EP0458670B1 - Verfahren zur pneumatischen Kraftstoffeinpritzung in einen Zweitaktmotor und ein solcher Zweitaktmotor - Google Patents

Verfahren zur pneumatischen Kraftstoffeinpritzung in einen Zweitaktmotor und ein solcher Zweitaktmotor Download PDF

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Publication number
EP0458670B1
EP0458670B1 EP91401184A EP91401184A EP0458670B1 EP 0458670 B1 EP0458670 B1 EP 0458670B1 EP 91401184 A EP91401184 A EP 91401184A EP 91401184 A EP91401184 A EP 91401184A EP 0458670 B1 EP0458670 B1 EP 0458670B1
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EP
European Patent Office
Prior art keywords
engine
injection
chamber
accordance
cylinder
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EP91401184A
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English (en)
French (fr)
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EP0458670A1 (de
Inventor
Gaetan Monnier
Pierre Duret
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IFP Energies Nouvelles IFPEN
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IFP Energies Nouvelles IFPEN
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Priority claimed from FR9006322A external-priority patent/FR2662213A1/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M67/04—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 the air being extracted from working cylinders of the engine
    • 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
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F02B33/36—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type
    • 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 invention relates to a pneumatic fuel injection method in a two-stroke engine with one or more cylinders.
  • the introduction of fuel in spray form into the cylinder can be carried out by a pneumatic injection device comprising an injector opening into the cylinder provided with a valve controlled by a cam for its opening and closing, a supply means for the liquid fuel injector and a source of compressed air ensuring the atomization and injection of the fuel when the injector is opened.
  • the sweeping of the cylinder with fresh air can for example be carried out by means of a pump casing communicating with the cylinder at its lower part, so that the piston moving in the cylinder produces a compression of the air of the casing moving towards its bottom dead center.
  • Ducts joining the pump casing to the cylinder intake ports ensure the transfer of compressed air to the cylinder, this compressed air entering the cylinder which it scans when the intake lights are discovered by the piston during its movement towards its bottom dead center.
  • the pneumatic fuel injection is carried out for example by using the compressed air in a pump housing to carry out the spraying and the injection of the fuel.
  • the pump housing can be connected to the injector by a duct on which a valve is arranged.
  • the part of the conduit located downstream of the valve can in itself constitute a capacity.
  • the pneumatic fuel injector can be supplied with pressurized gas, in a particular embodiment, by a storage capacity connected to the chamber of the cylinder in which the injection takes place, via the chamber of the pneumatic injector opening into the upper part of the cylinder at a seat of a closing and opening valve.
  • the air / fuel ratio at the time of injection is often insufficient to obtain good fuel atomization and efficient combustion. It is generally not possible to overfeed the engine to obtain an increase in torque.
  • the fuel mixture intake valves must have a relatively large dimension, which leads to the use of a cylinder head of an equally large height.
  • the injection method according to the present invention makes it possible to avoid the above-mentioned drawbacks. It applies to a two-stroke engine comprising at least one cylinder in which moves a piston delimiting a combustion chamber and a casing situated in the extension of the combustion chamber and separated from the latter by the piston, at least an opening for the admission of fresh air into the combustion chamber communicating with an element delivering fresh air, at least one opening for exhausting burnt gases from the combustion chamber as well as a pneumatic injection device for fuel into the combustion chamber through an injection port.
  • This injection device comprises a means for opening and closing the injection orifice, an injection capacity supplied with compressed gas communicating with the combustion chamber via the injection orifice and a means for injecting liquid fuel into the injection capacity.
  • a compressed gas coming only from the chamber or from the casing delivering fresh air to a cylinder of the engine for low engine loads and additionally, a compressed gas from a source external to the cylinder for heavy engine loads, such as a compressor or a turbo-compressor for example, which can be in several stages of so as to best fulfill a double function: deliver air to constitute the fuel mixture which is injected into the combustion chamber of a support, and to sweep the burnt gases on the other hand.
  • the two-stroke engines implementing the method according to the invention make it possible to obtain both an easy start, insofar as it is not necessary to use compressed air outside the low loads and very good operation at high or full load, thanks to additional amounts of compressed air from a source external to the engine cylinder.
