EP1559899B1 - Mécanisme de soupape d'air pour moteur à deux temps - Google Patents

Mécanisme de soupape d'air pour moteur à deux temps Download PDF

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Publication number
EP1559899B1
EP1559899B1 EP20030078818 EP03078818A EP1559899B1 EP 1559899 B1 EP1559899 B1 EP 1559899B1 EP 20030078818 EP20030078818 EP 20030078818 EP 03078818 A EP03078818 A EP 03078818A EP 1559899 B1 EP1559899 B1 EP 1559899B1
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EP
European Patent Office
Prior art keywords
air
lever
air valve
carburetor
throttle
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
EP20030078818
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German (de)
English (en)
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EP1559899A3 (fr
EP1559899A2 (fr
Inventor
Paul A. Warfel
Spencer D. Russ
Rodney W. Tynes
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Husqvarna AB
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Husqvarna AB
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Publication date
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Priority to EP20030078818 priority Critical patent/EP1559899B1/fr
Publication of EP1559899A2 publication Critical patent/EP1559899A2/fr
Publication of EP1559899A3 publication Critical patent/EP1559899A3/fr
Application granted granted Critical
Publication of EP1559899B1 publication Critical patent/EP1559899B1/fr
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Expired - Lifetime legal-status Critical Current

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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
    • F02M17/00—Carburettors having pertinent characteristics not provided for in, or of interest apart from, the apparatus of preceding main groups F02M1/00 - F02M15/00
    • 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
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • 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

