EP2602452B1 - Moteur à combustion et appareil de travail portatif avec moteur à combustion - Google Patents

Moteur à combustion et appareil de travail portatif avec moteur à combustion Download PDF

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Publication number
EP2602452B1
EP2602452B1 EP12008125.2A EP12008125A EP2602452B1 EP 2602452 B1 EP2602452 B1 EP 2602452B1 EP 12008125 A EP12008125 A EP 12008125A EP 2602452 B1 EP2602452 B1 EP 2602452B1
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EP
European Patent Office
Prior art keywords
angle
crankcase
working implement
implement according
fuel
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.)
Active
Application number
EP12008125.2A
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German (de)
English (en)
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EP2602452A2 (fr
EP2602452A3 (fr
Inventor
Clemens Klatt
Andreas Paa
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.)
Andreas Stihl AG and Co KG
Original Assignee
Andreas Stihl AG and Co KG
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Application filed by Andreas Stihl AG and Co KG filed Critical Andreas Stihl AG and Co KG
Publication of EP2602452A2 publication Critical patent/EP2602452A2/fr
Publication of EP2602452A3 publication Critical patent/EP2602452A3/fr
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Publication of EP2602452B1 publication Critical patent/EP2602452B1/fr
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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
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/02—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for hand-held tools
    • 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 invention relates to a hand-held implement with an internal combustion engine having the features according to the preamble of claim 1.
  • Hand-held, motor-driven implements such as cut-off grinder or the like have a normal working posture with respect to the direction of gravity.
  • the internal combustion engine integrated in the implement is designed in its design details in such a way that it can be operated reliably in said ordinary working posture.
  • the generally one-cylinder internal combustion engine has a crankcase, a crankshaft rotatably mounted in the crankcase about an axis of rotation, a cylinder and at least one overflow channel leading from the crankcase to the cylinder.
  • the overflow channel opens into the crankcase by means of an input window and into the cylinder by means of an output window.
  • a fuel / air mixture is generated and conducted by means of the overflow from the crankcase into the cylinder.
  • fuel may segregate from the finely atomized fuel / air mixture and accumulate at the bottom of the crankcase. In normal operation, this is not a problem as long as the fuel / air mixture with the desired air ratio through the overflow in the Combustion chamber passes.
  • the flow control means are in the form of strip-shaped fuel retaining means having a rectangular cross-section and extending parallel to the axis of rotation of the crankshaft.
  • the fuel retaining devices are arranged in close proximity to the mouth of the intake passage. This is intended to inhibit the flow of non-atomized fuel.
  • the disadvantage here that remains between the fuel retaining devices and the input window of the overflow channel undisturbed contour of the crankcase wall, at which accumulate fuel and can get into the overflow.
  • the fuel retaining devices shown act due to their rectangular cross-section as a collection point for fuel, without the fuel accumulated there flow controlled and can be supplied to the fuel / air mixture. So as soon as a certain amount of excess fuel is accumulated, the retention effect of the fuel retaining devices is no longer sufficient, so that the fuel can flow off in an undesirable manner and get into the overflow.
  • the invention has the object of developing a generic internal combustion engine such that when a change in position, an undesirable entry of fuel into the overflow is reliably avoided.
  • the invention is also based on the object of specifying a hand-held implement with position-independent reliability.
  • the fuel retaining device has a symmetrical in the circumferential direction asymmetrical cross section with respect to the radial direction.
  • the asymmetrical cross section has a first flank facing away from the input window and a second flank facing the input window, wherein the first flank encloses at least sections a first angle with an amount ⁇ 90 ° with the radial direction, wherein the second flank with the radial direction at least in sections a second Includes angle with an amount ⁇ 90 °, and wherein the first angle is smaller than the second angle.
  • the first angle is in a range of from 0 ° to 50 ° inclusive, preferably in a range of 20 ° to 40 ° inclusive, and in particular is at least approximately 30 °.
  • the second angle is expediently in a range of from 40 ° to 90 ° inclusive, preferably in a range of from 60 ° to 80 ° inclusive, and in particular is at least approximately 70 °. Said angle specifications ensure that, on the one hand, a reliable inhibiting action occurs in the direction of the input window of the overflow channel, while on the other hand, fuel can flow off reliably in the opposite direction.
