EP3660285B1 - 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 - Google Patents

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 Download PDF

Info

Publication number
EP3660285B1
EP3660285B1 EP19207081.1A EP19207081A EP3660285B1 EP 3660285 B1 EP3660285 B1 EP 3660285B1 EP 19207081 A EP19207081 A EP 19207081A EP 3660285 B1 EP3660285 B1 EP 3660285B1
Authority
EP
European Patent Office
Prior art keywords
valve
fuel
stroke engine
stroke
combustion chamber
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
EP19207081.1A
Other languages
German (de)
English (en)
Other versions
EP3660285A1 (fr
Inventor
Florian SCHUMANN
Max Ryssel
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 EP3660285A1 publication Critical patent/EP3660285A1/fr
Application granted granted Critical
Publication of EP3660285B1 publication Critical patent/EP3660285B1/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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
    • F01M9/04—Use of fuel as lubricant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M3/00—Lubrication specially adapted for engines with crankcase compression of fuel-air mixture or for other engines in which lubricant is contained in fuel, combustion air, or fuel-air mixture
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/26—Four-stroke engines characterised by having crankcase pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/02—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for hand-held tools
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
    • F02B75/243—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type with only one crankshaft of the "boxer" type, e.g. all connecting rods attached to separate crankshaft bearings
    • 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
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0032—Controlling the purging of the canister as a function of the engine operating conditions
    • F02D41/0035—Controlling the purging of the canister as a function of the engine operating conditions to achieve a special effect, e.g. to warm up the catalyst
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0011—Constructional details; Manufacturing or assembly of elements of fuel systems; Materials therefor
    • F02M37/0023—Valves in the fuel supply and return system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M7/00—Carburettors with means for influencing, e.g. enriching or keeping constant, fuel/air ratio of charge under varying conditions
    • F02M7/12—Other installations, with moving parts, for influencing fuel/air ratio, e.g. having valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/04—Pressure lubrication using pressure in working cylinder or crankcase to operate lubricant feeding devices
    • 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
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • the invention relates to a mixture-lubricated four-stroke engine of the type specified in the preamble of claim 1 and claim 12, a hand-held implement with a mixture-lubricated four-stroke engine and a method for operating a mixture-lubricated four-stroke engine of the type specified in the preamble of claim 14 and claim 15.
  • a generic mixture-lubricated four-stroke engine is known.
  • a flow connection is provided that connects the intake port to the crankcase.
  • a mixture preparation device is provided for supplying fuel to the intake port.
  • Such mixture preparation devices are usually carburetors, in which the fuel quantity supplied to the intake duct depends on the negative pressure prevailing in the intake duct.
  • another generically lubricated four-stroke engine is known.
  • the invention is based on the object of creating a four-stroke engine of the generic type which enables improved control of the quantity of fuel supplied with good lubrication of the crankcase.
  • a further object of the invention consists in specifying a hand-operated implement with a four-stroke engine.
  • One A further object of the invention is to specify a method for operating a mixture-lubricated four-stroke engine.
  • this object is achieved by a four-stroke engine having the features of claim 1 and by a four-stroke engine having the features of claim 12 .
  • the object is achieved by a tool having the features of claim 13 .
  • the object is achieved by a method for operating a mixture-lubricated four-stroke engine with the features of claim 14 and by a method for operating a mixture-lubricated four-stroke engine with the features of claim 15.
  • the invention provides that the amount of fuel supplied to the fuel opening is controlled by a fuel valve.
  • the amount of fuel supplied to the internal combustion engine can be controlled more precisely than, for example, in the case of a fuel supply in which the amount of fuel drawn in is dependent solely on the vacuum in the intake port. This is the case, for example, with carburetors that operate without a controlled fuel valve.
  • the controller of the four-stroke engine is designed to activate the fuel valve as a function of the position of the crankshaft.
  • the opening time and the closing time of the fuel valve are therefore not only selected as a function of the fuel quantity to be supplied, but also as a function of the position of the crankshaft, ie as a function of the crankshaft angle. It is provided that the fuel valve is also open at least during part of the compression stroke of the four-stroke engine. During the compression stroke, the pressure in the combustion chamber increases and the intake valve closes shortly after the compression stroke begins. It has now been shown that the fact that the fuel valve is open at least also during part of the compression stroke of the four-stroke engine results in improved intake of fuel into the crankcase interior via the flow connection can be.