Definitions

  • the present invention relates to carburetors for two cycle engines, and more particularly to a carburetor and air-valve assembly and linkage.
  • An example of such an engine is given in US-6354251 .
  • Two-cycle engines are desirable for handheld tools where weight is critical because of their high power to weight ratio as compared to four-cycle engines.
  • trapping efficiency of conventional two-cycle engines will not meet the low emissions requirements set forth by government regulations in the future because the fundamental design of the two-cycle engine results in too much unburned fuel being discharged into the atmosphere.
  • the discharge of raw, unburned fuel into the atmosphere is substantially caused by the exhaust and transfer ports being opened and closed by the piston, and for a small period both are open simultaneously during the piston travel. During that small duration of time, when both the intake and exhaust ports are open, the unburned fuel can exit the engine, which increases the measured emissions output of the engine while decreasing the engine's efficiency.
  • the present invention provides a carburetor and air valve assembly for a two-cycle internal combustion engine with stratified air scavenging, the assembly comprising a housing assembly; an intake channel in the housing assembly for delivering fuel and air mixture to an intake port of the engine; a throttle valve disposed within the intake channel and fixed to a pivotable throttle valve shaft; a throttle lever fixed to the throttle valve shaft ; an air channel in the housing assembly for delivering fuel-free air to an air port of the engine; an air valve disposed within the air channel and fixed to a pivotable air valve shaft; an air valve lever fixed to the air valve shaft ; and an activating lever moveably mounted to the housing assembly and adapted to transmit movements of the throttle lever to the air valve lever.
  • the present invention provides a two-cycle internal combustion engine system comprising: a carburetor comprising an intake channel, a choke valve in the intake channel fixed to a pivotable choke valve shaft and a throttle valve in the intake channel fixed to a pivotable throttle valve shaft; an air channel in communication with fresh air and comprising an air valve fixed to a pivotable air valve shaft; a cylinder; a combustion chamber within the cylinder; a fuel port communicating the intake channel with the cylinder; an air port communicating the air channel with the cylinder; a piston arranged for reciprocating movement within the cylinder and comprising a transfer port for intermittently connecting the fuel port and air port with the combustion chamber; a throttle lever fixed to the throttle valve shaft; an air valve lever fixed to the air valve shaft; an activating lever pivotably mounted to the air valve shaft and adapted to transmit movement of the throttle lever to the air valve lever after a predetermined angle of rotation of the throttle lever; a choke valve lever fixed to the choke valve shaft; and a fast idle latch engagable by the
  • a first embodiment of a carburetor and air valve assembly 10 is shown in FIGS. 1 , 2 , 6-14 , 18 and 19 .
  • a carburetor 12 serves for supplying fuel and air mixture to an internal combustion engine 14.
  • the carburetor 12 is a diaphragm-type carburetor 12 for an internal combustion engine 14 that operates with stratified air scavenging, specifically but not limited to hand held power equipment, such as chain saws, string trimmers, brush cutters, pole saws, or the like.
  • the carburetor 12 comprises a carburetor housing 16 in which is formed a continuous intake channel portion 18 having a venturi section 20.
  • the carburetor has two independent butterfly valves within the intake channel 18.
  • the first valve is called the choke valve 22, and when closed it restricts the air opening to enrich the fuel-air ratio for improved cold starting performance.
  • the second valve inside the carburetor 12 is the throttle valve 24, which varies the amount and flow of the fuel-air mixture, which in turn controls the engine speed.
  • the throttle valve 24 is located down stream from the venturi section 20.
  • the throttle valve 24 is pivotally held via a shaft 26 that is mounted in the carburetor housing 16.
  • a main fuel-delivery duct 28 opens into the venturi section 20.
  • Fuel-delivery idle ducts (not shown) open into the intake channel portion 18 in the vicinity of the throttle valve 24.
  • the channels and ducts are supplied fuel from the fuel-filled control chamber (not shown) from within the carburetor housing 16, which are in turn supplied via fuel line from a fuel tank (not shown).
  • the fuel is pumped to the carburetor 12 via a fuel pump powered by fluctuating crankcase pressure from the two-cycle engine 14.
  • an air channel 30 is provided and has an air butterfly valve 32 mounted on a pivotable shaft 34.
  • the air channel 30 acts as a bypass to the intake channel portion 18 and connects a clean air side of an air filter housing 36 with an air port 38 in the cylinder 40.
  • the two separate valves 24, 32 are timed and orientated specifically to obtain peak performance of the engine in the forms of horsepower and emissions.
  • the shaft 26 of the throttle valve 24 and the shaft 34 of the air valve 32 are disposed approximately parallel to one another.
  • the throttle valve shaft 26 may be disposed at an angle relative to the air valve shaft 34 according to the present invention.
  • the carburetor 12 is responsible for delivering a blend of fuel and air to the engine 14, which is drawn into the crankcase through a fuel port 42 on the side of the cylinder 40.
  • This cylinder fuel port 42 is opened and closed by the piston 44 pivotally connected to the crankshaft that rotates horizontally in the crankcase and is supported by bearings.
  • the carburetor 12 is constructed similarly to that of a conventional two-cycle engine, but with a slightly smaller venturi 20 size to compensate for the air channel 30.
  • the combined cross-sectional areas of the air channel 30 and intake channel 18 of the carburetor 12 are similar to that of a standard two-cycle engine.
  • the air channel 30 and air valve 32 are responsible for delivering fresh air to the top of the transfer ports 46, 48 in order to help improve the emissions characteristic of the two-cycle engine 14.
  • This stratified air scavenging engine concept is designed to reduce the amount of unburned fuel that leaves the combustion chamber when the exhaust port is open. This is achieved by dispersing the fresh air from the air channel 30 into the combustion chamber first when the exhaust port is open, and scavenging the exhausted fuel with the fresh air. Immediately following the fresh air charge is the fuel-air mixture that is delivered from the crankcase through the transfer ports , into the combustion chamber.
  • the air channel 30 is formed by a separate air valve housing 50, which is trapped between the carburetor housing 16 and the air filter housing 36.