  • the first angle and the second angle extend, as measured from the radial direction, in opposite directions. With good effectiveness, this design is easy to manufacture. Alternatively, it may be appropriate that the first angle and the second angle, measured from the radial direction, extend in the same direction. In this case, the side facing away from the input window edge forms an undercut with respect to the radial direction, which reinforces the retention effect on the accumulated fuel.
  • the at least one fuel retaining device extends in the radial direction over a radial depth and has, relative to the radial depth, a radially inner region facing the axis of rotation, wherein the first angle and the second angle are measured in this radially inner region.
  • the radially inner region extends from a radially innermost point of the fuel retention device with a radial region depth over at least 40%, preferably at least 60% and in particular over at least 80% of the radial depth.
  • first flank and / or the second flank may be at least partially uneven in the radially inner region or not rectilinear, wherein the first angle or the second angle is averaged over the course of the radially inner region.
  • first flank and / or the second flank may be at least sectionally planar in the radially inner region or to extend in a straight line, wherein the first angle or the second angle is measured over the course of the planar section .
  • the at least one fuel retaining device extends in a straight line over at least the greater part of the width and in particular over the entire width of the crankcase and advantageously extends parallel to the axis of rotation. This further improves the effectiveness.
  • a plurality of fuel retaining devices are provided.
  • the plurality of fuel retaining devices in the circumferential direction of the crankcase adjoin one another directly, so that they complement each other in their effect.
  • the sum of the fuel retaining devices extends in the circumferential direction of the crankcase over an angle which is at least 30 ° and preferably at least 50 °.
  • the fuel retaining devices protrude radially inwardly beyond the otherwise undisturbed inner contour of the peripheral wall of the crankcase.
  • the at least one fuel retaining device is at least formed a molded into the undisturbed inner contour recess.
  • the peripheral wall of the crankcase has in a provided for normal operation working attitude of the implement with respect to the direction of gravity to a lowest point, wherein the fuel retaining means are arranged adjacent to the input window of the overflow and between the lowest point and the input window of the overflow.
  • Fig. 1 shows a side view of an inventively executed implement 1 using the example of a cutting grinder. But it can also be provided a motor chain saw, a brushcutter, a hedge trimmer or the like.
  • the implement 1 comprises a tool 3, which is here a cutting disc, and which in operation by a in Fig. 2 shown, arranged in the implement 1 internal combustion engine 2 is driven.
  • the implement 1 comprises a front, the tool 3 facing the handle 15 and a rear, the tool 3 remote from the handle 16, wherein the user raises the implement 1 with one hand on the front handle 15 and the rear handle 16 and leads.
  • the implement 1 is provided with feet 26, by means of which it can be parked on the ground if necessary.
  • the implement 1 is shown in its usual working attitude relative to its direction of gravity S. This ordinary working posture results from the relaxed lifting of the implement 1 on the two handles 15, 16 and also corresponds to those Position that occupies the implement 1 when parking on the feet 26. By raising or lowering the rear handle 16, the implement 1 can also be tilted out of the ordinary working position shown forwards while lowering the tool 3 or backwards raising the tool 3, if this makes the adjacent work tasks required.
  • Fig. 2 shows in a schematic sectional view of the internal combustion engine 2 of the implement 1 after Fig. 1 ,
  • the internal combustion engine 2 is a one-cylinder two-stroke engine with a crankcase 4, with a crankshaft 5 rotatably mounted in the crankcase 4 about a rotational axis D and with a cylinder 27.
  • a connecting rod 19 is mounted on the crankshaft 5 and is connected to a piston 20.
  • the piston 20 is in the cylinder 27 oscillating up and down and limited together with the cylinder 27 and a cylinder head 28 a combustion chamber. 6
  • At least one overflow channel 7 leads into the cylinder 27.
  • the at least one overflow channel 7 opens by means of an input window 8 in a peripheral wall 9 of the crankcase 4 and by means of at least one output window 18 in the cylinder 27.
  • the overflow 7 is multi-branched so that it is fanned out starting from a single input window 8 in a plurality of sub-channels with a total of four output windows 18, wherein in the illustration Fig. 2 only two of the four output windows 18 are shown. But it can also be a different design of the or the overflow 7 be useful. For example, it is also possible that two overflow channels 7, each with an input window 8 open into the crankcase 4.