  • the fuel valve is opened only before and/or during the intake stroke, the fuel fed into the intake channel largely, in particular almost completely, enters the combustion chamber, so that adequate lubrication of the crankcase cannot be ensured. If the fuel valve is opened and closed independently of the position of the crankshaft, there are strong fluctuations in the composition of the mixture in the combustion chamber, which causes the four-stroke engine to run unevenly.
  • the intake stroke of the four-stroke engine is the stroke in which the piston increases the volume of the combustion chamber and the intake valve is open at least temporarily, in particular over the entire stroke.
  • the compression stroke is the stroke in which the piston reduces the volume of the combustion chamber and in which the exhaust valve is closed.
  • the intake valve is also closed at least temporarily during the compression stroke.
  • the power stroke is the stroke in which the piston increases the volume of the combustion chamber and the intake valve is closed. Combustion occurs in the combustion chamber at the end of the compression stroke or at the beginning of the power stroke.
  • the exhaust stroke is the stroke in which the exhaust valve is open and the piston reduces the volume of the combustion chamber, causing exhaust gases to be expelled through the exhaust. Intake stroke, compression stroke, power stroke and exhaust stroke follow one another in this order.
  • the fuel valve is advantageously open both during part of the intake stroke and during at least part of the compression stroke.
  • the fuel valve opens during the compression stroke and is open during the power stroke, the exhaust stroke and at least part of the intake stroke.
  • the fuel valve can also be closed during the power stroke and the exhaust stroke.
  • the fuel valve is open at least once during each intake valve opening period. This ensures a sufficient supply of fuel to the combustion chamber.
  • Beneficial lies in every engine cycle at least 20% of the fuel valve opening period in the compression stroke. It has been shown that good lubrication of the moving parts in the interior of the crankcase can be achieved in this way.
  • the mixture formation device is a carburetor.
  • the carburetor has at least one fuel port fed by a fuel passage.
  • the amount of fuel flowing through the fuel channel is advantageously controlled by the fuel valve.
  • the fuel opening is preferably arranged in the area of a venturi section of the carburetor, and the fuel is sucked into the intake duct due to the negative pressure prevailing in the intake duct when the fuel valve is open. Accordingly, there is no fuel injection into the intake port, but intake.
  • the fuel valve is preferably an electromagnetic valve.
  • the fuel valve is open when there is no current. In an alternative advantageous design, it can also be provided that the fuel valve is closed in the de-energized state.
  • the inlet valve and the outlet valve are advantageously controlled via a valve train depending on the position of the crankshaft.
  • the valve train can comprise push rods which act on rocker arms for actuating the intake valve and exhaust valve.
  • the valve train can include a drive wheel and a driven wheel, which are coupled to one another via a transmission means such as a chain, a belt or the like, with the driven wheel driving a camshaft that actuates the intake valve and exhaust valve.
  • the valve train can be designed as a gear train.
  • Other known configurations for the valve train can also be advantageous.
  • the valve train is advantageously arranged in a valve train chamber, with at least part of the valve train chamber forming at least part of the flow connection.
  • valve train is lubricated by the mixture flowing from the intake port into the interior of the crankcase and back.
  • a separate lubrication for the valve train can be omitted.
  • the valve train is as Formed rocker arm mechanism, and the valve train chamber comprises a rocker arm chamber and at least one connecting channel, which form parts of the flow connection.
  • the rocker arm space is advantageously connected to the intake port via at least one connection opening.
  • a connection opening can be provided which connects the intake duct to the connection duct or to a cam chamber of the four-stroke engine.
  • the connection opening to the intake duct can be permanently open or, for example, controlled as a function of the speed.
  • the fuel valve is also open at least during part of the exhaust stroke of the four-stroke engine.
  • the intake valve opens during the exhaust stroke. It has now been shown that the fact that the fuel valve is also open at least during a part of the exhaust stroke of the four-stroke engine can improve the intake of fuel into the crankcase interior via the flow connection. In this case, the fuel valve is advantageously at least partially open, while the inlet valve is closed.
  • the four-stroke engine rotates at a speed of 5,000 to 11,000 revolutions per minute at full load. It has been shown that, particularly in a speed range from 5,000 to 11,000 revolutions per minute, sufficient lubrication of the crankcase interior can be ensured by opening the fuel valve during part of the compression stroke, even at full load.
  • the four-stroke engine preferably rotates at full load at a speed of 5,000 to 9,000 revolutions per minute. If the opening and closing times of the fuel valve are not adapted to the engine cycle at such comparatively low full-load speeds, the result can be insufficient fuel supply and thus uneven running of the internal combustion engine and insufficient lubrication of the crankcase interior.
