausbalancierendem Kolben und mit Kraftstoff/Luftgemisch-Einspritzung - Google Patents

Verfahren zum Laden eines Zwei-Takt-Verbrennungsmotors und Zwei-Takt-Verbrennungsmotoren mit ausbalancierendem Kolben und mit Kraftstoff/Luftgemisch-Einspritzung Download PDF

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Publication number
EP0015792A1
EP0015792A1 EP80400189A EP80400189A EP0015792A1 EP 0015792 A1 EP0015792 A1 EP 0015792A1 EP 80400189 A EP80400189 A EP 80400189A EP 80400189 A EP80400189 A EP 80400189A EP 0015792 A1 EP0015792 A1 EP 0015792A1
Authority
EP
European Patent Office
Prior art keywords
cylinder
engine
piston
counter
fuel mixture
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP80400189A
Other languages
English (en)
French (fr)
Inventor
Jean Pierre Soubis
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.)
Bpifrance Financement SA
Original Assignee
Agence National de Valorisation de la Recherche ANVAR
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
Priority claimed from FR7903569A external-priority patent/FR2449198A1/fr
Priority claimed from FR7916507A external-priority patent/FR2459877A2/fr
Application filed by Agence National de Valorisation de la Recherche ANVAR filed Critical Agence National de Valorisation de la Recherche ANVAR
Publication of EP0015792A1 publication Critical patent/EP0015792A1/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/18—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with crankshaft being arranged between working and pumping cylinders
    • 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 essentially relates to improvements in the operating cycle of a two-stroke engine, more particularly applicable to engines of the balancing piston type.
  • the invention also relates to two-stroke engines of the balancing piston type comprising a system for filling combustion air and injecting the new fuel mixture, making it possible to considerably reduce pollution and at the same time increase the efficiency of engine operation.
  • the present invention provides a radical solution to the problem of pollution by unburned hydrocarbons lost to the exhaust at the time of admission into the cylinders when the intake and exhaust ports are open simultaneously.
  • the solution proposed according to the invention also makes it possible to considerably increase the operating efficiency of the engine and this without any loss of power, by allowing lightning ups to all regimes.
  • non-carburetted air is advantageously added by the intake ports into the cylinder of a two-stroke engine of the balancing piston type.
  • lubricating oil we use the balancing piston of the engine to suck and compress, in the counter-cylinder in which it moves, a rich fuel mixture and inject it into the engine cylinder under the necessary pressure and preferably in the vicinity of the spark plug, substantially at the moment when the exhaust port is closed, and the backpressure setting up in the cylinder at the time of ignition is used to shut off the return of the fuel mixture to the device injection.
  • the expression "substantially after” means that the injection of the fuel mixture may possibly start a little before the closing of the exhaust port is carried out, provided that this time interval is not sufficient to allow a fraction of the fuel mixture to pass through the engine cylinders from where it is injected until it reaches the exhaust port.
  • TDC top dead center
  • the balancing piston type two-stroke engine moving in a counter-cylinder which cooperates in the suction and transfer of the fuel mixture into the engine cylinder equipped with the improvements of the invention is characterized in that it includes two separate circuits, the first suction of the main quantity of combustion air inside the casing and "below" the piston. balancing to achieve compression in the casing then transfer to the cylinder engine of this compressed air, the second of suction of a rich carburetted mixture of air and fuel in the counter-cylinder of the balancing piston "above” this piston and delivery and injection into the cylinder engine of this rich fuel mixture, through a non-return valve capable of allowing injection and closing when a determined pressure threshold is exceeded in the engine cylinder.