  • FIG 1 we see a cylinder of a two-stroke engine generally designated by the reference 1 whose combustion chamber 2 is closed at its upper part by a cylinder head 3 and extended at its lower part by a pump casing 5 crossed by the crankshaft 6 of the engine.
  • a piston 4 connected to the crankshaft 6 by means of a connecting rod 7 moves inside the cylinder, during the operation of the engine.
  • the piston 4 delimits the combustion chamber 2, between its upper part and the inner wall of the cylinder head 3 and separates the combustion chamber 2 from the pump casing 5.
  • the pump casing 5 has an air intake opening 8 through which atmospheric air is sucked in when the piston 4 moves in the cylinder, towards its top dead center, as represented by the arrow 10 in FIG. 1.
  • a valve can be associated with the suction opening 8 and opens when the chamber of the pump casing 5 is in vacuum, the piston 4 moving in the direction of its neutral position. high, and closes when the air introduced into the pump housing 5 is compressed by the piston 4 moving towards its bottom dead center.
  • the cylinder 1 has in its side wall transfer openings such as 12 communicating with the pump casing 5 and at least one exhaust opening 13 situated at a level slightly different from the level of the transfer openings 12 making it possible to evacuate the burnt gases of the combustion chamber 2.
  • the piston 4 may have to mask or uncover the openings 12 and 13, depending on the phases of the cylinder's operating cycles.
  • the pneumatic injection device 14 as shown in FIG. 1 can advantageously use certain elements of an injection device described in the published patent application FR-A-2 625 532.
  • This device includes an injection capacity 16 communicating with the combustion chamber 2, via an injection orifice 17 constituting the seat of a valve 18 ensuring the opening and closing of the orifice. injection 17, during the engine operating cycle.
  • the valve 18 is controlled for its opening, by a cam not shown and returned to its seat in the closed position by a spring.
  • the control cam of the valve 18 is adjusted so as to ensure the opening of the orifice 17 and therefore the pneumatic injection of fuel into the cylinder, before the end of the compression phase in the combustion chamber 2, the piston 4 moving towards its top dead center.
  • valve 18 closes at an instant adjusted so that a certain quantity of gas compressed in the combustion chamber 2 by the piston 4 at a determined pressure is returned to the capacity 16 to restore this capacity to pressure.
  • This compressed gas will be used during the next opening of the valve 18 to carry out the transfer and the pneumatic spraying of the fuel delivered by the injector not shown.
  • this injector could be placed in the vicinity of the valve 18.
  • the piston 4 moves downwards and in particular ensures, as described above, the compression of the air introduced into the pump casing 5 and the sweeping of the combustion chamber 2 of the cylinder by fresh gases.
  • Liquid fuel is introduced into the capacity 16, by means of an injector not shown and the pneumatic injection of fuel into the combustion chamber 2 can be ensured by opening the valve 18, during a phase of operation of the cylinder 1 during which the pressure in the combustion chamber 2 is lower than the pressure of the gases trapped in the capacity 16.
  • the valve 18 opens, the pressurized gases contained in the capacity 16 flow at high speed in the chamber 2 through the injection orifice 17, driving the liquid fuel which is introduced into the chamber 2 in the sprayed state.
  • the device as described does not make it possible to obtain a high ratio between the volume of compressed gases used for spraying the fuel and the volume of fuel injected, due to the design of the storage capacity 16 for compressed gases. and its supply mode during the cylinder operating cycle. This may result in insufficient spraying of the fuel, when the latter is injected in large quantities, when the engine is running at high load.
  • the device described gives rise to certain constraints with regard to the timing of the camshaft controlling the valve for opening and closing the pneumatic injection orifice.
  • the pneumatic injection device 14 of the cylinder 1 of the engine shown in FIG. 1 comprises a compressor 20 which can be driven mechanically by the engine or which can be constituted by a turbo-compressor driven in rotation by the exhaust gases from the engine .
  • the compressor 20 comprises a suction pipe 21 on which is placed an adjusting butterfly 22 and a delivery pipe 23 connected at its opposite end to the compressor 20, to the capacity 16 and on which a heat exchanger 24 can be inserted and a valve 25.
  • the valve 25 when the cylinder 1 operates at low load, the valve 25 is in its closed position and the pneumatic injection of fuel into the combustion chamber 2 is ensured only by the compressed gases introduced into the capacity 16.
