EP3561257B1 - Moteur à combustion interne et son procédé de fonctionnement - Google Patents

Moteur à combustion interne et son procédé de fonctionnement Download PDF

Info

Publication number
EP3561257B1
EP3561257B1 EP19170058.2A EP19170058A EP3561257B1 EP 3561257 B1 EP3561257 B1 EP 3561257B1 EP 19170058 A EP19170058 A EP 19170058A EP 3561257 B1 EP3561257 B1 EP 3561257B1
Authority
EP
European Patent Office
Prior art keywords
combustion engine
internal combustion
switching element
fuel
overflow
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
EP19170058.2A
Other languages
German (de)
English (en)
Other versions
EP3561257A1 (fr
Inventor
Claus Naegele
Matthias Hehnke
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 EP3561257A1 publication Critical patent/EP3561257A1/fr
Application granted granted Critical
Publication of EP3561257B1 publication Critical patent/EP3561257B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/04—Engines with reciprocating-piston pumps; Engines with crankcase pumps with simple crankcase pumps, i.e. with the rear face of a non-stepped working piston acting as sole pumping member in co-operation with the crankcase
    • 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
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
    • F02B25/06—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke the cylinder-head ports being controlled by working pistons, e.g. by sleeve-shaped extensions thereof
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/28—Component parts, details or accessories of crankcase pumps, not provided for in, or of interest apart from, subgroups F02B33/02 - F02B33/26
    • F02B33/30—Control of inlet or outlet ports
    • 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
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F02M23/02—Apparatus for adding secondary air to fuel-air mixture with personal control, or with secondary-air valve controlled by main combustion-air throttle
    • F02M23/03—Apparatus for adding secondary air to fuel-air mixture with personal control, or with secondary-air valve controlled by main combustion-air throttle the secondary air-valve controlled by main combustion-air throttle
    • 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
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F02M23/04—Apparatus for adding secondary air to fuel-air mixture with automatic control
    • F02M23/06—Apparatus for adding secondary air to fuel-air mixture with automatic control dependent on engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • 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
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust 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
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F02M2023/008—Apparatus for adding secondary air to fuel-air mixture by injecting compressed air directly into the combustion chamber

