EP2610458B1 - Appareil de travail - Google Patents

Appareil de travail Download PDF

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Publication number
EP2610458B1
EP2610458B1 EP12008124.5A EP12008124A EP2610458B1 EP 2610458 B1 EP2610458 B1 EP 2610458B1 EP 12008124 A EP12008124 A EP 12008124A EP 2610458 B1 EP2610458 B1 EP 2610458B1
Authority
EP
European Patent Office
Prior art keywords
cooling
air
working implement
zone
internal combustion
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
EP12008124.5A
Other languages
German (de)
English (en)
Other versions
EP2610458A1 (fr
Inventor
Thorsten Schäffer
Wolfgang Layher
Christopher Tost
Arno Kinnen
Igor Klaric
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
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Andreas Stihl AG and Co KG filed Critical Andreas Stihl AG and Co KG
Publication of EP2610458A1 publication Critical patent/EP2610458A1/fr
Application granted granted Critical
Publication of EP2610458B1 publication Critical patent/EP2610458B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
    • F01P5/04—Pump-driving arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P1/00—Air cooling
    • F01P1/06—Arrangements for cooling other engine or machine parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P1/00—Air cooling
    • F01P1/02—Arrangements for cooling cylinders or cylinder heads, e.g. ducting cooling-air from its pressure source to cylinders or along cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P1/00—Air cooling
    • F01P1/06—Arrangements for cooling other engine or machine parts
    • F01P1/10—Arrangements for cooling other engine or machine parts for cooling fuel injectors or sparking-plugs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/12—Filtering, cooling, or silencing cooling-air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
    • F01P5/06—Guiding or ducting air to, or from, ducted fans
    • 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