  • Carburetor mounting screws 52 are used to secure the air valve housing 50 and the air filter housing 36 to an intake adaptor 54.
  • the air channel 30 is transversely connected to the intake adaptor 54 by a flexible rubber tube 56.
  • the rubber tube 56 forms an airtight seal at its ends 58, 60 on each of the air valve housing 50 and intake adaptor 54, respectively.
  • the air channel 30 could be formed by a rigid material instead of the rubber tube 56 described.
  • the intake adaptor 54 provides heat insulation between the engine 14 and the carburetor 12 and the air inlet 30. Excessive heat on the carburetor 12 from the engine 14 will vaporize the gasoline prematurely and cause what is commonly known as "vapor lock.” If this occurs, not enough fuel enters the engine 14 and the engine 14 will not function.
  • Both the air channel 30 and the intake channel 18 are connected to the air filter housing 36 which contains a filter element.
  • the filter element traps and prevents dirt, dust and other particles from entering the engine 14, which would cause internal damage to the engine components.
  • the air channel 30 is connected to a clean air chamber 62 of the air filter housing 36 to the intake adaptor 54, which feeds the cylinder air port 38.
  • the clean air chamber 62 inside the air filter housing 36 may be a single chamber or may alternately be separated into individual and separate areas by a divider wall 64 formed in the air filter housing 36.
  • the air valve 32 and a pivotable air valve shaft 34 are secured within an alternative air filter housing 36' which would eliminate the air valve housing 50 of the first embodiment.
  • a straight tube 56' could be used by extending a second alternative filter housing 36" out and downward.
  • the intake adapter 54' is formed of two pieces, a first intake adapter portion 54a' and a second intake adapter portion 54b'.
  • the second intake adapter portion 54b' has an angular offset which allows the use of a straight tube 56" to connect to the filter housing 36', rather than the curved tube 56 of the first and second embodiments.
  • the two piece intake adapter 54' may be formed through conventional casting methods since each portion 54a', 54b' does not contain any compound curves.
  • a linkage mechanism described hereinafter functionally connects the throttle valve 24 and air valve 32. Additional linkage also allows for a choke operation during cold starting, and a fast idle setting for starting. This is achieved with several levers that all work together to rotate the butterfly valves into ideal positions for different modes of operation.
  • the air valve 32 must cooperate with the throttle valve 24 in the carburetor 12 since both valve 24, 32 are responsible for governing the amount of fuel-air mixture that is delivered to the engine 14.
  • the air valve 32 must also remain closed during slow engine speeds, like starting and idling, or the engine 14 will stall because the mixture goes too lean (not enough fuel to produce combustion).
  • the linkage mechanism describe hereinafter is designed to not open the air valve 32 until the throttle valve 24 has rotated approximately 30 degrees from its normally closed position. This angle can be adjusted as appropriate for a particular application. Referring to FIG. 18 , once the air valve 32 starts to open, its progression to a fully open position is non-linear, and does not have the same opening rate as the throttle valve 24.
  • the different slopes between the throttle valve 24 and air valve 32 allow for optimization of performance for mid-range power and acceleration. This progression can be modified by use of cam shapes on the lever or lobe-shaped slider pin.
  • the opening of the air valve 32 is opened slowly, so to not drown the engine with too much fresh air. Once the throttle valve 24 has achieved approximately 86% full open, the air valve 32 has less affect, and therefore can complete it's progression to full open at an accelerated rate.
  • a first end 66 of the throttle valve shaft 26 carries a throttle valve actuating lever 68 that is connected with a throttle trigger 70 by means of a wire or cable 72 for adjusting the throttle valve 24.
  • the actuating lever 68 is fixedly disposed at the first end 66 of the butterfly valve shaft 26 and is spring loaded in the closing direction of the throttle valve 24 by means of a return spring 74.
  • a second end 76 of the throttle valve shaft 26 projects out of the carburetor housing 16 and fixedly carries a throttle lever 78.
  • the actuating lever 68 and the throttle lever 78 both being fixedly fastened to the throttle valve shaft 26 rotate together.
  • the air valve shaft 34 carries an air valve lever 80, which is fixedly disposed at an end 82 of the air valve shaft 34, and is spring loaded in the closing direction of the air valve 32 by means of an air valve return spring 84.
  • An activating lever 86 is pivotally mounted on the air valve shaft 34, but is not fixed to the air valve shaft 34, and therefore is free to rotate about the air valve shaft 34.
  • the activating lever 86 is spring loaded in the closing direction of the air valve 32 by means of a return spring 88.
  • the activating lever 86 has a protruding member 90 that will contact the air valve lever 80 on the air valve shaft 34 at a specific point during it's rotation, at an angle of engagement 92 as shown in FIG. 11 .
  • This angle of engagement 92 corresponds to the angle that the throttle valve 24 must rotate before the air valve 32 starts to move and is a functional aspect of the two-stroke engine's acceleration performance.
  • the nominal measure of the angle of engagement 92 is approximately 30 degrees, but can be varied to obtain different acceleration properties.
  • FIG. 15 An alternative design according to a fifth embodiment of the present invention is shown in FIG. 15 which includes an adjustment screw 94 is shown fastened into the activating lever 86 and the end of the adjustment screw 94 contacts the air valve lever 80. By turning the adjustment screw 94 in and out it will effectively change the angle of engagement 92 from the nominal 30-degree angle. This adjustment will allow for manufacturing to accommodate for variances that occur because of normal manufacturing tolerances.
  • the activating lever 86 has a protruding boss 96, which intersects the path of the throttle lever 78 and forms a transmission connection between the throttle valve 24 and air valve 32 (see FIG. 9 ).
  • the boss 96 slides along the throttle lever 78 for the entire range of angular rotation 98 of the throttle valve shaft 26 to fully open the throttle valve 24 as shown in FIG. 12 .
  • the activating lever 86 will progress through its angular range of rotation 100 until the air valve shaft 34 has also achieve full open position for the air valve 32.
  • the progression of the throttle valve 24 opening in respect to the air valve 32 will have an affect on the acceleration of the two-stroke engine's performance. Both the throttle valve 24 and the air valve 32 by design will open fully at the end of the rotational travel 98 and 100, but the rate of opening maybe different.