Definitions

  • the invention relates to an internal combustion engine of the type specified in the preamble of claim 1 and a method for its operation.
  • an internal combustion engine namely a two-stroke engine
  • a fuel channel via which fuel is supplied into the overflow channel, opens into an overflow channel arranged opposite the outlet.
  • the transfer channels which are located on the circumference of the cylinder between the fuel-carrying transfer channel and the outlet, are opened first on the downward stroke of the piston. This is intended to ensure that the exhaust gases are essentially flushed out of the combustion chamber by pure air.
  • an internal combustion engine in which an air duct opens into an overflow duct via a check valve.
  • additional fuel is fed into the air duct via a fuel line.
  • a valve which is opened by the negative pressure generated in the crankcase interior, is arranged in the fuel line.
  • this object is achieved by an internal combustion engine having the features of claim 1.
  • the object is achieved by a method having the features of claim 15.
  • the internal combustion engine has a cylinder, a crankcase and at least one first transfer channel.
  • the overflow channel is in the area of the lower At the dead center of the piston, a fluidic connection between a crankcase interior and a combustion chamber formed in the cylinder is established.
  • the first transfer channel is connected to the crankcase interior via a first orifice and opens into the combustion chamber with at least one first transfer window.
  • the overflow channel can be designed as an unbranched channel or it can be branched and have several overflow windows.
  • the internal combustion engine has a fuel supply device which supplies fuel between the first transfer window and the first orifice into the first transfer channel.
  • the first overflow duct in addition to the mouth opening and the first overflow window, has a connection opening at which the first overflow duct is connected to the crankcase interior.
  • the connection opening is provided with a switching element for switching the connection opening.
  • the orifice denotes the opening from the crankcase into the first transfer channel.
  • the mouth opening can be provided in the crankcase or advantageously formed between the crankcase and the cylinder.
  • connection opening of the overflow duct to the crankcase is advantageously closed when the switching element is closed.
  • connection opening preferably no fuel / air mixture or no pure air passes through the connection opening into the crankcase.
  • the fuel supply device can be a carburetor, an electronically controlled carburetor or a fuel injection device.
  • the fuel injection device can advantageously inject the fuel into the intake duct, into the crankcase and / or into at least one overflow duct.
  • the fuel supply device is provided for supplying fuel between the first transfer window and the orifice into the first transfer channel.
  • the fuel can be fed into the first transfer channel or through the first transfer channel into the crankcase interior. If the connection opening is closed, then, for example, fuel, a fuel / air mixture or air can be fed into the overflow duct.
  • connection opening When the connection opening is closed, advantageously no fuel / air mixture gets into the crankcase interior.
  • a small proportion of the fuel / air mixture can be fed into the crankcase interior.
  • the fuel / air mixture advantageously reaches the crankcase interior via the orifice.
  • a residual cross section of the connection opening remains open, via which the fuel / air mixture is fed into the crankcase interior.
  • essentially fuel-free air is advantageously supplied via these further overflow ducts when the connection opening is closed.
  • This air is used advantageously to flush exhaust gases from the combustion chamber. This is particularly advantageous at low speeds of the internal combustion engine, for example when idling.
  • the connection opening is closed or predominantly closed, the fuel is advantageously fed into the combustion chamber essentially via the first overflow duct. This ensures that a sufficient amount of fuel gets into the combustion chamber even at low speeds.
  • the amount of fuel supplied per engine cycle is advantageously the amount of fuel injected for this engine cycle, since the amount of fuel injected into the first transfer channel is advantageously supplied into the combustion chamber in each engine cycle.
  • This enables precise metering of the fuel per engine cycle, especially when the internal combustion engine is warm.
  • the amount of fuel fed into the combustion chamber can differ from the amount of fuel injected, for example if there is fuel on cold walls of the The intake duct, the overflow duct or the crankcase is precipitated and is therefore not fed into the combustion chamber during this engine cycle.
  • connection opening is closed.
  • the comparatively small amounts of fuel required when idling can be well metered when the connection opening is closed and, in particular, when the fuel is fed directly into the overflow duct, can be fed to the combustion chamber in a precise cycle.
  • connection opening is open.
  • Fuel / air mixture can be supplied through the first transfer channel into the crankcase interior via the opened connection opening.
  • the fuel / air mixture ensures, for example, sufficient lubrication of the moving parts in the crankcase interior.
  • connection opening is open, the section of the first overflow channel between the connection opening and the mouth opening is advantageously inoperative. If the internal combustion engine is a flushing reservoir engine, largely the entire volume of the overflow duct between the at least one overflow window and the connection opening is available for upstream air. This is particularly useful at high speeds, preferably at full load.
  • the internal combustion engine is advantageously a flushing reservoir engine.
  • the internal combustion engine is advantageously a flushing reservoir motor that is slot-controlled by means of a piston.
  • the internal combustion engine advantageously has a supply duct for air.
  • the supply channel for air is advantageous in the area of the top dead center of the piston with the overflow channels connected near the overflow window.
  • the supply duct for air advantageously supplies fuel-free or largely fuel-free air into at least one overflow duct, in particular into all overflow ducts near the outlet. This largely fuel-free air passes into the combustion chamber as soon as the overflow windows open into the combustion chamber on the downward stroke of the piston and flushes the exhaust gases out of the combustion chamber.
  • a fuel / air mixture then advantageously flows into the combustion chamber. This reduces flushing losses, i.e. the proportion of unburned fuel that escapes through the outlet.
  • the switching element releases the flow cross-section of the connection opening in a first switching position.
  • the switching valve advantageously closes the flow cross-section of the connection opening at least partially.
  • Intermediate positions of the switching element in which the connection opening is partially open can also be advantageous.
  • the switching element completely closes the flow cross-section of the connection opening in the second switching position. As a result, the entire amount of fuel is fed into the transfer channel in the second switching position.
  • the switching element leaves a small residual flow cross-section of the connection opening open in the second switching position, so that small amounts of fuel can pass into the crankcase interior to lubricate the moving parts in the crankcase.
  • a complete closing of the connection opening by the switching element in the second switching position is particularly advantageous if the internal combustion engine has further transfer ducts in addition to the first transfer duct.
  • the fact that the switching element completely closes the flow cross-section of the connection opening in the second switching position prevents fuel from reaching the combustion chamber from the crankcase interior via the further overflow ducts.
  • the fuel supply can therefore be over the first overflow channel controlled by means of the switching element. This can improve the combustion chamber purging and reduce the leakage of unburned fuel into the exhaust of the internal combustion engine.
  • the switching element is a mechanical switching element.
  • the switching element can in particular be a rotary valve, a slide or a flap.