  • the combustion chamber being delimited by a piston movably mounted in the cylinder, the piston driving a crankshaft rotatably mounted in a crankcase interior in rotation
  • the four-stroke engine having an intake port which opens into the combustion chamber via an inlet opening controlled by an inlet valve, with an outlet channel controlled by an outlet valve leading out of the combustion chamber, with a mixture-forming device, with the mixture-forming device comprising at least one fuel opening that opens into the intake channel
  • the four-stroke engine for lubrication of the crankcase interior has a flow connection which connects the intake port with a connecting opening which opens into the intake port downstream of the mixture-forming device with the crankcase interior, it is provided that the fuel opening z ubowten quantity of fuel is controlled by a fuel valve, and that the fuel valve is controlled depending on the position of the crankshaft such that the fuel valve is open at least during part of the compression stroke of the four-stroke engine.
  • the four-stroke engine has an intake port, which opens into the combustion chamber via an intake opening controlled by an intake valve, with an outlet port controlled by an exhaust valve leading from the combustion chamber, with a mixture-forming device, the mixture-forming device comprising at least one fuel opening, which opens into the intake port, the four-stroke engine for lubricating the crankcase interior has a flow connection which connects the intake duct with a connecting opening opening into the intake duct downstream of the mixture formation device with the crankcase interior, provided that the fuel ffopening controlled amount of fuel supplied by a fuel valve and that the fuel valve is controlled as a function of the position of the crankshaft in such a way that the fuel valve is also open at least during part of the exhaust stroke of the four-
  • a hand-held blower 50 is shown as an exemplary embodiment of a working device.
  • the tool of a blower 50 is a blower wheel, not shown, which promotes a flow of working air through a blower tube 52 .
  • the blower 50 has a handle 51 with which the blower 50 can be guided.
  • the blower 50 also has a housing 53 in which the 1 schematically illustrated four-stroke engine 1 is arranged.
  • a starting device, not shown in detail, is used to start the four-stroke engine 1 , in particular a pull-rope starter, the starter handle 54 of which protrudes from the housing 53 .
  • the four-stroke engine is manually startable by an operator.
  • the four-stroke engine 1 has a cylinder 2 in which a combustion chamber 3 is formed.
  • the combustion chamber 3 is delimited by a piston 4 which is mounted in a cylinder bore 43 of the cylinder 2 so that it can move back and forth.
  • 1 shows the four-stroke engine 1 during the downward stroke of the piston 4, in which the piston 4 moves in the direction of an arrow 32.
  • the volume of the combustion chamber 3 increases.
  • the volume of the combustion chamber 3 decreases.
  • the piston 4 drives a crankshaft 7 rotatably mounted in a crankcase 5 .
  • the crankshaft 7 is rotatably mounted about an axis of rotation 44 .
  • the crankshaft 7 rotates in the direction of an arrow 31.
  • the rotational position of the crankshaft 7 is specified as the crankshaft angle ⁇ .
  • the crankshaft angle ⁇ is 0° at the top dead center of the piston 4 and 180° at the bottom dead center of the piston 4 .
  • a crankcase interior 6 is formed in the crankcase 5 .
  • the four-stroke engine 1 has an intake port 21 for supplying the fuel/air mixture.
  • a section of the intake channel 21 is formed in a mixture formation device 17 in the exemplary embodiment.
  • the mixture formation device 17 is advantageously a carburetor.
  • the mixture formation device 17 has a venturi section 29 in which a fuel opening 18 opens into the intake channel 21 .
  • the fuel opening 18 is connected via a fuel passage 33 to a fuel valve 19 to which fuel is supplied from a fuel tank, not shown.
  • the fuel valve 19 controls the amount of fuel supplied to the fuel port 18 .
  • the fuel valve 19 is advantageously an electromagnetic valve.
  • the fuel valve 19 is activated by a controller 20 .
  • the fuel valve 19 is actuated as a function of the rotational position of the crankshaft 7, ie as a function of the crankshaft angle ⁇ .
  • the controller 20 is designed so that the fuel valve 19 in the appropriate, matched to the engine cycle way can be controlled.
  • the controller 20 is equipped with a rotational position detector 47 for detecting the rotational position of the crankshaft 7, ie for detecting the crankshaft angle ⁇ .
  • the rotational position detector 47 can have, for example, at least one sensor for detecting the rotational position of the crankshaft 7 .
  • the rotary position detector 47 can also determine the rotary position of the crankshaft 7, i.e.
