EP2602471B1 - Moteur à combustion interne avec un système d' alimentation en carburant - Google Patents

Moteur à combustion interne avec un système d' alimentation en carburant Download PDF

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Publication number
EP2602471B1
EP2602471B1 EP12008129.4A EP12008129A EP2602471B1 EP 2602471 B1 EP2602471 B1 EP 2602471B1 EP 12008129 A EP12008129 A EP 12008129A EP 2602471 B1 EP2602471 B1 EP 2602471B1
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EP
European Patent Office
Prior art keywords
pressure
internal combustion
combustion engine
fuel
damping
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
EP12008129.4A
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German (de)
English (en)
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EP2602471A3 (fr
EP2602471A2 (fr
Inventor
Wolfgang Layher
Christopher Tost
Martin Rieber
Arno Kinnen
Michael Dietenberger
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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Publication of EP2602471A2 publication Critical patent/EP2602471A2/fr
Publication of EP2602471A3 publication Critical patent/EP2602471A3/fr
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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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • F02M69/54—Arrangement of fuel pressure regulators
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0011—Constructional details; Manufacturing or assembly of elements of fuel systems; Materials therefor
    • F02M37/0023—Valves in the fuel supply and return system
    • 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
    • F02M1/00—Carburettors with means for facilitating engine's starting or its idling below operational temperatures
    • F02M1/16—Other means for enriching fuel-air mixture during starting; Priming cups; using different fuels for starting and normal operation
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F02M37/007—Layout or arrangement of systems for feeding fuel characterised by its use in vehicles, in stationary plants or in small engines, e.g. hand held tools
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/16—Feeding by means of driven pumps characterised by provision of personally-, e.g. manually-, operated pumps

