EP1169556B1 - Zweitakt-brennkraftmaschine - Google Patents

Zweitakt-brennkraftmaschine Download PDF

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Publication number
EP1169556B1
EP1169556B1 EP20000909828 EP00909828A EP1169556B1 EP 1169556 B1 EP1169556 B1 EP 1169556B1 EP 20000909828 EP20000909828 EP 20000909828 EP 00909828 A EP00909828 A EP 00909828A EP 1169556 B1 EP1169556 B1 EP 1169556B1
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EP
European Patent Office
Prior art keywords
cylinder
piston
port
internal combustion
combustion engine
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
Application number
EP20000909828
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English (en)
French (fr)
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EP1169556A1 (de
Inventor
Bo Carlsson
Roy Ekdahl
Hans STRÖM
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Electrolux AB
Original Assignee
Electrolux AB
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Publication date
Application filed by Electrolux AB filed Critical Electrolux AB
Publication of EP1169556A1 publication Critical patent/EP1169556A1/de
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Publication of EP1169556B1 publication Critical patent/EP1169556B1/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/20—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18
    • F02B25/22—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18 by forming air cushion between charge and combustion residues
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • 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
    • 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 subject invention refers to a two-stroke crankcase scavenged internal combustion engine, in which a piston ported air passage is arranged between an air inlet and the upper part of a number of transfer ducts. Fresh air is added at the top of the transfer ducts and is intended to serve as a buffer against the air/fuel mixture below. Mainly this buffer is lost out into the exhaust outlet during the scavenging process. The fuel consumption and the exhaust emissions are thereby reduced. The engine is foremost intended for a handheld working tool.
  • Combustion engines of the above mentioned kind are known. They reduce the fuel consumption and exhaust emissions, but it is difficult to control the air/fuel ratio in such an engine.
  • US 5,425,346 shows an engine with a somewhat different design than the above mentioned.
  • channels are arranged in the piston of the engine, which at specific piston positions are aligned with ducts arranged in the cylinder.
  • Fresh air, as shown in figure 7, or exhaust gases can thereby be added to the upper part of the transfer ducts.
  • check valves are arranged at the inlet to the upper part of the transfer ducts.
  • the amount of fresh air that can be added is utmost limited owing to the short total time or period for the supply of air and the flow resistance in the check valves.
  • This type of check valves usually called reed valves, has however a number of other disadvantages. They have frequently a tendency to come into resonant oscillations and can have difficulties to cope with the high rotational speeds that many two-stroke engines can reach. Besides, it results in added cost and increased number of engine components.
  • the amount of fresh air added is varied by means of a variable inlet, i.e. an inlet that can be advanced or retarded in the work cycle. This is however a very complicated solution.
  • the international patent application W098/57053 shows a few different embodiments of an engine where air is supplied to the transfer ducts via L-shaped or T-shaped recesses in the piston. Thus, there are no check valves.
  • the piston recess has, where it meets the respective transfer duct, a very limited height, which is essentially equal to the height of the actual transfer port.
  • a consequence of this embodiment is that the passage for the air delivery through the piston to the transfer port is opened significantly later than the passage for the air/fuel mixture to the crankcase is opened by the piston.
  • the period for the air supply is consequently significantly shorter than the period for the supply of air/fuel mixture, where the period can be counted as crank angle or time. This could complicate the control of the total air-fuel ratio of the engine.
  • the purpose of the subject invention is to significantly reduce the above-mentioned problems and to achieve advantages in many respects.