Definitions

  • the invention relates to a working device of the type specified in the preamble of claim 1.
  • a working device namely a grass trimmer known, which has a fuel pump, an injection valve and an internal combustion engine.
  • the fuel pump is arranged.
  • the injection valve is arranged above a fan and cooled by the cooling air conveyed by the fan.
  • a similar work tool is used in the WO 97/39228 shown.
  • the invention has for its object to provide a working device of the generic type, in which an improved cooling of the fuel pump is achieved.
  • the implement has several cooling zones.
  • a first cooling zone the cylinder of the internal combustion engine is arranged, which is the hottest component of the working device during operation.
  • the fuel pump is arranged in a second cooling zone.
  • a buffer zone is formed, which is separated from both the first cooling zone and the second cooling zone via at least one partition wall.
  • the buffer zone causes a good thermal separation of the first and the second cooling zone. This can prevent excessive heating of the fuel pump during operation. Excessive heating of the fuel pump can form gas bubbles in the fuel pump, which prevent further fuel to the engine can be promoted. Excessive heating of the fuel pump must therefore be avoided.
  • a buffer zone is arranged between the first and the second cooling zone. This results in a spatial separation of the fuel pump from the cylinder, which also prevents excessive heating of the fuel pump.
  • the buffer zone Due to the buffer zone, an excessive heating of the fuel pump is reduced even when the internal combustion engine is switched off during reheating of the internal combustion engine.
  • the reheating of the internal combustion engine refers to the period of time after the engine is switched off, during which the heat is distributed in the components. In this case, the cylinder of the internal combustion engine cools down and gives off its heat to other components, in particular to adjacent components such as the crankcase, which heat up as a result. Since cooling air is no longer conveyed during reheating, higher temperatures can occur at individual components during reheating than during operation.
  • the buffer zone reduces heat transfer to the fuel pump during reheating.
  • the partitions do not necessarily separate the cooling zones from the buffer zone, but at least partially. In particular, the partitions provide a substantial separation which ensures that the air streams in the cooling zones and the buffer zone flow substantially separately from each other. At suitable locations, a substantially dense separation through the at least one partition may be advantageous.
  • the second cooling zone lies in the flow path of the combustion air sucked by the internal combustion engine.
  • the implement has a fan wheel which serves to convey cooling air.
  • the combustion air sucked in by the internal combustion engine was not already compressed, and thus heated, like the air conveyed by the fan wheel.
  • the combustion air sucked in by the internal combustion engine is thereby somewhat cooler than the cooling air conveyed by the fan wheel.
  • the implement has an intake opening, via which the cooling air is sucked into the second cooling zone.
  • the fuel pump is advantageously arranged in the flow path of the cooling air flowing through the intake opening.
  • the fuel pump is in particular immediately adjacent to the intake opening in the second cooling zone arranged.
  • the cooling of the fuel pump combustion air is thus not yet heated by other components, so that there is a very good cooling of the fuel pump.
  • the combustion air is advantageously sucked directly from the environment into the second cooling zone.
  • the intake opening is arranged in particular in a region which has the largest possible distance to the outlet of the cooling air flowing through the first cooling zone from the working device, ie to the outlet of the cooling air, which cools the cylinder.
  • the buffer zone is arranged.
  • the cooling air is conveyed into the buffer zone by the fan.
  • the buffer zone can be arranged on the suction side of the fan wheel, ie upstream of the fan wheel, or on the pressure side of the fan wheel, ie downstream of the fan wheel.
  • a simple arrangement results in an arrangement of the buffer zone downstream of the fan, so when the fan presses the cooling air in the buffer zone.
  • the fan wheel sucks the cooling air through the buffer zone, that is, the buffer zone is upstream of the fan.
  • the cooling air is sucked in this case from a lying in the usual parking position of the implement below area and passes through an opening in the fan housing in the fan housing.
  • the sucked by the fan cooling air was not yet compressed by the fan and is therefore cooler than the cooling air flowing from the fan, so that the arrangement of the buffer zone in the sucked by the fan cooling air flow effective cooling of the buffer zone results.