Definitions

  • the invention relates to an internal combustion engine with a fuel supply device of the type specified in the preamble of claim 1.
  • a fuel pump for a two-stroke engine is known, which is followed by a pressure damper.
  • the pressure damper has a spring-loaded membrane.
  • the fuel-remote side of the damping membrane is acted upon by atmospheric pressure.
  • the position of the damping diaphragm depends on the fuel pressure. Especially at low fuel pressures, which are in the order of the atmospheric pressure, fluctuations in the fuel pressure can lead to very large deflections on the damping diaphragm, so that the damping diaphragm operates at a considerable distance from its central position. A sufficient damping of pressure fluctuations can not be guaranteed by sure.
  • From the EP 0 280 923 A2 shows a fuel system for a fuel injection multi-cylinder engine.
  • the injectors are supplied with fuel via a common fuel pipe.
  • the fuel pipe is connected via a fuel line to a fuel tank in which a pressure regulator is arranged.
  • the invention has for its object to provide an internal combustion engine with a fuel supply device of the generic type, which ensures a uniform fuel supply to the engine even at low fuel pressures.
  • the fuel supply device has a pressure regulator, which regulates the pressure of the pumped from the fuel pump to the injection valve fuel.
  • Pressure regulators are basically known in fuel systems.
  • the adjustment of the reference pressures means to choose the two reference pressures so that any pressure differences between the reference pressures in the system are taken into account, in particular compensated.
  • the first reference pressure and the second reference pressure advantageously change to the same extent, so that a pressure difference between the reference pressures remains the same and can be compensated.
  • the compensation of a pressure difference between the reference pressures can for example be done mechanically by appropriate interpretation of the stiffness of the membranes or corresponding spring preload.
  • the first and the second reference pressure can also be selected so that the two reference pressures change in operation in different ways.
  • the reference pressures are coordinated so that the uneven change is negligibly small, so does not affect the function, or that the unequal changes in the reference pressures are known and can be compensated, for example by electronic compensation.
  • By adjusting the reference pressures can be ensured in a very simple manner that the damping membrane works in normal operation in a central position and thus pressure fluctuations during operation can be well damped.
  • the coordination of the reference pressures of pressure regulator and pressure damper on each other is particularly advantageous in fuel systems that work with very low fuel pressure.
  • the fuel pressure is in the order of the ambient pressure.
  • the fuel pressure may be, for example, in the range of 0 to 2 bar, in particular in the range of 0 to 500 mbar above the ambient pressure.
  • the diaphragm of the pressure damper is designed very soft, so that even at low pressure fluctuations, a deflection of the membrane can be done.
  • the first reference pressure is equal to the second reference pressure.
  • a compensation of pressure differences of the reference pressures can be omitted.
  • the reference pressure may also be the pressure of the clean room of an air filter of the internal combustion engine.
  • Another pressure may be useful as a reference pressure.
  • the damping chamber is advantageously arranged in the flow path of the fuel from the fuel pump to the injection valve. Due to the permanent flow through the damping chamber, the accumulation of gas bubbles can be largely avoided. It may also be advantageous to arrange the damping chamber in the flow path of the fuel from the injection valve to a fuel tank of the fuel supply device. Via the flow connection of the injection valve with the fuel tank, uninjected fuel delivered to the injection valve is conveyed back to the fuel tank. Even with an arrangement of the damping chamber downstream of the injection valve, a permanent flow through the damping chamber is achieved.
  • the injection valve is arranged in a holder fixed to the internal combustion engine.
  • the holder is advantageously made of a heat-insulating material such as plastic, so that the heat transfer to the injection valve is low and so the formation of vapor bubbles can be prevented. This is particularly advantageous for reheating the internal combustion engine with the engine off. When the internal combustion engine is switched off, the cylinder of the engine is still hot, but no more cooling air is conveyed, so that the heat from the cylinder can heat the adjacent components. Due to the formation of the holder made of plastic is the Heat input into the injection valve is reduced.
  • the holder advantageously has a housing, wherein the damping chamber of the pressure damper is limited by the housing of the holder.
  • the pressure damper is integrated in particular in the housing of the holder.
  • the number of components to be mounted on the internal combustion engine can be kept low.
