Fuel injection system for a two-stroke engine

• US 6,691,649 B2
• Filed: 07/18/2001
• Issued: 02/17/2004
• Est. Priority Date: 07/19/2000
• Status: Expired due to Term

• Current Assignee: BRP-Rotax GmbH & Co. KG
• Original Assignee: Bombardier-ROTAX GmbH & Co. KG
• Inventors: Seyrl, Michael, Zauner, Günter
• Primary Examiner(s): Yuen, Henry C.
• Assistant Examiner(s): Huynh, Hai
• Application Number:
  US09/906,759
• Publication Number:
  US 20020011223A1
• Time in Patent Office: 944 Days
• Field of Search: 123/73.B, 123/73.C, 123/73.A, 123/299, 123/300, 123/301, 123/73.BA
• US Class Current: 123/73.00B
• CPC Class Codes: F02B 2075/025 two
• CPC Class Codes: F02B 2075/125 Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
• CPC Class Codes: F02B 25/14 using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
• CPC Class Codes: F02B 33/04 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
• CPC Class Codes: F02F 1/242 Arrangement of spark plugs or injectors
• CPC Class Codes: F02M 69/045 for injecting into the combustion chamber F02M69/046 takes precedence
• CPC Class Codes: F02M 69/465 of fuel rails
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

An internal combustion, two stroke engine is disclosed. The engine includes a crankcase with a cylinder adapted to house a piston. At least one transfer duct communicates the crankcase to the cylinder. At least one fuel injector is disposed through a wall of the transfer duct. The fuel injector is positioned to inject fuel tangentially to the cylinder.

Claims

1. An internal combustion, two stroke engine, comprising:

a housing defining a crankcase and a cylinder, wherein the cylinder is adapted to house a piston;

at least two transfer ducts in communication between the crankcase and the cylinder, the two transfer ducts being symmetrically disposed about a plane bisecting the cylinder;

at least two fuel injectors, each being disposed through a wall of respective transfer ducts, the fuel injectors being symmetrically disposed about the plane bisecting the cylinder and being positioned to inject fuel at least partially into the cylinder in a direction substantially tangentially to the cylinder; and

a boost port in communication between the crankcase and the cylinder and disposed between the transfer ducts and the fuel injectors, the boost port being intersected by the plane bisecting the cylinder,

wherein the transfer ducts and the fuel injectors are disposed symmetrically on either side of the boost port.

2. The engine of claim 1, wherein the fuel injectors inject fuel in a direction substantially parallel to the plane bisecting the cylinder.

3. The engine of claim 1, wherein the fuel injectors are disposed substantially parallel to one another.

4. The engine of claim 1, further comprising:

a fuel rail, wherein the fuel injectors are connected to the fuel rail.

5. The engine of claim 1, wherein:

the transfer ducts each define an upper edge; and

the fuel injectors each open into the respective transfer ducts through the upper edges thereof.

6. The engine of claim 5, wherein each fuel injector is disposed at an angle from horizontal between 20°

and 50°

.

7. The engine of claim 6, wherein the angle is about 35°

.

8. The engine of claim 1, wherein:

as the piston moves in the cylinder, gases flow through each transfer duct in a first direction from the crankcase into the cylinder, fuel is injected into each transfer duct in a second direction, and the injection of fuel in the second direction is across and partly against the flow of gases in the first direction.

9. The engine of claim 8, further comprising:

an exhaust port intersected by the plane bisecting the cylinder on a side of the cylinder opposite to where the boost port opens into the cylinder,

wherein the exhaust port permits egress of burnt gases from the cylinder after combustion, and

wherein the flow of gases in the first direction from the transfer ducts acts as a barrier inhibiting flow of fuel through the exhaust port before combustion thereof.

10. The engine of claim 1, wherein:

the fuel injectors comprise a first and a second fuel injector, the first fuel injector is adapted to inject fuel at a first rate, the second fuel injector is adapted to inject fuel at a second rate, and the first rate does not equal the second rate.

11. The engine of claim 10, wherein the first rate is smaller than the second rate.

12. The engine of claim 1, wherein:

the fuel injectors comprise a first and a second fuel injector, the first fuel injector is adapted to operate within a first range of engine operating conditions, and the second fuel injector is adapted to operate within a second range of engine operating conditions.

