EP3054142B1 - Carburateur et procede destine au fonctionnement d'un moteur a combustion interne comprenant un carburateur - Google Patents

Carburateur et procede destine au fonctionnement d'un moteur a combustion interne comprenant un carburateur Download PDF

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Publication number
EP3054142B1
EP3054142B1 EP16000258.0A EP16000258A EP3054142B1 EP 3054142 B1 EP3054142 B1 EP 3054142B1 EP 16000258 A EP16000258 A EP 16000258A EP 3054142 B1 EP3054142 B1 EP 3054142B1
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EP
European Patent Office
Prior art keywords
fuel
section
intake passage
flow cross
control barrel
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
EP16000258.0A
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German (de)
English (en)
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EP3054142A1 (fr
Inventor
Michael Raffenberg
Antonio Fattorusso
Isgard Sabelberg
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 EP3054142A1 publication Critical patent/EP3054142A1/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
    • F02M19/00—Details, component parts, or accessories of carburettors, not provided for in, or of interest apart from, the apparatus of groups F02M1/00 - F02M17/00
    • F02M19/02—Metering-orifices, e.g. variable in diameter
    • F02M19/0207—Metering-orifices, e.g. variable in diameter the cross-sectional area being changed electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/20—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/12—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit
    • F02D9/16—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit the members being rotatable
    • 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
    • F02M1/04—Carburettors with means for facilitating engine's starting or its idling below operational temperatures the means to facilitate starting or idling being auxiliary carburetting apparatus able to be put into, and out of, operation, e.g. having automatically-operated disc valves
    • F02M1/043—Auxiliary carburetting apparatus controlled by rotary sliding valves
    • 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
    • F02M1/08—Carburettors with means for facilitating engine's starting or its idling below operational temperatures the means to facilitate starting or idling becoming operative or inoperative automatically
    • F02M1/10—Carburettors with means for facilitating engine's starting or its idling below operational temperatures the means to facilitate starting or idling becoming operative or inoperative automatically dependent on engine temperature, e.g. having thermostat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M17/00—Carburettors having pertinent characteristics not provided for in, or of interest apart from, the apparatus of preceding main groups F02M1/00 - F02M15/00
    • F02M17/02—Floatless carburettors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M17/00—Carburettors having pertinent characteristics not provided for in, or of interest apart from, the apparatus of preceding main groups F02M1/00 - F02M15/00
    • F02M17/02—Floatless carburettors
    • F02M17/04—Floatless carburettors having fuel inlet valve controlled by diaphragm
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M17/00—Carburettors having pertinent characteristics not provided for in, or of interest apart from, the apparatus of preceding main groups F02M1/00 - F02M15/00
    • F02M17/38—Controlling of carburettors, not otherwise provided for
    • 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
    • F02M9/00—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position
    • F02M9/08—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position having throttling valves rotatably mounted in the passage
    • 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
    • F02M9/00—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position
    • F02M9/08—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position having throttling valves rotatably mounted in the passage
    • F02M9/085—Fuel spray nozzles in the throttling valves
    • 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
    • F02M9/00—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position
    • F02M9/12—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position having other specific means for controlling the passage, or for varying cross-sectional area, of fuel-air mixing chambers
    • F02M9/125—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position having other specific means for controlling the passage, or for varying cross-sectional area, of fuel-air mixing chambers specially shaped throttle valves not otherwise covered in groups F02M9/121 - F02M9/124
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • 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
    • F02M19/00—Details, component parts, or accessories of carburettors, not provided for in, or of interest apart from, the apparatus of groups F02M1/00 - F02M17/00
    • F02M19/06—Other details of fuel conduits
    • 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
    • F02M7/00—Carburettors with means for influencing, e.g. enriching or keeping constant, fuel/air ratio of charge under varying conditions
    • F02M7/23—Fuel aerating devices
    • F02M7/24—Controlling flow of aerating air
    • F02M7/28—Controlling flow of aerating air dependent on temperature or pressure