  • FIG. 18 shows an example of the rate of opening of the throttle valve 24 and the air valve 32.
  • FIG. 16 & FIG. 17 An alternate design according to a sixth embodiment of the present invention is shown in FIG. 16 & FIG. 17 .
  • the pivotally mounted activating lever 86 is replaced with a fixed activating lever 102.
  • the fixed activating lever 102 is positively connected to the end of the air valve shaft 34 and the air valve lever 80 so that they rotate together.
  • the clearance 104 allows for the throttle valve 24 to open 30 degrees of rotation while the air valve 32 remains closed. After the initial 30 degrees of travel of the throttle lever 86, the throttle lever 86 will contact the protruding boss 106 on the activating lever 102 and start rotating the air valve 32 in the opening direction.
  • Both the throttle valve 24 and the air valve 32 will reach full open position at the same time, but not at the same rate, similar to FIG. 18 .
  • the throttle valve 24 and air valve 32 are shown in FIG. 17 at their respective full open positions with the levers 78, 80 at their full limits of travel 108 and 110.
  • the slope and intersection points of the curves can be arranged and changed with change in pivot positions of the two butterfly valve shafts 34, 26 in respect to each other, and in respect to the contact point of the protruding boss 96 or 106, along with the angle of engagement 92 of first contact between the activating lever 86 and air valve lever 80.
  • Even the physical shape of the contact boss 96 can be changed from a true circle cross section to one of an elliptical shape, cam profile, or other shape.
  • a contact surface 112 of the throttle lever 78 can also be formed with a curved profile to achieve a similar change in the curves shown in FIG. 18 .
  • the throttle valve 24 is opened by pivoting the throttle valve shaft 26 in an opening direction 114, so that greater quantity of fuel-air mixture is conveyed to the internal combustion engine 14 so that the speed of the internal combustion engine increases.
  • the throttle valve 24, i.e. the throttle valve shaft 26, in the opening direction 114 has transmittally rotated the activating lever 86 through a free play extent to the angle of engagement 92 that is determined by the spacing between the protruding member 90 on the activating lever 86 and the air valve lever 80, then by means of rotational force i.e.
  • the air valve lever 80 is also pivoted in an opening direction 116, as a result of which by means of the shaft 34 the air valve 32 in the air channel 30 is carried along in the opening direction 116.
  • air for combustion by itself which is expediently collected previously in the transfer ports 46, 48 from the crankcase to the combustion chamber, is conveyed to the internal combustion engine via the air channel 30.
  • a branch element 118 is formed by the piston casting 44; the branching air supply channels 120 and 122 formed in the piston casting 44 open into the corresponding transfer ports 46 and 48.
  • FIG. 20 An alternate design according to a seventh embodiment of the present invention is shown in FIG. 20 , where an alternative air channel 30' branch element 142 is located upstream from the piston 44, which has separate air channels 120 and 122 formed in an alternative piston casting 44'.
  • the branch element can be formed within the casting of the cylinder 40, or within the intake adaptor 54, or within the air tube 56, or any combination thereof.
  • a "fast idle" portion of the linkage mechanism mounted on the carburetor 12 is designed to manually advance the throttle valve 24 position approximately 20 degrees for starting of the engine 14. Of course, this angle can be adjusted as appropriate for a particular application. This throttle advance allows for easier starting of the engine 14 since there will be more fuel allowed to enter the engine than would be allowed at the normally closed or idle position.
  • a fast idle lever 124 is rotated when a choke knob 126 is pulled by the operator, which in turn rotates the choke valve 22.
  • the fast idle lever 124 is pivoted to a choke valve shaft 128 such that it is free to rotate about the choke valve shaft 128.
  • a choke valve lever 130 When the choke knob 126 is pulled, a choke valve lever 130 catches the fast idle lever 124 and rotates it which in turn lifts the throttle valve lever 78 into the "fast idle position.” The two levers 78, 124 are held in place by a small catch or notch 138 formed into the throttle lever 78. The choke knob 126 can be pushed back in to open the choke valve 22 without affecting the fast idle advance because the fast idle lever 124 turns freely on the choke valve shaft 128. Small torsion springs are located on both valve shafts 26, choke valve shaft 128 to provide positive return force to their normal positions.
  • the end of the choke knob 126 is pivotally connected to the choke lever 130.
  • the choke lever 130 is fixed to the end of the choke valve shaft 128 and has a butterfly valve 22 affixed to the choke valve shaft 128.
  • the choke valve shaft 128 is pivotally mounted in the carburetor housing 16 and when closed will enrich the fuel to air ratio for easier cold starting of the two-cycle engine 14.
  • the choke lever 130 when rotated will contact a fast idle latch or lever 124.
  • the fast idle lever 124 is pivotally mounted on the choke valve shaft 128 and is free to rotate about that axis.
  • the fast idle lever 124 When the fast idle lever 124 is rotated by the choke lever 130 through it angle of rotation 132 it contacts the throttle lever 78 and rotates the throttle lever 78 for an angle of rotation 136 to a fast idle position.
  • the angle of rotation 136 is approximately 20 degrees open from its at rest, closed position and allows the throttle valve 24 to be positioned for optimum starting of the two-cycle engine.
  • the throttle lever 78 is held in the starting position by a small notch 138 ( FIG. 12 ) formed in the throttle lever 78 which the fast idle lever 124 engages.
  • the return spring 140 acts upon the fast idle lever 124 in a counterclockwise direction (opposite direction 114), which will disengage the fast idle lever 124 from the throttle lever 78.
  • the fast idle lever 124 can be returned to the normal at-rest position by activating the throttle trigger 70, which is connected to the throttle lever 78.
  • the throttle lever 78 is rotated open, the fast idle lever 124 is released by the notch 138 in the throttle lever 78 allowing the return spring 140 to rotate the fast idle lever 124 back to the normal at-rest position.
  • the present invention can be equally utilized on a two-cycle engine with stratified air scavenging with a reed style check valve mounted in the transfer ports 46, 48.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Means For Warming Up And Starting Carburetors (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Claims (12)