  • the crankshaft angle ⁇ from other signals, for example the voltage induced in an ignition device of the four-stroke engine 1 or the voltage induced in a generator of the four-stroke engine 1 or a combination of several signals.
  • a detection of the rotational position of the crankshaft 7 from other signals, for example with the aid of the pressure prevailing in the crankcase interior 6, can also be provided.
  • the fuel valve 19 is a normally open valve. In an alternative configuration, the fuel valve 19 can also be a fuel valve that is closed in the de-energized state.
  • a throttle element 16 Downstream of the fuel opening 18, a throttle element 16, in the exemplary embodiment a throttle flap, is pivotably mounted in the intake passage. An operator can use the throttle element 16 to set the quantity of fuel/air mixture sucked in through the intake passage 21 .
  • the intake channel 21 opens out with an inlet opening 22 on the combustion chamber.
  • the inlet opening 22 is controlled by an inlet valve 24 .
  • the inlet valve 24 can be moved in the direction of a double arrow 45 .
  • the inlet valve 24 has a valve plate 27 which opens or closes the inlet opening 22 depending on the position of the inlet valve 24 .
  • An outlet opening 23 leads out of the combustion chamber 3 and is opened or closed by a valve disk 28 of an outlet valve 25 .
  • An outlet channel 26 via which exhaust gases flow out of the combustion chamber 3 , connects to the outlet opening 23 .
  • An exhaust gas silencer (not shown) is advantageously connected to the outlet channel 26 .
  • valve train 34 is provided 1 schematically indicated and to 2 is described in detail.
  • the valve train 34 is arranged in a valve train chamber 30 .
  • the intake channel 21 is connected to the crankcase interior 6 via a flow connection.
  • the flow connection includes the valve train chamber 30 and a connection opening 11. How 1 shows, the connection opening 11 opens into the intake passage 21 with an orifice opening 42 .
  • the orifice opening 42 is arranged downstream of the throttle element 16 .
  • the valve train chamber 30 comprises a rocker arm chamber 10 and at least one connecting channel 9 which, in the exemplary embodiment, is connected to the crankcase interior 6 via a further connecting opening 48 .
  • a drive wheel 35 is connected to the crankshaft 7 in a torque-proof manner and meshes with a driven wheel 36.
  • the diameter of the driven wheel 36 is significantly larger than that of the drive wheel 35, so that the drive wheel 35 and the driven wheel 36 form a reduction gear.
  • a cam 37 is fixed to the output wheel 36, on which two rocker arms 38 rest.
  • the output wheel 36 and the cam 37 advantageously rotate at half the speed of the crankshaft 7.
  • a support 41 is formed on each rocker arm 38, on which a push rod 39 rests.
  • the push rods 39 each actuate a rocker arm 40.
  • the rocker arms 40 are arranged in the rocker arm chamber 10 and in turn actuate the tappets of the inlet valve 24 and outlet valve 25.
  • the valves 24 and 25 ( 1 ) are spring-mounted in the direction of their closed position and are moved by the rocker arms 40 in the direction of their open position when the push rods 39 move further away from the crankcase 5 into the rocker arm space 10 .
  • the push rods 39 run through the connecting channels 9.
  • the output gear 36, the cam 37 and the rocker arms 38 are arranged in a cam chamber 46.
  • the cam space 46 is via the in 1 connection opening 48 shown schematically connected to the crankcase interior 6.
  • FIG. 3 shows schematically the course of the pressure p in the combustion chamber 3, the opening period A of the exhaust valve, the opening period E of the intake valve and the opening period T of the fuel valve 19 over the crankshaft angle a. 3 shows the course over two engine cycles. Each engine cycle includes a power stroke 14, an exhaust stroke 15, an intake stroke 12 and a compression stroke 13, which follow one another in this order.
  • intake valve 24 and exhaust valve 25 are closed.
  • the pressure p in the combustion chamber 3 reaches its maximum at the beginning of the power stroke 14 and then falls sharply.
  • the maximum pressure results from the previous combustion of the fuel/air mixture in combustion chamber 3.
  • piston 4 moves in the direction from combustion chamber 3 to crankcase interior 6, i.e. in the direction of arrow 32 in 1 .
  • the piston 4 executes a downward stroke, with the volume of the combustion chamber 3 increasing. Due to the increasing volume in the combustion chamber 3, the pressure drops.
  • crankshaft angle of 180° the bottom dead center of the piston 4 is reached.