  • the integration of the pressure damper in the housing of the holder can also be realized in a simple way, a very small distance between the pressure damper and the injection valve.
  • the holder is arranged on a crankcase of the internal combustion engine and has an outlet channel for fuel, which opens into the crankcase interior.
  • the rear space of the pressure damper is advantageously connected via an opening with the reference pressure, in particular with the environment, which is covered air-permeable by a cover.
  • the cover prevents contamination of the opening. This is particularly useful when the internal combustion engine is used in a working device, in particular in a hand-held implement, which is exposed during operation dirt loads.
  • the cover is advantageously water-repellent. This is particularly provided when the internal combustion engine is used in an environment in which water is used, such as when used in a water-based cut-off machine.
  • the cover is advantageously a sintered metal screen. Such a metal mesh is permeable to air, but acts water repellent, so that it is avoided that water or other liquids can get into the rear space of the pressure damper.
  • the sintered metal screen also has a sufficiently high mechanical stability.
  • the free passage area of the cover is comparatively large, so that even with contamination of the cover still a passage of air from the environment is possible.
  • the pressure equalization through the cover can be done slowly, since only longer-term pressure changes, such as those caused by the heating of the air in the rear space, must be compensated.
  • the free passage area of the cover is advantageously at least approximately 2 times the area of the damping diaphragm which is acted upon by the reference pressure.
  • the damping chamber leads advantageously a connecting channel to the injection valve, wherein the length of the connecting channel from the damping chamber to the injection valve is very low.
  • the length of the connecting channel is advantageously at most 5 times the diameter of the connecting channel. Due to the comparatively short relative to the diameter of the connecting channel between the injection valve and pressure damper arranged liquid column is kept very low.
  • the injector must open and close very quickly. When closing the valve, a pressure wave is created in the fuel supply line and the fuel comes to a stop. If the valve reopens shortly thereafter, the entire fuel column must be accelerated again. It has been found that this acceleration takes too long for the short operating times customary in operation in high-speed internal combustion engines, so that a sufficient amount of fuel can not be supplied.
  • the arrangement of the pressure damper immediately upstream of the injection valve and the very short design of the connecting channel the amount of fuel to be accelerated can be kept very low, so that a sufficient fuel supply can be ensured during operation.
  • the damping diaphragm of the pressure damper is loaded by a spring in the direction of the damping chamber.
  • the spring defines the working area of the pressure damper.
  • the bias of the spring is particularly adjustable so that manufacturing tolerances can be easily compensated and an accurate adjustment of the pressure range in which the membrane works, is possible.
  • the spring also helps to accelerate the fuel column in the connection channel.
  • the pressure damper in the rear space and in the damping chamber has at least one stop for fixing an end position of the damping diaphragm.
  • the damping membrane advantageously has an outer edge. A small size can be achieved if the outer edge of the damping membrane is located in an imaginary plane, with an angle of less than 30 ° with a longitudinal central axis of the injection valve includes.
  • the imaginary plane extends approximately parallel to the longitudinal central axis of the injection valve.
  • the fuel pump has a pump housing.
  • the pressure regulator is advantageously arranged in a conventional diaphragm carburetor.
  • the pressure regulator has a control diaphragm, which limits a control chamber, wherein an inlet valve is arranged at the inlet into the control chamber, which is opened or closed depending on the position of the control diaphragm.
  • a rear space is advantageously formed, which is acted upon by the reference pressure.
  • the fuel pump advantageously has a pump diaphragm, which is acted upon by the fluctuating pressure of the crankcase interior.
  • Fig. 1 shows as an exemplary embodiment of a working device, in particular for a hand-held, portable working device, a power cutter 1.
  • the internal combustion engine with fuel supply device according to the invention can also be provided for other tools such as chainsaws, brushcutters, blowers or the like.
  • the cut-off machine 1 has a housing 2, on which a forwardly projecting arm 3 is fixed. At the free end of the boom 3, a cutting disc 4 is rotatably mounted, which is driven in rotation by a combustion engine 12 arranged in the housing 2. The cutting disk 4 is covered over more than half of its circumference by a protective cover 5.
  • the housing 2 comprises a hood 8, on which an upper handle 6 is formed. At the upper handle 6, a throttle lever 10 and a throttle lock 11 are pivotally mounted. At the rear of the housing 2 facing away from the cutting disk 4, an air filter cover 9 is fixed. At the blade 4 facing side of the housing 2, the housing 2 is overlapped by a handle tube 7.