  • the combustion engine in accordance with the invention is thus essentially characterized in that the air passage is arranged from an air inlet equipped with a restriction valve, controlled by at least one engine parameter, e.g. the carburettor throttle control, the mentioned air inlet is via at least one connecting duct channelled to at least one connecting port in the cylinder wall of the engine, which is arranged so that it, in connection with piston positions at the top dead centre, is connected with flow paths embodied in the piston, which extend to the upper part of a number of transfer ducts, and each flow path in the cylinder and piston is to a great extent arranged in the cylinder's lateral direction in that, on the one hand the connecting port and adjacent scavenging port of the cylinder are shifted sideways in relation to each other along the periphery of the cylinder wall, and on the other hand the transfer ducts of the cylinder are essentially running in the cylinder's lateral direction away from each scavenging port respectively, i.e. tangentially in relation
  • At least one connecting port in the engine's cylinder wall is arranged so that it in connection with piston positions at the top dead centre is connected with flow paths embodied in the piston, the supply of fresh air to the upper part of the transfer ducts can be arranged entirely without check valves. This can take place because that at piston positions at or near the top dead centre there is an underpressure in the transfer duct in relation to the ambient air.
  • a piston ported air passage without check valves can be arranged, which is a big advantage. Because the air supply has a very long period, a lot of air can be delivered, so that a very high exhaust emissions reduction effect can be achieved. Control is applied by means of a restriction valve in the air inlet, controlled by at least one engine parameter.
  • the air inlet has preferably two connecting ports, which in one embodiment are so located that the piston is covering them at its bottom dead centre.
  • the restriction valve can suitably be controlled by the engine speed, alone or in combination with another engine parameter.
  • Figure 1 shows a side view of an engine according to the invention.
  • the cylinder is shown in a cross section, as well as the piston, which is shown at the top dead centre.
  • numeral reference 1 designates an internal combustion engine according to the invention. It is of two-stroke type and has transfer ducts 3, 3'. The latter is not visible since it is located above the plane of the paper.
  • the engine has a cylinder 15 and a crankcase 16, a piston 13 with a connecting rod 17 and a crank mechanism 18. Furthermore, the engine has an inlet tube 22 with an inlet port 23 and an, to the inlet tube connected, intermediate section 24, which in turn connects to a carburettor 25 with a throttle valve 26.
  • Fuel 37 is supplied by way of the carburettor. Usually the carburettor connects to an inlet muffler with a filter. These are not shown for the sake of clarity.
  • the piston has a plane upper side without any step or similar, so that it co-operates equally with the cylinder ports wherever they are located around the periphery.
  • the height of the engine body is therefore approximately unchanged in comparison with a conventional engine.
  • the transfer ducts 3 and 3' have ports 31 and 31' in the engine's cylinder wall 12.
  • the engine has a combustion chamber 32 with a spark plug, which is not shown. All of this is conventional and is therefore not further commented.
  • an air inlet 2 equipped with a restriction valve 4 is arranged so that fresh air can be supplied to the cylinder.
  • the air inlet 2 has a connecting duct 6 channelled to the cylinder, which is equipped with an outer connecting port 7.
  • connecting port is from now on meant the port of the connection on the inside of the cylinder, while its port on the outside of the cylinder is called outer connecting port.
  • the air inlet 2 suitably connects to an inlet muffler with a filter, so that cleaned fresh air is taken in. If the requirements are lower, this is of course not necessary.
  • the inlet muffler is not shown for the sake of clarity.
  • a connecting port 6 is thus connected to an outer connecting port 7. This is an advantage. At or after this port the duct divides into two branches 11, 11' which lead to a connecting port 8, 8' each. These are located symmetrically and the parts with a '-symbol are as mentioned lying above the plane of the paper.
  • the outer connecting port 7 is thus located under the inlet tube 22, which means a number of advantages such as lower air temperature and a better utilizing of space for a handheld working tool, which usually has a fuel tank 33 located as shown in the figure.
  • outer connecting port 7 could also be located above the inlet tube 22, which then is directed more horizontally. Wherever they are located two outer connecting ports 7, 7' could be used. They could then also be located on each side of the inlet tube 22.