  • the injection valve is arranged in the buffer zone. Because the injection valve is not arranged in the first cooling zone but in a buffer zone which is at least partially separated from the first cooling zone by a dividing wall, improved cooling of the injection valve can be achieved.
  • a pressure damper is arranged in the buffer zone adjacent to the injection valve. The pressure damper must also be cooled as well as possible during operation in order to prevent gas bubble formation in the pressure damper. At the same time it is advantageous, the pressure damper as close as possible to the injection valve to arrange. This can be accomplished by placing the pressure damper adjacent to the injector in the buffer zone.
  • the injection valve is arranged in a region which is connected via a connecting channel with the interior of the fan wheel housing.
  • the cooling air can be directed to the area in which the injection valve is arranged.
  • the channel is designed to be as short as possible in order to keep the flow resistance low and to achieve the most direct possible cooling of the region in which the injection valve is arranged.
  • the cooling of the injection valve can be improved if the injection valve is arranged in an antechamber of the buffer zone, from which the cooling air flows into a main chamber of the buffer zone.
  • the subdivision of the buffer zone into an antechamber and a main chamber allows for improved, direct cooling of the injection valve and possibly the pressure damper.
  • the air entering the buffer zone goes directly to the injector and the pressure damper before being heated by other components.
  • the pre-chamber is advantageously made small, so that the cooling air is purposefully guided to the injection valve or a component surrounding the injection valve.
  • a simple construction results when the prechamber is separated from an air guiding component by the main chamber.
  • the air guide component is advantageously held on a crankcase of the internal combustion engine.
  • the cooling air flows advantageous between the air guide member and the crankcase in the main chamber.
  • the connection opening between the prechamber and the main chamber of the buffer zone is formed in a simple manner in that the air guiding component is not sealed with respect to the crankcase of the internal combustion engine, but has a small distance to it.
  • the air guide component advantageously encloses the components arranged in the pre-chamber as closely as possible, so that it is ensured that the components are flowed around by the cooling air and are well cooled.
  • the first partition is at least partially formed by a portion of an engine cover.
  • the engine cover is advantageously disposed within the outer housing of the implement and covered by a hood of the implement. This makes it possible to avoid contact between the operator and the engine cover which heats up during operation.
  • the engine cover covers the cylinder of the internal combustion engine. Under the engine cover, the fan promotes cooling air. Particularly advantageously, the cooling air is pressed under the engine cover. However, it may also be provided to arrange the fan so that the cooling air is sucked under the engine cover, so the first cooling zone is located on the suction side of the fan. It may be advantageous that the first partition is at least partially bounded by the air guide component.
  • At least one partition wall section of the second partition is integrally formed on the tank housing of the implement.
  • the buffer zone is advantageously located between an air filter of the working device and the internal combustion engine.
  • the internal combustion engine has an intake passage which connects the internal combustion engine with the air filter and which is guided through the buffer zone due to the arrangement of the buffer zone between the air filter and the internal combustion engine. It is envisaged that the intake passage of the internal combustion engine protrudes through the second partition wall.
  • a simple construction results if at least one partition wall section of the second partition wall is formed on a separate component fixed to the tank housing.
  • the two partition wall sections advantageously limit the passage opening for the intake passage, so that the intake passage can be placed on the tank housing and the separate component can be placed on the tank housing and fixed thereto. As a result, a simple structure and a simple assembly is achieved.
  • a discharge channel for liquid removal from the second cooling zone leads into the buffer zone through the second partition wall.
  • the discharge channel is advantageous as a depression in a wall bounding the second cooling zone of the tank housing educated. This results in a simple structure. For the discharge channel no additional components are needed.
  • the discharge channel falls in the parking position of the working device from the second cooling zone to the buffer zone. This ensures that liquid from the second cooling zone can flow into the buffer zone.