  • an intake passage 21 is provided with a throttle valve 22, wherein the intake passage 21 opens into the cylinder 27. From the cylinder 27, an exhaust gas outlet 23 leads to the discharge of the exhaust gases produced during combustion.
  • the output window 18 of the overflow 7 and the mouth openings of the intake passage 21 and the exhaust outlet 23 in the cylinder 27 are controlled by the stroke movement of the piston 20.
  • the intake channel 21 may be configured in the region of the throttle valve 22 as a carburetor.
  • a schematically indicated by an arrow low-pressure injection 24 is provided, by means of which fuel is injected into the crankcase 4.
  • the low-pressure injection 24 may also be provided for injecting fuel into the intake passage 21 or into the overflow passage 7.
  • an ignitable fuel / air mixture is formed together with the sucked through the intake passage 21 combustion air, which is guided through the at least one input window 8, the at least one overflow 7 and the output window 18 in the cylinder 27 and burned in the combustion chamber 6.
  • the crankcase 4 has a circumference wall 9 surrounding the rotation axis D at least approximately in the manner of a cylinder section in a circumferential direction U.
  • the internal combustion engine 2 is corresponding to the working device 1 ( Fig. 1 ) is shown in its usual working position relative to the direction of gravity S, according to which a deepest point 14 of the peripheral wall 9 is formed in the direction of gravity S below the axis of rotation D.
  • a complete atomization of the fuel in the intake combustion air is desired. Under certain operating conditions, however, it may happen that some of the atomized fuel precipitates and accumulates near the lowest point 14.
  • In the usual working posture shown is a vertical direction of the implement 1 parallel to the direction of gravity S.
  • the input window 8 of the overflow 7 with respect to the direction of gravity S is well above the lowest point 14 and thus in the high direction far enough above possibly accumulated fuel.
  • the peripheral wall 9 with several, suitably three to ten and in the illustrated embodiment six schematically indicated fuel retaining devices 10 provided. All fuel retaining devices 10 are arranged in the lower region of the crankcase 4 in the direction of gravity S between the lowest point 14 and the input window 8 of the overflow channel 7. The fuel return device 10 closest to the input window 8 of the overflow channel 7 is arranged immediately adjacent to the input window 8. Distances may be provided between the individual fuel retention devices 10. In the preferred embodiment shown, the fuel restraint devices 10 directly adjoin one another in the circumferential direction U of the crankcase 4, that is, without clearance. Further details of the geometric configuration of the fuel retaining devices 10 in various embodiments will be apparent from the Fig. 3 to 7 and the description below.
  • Fig. 3 shows in a schematic representation of a detailed view of the crankcase 4 after Fig. 2 with a first embodiment of a plurality of fuel retaining devices 10, wherein for the sake of simplicity, only a single fuel retaining device 10 is shown here.
  • the advantageous number and arrangement of the fuel retaining devices 10 the above applies.
  • the peripheral wall 9 of the crankcase 4 has an undisturbed inner contour 13 which extends in the circumferential direction U circular or cylindrical section.
  • the fuel retaining device 10 is formed by a molded-in in the undisturbed inner contour 13 recess 17 which extends, starting from the undisturbed inner contour 13 in the radial direction R relative to the axis of rotation D outward with a radial depth t.
  • Radial innermost points 31 of the fuel retainer 10 are here on the undisturbed inner contour 13.
  • the radially outermost point of the fuel retainer 10 is formed by the bottom of the recess 17, wherein the radial depth t in the radial direction R of the undisturbed inner contour 13 and thus from an innermost point 31 to the radially outermost point and to the bottom of the recess 17, respectively.
  • the fuel retainer 10 also extends in the circumferential direction U.
  • its cross section to the radial direction R is not mirror-symmetrical, but with respect to its extension in the circumferential direction U to the radial direction R as a reference line or as a reference plane unbalanced.
  • the asymmetrical cross-section of the fuel restraint device 10 has a first flank 11 facing away from the input window 8 of the overflow channel 7 with a normal surface N 1 perpendicular thereto and a second flank 12 facing the input window 8 with a normal surface N 2 perpendicular thereto.
  • first flank 11 faces away from the input window 8
  • second flank 12 faces the input window 8
  • the associated surface normal N 2 pointing away from the second flank 12 points in relation to the circumferential direction U toward the input window 8.
  • the first flank 11 includes with the radial direction R at least partially a first angle ⁇ .