  • the switching element can advantageously be adjusted between the first switching position and the second switching position, regardless of the rotational position of the crankshaft.
  • a control device for controlling the switching element is provided.
  • the control device can advantageously be an electrical or electronic control device. Mechanical control of the switching element can also be advantageous.
  • control device is designed to actuate the switching element as a function of the speed of the internal combustion engine.
  • the switching element is advantageously in the second switching position, in which the switching element at least partially closes the flow cross section of the connection opening.
  • the fuel is predominantly, in particular completely, introduced into the first transfer channel at low speeds.
  • the switching element is in the first switching position.
  • the connection opening is advantageously open.
  • the fuel can be introduced into the crankcase interior at high speeds, and sufficient lubrication of the moving parts in the crankcase interior is made possible.
  • the switching element is in the second switching position when accelerating. In the second switching position, the connection opening is advantageously closed. As a result, the fuel supplied in the first overflow channel quickly reaches the combustion chamber, and the internal combustion engine reacts quickly to the operator's request for acceleration.
  • the switching element is at least temporarily in the second switching position in the range of the final speed.
  • fuel can be metered into the combustion chamber with precise rotation.
  • the switching element is advantageously only briefly in the second switching position in the range of the final speed and at least temporarily also in the first switching position in order to ensure sufficient lubrication of the moving parts in the crankcase.
  • the switching element is advantageously in the second switching position when fuel is supplied again during a subsequent acceleration. Because the switching element is in the second switching position, fuel supplied in the first overflow channel quickly reaches the combustion chamber. This avoids a delay in the renewed acceleration.
  • the internal combustion engine advantageously has a throttle element which is used to control at least a partial amount of the amount of combustion air supplied to the internal combustion engine.
  • the combustion air can be supplied as pure air or in the form of a fuel / air mixture.
  • the throttle element can in particular be arranged in an intake duct for air or a supply duct for a fuel / air mixture and controlled by an operator.
  • the control device is designed in an advantageous embodiment for actuating the switching element as a function of the position of the throttle element.
  • the switching element can depending on the speed of the internal combustion engine and / or be actuated as a function of the position of the throttle element.
  • the internal combustion engine advantageously has means which, in the first switching position of the switching element, at least partially, in particular completely, interrupt the connection between the crankcase interior and the combustion chamber via the first overflow duct.
  • the switching element itself forms the means for interrupting the connection between the crankcase interior and the combustion chamber via the first overflow duct.
  • the first overflow channel can advantageously be divided into a first channel section and at least one second channel section.
  • the first channel section of the first overflow channel advantageously has the connection opening to the crankcase.
  • the first channel section of the first overflow channel advantageously extends from the mouth opening to below the switching element or to the connecting opening.
  • the second channel section of the overflow channel extends advantageously up to the overflow window, in particular from above the switching element to the overflow window.
  • the switching element advantageously closes the second channel section of the first overflow channel.
  • at least the second channel section of the first overflow channel is advantageously inoperative in the first switching position of the switching element.
  • the second channel section of the first overflow channel between the connection opening and the overflow window is closed.
  • the first channel section between the mouth opening and the connecting opening is advantageously connected at both ends to the crankcase interior and is therefore also inoperative.
  • the fuel supply device advantageously has a fuel valve.
  • the fuel valve can advantageously be activated in such a way that fuel is introduced into the transfer channel over only part of an engine cycle.
  • Fuel is particularly preferably introduced into the overflow duct while the overflow windows to the combustion chamber are open and combustion air flows from the crankcase interior via the at least one overflow duct into the combustion chamber.
  • the fuel valve feeds the fuel into the first overflow channel.
  • the fuel valve is advantageously arranged such that an outlet opening of the fuel valve for fuel is arranged on the first overflow channel. This means that the fuel can be metered directly into the overflow channel with precise cycle times. The fuel supply can be suspended during engine cycles when no combustion is to take place.
  • the internal combustion engine has an intake duct for supplying a fuel / air mixture, which opens into the first overflow duct.
  • an intake duct for supplying a fuel / air mixture, which opens into the first overflow duct.
  • the fuel is fed into the intake duct via an injection valve.
  • other means of supplying fuel such as a carburetor, can also be advantageous.
  • An outlet opening advantageously leads out of the combustion chamber. Exhaust gases can be guided out of the combustion chamber and, for example, into a silencer via the outlet opening.
  • the first overflow window is in particular arranged opposite the outlet opening on the cylinder.
  • At least one further overflow window of a further overflow channel is arranged on the circumference of the cylinder bore between the first overflow window and the outlet opening, via which combustion air or mixture flows into the combustion chamber from the crankcase interior.
  • the combustion air flowing into the combustion chamber via the at least one further transfer channel separates the mixture flowing into the combustion chamber via the first transfer channel from the exhaust gases flowing to the outlet opening.
  • a valve is advantageously arranged at the first mouth opening.
  • the valve at the first orifice is in particular a check valve.
  • the internal combustion engine has a supply duct for supplying largely fuel-free air.
  • the feed channel advantageously opens with an inlet opening on the cylinder bore.
  • the feed channel is advantageously connected to at least one second overflow window of a second overflow channel in at least one position of the piston, in particular in the region of the top dead center of the piston.
  • the inlet opening of the supply channel opens into the crankcase interior in the area of the top dead center of the piston.
  • the inlet opening is positioned and the piston is dimensioned in such a way that the piston skirt at least partially exposes the inlet opening on the cylinder bore in the area of the top dead center of the piston.
  • the piston advantageously at least partially clears the inlet opening on the cylinder bore in the area of the top dead center.
  • the switching element releases the flow cross-section of the connection opening in a first switching position and at least partially closes the flow cross-section of the connection opening in a second switching position.
  • the switching element is advantageously adjusted as a function of the speed of the internal combustion engine between the first switching position and the second switching position.
  • the switching element when a first speed is exceeded, which is above an idle speed and / or when a first speed is exceeded Opening angle of the throttle element is adjusted into the first switching position, and that the switching element is adjusted into the second switching position when the speed falls below the first speed and / or when the throttle element falls below the first opening angle.
  • the switching element Above the first speed and / or above the first opening angle of the throttle element, the switching element is always in the first switching position in which the flow cross-section of the connection opening is released, and below the first speed and / or below the first opening angle of the throttle element in the second Switching position in which the switching element at least partially closes the flow cross-section of the connection opening.