  • the liquid flows from the buffer zone into the environment.
  • the air pressure in the buffer zone may be higher than the air pressure in the second cooling zone, in particular, when the cooling air is conveyed into the buffer zone by the fan of the implement.
  • the discharge channel is connected to the second cooling zone downstream of the fuel pump in relation to the flow direction in the second cooling zone. Air that flows from the buffer zone into the second cooling zone can not thereby flow to the fuel pump, but is sucked to the engine.
  • the handles are usually vibration-decoupled from the internal combustion engine via anti-vibration elements.
  • a vibrating gap is usually formed between the engine and the handles.
  • the oscillation gap extends between the tank housing and the internal combustion engine.
  • the oscillation gap advantageously extends through the buffer zone.
  • the fuel pump is advantageously fixed to the tank housing and separated by the extending through the buffer zone oscillation gap of the arranged in the first cooling zone cylinder. This results in a large distance between the fuel pump and the cylinder, which ensures that the fuel pump is not heated inadmissible.
  • the volume of the buffer zone changes during operation in the case of relative movements of the tank housing and the internal combustion engine.
  • the arrangement of a solid insulating body, which fills the buffer zone is not possible because this insulator would hinder the relative movement between the tank housing and the engine.
  • Fig. 1 shows as an exemplary embodiment of a working device, in particular a hand-held implement, a power grinder 1.
  • the implement is advantageously portable.
  • the implement may instead of a cutting machine 1 also another working device such as a brushcutter, a chainsaw, a hedge trimmer or the like. Be.
  • the power cutter 1 has a housing 2, the structure of which will be explained in more detail below.
  • a boom 3 is fixed, which projects forward and at the free end of a cutting disc 4 is rotatably mounted, which is at least partially covered by a protective cover 5.
  • a protective cover 5 For guiding the cutting grinder 1 is an upper handle 6, which is formed on a hood 8 of the housing 2, and a handle tube 7, which engages over the housing 2 on the side facing the blade 4.
  • an air filter cover 9 is fixed.
  • To stop the cutting grinder 1 serve on the housing 2 and the handle tube 7 fixed feet 13. If the power grinder 1 is placed on a flat surface, it is located in the in Fig. 1 shown parking position 69.
  • an internal combustion engine 12 is arranged, which serves for the rotary drive of the cutting disc 4.
  • the internal combustion engine 12 is a two-stroke engine in the embodiment. However, the engine 12 may also be a compound lubricated or a separately lubricated four-stroke engine.
  • the internal combustion engine 12 is advantageously a single-cylinder engine.
  • To operate the internal combustion engine 12 is a pivotally mounted on the upper handle 6 throttle lever 10. The throttle lever 10 can only be pressed when a likewise mounted on the upper handle 6 throttle lever lock 11 is actuated.
  • a fuel pump 23 is arranged in the housing 2.
  • the fuel pump 23 is adjacent to the air filter cover 9, ie arranged on the blade 4 remote from the rear side of the housing 2.
  • the hood 8 has an intake opening 65, which is formed by a plurality of cooling air slots 66.
  • the cooling air slots 66 are formed immediately adjacent to the fuel pump 23 in the hood 8 of the housing 2.
  • an engine cover 27 is provided which partially covers the engine 12. The engine cover 27 is covered by the hood 8.
  • Fig. 2 shows a plan view of the grinder 1, wherein the boom 3 is not shown. In addition, the hood 8 and the air filter cover 9 are removed. Other components are not shown to better illustrate the structural design.
  • a first cooling zone A is formed, in which a cylinder 17 of the internal combustion engine 12 is arranged.
  • the first cooling zone A promotes a driven by the internal combustion engine 12 fan 28 cooling air.
  • the cooling air will flow along in Fig. 2 schematically drawn arrows 61 conveyed over the cylinder 17 and passes forward, ie in the direction of the cutting wheel 4, from the housing 2.
  • the fan 28 sucks the cooling air through a in Fig. 2 schematically shown Lüfterraddeckel 70 directly from the environment.
  • the fuel pump 23 is arranged in a second cooling zone C, directly adjacent to the suction opening 65 (FIG. Fig. 1 ).
  • the ambient air flows from the environment directly through the fuel pump 23.
  • the suction port 65 is a separate suction port for cooling air, which is separated from the suction port of the intake air from the fan 28 cooling air.
  • the air sucked into the second cooling zone C is combustion air for the internal combustion engine 12, which is in the direction of an arrow 63 in FIG Fig. 2 not shown air inlet openings of an air cleaning unit 71 flows.
  • the air purification unit 71 is partially formed on a tank housing 25 of the cutter 1.
