EP2693022A1 - Procédé de désactivation d'une limitation du régime pour un moteur à combustion - Google Patents

Procédé de désactivation d'une limitation du régime pour un moteur à combustion Download PDF

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Publication number
EP2693022A1
EP2693022A1 EP13003592.6A EP13003592A EP2693022A1 EP 2693022 A1 EP2693022 A1 EP 2693022A1 EP 13003592 A EP13003592 A EP 13003592A EP 2693022 A1 EP2693022 A1 EP 2693022A1
Authority
EP
European Patent Office
Prior art keywords
speed
combustion engine
internal combustion
zzp
crankshaft
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.)
Pending
Application number
EP13003592.6A
Other languages
German (de)
English (en)
Inventor
Tim Dr. Gegg
Armin Dr. Kölmel
Manuel Dangelmaier
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 EP2693022A1 publication Critical patent/EP2693022A1/fr
Pending legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F02D31/009—Electric control of rotation speed controlling fuel supply for maximum speed control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00

Definitions

  • the invention relates to a method for controlling the rotational speed of an internal combustion engine according to the preamble of claim 1.
  • a method of shutting off a two-stroke engine is known as soon as the two-stroke engine has reached a stable idle after starting.
  • a speed lock circuit is active at the start of the engine and is not deactivated until the speed lock circuit can lower the speed of the engine below a deactivation speed. This requires a certain amount of time within which the user must give the speed lock circuit the opportunity to fall below the deactivation threshold. If the user intervenes in the control process by premature accelerating, the speed lock circuit remains active; the user can not increase the speed to a working speed.
  • the invention has for its object to provide for a method of the generic type shutdown criteria for the speed lock circuit, which ensures a user-friendly, targeted shutdown of the speed lock circuit regardless of the user's intervention.
  • the speed lock circuit determines a function of the instantaneous speed of the internal combustion engine, a control variable of the control, according to the size of operating parameters of the internal combustion engine are adapted to change the instantaneous speed.
  • the speed lock circuit is then turned off according to the invention, when the control variable of the control intended for adaptation of the operating parameters of the speed lock circuit is outside a predetermined bandwidth of the absolute size of the control variables.
  • the control variable thus serves not only in the context of the control circuit of the speed lock circuit for controlling the instantaneous speed itself to a limit speed below the engagement speed, but also according to the invention as a criterion for switching off the speed lock circuit itself.
  • a machine-typical idle set which can also be referred to as natural idle.
  • This natural idling is below the Einkuppel loftiere or the limit speed of the speed lock circuit, so that the control variable of the speed lock circuit falls below a minimum limit. If the control variable has fallen below this limit, this is a sign that a natural idle has stopped and the speed lock circuit does not need to intervene, so - can be switched off - advantageously after a certain number of further crankshaft revolutions or after expiration of a timer.
  • the speed lock circuit of the control variable will specify a size that forces an adjustment of the speed below the engagement speed or below a limit speed. If the user pushes full throttle, even though no natural idle has been set, the control variable of the control will rise above a maximum limit, which leads to the conclusion that the user has been forced to increase the speed. Exceeding an absolute maximum size of the control variable leads Thus, according to the invention to a shutdown of the speed lock circuit, advantageously after a certain number of further crankshaft revolutions or after the expiration of a timer.
  • the shutdown criterion of the speed lock circuit is the control variable determined by it in the control loop, that is, a control variable or a manipulated variable of the control loop, the user can go immediately after the start of the engine without interference from the speed lock circuit with the implement in the labor input and the instantaneous speed on the Einkuppelwindiere increase.
  • the absolute value of the control variable is compared with a lower limit and / or an upper limit set for the selected control variable. Falling below the lower limit indicates a natural idle; Exceeding the upper limit value indicates a conscious acceleration by the user.
  • the teaching of the invention is thus already implemented when only one limit is exceeded or undershot.
  • the control variable of the control of the speed lock circuit can be in one embodiment of the invention, the control variable of the control loop itself.
  • a control variable for example, the amount of air supplied to the engine can be used, the amount of fuel supplied to the internal combustion engine, the ignition timing or the Austaktrate the ignition.
  • the manipulated variable of the control loop can also be used as the control variable, that is to say the variable which is set directly on the internal combustion engine.