  • the compressor 20 driven in rotation, for example by the motor, provides a certain supply of compressed air to the capacity 16.
  • the pneumatic injection of fuel is carried out, by opening the valve 18, spraying and injection tires are produced both by compressed gases introduced into capacity 16 and by pressurized air supplied by compressor 20.
  • the flow rate of the compressor 20 can be adjusted by means of the butterfly 22, for example as a function of the load and of the engine speed.
  • the quantity of compressed air introduced into the capacity 16 by the compressor 20 can be very largely preponderant, compared to the quantity of compressed gas introduced into the capacity 16, during the compression phase in the cylinder 1.
  • this quantity is easily adjustable and it becomes possible to obtain a very good spraying of the fuel whatever the quantity of fuel to be injected. It is also possible to increase the engine speed and torque by operating a slight boost.
  • the flow rate of the mixture of air and atomized fuel introduced into the combustion chamber being appreciably increased, the injection orifice and the valve can have substantially smaller dimensions, which makes it possible in particular to reduce the height of the cylinder head.
  • the engine cylinder shown in Figure 2 is substantially identical to the cylinder shown in Figure 1.
  • the pump casing 5 of the cylinder 1 shown in FIG. 2 has an additional opening connected, by via a valve 28 interposed on a line 27, with a compressed air capacity 26.
  • the capacity 26 is itself connected via a line 29, to the line 23 of the pneumatic injection device 30 of the cylinder.
  • the injection device 30 comprises in addition to the constituent elements similar to the elements of the injection device 14 shown in Figure 1, the capacity 26 and its connecting pipes to the pump housing 5 and capacity 16.
  • Capacities 16 and 26 can be confused, for example, by directly connecting conduit 27 to capacitor 16 and by removing capacitor 26 and conduit 29 in FIG.
  • Part of the air compressed by the piston 4 in the pump casing 5 is introduced into the capacity 16, by opening the valve 28, when the pressure of this compressed air is sufficient to open the valve 28.
  • This compressed air is used to spray and drive the fuel injected into the tank 16, when the valve 18 opens.
  • this device when the engine is running at high load, this device, when only the capacity 26 is used to supply the compressed injection air to the capacity 16, has substantially the same drawbacks as the device shown in FIG. 1.
  • this device requires the presence of a compressed air capacity and a valve on a line connecting the compressed air capacity to the pump housing.
  • the opening of the valve 25 and of the butterfly 22 placed on the suction line of the compressor 20 makes it possible to inject, via the discharge line 23, through the valve 25, an adjustable quantity of compressed air coming from the compressor 20.
  • valve 18 When the valve 18 opens, the compressed air flow from the compressor 20 is added to the compressed air flow from the tank 26 to ensure a high air-to-fuel ratio and efficient spraying, at the time pneumatic injection.
  • the air flow blown by the compressor 20 can be adjusted by the butterfly 22.
  • FIG. 3 a cylinder of an engine is shown comprising a pneumatic fuel injection device 31 identical, in its general structure, to the injection device 14 shown in FIG. 1.
  • the injection device 31 comprises a line 32 in bypass with respect to the compressor 20 joining the suction line 21 and the discharge line 23 of the compressor and on which can be placed the adjusting butterfly 22.
  • a valve 33 is placed on the suction line 21 upstream of the bypass line 32.
  • the operation of the cylinder 1 at low load is identical to the operation described with regard to the cylinder shown in FIG. 1.
  • valve 25 opens and the additional compressed air flow introduced into the capacity 16 by the compressor 20 can be adjusted by means of the butterfly 22 placed on the line 32 in bypass with respect to the compressor 20.
  • the devices as shown in FIGS. 1, 2 and 3 make it possible to adjust the flow rate of the additional compressed air supplied by the compressor 20.
  • FIG. 4 shows an alternative embodiment of a two-stroke engine enabling the method according to the invention to be implemented using an injection device pneumatic 34 for adjusting the injection pressure of the additional air supplied by the compressor 20.
  • the discharge line 23 of the compressor 20 is connected to a capacity 36 which is itself connected to the injection capacity 16, by means of a line 35 on which is placed an adjusting butterfly 37.
  • a line 38 in bypass relative to the compressor 20 is connected to the capacity 36, by means of a valve 39.