  • Fig. 2 Also shows, in the tank housing 25, a fuel tank 32 is formed, from which the fuel pump 23 sucks the fuel.
  • the fuel pump 23 is for this purpose with the in Fig. 8 shown connecting piece 51, which in the in Fig. 2 shown mounting opening 41 of the tank housing 25 is fixed.
  • a buffer zone B is formed between the first cooling zone A and the second cooling zone C.
  • the buffer zone B is separated from the first cooling zone A by a partition formed by the engine cover 27.
  • the separation between the first cooling zone A and the buffer zone B runs in the in Fig. 2
  • the buffer zone B is separated from the second cooling zone C by a partition wall which is partially separated from the one shown in FIG Fig. 2 shown upper partition wall portion 35 is formed.
  • the upper partition wall section 35 is formed on an assembly aid 36, which is placed on the tank housing 25.
  • the mounting aid 36 has two arms 37 which hold a receptacle 38.
  • the receptacle 38 receives the throttle lever 10 facing the end of a Bowden cable.
  • the Bowden cable which runs through the Bowden cable sheath, serves to transmit the adjusting movement of the throttle lever 10 to a throttle element, which is still shown below, in an intake passage of the internal combustion engine 12.
  • the tank housing 25 is separated from a motor unit 24 of the cutting grinder 1 via a vibration gap 60.
  • the vibration gap 60 is bridged by a plurality of anti-vibration elements, of which in Fig. 2 an anti-vibration element 40 is shown.
  • the engine unit 24 comprises the internal combustion engine 12, a mounting flange 72 for the boom 3, and a fan wheel housing 44 arranged on the opposite side of the internal combustion engine 12, in which the fan wheel 28 is arranged.
  • the tank housing 25 and motor unit 24 move relative to each other. As a result, the volume of the buffer zone B changes permanently during operation.
  • the combustion air sucked into the second cooling zone C flows into air inlet openings 73 of the air cleaning unit 71 on the longitudinal side of the cutting grinder 1, which faces away from the mounting flange 72 and on which the fan impeller 28 is arranged.
  • the air inlet openings 73 open into cyclones 33, which in Fig. 4 are shown.
  • the air inlet openings 73 are arranged adjacent to the outer circumference of the Lüfterradgephinuses 44. From the cyclones 33, the combustion air flows into an air filter, not shown, and from there into an intake passage of the internal combustion engine 12.
  • the combustion air is sucked into the second cooling zone C from the environment.
  • it could also be provided to convey air from an overpressure region of the fan wheel housing 44 into the second cooling zone C and from there as combustion air to the air inlet openings 73.
  • the combustion engine 12 combustion air is supplied, which is under pressure.
  • the Lüfterradgephase 44 forms a fan coil and is integrally formed on a crankcase 14 of the engine 12.
  • the Lüfterradgephase 44 defines a fan coil 78.
  • a connection opening 46 is formed in an overpressure region of the fan coil 78, in which a connection sleeve 75 is arranged.
  • the connecting sleeve 75 which may be a rubber grommet, for example, connects the overpressure region of the ventilator wheel housing 44 to a connecting channel 47 which opens into an antechamber 67 formed in the buffer zone B.
  • a holder 42 for an injection valve of the internal combustion engine 12 is arranged in the antechamber 67.
  • a pressure damper 45 is also integrated for the funded by the fuel pump 23 fuel.
  • the pre-chamber 67 and the connecting channel 47 are formed in a hood-shaped air guide member 43.
  • the air guide member 43 is held on the crankcase 14.
  • the air guide member 43 encloses the holder 42 closely, so that only a narrow flow path for the cooling air is formed between the air guide member 43 and holder 42. This ensures that the holder 42 and arranged in the holder 42 injection valve are well cooled.
  • the air guide member 43 does not seal with the crankcase 14 so that the cooling air forced into the air guide member 43 along the arrow 62 can escape into a main chamber 68 of the buffer zone B through gaps formed between the air guide member 43 and the crankcase 14. From the main chamber 68 the cooling air flows out of the housing 2 in the direction of the arrow 49 adjacent to the mounting flange 72.
  • FIGS. 3 and 4 show, on the internal combustion engine 12, an exhaust muffler 19 is fixed, which is arranged on the cutting disc 4 facing the front of the housing 2.
  • a crankshaft not shown in the figures is rotatably mounted about an axis of rotation 15.
  • the axis of rotation 15 of the crankshaft is below the cutting plane and is shown only schematically.
  • an overflow channel 18 leads, which opens into a cylinder 17 formed in the combustion chamber.
  • the cylinder 17 has a cylinder longitudinal axis 29, which in the in Fig. 1 shown usual parking position 69 against the in Fig. 1 shown vertical 79 is slightly inclined rearwardly toward the upper handle 6.