Definitions

  • the invention relates to a carburetor of the type specified in the preamble of claim 1 and a method for operating an internal combustion engine with a carburetor.
  • a carburettor which has a rotatable control roller.
  • the amount of fuel supplied is controlled by a needle protruding into a fuel port.
  • an opening is provided in a wall of the control roller, which is formed so that on the upstream side of the control roller, a larger air opening is formed, as on the downstream side.
  • a carburettor in which a plurality of fuel openings open into the intake channel.
  • the fuel ports are controlled by a common electromagnetic valve.
  • the carburetor is designed as a flap carburetor, but a roller-shaped design of the throttle elements is given as a possible design variant.
  • a roller carburetor which should have a simple structure.
  • the control roller opens a single fuel port in the intake passage, and the only control element, the rotatable carburetor is provided.
  • the carburetor has openings with different diameters, so that there are different flow cross sections at different rotational positions of the carburetor.
  • a float carburetor is known in which an additional channel is formed in the carburetor roller connecting the intake passage section to the fuel passage. The flow cross sections of the inlet opening and the outlet opening of the carburetor are adjusted.
  • the invention has for its object to provide a carburetor of the generic type, which has a simple structure. Another object of the invention is to provide a method for operating an internal combustion engine with a carburettor.
  • the carburettor includes an electrically actuated valve that controls fuel flow through the fuel passage. Characterized in that the fuel channel is unbranched, the valve controls the total amount of fuel supplied to the intake passage. As a result, an increased amount of fuel can be supplied via the valve during start-up without the need for a further additional fuel path. The fact that the increased amount of fuel is metered at start of the valve, a manual adjustment of a choke position is not necessary. A corresponding actuating mechanism can be omitted.
  • the flow cross-section of the exit window is smaller than the flow cross-section of the entry window at a rotational position of the control roller, which is assigned to the idling.
  • the flow cross section of the exit window is advantageously at most 80% of the flow cross section of the entry window.
  • the flow cross-section of the exit window is at most 70%, in particular at most 60%, of the flow cross-section of the entry window.
  • a flow cross section of the exit window of about 50% of the flow cross section of the entrance window has proved to be particularly advantageous.
  • the flow cross-section of the exit window for all rotational positions of the control roller which correspond to a rotation angle of the control roller from the idle position in the direction of the fully open position of 0 ° to 20 °, in particular from 0 ° to 40 °, smaller than the flow cross-section of the entrance window.
  • the flow cross section of the exit window when the control roller is fully open is the same size as the flow cross section of the entry window.
  • the flow cross section of the exit window is advantageous for all rotational positions of the control roller, which correspond to a rotation angle of the control roller from the fully open position in the direction of the idling position of 0 ° to 5 °, in particular from 0 ° to 10 °, preferably from 0 ° to 20 ° , equal to the flow area of the entrance window.
  • the control roller is advantageously mounted in the housing such that during a rotational movement of the control roller no lifting movement takes place in the direction of the axis of rotation of the control roller.
  • the fuel port is the only fuel port opening into the intake port of the carburetor.
  • the fuel opening opens advantageously in the control roller in the intake passage.
  • the valve is advantageously an electromagnetic valve.
  • the valve is preferably a normally open valve.
  • a temperature is determined before or during starting of the internal combustion engine and that the fuel flow through the fuel channel is controlled as a function of the temperature when starting the internal combustion engine.
  • the temperature is advantageously a temperature of the internal combustion engine or is correlated to the temperature of the internal combustion engine.
  • the temperature is in particular a temperature of a crankcase of the internal combustion engine or a temperature of a control device of the internal combustion engine. Based on the temperature can be determined whether cold start conditions or warm start conditions prevail, and it can be decided whether the engine is to start with a fuel amount for a cold start or with a fuel amount for a warm start.