  • the first angle ⁇ is determined between the first flank 11 and the intersecting radial direction R such that its magnitude is ⁇ 90 °.
  • the first angle ⁇ is determined radially outside a crossing point of the radial direction R with the first flank 11 such that it is measured starting from the radial direction R to the extension line of the first flank 11. If the associated directional arrow points away from the input window with respect to the circumferential direction U, the first angle ⁇ is positive.
  • the second flank 12 includes, at least in sections, a second angle ⁇ with the radial direction R.
  • the second angle ⁇ is determined between the second flank 12 and the intersecting radial direction R such that its magnitude is ⁇ 90 °.
  • the second angle ⁇ is determined radially outside a crossing point of the radial direction R with the second flank 12 so as to be measured from the radial direction R to the extension line of the second flank 12. If the associated directional arrow points to the entrance window with respect to the circumferential direction U, the second angle ⁇ is positive.
  • the first angle ⁇ is smaller than the second angle ⁇ .
  • the first angle ⁇ and also the second angle ⁇ extend from the radial direction R in the circumferential direction and on the radial outside measured in opposite directions. Both surface normals N 1 , N 2 are directed inwardly with respect to the radial direction R to the axis of rotation D out.
  • the first angle ⁇ and also the second angle ⁇ are thus both positive and according to the above definition of angle positive.
  • the fuel retainer 10 has a radially inner region 30 facing the axis of rotation D, which extends from the radially innermost point 31 of the fuel retainer 10 with a radial range depth t b of at least 40%, preferably at least 60%, and in particular extends over at least 80% of the radial depth t.
  • the radially inner region 30 is thus delimited by two dashed lines, namely by the undisturbed contour 13 and a further dashed line, this further line extending radially outward from the undisturbed contour 13 at a radial distance equal to the range depth t b .
  • first flank 11 and / or the second flank 12 are at least partially uneven in the radially inner region 30.
  • first flank 11 and / or the second flank 12 may be planar in the radially inner region 30, at least in sections.
  • any combination of even and uneven portions of the first and second flank 11, 12 possible.
  • Level first and second flanks 11, 12 are further below related to the 6 and 7 described.
  • the embodiments of the Fig. 3 to 5 are exemplary cases with only uneven, irregular shaped first and second flanks 11, 12, wherein the amounts of the first angle ⁇ and also of the second angle ⁇ are averaged over the course of the radially inner region 30 or an average value.
  • such an averaging can take place.
  • Fig. 4 shows a variant of the arrangement according to Fig. 3 in which the first flank 11 is inclined so far with respect to the radial direction R that the associated surface normal N 1 pointing perpendicularly away from the first flank 11 still points away from the input window 8 with respect to the circumferential direction U.
  • the surface normal N 1 in relation to the radial direction R, does not point inwards towards the axis of rotation D, but in the opposite direction radially outwards.
  • the first angle ⁇ and the second angle ⁇ measured from the radial direction R in the circumferential direction and on the radial outside, extend in the same direction.
  • the first flank 11 here forms an undercut relative to the radial direction R.
  • Fig. 4 is the radially inner region 30 as well as at Fig. 3 bounded by two dashed lines, namely by the undisturbed contour 13 and radially outside of it by a further dashed line, wherein for the range depth t b ( FIG. Fig. 3 ) exemplarily about 80% of the radial depth t ( Fig. 3 ) are sketched.
  • the embodiment is correct Fig. 4 with the one after Fig. 3 match.
  • FIG. 5 A further embodiment of the invention is shown in the schematic representation Fig. 5 shown.
  • the fuel retaining device 10 is different from the 3 and 4 but not in the form of a recess 17, but designed in the form of a survey 32.
  • the elevation 32 extends from the undisturbed contour 13 of the peripheral wall 9 against the radial direction R inwards to the axis of rotation D with the radial depth t up to its innermost point 31.
  • reference numerals and options in particular with regard to the embodiment of first and second flanks 11, 12 and the associated first and second angles ⁇ , ⁇ within the range depth t b , the embodiment according to Fig. 5 with those after the Fig. 3, 4 match.
  • Fig. 6 shows in a perspective view of a casting 25 made of light metal casting for forming the arrangement according to Fig. 2 in which one piece the crankcase 4, the lower portion of the overflow 7 with the associated input window 8 and the fuel retention devices 10 after Fig. 2 are formed.