  • a throttle element in the embodiment, a throttle valve 22, is pivotally mounted.
  • an intake passage 30 is guided, the combustion air into the crankcase interior 16 supplies.
  • the throttle housing 21 is connected via an intake 20 with a fixed to the air filter bottom of the air filter channel section 53.
  • the intake manifold 20 is made of an elastic material and is therefore elastic. Due to its elasticity, the intake manifold can compensate for relative movements between the motor unit 24, on which the throttle housing 21 is fixed, and the tank housing 25 with the channel section 53.
  • the arranged in the buffer zone B intake 20 bridges the vibration gap 60.
  • a further anti-vibration element 64 which bridges the oscillation gap 60, is shown between a web 59 of the tank housing 25 projecting in the direction of the separating disk 4 and the motor unit 24.
  • a plurality of anti-vibration elements 64 are arranged between the web 59 and the motor unit 24, which are arranged next to the web 59 and which are not shown in the figures.
  • the combustion air is sucked through the second cooling zone C from the environment via the fuel pump 23 into the air inlet openings 73 of the air cleaning unit 71.
  • the fan 28 conveys cooling air into the first cooling zone A, which is formed in the space between the engine cover 27 and the cylinder 17, in the direction of the arrow 61 (FIG. Fig. 4 ). Cooling air is forced into the buffer zone from an overpressure region of the fan wheel spiral 78 into the prechamber 67 arranged below the venting guide component 43. The air escapes into the environment via the main chamber 68 of the buffer zone B.
  • the combustion air is purified in the air cleaning unit 71 and supplied via the channel section 53, the intake manifold 20 and the throttle body 21 in the crankcase interior 16.
  • the fuel / air mixture from the crankcase interior 16 flows via the overflow channel 18, which opens with at least one overflow opening, not shown, into a combustion chamber formed in the cylinder 17, into the combustion chamber.
  • the overflow openings are also controlled by the piston. After combustion, the exhaust gases escape from the combustion chamber via a likewise slot-controlled outlet in the exhaust muffler 19th
  • a discharge channel 39 is formed.
  • the discharge channel 39 is formed as a depression in the wall of the tank housing 25.
  • the discharge channel 39 is connected downstream of the fuel pump 23 to the second cooling zone C.
  • the discharge channel 39 extends under a lower partition wall section 34 formed on the tank housing 25.
  • the lower partition wall section 34 is part of the dividing wall which separates the second cooling zone C from the buffer zone B.
  • the discharge channel 39 extends through the dividing wall.
  • the discharge channel 39 extends in the usual Abstellposition 69 from the second cooling zone C in the buffer zone B sloping. There are no depressions formed where liquid could accumulate.
  • In Abstellposition 69 in the second cooling zone C accumulated liquid via the discharge channel 39 under the partition wall section 34 through into the buffer zone B and from there into the environment. This ensures that, despite the separation of the buffer zone B from the second cooling zone C, no liquid can accumulate in the second cooling zone C.
  • the liquid may, for example, be water which is used during operation of the cutting-off grinder 1 for cooling the separating disk 4.
  • Fig. 5 shows a view of the cyclone 33 and in the fuel tank 32.
  • the tank housing 25 is in the in Fig. 5 formed plane shown divided.
  • the cyclones 33 separate coarse dirt particles from the intake combustion air. These dirt particles are fed to a discharge channel 50 formed on the tank housing 25, which open into a negative pressure region in the fan wheel housing 44. As a result, dirt particles are sucked into the Lüfterradgephase 44 and discharged from there.
  • the channel portion 53 in which a portion of the suction passage 30 is guided passes through the partition wall formed between the second cooling zone C and the buffer zone B.
  • the lower, integrally formed on the tank housing 25 partition wall portion 34 has an approximately semicircular opening for receiving the channel portion 53.
  • a corresponding semicircular receptacle for the channel portion 53 also has the upper partition wall portion 35th
  • the upper partition wall portion 35 is formed on a separately formed mounting aid 36.
  • the two arms 37 of the mounting aid 36 project up to the hood 8 upwards.
  • the receptacle 38 is adjacent to the hood 8, in the vicinity of the pivot point of the throttle lever 10 is arranged.
  • a control unit 80 is arranged, which serves to control the internal combustion engine 12 and possibly other electrical components of the cutting grinder 1.
  • the control unit 80 delimits the cooling zone C and the buffer zone B.