  • a channel is formed in the balancing piston, a channel of which one end crosses the face upper of said piston and the other end of which crosses the skirt of the piston below the bottom of the piston, and by providing a light in the wall of the counter-cylinder, which light communicates with the outlet of said channel formed in the skirt of the piston when said piston is raised in said counter-cylinder beyond a certain position,
  • raising of the piston in the cylinder, it is meant that the piston moves towards its top dead center.
  • the perfection tions of the invention have been applied to a two-stroke engine of the balancing piston type essentially comprising a cylinder 1 capped with a cylinder head 2 in which the engine piston 3 moves above which we see the spark plug 4.
  • a two-stroke engine of the balancing piston type essentially comprising a cylinder 1 capped with a cylinder head 2 in which the engine piston 3 moves above which we see the spark plug 4.
  • the casing 5 in which the crankshaft 6 rotates, on which the connecting rods 7, 8 are articulated, one driven by the driving piston 3, the other driving a balancing piston 9.
  • the bearings of rotation of the crankshaft 6 have been shown.
  • the balancing piston 9 moves in a counter-cylinder 12.
  • a rich fuel mixture is created which is prepared for example from a carburetor 20.
  • the rich fuel mixture for example air and gasoline, is sucked after the carburetor by a conduit 21 which opens into the bottom of the counter-cylinder 12 above the upper face 9s of the balancing piston 9.
  • the balancing piston 9 moves from top dead center towards the bottom dead center, it pushes under its underside 9i in the crankcase of the engine towards the transfer channels 14, 15, the air previously sucked in through the intake port 18, and simultaneously, it sucks inside the counter-cylinder 12 above the upper face 9s of the piston 9 the fuel-rich mixture supplied by the conduit 21.
  • a nozzle 22 is screwed into a threaded hole 23 in the bottom 12a. On this end piece, is connected by a screwed ring 24 the end 21a of the conduit 21.
  • a shoulder 25 formed in the end piece 22 also makes it possible to house inside the end piece a return spring 26 for a non-return valve 27.
  • FIG 4 we can see more clearly how the connection of the conduit 30 can be made with the bottom of the counter-cylinder 12.
  • an orifice 31 has been tapped in the bottom 12a.
  • a bolt 32 is screwed in which a blind hole 33 is formed which opens into the counter-cylinder 12 and communicates with a perpendicular bore 34.
  • a ring 35 is inserted, sandwiched between two sealing washers 36, 37, this ring comprising an internal groove 38 which communicates with the pipe 30.
  • the junction of the pipe 30 in the cylinder head can be done by a system similar to that described in FIG. 4 comprising a hollow bolt 40, a ring 41 with a groove 42 communicating with the pipe 30 and two sealing washers 43, 44.
  • a non-return valve comprising a valve 47, its seat 48 which can be added in the cylinder head 2 and a spring of recall 49 normally recalling the valve 47 in the closed position.
  • the spring 49 is thus calibrated so that the valve 47 is actuated automatically upon opening when the pressure of the fuel mixture compressed by the piston 9 in the counter-cylinder 12 and in the pipe 30 in communication with this cylinder exceeds a certain pressure threshold .
  • This threshold which can be determined by the choice of the spring 49, is calculated so that it corresponds substantially to the pressure prevailing above the piston 3 in the engine cylinder 1 when the exhaust ports are closed.
  • the compression ratio in the engine cylinder is still low and very much lower than the compression ratio of the fuel mixture in the bottom of the counter-cylinder 12 and the communication pipe 30 of small section.
  • the engine comprises a separate circuit for supplying combustion air which is brought in a relatively conventional manner to the engine cylinder by suction in the casing then delivery by the transfer channels in the engine cylinder.