13. The engine of claim 12, wherein:

the first range of engine operating conditions includes all engine speeds and loads, and the second range of engine operating conditions includes only high engine speeds and loads.

14. The engine of claim 13, wherein:

the first fuel injector is adapted to inject fuel at a first rate, the second fuel injector is adapted to inject fuel at a second rate, and the second rate is greater than the first rate.

15. The engine of claim 1, wherein:

the fuel injectors comprise a first and a second fuel injector, and the first fuel injector is adapted to operate alternatively with the second fuel injector.

16. The engine of claim 15, wherein:

the first and second fuel injectors alternate injecting fuel so that each injector injects fuel on every other combustion cycle.

17. The engine of claim 1, wherein each of the fuel injectors open into the respective transfer ducts at a point where gas flowing through the transfer ducts moves at its greatest velocity.

18. An internal combustion, two stroke engine, comprising:

a housing defining a crankcase and a cylinder, wherein the cylinder is adapted to house a piston;

at least two transfer ducts in communication between the crankcase and the cylinder, the two transfer ducts being symmetrically disposed about a plane bisecting the cylinder;

at least two fuel injectors, each being disposed through a wall of respective transfer ducts and positioned to inject fuel at least partially into the cylinder, the fuel injectors being symmetrically disposed about the plane bisecting the cylinder; and

a boost port in communication between the crankcase and the cylinder and disposed between the transfer ducts and the fuel injectors, the boost port being intersected by the plane bisecting the cylinder, the transfer ducts and the fuel injectors being symmetrically disposed on either side of the boost port,

wherein, for each transfer duct, as the piston moves in the cylinder, gases flow through each transfer duct in a first direction from the crankcase into the cylinder,

fuel is injected into the transfer duct in a second direction, and

the injection of fuel in the second direction is across and partly against the flow of gases in the first direction.

19. The engine of claim 18, wherein the fuel injectors inject fuel in a direction substantially parallel to the plane bisecting the cylinder.

20. The engine of claim 18, wherein the fuel injectors are disposed substantially parallel to one another.

21. The engine of claim 18, further comprising:

a fuel rail, wherein the fuel injectors are connected to the fuel rail.

22. The engine of claim 18, wherein:

the transfer ducts each define an upper edge; and

the fuel injectors each open into the respective transfer ducts through the upper edges thereof.

23. The engine of claim 22, wherein each fuel injector is disposed at an angle from horizontal between 20°

and 50°

.

24. The engine of claim 23, wherein the angle is about 35°

.

25. The engine of claim 18, further comprising:

an exhaust port intersected by the plane bisecting the cylinder on a side of the cylinder opposite to where the transfer ducts open into the cylinder,

wherein the exhaust port permits egress of burnt gases from the cylinder after combustion, and

wherein the flow of gases in the first direction from the transfer ducts acts as a barrier inhibiting flow of fuel through the exhaust port before combustion thereof.

26. The engine of claim 18, wherein:

the fuel injectors comprise a first and a second fuel injector, the first fuel injector is adapted to inject fuel at a first rate, the second fuel injector is adapted to inject fuel at a second rate, and the first rate does not equal the second rate.

27. The engine of claim 26, wherein the first rate is smaller than the second rate.

28. The engine of claim 18, wherein:

the fuel injectors comprise a first and a second fuel injector, the first fuel injector is adapted to operate within a first range of engine operating conditions, and the second fuel injector is adapted to operate within a second range of engine operating conditions.

29. The engine of claim 28, wherein:

the first range of engine operating conditions includes all engine speeds and loads, and the second range of engine operating conditions includes only high engine speeds and loads.

30. The engine of claim 29, wherein:

the first fuel injector is adapted to inject fuel at a first rate, the second fuel injector is adapted to inject fuel at a second rate, and the second rate is greater than the first rate.

31. The engine of claim 18, wherein:

the fuel injectors comprise a first and a second fuel injector, and the first fuel injector is adapted to operate alternatively with the second fuel injector.

32. The engine of claim 31, wherein:

the first and second fuel injectors alternate injecting fuel so that each injector injects fuel on every other combustion cycle.

33. The engine of claim 18, wherein the fuel injectors open into the respective transfer ducts at a point where gas flowing through the transfer ducts moves at its greatest velocity.