  • the control unit 80 has a housing 81, on which a rib 82 projecting downwards in the parking position 69 is formed, which forms a partition wall section of the dividing wall between the second cooling zone C and the buffer zone B. forms.
  • the rib 82 is located on a wall 83 of the mounting aid 36 (see also Fig. 6 ) and extends to a bottom 84 of the mounting aid 36.
  • the bottom 84 extends transversely to the wall 83 and the rib 82 and extends in the parking position 69 is approximately horizontal.
  • the rib 82 which rests against the wall 83 and the bottom 84, there is a substantial dense separation of buffer zone B and second cooling zone C in this area.
  • the rib 82, the wall 83 and the bottom 84 act in the manner of a labyrinth seal.
  • Fig. 8 shows the design of the tank housing 25 with the web 59, the integrally formed discharge channel 39 and the integrally formed on the tank housing 25 lower partition wall portion 34th Fig. 8 also shows the tank opening 52, in which a closure for the tank lid is fixed.
  • the port 51 has two ports 54, wherein one of the terminals 54 for connection to the fuel pump 23 and the other of the terminals 54 is used for connection to a coming from the injection valve return line for fuel.
  • Fig. 9 shows a perspective view of the engine unit 24, wherein the arranged under the engine cover 27 cylinder 17 is not shown, so that a Zylinderan gleichflansch 55 of the crankcase 14 is visible.
  • a mounting opening 48 is arranged, which opens into the crankcase interior 16 and in which one or more sensors, such as a combined pressure-temperature sensor, can be arranged.
  • Fig. 9 also schematically shows the holder 42 arranged in the injection valve 26, which supplies the fuel directly into the crankcase interior 16. As Fig.
  • a partition wall portion 85 is formed on the air guide member 43, which abuts against the engine cover 27 and forms with this the partition wall between the first cooling zone A and buffer zone B. Adjacent to the Lüfterradgekoruse 44, a guide portion 86 is arranged. The guide portion 86 is also formed on the air guide member 43 and serves to guide in Fig. 9 not shown electrical cables. In addition, two ribs 87 are integrally formed on the air guide component 43, between which a cable, not shown, is guided and clamped.
  • Fig. 10 schematically shows the course of the cooling air flow in the buffer zone B.
  • the cooling air flows from the overpressure zone in the fan housing 44 along the arrow 62 through the connecting channel 47 in the formed under the cover antechamber 67.
  • the cooling air flows around the holder 42 and thus cools both the injection valve 26 and the pressure damper 45.
  • the holder 42 is advantageously made of plastic, so that it acts as an insulator and little heat is transferred from the crankcase 14 to the injection valve 26.
  • the cooling air flows through the in Fig. 11 shown gap 77, which extends advantageously over the entire edge of the air guide member 43, in the main chamber 68. In the main chamber 68, the cooling air flows along the in Fig.
  • a clutch which is advantageously designed as a centrifugal clutch, and a drive wheel for a V-belt for driving the cutting disc 4.
  • a starting device for the internal combustion engine 12 may be arranged on the mounting flange 72.
  • a flow guide rib 76 is formed on the air guide component 43, which divides the inflowing cooling air, as shown by the arrows 62. A portion of the cooling air flows to the pressure damper 45 and another part of the cooling air flows around the holder 42 in the region of the injection valve 26. As a result, the pressure damper 45 and the injection valve 26 are well cooled.
  • Fig. 12 shows a view under the engine cover 27, wherein the cylinder 17 is not shown. As a result, the throttle valve 22 in the intake passage 30 and the Zylinderan gleichflansch 55 are visible.
  • the Lüfterradgepuruse 44 has an opening 31 in the upper, the cylinder 17 adjacent region of the Lüfterradgephaseuses 44 through which the cooling air is conveyed along the arrow 61 from a pressure range of the Lüfterradgephinuses 44 under the engine cover 27 and the cylinder 17 is cooled.
  • the motor unit 24 engages over the web 59 of the tank housing 25th
  • Fig. 12 also shows the parting plane 56 of the crankcase 14. The parting plane 56 is parallel to the in Fig. 12 schematically drawn cylinder longitudinal axis 29 and towards the in Fig. 12 also schematically drawn axis of rotation 15 of the crankshaft laterally offset to the cylinder longitudinal axis 29th
  • the cooling air is conveyed into the first cooling zone A and into the buffer zone B by the fan wheel 28.
  • the buffer zone B is flowed through by the air sucked by the fan 28 cooling air.
  • the air sucked in by the fan is cooler than the air delivered by the fan 28, since the air heats up due to the compression work of the fan 28.
  • the cooling air is advantageously transported from a lower, in the parking position 69 (FIG. Fig. 1 ) is sucked to the floor facing the area of the cutting grinder 1 and passes through an opening, in particular the connecting opening 46, in the fan housing 44th

