EP0786045B1 - Zweitaktmotor mit verbesserter einspritzanordnung und verfahren zu deren einspritzung - Google Patents

Zweitaktmotor mit verbesserter einspritzanordnung und verfahren zu deren einspritzung Download PDF

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Publication number
EP0786045B1
EP0786045B1 EP95924382A EP95924382A EP0786045B1 EP 0786045 B1 EP0786045 B1 EP 0786045B1 EP 95924382 A EP95924382 A EP 95924382A EP 95924382 A EP95924382 A EP 95924382A EP 0786045 B1 EP0786045 B1 EP 0786045B1
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EP
European Patent Office
Prior art keywords
valve
opening
pressure
cylinder
capacity
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP95924382A
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English (en)
French (fr)
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EP0786045A1 (de
Inventor
Pierre Duret
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IFP Energies Nouvelles IFPEN
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IFP Energies Nouvelles IFPEN
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/08—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by the fuel being carried by compressed air into main stream of combustion-air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F01L9/16—Pneumatic means
    • 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
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/10—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel peculiar to scavenged two-stroke engines, e.g. injecting into crankcase-pump chamber

Definitions

  • the present invention relates to the field of motors with two-stroke pneumatic injection controlled.
  • the present invention relates to the pneumatic injection command and control fuel, in single-cylinder two-stroke engines or multi-cylinder.
  • a conventional way to order the injection pneumatic consists of connecting the valves to a camshaft.
  • This purely mechanical solution turns out to be of little use flexible since each cam imposes a precise movement of a valve and in addition, the camshaft supporting several cams, it is a given general movement which is imposed from the origin of all the cams.
  • This technology therefore generates general control common to all valves on the shaft to cam. Adjustment is difficult and a problem with one of the cams and / or valves can have repercussions on the whole other pieces put into play.
  • More flexible control systems are known, based especially on pressure variations between different chambers cooperating with the movement of the valve.
  • French patents FR 2 656 653 and FR 2 656 656 describe multi-cylinder two-stroke engines in which pneumatic fuel injection is carried out using pressure differences between different chambers.
  • This art previous relates specifically to engines having multiple cylinders since the pressure differences are created thanks to the angular offset existing between the cycles of the different cylinders.
  • the objective of the present invention is to simplify this technology and especially to be able to apply it to motors single cylinder, which the above-mentioned prior art in no way allows.
  • each cylinder works, with regard to its injection pneumatic, independently, autonomously, without special connections between cylinders.
  • a motor multicylinder according to the invention must therefore be considered as an engine having juxtaposed autonomous cylinders.
  • the subject of the invention is to use the different pressure variations inherent in the cylinder operation to actuate so automatic pneumatic fuel injection device in this cylinder.
  • the capacity leads by its other end in an opening of the pump housing, a means of control of said opening being also provided.
  • the engine according to the invention can further include means for sealing so as to intermittently said connecting means in order to delay the fall of pressure in the connecting means, i.e. the opening of the valve.
  • said intermittent shutter means may include a flange placed in the pump housing, linked in rotation at the engine crankshaft and comprising at least one peripheral recess.
  • the engine may further include control means related to the closing the valve.
  • said control means include a means of connection between the other of said chambers and said pump housing, said means being arranged such that it is intermittently closed on the pump housing side, said means alternately to amplify the opening of the valve and help close it.
  • said means of connection opens through an opening in the lower part of the cylinder so as to be alternately covered and discovered by the piston.
  • the obturation intermittent connection means is realized by a flange specific linked to the crankshaft.
  • the engine can further include an elastic return member of the valve on its seat, which cooperates with said flexible membrane.