  • the fuel is brought in by another circuit in the form of a rich fuel mixture and it is injected under pressure into the engine cylinder at the most desirable time when the exhaust lights are already closed. This avoids any risk of loss of fresh fuel mixture directly from the intake to the exhaust.
  • the arrangement recommended according to the invention improves the combustion conditions making it possible simultaneously to increase the power of the engine and to further reduce pollution.
  • adjustment devices (not shown), controlled from the accelerator lever, will be provided and will act in synchronism on the main combustion air inlet flow 16 and on the fuel mixture intake flow. passing through the carburetor 20, to ensure the proper functioning of the engine at all speeds.
  • FIGS. 6 to 8 A preferred embodiment of the invention will now be described with reference to FIGS. 6 to 8:
  • a channel 51 has been formed which may be constituted by a small attached tubing and one end of which crosses the bottom 9a of the piston 9 in order to come out at 52 on the upper face 9s of the piston 9, and of which the other end passes through the skirt 9b of the piston 9 to come to open at 53 inside the counter-cylinder 12.
  • the position of the piston 9 when it is in top dead center in the counter-cylinder 12 is illustrated in solid lines in FIG. 7.
  • the position occupied by the upper face is illustrated in broken lines at 55. 9s of the piston 9 when the piston 9 is at mid-stroke in the counter-cylinder 12, and the line occupied by this same face 9s has been illustrated in phantom 9s when the piston is "lowered" to the point dead low.
  • the channel 51 communicates the volume 57 between the face 9s of the piston 9 and the bottom 12a of the counter-cylinder 12 with the lumen 54 when the piston 9 is "raised” in the counter-cylinder 12 beyond its mid-stroke position in which its bottom reaches position 55.
  • a passage 58 advantageously constituted by a tube connects the lumen 54 to the conduit 21 for admitting the rich fuel mixture into the volume 57.
  • the pipe 30 which allows the injection of the rich compressed fuel mixture into the volume 57 "above" the upper surface 9s of the piston 9 opens into the engine cylinder 3, substantially at level of the spark plug 4 and in its vicinity by the calibrated non-return valve 47 after having passed through two bores or boreholes, 59 formed in the cylinder head 2, and 60 formed in the cylinder 1 of the engine, the junction with the pipe 30 being able to do at 61 at the exhaust opening 50.
  • these holes 59, 60 usually exist in two-stroke engines where they are used to achieve decompression to obtain an action of Engine brake.
  • these holes 59, 60 are no longer useful because the engine brake action is obtained at the volume 57 worked by the counter-piston 9, so that these passages 59, 60 may pre-exist ter will be advantageously used.
  • the main combustion air is sucked in through the inlet port 18, worked in the casing 13 between the piston 3 and the counter-piston 9 and then transferred through the ports transfer such as 14 in the engine cylinder 1 at appropriate intake times.
  • the fuel is brought in the form of a rich fuel mixture which is sucked into the volume 57 when the counter-piston 9 "descends" in the counter-cylinder 12 then is discharged under pressure when the piston 9 "goes up” in the counter-cylinder 12 by the pipe 30 inside the engine cylinder 1.
  • valve 47 was calibrated at a set pressure PT1 chosen sufficient to prevent any injection into the cylinder 1 until the exhaust port of the engine cylinder was not closed. This is still the case here, and we will refer to Figure 8 to better explain the rest of the operation.
  • the angle of rotation of the motor shaft has been shown on the abscissa and the letters PMB have identified the angle of rotation corresponding to the position of the piston 3 and also of the piston 9 when they are in bottom dead center (these two pistons moving simultaneously in opposition); the angular position of the engine was also identified by the letters TDC when the two pistons 3 and 9 are in top dead center.