  • the control variable is the variable which is set directly on the internal combustion engine.
  • the number of successive crankshaft revolutions with an ignition can be, that is, the speed lock circuit specifies to adjust the instantaneous speed, ignited in which crankshaft revolutions and in which crankshaft revolutions is not ignited, so which Austaktrate is set.
  • the manipulated variable may also be the ignition time itself or the size of the ignition timing itself.
  • the speed lock circuit changes the ignition timing of the spark plug, whereby the instantaneous speed of the internal combustion engine is controlled.
  • the ignition timing set by the speed-lock circuit is compared with a predetermined ignition timing, and the speed-lock circuit is always turned off when the set ignition timing exceeds the predetermined ignition timing. If the predetermined ignition timing before the top dead center of the piston, the speed lock circuit is always switched off when the set ignition timing is earlier than the predetermined ignition timing.
  • the speed lock circuit is always switched off when the set ignition point is later than the predetermined ignition timing.
  • a shutdown of the speed lock circuit takes place only when a predetermined period of time is exceeded, preferably when the set ignition over several consecutive revolutions of the crankshaft exceeds the predetermined ignition timing.
  • the predetermined ignition timing for deactivating the speed lock circuit is advantageous before the top dead center of the piston, ie in the area of the pre-ignition.
  • the speed lock circuit determines the control variable as a function of the instantaneous speed of the internal combustion engine, in particular the control variable is calculated as a function of the difference of the instantaneous speed of the internal combustion engine to a predetermined limit speed.
  • FIG. 1 schematically illustrated implement 1 is a brushcutter.
  • This user-carried, hand-held implement 1 exemplifies other portable hand-held implements such as power cutters, hedge trimmers, chainsaws, pruners, blowers, or the like.
  • the implement 1 consists essentially of a guide tube 3, which carries at one end an internal combustion engine 8 arranged in a housing 2 and at the other end a tool head with a working tool 4.
  • the working tool is a cutting line;
  • the working tool may also be a knife blade or the like.
  • a handlebar 5 For holding and guiding the implement, a handlebar 5 is provided, which is transverse to the guide tube 3 and secured thereto. On one of the handles of the handlebar 5 controls 7 are provided for controlling the combustion engine 8 provided in the housing 2.
  • the crankshaft of the engine 8 drives the working tool 4 via a coupling 6, wherein the clutch 6 is preferably designed as a centrifugal clutch.
  • the centrifugal clutch has a Einkuppelmosprintletterbaum; above the Einkuppeltextress a non-rotatable drive connection between the working tool 4 and the crankshaft of the engine 8 is made; below the Einkuppelface this drive connection is interrupted with the crankshaft.
  • the internal combustion engine 8 of the working device 1 is preferably a mixture-lubricated internal combustion engine, in particular a single-cylinder two-stroke engine.
  • a training as a mixture-lubricated four-stroke engine, preferably as a single-cylinder four-stroke engine may be appropriate.
  • Fig. 2 is shown as an example a mixture-lubricated, single-cylinder two-stroke engine.
  • the internal combustion engine 8 essentially consists of a cylinder 9 and a crankcase 12, in which the crankshaft 13 is rotatably mounted.
  • a combustion chamber 22 is formed, which is bounded by a piston 10, which drives the crankshaft 13 via a connecting rod 11.
  • a fan 15 for generating a cooling air flow of the air-cooled internal combustion engine 8 is provided.
  • a generator 14 is arranged, which provides the necessary for a control unit 30 electrical energy.
  • the fuel quantity necessary for operating the internal combustion engine 8 is supplied via a fuel valve 17, which is connected via a fuel line 25 to a fuel reservoir, which is preferably under a pre-pressure.
  • the fuel valve 17 is an electromagnetic fuel valve, which is controlled via a pulse width modulated signal.
  • the fuel valve 17 is connected via a control line 27 to the control unit 30.
  • the sucked in the combustion chamber 22 fuel / air mixture is compressed in upward piston 10 and ignited via a spark plug 23.
  • the spark plug 23 is driven by an ignition device 24, the ignition timing of the control unit 30 is variable.
  • the piston 10 moves downwards and drives the crankshaft 13 in rotation.
  • the combustion gases are discharged with an open outlet 19 via a silencer, not shown.
  • the control unit 30 includes a speed control circuit 31 and a speed lock circuit 33.
  • the speed control circuit 31 By means of the speed control circuit 31, the ignition ZZP of the engine 8 of the speed and the load condition of the engine 8 is selected adapted to ensure a high-performance operation of the internal combustion engine.
  • the internal combustion engine 8 is connected via a cable pull starter 28 (FIG. Fig. 1 ) is started manually, wherein the recoil starter 28 acts on the end of the crankshaft 13, on which the fan 15 is provided.
  • the fan wheel 15 is formed with an engagement device 29 for the pull starter 28.