  • the present invention relates to a method of controlling the opening of a fuel mixture injection valve in an engine as defined above, which consists in controlling the opening of said valve as soon as possible when the pressure P B in a chamber-pump housing connection becomes lower than the pressure P S in a capacity.
  • Figure 1 a control device injection into a cylinder of a two-stroke engine, designated generally by the reference 82.
  • Such an injection device of the automatic valve type assisted can in particular be associated with each of the cylinders of a two-stroke engine as shown in Figures 2 and 4.
  • FIGS. 2 and 4 it can be seen that the injection device at assisted automatic valve 82 is fixed on the cylinder head of the engine at the corresponding cylinder.
  • the injection device 82 has a fuel air (or gas) supply channel 84 machined in the cylinder head 83 and emerging, through an opening 85, in the interior volume of the cylinder.
  • Channel 84 is connected to a line 87 into which the end of a means of metering and / or fuel injection 88.
  • the valve 86 for closing the end of the channel 84 opening into the cylinder has a bearing head, in the valve closed position as shown in FIG. 1, in the opening 85 constituting a seat for valve.
  • the stem (not referenced) of the valve 86 is connected to its other end to a flexible membrane 89 fixed according to its entire periphery and sealingly, between two parts of the wall of a casing 90 of the injection means 82.
  • the housing 90 consists of a upper hollow half-shell 90a and half-shell lower 90b interconnected and at the periphery of the membrane 89 by means of external flanges constituting housing flanges 90.
  • the upper part 90a of the casing 90 has a pipe 91 opening into its internal volume and the part lower 90b of the housing 90 which is tightly fixed on the cylinder head 83 above the opening 85 of the channel 84 comprises a pipe 92 opening into its interior volume.
  • a return spring 93 is preferably inserted between the flexible membrane 89 or the end of the rod of the valve 86 and the upper surface of the cylinder head 83.
  • An assisted valve injection device such as that shown in Figure 1 is known from the prior art and ensures the opening and closing control of the valve determining the start and end of injection into the cylinder, by adjusting the differential pressure between the chambers 95a and 95b delimited in the casing 90 by the membrane 89.
  • the pipes 91 and 92 can be connected to pressure-regulated gas supply devices allowing to ensure the opening or closing of the valve 86 by differential pressure in chambers 95a and 95b as well as by differential pressure between chamber 84 and the cylinder.
  • the control pressure in at least one of chambers 95a and 95b is produced by connecting this room with the interior volume of the pump housing of the same cylinder of the engine.
  • Figure 2 shows an embodiment of the invention that the injection device 82 is part of an engine including a cylinder 111 is shown in longitudinal section.
  • the cylinder 111 has a chamber combustion unit 113 in which a piston 112 moves communicating at its lower part with a pump casing 115.
  • the pump casing 115 conventionally includes a air intake nozzle 119 on which a valve 120 is placed.
  • the fresh air introduced into the casing 115 and compressed by the piston 112 is injected into the combustion chamber 113 of the cylinder 111, via transfer conduits such as 121 opening into the cylinder chamber through openings 122.
  • the burnt gases are evacuated from chamber 113 by a driving 123.
  • the conduit 87 is pressurized either by an external source either by the fact that this conduit opens by its end 127 opposite to that opening into the injection device 82, directly in the pump housing 115.
  • the opening 127 is preferably controlled by a non-return valve or any other means capable of closing this opening as soon as the pressure in the pump casing 115 becomes lower than the pressure in conduit 87 which is therefore used as pressure storage capacity.
  • the pipe 92 which communicates by one of its ends with the chamber 95b of the injection device 82, opens out according to the invention into the pump housing 115 by its other end. Therefore, the pressure P B in the chamber 95b follows the pressure variations in the pump housing 115 of the cylinder 111.
  • the pressure P A in chamber 95a can be atmospheric pressure or another rather constant pressure.
  • the cylinder pressure P1 is always greater than the pressure P S in capacity 87.
  • the valve 86 therefore does not open.
  • valve 86 should open if the engine was not in accordance with the invention. This would therefore involve opening the valve and starting injection as soon as the transfers open, that is to say very early in the cycle.
  • the presence of the pipe 92 according to the invention allows the chamber 95b to remain at a pressure P B greater than the pressure P S for another approximately 30 ° crankshaft.
  • the opening of the valve 86 will be delayed at least until the time when the casing pressure P B becomes lower than the capacity pressure P S.