  • the control roller is advantageously the only component controlling the flow cross section of the intake duct. This results in a simple operation, since the supply of a sufficient amount of fuel at startup is automatically made by the engine as a function of temperature. No start position has to be set by the operator. The decision whether cold start conditions or hot start conditions prevail is made by a control of the internal combustion engine itself and not by the operator.
  • the internal combustion engine is advantageously started with a Ansaugkanalquerites, which is assigned to the idle. An adjustment of the control roller in a starting position with a changed, so enlarged or reduced flow cross-section of the intake passage can be omitted.
  • the valve must allow a comparatively large fuel flow.
  • no fuel is fed into the intake passage at idle for individual engine cycles.
  • no fuel can be supplied into the intake port at idle for every other or every third engine cycle.
  • the number of engine cycles at which fuel is supplied can be suitably selected. This allows sufficiently long opening times of the electrically operated valve can be achieved in the engine cycles in which the valve opens.
  • the internal combustion engine is advantageously a two-stroke engine, and the intake passage feeds the fuel into a crankcase of the internal combustion engine.
  • the internal combustion engine may also be a mixture lubricated four-stroke engine in which the intake port opens into the crankcase. In the crankcase mixing of mixture and combustion air takes place, which leads to a uniform fuel supply, even if no fuel is supplied to the intake passage at individual engine cycles.
  • the supply of fuel in the intake passage only for individual engine cycles is advantageously provided for an internal combustion engine, which can be started even below -5 ° C.
  • an internal combustion engine which can be started even below -5 ° C.
  • Fig. 1 shows as an exemplary embodiment of an internal combustion engine, a two-stroke engine 1.
  • the two-stroke engine 1 is designed as a single-cylinder engine. Instead of the two-stroke engine 1, a mixed-lubricated four-stroke engine may also be provided.
  • the two-stroke engine 1 works with rinsing template. However, it may also be provided a working without rinsing two-stroke engine.
  • the two-stroke engine 1 is used in particular for driving the tool of a hand-held working device such as a power saw, a brushcutter, a cutting grinder, a blower, a lawnmower or the like.
  • the two-stroke engine 1 has a cylinder 2 in which a combustion chamber 3 is formed.
  • the combustion chamber 3 is delimited by a piston 5 reciprocally mounted in the cylinder 2.
  • the piston 5 drives via a connecting rod 6 a rotatably mounted in a crankcase 4 crankshaft 7 at.
  • In the area of in Fig. 1 shown bottom dead center of the piston 5 is the interior of the crankcase 4 via inlet near overflow channels 12th and outlet near overflow channels 15 connected to the combustion chamber 3.
  • two inlet-near overflow channels 12 and two outlet-near overflow channels 15 are provided, which are symmetrical to the sectional plane in FIG Fig. 1 are arranged.
  • the inlet-near overflow channels 12 open with overflow windows 13 into the combustion chamber 3 and the outlet-near overflow channels 15 with overflow windows 16. From the combustion chamber 3, an outlet 10 controlled by the piston 5 leads.
  • the two-stroke engine 1 sucks in combustion air via an air filter 17 and a carburetor 11.
  • fuel is supplied to an intake passage 21, which opens to an intake passage inlet 20 at the cylinder bore.
  • the intake passage inlet 20 is controlled by the piston 5.
  • the two-stroke engine 1 also has an air channel 8, which is also controlled by the carburetor 11 and which opens at an air inlet 9 on the cylinder 2.
  • the air inlet 9 is controlled by the piston 5.
  • the piston 5 has a piston pocket 14, via which the air inlet 9 is connected to the transfer ports 13 and 16 of the transfer ports 12 and 15 in the area of the top dead center of the piston 5.
  • It is provided a partition wall 59 which separates the intake passage 21 from the air passage 8.
  • the partition wall 59 extends at least in the carburetor 11 downstream of the fuel opening 19. In the exemplary embodiment, the partition 59 extends over the entire length of the carburetor 1 and downstream of the carburetor eleventh
  • the carburetor 11 has a housing 18 in which a portion 24 of the air passage 8 and a portion 25 of the intake passage 21 are formed.
  • a control roller 22 is rotatably mounted about an axis of rotation 23.
  • the axis of rotation 23 extends transversely to the intake passage 21 and air passage 8 and protrudes through both channels.
  • a fuel opening 19 is formed, which opens into the intake passage 21 and the intake passage 21 supplies fuel.
  • the fuel is sucked into the intake passage 21 due to the negative pressure prevailing in the intake passage 21.