  • ⁇ the crankshaft angle from 180° to 360° in the diagram in 3 extends the exhaust stroke 15.
  • the piston 4 moves in the upstroke from the crankcase interior 6 in the direction of the combustion chamber 3.
  • the piston 4 increases the volume of the crankcase interior 6 and reduces the volume of the combustion chamber 3.
  • the opening period A of the exhaust valve is in 3 represented by a block beginning at an opening time a 1 and ending at a closing time a 2 .
  • the opening period E of the intake valve 24 is in 3 represented by a block beginning at an opening time e 1 and ending at a closing time e 2 .
  • the exhaust valve 25 opens at the opening time a 1 , which is in the second half of the power stroke 14 .
  • exhaust gases flow out of the combustion chamber 3 through the opened outlet opening 23 into the outlet channel 26 .
  • the piston 4 pushes the exhaust gases through the outlet opening 23.
  • the exhaust valve 25 is fully open.
  • the exhaust valve 25 closes at a closing time a 2 , which is in the intake stroke 12 following the exhaust stroke 15 .
  • the piston 4 moves in the downward stroke from the combustion chamber 3 in the direction of the crankcase interior 6.
  • the pressure p in the combustion chamber 3 is low, so that the fuel/air mixture from the intake port 21 flows through the opened intake port 22 into the combustion chamber 3 is sucked in.
  • the intake valve 24 opens at the opening time e 1 , which is in the second half of the exhaust stroke 15 in the exemplary embodiment.
  • intake valve 24 is fully open.
  • the intake valve 24 closes at a closing point in time e 2 , which is in the compression stroke 13 .
  • the compression stroke 13 follows the intake stroke 12 .
  • the piston 4 moves from the crankcase interior 6 in the direction of the combustion chamber 3 and thereby compresses the fuel/air mixture arranged in the combustion chamber 3 .
  • the intake valve 24 is closed, the pressure in the combustion chamber 3 increases sharply, like 2 indicates.
  • the mixture is then ignited at the end of the compression stroke 13 and the piston is accelerated in the direction of the crankcase interior 6, as already described for the first engine cycle.
  • the fuel valve 19 opens at an opening time t 1 and closes at a closing time t 2 .
  • this is shown schematically by the energy supply to the normally open fuel valve 19 .
  • Energy is supplied to the fuel valve 19 while the fuel valve 19 is closed, in the exemplary embodiment over a closing time period S, which extends from the closing time t 2 to the subsequent opening time t 1 .
  • the fuel valve 19 is a normally closed fuel valve 19.
  • the opening time t 1 is in the compression stroke 13.
  • the fuel valve 19 opens at an opening time t 1 which is at the same time as the closing time e 2 at which the inlet opening 22 closes.
  • the piston 4 is on the upstroke.
  • the volume of the crankcase interior 6 increases. Since the inlet valve 24 is closed, the fuel/air mixture is drawn in from the intake passage 21 via the valve train chamber 30 into the crankcase interior 6 . Effective lubrication of the moving parts in the crankcase interior 6 is thereby achieved.
  • at least 20%, in particular at least 30%, preferably at least 40% of the opening period T of fuel valve 19 is advantageously in compression stroke 13.
  • Fuel valve 19 is advantageously over at least 20%, in particular at least 30%, preferably at least 40% of compression stroke 13 opened.
  • fuel valve 19 is open for more than half of compression stroke 13 .
  • the fuel valve 19 remains open up to a point in time t 2 , which is in the intake stroke 12 . Accordingly, the fuel valve 19 is advantageously open over the entire power stroke 14 and the entire exhaust stroke 15 . Because of the pulsation of the mixture in the intake channel 21, the fuel/air mixture in the valve train chamber 30 can also be conveyed into the crankcase interior 6 during this time. The pulsation in the intake port 21 is caused, for example, by the change in volume of the crankcase interior 6 when the piston 4 is moving.
  • the fuel valve 19 is open at least over part of the exhaust stroke 15 .
  • the fuel valve 19 is not open over the entire exhaust stroke 15 but only over part of the exhaust stroke 15 .
  • the fuel valve 19 advantageously opens in the exhaust stroke 15 and is open over at least part of the intake stroke 12 .
  • the fuel valve 19 opens in particular during the exhaust stroke 15 at a point in time at which the intake valve 24 is still closed.
  • the point in time t 1 at which the fuel valve 19 opens is advantageously in the exhaust stroke 15 and before the opening time e 1 at which the intake valve 24 opens. This ensures that fuel is sucked into the crankcase interior 6 via the flow connection.