  • the abrasive grinder 1 has feet 13 with which the grinder 1 can be placed on the floor or other support surface.
  • Fig. 2 shows the internal combustion engine 12 in detail.
  • the internal combustion engine 12 is a two-stroke engine. However, the engine 12 may also be a compound lubricated four-stroke engine.
  • the internal combustion engine 12 has a crankcase 14, on which further housing parts are formed.
  • the crankcase 14 defines a crankcase interior 31, in which a crankshaft 80 is rotatably mounted about a rotation axis 15.
  • the crankshaft 80 is connected via an unillustrated connecting rod with a in Fig. 2 connected piston 21 shown connected in dashed lines.
  • the piston 21 is reciprocally mounted in a cylinder 16 and controls an inlet 17, which opens in the region of the top dead center of the piston 21 into the crankcase interior 31.
  • the piston 21 defines a combustion chamber 22 formed in the cylinder 16.
  • the crankcase interior 31 is in the range of in Fig. 2 shown bottom dead center of the piston 21 via one or more transfer ports 19 connected to the combustion chamber 22.
  • the overflow channels 19 open with overflow windows 20 into the combustion chamber 22.
  • an overflow channel 19 can be divided into a plurality of branches, which open into the combustion chamber 22 with separate overflow windows 20, as in FIG Fig. 2 is shown.
  • From the combustion chamber 22 leads, an outlet 18, which is also slit-controlled by the piston 21 and at the in Fig. 2 shown position of the piston 21 is open at bottom dead center.
  • the internal combustion engine 12 For supplying combustion air, the internal combustion engine 12 has an intake passage 30, which is guided through a throttle housing 27.
  • a throttle element in the embodiment, a throttle valve 28, arranged on which the throttle lever 10 acts.
  • an injection valve is provided which in Fig. 2 not shown.
  • the injection valve is arranged in a receptacle 25 of a holder 24 on the crankcase 14.
  • the holder 24 at the in Fig. 1 shown usual Abstellposition arranged on a flat surface immediately below the throttle body 27 and fixed to the crankcase 14.
  • the holder 24 has an outlet channel 71 for fuel, which opens into the crankcase interior 31.
  • Adjacent to the holder 24, a mounting opening 23 is formed on the crankcase 14, which serves for mounting a pressure-temperature sensor and which is arranged in the parking position below the holder 24.
  • combustion air is sucked through the intake passage 30 into the crankcase interior 31 in the region of top dead center of the piston 21.
  • the injection valve supplies fuel into the crankcase interior 31.
  • the fuel / air mixture flows from the crankcase interior 31 via the or the overflow channels 19 and the overflow 20 in the combustion chamber 22 a.
  • the mixture is compressed in the combustion chamber 22 and ignited in the region of top dead center of the piston 21 by a spark plug, not shown.
  • the piston 21 is accelerated in the direction of the crankcase 14.
  • the exhaust gases escape from the combustion chamber 22 and fresh mixture from the crankcase interior 31 flows via the transfer port or passages 19 into the combustion chamber 22.
  • the piston 21 moves in the cylinder 16 in the direction of a cylinder longitudinal axis 29.
  • the cylinder longitudinal axis 29 is in the in Fig. 1 shown usual parking position of the cutting grinder 1 approximately perpendicular or slightly inclined to the vertical rake.
  • Fig. 3 shows the fuel supply device of the internal combustion engine 12 in detail.
  • the grinder 1 has a fuel tank 32 into which a suction head 33 protrudes.
  • the fuel supply device has a fuel pump 34 which has a pump chamber 38 bounded by a pump diaphragm 39.
  • fuel is sucked from the fuel tank 32 via the suction head 33 via a suction valve 37, which is designed as a check valve.
  • the fuel is conveyed via a downstream of the pump chamber 31 arranged pressure valve 41, which is also designed as a check valve, in a fuel chamber 52.
  • the pump diaphragm 39 is acted upon on its side facing away from the pump chamber 38 via an impulse line 40 with the fluctuating pressure of the crankcase interior 31.
  • the fuel pump 34 is arranged in a pump housing 51, in which a pressure regulator 35 is arranged.
  • the pressure regulator 35 is disposed downstream of the fuel pump 34.
  • the pressure regulator 35 has a control diaphragm 44, which separates a control chamber 43 from a rear chamber 47.
  • the control chamber 43 is connected via an inlet valve 42 to the fuel chamber 52 of the fuel pump 34.
  • the inlet valve 42 is of a Inlet needle formed, which is arranged on a lever 45.
  • the second end of the lever 45 is connected to the control diaphragm 44.
  • the inlet valve 42 opens and closes.
  • the control diaphragm 44 is loaded by a spring 46 in the direction of the control chamber.
  • the spring 46 is designed as a compression spring and arranged in the rear space 47.
  • the rear chamber 47 is acted upon via an opening 48 with a reference pressure, which is the ambient pressure in the embodiment.