  • the injection I therefore begins, according to this configuration and under the operating conditions of the engine of FIG. 3, around 165 ° crankshaft, to finish when the cylinder pressure P 1 becomes greater than the capacity pressure P S , that is to say - say about 270 ° crankshaft.
  • the invention therefore makes it possible to significantly delay the start of the injection of fuel mixture, and this in a way simple and reliable. Engine operation is improved since said delay makes it possible to limit the unburned fuel directly exhausted.
  • the flange 116 is cut at the periphery of such so that only a given angular sector closes the orifice 92a of connection 92, so during a certain angular range given to an engine cycle.
  • the pressure P B in the conduit 92 and the chamber 95b is stored at a given value taken before the pressure drop in the pump housing, that is to say taken for example at opening of OT transfers.
  • the flange 116 makes it possible here to close the orifice 92a until the desired moment to trigger the opening of the valve, that is to say for example up to the PMB according to FIG. 4.
  • Selective sealing of the conduit 92 therefore makes it possible to store the casing pressure P B for a period of time determined by the value of the angular sector of the flange 116.
  • the delay in opening the valve is greater here than in the previous case since the opening begins at around 180 ° crankshaft, whereas in the previous case (without flange) this opening was around 165 ° crankshaft; remember that without the invention the opening of the valve takes place when the pressure in the cylinder becomes lower than the pressure in conduit 87, i.e. for the case of figure envisaged, around 130 ° crankshaft.
  • the flange 116 makes it possible to better control the opening of valve 86 since as it appears in particular in Figure 4 the opening of the conduit 92 being frank, the pressure drop is just as much so that the opening is also better controlled since it no longer depends decrease in pressure in the pump housing, decrease which is not always as fast depending on the conditions of engine load and speed, According to this embodiment of the invention, the opening of the valve simply depends on the opening of the conduit 92 by the flange 116.
  • Another improvement of the present invention can consist in communicating, intermittently, the chamber 95a with the pump housing 115.
  • Figure 5 shows a similar embodiment to the previous ones but according to which the engine further comprises a connection 91 between the chamber 95a and the pump housing 115.
  • connection 91 leads through a light 91a located in the lower part of the cylinder, just above of the pump housing. So connection 91 is set up communication with the pump housing when the piston 112 passes above said light 91a, that is to say so intermittent.
  • connection 91 which is therefore controlled by the skirt of piston can be closed from the opening of the lights of transfer 122 until the closing of these same lights, that is to say symmetrically with respect to bottom dead center.
  • phasing can be obtained, for example an opening and closing not symmetrical with respect to bottom dead center, thanks to a linked flange to the crankshaft.
  • This flange may or may not be the same as that which controls connection 92.
  • FIG. 6 illustrates the operation of this mode of realization of the invention.
  • the valve 86 is then held in its seat by the difference between the pressure P1 in the cylinder 113 and the pressure P S in the capacity 87, possibly assisted by a return spring.
  • Light 92a can optionally be closed simultaneously by the flange 116 as shown in FIG. 6, but this is not compulsory.
  • the start of the valve opening control occurs as soon as the pressure P B falls below the pressure P S in the capacity.
  • the pressure drop P B can occur either naturally, that is to say without the flange 116, or when the lumen 92a is opened by the flange 116.
  • the pressure P A which becomes greater than the pressure P B makes it possible to amplify the force necessary for the opening of the valve by means of an adequate ratio between the surface of the membrane 89 and that of the valve 86.
  • the opening of the valve 86 is therefore faster and its amplitude can also be increased thanks to this effect.
  • a calibrated return spring 93 can equip the valve stem. This spring will be chosen stiffer in the last configuration because the force required to the valve opening is then higher than in the cases previous.
  • the strong stiffness of the spring 93 will assist in closing, which is thereby facilitated.
  • valve stroke by appropriate means such as only stops (not shown).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Reciprocating Pumps (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Details Of Reciprocating Pumps (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (11)