  • Fig. 1 shows schematically an embodiment of an internal combustion engine 1.
  • the internal combustion engine 1 is advantageously a two-stroke engine.
  • the internal combustion engine 1 is a single-cylinder engine.
  • the internal combustion engine 1 is advantageous the drive motor of a tool of a hand-held device such as a power saw, a power cutter, a brush cutter, a blower or the like.
  • the internal combustion engine 1 has a cylinder 2 and a crankcase 4.
  • a crankcase interior 24 is formed, in which an in Fig. 1 schematically shown crankshaft 7 is rotatably mounted.
  • a piston 5 is mounted to reciprocate in the direction of a cylinder longitudinal axis 49.
  • the piston 5 separates a combustion chamber 3 formed in the cylinder 2 from the crankcase interior 24.
  • the piston 5 drives the crankshaft 7 to rotate about an axis of rotation 8 via a connecting rod 6.
  • the crankshaft 7 rotates in a direction of rotation 9 when the internal combustion engine 1 is in operation.
  • a feed channel 10 with an inlet opening 12 opens at the cylinder 2.
  • the inlet opening 12 is advantageously arranged on a cylinder bore 31 formed in the cylinder 2 and controlled by the piston 5.
  • An adjustable throttle element 11 is arranged in the feed channel 10, which throttle element can advantageously be opened by an operator operating a gas lever.
  • the throttle element 11 can be a throttle valve.
  • the piston 5 is in the in Fig. 1 position shown in the area of bottom dead center (BDC).
  • the internal combustion engine 1 has a first overflow duct 14 which opens into the combustion chamber 3 with an overflow window 15.
  • the overflow window 15 is slot-controlled by the piston 5.
  • the overflow channel 14 opens with a first opening 25 into the crankcase interior 24.
  • the first opening 25 can advantageously be controlled by a valve.
  • a pressure-controlled check valve 23 is provided as an example.
  • An injection valve 13 can be provided for supplying fuel.
  • the injection valve 13 is controlled by a control device 29 of the internal combustion engine 1.
  • the injection valve 13 is advantageously arranged on the overflow duct 14.
  • the injection valve 13 feeds the fuel directly into the first overflow duct 14.
  • the injection valve 13 has a fuel opening 30, which in the first overflow channel 14 is arranged.
  • An outlet opening 21 leads out of the combustion chamber 3.
  • the outlet opening 21 and the overflow window 15 of the first overflow duct 14 are arranged opposite one another on the cylinder bore 31 in relation to the cylinder longitudinal axis 49.
  • the internal combustion engine 1 can according to the embodiment according to Fig. 1 also have two second transfer channels 16 close to the outlet and two third transfer channels 18 remote from the outlet. Only one of the overflow channels 16 and 18 is shown in each case.
  • the overflow channels 16 and 18 are to the in Fig. 1
  • the schematic sectional plane shown is arranged mirror-symmetrically in front of and behind the plane of the sheet.
  • the overflow channels 16 open into the combustion chamber 3 with overflow windows 17.
  • the overflow channels 18 open into the combustion chamber 3 with overflow windows 19.
  • the internal combustion engine 1 is an engine that works with a flushing reservoir.
  • the feed channel 10 is used to store air in the overflow channels 16 and 18.
  • the piston 5 has at least one piston pocket 20.
  • the inlet opening 12 is connected to the overflow windows 17 and 19 via the piston pocket 20 in structurally predetermined positions of the piston 5. As a result, air can flow from the supply channel 10 via the piston pocket 20 into the overflow channels 16 and 18.
  • the supply channel 10 is only indirectly connected to the first overflow channel 14, namely via the crankcase interior 24.
  • the inlet opening 12 is connected to the overflow windows 17 and 19 in the area of the top dead center of the piston 5 (see FIG Fig. 8 ).
  • the inlet opening 12 is advantageously arranged in such a way that it is not covered by the piston skirt of the piston 5 in the region of the top dead center of the piston 5 and thus opens directly into the crankcase interior 24.
  • the overflow window 15 has an upper edge 65 facing away from the crankcase interior 24.
  • the overflow window 17 has an upper edge 67.
  • the overflow window 19 has an upper edge 69.
  • the upper edges 65, 67 and 69 are at the same level and are thereby opened by the piston 5 at the same time.
  • the upper edges 65, 67, 69 can run inclined in the circumferential direction of the cylinder 2.
  • the upper edges 65, 67 and 69 are preferably arranged in such a way that all overflow windows 15, 17 and 19 are opened simultaneously on the downward stroke of the piston 5 towards the combustion chamber 3.
  • the upper edges 65, 67 and 69 of the overflow windows 15, 17 and 19 open into the combustion chamber 3 at different heights. This can lead to changed control times by the piston 5 accordingly. It can thus be provided, for example, that the overflow windows 17 and 19 are opened first and the overflow window 15 is only opened after a further downward stroke of the piston 5. As a result, the combustion chamber 3 is initially flushed with largely fuel-free air from the transfer channels 17 and 19 before the fuel / air mixture passes from the first transfer channel 14 through the transfer window 15 into the combustion chamber 3.
  • the first overflow channel 14 has a connection opening 26.
  • the connection opening 26 connects the first overflow channel 14 between the mouth opening 25 and the overflow window 15 with the crankcase interior 24.
  • the connection opening 26 of the exemplary embodiment is shown in FIG Fig. 1 closed by a switching element 22.
  • the switching element 22 is shown in FIG Fig. 1 in a second switching position 28. In the second switching position 28, the connection opening 26 is closed.
  • the switching element 22 can be in a first switching position 27 ( Fig. 7 ) can be adjusted.
  • the connection opening 26 connects the overflow duct 14 to the crankcase interior 24.
  • the injection valve 13 can feed fuel either into the overflow duct 14 or through the overflow duct 14 into the crankcase interior 24.
  • the first switch position 27 is in Fig. 1 schematically with a dashed line shown.
  • a switching element 22 is advantageously provided which completely closes the connection opening 26.
  • the switching element 22 is adjusted between the first switching position 27 and the second switching position 28 as a function of the speed.
  • the switching element 22 is advantageously activated via the control device 29 of the internal combustion engine.
  • Fig. 2a shows schematically a possible, exemplary course of the speed n of the internal combustion engine 1 over time t.
  • the speed curve is shown as line 60.
  • the internal combustion engine 1 initially rotates at an idling speed n L. N is the rotational speed then increases and exceeds the time t 1, a first rotational speed n. 1 The first speed n 1 is then above the idling speed n L. At a point in time t 2 , the speed n falls below the first speed n 1 .
  • Figure 2b shows an exemplary embodiment for the switching positions 27 and 28 in the in Fig. 2a shown speed curve.
  • the switching element 22 is in the second switching position 28, as the line 61 shows.
  • the switching element 22 is moved into the first switching position 27.
  • the speed n is above the first speed n 1
  • the shift element 22 is in the first shift position 27.
  • the shift element 22 becomes adjusted from the first switching position 27 to the second switching position 28.
  • the switching element 22 can accordingly be adjusted independently of the rotational position of the crankshaft 7 solely as a function of the speed n of the internal combustion engine 1.
  • the switching element 22 can be adjusted into the second switching position 28 for further operating points.
  • the switching element 22 can, for example, when Accelerate, can be adjusted to the second switching position 28 in the final speed or when decelerating. This is in Figure 2b drawn in with a dotted line.
  • the switching element 22 is not moved into the first switching position 27 until a point in time t 1 ′.
  • speed n is greater than first speed n 1.
  • Time t 1 ' is after time t 1 .
  • the acceleration falls below a predetermined value, so the speed n increases less than in the previous strong acceleration.