  • the combustion air or the fuel / air mixture flow in the gasifier 11 in a flow direction 60 from the air filter 17 in the direction of the cylinder 2.
  • control roller 22 In the control roller 22, a partial section 26 of the air channel 8 and a section 27 of the intake passage 21 are formed. By turning the control roller 22 about the rotation axis 23 is the free Flow cross section of the portion 24 of the air channel 8 and the portion 25 of the intake passage 21 adjustable.
  • the piston 5 opens the intake passage 20 in the upward stroke. Due to the negative pressure in the crankcase 4, fuel is sucked from the fuel opening 19 in the carburetor 11 into the intake passage 21 and sucked into the crankcase 4 as a fuel / air mixture together with the intake combustion air. In the region of the top dead center of the piston 5, low-fuel or largely fuel-free air is sucked in via the piston pocket 14 from the air inlet 9 of the air duct 8 via the overflow windows 13 and 16 into the transfer channels 12 and 15. The suction of the air from the air duct 8 is due to the negative pressure in the crankcase 4. During the downward stroke of the piston 5, the fuel / air mixture in the crankcase 4 is compressed.
  • the downwardly moving piston 5 opens the overflow windows 13 and 16 before reaching the bottom dead center. Subsequently, the largely fuel-free air in the overflow channels 12 and 15 first flows into the combustion chamber 3 and flushes exhaust gases from the preceding engine cycle through the outlet 10 , Subsequently, fresh mixture flows from the crankcase 4 into the combustion chamber 3.
  • Fig. 2 shows the carburetor 11 in a side view.
  • the housing 18 of the carburetor 11 comprises a base body 47 to which a cover 46 is attached.
  • An entrance window 51 for the intake passage 21 and an entrance window 52 for the air passage 8 are formed on the main body 47.
  • the entrance windows 51 and 52 are separated from the partition wall 59 from each other.
  • the partition wall 59 is not centrally located, but offset from the intake passage 21, so that there is a flow cross section of the intake passage, which is smaller than the flow cross-section of the air channel 8.
  • a wall portion 53 is provided at the entrance window 52 for the air channel 8, which reduces the flow cross-section of the entrance window 52.
  • the wall section 53 is provided so that the air duct 8 is closed in idle position of the control roller 22.
  • the control roller 22 is provided with an in Fig. 2 stored bearing shaft 50 in the lid 46.
  • an actuating lever 49 is arranged, which acts on a throttle cable, not shown, which may be connected to a throttle of a working device.
  • the throttle cable is advantageous a Bowden cable.
  • a holder 48 is provided on the cover 46 of the carburetor 11.
  • another operation of the bearing shaft 50 or the control roller 22, for example via a linkage may be advantageous.
  • Fig. 3 shows the structure of the carburetor 11 schematically.
  • the control roller 22 is shown in an idle position 54.
  • idle position 54 the control roller 22 is located on a stop, not shown, which is advantageously adjustable for adjusting the idling.
  • the flow direction 60 is directed from behind the image plane to the front, ie out of the image plane.
  • the idle position 54 is an end position of the control roller 22.
  • a fuel chamber 28 is formed in the housing 18 of the carburetor 11, a fuel chamber 28 is formed.
  • the fuel chamber 28 is separated by a membrane 65 from a compensation chamber 66.
  • the compensation chamber 66 is open to the environment, so that in the compensation chamber 66 ambient pressure prevails.
  • a pump for supplying fuel into the fuel chamber 28, for example, a pump, in particular a driven by the fluctuating crankcase pressure diaphragm pump may be provided.
  • a feed pump is provided in the embodiment, the pump bellows 57 in Fig. 3 is shown.
  • the fuel chamber 28 is connected to the fuel port 19 via a fuel channel 29.
  • the fuel opening 19 is formed in the embodiment on a longitudinal side of a tube 67 which projects into the section 27 of the intake passage 21.
  • another embodiment of the fuel opening 19, in particular on the end face of a pipe 67 may also be advantageous.
  • the fuel flow through the fuel channel 29 is controlled by a valve 30, which is designed as an electromagnetic valve.
  • the fuel channel 29 is formed unbranched.
  • An unbranched fuel channel 29 is a fuel channel, in which the entire amount of fuel flowing through the fuel channel 29 is controlled by the valve 30 and opens into the intake channel 21 via the fuel opening 19.
  • Fig. 3 also shows the design of the section 27 of the intake passage 21 in detail.
  • the section 27 has an inlet opening 61, which has a height a measured parallel to the axis of rotation 23, and an outlet opening 63.
  • the height of the section 27 at the outlet opening 63 corresponds to the height a at the inlet opening 61.
  • the section 26 of the air channel has an inlet opening 62 and an outlet opening 64.