  • the half-stroke position of the two pistons corresponds to the intermediate angle marked 90 ° (a quarter turn).
  • the letters F E indicate the angular position for which the closing of the exhaust lights is carried out, that is to say in the example indicated substantially 45 ° after the bottom dead center.
  • the curve C1 is the pressure rise curve in the volume 60 of the working chamber between the cylinders 1 and the piston 3. This pressure is substantially zero between the bottom dead center PMB and until closure is achieved from the exhaust to point FE, since at this time, volume 60 is vented. As soon as the exhaust is closed, the pressure rises due to the compression produced in the chamber 60 by the ascent of the piston '3 . In the vicinity of TDC top dead center, the pressure will rise rapidly when ignition is carried out.
  • Curve C2 illustrates the pressure variation of the fuel mixture worked in the volume 57 between the piston 9 and the counter-cylinder 12.
  • the pressure rise of the rich fuel mixture takes place from the bottom dead center once performed the closure of the valve 27. It is noted that in the absence of the forecast of. passage 58 previously described, this pressure increase will occur regularly, parallel to the curve C1, the pressure in the volume 57 remaining greater until the ignition at the pressure prevailing in the working chamber 60.
  • the valve 47 is tared so that it does not open that after a set pressure PT1 is reached, thus prohibiting any injection before the angular position FE.
  • the injection is carried out, the valve 47 opening, and the pressure in the volume 57 being greater than the pressure prevailing in the volume 60.
  • the injection continued until top dead center following the curve dotted C'2.
  • the injection is stopped as soon as the channel 51 connects the volume 57 with the lumen 54 connected by the passage 58 with the conduit 21 substantially at atmospheric pressure.
  • the pressure drops suddenly for this angular position chosen in the illustrated embodiment equal to 90 °.
  • the injection stops and the non-return valve 47 closes under the effect of the overpressure prevailing in the working chamber 60 relative to the pressure prevailing in the pipe 30. In this way, it is interrupted, well before the 'ignition and well before top dead center the injection of the rich fuel mixture.
  • the pipe 30 ending in the holes 60, 59 formed directly in the cylinder 1 and in the cylinder head 2 which are brought to the high operating temperature of the engine the rich fuel mixture is vaporized before being injected , which makes it possible to produce a gaseous carburation very favorable to combustion and to operating efficiency.
  • valve 27, intended to prevent the discharge of the rich fuel mixture in the conduit 21 can be constituted by a double valve (not shown) which closes as long as the pressure in the counter-cylinder does not exceed a certain threshold, for example PT2 as illustrated, and which opens when said pressure exceeds this threshold.
  • a certain threshold for example PT2 as illustrated
  • valve 47 In all cases, the closure of the valve 47 is ensured at the latest upon ignition during the sudden increase in pressure in the cylinder 1, for example marked PT3 in FIG. 8.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
EP80400189A 1979-02-13 1980-02-06 Verfahren zum Laden eines Zwei-Takt-Verbrennungsmotors und Zwei-Takt-Verbrennungsmotoren mit ausbalancierendem Kolben und mit Kraftstoff/Luftgemisch-Einspritzung Withdrawn EP0015792A1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
FR7903569 1979-02-13
FR7903569A FR2449198A1 (fr) 1979-02-13 1979-02-13 Perfectionnements au cycle de fonctionnement d'un moteur deux temps, et moteurs deux temps de type a piston d'equilibrage et a injection du melange carbure
FR7916507 1979-06-27
FR7916507A FR2459877A2 (fr) 1979-06-27 1979-06-27 Perfectionnements au cycle de fonctionnement d'un moteur deux temps et moteurs deux temps de type a piston d'equilibrage et a injection du melange carbure