  • the switching element 22 is not dependent on the speed, but rather depending on an opening angle ⁇ of the throttle element 11 between the first switching position 27 and the second switching position 28 is adjusted.
  • the opening angle ⁇ is in Fig. 1 shown schematically and denotes the pivoting angle of the throttle element 11 starting from the closed position of the throttle element 11 in the direction of the open position.
  • the closed position of the throttle element 11 shown is the opening angle ⁇ 0 °.
  • Fig. 7 the opening angle ⁇ for the open position of the throttle element 11 is shown.
  • FIG. 2c shows schematically a possible course for the opening angle ⁇ as line 62.
  • the throttle element 11 is opened from the closed position. At time t 3 , the opening angle ⁇ exceeds a first opening angle ⁇ 1 .
  • the throttle element 11 remains completely open for a short period of time and is then completely closed again, the throttle element 11 falling below the first opening angle ⁇ 1 at time t 4.
  • Fig. 2d shows an exemplary embodiment for the switching positions 27 and 28 in the in Figure 2c shown course of the opening angle ⁇ .
  • the switching element 22 is in the second switching position 28. This shows the line 63.
  • the switching element becomes 22 adjusted to the first switching position 27.
  • the throttle element 11 is open beyond the first opening angle ⁇ 1 , and the switching element 22 is in the first switching position 27.
  • the opening angle ⁇ becomes smaller than the opening angle ⁇ 1
  • the switching element 22 can accordingly be adjusted independently of the rotational position of the crankshaft 7 solely as a function of the opening angle ⁇ of the throttle element 11.
  • the switching element 22 is adjusted into the second switching position 28 for further operating points as a function of the opening angle ⁇ .
  • the switching element 22 is adjusted as a function of the opening angle ⁇ and as a function of the speed of the crankshaft 7 between the first switching position 27 and the second switching position 28.
  • the resulting course of the switch positions 27 and 28 is shown schematically as line 64 in FIG Fig. 2e shown.
  • An adjustment of the switching element 22 from the second switching position 28 to the first switching position 27 is advantageously only provided when both the speed n exceeds the specified first speed n 1 and the opening angle ⁇ exceeds the specified first opening angle ⁇ 1. In the exemplary embodiment, this is the case at time t 1 , since time t 3 is before time t 1 .
  • the point in time t 4 at which the opening angle ⁇ becomes smaller than the opening angle ⁇ 1 , lies in the exemplary embodiment after the point in time t 2 , at which the speed n falls below the first speed n 1 .
  • An adjustment of the switching element 22 from the first switching position 27 to the second switching position 28 is advantageously provided when both the speed n falls below the first speed n 1 and when the opening angle ⁇ is smaller than the first opening angle ⁇ 1 . In the exemplary embodiment, this is the case at time t 4.
  • the switching element 22 is moved from the first switching position 27 to the second switching position 28.
  • an adjustment of the switching element 22 into the second switching position 28 can additionally be provided for further operating points.
  • a sudden adjustment of the switching element 22 between the first switching position 27 and the second switching position 28 is shown as an example.
  • the switching element 22 is gradually adjusted between the first switching position 27 and the second switching position 28, for example, by pivoting the switching element 22.
  • the switching element 22 can be adjusted in such a way that the adjustment itself generates a speed response of the internal combustion engine 1.
  • the adjustment of the switching element 22 between the first switching position 27 and the second switching position 28 can, however, also take place in such a way that there is no noticeable speed reaction of the internal combustion engine 1.
  • the switching element 22 only opens and closes the connection opening 26, but not closes or opens the overflow channel 14.
  • FIG. 3 shows the internal combustion engine 1 shortly after bottom dead center (BDC) of the piston 5.
  • Fig. 4 shows the internal combustion engine 1 in a position on the upward stroke in the direction of top dead center (TDC) of the piston 5 shortly before the exhaust port 21 is completely closed.
  • Fig. 5 shows the internal combustion engine 1 in the top dead center of the piston 5.
  • Fig. 6 shows the internal combustion engine 1 on the downward stroke of the piston 5 with the outlet opening 21 largely open and the overflow windows 15, 17 and 19 partially open.
  • a variant of the internal combustion engine 1 is shown, which instead of the internal combustion engine 1 from Fig. 1 can be provided.
  • the variant of the internal combustion engine according to Fig. 3 differs in the design of the switching element.
  • a switching element 22 ' is provided which, in the second switching position 28, does not completely close the connection opening 26, but only closes a residual cross-section.
  • a switching element 22 is provided which completely closes the connection opening 26.
  • Fig. 3 shows the internal combustion engine 1 shortly after bottom dead center on the upward stroke of the piston 5.
  • the check valve 23 at the orifice 25 of the first overflow channel 14 is open, and largely fuel-free air flows from the crankcase interior 24 into the first overflow channel 14, as through the arrow 32 is shown.
  • the first overflow channel 14 there is a mixture from the previous injection of fuel, which flows along the arrows 33 and 34 through the first overflow channel 14 and the overflow window 15 into the combustion chamber 3.
  • Air that is largely free of fuel flows from the overflow channels 16 and 18 in the direction of the arrows 35 into the combustion chamber 3.
  • the largely fuel-free air flows in the direction of arrow 36 in the direction of outlet opening 21 and flushes exhaust gases out of combustion chamber 3.
  • the exhaust gases flow out in the direction of arrow 37 through outlet opening 21.
  • Fig. 4 shows the internal combustion engine 1 shortly before the top dead center (TDC) of the piston 5.
  • the outlet opening 21 is largely closed and with a further upward stroke of the piston 5, the mixture present in the combustion chamber 3 is compressed.
  • the overflow windows 15, 17 and 19 are closed by the piston 5 towards the combustion chamber 3.
  • the inlet opening 12 of the feed channel 10 is connected to the overflow windows 17 and 19 via the piston pocket 20.
  • the internal combustion engine 1 is idling. When idling, the throttle element 11 can be largely closed, in particular with the exception of a structurally predetermined residual cross section.
  • the embodiment variant shown with switching element 22 ′ can pass small amounts of fuel into the crankcase interior 23.
  • the fuel 39 flowing into the crankcase interior 24 is used, for example, to lubricate the moving parts in the crankcase interior 24.
  • Fig. 5 shows the internal combustion engine 1 in the top dead center of the piston 5.
  • the mixture in the combustion chamber 3 is in Fig. 5 spark plug 48 shown schematically ignited.
  • the inlet opening 12 is arranged such that it is open towards the crankcase interior 24 at the top dead center of the piston 5.
  • the inlet opening 12 is completely open to the crankcase interior 24 at the top dead center of the piston 5.
  • the inlet opening 12 is only partially open to the crankcase interior 24 at the top dead center of the piston 5.
  • the inlet opening 12 is closed towards the crankcase interior 24 at the top dead center of the piston 5.
  • the inlet opening 12 is then advantageously located in a section of the cylinder bore 31 which, in every position of the Piston 5 is covered by the piston skirt of the piston 5 or the piston pocket 20. As a result, the direct connection of the supply channel 10 to the crankcase interior 24 via the inlet opening 12 is closed by the piston 5.
  • Fig. 6 shows the internal combustion engine 1 on the downward stroke of the piston 5.
  • the outlet opening 21 opens and exhaust gases flow out of the combustion chamber 3 in the direction of the arrow 37.
  • largely fuel-free air flows through the overflow channels 16 and 18 from the crankcase interior 24 in the direction of the arrows 35 into the combustion chamber 3.
  • the mixture flows along the arrows 33 and 34 into the combustion chamber 3.