  • Flow paths 10, 10' are arranged in the piston so that they, in connection with piston positions at the top dead centre, connect the respective connecting port 8, 8' to the upper part of the transfer ducts 3, 3'.
  • the flow paths 10, 10' are made by means of local recesses in the piston.
  • the piston is simply manufactured, usually cast, with these local recesses.
  • connecting ports 8, 8' are so located in the axial direction of the cylinder that the piston covers them when it is located at its bottom dead centre. Thereby exhaust gases cannot penetrate into the connecting port and further on towards an eventual air filter. But it is also possible that the connecting ports 8, 8' are located so high up that they to some part are open when the piston is located at its bottom dead centre. This is adapted so that a desirable amount of exhaust gases will be supplied into the connecting duct 6.
  • a highly located connecting port could also reduce the flow resistance of air at the changeover from connecting port to scavenging port 31.
  • the period of air supply from the connecting ports 8, 8' to the scavenging port 31, 31' is very important and is to a great extent determined by the flow paths in the piston, i.e. the recess 10, 10' in the piston.
  • the upper edge of the recess is located so high that it, when the piston is moving upwards from the bottom dead centre, reaches up to the lower edge of the respective port 31, 31' at the same time or earlier than the lower edge of the piston reaches up to the lower edge of the inlet port.
  • the air connection between the connecting ports 8, 8' and the scavenging ports 31, 31' is opened at the same time or earlier than the inlet is opened.
  • the air connection will be shut off at the same time or later than the inlet.
  • the air supply has an essentially equally long or longer period than the inlet has, counted in crank angle or in time. This will reduce its flow resistance.
  • the inlet period and the air period are essentially equally long.
  • the air period should be 90 % - 110 % of the inlet period. Because both these periods are limited by the maximum period during which the pressure is sufficiently low in the crankcase to enable a maximal inflow. Both periods are preferably maximised and equally long.
  • the position of the upper edge of the recess 10, 10' will thus determine how early the recess will connect with each scavenging port 31, 31' respectively. Consequently, preferably the recess 10, 10' in the piston that meets each port 31, 31' respectively, has an axial height locally at this port that is greater than 1,5 times the height of the respective scavenging port, but preferably greater than 2 times the height of the scavenging port. This provided that the port has a normal height so that the upper side of the piston, when located in its bottom dead centre, is level with the underside of the scavenging port, or is protruding only a few millimetres.
  • the recess is preferably downwards shaped in such a way that the connection between the recess 10, 10' and the connecting port 8, 8' is maximised, since it reduces the flow resistance.
  • the recess 10, 10' preferably reaches so far down that it does not cover the connecting port 8, 8' at all, as shown in figure 1.
  • the recess 10, 10' in the piston that meets each connecting port 8, 8' respectively has an axial height locally at this port that is greater than 1.5 times the height of the respective connecting port, but preferably greater than 2 times the height of the connecting port.
  • the relative location of the connecting port 8, 8' and the scavenging port 31, 31' can be varied considerably provided that the ports are shifted sideways, i.e. in the cylinder's tangential direction, as shown in figure
  • the connecting port is located as high or higher in the cylinder's axial direction as the lower edge of each scavenging port respectively.
  • the transition from port 8 to port 31 via the piston can occur in a slightly upward direction in relation to the cylinder's lateral direction. If the port 8 instead had been located right below port 31, then the transition had occurred in a straight upward direction.
  • each branch 11, 11' leading to each connecting port 8, 8' respectively is embodied so that it is directed in the cylinder's lateral direction, or slightly upwards from this.
  • each branch arrives obliquely from below from an outer connecting port 7, so that the branch first turns upwards after the outer connecting port and then continues upwards and turns into a lateral direction up to the connecting port 8, 8' in the cylinder wall 12.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Claims (10)