  • a fuel strainer 49 is arranged, through which the fuel flows from the control chamber 43 into a fuel line 50.
  • the pressure damper 36 has a damping diaphragm 54, which separates a damping chamber 53 from a rear space 56.
  • the fuel from the fuel line 50 flows through the damping chamber 53.
  • the damping diaphragm 54 is acted upon by a spring 55 in the direction of the damping chamber 53.
  • the spring 55 is designed as a compression spring and arranged in the rear space 56.
  • the rear space 56 is acted upon via an opening 57 with the same reference pressure as the pressure regulator 35, in the embodiment with the ambient pressure.
  • the fuel reaches the injection valve 26.
  • the injection valve 26 supplies the fuel into the crankcase interior 31.
  • Fig. 4 shows the structural arrangement of the holder 24 and the pressure damper 36 on the circumference of the crankcase 14 in an obliquely cut, perspective view.
  • the holder 24 and the pressure damper 36 are in the direction of the axis of rotation 15 of the crankshaft side by side.
  • the holder 24 is adjacent to a starter housing 82, in which the starting device for the internal combustion engine 12 is arranged.
  • the starter housing 82 are also a centrifugal clutch and a Pulley arranged to drive the drive belt of the cutting disc 4.
  • the pressure damper 36 is adjacent to a Lüfterradgephinuse 81, in which rotates the fan of the engine and promotes cooling air.
  • a pressure range of the Lüfterradgepuruses 81 is via a channel 83, the in Fig. 4 is shown only schematically, connected to a cooling housing 84, in which the holder 24 and the pressure damper 36 are arranged. Via the channel 83, the holder 24 with the injection valve 26 and the pressure damper 36 is actively cooled.
  • Fig. 5 shows the design of the holder 24 in detail.
  • the holder 24 has a housing 59, which comprises a first housing part 60 and a second housing part 61.
  • a first fuel nozzle 63 in which the fuel line 50 is formed
  • a second fuel nozzle 64 in which the return line 58 is formed fixed.
  • a connecting channel 73 leads to the injection valve 26.
  • the connecting channel 73 opens at an annular space 85 on the circumference of the injection valve 26.
  • the annular space is connected via an in Fig. 7 shown inlet opening 72 connected to the interior of the injection valve 26.
  • the fuel leaves the injection valve 26 via the in Fig. 5 shown fuel port 70, which opens into the outlet channel 71.
  • the fuel opening 70 is opened and closed by the injection valve 26.
  • the rear space 56 is formed in the second housing part 61.
  • the region arranged immediately adjacent to the damping membrane 54 is connected to a region 86 of the damping chamber 53 via one or more connecting openings 62.
  • the area 86 has the opening 57 to the environment.
  • the opening 57 is covered by a cover 67, which is permeable to air and in particular water-repellent or impermeable to water.
  • the cover 67 is advantageously a sintered metal mesh.
  • the spring 55 is supported on a plug 65 which is held in a holder 66, for example screwed or pressed into this.
  • the position of the plug 65 in the holder 66 may be in the manufacture of the pressure damper 36 are changed.
  • the bias of the spring 55 and thus the position of the damping diaphragm 54 at the desired fuel pressure is adjustable.
  • the free passage area a of the cover 67 is significantly larger than the acted upon in the back space 56 surface of the damping diaphragm 54.
  • the free passage area a is advantageously at least twice, in particular at least 3 times to 10 times the directly pressurized with the reference pressure surface b of the damping diaphragm 54th Even with partial soiling of the cover 67, it is ensured that the ambient pressure is applied to the damping membrane 54.
  • the cover 67 the pressure between the environment and the rear space 56 can compensate. The pressure compensation can take place slowly, especially in the case of heavy contamination of the cover 67.
  • the damping diaphragm 54 is held on a retaining sleeve 69.
  • the area of the damping membrane 54 that is covered by the holding bushing 69 does not count towards the applied area b.
  • Fig. 7 shows the fixation of the damping membrane 54 in detail.
  • the damping membrane 54 has an inner edge 75 which is held between the retaining sleeve 69 and a retaining pin 68 pressed in from the opposite side.
  • the retaining pin 68 has a retaining edge 77 which presses the inner edge 75 of the damping membrane 54 against an edge of the retaining sleeve 69 and fixed so.
  • the outer edge 76 of the damping membrane 54 is clamped between the two housing parts 60 and 61 and lies in an imaginary plane 91.
  • the imaginary plane 91 extends parallel to a longitudinal central axis 92 of the injection valve 26.
  • the imaginary plane 91 closes with the longitudinal central axis 92 of the injection valve 26 at an angle which is less than about 30 °.
  • the retaining sleeve 69 has a support surface 74, on which one end of the spring 55 formed as a compression spring rests. The retaining sleeve 69 protrudes into the interior of the spring 55 and forms a guide for the spring 55. At its other end, the spring 55 is supported on the plug 65.