  • largely fuel-free air flows through the check valve 23, which is in the position shown in FIG Fig. 6 position shown is open, along the arrow 23 into the first overflow channel 14 according to.
  • the fuel 39 is injected into the first transfer channel 14 when the transfer window 15 is already closed. In an alternative embodiment, however, it is also possible to inject the fuel 39 into the first transfer duct 14 while the transfer window 15 is open and combustion air flows from the crankcase interior 24 through the first transfer duct 14 into the combustion chamber 3.
  • the Figures 7 to 10 show the internal combustion engine 1 with the throttle element 11 fully open, for example at full load.
  • the piston position corresponds to off Fig. 7 the piston position Fig. 3
  • the piston position Fig. 8 corresponds to the piston position Fig. 4
  • Fig. 9 shows accordingly Fig. 5 the piston 5 at top dead center
  • Fig. 10 shows a piston position accordingly Fig. 6 .
  • the switching element 22 is in its first switching position 27 when the throttle element 11 is fully open. In this switching position, the connection opening 26 is completely open to the crankcase interior 24.
  • the speed n of the internal combustion engine 1 when the throttle element 11 is fully open is higher than the first speed n 1 ( Figures 2a and 2b ) when the throttle element 11 is closed.
  • the piston 5 has largely closed the outlet opening 21 on its upward stroke.
  • the overflow windows 15, 17 and 19 are closed towards the combustion chamber 3.
  • the overflow windows 17 and 19 are connected to the inlet opening 12 of the feed channel 10 via the piston pocket 20.
  • clean air can flow along the arrows 38 through the supply channel 10 via the inlet opening 12 into the piston pocket 20 and from there through the overflow windows 17 and 19 into the overflow channels 16 and 18.
  • the injection valve 13 feeds fuel 39 through the first transfer channel 14 and through the connecting opening 26 into the crankcase interior 24.
  • the injection valve 13 is arranged opposite the connection opening 26.
  • the check valve 23 is in the Figures 7 and 8 Positions shown of the piston 5 closed.
  • the check valve 23 is in particular a Diaphragm valve that is biased towards the closed position due to the inherent rigidity of the diaphragm.
  • Fig. 11 shows a further preferred embodiment of an internal combustion engine 1.
  • the internal combustion engine 1 of the embodiment according to FIG Fig. 11 has a supply channel 10 and a suction channel 50.
  • the same reference symbols denote corresponding elements as in the previous figures.
  • the fuel / air mixture is supplied via the intake duct 50.
  • a check valve 51 is arranged in the intake channel 50.
  • the injection valve 13 feeds fuel into the intake duct 50.
  • other fuel supply devices can also be provided, for example an electronically controlled carburetor.
  • the intake channel 50 opens with an opening 56 into the first overflow channel 14.
  • the opening 56 is shown in the exemplary embodiment Fig. 11 opposite to a connection opening 26 of the first overflow channel 14 is arranged.
  • the connecting opening 26 connects the first overflow channel between the mouth opening 25 and the overflow window 15 with the crankcase interior 24.
  • the connection opening 26 is arranged on the cylinder bore 31 in an area over which the piston skirt of the piston 5 travels during each piston stroke.
  • Fig. 11 shows the switching element 22 in its second switching position 28, in which the connection opening 26 is closed by the switching element 22.
  • FIGS. 12 to 15 show the operation of the internal combustion engine 1 Fig. 11 at idle. How Fig. 12 shows, at the beginning of the upward stroke of the piston 5, exhaust gases flow out of the combustion chamber 3 in the direction of the arrow 37. Air enters the combustion chamber 3 through the overflow channels 16 and 18 along the arrows 35 through the overflow windows 17 and 19. The air flushes the exhaust gases out of the combustion chamber 3, as indicated by the arrow 36. The fuel / air mixture flows from the first overflow channel 14 into the combustion chamber 3, as is shown schematically by the arrows 33 and 34. In the embodiment according to Figures 11 to 19 no valve is arranged at the mouth opening 25. The orifice opening 25 is always open to the crankcase interior 24 regardless of the prevailing pressure conditions.
  • Fig. 13 shows, as soon as the piston 5 has connected the inlet opening 12 to the overflow windows 17 and 19 on the upward stroke, pure air flows from the supply channel 10 via the piston pocket 20 through the overflow windows 17 and 19 into the overflow channels 16 and 18.
  • largely fuel-free or completely fuel-free air is arranged in the overflow ducts 16 and 18, while there is a fuel / air mixture in the first overflow duct 14.
  • the overflow window 15 is closed by the piston 5.
  • Clean air is sucked into the intake channel 50 along the arrow 52.
  • Injection valve 13 for example, injects fuel 39 into the clean air.
  • the mixture thus formed flows through the opening 56 along the arrows 53 into the first overflow channel 14.
  • the suction is caused by the negative pressure prevailing in the crankcase interior 24 during the upward stroke of the piston 5.
  • Fig. 14 shows the arrangement in top dead center.
  • the mixture in combustion chamber 3 is ignited by spark plug 48.
  • the piston skirt of the piston 5 advantageously ends on the side of the inlet opening 12 facing the combustion chamber 3.
  • the inlet opening 12 is open towards the crankcase interior 24 so that clean air can flow into the crankcase interior 24 through the inlet opening 12.
  • the Figures 16-19 show the arrangement of the further preferred exemplary embodiment at full load.
  • the speed n when the throttle element 11 is open is higher than the first speed n 1 .
  • the switching element 22 is in its first switching position 27, in which the switching element 22 releases the connection opening 26.
  • the first overflow channel 14 between the connection opening 26 and the overflow window 15 to the combustion chamber 3 is particularly preferably closed. In this switching position, the first overflow channel 14 is at least partially inoperative.
  • exhaust gases flow out of the combustion chamber 3 in the direction of the arrow 43. The exhaust gases are flushed out of the combustion chamber 3 by clean air flowing along the arrow 41.
  • the clean air flowing along the arrow 41 is that in the overflow channels 16 and 18 upstream air, as in the following Fig. 17 is described.
  • the mixture then flows out of the crankcase interior 24 through the overflow ducts 16 and 18 along the arrows 40 and 42 into the combustion chamber 3.
  • Fig. 17 shows the piston 5 with further upward movement in the direction of top dead center (TDC).
  • TDC top dead center
  • connection opening 26 is in the in Fig. 17
  • the piston position shown is opened and connects the intake channel 50 to the crankcase interior 24. Clean air is sucked into the intake channel 50 along the arrow 52.
  • Injection valve 13 advantageously injects fuel 39 into the clean air.
  • the mixture thus formed flows along arrow 53 to opening 56 and from there along arrows 54 into first overflow duct 14 and through passage opening 26 into crankcase interior 24. Part of the mixture flows in the first overflow channel 14 in the direction of the orifice 25. In the flow direction to the overflow window 15, the first overflow channel 14 can be closed by the switching element 22.
  • Fig. 18 shows the arrangement of the further preferred embodiment in top dead center.
  • the mixture is ignited by the spark plug 48 in the region of top dead center.
  • the ignition advantageously takes place shortly before top dead center.
  • the inlet opening 12 is open towards the crankcase interior 24, so that air can flow from the supply channel 10 into the crankcase interior 24 through the inlet opening 12.
  • Fig. 19 shows the arrangement after a further downward stroke of the piston 5.
  • the outlet opening 21 is open so that exhaust gases can flow out of the combustion chamber 3 along the arrows 47.
  • the clean air upstream in the overflow channels 16 and 18 first flows through the overflow channels 16 and 18 along the arrows 46 into the combustion chamber 3 and flushes the exhaust gases out of the combustion chamber 3.
  • the mixture then flows from the crankcase interior 24 along the arrows 45 through the overflow channels 16 and 18 into the combustion chamber 3. Then the next rotation of the crankshaft 7 begins, as by the Figures 16-19 shown.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Claims (16)