  • the fuel retaining devices 10 need not be formed integrally in the casting 25.
  • they may also be formed as separate individual parts or on a separate, indicated by dashed lines insert 29 and held in the casting 25.
  • the crankcase 4 points in the direction of the axis of rotation D (FIG. Fig. 2 ) has a width B.
  • the fuel retaining devices 10 extend rectilinearly over at least the larger part and here over the entire width B of the crankcase 4. They may be at an angle to the axis of rotation D. In the preferred embodiment shown, the fuel retaining devices 10 extend in a straight line parallel to the axis of rotation D (FIG. Fig. 2 ).
  • the peripheral wall 9 of the crankcase 4 has a cylinder-shaped undisturbed inner contour 13.
  • the fuel retaining devices 10 according to the schematic representation after Fig. 5 are raised above the undisturbed inner contour 13 and extend radially inward.
  • the fuel retaining devices 10 by in the undisturbed inner contour 13 molded recesses 17 according to the schematic illustration Fig. 3 formed so that the radially innermost, the axis of rotation D facing point 31 (FIG. Fig. 3 . 7 ) of each fuel retainer 10 lies in the surface of the undisturbed inner contour 13.
  • the molded recesses 17 extend radially outward.
  • the fuel retaining devices 10 are formed alone on the peripheral wall 9 of the crankcase 4 and are in the immediate vicinity of the entrance window 8 of the overflow 7.
  • the inner walls of the overflow 7 are made smooth. However, it may also be expedient to form additional fuel retaining devices 10 on the walls of the overflow channel 7.
  • Fig. 7 shows in an enlarged end view of a detail of the arrangement according to Fig. 6 in the area of the fuel restraint devices 10 in the usual working posture of the implement 1 (FIG. Fig. 1 ) or the internal combustion engine 2 ( Fig. 2 ) relative to the direction of gravity S and the lowest point 14, through which the direction of gravity S extends from the axis of rotation D therethrough.
  • first flanks 11 and second flanks 12 of each fuel retaining device 10 are at least partially planar, in which case the first angle ⁇ or the second angle ⁇ between the radial direction R and the course of the respective planar section is measured.
  • the planar sections of the first flanks 11 and second flanks 12 lie in the radially inner region 30, not shown here Fig. 3 and fulfill the conditions described there.
  • averaged first angle .alpha. Or second angle .beta. Can be assumed, as used in connection with FIG Fig. 3 are described.
  • a sawtooth-shaped configuration of the fuel retaining devices 10 may be expedient in which the first flanks 11 and second flanks 12 are flat overall without uneven sections.
  • the first angle ⁇ is in the embodiments of the Fig. 2 . 3 . 5 . 6 and 7 in a range of incl. 0 ° to incl. 50 °, preferably in a range of incl. 20 ° to incl. 40 ° and in the preferred embodiment shown according to the Fig. 6, 7 at least approximately 30 °.
  • the second angle ⁇ is in all embodiments advantageously in a range of incl. 40 ° to incl. 90 °, preferably in a range of 60 to 80 ° inclusive and in the illustrated preferred embodiment according to the Fig. 6, 7 at least approximately at least 70 °.
  • Fig. 7 shown for a single fuel retainer 10, but apply in the same way for all other, generally identically designed fuel retaining devices 10 with their respective associated radial direction R.