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Publication Number Publication Date
EP0015792A1 true EP0015792A1 (de) 1980-09-17

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EP80400189A Withdrawn EP0015792A1 (de) 1979-02-13 1980-02-06 Verfahren zum Laden eines Zwei-Takt-Verbrennungsmotors und Zwei-Takt-Verbrennungsmotoren mit ausbalancierendem Kolben und mit Kraftstoff/Luftgemisch-Einspritzung

Country Status (2)

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EP (1) EP0015792A1 (de)
BR (1) BR8000852A (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2694339A1 (fr) * 1992-07-31 1994-02-04 Bosch Gmbh Robert Société dite : ROBERT BOSCH GMBH.
EP0651142A3 (de) * 1993-10-01 1995-09-20 Piaggio Veicoli Europ Gemischaufbereitungsvorrichtung für Brennkraftmaschinen mit doppelter Gemischzufuhrvorrichtung.
FR2745849A1 (fr) * 1996-03-08 1997-09-12 Honda Motor Co Ltd Moteur a combustion interne a deux temps, a allumage par etincelles et a precompression dans la chambre de vilebrequin

Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB105649A (en) * 1916-05-15 1917-04-26 Edmund Voss Improvements in Two-stroke Cycle Internal Combustion Engines.
GB202395A (en) * 1922-05-16 1923-08-16 Archibald Douglas Powell Improvements relating to internal combustion engines
CH119799A (de) * 1926-01-23 1927-04-16 Gazda Anton Zweitaktverbrennungskraftmaschine.
US1698757A (en) * 1924-04-03 1929-01-15 Kjellberg Carl Fredrik Gunnar Internal-combustion motor
FR908916A (fr) * 1944-08-01 1946-04-23 Perfectionnements aux moteurs à explosion à deux temps
US2406491A (en) * 1939-05-02 1946-08-27 Waern Bror Algor De Internal-combustion engine
FR983131A (fr) * 1949-01-28 1951-06-19 Perfectionnement aux moteurs à deux temps
DE848722C (de) * 1949-03-01 1952-09-08 Gertrud Schnuerle Gemischverdichtende, fremdgezuendete Zweitakt-Brennkraftmaschine
FR1063514A (fr) * 1952-09-22 1954-05-04 Perfectionnements apportés aux mécanismes du type bielle-manivelle
FR1068054A (fr) * 1951-09-24 1954-06-22 Moteur à carburateur
FR2311931A1 (fr) * 1975-05-23 1976-12-17 Motobecane Ateliers Perfectionnements aux cyclomoteurs a moteur monocylindrique avec piston d'equilibrage
FR2401316A1 (fr) * 1977-08-22 1979-03-23 Motobecane Ateliers Moteur a deux temps a combustion interne
FR2420034A1 (fr) * 1978-03-14 1979-10-12 Soubis Jean Pierre Perfectionnements a des moteurs deux temps ameliorant la combustion et permettant une reduction de la pollution

Patent Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB105649A (en) * 1916-05-15 1917-04-26 Edmund Voss Improvements in Two-stroke Cycle Internal Combustion Engines.
GB202395A (en) * 1922-05-16 1923-08-16 Archibald Douglas Powell Improvements relating to internal combustion engines
US1698757A (en) * 1924-04-03 1929-01-15 Kjellberg Carl Fredrik Gunnar Internal-combustion motor
CH119799A (de) * 1926-01-23 1927-04-16 Gazda Anton Zweitaktverbrennungskraftmaschine.
US2406491A (en) * 1939-05-02 1946-08-27 Waern Bror Algor De Internal-combustion engine
FR908916A (fr) * 1944-08-01 1946-04-23 Perfectionnements aux moteurs à explosion à deux temps
FR983131A (fr) * 1949-01-28 1951-06-19 Perfectionnement aux moteurs à deux temps
DE848722C (de) * 1949-03-01 1952-09-08 Gertrud Schnuerle Gemischverdichtende, fremdgezuendete Zweitakt-Brennkraftmaschine
FR1068054A (fr) * 1951-09-24 1954-06-22 Moteur à carburateur
FR1063514A (fr) * 1952-09-22 1954-05-04 Perfectionnements apportés aux mécanismes du type bielle-manivelle
FR2311931A1 (fr) * 1975-05-23 1976-12-17 Motobecane Ateliers Perfectionnements aux cyclomoteurs a moteur monocylindrique avec piston d'equilibrage
FR2401316A1 (fr) * 1977-08-22 1979-03-23 Motobecane Ateliers Moteur a deux temps a combustion interne
FR2420034A1 (fr) * 1978-03-14 1979-10-12 Soubis Jean Pierre Perfectionnements a des moteurs deux temps ameliorant la combustion et permettant une reduction de la pollution

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2694339A1 (fr) * 1992-07-31 1994-02-04 Bosch Gmbh Robert Société dite : ROBERT BOSCH GMBH.
EP0651142A3 (de) * 1993-10-01 1995-09-20 Piaggio Veicoli Europ Gemischaufbereitungsvorrichtung für Brennkraftmaschinen mit doppelter Gemischzufuhrvorrichtung.
US5537979A (en) * 1993-10-01 1996-07-23 Piaggio Veicoli Europei S.P.A. Mixture preparation device for double-feed engines
FR2745849A1 (fr) * 1996-03-08 1997-09-12 Honda Motor Co Ltd Moteur a combustion interne a deux temps, a allumage par etincelles et a precompression dans la chambre de vilebrequin
CN1080371C (zh) * 1996-03-08 2002-03-06 本田技研工业株式会社 曲柄室预压缩型火花点火式二冲程内燃机

Also Published As

Publication number Publication date
BR8000852A (pt) 1980-10-29

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Inventor name: SOUBIS, JEAN PIERRE