  • the closing time t 2 is in the exemplary embodiment towards the end of the intake stroke 12.
  • the position of the closing time t 2 during the intake stroke 12 allows the richness of the fuel/air mixture flowing into the combustion chamber to be adjusted.
  • the fuel valve 19 is closed.
  • the intake valve 24 is open.
  • the opening period E of the inlet valve 24 and the closing period S, during which the fuel valve 19 is closed, therefore overlap over a period D.
  • a period B both the inlet valve 24 and the fuel valve 19 are open.
  • alternative closing time t 2 ′ for the fuel valve 19 is shown schematically, which is earlier than the closing time t 2 .
  • the alternative closing time t 2 ' is shortly after the closing time a 2 of the exhaust valve 25.
  • the time period B' during which both the intake valve 24 and the fuel valve 19 are open, is shorter than the time period B in an operating state of the four-stroke engine 1 , in which the fuel valve 19 only closes at the closing time t 2 .
  • the fuel quantity supplied can be adapted to the operating state of the four-stroke engine 1 by the position of the closing point in time t 2 , t 2 ′.
  • the fuel valve 19 is also open at least during part of the compression stroke 13 of the four-stroke engine 1, adequate lubrication of the crankcase interior 6 is ensured.
  • the fuel valve 19 is advantageously opened in each engine cycle both during part of the intake stroke 12 to ensure adequate fuel supply into the combustion chamber 3 and during at least part of the compression stroke 13 to supply fuel in the crankcase interior 6 to ensure. Due to the fact that the fuel valve 19 is controlled as a function of the engine cycle, sufficient lubrication of the four-stroke engine 1 and smooth running of the four-stroke engine 1 can be ensured.
  • the fuel valve 19 is opened at least once during each opening period E of the intake valve 24 .
  • At least 20%, in particular at least 30%, preferably at least 40% of the opening period T of fuel valve 19 is advantageously in compression stroke 13.
  • Fuel valve 19 is advantageously over at least 20%, in particular at least 30%, preferably at least 40% of compression stroke 13 opened.
  • the four-stroke engine 1 of the blower 50 ( 4 ) rotates at full load preferably at a speed of about 5,000 to about 11,000 revolutions per minute, in particular from about 5,000 to about 9,000 revolutions per minute. It has been shown that, particularly at such rather low speeds at full load, the specified adjustment of the opening time t 1 and the closing time t 2 to the engine cycle and in particular to the opening period E of the intake valve 24 ( 3 ) is beneficial to ensure that a sufficient amount of fuel is in the combustion chamber 3 ( 1 ) is present so that combustion can take place. By matching the opening period T of the fuel valve 19 to the crankshaft angle ⁇ ( 3 ) sufficient lubrication of the crankcase interior 6 ( 1 ) reached.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (15)

  1. Moteur à quatre temps lubrifié par mélange, ledit moteur comprenant un cylindre (2) dans lequel une chambre de combustion (3) est ménagée, la chambre de combustion (3) étant délimitée par un piston (4) monté de manière mobile dans le cylindre (2), le piston (4) entraînant en rotation un vilebrequin (7) monté de manière rotative dans un espace intérieur de carter de vilebrequin (6), le moteur à quatre temps (1) comportant un canal d'admission (21) qui débouche dans la chambre de combustion (3) par une ouverture d'admission (22) commandée par une soupape d'admission (24), un canal de sortie (21) commandé par une soupape de sortie (25) débouchant de la chambre de combustion (3), et comprenant un dispositif de formation de mélange (17), le dispositif de formation de mélange (17) comprenant au moins une ouverture de carburant (18) qui débouche dans le canal d'admission (21), le moteur à quatre temps (1) comportant, afin de lubrifier l'espace intérieur de carter de vilebrequin (6), une liaison d'écoulement qui relie le canal d'admission (21) à l'espace intérieur de carter de vilebrequin (6) par une ouverture de liaison (11) débouchant dans le canal d'admission (21) en aval du dispositif de formation de mélange (17), caractérisé en ce que la quantité de carburant fournie à l'ouverture de carburant (18) est commandée par une vanne de carburant (19) et en ce que le moteur à quatre temps (1) comporte une commande (20), la commande (20) étant conçue pour commander la soupape de carburant (19) en fonction de la position du vilebrequin (7) de manière à ce que la soupape de carburant (19) soit également ouverte au moins pendant une partie d'un temps de compression (13) du moteur à quatre temps (1).