  1. Ensemble carburateur et soupape d'admission d'air (10) pour un moteur à combustion interne à deux temps (14) avec un balayage d'air stratifié, l'ensemble comprenant :
    un ensemble boîtier ;
    un canal d'admission (18) dans l'ensemble boîtier pour distribuer un mélange de carburant et d'air à un orifice d'admission (42) du moteur (14);
    un papillon des gaz (24) disposé dans le canal d'admission (18) et fixé à un arbre de papillon des gaz pivotant (26) ;
    un levier d'accélérateur (78) fixé à l'arbre de papillon des gaz (26);
    un canal d'air (30) dans l'ensemble boîtier pour distribuer de l'air exempt de carburant à un orifice d'air (38) du moteur (14) ;
    une soupape d'admission d'air (32) disposée dans le canal d'air (30) et fixée à un arbre de soupape d'admission d'air pivotant (34) ;
    un levier de soupape d'admission d'air (80) fixé à l'arbre de soupape d'admission d'air (34) ;
    un levier d'activation (86) monté de manière mobile sur l'ensemble boîtier et adapté pour transmettre un déplacement du levier d'accélérateur (78) au levier de soupape d'admission d'air (80), où une vitesse de déplacement du levier d'accélérateur (78) est différente d'une vitesse de déplacement du levier de soupape d'admission d'air (80),
    caractérisé en ce que l'ensemble comprend en outre un mécanisme de réglage (94) prévu pour régler une plage sur laquelle un déplacement est transmis par le levier d'activation (86) depuis le levier d'accélérateur (78) au levier de soupape d'admission d'air (80).
  2. Ensemble carburateur et soupape d'admission d'air selon la revendication 1, dans lequel le canal d'air (30) comprend deux branches reliées chacune à l'un des deux orifices d'air (46, 48) du moteur (14).
  3. Ensemble carburateur et soupape d'admission d'air selon la revendication 1, dans lequel l'ensemble boîtier comprend un boîtier de carburateur (13) comprenant le canal d'admission (18) et un boîtier de soupape d'admission d'air (30) comprenant le canal d'air.
  4. Ensemble carburateur et soupape d'admission d'air selon la revendication 1, dans lequel le levier d'activation (86) est monté en pivotement sur l'ensemble boîtier.
  5. Ensemble carburateur et soupape d'admission d'air selon la revendication 4, dans lequel le levier d'activation (86) est monté en pivotement sur l'arbre de soupape d'admission d'air (34).
  6. Ensemble carburateur et soupape d'admission d'air selon la revendication 5, dans lequel le levier d'accélérateur (78) a une position initiale associée à une position complètement fermée du papillon des gaz (24) et dans lequel le levier d'activation (86) transmet un mouvement au levier de soupape d'admission d'air (80) seulement après un angle de rotation prédéterminé du levier d'activation (86) depuis la position initiale, l'angle prédéterminé étant supérieur à zéro.
  7. Ensemble carburateur et soupape d'admission d'air selon la revendication 4, dans lequel le levier d'activation (86) est monté de manière fixe à l'arbre de soupape d'admission d'air (34).
  8. Ensemble carburateur et soupape d'admission d'air selon la revendication 7, dans lequel le levier d'accélérateur (78) a une position initiale associée à une position complètement fermée du papillon des gaz (24) et dans lequel le levier d'accélérateur (78) entre tout d'abord en contact avec le levier d'activation (86) selon un angle de rotation prédéterminé depuis la position initiale, l'angle prédéterminé étant supérieur à zéro.
  9. Ensemble carburateur et soupape d'admission d'air selon la revendication 1, dans lequel l'ensemble boîtier comprend un boîtier de filtre (23) et l'arbre de soupape d'admission d'air (34) est monté en pivotement sur le boîtier de filtre (23).
  10. Ensemble carburateur et soupape d'admission d'air selon la revendication 1, dans lequel le canal d'air (30) est sensiblement droit.
  11. Ensemble carburateur et soupape d'admission d'air selon la revendication 1, dans lequel le canal d'air (30) est incurvé.
  12. Ensemble carburateur et soupape d'admission d'air selon la revendication 1, comprenant en outre :
    un étrangleur (22) disposé dans le canal d'admission et fixé à un arbre d'étrangleur pivotant (128) ;
    un levier d'étrangleur (130) fixé à l'arbre d'étrangleur (128) ; et un verrou de ralenti accéléré pouvant être engagé par le levier d'étrangleur pour maintenir le levier d'accélérateur dans une position de ralenti accéléré jusqu'à ce que le levier d'accélérateur soit déplacé séparément.
EP20030078818 2003-12-03 2003-12-03 Mécanisme de soupape d'air pour moteur à deux temps Expired - Lifetime EP1559899B1 (fr)