  • the connecting channel 73 is formed very short. As Fig. 7 shows, the connecting channel 73 has a length 1, which is only slightly larger than the diameter d of the connecting channel 73. The length 1 is advantageously at most 5 times the diameter d of the connecting channel 73. The length 1 is significantly less than the diameter of the damping diaphragm 54. The length 1 is measured from the exit from the damping chamber 53 until it enters the annular space 85.
  • Fig. 7 the damping membrane 54 is arranged in a first end position. In this end position of the retaining pin 68 is located on a arranged in the damping chamber 53 stop 78. This position of the damping diaphragm 54 results when the fuel in the damping chamber 53 is depressurized or no fuel is arranged in the damping chamber 53.
  • Fig. 8 the damping membrane 54 is shown in its central position. In this position, the damping diaphragm 54 is advantageously in operation.
  • the retaining pin 68 has a distance from the stop 78.
  • a stop 79 is formed, to which the support surface 74 at the in Fig. 8 shown center position also has a distance.
  • the operating pressure may be, for example, about 100 mbar overpressure relative to the ambient pressure.
  • Fig. 9 shows the damping membrane 54 in its other end position. In this position, the support surface 74 abuts the stop 79. This situation arises when the pressure of the fuel in the damping chamber 53 is too high and is for example about 130 mbar. By the stops 78 and 79 an excessive deflection of the damping membrane 54 is avoided. Good fuel damping is at the in Fig. 8 shown center position of the damping diaphragm 54 given. To ensure that the damping diaphragm 54 operates in its center position during operation, it is provided that in the rear space 56 of the pressure damper 36 and in the rear space 47 of the pressure regulator 35, the same reference pressure prevails. In the exemplary embodiment, this is the ambient pressure.
  • the reference pressure may also be another pressure, for example the pressure in the clean room of an air filter of the internal combustion engine 12.
  • the pressure regulator 35 and the pressure damper 36 operate with the same reference pressure, a vote of pressure regulator 35 and pressure damper 36 is given in a simple manner. Even with very low fuel pressures at which the spring 55 is designed very weak in the pressure damper 36, it can be ensured that the damping diaphragm 54 operates in operation in its central position and can dampen the resulting pressure fluctuations well.
  • Fig. 10 shows an embodiment of the crankcase 14 of a cutting grinder 1.
  • the same reference numerals as in the preceding figures indicate corresponding components.
  • the rear space 56 of the pressure damper 36 is not acted upon by the ambient pressure, but with the pressure in the Lüfterradgephase 81.
  • the opening 57 is connected via a channel 89, which is guided in the embodiment in a funnel 90, with a connection opening 88 in the Lüfterradgephase 81.
  • the connection opening 88 is arranged in the exemplary embodiment in an overpressure region of the fan wheel housing 81, so that the reference pressure of the pressure damper 36 during operation of the internal combustion engine 12 is higher than the ambient pressure.
  • connection opening 88 can also be arranged in a negative pressure region of the fan wheel housing 81.
  • the reference pressure of in Fig. 10 Pressure regulator 35, not shown, is the ambient pressure as shown in the first embodiment, so that the reference pressures of pressure regulator 35 and pressure damper 36 are different.
  • the different reference pressures of pressure regulator 35 and pressure damper 36 are compensated.
  • the spring 55 of the pressure damper 36 can be designed to be correspondingly weak or completely eliminated.
  • a compensation by a corresponding bias of the damping diaphragm 54 of the pressure damper 36 done. It may also be provided to neglect the differences in the reference pressures.
  • an electronic compensation of the difference of the reference pressures may be provided.
  • a digital pressure transducer which measures one or both reference pressures and electronically compensates for any differences in pressure.
  • an actuator may be provided which acts on the pressure damper according to the measured pressure differences and thus compensates the pressure differences. This can be done for example by mechanical adjustment of a contact surface of the spring 55. As a result, the bias of the spring 55 and thus the rest position of the damping diaphragm 53 is changed. Thus, pressure differences between the reference pressures can be compensated.
  • FIG. 11 shown embodiment of the fuel supply device of the cutting machine 1 ( Fig. 1 ).
  • the pressure in the return line 58 substantially corresponds to the pressure in the fuel line 50, in particular when the injection valve 26 is closed This will cause the in Fig. 11 embodiment shown achieves the same pressure damping as in the Fig. 3 shown embodiment.
  • the damping chamber 53 of the pressure damper 36 flows through the fuel, so that the formation of vapor bubbles is avoided.
  • the structure of the fuel supply from Fig. 11 corresponds - except for the arrangement of the pressure damper 36 - the structure of in Fig. 3 shown embodiment.
  • Like reference numerals denote corresponding elements.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)