  • the internal combustion engine 8 can be started - electrically or mechanically - in different throttle positions. It should be ensured that in the Anwerfvorgang the speed of the engine 8 does not rise above the Einkuppeltextiere the clutch 6. To ensure this, the speed lock circuit 33 is provided, which is active at the start of the engine 8 and forces the speed of the engine below the Einkuppeltextiere n K.
  • the operation of the speed lock circuit 33 is schematically shown in FIG Fig. 3 played.
  • the control unit 34 is further supplied with a limit speed n G , which is preferred is less than the Einkuppelwindiere n K.
  • the limit speed n G is about 500U / min below the Einkuppelwindiere n K.
  • the control unit 34 compares the instantaneous speed n is with the limit speed n G and derives from the difference ⁇ n a control variable 35, which is converted into a manipulated variable 36, which is applied to the internal combustion engine 8. By means of this control loop is ensured that in the start of the engine 8, the instantaneous speed n is not above the engagement speed n K of the clutch 6 can increase.
  • the control variable 35 and the manipulated variable 36 of the control loop are referred to collectively as the control variable 37.
  • the control quantity 35 for example, the amount of air supplied to the engine 8 can be changed.
  • a manipulated variable 36 is determined which, for example, determines the size of the angle of rotation 38 (FIG. Fig. 2 ) of the throttle valve 18 may be in the inlet 16 of the engine 8.
  • the manipulated variable 36 corresponding to the control variable 35, that is to say the angle of rotation 38 of the throttle flap 18, is determined and adjusted - for example via a stepping motor or the like - on the internal combustion engine 8.
  • the manipulated variable 36 can also be provided as the manipulated variable 36 to use the ignition ZZP, ie to change the speed and power of the engine characterized in that the timing of the spark is selected at the spark plug 23 relative to the top dead center OT of the piston 10.
  • the control unit 34 determines in dependence on the difference between the current speed n, and the limit speed n G a change of the ignition timing ZZP as a control variable 35.
  • the control variable 35 is used in the speed control circuit 31 calculates the ignition timing ZZP of the engine 8 according to the manipulated variable 36, from the control size 35, to adjust.
  • Fig. 4 is a flowchart for switching off the speed lock circuit 33 after the start of the engine 8 indicated.
  • the speed lock circuit is active, as indicated in box 41.
  • the speed lock circuit 33 controls the instantaneous speed n is below the engagement speed n K , as indicated in the field 42.
  • the speed lock circuit 33 Each time the speed lock circuit 33 has determined the control variable 37 as a control variable, it is checked whether the control variable 37 is outside a predetermined range of the absolute size of the control variable 37. The bandwidth is determined by a lower limit G min and an upper limit G max . In a first decision diamond 43, it is checked whether the control variable 37 determined by the speed lock circuit 33 is smaller than the lower limit value G min . If this is not the case, the determined control variable 37 is compared with the upper limit G max . If the control variable 37 is not greater than the upper limit G max , the second decision diamond 44 branches back to the field 42; the speed lock circuit controls the allowable bandwidth of the control variable 37.
  • control variable 37 If the control variable 37 is below the lower limit value G min or above a maximum limit value G max in its absolute magnitude, the decision bars 43 and 44 branch to the field 45, via which the speed blocking circuit 33 is switched inactive. It is assumed that the size of the control variable 37 of the control circuit of the speed lock circuit 33 allows a statement about operating state changes of the engine 8. If the intervention of the control circuit of the rotational speed blocking circuit 33 barely detectable, the control variable 37 so very small and is below the lower limit G min , the engine 8 is in a natural idle. For this natural idling speed increase is only expected when the user is gas, so consciously increases the speed of the engine 8. In natural idling is thus justified to turn the speed lock circuit 33 inactive.
  • control variable 37 becomes very large, ie if the decision diamond 44 branches to YES, the control variable 37 is significantly greater than the upper limit value G max ; From this it can be concluded that the user obviously gives full throttle and wishes to increase the speed n beyond the engagement speed n K. Also in this state can be branched into the field 45 and the speed lock circuit 33 are turned off.
  • the field 45 branches into a decision diamond 46, in which it is checked whether the internal combustion engine 8 is in operation or is switched off. If the engine 8 is in operation, is returned to the field 45; when the engine 8 is off, the decision diamond branches back to the engine start 40.
  • control variable 37 of the control circuit of the rotational speed blocking circuit 33 in order to derive a decision on the deactivation of the rotational speed blocking circuit 33 on the basis of the magnitude of the control variable 37 (control variable 35 or manipulated variable 36) intended for regulating the rotational speed.