  2. Moteur à quatre temps selon la revendication 1,
    caractérisé en ce que la soupape de carburant (19) est ouverte pendant au moins une partie du temps d'admission (12) et pendant au moins une partie du temps de compression (13) à chaque cycle du moteur.
  3. Moteur à quatre temps selon l'une des revendications 1 ou 2,
    caractérisé en ce que la soupape de carburant (19) est ouverte au moins une fois pendant chaque période d'ouverture (E) de la soupape d'admission (24).
  4. Moteur à quatre temps selon l'une des revendications 1 à 3,
    caractérisé en ce que, à chaque cycle du moteur, au moins 20 % de la période d'ouverture (T) de la soupape de carburant (19) se trouve dans le temps de compression (13).
  5. Moteur à quatre temps selon l'une des revendications 1 à 4,
    caractérisé en ce que le dispositif de formation de mélange (17) est un carburateur.
  6. Moteur à quatre temps selon la revendication 5,
    caractérisé en ce que l'ouverture de carburant (18) est disposée dans la région d'une portion de Venturi (29) du carburateur et en ce que le carburant est aspiré dans le conduit d'admission (21) en raison de la dépression régnant dans le canal d'admission (21).
  7. Moteur à quatre temps selon l'une des revendications 1 à 6,
    caractérisé en ce que la soupape de carburant (19) est une soupape électromagnétique.
  8. Moteur à quatre temps selon la revendication 7,
    caractérisé en ce que la soupape de carburant (19) est ouverte à l'état hors tension.
  9. Moteur à quatre temps selon la revendication 7,
    caractérisé en ce que la vanne de carburant (19) est fermée à l'état non alimenté en courant.
  10. Moteur à quatre temps selon l'une des revendications 1 à 9,
    caractérisé en ce que la soupape d'admission (24) et la soupape de sortie (25) sont commandées par le biais d'une commande de soupapes (34) en fonction de la position du vilebrequin (7), la commande de soupapes (34) étant disposée dans une chambre de commande de soupapes (30), et en ce que la chambre de commande de soupapes (30) fait partie de la liaison d'écoulement.
  11. Moteur à quatre temps selon la revendication 10,
    caractérisé en ce que la commande de soupapes (34) est conçue comme une commande de culbuteur et la chambre de commande de soupapes (30) comprend une chambre de culbuteur (10) et au moins un canal de liaison (9) qui font partie de la liaison d'écoulement.
  12. Moteur à quatre temps lubrifié par mélange, ledit moteur comprenant un cylindre (2) dans lequel une chambre de combustion (3) est ménagée, la chambre de combustion (3) étant délimitée par un piston (4) monté de manière mobile dans le cylindre (2), le piston (4) entraînant en rotation un vilebrequin (7) monté de manière rotative dans un espace intérieur de carter de vilebrequin (6), le moteur à quatre temps (1) comportant un canal d'admission (21) qui débouche dans la chambre de combustion (3) par une ouverture d'admission (22) commandée par une soupape d'admission (24), un canal de sortie (21) commandé par une soupape de sortie (25) débouchant de la chambre de combustion (3), et comprenant un dispositif de formation de mélange (17), le dispositif de formation de mélange (17) comprenant au moins une ouverture de carburant (18) qui débouche dans le canal d'admission (21), le moteur à quatre temps (1) comportant, afin de lubrifier l'espace intérieur du carter de vilebrequin (6), une liaison d'écoulement qui relie le canal d'admission (21) avec l'espace intérieur de carter de vilebrequin (6) par une ouverture de liaison (11) débouchant dans le canal d'admission (21) en aval du dispositif de formation de mélange (17), caractérisé en ce que la quantité de carburant fournie à l'ouverture de carburant (18) est commandée par une soupape de carburant (19), et en ce que le moteur à quatre temps (1) comporte une commande (20), la commande (20) étant conçue pour commander la soupape de carburant (19) en fonction de la position du vilebrequin (7) de manière à ce que la soupape de carburant (19) soit également ouverte au moins pendant une partie d'un temps d'échappement (15) du moteur à quatre temps (1).
  13. Appareil de travail à main comprenant un moteur à quatre temps selon l'une des revendications 1 à 12, le moteur à quatre temps (1) tournant à pleine charge à une vitesse de 5000 à 11000 tours par minute.