  1. Moteur à combustion muni d'un cylindre (2), dans lequel une chambre de combustion (3) est formée, muni d'un piston (5), qui délimite la chambre de combustion (3) et qui est monté en va-et-vient dans le cylindre (2), muni d'un carter moteur (4), dans lequel un vilebrequin (7) est monté rotatif autour d'un axe de rotation (8), le vilebrequin (7) étant entraîné en rotation par le piston (5) autour de l'axe de rotation (8), muni d'au moins un premier canal de transfert (14), qui crée dans la zone du point mort bas du piston (5) une liaison fluidique entre une chambre intérieure de carter moteur (24) et la chambre de combustion (3), le premier canal de transfert (14) étant relié par l'intermédiaire d'une première ouverture d'embouchure (25) avec la chambre intérieure de carter moteur (24) et débouchant avec au moins une première fenêtre de transfert (15) dans la chambre de combustion (3), le moteur à combustion (1) comportant un appareil d'amenée de carburant, qui amène du carburant entre la première fenêtre de transfert (15) et la première ouverture d'embouchure (25) dans le premier canal de transfert (14),
    caractérisé en ce que le premier canal de transfert (14) comporte en plus de l'ouverture d'embouchure (25) et de la première fenêtre de transfert (15) une ouverture de liaison (26), le premier canal de transfert (14) étant relié au niveau de l'ouverture de liaison (26) avec la chambre intérieure de carter moteur (24), et en ce qu'un élément de commutation (22, 22') est prévu pour la commutation de l'ouverture de liaison (26).
  2. Moteur à combustion selon la revendication 1,
    caractérisé en ce que l'élément de commutation (22, 22') libère dans une première position de commutation (27) la section transversale d'écoulement de l'ouverture de liaison (26) et ferme au moins partiellement dans une deuxième position de commutation (28) la section transversale d'écoulement de l'ouverture de liaison (26).
  3. Moteur à combustion selon la revendication 2,
    caractérisé en ce que l'élément de commutation (22) ferme entièrement la section transversale d'écoulement de l'ouverture de liaison (26) dans la deuxième position de commutation (28).
  4. Moteur à combustion selon l'une quelconque des revendications 1 à 3,
    caractérisé en ce que l'élément de commutation (22, 22') est un élément de commutation mécanique (22, 22').
  5. Moteur à combustion selon l'une quelconque des revendications 2 à 4,
    caractérisé en ce que l'élément de commutation (22, 22') est réglable entre la première position de commutation (27) et la deuxième position de commutation (28) indépendamment de l'état de rotation du vilebrequin.
  6. Moteur à combustion selon la revendication 5,
    caractérisé en ce qu'un appareil de commande (29) est prévu pour la commande de l'élément de commutation (22, 22').
  7. Moteur à combustion selon la revendication 6,
    caractérisé en ce que l'appareil de commande (29) est configuré pour l'actionnement de l'élément de commutation (22, 22') en fonction de la vitesse de rotation du moteur à combustion (1).
  8. Moteur à combustion selon la revendication 6 ou 7,
    caractérisé en ce que le moteur à combustion (1) comprend un élément d'étranglement (11) pour la commande d'au moins une partie de la quantité d'air de combustion amené au moteur à combustion (1), et en ce que l'appareil de commande (29) est configuré pour l'actionnement de l'élément de commutation (22, 22') en fonction de la position de l'élément d'étranglement (11).
  9. Moteur à combustion selon l'une quelconque des revendications 2 à 8,
    caractérisé en ce que des moyens sont prévus, qui dans la première position de commutation (27) de l'élément de commutation (22, 22') interrompent au moins partiellement la liaison de la chambre intérieure de carter moteur (24) avec la chambre de combustion (5) par l'intermédiaire du premier canal de transfert (14).
  10. Moteur à combustion selon l'une quelconque des revendications 1 à 9,
    caractérisé en ce que l'ouverture de liaison (26) est au moins partiellement fermée en fonctionnement à vide et ouverte en pleine charge.
  11. Moteur à combustion selon l'une quelconque des revendications 1 à 10,
    caractérisé en ce que le moteur à combustion comporte un canal d'aspiration (50) pour l'amenée d'un mélange carburant/air, qui débouche dans le premier canal de transfert (14).
  12. Moteur à combustion selon l'une quelconque des revendications 1 à 11,
    caractérisé en ce qu'une ouverture de sortie (21) conduit hors de la chambre de combustion (5), et en ce que la première fenêtre de transfert (15) est agencée sur le cylindre (2) en vis-à-vis de l'ouverture de sortie (21).
  13. Moteur à combustion selon l'une quelconque des revendications 1 à 12,
    caractérisé en ce qu'une soupape est agencée au niveau de la première ouverture d'embouchure (25).
  14. Moteur à combustion selon l'une quelconque des revendications 1 à 13,
    caractérisé en ce que le moteur à combustion (1) comporte un canal d'amenée (10) pour l'amenée de suffisamment d'air exempt de carburant, qui débouche avec une ouverture d'entrée (12) au niveau de l'alésage de cylindre (31) et qui est relié à au moins une position du piston (5) par l'intermédiaire d'une poche de piston (20) avec au moins une deuxième fenêtre de transfert (17, 19) d'un deuxième canal de transfert (16, 18).
  15. Procédé d'exploitation d'un moteur à combustion selon l'une quelconque des revendications 1 à 14,
    caractérisé en ce que l'élément de commutation (22, 22') libère dans une première position de commutation (27) la section transversale d'écoulement de l'ouverture de liaison (26) et ferme au moins partiellement dans une deuxième position de commutation (28) la section transversale d'écoulement de l'ouverture de liaison (26), et en ce que l'élément de commutation (22, 22') est réglé entre la première position de commutation (27) et la deuxième position de commutation (28) en fonction de la vitesse de rotation du moteur à combustion (1) et/ou en fonction de la position d'un élément d'étranglement (11) du moteur à combustion (1).
  16. Procédé selon la revendication 15,
    caractérisé en ce que, lors du dépassement d'une première vitesse de rotation (n1), qui est supérieure à une vitesse de rotation en fonctionnement à vide (nL), l'élément de commutation (22, 22') est réglé dans la première position de commutation (27), et en ce que, lors du sous-dépassement de la première vitesse de rotation (n1), l'élément de commutation (22, 22') est réglé dans la deuxième position de commutation (28).
EP19170058.2A 2018-04-24 2019-04-18 Moteur à combustion interne et son procédé de fonctionnement Active EP3561257B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102018003476.4A DE102018003476A1 (de) 2018-04-24 2018-04-24 Verbrennungsmotor und Verfahren zu dessen Betrieb