  • the throttle valve 37 When the engine is running at high load, the throttle valve 37 is open and the compressed air coming from the capacity 36 supplied by the compressor 20 contributes to the spraying and injection of the fuel into the chamber 2, when the valve 18.
  • the pressure in the capacity 36 is limited to a maximum value defined by the setting value of the relief valve 39.
  • FIGS. 3 and 4 can also be applied to the embodiment shown in FIG. 2.
  • the injection device 40 includes a compressed air storage capacity 46 supplied by the compressor 20, via its discharge pipe 23 on which an exchanger 24 can be placed.
  • the compressed air capacity 46 is connected to the injection capacity 16, via a pipe 45 on which is placed an adjusting butterfly 48.
  • a line 44 is placed in bypass with respect to the compressor 20, so as to join the suction line 21 of the compressor on which a valve 43 can be placed to the capacity 46, by means of a discharge valve 49.
  • the compressed air capacity 46 is connected to the transfer opening 12 of the cylinder 1, by means of a pipe such as 50 on which is placed an adjustment butterfly 51.
  • the exhaust opening 13 of the cylinder can be placed in an arrangement opposite to the transfer openings, with respect to the axis of the cylinder 1.
  • the flow rate of the fresh sweeping air from the chamber 2 of the cylinder can be adjusted using the butterfly valve 51.
  • the pressure of the compressed air in the tank 46 is limited to a certain value defined by the setting value of the relief valve 49 or by a butterfly type butterfly 22 of FIG. 3.
  • the injection of fuel into the chamber 2 can be carried out by opening the valve 18.
  • the throttle valve 48 When the engine is running at low load, the throttle valve 48 is closed and the spraying and injection of fuel are carried out by the compressed gases stored in the capacity 16, at the time of the compression phase in the cylinder 1.
  • the throttle valve 48 When the engine is running at high load, the throttle valve 48 is open and the fuel is sprayed and injected both by the compressed gases contained in capacity 16 and by the compressed air coming from capacity 46.
  • the device shown in FIG. 5 makes it possible to use the compressor 20 and the capacity 46, both for supplying the cylinder with fresh air through its transfer openings 12 and for pneumatically injecting fuel, when opening of valve 18.
  • the compressor 20 makes it possible to replace the pump casing 5 in its function of scanning the cylinder.
  • the method according to the invention and the corresponding injection devices make it possible to increase the quantity of air injected to spray the fuel when the engine is running at high load.
  • the method and the corresponding devices make it possible to achieve a supercharging of compressed air, by injecting additional air from a source external to the cylinder of the engine.
  • This additional compressed air allows the use of smaller diameter valves; for the same lifting and opening characteristics of the valve, the production of a valve of smaller size and lower mass makes it possible to increase the operating speed of this valve and of the engine.
  • the height of the cylinder head can be reduced and the timing of the camshaft controlling the opening of the injection valve can be facilitated.
  • the source of compressed air outside the cylinder is generally constituted by a compressor, the drive of which can be ensured by a belt, starting from the crankshaft of the engine.
  • FIG. 6 there is shown the cylinder 55 of a two-stroke engine having an exhaust opening 56 to which is connected an exhaust pipe 57.
  • a turbo-compressor 60 is interposed on a pipe 59 placed in bypass on the exhaust pipe 57 of the engine.
  • a throttle valve 58 makes it possible to adjust the flow rate of the exhaust gases in the main exhaust pipe 57.
  • the turbo-compressor 60 the turbine of which is driven by the exhaust gases from the engine, can be substituted for the compressor 20 of the embodiments described and shown in FIGS. 1 to 5.
  • FIG. 7 shows an alternative embodiment of the device comprising a turbo-compressor as shown in FIG. 6.
  • the cylinder 55 ′ of the engine has a main exhaust opening 56 ′ to which a main exhaust pipe 57 ′ is connected.
  • the cylinder 55 ′ has a second exhaust port 59′a to which is connected a secondary exhaust pipe 59 ′ on which the turbo-compressor 60 ′ is inserted.
  • the secondary exhaust pipe 59 ′ is connected to the main pipe 57 ′ downstream from the turbo-compressor 60 ′.
  • the exhaust ports 56 ′ and 59′a in the case of the embodiment shown in FIG. 7, can be arranged at the same level in the axial direction of the cylinder or at slightly different levels; in the latter case, these lights have offset opening angles.