Claims (15)

  1. Moteur à combustion interne avec un dispositif d'alimentation en carburant, le dispositif d'alimentation en carburant comportant une pompe à carburant (34), un amortisseur de pression (36) et une soupape d'injection (26), l'amortisseur de pression (36) comportant une membrane d'amortissement (54) qui sépare un espace d'amortissement (53) d'un espace arrière (56), l'espace arrière (56) de l'amortisseur de pression (36) étant contraint avec une première pression de référence, et le dispositif d'alimentation en carburant comportant un régulateur de pression (35),
    caractérisé en ce que le régulateur de pression (35) régule la pression du carburant refoulé par la pompe à carburant (34) vers la soupape d'injection (26), par rapport à une seconde pression de référence du régulateur de pression (35), et en ce que la première pression de référence et la seconde pression de référence sont adaptées l'une à l'autre.
  2. Moteur à combustion interne selon la revendication 1,
    caractérisé en ce que la première pression de référence est égale à la seconde pression de référence, la première pression de référence et la seconde pression de référence étant constituées en particulier par la pression ambiante.
  3. Moteur à combustion interne selon la revendication 1 ou 2,
    caractérisé en ce que l'espace d'amortissement (53) est disposé sur la trajectoire d'écoulement du carburant de la pompe à carburant (34) jusqu'à la soupape d'injection (26).
  4. Moteur à combustion interne selon l'une des revendications 1 à 3,
    caractérisé en ce que l'espace d'amortissement (53) est disposé sur la trajectoire d'écoulement du carburant de la soupape d'injection (26) jusqu'à un réservoir de carburant (32) du dispositif d'alimentation en carburant.
  5. Moteur à combustion interne selon l'une des revendications 1 à 4,
    caractérisé en ce que la soupape d'injection (26) est disposée dans un support (24) fixé au moteur à combustion interne (12).
  6. Moteur à combustion interne selon la revendication 5,
    caractérisé en ce que le support (24) comporte un boîtier (59), l'espace d'amortissement (53) de l'amortisseur de pression (36) étant délimité par le boîtier (59) du support (24).
  7. Moteur à combustion interne selon la revendication 5 ou 6,
    caractérisé en ce que le support (24) est disposé sur un carter de vilebrequin (14) du moteur à combustion interne (12) et comporte un conduit de sortie (71) pour le carburant, qui débouche dans l'espace intérieur de carter de vilebrequin (31).
  8. Moteur à combustion interne selon l'une des revendications 1 à 7,
    caractérisé en ce que l'espace arrière (56) de l'amortisseur de pression (36) est contraint avec une pression de référence par l'intermédiaire d'une ouverture (57) qui est couverte de manière perméable à l'air par un recouvrement (67), le recouvrement (67) étant constitué en particulier par un tamis en métal fritté.
  9. Moteur à combustion interne selon l'une des revendications 1 à 8,
    caractérisé en ce que de l'espace d'amortissement (53), un conduit de liaison (73) mène jusqu'à un logement (25) pour la soupape d'injection (26), la longueur (1) du conduit de liaison (73) de l'espace d'amortissement (53) jusqu'au logement (25) étant égale au maximum à 5 fois le diamètre (d) du conduit de liaison (73).
  10. Moteur à combustion interne selon l'une des revendications 1 à 9,
    caractérisé en ce que la membrane d'amortissement (54) de l'amortisseur de pression (36) est contrainte par un ressort (55) en direction de l'espace d'amortissement (53), la contrainte initiale du ressort (55) étant réglable.
  11. Moteur à combustion interne selon l'une des revendications 1 à 10,
    caractérisé en ce que l'amortisseur de pression (36) comporte dans l'espace arrière (56) et dans l'espace d'amortissement (53) respectivement au moins une butée (78, 79) pour fixer une position de fin de course de la membrane d'amortissement (54).
  12. Moteur à combustion interne selon l'une des revendications 1 à 11,
    caractérisé en ce que la membrane d'amortissement (54) présente un bord extérieur (76) situé dans un plan imaginaire (91) qui définit avec un axe longitudinal médian (92) de la soupape d'injection (26) un angle de moins de 30° environ.
  13. Moteur à combustion interne selon l'une des revendications 1 à 12,
    caractérisé en ce que la pompe à carburant (34) comporte un carter de pompe (51) dans lequel est disposé le régulateur de pression (35).
  14. Moteur à combustion interne selon l'une des revendications 1 à 13,
    caractérisé en ce que le régulateur de pression (35) comporte une membrane régulatrice (44) qui délimite une chambre régulatrice (43), une soupape d'admission (42) qui s'ouvre ou se ferme en fonction de la position de la membrane régulatrice (44) étant disposée à l'entrée de la chambre régulatrice (43), et en ce que sur le côté de la membrane régulatrice (44) opposé à la chambre régulatrice (43), en particulier, est formé un espace arrière (47) qui est avantageusement contraint avec la seconde pression de référence.
  15. Moteur à combustion interne selon l'une des revendications 1 à 14,
    caractérisé en ce que le moteur à combustion interne comporte un carter de vilebrequin (14), et en ce que la pompe à carburant (34) comporte une membrane de pompe (39) qui est contrainte par la pression variable de l'espace intérieur de carter de vilebrequin (31).
EP12008129.4A 2011-12-07 2012-12-05 Moteur à combustion interne avec un système d' alimentation en carburant Active EP2602471B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102011120468A DE102011120468A1 (de) 2011-12-07 2011-12-07 Verbrennungsmotor mit Kraftstoffzuführeinrichtung