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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)
  • Fuel-Injection Apparatus (AREA)

Claims (18)

  1. Equipement portatif (1) avec un moteur à combustion interne (2) et un outil (3) entraîné par le moteur à combustion interne (2), le moteur à combustion interne (2) comportant un carter de vilebrequin (4), un vilebrequin (5) monté dans le carter (4) pour pouvoir tourner sur un axe de rotation (D), un cylindre (27) et au moins un conduit de trop-plein (7) qui va du carter (4) au cylindre (27), le conduit de trop-plein (7) débouchant à l'aide d'une fenêtre d'entrée (8) dans le carter (4), le carter (4) présentant une paroi circonférentielle (9) qui s'étend dans un sens circonférentiel (U), la paroi circonférentielle (9) étant pourvue d'au moins un dispositif de retenue de carburant (10), un sens radial (R) traversant le dispositif de retenue de carburant (10) à partir de l'axe de rotation (D), le dispositif de retenue de carburant (10) présentant une étendue dans le sens radial (R) et dans le sens circonférentiel (U),
    caractérisé en ce que la paroi circonférentielle (9) du carter de vilebrequin (4) présente, dans une position de travail de l'équipement (1) prévue pour le fonctionnement habituel, un point le plus bas (14) par rapport au sens de gravité (S), en ce que plusieurs dispositifs de retenue de carburant (10) sont disposés près de la fenêtre d'entrée (8) du conduit de trop-plein (7), et entre le point le plus bas (14) et ladite fenêtre d'entrée (8) du conduit de trop-plein (7), et en ce que les dispositifs de retenue de carburant (10) présentent par rapport au sens radial (R) une section transversale asymétrique, dans le sens circonférentiel (U), avec un premier flanc (11) opposé à la fenêtre d'entrée (8), et un second flanc (12) tourné vers la fenêtre d'entrée (8), le premier flanc (11) définissant avec le sens radial (R) au moins par sections un premier angle (α) d'une valeur < 90°, le second flanc (12) définissant avec le sens radial (R) au moins par sections un second angle (β) d'une valeur ≤ 90°, et le premier angle (α) étant plus petit que le second angle (β).
  2. Equipement selon la revendication 1,
    caractérisé en ce que le premier angle (α) est situé dans une plage de 0° inclus à 50° inclus, de préférence dans une plage de 20° inclus à 40° inclus, et est en particulier d'au moins approximativement 30°.
  3. Equipement selon la revendication 1 ou 2,
    caractérisé en ce que le second angle (α) est situé dans une plage de 40° inclus à 90° inclus, de préférence dans une plage de 60° inclus à 80° inclus, et est en particulier d'au moins approximativement 70°.
  4. Equipement selon l'une des revendications 1 à 3,
    caractérisé en ce que le premier angle (α) et le second angle (β), mesurés à partir du sens radial (R), s'étendent dans des sens opposés.
  5. Equipement selon l'une des revendications 1 à 3,
    caractérisé en ce que le premier angle (α) et le second angle (β), mesurés à partir du sens radial (R), s'étendent dans le même sens.
  6. Equipement selon l'une des revendications 1 à 5,
    caractérisé en ce que le ou les dispositifs de retenue de carburant (10) s'étendent dans le sens radial (R) sur une profondeur radiale (t), et présentent par rapport à ladite profondeur radiale (t) une zone radialement intérieure (30) tournée vers l'axe de rotation (D), le premier angle (α) et le second angle (β) étant mesurés dans ladite zone radialement intérieure (30).
  7. Equipement selon la revendication 6,
    caractérisé en ce que la zone radialement intérieure (30), à partir d'un point radialement le plus à l'intérieur (31) du dispositif de retenue de carburant (10), s'étend avec une profondeur radiale de zone (tb) sur au moins 40%, de préférence au moins 60% et en particulier sur au moins 80% de la profondeur radiale (t).
  8. Equipement selon la revendication 6 ou 7,
    caractérisé en ce que le premier flanc (11) et/ou le second flanc (12) sont au moins par sections inégaux, dans la zone radialement intérieure (30), le premier angle (α) et le second angle (β) représentant une valeur moyenne sur l'extension de la zone radialement intérieure (30).
  9. Equipement selon l'une des revendications 6 à 8,
    caractérisé en ce que le premier flanc (11) et/ou le second flanc (12) sont au moins par sections égaux, dans la zone radialement intérieure (30), le premier angle (α) et le second angle (β) étant mesurés sur l'extension de la section égale.
  10. Equipement selon l'une des revendications 1 à 9,
    caractérisé en ce que le dispositif de retenue de carburant (10) s'étend en ligne droite sur au moins la majeure partie d'une largeur (B), et en particulier sur toute la largeur (B) du carter de vilebrequin (4), en étant avantageusement parallèle à l'axe de rotation (D).
  11. Equipement selon l'une des revendications 1 à 10,
    caractérisé en ce qu'il est prévu trois à dix, et en particulier six dispositifs de retenue de carburant (10).
  12. Equipement selon la revendication 11,
    caractérisé en ce que les dispositifs de retenue de carburant (10) sont contigus, dans le sens circonférentiel (U) du carter de vilebrequin (4).