  • the light connected to the pipe supplying the turbine of the turbo-compressor may open first and therefore supply the turbine with gases at a relatively high pressure.
  • FIG. 8 is particularly well suited for best controlling the pressures and the air flow rates used for fuel injection and for sweeping the cylinder.
  • the performance of the engine is in fact improved when there is a large air flow to effectively sweep the burnt gases out of the combustion chamber and a high gas injection pressure in the injection capacity for obtain a fuel mixture at high pressure.
  • This embodiment of the engine according to the invention comprises for this purpose a compression assembly 61 which can deliver air at at least two different pressures and with different flow rates.
  • This assembly can consist for example of a compressor with at least two stages driven in rotation by the engine or which can be constituted by a turbo-compressor driven in rotation by the exhaust gases of the engine.
  • the compressor 61 is connected to a suction pipe 21 on which a valve 43 is placed.
  • a first discharge line 62 communicates with a first capacity 63 an intermediate outlet 64 of the compressor 61 delivering compressed air at a first pressure .
  • a heat exchanger 65 can be placed on the line 62 to cool the air from the compressor.
  • Another pipe 66 on which is possibly placed a control butterfly 67 connects the first capacity 63 with the inlet 12 serving for the injection of air into the combustion chamber 2 for sweeping the burnt gases.
  • a second discharge line 68 communicates with a second capacity 69, another outlet 70 of the compressor 61 delivering air at a second pressure greater than the first pressure with a lower flow rate.
  • Another heat exchanger 71 can also be placed on the pipe 68 to cool the air coming from the compressor.
  • a pipe 72 possibly provided with a control butterfly 73, connects the second capacity 69 to the injection capacity 16 where the mixing with the fuel takes place.
  • a non-return valve is preferably placed in the pipe 72 to prevent any circulation from the capacity 16 towards the outlet 70 of the compressor 61.
  • the suction pipe 21 of the compressor can be connected by pipes 74, 75 respectively with pipes 62 and 68.
  • Two discharge control means such as valves 76, 77 calibrated at two different threshold pressures or butterflies, are arranged respectively on the pipes 74, 75.
  • These branches for the pipes 74, 75 are useful for better control of the pressures in the capacities 63, 69 but they can possibly be eliminated.
  • the compression assembly may include, for example, a screw compressor with one or more intermediate outputs. It can also optionally include two compressors interconnected in series.
  • the butterflies 67 and 73 on the two pipes 66, 72 allow an additional adjustment of the air flow rates and pressures as a function of the load.
  • compression means of any type capable of delivering gas under pressure at one or more different pressures such as for example an exhaust wave system of the Comprex type. .
  • pneumatic injection control means comprising a valve controlled mechanically by a cam. It is quite obvious that one can use in this function a valve controlled by an electromagnetic device or in the form of a rotary plug carrying out the opening or the closing of the injection orifice and driven in rotation by the crankshaft of the engine .
  • the invention applies to any two-stroke engine with pneumatic injection.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Supercharger (AREA)

Claims (22)

  1. Verfahren zur pneumatischen Injektion von Kraftstoff in einem Zweitakt-Motor, der wenigstens einen Zylinder (1, 55, 55′) umfasst, in welchem sich ein Kolben (4) bewegt, der eine Brennkammer (2) begrenzt und über ein Gehäuse (5) verfügt, das in der Verlängerung der Brennkammer (2) angeordnet und von dieser durch den Kolben (4) getrennt ist, mit wenigstens einer Einlaßöffnung (12) in die Brennkammer (2), die mit einem Frischluft liefernden Element (5, 61) in Verbindung steht, wenigstens einer Auslaßöffnung (13) für die verbrannten Gase aus der Brennkammer (2) und einer Vorrichtung zur pneumatischen Injektion von Kraftstoff (14, 30, 31) in die Brennkammer (2) über eine Injektionsöffnung (17), ein Öffnungs- und Schließmittel (18) für die Injektionsöffnung (17) umfassend, mit einem Injektionsraum (16), der mit Druckgas gespeist ist und mit der Brennkammer (2) über die Injektionsöffnung (17) in Verbindung steht sowie einem Injektionsmittel für flüssigen Kraftstoff in den Injektionsraum (16), dadurch gekennzeichnet, daß man zur Durchführung der Injektion ein Druckgas, das allein aus dieser Brennkammer (2) oder dem Gehäuse (5) stammt und Frischluft für die geringen Motorlasten liefert und zusätzlich ein Druckgas verwendet, das aus einer Quelle (20, 36, 60, 61) außerhalb des Zylinders (1) stammt, für große Motorlasten verwendet.