  1. Zweitaktmotor wenigstens umfassend:
    einen Zylinder (111), in dem sich ein Kolben (112) bewegt und dessen eines Ende mit einer Gehäuse-Pumpe (115) in Verbindung steht, welche von der Kurbelwelle des Motors (114) durchsetzt wird,
    einen Raum unter Druck (87), der an einem Ende in die Brennkammer (113) des Zylinders (111) mündet, wenigstens ein Ventil (86), welches für das intermittierende Schließen zwischen der Brennkammer (113) und dem Raum (87) sorgt,
    ein Mittel (88), das dazu bestimmt ist, das in diesen Raum (87) gehende Gas als Brenngemisch aufzubereiten,
    ein Steuermittel für das Öffnen dieses Ventils (86), welches eine nachgiebige Membran (89) umfaßt, welche zwei Kammern (95a, 95b) trennt und mit der Stange des Ventils verbunden ist,
    dadurch gekennzeichnet, daß er im übrigen umfaßt
    ein Verbindungsmittel (92) zwischen einer (95b) dieser Kammern und der Gehäuse-Pumpe (115) des Zylinders, wodurch es insbesondere möglich wird, das Öffnen des Ventils (86) frühestens dann auszulösen, wenn der Druck PB in dieser Kammer (95b) kleiner als der Druck PS in diesem Raum (87) wird.
  2. Motor nach Anspruch 1, dadurch gekennzeichnet, daß dieser Raum (87) mit seinem anderen Ende in einer Öffnung (127) der Gehäuse-Pumpe (115) mündet und daß er im übrigen ein Mittel zum Regeln dieses Öffnens (127) dieses Raums (87) in Höhe der Gehäuse-Pumpe (115) des Zylinders (111) umfaßt.
  3. Motor nach einem der Ansprüche 1 oder 2, dadurch gekennzeichnet, daß er außerdem ein Mittel umfaßt, das dazu bestimmt ist, intermittierend dieses Verbindungsmittel (92) zu schließen, um den Druckabfall in diesem Verbindungsmittel (92), d.h. das Öffnen des Ventils (86) zu verzögern.
  4. Motor nach Anspruch 3, dadurch gekennzeichnet, daß dieses Mittel zum intermittierenden Verschließen einen Flansch (116) umfaßt, der in der Gehäuse-Pumpe (115) sich befindet und drehfest mit der Kurbelwelle des Motors verbunden ist und wenigstens eine Umfangsausnehmung umfaßt.
  5. Motor nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß er im übrigen Regelmittel umfaßt, die mit dem Schließen des Ventils verknüpft sind.
  6. Motor nach Anspruch 5, dadurch gekennzeichnet, daß diese Regelmittel ein Mittel zur Verbindung (91) zwischen der anderen dieser Kammern (95a) und dieser Gehäuse-Pumpe (115) umfassen, wobei dieses Mittel derart ausgebildet ist, daß es intermittierend gehäuse-pumpen-seitig (115) verschlossen ist, wobei dieses Mittel alternativ es ermöglicht, das Öffnen des Ventils zu verstärken und sein Schließen zu unterstützen.
  7. Motor nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß er im übrigen ein elastisches Rückstellmittel (93) für das Ventil (86) gegen seinen Sitz (85) umfaßt, das mit dieser nachgiebigen Membran (89) zusammenwirkt.
  8. Motor nach Anspruch 6, dadurch gekennzeichnet, daß dieses Verbindungsmittel (91) über eine Öffnung (91a) in den unteren Teil des Zylinders derart mündet, daß es alternativ durch den Kolben (112) verschlossen und freigegeben wird.
  9. Motor nach Anspruch 6, dadurch gekennzeichnet, daß das intermittierende Verschließen des Verbindungsmittels (91) durch einen spezifischen mit der Kurbelwelle verbundenen Flansch realisiert ist.
  10. Motor nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß er im übrigen einen Anschlag umfaßt, der die Öffnungsamplitude des Ventils (86) begrenzt.
  11. Verfahren zum Regeln des Öffnens eines Ventils zur Injektion vergasten Gemisches in eine Brennkraftmaschine nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß es darin besteht, den Öffnungsvorgang frühestens dann zu steuern, wenn der Druck PB in der Verbindung kleiner als der Druck PS im Raum (87) wird.
EP95924382A 1994-09-09 1995-06-28 Zweitaktmotor mit verbesserter einspritzanordnung und verfahren zu deren einspritzung Expired - Lifetime EP0786045B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9410782 1994-09-09
FR9410782A FR2724415B1 (fr) 1994-09-09 1994-09-09 Moteur deux temps a dispositif d'injection ameliore et procede d'injection associe
PCT/FR1995/000866 WO1996007817A1 (fr) 1994-09-09 1995-06-28 Moteur deux temps a dispositif d'injection ameliore et procede d'injection associe