  • the inlet opening 62 and the outlet opening 64 are the same size.
  • the control roller 22 is mounted in the housing 18 so that the control roller 22 performs no lifting movement during rotation about its axis of rotation 23. It can be provided that the control roller 22 is fixed axially fixed in the housing 18 for this purpose.
  • a compression spring 45 is provided between the cover 46 and the control roller 22, which presses the control roller 22 against a bottom 69 of a receptacle 68 of the housing 18.
  • the control roller 22 is arranged rotatably about the rotation axis 23.
  • the compression spring 45 serves to compensate for tolerances. An axial movement of the control roller 22 during operation is not provided.
  • Fig. 4 shows an example of the construction of the valve 30.
  • the valve 30 is in the exemplary embodiment, a valve open in the de-energized state.
  • the valve 30 has a housing 31, in a coil 32 is arranged, which is enclosed by an iron core 33 in a known manner.
  • an anchor plate 34 is arranged, which is pulled by a spring element 35 from the iron core 33 and the coil 32 away.
  • At the anchor plate 34 opens a passage opening 40 which is connected to an inlet opening 37 for fuel. If the coil 32 is energized, the anchor plate 34 is pulled by the coil 32 against the passage opening 40, so that the anchor plate 34, the passage opening 40 closes.
  • valve 30 shown opened state of the valve 30, fuel via the inlet opening 37, the passage opening 40, a formed on the outer periphery of the armature plate 34 between the armature plate 34 and housing 31 gap 39 and through openings 36 in the spring element 35 to one or more outlet openings 38 for fuel flow.
  • the spring element 35 may have any appropriate shape.
  • the coil 32 and the iron core 33 are advantageously encapsulated by the housing 31.
  • the valve 30 controls the fuel flow rate through the fuel passage 29 over the period in which the valve 30 is opened.
  • the valve 30 is energized advantageous clocked for this purpose.
  • FIGS. 5 to 10 show the different flow cross sections of the intake passage 21 and air passage 8 in the carburetor 11 for different rotational positions of the control roller 22.
  • Die FIGS. 5 and 6 show the control roller 22 in idle position 45. In idle position 45, the control roller 22 is closed as much as possible. Usually, the control roller 22 is in idle position 54 at a stop. Operation by the operator, such as actuating a throttle lever, is not necessary to adjust the idle position 54.
  • FIG. 5 shows, the flow cross section of the portion 25 of the intake passage 21 from the control roller 22 is partially closed.
  • the inlet opening 61 of the control roller 22 is only partially in register with the portion 25 of the intake passage 21, which is formed in the carburetor housing 18.
  • the entrance window 41 is not shown for the sake of clarity.
  • the entrance window 41 has a vertical to the flow direction 60 and perpendicular to the axis of rotation 23 of the control roller 22 measured width c.
  • the outlet opening 63 with the downstream portion 25 of the intake passage 21 also has an overlap.
  • the exit window 43 has a perpendicular to the flow direction 60 and perpendicular to the rotational axis 23 measured width d.
  • the width d is significantly smaller than the width c.
  • Fig. 6 shows the portion 24 of the air duct 8 in idle position 54.
  • the control roller 22 closes the air duct 8, so that no additional combustion air is sucked in via the air duct 8.
  • Fig. 6 also shows cause the wall portions 53 of the carburetor housing 18, that the control roller 22, the air duct 8 in the neutral position 54 still holds closed.
  • FIGS. 7 and 8 show the control roller 22 in a partial load position 55.
  • idle position 54 was the control roller 22 by a twist angle ⁇ from the idle position 54 in the direction of in the FIGS. 9 and 10 shown completely open position 56 twisted.
  • the width e of entrance window 41 and exit window 43 is the same size. This results in a constant height a and the same cross-sectional shape of the same flow cross sections of the inlet window 41 and exit window 43.
  • the negative pressure at the fuel port 19 corresponds to the negative pressure in the intake passage 21 downstream of the control roller 22.
  • FIG. 8 shows, in partial load position 55 and the air duct 8 is opened.
  • the inlet opening 62 is partially in register with the portion 24 of the air channel 8 in the carburetor housing 18.
  • the outlet opening 63 is partially in register with the section 24 of the air channel 8. Due to the overlap, an entrance window 42 results in the control roller 22 and an exit window 44th from the control roller 22.
  • the entrance window 42 has a perpendicular to the flow direction 60 and the rotation axis 23 measured width f.
  • the exit window 44 has a width g measured in the same direction.
  • the widths f and g are the same size.