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß man eine Quelle komprimierten Gases, die über einen Motor bewegt wird, verwendet.
  3. Zweitaktmotor, umfassend: wenigstens einen Zylinder (1), in dem sich ein Kolben (4) bewegt, der eine Brennkammer (2) bewegt; und ein Gehäuse (5), das in der Verlängerung der Brennkammer (2) angeordnet und von dieser durch den Kolben (4) getrennt ist, wenigstens eine Einlaßöffnung (12) für Frischluft in die Brennkammer (2), wenigstens eine Auslaßöffnung (13, 56) für die verbrannten Gase aus der Brennkammer (2) und eine Vorrichtung zur pneumatischen Injektion von Kraftstoff (14, 30, 31, 34, 40) in die Brennkammer (2) über eine Injektionsöffnung (17), ein Öffnungs- und Schließmittel (18) für die Injektionsöffnung (17) umfassend, einen mit Druckgas gespeisten Injektionsraum (16), der mit der Brennkammer (2) über die Injektionsöffnung (17) in Verbindung steht, und eine Injektionsmittelausbildung für flüssigen Kraftstoff in die Injektionskammer (16), dadurch gekennzeichnet, daß die pneumatische Kraftstoffinjektionsvorrichtung (14, 30, 31, 34, 40) darüber hinaus eine zusätzliche Druckgasquelle (20, 36, 46) außerhalb des Zylinders (1) umfasst, die mit dem Injektionsraum (16) über eine Verbindungsleitung (23, 35, 45) in Verbindung steht, wobei dieser Raum (16) allein für ein Arbeiten bei niedrigen Lasten verwendet wird und zusammen mit der Druckgasquelle (20, 36, 46) für große Lasten verwendet wird.
  4. Motor nach Anspruch 3, dadurch gekennzeichnet, daß die Druckgasquelle außerhalb des Zylinders der Motors (1) durch einen Kompressor (20) gebildet wird, der eine Druckleitung (23) für komprimierte Luft umfasst, die mit dem Injektionsraum (16) des Zylinders (1) verbunden ist und Stellregelmittel zum Regeln der Verbindung zwischen dem Kompressor und dem Injektionsraum vorhanden sind.
  5. Motor nach Anspruch 4, dadurch gekennzeichnet, daß er darüber hinaus einen Druckluftraum (26) umfasst, der mit dem Gehäuse (5) des Zylinders (1) des Motors über eine Leitung (27), an der ein Ventil (28) sitzt, und mit dem Injektionsraum (16) verbunden ist, wobei das Gehäuse vom Typ Gehäuse-Pumpe ist.
  6. Motor nach Anspruch 4, dadurch gekennzeichnet, daß er darüber hinaus eine Leitung (32) umfasst, die parallel zum Kompressor (20) sitzt, an dem die Durchsatzdrosselstellklappe (22) angeordnet ist.
  7. Motor nach Anspruch 4, dadurch gekennzeichnet, daß er darüber hinaus einen Raum für Druckgas (36, 46) umfasst, der mit der Druckleitung (23) des Kompressors (20) einerseits und mit dem Injektionsraum (16) andererseits verbunden ist und darüber hinaus eine Leitung (38) umfasst, die parallel zum Kompressor (20) liegt und mit einem ihrer Enden mit der Saugleitung des Kompressors (20) und mit ihrem anderen Ende mit dem Druckluftraum (36) über ein Auslaßventil (39) verbunden ist.
  8. Motor nach Anspruch 7, dadurch gekennzeichnet, daß der Druckluftraum (46) im übrigen mit der Einlaßöffnung (12) für Frischluft in die Brennkammer (2) des Zylinders (1) verbunden ist.
  9. Motor nach Anspruch 3, dadurch gekennzeichnet, daß die Druckgasquelle außerhalb des Zylinders (1) durch einen Turbokompressor gebildet ist, der durch die Auslaßgase des Motors in Drehung versetzt wird.