Publications (3)

Publication Number Publication Date
EP2602471A2 EP2602471A2 (fr) 2013-06-12
EP2602471A3 EP2602471A3 (fr) 2014-12-17
EP2602471B1 true EP2602471B1 (fr) 2017-03-08

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ID=47520658

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Application Number Title Priority Date Filing Date
EP12008129.4A Active EP2602471B1 (fr) 2011-12-07 2012-12-05 Moteur à combustion interne avec un système d' alimentation en carburant

Country Status (5)

Country Link
US (1) US20130146028A1 (fr)
EP (1) EP2602471B1 (fr)
JP (1) JP2013119861A (fr)
CN (1) CN103174571A (fr)
DE (1) DE102011120468A1 (fr)

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DE102015016484A1 (de) * 2015-12-15 2017-06-22 Andreas Stihl Ag & Co. Kg Manuell zu betätigende Förderpumpe und Kraftstoffsystem mit einer Förderpumpe
JP6730867B2 (ja) * 2016-07-14 2020-07-29 株式会社やまびこ 内燃エンジンによって駆動される刈払機
WO2021176813A1 (fr) * 2020-03-02 2021-09-10 株式会社やまびこ Moteur à combustion interne à deux temps et engin de chantier à moteur
JP2023137435A (ja) * 2022-03-18 2023-09-29 株式会社丸山製作所 ２サイクルエンジン

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Also Published As

Publication number Publication date
EP2602471A3 (fr) 2014-12-17
JP2013119861A (ja) 2013-06-17
DE102011120468A1 (de) 2013-06-13
CN103174571A (zh) 2013-06-26
EP2602471A2 (fr) 2013-06-12
US20130146028A1 (en) 2013-06-13

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