  • the widths f and g are significantly smaller than the width e of entrance window 41 and exit window 44 of the intake duct 21 in the illustrated partial load position 55. This results from the wall sections 53 (FIG. Fig. 6 ).
  • FIGS. 9 and 10 show the control roller 22 in its fully open position 56.
  • the fully open position 56 is associated with the full load of the two-stroke engine 1.
  • the entrance window 41 and the exit window 43 of the intake passage 21 are fully opened.
  • the complete opening of entrance window 41 and exit window 43 is advantageous over a twist angle ⁇ from the in Fig. 9 shown fully open position 56 in the direction of the neutral position 54, which is at least 5 °.
  • the angle ⁇ is at least 10 °, in particular at least 20 °.
  • the entrance window 42 and the exit window 44 have the same width h.
  • the width h is determined by the wall sections 53.
  • the free flow cross section of the fuel port 19 for each rotational position of the control roller 22 is equal.
  • a needle that the flow cross-section of the fuel port 19 in response to the rotational position of the control roller 22 controls is not provided.
  • the flow cross section of the exit window 43 of the section 25 of the intake passage 21 is advantageously at most 80%, in particular at most 70%, preferably at most 60% of the flow cross section of the entry window 41.
  • a flow cross section of the exit window 43 is considered to be particularly advantageous which accounts for approximately 50%. the flow cross-section of the entrance window 41 is.
  • Fig. 11 shows the fuel quantity to be supplied x as a function of the temperature T.
  • the temperature T is advantageously a temperature of the two-stroke engine 1.
  • the temperature T for example, via a in Fig. 1 schematically drawn on the crankcase 4 temperature sensor 70 are determined.
  • the temperature sensor 70 is connected to a controller 71 of the two-stroke engine 1.
  • the temperature sensor 70 may also be provided on the controller 71 itself.
  • the controller 71 is connected to the valve 30 and controls the valve 30 at.
  • the controller 71 also controls the ignition timing at which spark is triggered by the spark plug 58.
  • a temperature threshold Ts at the temperature sensor 70 cold start conditions prevail and hot start conditions prevail above the temperature threshold Ts.
  • Fig. 11 shows, below a temperature threshold Ts, a first amount of fuel x 1 is supplied. Above the temperature threshold Ts, a second fuel quantity x 2 is supplied, which is less than the fuel quantity x 1 .
  • the different quantities of fuel x 1 , x 2 can be achieved, for example, by different opening durations of the valve 30.
  • the valve 30 is driven cyclically advantageous, for example via a phase control.
  • the valve 30 In order to be able to supply the very high fuel quantity x 1 , the valve 30 must be able to ensure a comparatively large maximum flow. In idle, however, only a small amount of fuel may be supplied. The idle in the intake 21 sucked amount of fuel can, as in Fig. 5 shown to be adjusted by the different flow cross sections of entrance window 41 and exit window 43. In order to further reduce the idling fuel quantity x, it is provided that the valve 30 does not open every engine cycle. This is schematically in Fig. 12 shown. The graph shows the amount of fuel x delivered over time t, with time t plotted as the number of engine cycles.
  • a fuel quantity x 3 is supplied, which is significantly lower than the fuel quantity x 2 supplied during the warm start and the fuel quantity x 1 supplied during the cold start.
  • the valve 30 is kept closed, so that in the second engine cycle 2, no fuel is supplied.
  • a fuel quantity x 3 is supplied again. Characterized in that fuel is supplied only every second engine cycle, results in the crankcase 4, a reduced amount of fuel. This corresponds to one in Fig. 12 indicated by dashed line fuel quantity x 4 .
  • the amount of fuel actually delivered can be reduced even further by adding fuel only every third engine cycle, every fourth engine cycle, and so on.
  • the temperature T is determined before or during starting. Depending on the determined temperature T is based on the in Fig. 11 shown set the fuel amount x to be supplied.
  • the set amount of fuel x is metered via the valve 30.
  • a starting position of the control roller 22 is not provided.
  • starting the control roller 22 is in the in the FIGS. 5 and 6 arranged rotational position, which is assigned to the idle.
  • An additional throttle element or a choke element for reducing the flow cross-section of the intake passage 21 at startup is not provided. As a result, the operator does not need to insert a choke during startup and to perform any operation.
  • the amount of fuel x to be supplied at startup is automatically set by the controller 71 based on the measured temperature T.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Means For Warming Up And Starting Carburetors (AREA)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)