  10. Motor nach Anspruch 3, dadurch gekennzeichnet, daß das Gehäuse (5) eine Gehäuse-Pumpe ist, die mit dieser Einlaßöffnung (12) für Frischluft in die Brennkammer (2) in Verbindung steht.
  11. Motor nach Anspruch 3, dadurch gekennzeichnet, daß diese Öffnung (12) für den Einlaß von Frischluft in die Brennkammer (2) ein äusserer Raum bzw. eine äussere Kammer (46) ist.
  12. Motor nach Anspruch 3, dadurch gekennzeichnet, daß diese zusätzliche Druckgasquelle einen Kompressor (20) umfasst.
  13. Motor nach Anspruch 9, dadurch gekennzeichnet, daß der Turbokompressor (60′) an einer Sekundärauslaßleitung (59′) zwischengeschaltet ist, die mit einem Auslaßschlitz (59′a) verbunden ist, der in der Wandung des Zylinders (55′) auf einem Niveau unterschiedlich zu dem der Auslaßöffnung (56′) entsprechend der Axialrichtung des Zylinders verbunden ist.
  14. Motor nach Anspruch 3, dadurch gekennzeichnet, daß die pneumatische Injektionsvorrichtung ein erstes Druckluftkompressionsmittel umfasst, das mit dieser Einlaßöffnung (12) verbunden ist, welche Luft bei einem ersten Druck und bei einem ersten Durchsatz liefert und ein zweites Mittel der Kompression von Luft aufweist, das mit diesem Injektionsraum (18) verbunden ist, welches Luft bei einem zweiten Druck höher als dem ersten und bei einem Durchsatz liefert, der geringer als der durch dieses erste Luftkompressionsmittel gelieferte ist.
  15. Motor nach Anspruch 14, dadurch gekennzeichnet, daß das erste Kompressionsmittel und das zweite Kompressionsmittel zwei unterschiedliche Stufen ein und dergleichen Kompressionanordnung (61) mit wenigsten zwei Stufen ist.
  16. Motor nach Anspruch 14 oder 15, dadurch gekennzeichnet, daß dieses erste Kompressionsmittel und dieses zweite Kompressionsmittel in Reihe zueinander geschaltete Kompressionseinheiten sind.
  17. Motor nach Anspruch 14, dadurch gekennzeichnet, daß die Vorrichtung zur pneumatischen Injektion wenigstens einen Schraubenkompressor umfasst.
  18. Motor nach Anspruch 14, dadurch gekennzeichnet, daß die Vorrichtung zur pneumatischen Injektion eine erste Pufferkammer (63) zwischen dem Kompressionsmittel und dieser Einlaßöffnung (12) und/oder einen zweiten Pufferraum (69) zwischen dem zweiten Kompressionsmittel und diesem Injektionsraum (16) aufweist.
  19. Motor nach Anspruch 14, dadurch gekennzeichnet, daß er Mittel (76, 77) umfasst, um die Drücke der Luft zu begrenzen, die jeweils vom ersten und dem zweiten Kompressionsmittel geliefert wird.
  20. Motor nach Anspruch 14, dadurch gekennzeichnet, daß die Vorrichtung zur pneumatischen Injektion durch die Drehung des Motors angetriebene Kompressionsmittel umfasst.
  21. Motor nach Anspruch 14, dadurch gekennzeichnet, daß er verstellbare Schließmittel umfasst, um den Einlaß in den Zylinder von Luft zu dosieren, die aus diesen Kompressionsmitteln (61) stammt.
  22. Motor nach Anspruch 14, dadurch gekennzeichnet, daß er ein Rückschlagventil umfasst, welches jede Zirkulation aus diesem Injektionsraum zum zweiten Kompressionsmittel verhindert.
EP91401184A 1990-05-21 1991-05-06 Verfahren zur pneumatischen Kraftstoffeinpritzung in einen Zweitaktmotor und ein solcher Zweitaktmotor Expired - Lifetime EP0458670B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
FR9006322A FR2662213A1 (fr) 1990-05-21 1990-05-21 Procede d'injection pneumatique de carburant dans un moteur a deux temps et moteur a deux temps correspondant.