  • Fig. 5 is the speed curve at the start of an internal combustion engine 8 reproduced.
  • the engine 8 has started after being triggered by the pull starter 28 and is kept below the engagement speed n K by the speed lock circuit 33; the speed lock circuit 33 is active.
  • the dotted line 51 indicates the deactivation of the speed lock circuit 33.
  • a state has been detected, which can conclude idle conditions. Therefore, a natural idle has set in section 52.
  • the user accelerates, which is why the speed rises above the engagement speed n K and the implement 1 is used in the full load range 54 with the clutch 6 engaged.
  • Fig. 6 The engine 8 is started under load, as the fluctuating speed n below the engagement speed n K in section 60 shows.
  • the start enrichment is turned off, the rotational speed drops, and the speed lock circuit 33 reduces its engagement; the control variable 37 becomes smaller and falls below the lower limit G min , which is why at the level of the dotted line 62, the speed lock circuit 33 is turned off.
  • a natural idle has set.
  • the user again accelerates, the rotational speed n is greater than the engagement speed n K , the clutch 6 engages, and the implement is in working mode in the section 65.
  • the fuel quantity supplied to the internal combustion engine 8 can also be controlled as a control variable 35 such that the instantaneous speed n is not above the limit rotational speed n G or the engagement rotational speed n K.
  • the Austaktrate ASR the ignition can be used as a control variable 35, as in Fig. 9 shown above.
  • the manipulated variable 36 is derived from the control variable 35 for engagement with the internal combustion engine 8, the manipulated variable 36 itself can also be used directly as a control variable 37 for switching off the rotational speed blocking circuit 33.
  • the control variable 35 was the control unit 34 (FIG. Fig. 3 ) certain amount of fuel, so is the manipulated variable 36, the opening time of the fuel valve 17 ( Fig. 2 ) derived, for example, the pulse width of the fuel valve 17 supplied control signal.
  • the ignition time ZZP i is selected as the control variable 35
  • the ignition time ZZP i itself is used as the manipulated variable 36 and can be selected directly. There is thus no change in the ignition timing by adjustment, but the determined by the control of the speed lock circuit 33 ignition ZZP is set directly. This can be done, for example, via a map from which the control unit 34 (FIG. Fig. 3 ) reads the ignition timing to be selected, which is then set directly on the engine 8, regardless of which ignition timing ZZP i was set in the previous crankshaft revolution.
  • the engine started in the field 70 and the instantaneous speed n is compared with an activation speed n active .
  • the decision diamond 71 branches down and activates the speed control, for example, with the PI control, the ignition timing is set so that a target speed n soll is achieved.
  • the set of the speed control according to field 72 ignition timing is compared deactivated in decision diamond 73 with the ignition timing ZZP, which leads to a deactivation of the speed limitation, provided that the selected ignition timing ZZP i is greater than the predetermined as a limit ignition timing ZZP is inactive.
  • the decision diamond 73 it is provided that a plurality of successive ignition times ZZP i are summed up and an average value is formed, which is then compared with the ignition time ZZP in a deactivated manner .
  • the decision diamond 73 branches to a counter 74, which increments by one increment, in the present exemplary embodiment by one. If the averaged ignition time is deactivated below the deactivation threshold of the ignition point ZZP, the decision diamond 73 branches back.
  • the speed controller 33 is deactivated in accordance with the decision diamond 75, as shown in the field 76. If the count z is below Z, the decision diamond 75 branches back in front of the decision diamond 73 for averaging the ignition timing ZZP i .
  • the ignition time ZZP i is averaged over 2 to 25, preferably over 10 consecutive crankshaft revolutions.
  • the index m is thus chosen between 2 and about 25.
  • Fig. 8 takes place in section 80 of the start of the engine 8 with starting gas.
  • the ignition point is very late, in the embodiment shown at about 10 ° crankshaft angle KW after the top dead center OT of the piston 10. If the user also gas, ie if the throttle valve 18 is opened, is increasingly supplied with power / air mixture; this leads to a further late adjustment of the ignition ZZP to values of about 20 ° to 25 ° CA in the section 81.
  • the current speed n is the engine 8 is strongly governed via the speed trap circuit 33rd If the load state changes from full load to idle, which is indicated by the dotted line 82, a change in the amount of mixture introduced results in section 83, so that in order to maintain the rotational speed, the ignition point in particular jumps from late ignition in section 81 to early ignition in FIG Section 83 is adjusted.
  • the ignition ZZP exceeds the deactivation threshold ZZP deactivating the ignition, which is in the exemplary embodiment at about 5 ° before TDC. If the ignition time ZZP i remains deactivated over a predeterminable number of revolutions of the crankshaft in the region of the advance adjustment beyond the ignition time ZZP, the deactivation threshold is switched off.