  1. Mit Kurbelgehäusespülung arbeitender Motor mit innerer Verbrennung vom Typ des Zweitakters (1), in welchem ein schlitzgesteuerter Luftkanal zwischen einem Lufteinlass (2) und dem oberen Teil einer Anzahl von Überströmkanälen (3,3') angeordnet ist, dadurch gekennzeichnet, dass der Luftkanal ausgehend von einem Lufteinlass (2) angeordnet ist, welcher mit Regelventilen (4) ausgestattet ist, welche durch mindestens einen Motorparameter wie beispielsweise der Vergaserdrosselsteuerung gesteuert werden, wobei sich der Lufteinlass über mindestens einen Verbindungskanal (6, 6') zu mindestens einem Verbindungsschlitz (8, 8') in der Zylinderwandung (12) des Motors erstreckt, wobei dieser Verbindungsschlitz dergestalt angeordnet ist, dass er in Verbindung mit Kolbenstellungen am oberen Totpunkt mit im Kolben (13) angelegten Strömungswegen (10, 10') verbunden wird, welche sich zum oberen Teil einer Anzahl von Überströmkanälen (3, 3') erstrecken, und wobei jeder Strömungsweg im Zylinder und Kolben größtenteils in der Seitenrichtung des Zylinders dergestalt angeordnet ist, dass einerseits der Verbindungsschlitz (8, 8') und der angrenzende Spülschlitz (31, 31') des Zylinders seitwärts zueinander verschoben sind längs des Umfanges der Zylinderwandung (12), und andererseits die Überströmkanäle (3, 3') des Zylinders im Wesentlichen in seitlicher Richtung des Zylinders weg vom jeweiligen Spülschlitz (31, 31') verlaufen, d. h. tangential in Bezug auf den Umfang der Zylinderwandung (12).
  2. Mit Kurbelgehäusespülung arbeitender Motor mit innerer Verbrennung (1) gemäß Anspruch 1, dadurch gekennzeichnet, dass jeder Zweig (11, 11'), welcher zu jedem Verbindungsschlitz (8, 8') führt, in seitlicher Richtung des Zylinders gerichtet ist oder von diesem leicht nach oben..
  3. Mit Kurbelgehäusespülung arbeitender Motor mit innerer Verbrennung (1) gemäß irgend einem der Ansprüche 1 - 2, dadurch gekennzeichnet, dass die Strömungswege dergestalt angeordnet sind, dass die Vertiefung (10, 10') im Kolben, welche auf den jeweiligen Spülschlitz (31, 31') trifft, dergestalt angeordnet ist, dass der Luftzuführung eine in Bezug auf den Einlass im Wesentlichen gleich lange oder längere Zeitdauer eingeräumt wird, welche als Kurbelwinkel oder -zeit gezählt wird.
  4. Mit Kurbelgehäusespülung arbeitender Motor mit innerer Verbrennung (1) gemäß irgend einem der vorangegangenen Ansprüche, dadurch gekennzeichnet, dass die Zeitdauer der Luftzuführung größer als 90 % der Einlasszeit ist, aber weniger als 110 % der Einlasszeit beträgt.
  5. Mit Kurbelgehäusespülung arbeitender Motor mit innerer Verbrennung (1) gemäß irgend einem der vorangegangenen Ansprüche, dadurch gekennzeichnet, dass die Vertiefung (10, 10') im Kolben, welche auf den jeweiligen Spülschlitz (31, 31') trifft, genau an diesem Schlitz eine axiale Höhe aufweist, welche größer als das 1,5-fache der Höhe des jeweiligen Spülschlitzes (31,31') ist, vorzugsweise größer als das 2-fache der Höhe des Spülschlitzes.
  6. Mit Kurbelgehäusespülung arbeitender Motor mit innerer Verbrennung (1) gemäß irgend einem der vorangegangenen Ansprüche, dadurch gekennzeichnet, dass der obere Rand des jeweiligen Verbindungsschlitzes (8, 8') in der axialen Richtung des Zylinders so hoch wie oder höher als der untere Rand des jeweiligen Spülschlitzes (31, 31') angeordnet ist.
  7. Mit Kurbelgehäusespülung arbeitender Motor mit innerer Verbrennung (1) gemäß irgend einem der vorangegangenen Ansprüche, dadurch gekennzeichnet, dass der Lufteinlass (2) zwei Verbindungsschlitze (8,8') in der Zylinderwandung (12) des Motors aufweist.
  8. Mit Kurbelgehäusespülung arbeitender Motor mit innerer Verbrennung (1) gemäß irgend einem der vorangegangenen Ansprüche, dadurch gekennzeichnet, dass der/die Verbindungsschlitz/e (8, 8') in der Zylinderwandung (12) des Motors dergestalt angebracht ist/sind, dass der Kolben (13) sie überdeckt, wenn er sich am seinem unteren Totpunkt befindet.
  9. Mit Kurbelgehäusespülung arbeitender Motor mit innerer Verbrennung (1) gemäß irgend einem der Ansprüche 1 - 4, dadurch gekennzeichnet, dass der/die Verbindungsschlitz/e (8, 8') in der Zylinderwandung (12) des Motors dergestalt angebracht ist/sind, dass sie der Kolben (13) nicht überdeckt, wenn er sich an seinem unteren Totpunkt befindet, aber Abgase des Zylinders in den Lufteinlass eindringen können.
  10. Mit Kurbelgehäusespülung arbeitender Motor mit innerer Verbrennung (1) gemäß irgend einem der vorangegangenen Ansprüche, dadurch gekennzeichnet, dass die Strömungswege (10, 10') im Kolben mindestens teilweise in der Form von mindestens einer Vertiefung (10, 10') im Umfang des Kolbens angeordnet sind.
EP20000909828 2000-01-14 2000-01-14 Zweitakt-brennkraftmaschine Expired - Lifetime EP1169556B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/SE2000/000058 WO2001051783A1 (en) 2000-01-14 2000-01-14 Two-stroke internal combustion engine