Claims (10)

  1. Carburateur avec un carter (18), un tronçon (25) d'un conduit d'aspiration (21) étant formé dans le carburateur (11), un cylindre de commande (22) dans lequel est formée une partie (27) du conduit d'aspiration (21) étant monté en rotation dans le carter (18), le cylindre de commande (22) commandant la section de passage libre du conduit d'aspiration (21), le carburateur (11) comportant une chambre de carburant (28), et une ouverture pour carburant (19) qui est reliée à la chambre de carburant (28) par l'intermédiaire d'un conduit de carburant sans embranchement (29) débouchant dans la partie (27) du conduit d'aspiration (21), ladite ouverture pour carburant (19) étant la seule ouverture pour carburant (19) qui débouche dans le conduit d'aspiration (21), dans le carburateur (11), le carburateur (11) comprenant une soupape à commande électrique (30) qui commande le flux de carburant dans le conduit de carburant (29), la partie (27) du conduit d'aspiration (21) qui est formée dans le cylindre de commande (22) étant reliée, dans au moins une position de rotation dudit cylindre de commande (22), par l'intermédiaire d'une fenêtre d'entrée (41) à la partie du conduit d'aspiration (21) située en amont du cylindre de commande (22), et par l'intermédiaire d'une fenêtre de sortie (43) à la partie du conduit d'aspiration (21) située en aval du cylindre de commande (22), la section de passage de la fenêtre de sortie (43), au moins dans une position de rotation du cylindre de commande (22) qui est associée au ralenti, étant plus petite que celle de la fenêtre d'entrée (41).
  2. Carburateur selon la revendication 1,
    caractérisé en ce que la section de passage de la fenêtre de sortie (43), dans la ou les positions de rotation, représente au maximum 80% de la section de passage de la fenêtre d'entrée (41).
  3. Carburateur selon la revendication 1 ou 2,
    caractérisé en ce que la section de passage de la fenêtre de sortie (43), pour toutes les positions de rotation du cylindre de commande (22) qui correspondent à un angle de rotation (α) dudit cylindre de commande à partir de la position de ralenti (54) en direction de la position complètement ouverte (56) de 0° à 20°, est plus petite que la section de passage de la fenêtre d'entrée (41).
  4. Carburateur selon l'une des revendications 1 à 3,
    caractérisé en ce que la section de passage de la fenêtre de sortie (43), pour toutes les positions de rotation du cylindre de commande (22) qui correspondent à un angle de rotation (β) dudit cylindre de commande (22) à partir de la position complètement ouverte (56) en direction de la position de ralenti (54) de 0° à 5°, est aussi grande que la section de passage de la fenêtre d'entrée (41).
  5. Carburateur selon l'une des revendications 1 à 4,
    caractérisé en ce que la section de passage libre de l'ouverture pour carburant (19) est la même pour n'importe quelle position du cylindre de commande (22).
  6. Carburateur selon l'une des revendications 1 à 5,
    caractérisé en ce que le cylindre de commande (22) est monté dans le carter (18) de telle sorte que lors d'un mouvement de rotation du cylindre de commande (22) il n'y ait pas de mouvement de course dans le sens de l'axe de rotation (23) dudit cylindre de commande (22).
  7. Carburateur selon l'une des revendications 1 à 6,
    caractérisé en ce que la soupape (30) est une soupape électromagnétique.
  8. Procédé pour le fonctionnement d'un moteur à combustion interne avec un carburateur selon l'une des revendications 1 à 7,
    selon lequel une température (T) est déterminée avant ou pendant le démarrage du moteur à combustion interne, et le flux de carburant qui passe dans le conduit de carburant (29) est commandé lors du démarrage dudit moteur à combustion interne en fonction de la température (T).
  9. Procédé selon la revendication 8,
    caractérisé en ce que le moteur à combustion interne est démarré avec une section de conduit d'aspiration qui est associée au ralenti.
  10. Procédé selon la revendication 8 ou 9,
    caractérisé en ce qu'au ralenti, lors des différents cycles de moteur il n'y a pas de carburant qui est amené dans le conduit d'aspiration (21).
EP16000258.0A 2015-02-05 2016-02-03 Carburateur et procede destine au fonctionnement d'un moteur a combustion interne comprenant un carburateur Active EP3054142B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102015001452.8A DE102015001452A1 (de) 2015-02-05 2015-02-05 Vergaser und Verfahren zum Betrieb eines Verbrennungsmotors mit einem Vergaser