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Harvester Elements (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Claims (15)

  1. Appareil de travail avec un moteur à combustion interne (12) dans lequel du carburant est amené par l'intermédiaire d'une soupape d'injection (26), étant précisé que le carburant est amené par une pompe à carburant (23) d'un réservoir de carburant (32) jusqu'à la soupape d'injection (26), que l'appareil comporte une roue de ventilateur (28) entraînée par le moteur à combustion interne (12), que le moteur à combustion interne (12) comporte un cylindre (17) qui est disposé dans une première zone de refroidissement (A) de l'appareil, que la roue de ventilateur (28) amène de l'air de refroidissement à travers la première zone de refroidissement (A), et que la pompe à carburant (23) est disposée dans une seconde zone de refroidissement (C) de l'appareil,
    caractérisé en ce qu'il est prévu, entre la première zone de refroidissement (A) et la seconde zone de refroidissement (C), une zone tampon (B) qui est séparée de la première zone de refroidissement (A) par au moins une première cloison, et de la seconde zone de refroidissement (C) par au moins une seconde cloison.
  2. Appareil de travail selon la revendication 1,
    caractérisé en ce que la seconde zone de refroidissement (C) se trouve sur la trajectoire de l'air de combustion aspiré par le moteur à combustion interne (12).
  3. Appareil de travail selon la revendication 2,
    caractérisé en ce que l'air de refroidissement entre par une ouverture d'aspiration (65) dans la seconde zone de refroidissement (C), et en ce que la pompe à carburant (23) se trouve sur la trajectoire de l'air de refroidissement qui entre dans l'ouverture d'aspiration (65).
  4. Appareil de travail selon la revendication 3,
    caractérisé en ce que la pompe à carburant (23) est directement voisine de l'ouverture d'aspiration (65).
  5. Appareil de travail selon l'une des revendications 2 à 4,
    caractérisé en ce que l'air de combustion est aspiré directement à partir de l'environnement vers la seconde zone de refroidissement (C).
  6. Appareil de travail selon l'une des revendications 1 à 5,
    caractérisé en ce que de l'air de refroidissement est amené par la roue de ventilateur (28) dans la zone tampon (B).
  7. Appareil de travail selon l'une des revendications 1 à 6,
    caractérisé en ce que la soupape d'injection (26) est disposée dans la zone tampon (B).
  8. Appareil de travail selon la revendication 7,
    caractérisé en ce que près de la soupape d'injection (26), un amortisseur de pression (45) est disposé dans la zone tampon (B).
  9. Appareil de travail selon la revendication 7 ou 8,
    caractérisé en ce que la roue de ventilateur (28) est disposée dans un carter de roue de ventilateur (44), et en ce que la soupape d'injection (26) est disposée dans une zone qui est reliée par un conduit de liaison (47) à l'espace intérieur du carter de roue de ventilateur (44).
  10. Appareil de travail selon l'une des revendications 7 à 9,
    caractérisé en ce que la soupape d'injection (26) est disposée dans une chambre de précombustion (67) de la zone tampon (B) à partir de laquelle l'air de refroidissement entre dans une chambre principale (68) de ladite zone tampon (B), étant précisé que la chambre de précombustion (67) est séparée de la chambre principale (68) en particulier par un composant de canalisation d'air (43), que le composant de canalisation d'air (43) est avantageusement fixé à un carter de moteur (14) du moteur à combustion interne (12), et que l'air de refroidissement sort entre le composant de canalisation d'air (43) et le carter de moteur (14) pour entrer avantageusement dans la chambre principale (68).
  11. Appareil de travail selon l'une des revendications 1 à 10,
    caractérisé en ce que la première cloison est formée au moins en partie par une section d'un recouvrement de moteur (27), étant précisé que le recouvrement de moteur (27) recouvre le cylindre (17) du moteur à combustion interne (12), et que de l'air de refroidissement est amené sous ledit recouvrement de moteur (27) par la roue de ventilateur (28).
  12. Appareil de travail selon l'une des revendications 1 à 11,
    caractérisé en ce que le réservoir de carburant (32) est formé dans un carter de réservoir (25), étant précisé en particulier qu'au moins une section de cloison (34) de la seconde cloison est rapportée sur le carter de réservoir (25) de l'appareil de travail.
  13. Appareil de travail selon la revendication 12,
    caractérisé en ce qu'un composant qui délimite le conduit d'aspiration (30) du moteur à combustion interne (12) traverse la seconde cloison, et en ce qu'au moins une section de cloison (35) de la seconde cloison est formée sur un composant séparé, fixé au carter de carburant (25).
  14. Appareil de travail selon la revendication 12 ou 13,
    caractérisé en ce que la seconde cloison est traversée par un conduit d'évacuation (39) pour l'évacuation de liquide de la seconde zone de refroidissement (C) jusque dans la zone tampon (B), étant précisé que le conduit d'évacuation (39), par rapport au sens d'écoulement de l'air qui traverse la seconde zone de refroidissement (C), est relié avantageusement à ladite seconde zone de refroidissement (C) en aval de la pompe à carburant (23).
  15. Appareil de travail selon l'une des revendications 12 à 14,
    caractérisé en ce que le carter de réservoir (25) est séparé du moteur à combustion interne (12) par un interstice d'oscillation (60) qui traverse la zone tampon (B).
EP12008124.5A 2011-12-07 2012-12-05 Appareil de travail Active EP2610458B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102011120471A DE102011120471A1 (de) 2011-12-07 2011-12-07 Arbeitsgerät

Publications (2)

Publication Number Publication Date
EP2610458A1 EP2610458A1 (fr) 2013-07-03
EP2610458B1 true EP2610458B1 (fr) 2014-09-17

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ID=47602704

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Application Number Title Priority Date Filing Date
EP12008124.5A Active EP2610458B1 (fr) 2011-12-07 2012-12-05 Appareil de travail

Country Status (4)

Country Link
US (1) US9175594B2 (fr)
EP (1) EP2610458B1 (fr)
CN (1) CN103174501B (fr)
DE (1) DE102011120471A1 (fr)

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DE102015013784A1 (de) * 2015-10-20 2017-04-20 Andreas Stihl Ag & Co. Kg Handgeführtes Arbeitsgerät
SE1850338A1 (en) * 2018-03-27 2019-09-28 Husqvarna Ab A cooling and air intake arrangement for a combustion engine

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Also Published As

Publication number Publication date
US20130340693A1 (en) 2013-12-26
CN103174501B (zh) 2017-03-01
US9175594B2 (en) 2015-11-03
EP2610458A1 (fr) 2013-07-03
CN103174501A (zh) 2013-06-26
DE102011120471A1 (de) 2013-06-13

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