Publications (2)

Publication Number Publication Date
EP1169556A1 EP1169556A1 (de) 2002-01-09
EP1169556B1 true EP1169556B1 (de) 2004-10-27

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EP20000909828 Expired - Lifetime EP1169556B1 (de) 2000-01-14 2000-01-14 Zweitakt-brennkraftmaschine

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EP (1) EP1169556B1 (de)
JP (1) JP4481547B2 (de)
AT (1) ATE280898T1 (de)
AU (1) AU3201000A (de)
DE (1) DE60015314T2 (de)
WO (1) WO2001051783A1 (de)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10211404B4 (de) * 2002-03-15 2015-02-19 Andreas Stihl Ag & Co. Tragbares, handgeführtes Arbeitsgerät
DE10223069A1 (de) * 2002-05-24 2003-12-11 Stihl Maschf Andreas Zweitaktmotor
RU2466281C1 (ru) * 2008-09-24 2012-11-10 Макита Корпорейшн Двухтактный двигатель с послойной продувкой
JP5818883B2 (ja) 2010-10-22 2015-11-18 ハスクバーナ・ゼノア株式会社 スロットルケーブルロックアセンブリ
JP2012107552A (ja) * 2010-11-16 2012-06-07 Husqvarna Zenoah Co Ltd 層状掃気２ストロークエンジン
JP5922569B2 (ja) 2012-12-28 2016-05-24 株式会社マキタ 層状掃気２ストロークエンジン
DE102015013785B4 (de) * 2015-10-20 2023-07-27 Andreas Stihl Ag & Co. Kg Zweitaktmotor und Baureihe von Zweitaktmotoren

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2431605A1 (fr) * 1978-07-19 1980-02-15 Jaulmes Eric Perfectionnement aux moteurs a deux temps a combustion interne
GB8808855D0 (en) * 1988-04-14 1988-05-18 Tait R J I c engine
US5425346A (en) * 1993-09-14 1995-06-20 Mavinahally; Nagesh S. Performance improvement design for two-stroke engines
DE69820443T2 (de) * 1997-06-11 2004-10-07 Komatsu Zenoa Kk Schichtspülung für zweitaktmotoren
DE19857738A1 (de) * 1998-12-15 1999-07-01 Herbert Dipl Ing Kern Zweitakt-Brennkraftmaschine

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Publication number Publication date
ATE280898T1 (de) 2004-11-15
DE60015314T2 (de) 2005-11-10
EP1169556A1 (de) 2002-01-09
DE60015314D1 (de) 2004-12-02
WO2001051783A1 (en) 2001-07-19
AU3201000A (en) 2001-07-24
JP4481547B2 (ja) 2010-06-16
JP2003519747A (ja) 2003-06-24

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