  • a shutdown is thus always when the set by the speed lock circuit 33 ignition ZZP i earlier than the predetermined ignition ZZP is deactivated .
  • the ignition ZZP i is constant and is in the range of the predetermined ignition ZZP disabled by about 3 ° to 7 ° CA before TDC.
  • the shutdown of the speed lock circuit 33 takes place only when in several successive crankshaft revolutions of the ignition ZZP i beyond the predetermined ignition ZZP is deactivated , so the condition of the pre-ignition is applied over a predetermined period ..
  • a counter74 is counted up by one increment each time the predetermined ignition point ZZP is exceeded , in order then to deactivate the speed blocking circuit 33 when a counter limit value Z is reached .
  • the speed blocking circuit 33 is not switched off immediately when a switch-off criterion is present, but the speed- blocking circuit 33 is preferably switched off only when the switch-off criterion has elapsed over a predefined time interval ⁇ t (FIG. Fig. 8 ) is present.
  • the period .DELTA.t can be determined in different ways, for. B. by expiration of a timer, by running up a counter, by a predetermined number of crankshaft revolutions or the like.
  • the predetermined ignition ZZP ' is selected to be inactive , in the illustrated embodiment according to Fig. 8 in the range of a spark retard at about 10 ° to 12 ° after the top dead center OT of the piston 10.
  • the speed lock circuit 33 is then turned off when the set ignition ZZP i one or more times later than the predetermined ignition ZZP 'is deactivated .
  • the shutdown of the speed lock circuit 33 also take place in dependence of the ignition timing AZZP. If the spark timing .DELTA.ZZP in size over a predetermined value, the shutdown of the speed lock circuit 33 takes place. Thus, a deactivation of the speed lock circuit 33 take place already when the jump from late-ignition to early-ignition, as in Fig. 8 is shown with the double arrow for ignition timing adjustment ⁇ ZZP.
  • the deactivation of the speed lock circuit 33 is performed in dependence on the Austaktrate ASR.
  • start gas is present; only every fourth crankshaft revolution fires an ignition; the Austro rate ASR is 75%.
  • the following section 91 is full load.
  • the user has accelerated from the starting gas to release the starting gas lock.
  • the increased mixture supply leads to an even stronger clocking; only every fifth crankshaft revolution is ignited; the Austro rate ASR is 80%.
  • the Austro rate ASR drops significantly from 80% to 50%, that is, at idle, every second crankshaft revolution fires an ignition; the Austro rate ASR is 50%.
  • the Austaktrate ASR can be monitored to - turn off a deactivation threshold 93 or exceeded in other contexts - to turn off the speed lock circuit 33, since then can be assumed that a natural idle.
  • Fig. 10 a flow chart for detecting a burning pattern is shown.
  • the combustion pattern recognition is only active if the instantaneous speed n ist is below the engagement speed n K. Accordingly, the decision diamond 100 is provided.
  • the speed difference ⁇ n is determined from the instantaneous speed n ist and the speed n m-1 of the preceding crankshaft speed is determined (box 109). If the determined rotational speed ⁇ n is greater than a predetermined differential value n D , combustion is present; the decision diamond 101 branches right to the field 102 'ignition with combustion'.
  • ⁇ n is below the predetermined differential speed n D , no combustion has taken place despite ignition, and the decision diamond 101 branches down into the field 103 'Ignition without combustion'.
  • a "1" is entered into the shift register 104 via the field 102; if there is no combustion, a "0" is fed into the shift register via the field 103. In this way, a "0” or a “1” is stored in the shift register depending on the number of burns per revolution of the crankshaft, which follow each other as a series.
  • the content of a window 105 of the shift register 104 is supplied to pattern recognition, which recognizes via the decision diamond 106 in comparison with predetermined patterns, whether there is an idle or full load. For example, if the window 105 has the in Fig. 10 shown content 101001010011, there is a Leerlaufbrenngol; the combustion engine is in natural idling. A speed lock circuit can then be turned off.
  • the window 105 shows a series of successive pulses, ignition and combustion occur with each revolution of the crankshaft so that a full load firing sequence can be detected; the combustion engine is at full load.
  • the window 105 is configured to detect a predetermined number of consecutive crankshaft revolutions with and without combustion, respectively. In the illustrated embodiment, 13 consecutive crankshaft revolutions are detected; it may be convenient to use more or less crankshaft revolutions to form a focal pattern.
  • the load state of the internal combustion engine 8 can be read at the outputs 107, 108 of the decision diamond 106; as a function of the signals of the outputs 107, 108 can thus be deactivated, a speed lock circuit.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP13003592.6A 2012-07-31 2013-07-17 Procédé de désactivation d'une limitation du régime pour un moteur à combustion Pending EP2693022A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102012015034.2A DE102012015034A1 (de) 2012-07-31 2012-07-31 Verfahren zur Abschaltung einer Drehzahlbegrenzung bei einem Verbrennungsmotor

