EP1018596B1 - Procédé de modulation de puissance d'un moteur à combustion interne à 2 temps par un résonateur relié au carterpompe - Google Patents
Procédé de modulation de puissance d'un moteur à combustion interne à 2 temps par un résonateur relié au carterpompe Download PDFInfo
- Publication number
- EP1018596B1 EP1018596B1 EP19990403283 EP99403283A EP1018596B1 EP 1018596 B1 EP1018596 B1 EP 1018596B1 EP 19990403283 EP19990403283 EP 19990403283 EP 99403283 A EP99403283 A EP 99403283A EP 1018596 B1 EP1018596 B1 EP 1018596B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fact
- crankcase
- pump
- casing
- opening
- 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.)
- Expired - Lifetime
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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
- F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged 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
- 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
Definitions
- the present invention relates to the field of combustion engines internal 2-stroke crankcase.
- the moped category imposes by construction a speed maximum.
- this maximum allowed speed currently varies depending on the country between 25 and 50 km / h.
- This regulatory constraint requires a match between the engine power at maximum speed and the power of resistance to progress, characteristic of each vehicle.
- the present invention proposes a new mode of controlling the engine power, with the benefits of preserving its performance nominal and optimize pollutant emissions during the modulation of the power.
- the two-stroke engines to which the invention is likely to apply generally comprise at least one cylinder with, associated with each cylinder, a crankcase communicating with one ends of the cylinder and ensuring the introduction of fresh gas into the cylinder, via at least one duct and an opening of transfer.
- the piston that moves alternately in the cylinder also ensures suction and compression of fresh gases in the crankcase.
- An intake device allows the introduction of fresh gases into the crankcase, when the piston moves in the opposite direction to the crankcase, these fresh gas is then compressed, as the piston moves in the direction crankcase.
- the fresh gases can be a mixture air / gasoline or air.
- the fuel supply is ensured directly in the combustion chamber by a device appropriate.
- Some known devices such as gas flow section, limit the engine power over the entire speed range which significantly reduces the accelerations of the vehicle during its integration into the traffic, and therefore the security of the driver.
- the two-stroke engine comprises a crankcase with an additional room whose communication with this crankcase is controlled by a valve. This communication modifies the compression ratio of the air contained in this crankcase and allows to obtain a great torque in motor output. This engine does not allow however, it does not limit its power to the maximum speed regime.
- the present invention aims at modulating the power of full charge of the engine and at the same time to limit the emissions of pollutants, in a way both simple and effective.
- the subject of the invention is a method for modulating the power of a 2-stroke internal combustion engine comprising at least minus a cylinder, an ignition element, a piston movable in translation in said cylinder and delimiting a combustion chamber, a crankcase separated from the combustion chamber by the piston, at least one transfer line between the crankcase and the combustion chamber, minus an exhaust duct, a gas inlet port in the crankcase, fuel supply means, a chamber additional load connected to the crankcase by a connecting element the opening is modulated by a specific means, characterized in that the additional chamber consists of a resonator with a volume fixed and predetermined and that said resonator is placed in communication with the crankcase beyond a certain engine speed.
- the additional chamber or resonator has a fixed and predetermined volume; the method further comprises modulating the opening of the connecting element by a specific means and said resonator is put into communication with the crankcase beyond a certain engine speed, when the power modulation is sought.
- the opening of the link element as a function of the engine speed or a parameter representative of the engine speed.
- one modulates the opening of the connecting element as a function of the speed of the vehicle or a parameter representative of the speed of the vehicle.
- the opening of the connecting element is modulated thanks to a valve or a bushel or a butterfly.
- the modulation means of the opening is controlled by an electric motor, or a lung pneumatic or mechanical regulator.
- the fuel supply can be achieved by a connected carburettor at the air inlet in the crankcase.
- the fuel supply is carried out by at least one direct fuel injection means in the combustion chamber.
- FIG. 1 schematically represents a 2-cycle engine according to a embodiment of the invention.
- this engine comprises a cylinder 1, an element 2, a piston 3 movable in translation in the cylinder 1 and delimiting with the cylinder and a cylinder head 4 the combustion chamber itself 5.
- crankcase 6 In the extension of the piston 3 and the combustion chamber 5, on the opposite side to the combustion chamber is a crankcase 6 which is therefore separated from the combustion chamber 5 by the piston 3.
- At least one transfer conduit 7 connects the crankcase 6 to the combustion chamber 5.
- a transfer port, chamber side of 5, is referenced 8 in FIG.
- An exhaust duct 9 opens into the chamber of combustion 5, for the exhaust of burnt gases.