Publications (2)

Publication Number Publication Date
EP3054142A1 EP3054142A1 (fr) 2016-08-10
EP3054142B1 true EP3054142B1 (fr) 2018-04-18

Family

ID=55315284

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EP16000258.0A Active EP3054142B1 (fr) 2015-02-05 2016-02-03 Carburateur et procede destine au fonctionnement d'un moteur a combustion interne comprenant un carburateur

Country Status (5)

Country Link
US (1) US10337458B2 (fr)
EP (1) EP3054142B1 (fr)
JP (1) JP2016142271A (fr)
CN (1) CN105863887B (fr)
DE (1) DE102015001452A1 (fr)

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JP2018091235A (ja) 2016-12-02 2018-06-14 株式会社やまびこ 携帯式エンジン作業機及びこれに組み込まれるロータリ式気化器
DE102018000145A1 (de) * 2018-01-10 2019-07-11 Andreas Stihl Ag & Co. Kg Vergaser für den Verbrennungsmotor in einem handgeführten Arbeitsgerät, Verbrennungsmotor mit einem Vergaser und Verfahren zum Betrieb eines Verbrennungsmotors

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Also Published As

Publication number Publication date
JP2016142271A (ja) 2016-08-08
US20160230704A1 (en) 2016-08-11
CN105863887A (zh) 2016-08-17
EP3054142A1 (fr) 2016-08-10
DE102015001452A1 (de) 2016-08-11
US10337458B2 (en) 2019-07-02
CN105863887B (zh) 2019-12-10

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