  13. Equipement selon la revendication 11 ou 12,
    caractérisé en ce que la somme des dispositifs de retenue de carburant (10) dans le sens circonférentiel (U) du carter de vilebrequin (4) s'étend sur un angle (γ) qui est d'au moins 30° et de préférence d'au moins 50°.
  14. Equipement selon l'une des revendications 1 à 13,
    caractérisé en ce que la paroi circonférentielle (9) du carter de vilebrequin (4) présente un contour intérieur ininterrompu (13), et en ce que le ou les dispositifs de retenue de carburant (10) sont formés par un creux (17) ménagé dans ledit contour intérieur ininterrompu (13).
  15. Equipement selon l'une des revendications 1 à 13,
    caractérisé en ce que la paroi circonférentielle (9) du carter de vilebrequin (4) présente un contour intérieur ininterrompu (13), et en ce que le ou les dispositifs de retenue de carburant (10) sont formés par une saillie (32) qui dépasse par rapport audit contour intérieur ininterrompu (13).
  16. Equipement selon l'une des revendications 1 à 13,
    caractérisé en ce que le dispositif de retenue de carburant (10) est en dents de scie.
  17. Equipement selon l'une des revendications 1 à 16,
    caractérisé en ce que tous les dispositifs de retenue de carburant (10) sont disposés entre le point le plus bas (14) et la fenêtre d'entrée (8) du conduit de trop-plein (7).
  18. Equipement selon l'une des revendications 1 à 17,
    caractérisé en ce qu'un dispositif de retenue de carburant (10) est directement voisin de la fenêtre d'entrée (8) du conduit de trop-plein (7).
EP12008125.2A 2011-12-07 2012-12-05 Moteur à combustion et appareil de travail portatif avec moteur à combustion Active EP2602452B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102011120467A DE102011120467A1 (de) 2011-12-07 2011-12-07 Verbrennungsmotor und handgeführtes Arbeitsgerät mit einem Verbrennungsmotor

Publications (3)

Publication Number Publication Date
EP2602452A2 EP2602452A2 (fr) 2013-06-12
EP2602452A3 EP2602452A3 (fr) 2014-02-26
EP2602452B1 true EP2602452B1 (fr) 2017-02-15

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EP12008125.2A Active EP2602452B1 (fr) 2011-12-07 2012-12-05 Moteur à combustion et appareil de travail portatif avec moteur à combustion

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US (1) US20130340701A1 (fr)
EP (1) EP2602452B1 (fr)
CN (1) CN103174542B (fr)
DE (1) DE102011120467A1 (fr)

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2425543B1 (fr) * 1978-05-12 1986-02-07 Univ Belfast Moteur a combustion interne a deux temps
US5657724A (en) * 1995-11-03 1997-08-19 Outboard Marine Corporation Internal combustion engine construction
JPH09151739A (ja) 1995-11-30 1997-06-10 Kioritz Corp ２サイクル内燃エンジン
JPH09242552A (ja) * 1996-03-01 1997-09-16 Kioritz Corp ２サイクル内燃エンジン
JP3530694B2 (ja) * 1996-12-06 2004-05-24 株式会社共立 ２サイクル内燃エンジン
JP3630897B2 (ja) * 1997-02-10 2005-03-23 株式会社共立 ２サイクル内燃エンジン
CN1080376C (zh) * 1997-03-21 2002-03-06 三菱重工业株式会社 油箱及具有该油箱的通用发动机
SE521647C2 (sv) * 1998-11-04 2003-11-18 Electrolux Ab Vevhusspolad förbränningsmotor
JP3827494B2 (ja) * 1999-11-04 2006-09-27 本田技研工業株式会社 Ｖ型２気筒エンジン
AU3201100A (en) * 2000-01-14 2001-07-24 Aktiebolaget Electrolux Two-stroke internal combustion engine
JP4303407B2 (ja) * 2000-07-11 2009-07-29 本田技研工業株式会社 エンジンのシリンダヘッド及びヘッドカバー間のシール構造
DE10197237B4 (de) * 2001-05-11 2012-08-30 Husqvarna Ab Motor mit innerer Verbrennung und Kurbelgehäusespülung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
CN103174542A (zh) 2013-06-26
EP2602452A2 (fr) 2013-06-12
EP2602452A3 (fr) 2014-02-26
US20130340701A1 (en) 2013-12-26
CN103174542B (zh) 2017-08-25
DE102011120467A1 (de) 2013-06-13

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