- a gas inlet port 10 in the crankcase 6 is provided, associated with a conduit 11.
- a valve 12 may be disposed in the duct 11 just upstream of the orifice 10 in order to control the arrival of the gases.
- a connecting rod 13 allows the transformation of the translation movement piston in one rotation.
- an additional chamber 14 still called resonator in the rest of this text is provided, connected to the crankcase 6 by a connecting element 15 (or duct).
- This room 14 has a predetermined, fixed volume.
- the geometry of the resonator 14 is chosen such that it modifies the acoustic effects in the crankcase 6 to limit the delivery rate and therefore the power of the engine, especially for close to the rated engine speed.
- Modulation means 16 of the opening of the duct 15 is preferentially disposed in the conduit 15, rather close to the crankcase 6.
- the conduit 15 is placed in communication with the crankcase 6 by example beyond a certain engine speed.
- the opening of the element connection that is to say the section of passage between the crankcase-pump 6 and the resonator 14, is controlled to obtain the power modulation rate wish.
- the means 16 may consist of a valve, a bushel or a throttle connected to a control member such as an electric motor, or connected to a pneumatic lung or a mechanical regulator.
- the parameters that are used to drive the medium 16 can be representative of the engine speed: will then use for example the pressure in the crankcase 6, to the exhaust, at the outlet of the cooling fan ...; voltage alternator terminals or the ignition frequency can also be chosen as control parameters of the means 16.
- control of the closure of the connecting conduit 15 can be made according to any parameter or combination of parameters appropriate, depending on the application chosen.
- the curves in FIG. 2 represent the relative power P / P max of the motor as a function of the relative speed N / N max .
- the present invention whose results are symbolized by the dotted curve D, allows a climb power up to a certain N1 regime and then a significant drop in the power beyond this regime.
- the engine according to the invention is therefore controlled in power of a both new and inventive way.
- pollutant emissions remain simultaneously at a low level thanks to the low rate of unburnt exhaust gases. This is linked to the reduction of the delivery rate, reduction generated by the modulated communication.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Supercharger (AREA)
- Exhaust Gas After Treatment (AREA)
Description
- La figure 1 est une coupe longitudinale simplifiée d'un moteur selon un mode de réalisation de l'invention;
- La figure 2 illustre des courbes de la puissance en fonction du régime-moteur, obtenues selon l'art antérieur et selon l'invention.
- la pression dans le carter 6 pendant la phase d'admission est plus élevée ce qui provoque une diminution du taux de livraison et donc de la puissance du moteur,
- la pression dans le carter 6 au début de la phase de balayage est plus faible ce qui permet de réaspirer une quantité plus importante de gaz brûlés qui sont encore dans le cylindre 1. Ceci a pour effet de retarder le balayage avec les gaz frais et donc d'en limiter le court-circuit. Les émissions de polluants par court-circuitrage sont donc plus faibles, le rendement de livraison étant aussi favorisé par la baisse du taux de livraison.
- pour la courbe A, le moyen d'obturation est fermé quel que soit le régime-moteur;
- pour la courbe B, le moyen d'obturation est à demi-ouvert quel que soit le régime moteur;
- pour la courbe C le moyen d'obturation est totalement ouvert sur toute la place de fonctionnement du moteur.
Claims (7)
- Procédé de modulation de la puissance d'un moteur à combustion interne à 2 temps comprenant au moins un cylindre (1), un élément d'allumage (2), un piston (3) mobile en translation dans ledit cylindre et délimitant une chambre de combustion (5), un carter-pompe (6) séparé de la chambre de combustion (5) par le piston (3), au moins un conduit de transfert (7) entre le carter-pompe (6) et la chambre de combustion (5), au moins un conduit d'échappement (9), un orifice d'admission de gaz dans le carter-pompe (6), un moyen d'alimentation en carburant, une chambre additionnelle (14) reliée au carter-pompe (6) par un élément de liaison (15) dont l'ouverture est modulée par un moyen spécifique, caractérisé en ce que la chambre additionnelle (14) est constituée d'un résonateur présentant un volume fixe et prédéterminé et en ce que ledit résonateur (14) est mis en communication avec le carter-pompe (6) au delà d'un certain régime du moteur.
- Procédé selon la revendication 1, caractérisé en ce que l'on module l'ouverture de l'élément de liaison (15) en fonction du régime du moteur ou d'un paramètre représentatif du régime moteur.
- Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que l'on module l'ouverture de l'élément de liaison (15) en fonction de la vitesse du véhicule ou d'un paramètre représentatif de la vitesse du véhicule.
- Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que l'on module l'ouverture de l'élément de liaison (15) grâce à une vanne, un boisseau ou un papillon.
- Procédé selon la revendication 4, caractérisé en ce que le moyen (16) de modulation de l'ouverture est commandé par un moteur électrique, ou un poumon pneumatique ou un régulateur mécanique.
- Procédé selon l'une quelconque des revendications 1 à 5, caractérisé en ce l'alimentation en carburant est réalisée par un carburateur relié à l'orifice (10) d'admission d'air dans le carter-pompe (6).
- Procédé selon l'une quelconque des revendications 1 à 5, caractérisé en ce que l'alimentation en carburant est réalisée par au moins un moyen d'injection directe de carburant dans la chambre de combustion (5).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9900157 | 1999-01-08 | ||
FR9900157A FR2788309B1 (fr) | 1999-01-08 | 1999-01-08 | Procede de modulation d'un moteur a combustion interne a 2 temps par un resonateur relie au carter-pompe |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1018596A1 EP1018596A1 (fr) | 2000-07-12 |
EP1018596B1 true EP1018596B1 (fr) | 2005-01-26 |
Family
ID=9540723
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19990403283 Expired - Lifetime EP1018596B1 (fr) | 1999-01-08 | 1999-12-24 | Procédé de modulation de puissance d'un moteur à combustion interne à 2 temps par un résonateur relié au carterpompe |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1018596B1 (fr) |
DE (1) | DE69923422T2 (fr) |
ES (1) | ES2237061T3 (fr) |
FR (1) | FR2788309B1 (fr) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3771812A1 (fr) | 2019-08-01 | 2021-02-03 | Fredrik Gustafsson | Moteur de pompe à piston à deux temps haute performance |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR1349344A (fr) * | 1962-12-04 | 1964-01-17 | Motobecane Ateliers | Limiteur de régime pour moteurs à explosion, notamment les moteurs à deux temps de cyclomoteurs |
DE2721904C2 (de) | 1977-05-14 | 1981-09-17 | Bayerische Motoren Werke AG, 8000 München | Drehzahlbegrenzungs-Einrichtung für Brennkraftmaschinen von Kraftfahrzeugen |
FR2412694A1 (fr) * | 1977-12-23 | 1979-07-20 | Motobecane Ateliers | Perfectionnement aux moteurs a combustion interne a deux temps |
JPS54106723A (en) * | 1978-02-10 | 1979-08-22 | Nippon Soken Inc | 2-cycle engine |
DE2909611A1 (de) | 1979-03-12 | 1980-09-18 | Vdo Schindling | Geschwindigkeitsbegrenzung fuer zweiradfahrzeuge |
JPS5918229A (ja) * | 1982-07-23 | 1984-01-30 | Yamaha Motor Co Ltd | 2サイクルエンジン |
JPS5987230A (ja) * | 1982-11-12 | 1984-05-19 | Shuichi Kitamura | 2サイクル機関 |
US4892066A (en) * | 1987-11-19 | 1990-01-09 | Outboard Marine Corporation | Multi-cylinder two-stroke engine with reduced cost and complexity |
DE3803320A1 (de) * | 1988-02-04 | 1989-08-17 | Martin Wimmer | Verbrennungsmotor |
US4955333A (en) | 1989-06-21 | 1990-09-11 | General Motors Corporation | Variable volume crankcase scavenge control |
WO1997044571A1 (fr) * | 1996-05-22 | 1997-11-27 | Ichihiro Kubota | Procede de changement des caracteristiques d'un moteur deux temps par variation du volume du carter moteur et de la grandeur d'un orifice communiquant avec celui-ci |
-
1999
- 1999-01-08 FR FR9900157A patent/FR2788309B1/fr not_active Expired - Fee Related
- 1999-12-24 DE DE69923422T patent/DE69923422T2/de not_active Expired - Fee Related
- 1999-12-24 EP EP19990403283 patent/EP1018596B1/fr not_active Expired - Lifetime
- 1999-12-24 ES ES99403283T patent/ES2237061T3/es not_active Expired - Lifetime
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3771812A1 (fr) | 2019-08-01 | 2021-02-03 | Fredrik Gustafsson | Moteur de pompe à piston à deux temps haute performance |
Also Published As
Publication number | Publication date |
---|---|
DE69923422D1 (de) | 2005-03-03 |
FR2788309A1 (fr) | 2000-07-13 |
EP1018596A1 (fr) | 2000-07-12 |
DE69923422T2 (de) | 2005-07-07 |
FR2788309B1 (fr) | 2001-02-16 |
ES2237061T3 (es) | 2005-07-16 |
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