FR9006322 1990-05-21
FR9013600A FR2668546B2 (fr) 1990-05-21 1990-10-30 Moteur a deux temps pourvu d'un dispositif d'injection pneumatique de melange carbure.
FR9013600 1990-10-30

Publications (2)

Publication Number Publication Date
EP0458670A1 EP0458670A1 (de) 1991-11-27
EP0458670B1 true EP0458670B1 (de) 1994-06-15

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US (1) US5215064A (de)
EP (1) EP0458670B1 (de)
JP (1) JP3092973B2 (de)
CA (1) CA2042953C (de)
DE (1) DE69102494T2 (de)
FR (1) FR2668546B2 (de)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE470107B (sv) * 1992-05-14 1993-11-08 Opcon Autorotor Ab Anordning vid förbränningsmotorer försedda med en överladdare (2) av skruvkompressortyp och ett tryckluftassisterat bränsleinsprutningssystem
FR2693233B1 (fr) * 1992-07-02 1994-08-19 Inst Francais Du Petrole Dispositif de contrôle de l'injection pneumatique d'un mélange carbure dans un moteur à combustion interne à deux temps et utilisation associée.
FR2695682B1 (fr) * 1992-09-11 1994-10-21 Inst Francais Du Petrole Moteur à deux temps à injection pneumatique et à équilibrage du premier ordre des masses alternatives.
AUPO095096A0 (en) * 1996-07-10 1996-08-01 Orbital Engine Company (Australia) Proprietary Limited Pressurising a gas injection type fuel injection system
US6079379A (en) 1998-04-23 2000-06-27 Design & Manufacturing Solutions, Inc. Pneumatically controlled compressed air assisted fuel injection system
US6273037B1 (en) 1998-08-21 2001-08-14 Design & Manufacturing Solutions, Inc. Compressed air assisted fuel injection system
US6293235B1 (en) 1998-08-21 2001-09-25 Design & Manufacturing Solutions, Inc. Compressed air assisted fuel injection system with variable effective reflection length
US9677468B2 (en) * 2014-04-10 2017-06-13 Kan K Cheng Two-cycle pneumatic injection engine

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GB132701A (de) * 1900-01-01
GB191209284A (en) * 1911-04-19 Alfred Armand Joseph Lel Henri A New Two-stroke Cycle for Explosion Engines and Device for its Realisation.
US1593880A (en) * 1921-10-28 1926-07-27 Glen A Prindle Internal-combustion engine
US1646789A (en) * 1922-03-29 1927-10-25 Gatti Mario Internal-combustion engine
US1677604A (en) * 1925-03-07 1928-07-17 Dual Motors Corp Fuel intake for two-cycle engines
US3937188A (en) * 1975-01-13 1976-02-10 General Motors Corporation Two-cycle jet ignition engine with prechamber in piston
DE3321813A1 (de) * 1983-06-16 1984-10-11 Daimler-Benz Ag, 7000 Stuttgart Kraftstoffeinspritzanlage fuer eine mehrzylindrige brennkraftmaschine mit einer sich aus gemisch- und fluessigkeitsduese zusammensetzenden zerstaeubungsduese
FR2575523B1 (fr) * 1984-12-28 1989-04-07 Inst Francais Du Petrole Dispositif et procede d'injection de carburant assiste par air ou gaz comprime dans un moteur
CA1306394C (en) * 1987-04-15 1992-08-18 Peter William Ragg Direct fuel injection systems
US4771754A (en) * 1987-05-04 1988-09-20 General Motors Corporation Pneumatic direct cylinder fuel injection system
FR2625532B1 (fr) * 1987-12-30 1993-04-23 Inst Francais Du Petrole Procede d'injection pneumatique de carburant dans un cylindre d'un moteur alternatif a combustion interne et dispositif d'injection correspondant

Also Published As

Publication number Publication date
FR2668546A2 (fr) 1992-04-30
JPH05106535A (ja) 1993-04-27
US5215064A (en) 1993-06-01
JP3092973B2 (ja) 2000-09-25
FR2668546B2 (fr) 1994-10-07
CA2042953A1 (fr) 1991-11-22
DE69102494D1 (de) 1994-07-21
EP0458670A1 (de) 1991-11-27
DE69102494T2 (de) 1994-09-29
CA2042953C (fr) 2002-01-01

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