Publications (1)

Publication Number Publication Date
EP2693022A1 true EP2693022A1 (fr) 2014-02-05

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Application Number Title Priority Date Filing Date
EP13003592.6A Pending EP2693022A1 (fr) 2012-07-31 2013-07-17 Procédé de désactivation d'une limitation du régime pour un moteur à combustion

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US (1) US9322329B2 (fr)
EP (1) EP2693022A1 (fr)
CN (1) CN103573446B (fr)
DE (1) DE102012015034A1 (fr)
RU (1) RU2640145C2 (fr)

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WO2016105258A1 (fr) 2014-12-23 2016-06-30 Husqvarna Ab Ensemble et procédé de démarrage fiable d'un moteur à combustion interne
US20170101943A1 (en) * 2015-10-13 2017-04-13 Yamabiko Corporation Engine-Driven Working Machine
EP3604778A1 (fr) * 2018-08-03 2020-02-05 Andreas Stihl AG & Co. KG Procédé de démarrage d'un moteur à combustion interne

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WO2017097331A1 (fr) * 2015-12-07 2017-06-15 Husqvarna Ab Outil de puissance à main et système de commande associé à ce dernier, et utilisation et procédé de commande
WO2017097329A1 (fr) 2015-12-07 2017-06-15 Husqvarna Ab Outil électrique portatif, système de commande associé et son utilisation, et procédé de commande dudit outil
CN109642503B (zh) * 2016-07-13 2022-07-05 沃尔布罗有限责任公司 控制轻型燃烧发动机
JP2018204496A (ja) * 2017-06-01 2018-12-27 株式会社やまびこ エンジン作業機
JP7158936B2 (ja) * 2018-07-20 2022-10-24 株式会社やまびこ 携帯式のエンジン作業機
US11313332B2 (en) * 2020-09-18 2022-04-26 Kawasaki Jukogyo Kabushiki Kaisha Engine intake structure

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US9322329B2 (en) 2016-04-26
DE102012015034A1 (de) 2014-02-27
CN103573446B (zh) 2017-08-22
US20140034011A1 (en) 2014-02-06
RU2640145C2 (ru) 2017-12-26
CN103573446A (zh) 2014-02-12

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