Publications (2)

Publication Number Publication Date
EP0786045A1 EP0786045A1 (de) 1997-07-30
EP0786045B1 true EP0786045B1 (de) 2000-03-08

Family

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Application Number Title Priority Date Filing Date
EP95924382A Expired - Lifetime EP0786045B1 (de) 1994-09-09 1995-06-28 Zweitaktmotor mit verbesserter einspritzanordnung und verfahren zu deren einspritzung

Country Status (11)

Country Link
US (1) US5809949A (de)
EP (1) EP0786045B1 (de)
JP (1) JPH10505147A (de)
KR (1) KR970705706A (de)
CN (1) CN1073199C (de)
AT (1) ATE190381T1 (de)
AU (1) AU704865B2 (de)
DE (1) DE69515499T2 (de)
FR (1) FR2724415B1 (de)
TW (1) TW347437B (de)
WO (1) WO1996007817A1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007009223A1 (en) * 2005-07-15 2007-01-25 Hans-Armin Ohlmann Two-stroke internal combustion engine with enhanced scavenging

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2724415B1 (fr) * 1994-09-09 1996-12-20 Inst Francais Du Petrole Moteur deux temps a dispositif d'injection ameliore et procede d'injection associe
FR2744764B1 (fr) * 1996-02-12 1998-04-17 Inst Francais Du Petrole Moteur deux temps ayant un moyen de controle du mouvement de la soupape
US6079379A (en) * 1998-04-23 2000-06-27 Design & Manufacturing Solutions, Inc. Pneumatically controlled compressed air assisted fuel injection system
US6591792B2 (en) * 1999-11-12 2003-07-15 Maruyama Mfg. Co., Inc. Two-cycle engine
US6536384B1 (en) 2000-04-24 2003-03-25 Frank Keoppel Two-stroke internal combustion engine with isolated crankcase
US20040007192A1 (en) * 2000-04-24 2004-01-15 Frank Keoppel Four stroke internal combustion engine with isolated crankcase
US7270110B2 (en) * 2000-04-24 2007-09-18 Frank Keoppel Four stroke internal combustion engine with inlet air compression chamber
KR100545110B1 (ko) * 2000-12-02 2006-01-24 김경환 과급형 내연엔진
US6889636B2 (en) * 2003-09-03 2005-05-10 David S. W. Yang Two-cycle engine
WO2009044412A2 (en) * 2007-10-05 2009-04-09 Indian Institute Of Technology An air-fuel injection system for two stroke internal combustion engines
CN103104368A (zh) * 2012-01-18 2013-05-15 摩尔动力(北京)技术股份有限公司 防泄漏热气机

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JPS55137313A (en) * 1979-04-14 1980-10-27 Yamaha Motor Co Ltd Two-stroke cycle engine
JPS5791317A (en) * 1980-11-26 1982-06-07 Tokyo Gas Co Ltd Two-cycle internal combustion engine
US4619228A (en) * 1984-10-11 1986-10-28 Textron Inc. Automatic compression release for two-cycle engine
US4865002A (en) * 1988-02-24 1989-09-12 Outboard Marine Corporation Fuel supply system for internal combustion engine
FR2641336B1 (fr) * 1988-12-30 1994-05-20 Institut Francais Petrole Dispositif et methode pour introduire un melange carbure dans une chambre d'un moteur a deux temps
FR2656656B1 (fr) * 1989-12-29 1994-05-20 Institut Francais Petrole Moteur a deux temps a injection pneumatique commandee.
DE4000864A1 (de) * 1990-01-13 1991-07-18 Fichtel & Sachs Ag Pneumatisch gesteuerte dekompressionseinrichtung fuer verbrennungsmotoren
JP2656656B2 (ja) * 1990-09-17 1997-09-24 株式会社日立製作所 レーザ加工装置，及びそれに用いられる位置合せ装置，並びに加工ヘッド
JPH07310554A (ja) * 1993-03-31 1995-11-28 Mitsubishi Heavy Ind Ltd クランクケース圧縮式２サイクルエンジン
FR2724415B1 (fr) * 1994-09-09 1996-12-20 Inst Francais Du Petrole Moteur deux temps a dispositif d'injection ameliore et procede d'injection associe

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007009223A1 (en) * 2005-07-15 2007-01-25 Hans-Armin Ohlmann Two-stroke internal combustion engine with enhanced scavenging

Also Published As

Publication number Publication date
AU704865B2 (en) 1999-05-06
CN1073199C (zh) 2001-10-17
DE69515499T2 (de) 2000-11-23
ATE190381T1 (de) 2000-03-15
FR2724415A1 (fr) 1996-03-15
WO1996007817A1 (fr) 1996-03-14
JPH10505147A (ja) 1998-05-19
EP0786045A1 (de) 1997-07-30
KR970705706A (ko) 1997-10-09
CN1157646A (zh) 1997-08-20
FR2724415B1 (fr) 1996-12-20
US5809949A (en) 1998-09-22
AU1511397A (en) 1998-01-29
TW347437B (en) 1998-12-11
DE69515499D1 (de) 2000-04-13

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