Publications (2)

Publication Number Publication Date
EP3561257A1 EP3561257A1 (fr) 2019-10-30
EP3561257B1 true EP3561257B1 (fr) 2021-07-21

Family

ID=66239797

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19170058.2A Active EP3561257B1 (fr) 2018-04-24 2019-04-18 Moteur à combustion interne et son procédé de fonctionnement

Country Status (4)

Country Link
US (1) US10858985B2 (fr)
EP (1) EP3561257B1 (fr)
CN (1) CN110397498B (fr)
DE (1) DE102018003476A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021177010A1 (fr) * 2020-03-02 2021-09-10 株式会社やまびこ Moteur à combustion interne à deux temps et engin de chantier à moteur
TWI792235B (zh) * 2021-03-22 2023-02-11 鄭家俊 內燃機增壓系統
WO2023162144A1 (fr) * 2022-02-25 2023-08-31 株式会社やまびこ Moteur à deux temps de type à admission d'air

Family Cites Families (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB861605A (en) 1957-11-07 1961-02-22 Hermann Rudolf Ernst Meier Improvements in or relating to crankcase compression two-stroke engines
JPS5872614A (ja) 1981-10-23 1983-04-30 Nippon Clean Engine Res 内燃機関の点火・燃焼方式
JPS58178822A (ja) 1982-04-13 1983-10-19 Nippon Clean Engine Res ２サイクル内燃機関
JPS623121A (ja) 1985-06-28 1987-01-09 Nippon Clean Engine Res ２サイクルエンジン
FR2632684B1 (fr) * 1988-06-08 1993-08-06 Inst Francais Du Petrole Dispositif et methode d'introduction sous pression de melange carbure dans le cylindre d'un moteur
AT407426B (de) 1989-05-02 2001-03-26 Avl Verbrennungskraft Messtech Spülsystem für eine zweitakt-brennkraftmaschine
US5027759A (en) * 1990-08-22 1991-07-02 Industrial Technology Research Institute Fuel injection and gasifying system for two-stroke engine
GB9412181D0 (en) 1994-06-17 1994-08-10 Ricardo Consulting Eng Crankcase scavenged two-stroke engines
JPH09217628A (ja) 1996-02-13 1997-08-19 Yamaha Motor Co Ltd ２サイクルエンジン
CA2397332A1 (fr) 2000-01-14 2001-07-19 Aktiebolaget Electrolux Moteur a combustion interne a deux temps
DE10229365B4 (de) * 2002-06-29 2013-10-31 Andreas Stihl Ag & Co. Zweitaktmotor und Verfahren zu dessen Betrieb
DE10346048B4 (de) * 2003-10-02 2014-02-13 Andreas Stihl Ag & Co. Kg Zweitaktmotor
DE102005059927B4 (de) 2004-12-14 2017-02-09 Andreas Stihl Ag & Co. Kg Zweitaktmotor
CN103380272A (zh) 2011-01-31 2013-10-30 日立工机株式会社 两冲程发动机以及包含其的发动机驱动工作机
JP2014047690A (ja) 2012-08-30 2014-03-17 Hitachi Koki Co Ltd エンジン及びエンジン作業機
JP5922569B2 (ja) 2012-12-28 2016-05-24 株式会社マキタ 層状掃気２ストロークエンジン

Non-Patent Citations (1)

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

Also Published As

Publication number Publication date
EP3561257A1 (fr) 2019-10-30
US20190323418A1 (en) 2019-10-24
CN110397498A (zh) 2019-11-01
US10858985B2 (en) 2020-12-08
DE102018003476A1 (de) 2019-10-24
CN110397498B (zh) 2022-07-08

Similar Documents

Publication Publication Date Title
DE60015299T2 (de) 2-takt-brennkraftmaschine
DE3429414C2 (fr)
EP3561257B1 (fr) Moteur à combustion interne et son procédé de fonctionnement
DE2002164C3 (de) Regeleinrichtung fur die Abgas rückführung bei Kraftfahrzeug Brennkraft maschinen zur Verringerung von im Abgas enthaltenen Stickoxyden
DE10335345B4 (de) Verfahren zum Betrieb einer Vergaseranordnung für einen Verbrennungsmotor und Vergaseranordnung zu dessen Durchführung
DE10197237B4 (de) Motor mit innerer Verbrennung und Kurbelgehäusespülung
DE102009030593B4 (de) Vergaser und Zweitaktmotor mit einem Vergaser
DE102006031685B4 (de) Verbrennungsmotor und Verfahren zu dessen Betrieb
DE10220555B4 (de) Verfahren zum Betrieb eines Zweitaktmotors und Zweitaktmotor
DE102008012536A1 (de) Verfahren zum Betrieb eines Zweitaktmotors
EP2826982A1 (fr) Procédé destiné au fonctionnement d'un moteur à combustion interne
DE4030769C2 (de) Zweitakt-Dieselmotor
DE10009796B4 (de) Verbrennungsmotor mit im Luftfiltergehäuse angeordneter Chokeklappe
DE20209794U1 (de) Gemischschmierung einer Vier-Takt-Verbrennungskraftmaschine
DE102013009669B4 (de) Verbrennungsmotor mit einer Starteinrichtung
DE10157579B4 (de) Zweitaktmotor mit Frischgasvorlage und Flansch für einen Zweitaktmotor
DE2612713A1 (de) Lader fuer brennkraftmaschinen
DE2205573C3 (de) Viertakt-Brennkraftmaschine mit mindestens zwei Zylindern
DE102010045017B4 (de) Zweitaktmotor
EP3660285B1 (fr) À lubrificationmoteur à quatre temps lubrifié par mélange, appareil de travail guidé à la main à l'aide d'un moteur à quatre temps et procédé de fonctionnement d'un moteur à quatre temps lubrifié par mélange
DE60015314T2 (de) Zweitakt-brennkraftmaschine
EP3054142B1 (fr) Carburateur et procede destine au fonctionnement d'un moteur a combustion interne comprenant un carburateur
DE660108C (de) Luftgespuelte Vergaserzweitaktbrennkraftmaschine
AT503127B1 (de) Zweitakt-verbrennungsmotor
DE297045C (fr)

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20200319

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20200630

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20210219

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502019001835

Country of ref document: DE

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1412800

Country of ref document: AT

Kind code of ref document: T

Effective date: 20210815

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20210721

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20211021

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20211122

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20211021

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20211022

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502019001835

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

26N No opposition filed

Effective date: 20220422

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20220430

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220418

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220430

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220430

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220430

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220418

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20230421

Year of fee payment: 5

Ref country code: DE

Payment date: 20230427

Year of fee payment: 5

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20230418

Year of fee payment: 5

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20190418

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210721