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Application Number Priority Date Filing Date Title
EP20030078818 EP1559899B1 (fr) 2003-12-03 2003-12-03 Mécanisme de soupape d'air pour moteur à deux temps

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EP20030078818 EP1559899B1 (fr) 2003-12-03 2003-12-03 Mécanisme de soupape d'air pour moteur à deux temps

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EP1559899A2 EP1559899A2 (fr) 2005-08-03
EP1559899A3 EP1559899A3 (fr) 2006-07-05
EP1559899B1 true EP1559899B1 (fr) 2015-05-06

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US9429109B2 (en) 2013-07-04 2016-08-30 Husqvarna Ab Carburetor assembly

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JP2000274250A (ja) * 1999-03-26 2000-10-03 Zama Japan Kk 層状掃気２サイクルエンジンの空燃比制御装置
JP2000282874A (ja) * 1999-03-29 2000-10-10 Nippon Walbro:Kk 絞り弁と空気弁を備えた２行程内燃機関用気化器
SE0000095L (sv) * 2000-01-14 2001-07-15 Electrolux Ab Spjäll för reglering av tillsatsluft till tvåtakts förbränningsmotorer
JP2004176634A (ja) * 2002-11-27 2004-06-24 Walbro Japan Inc 層状掃気用気化器

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EP1559899A2 (fr) 2005-08-03

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