  14. Procédé de fonctionnement d'un moteur à quatre temps (1) lubrifié par mélange, ledit moteur comprenant un cylindre (2) dans lequel une chambre de combustion (3) est ménagée, la chambre de combustion (3) étant délimitée par un piston (4) monté de manière mobile dans le cylindre (2), le piston (4) entraînant en rotation un vilebrequin (7) monté de manière rotative dans un espace intérieur de carter de vilebrequin (6), le moteur à quatre temps (1) comportant un canal d'admission (21) qui débouche dans la chambre de combustion (3) par une ouverture d'admission (22) commandée par une soupape d'admission (24), un canal de sortie (21) commandé par une soupape de sortie (25) débouchant de la chambre de combustion (3), et comprenant un dispositif de formation de mélange (17), le dispositif de formation de mélange (17) comprenant au moins une ouverture de carburant (18) qui débouche dans le canal d'admission (21), le moteur à quatre temps (1) comportant, afin de lubrifier l'espace intérieur de carter de vilebrequin (6), une liaison d'écoulement qui relie le canal d'admission (21) à l'espace intérieur de carter de vilebrequin (6) par une ouverture de liaison (11) débouchant dans le canal d'admission (21) en aval du dispositif de formation de mélange (17),
    caractérisé en ce que la quantité de carburant fournie à l'ouverture de carburant (18) est commandée par une soupape de carburant (19), et en ce que la soupape de carburant (19) est commandée en fonction de la position du vilebrequin (7) de manière à ce que la soupape de carburant (19) soit ouverte également au moins pendant une partie d'un temps de compression (13) du moteur à quatre temps (1).
  15. Procédé de fonctionnement d'un moteur à quatre temps (1) lubrifié par mélange, ledit moteur comprenant un cylindre (2) dans lequel une chambre de combustion (3) est ménagée, la chambre de combustion (3) étant délimitée par un piston (4) monté de manière mobile dans le cylindre (2), le piston (4) entraînant en rotation un vilebrequin (7) monté de manière rotative dans un espace intérieur de carter de vilebrequin (6), le moteur à quatre temps (1) comportant un canal d'admission (21) qui débouche dans la chambre de combustion (3) par une ouverture d'admission (22) commandée par une soupape d'admission (24), un canal de sortie (21) commandé par une soupape de sortie (25) débouchant de la chambre de combustion (3), et comprenant un dispositif de formation de mélange (17), le dispositif de formation de mélange (17) comprenant au moins une ouverture de carburant (18) qui débouche dans le canal d'admission (21), le moteur à quatre temps (1) comportant, afin de lubrifier l'espace intérieur de carter de vilebrequin (6), une liaison d'écoulement qui relie le canal d'admission (21) à l'espace intérieur de carter de vilebrequin (6) par une ouverture de liaison (11) débouchant dans le canal d'admission (21) en aval du dispositif de formation de mélange (17),
    caractérisé en ce que la quantité de carburant fournie à l'ouverture de carburant (18) est commandée par une soupape de carburant (19), et en ce que la soupape de carburant (19) est commandée en fonction de la position du vilebrequin (7) de manière à ce que la soupape de carburant (19) soit ouverte également au moins pendant une partie d'un temps d'échappement (15) du moteur à quatre temps (1).
EP19207081.1A 2018-11-30 2019-11-05 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 Active EP3660285B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP18209488.8A EP3660284A1 (fr) 2018-11-30 2018-11-30 Moteur à quatre temps lubrifié mixe, 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 mixte

Publications (2)

Publication Number Publication Date
EP3660285A1 EP3660285A1 (fr) 2020-06-03
EP3660285B1 true EP3660285B1 (fr) 2022-04-06

Family

ID=64572113

Family Applications (2)

Application Number Title Priority Date Filing Date
EP18209488.8A Withdrawn EP3660284A1 (fr) 2018-11-30 2018-11-30 Moteur à quatre temps lubrifié mixe, 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 mixte
EP19207081.1A Active EP3660285B1 (fr) 2018-11-30 2019-11-05 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

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP18209488.8A Withdrawn EP3660284A1 (fr) 2018-11-30 2018-11-30 Moteur à quatre temps lubrifié mixe, 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 mixte

Country Status (3)

Country Link
US (1) US11168593B2 (fr)
EP (2) EP3660284A1 (fr)
CN (1) CN111255563B (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113352907A (zh) * 2021-06-15 2021-09-07 武汉理工大学 一种增程式醇类混合燃料电动客车系统

Family Cites Families (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0693841A (ja) * 1992-09-08 1994-04-05 Nissan Motor Co Ltd 内燃機関の排気２次空気供給装置における制御装置
JPH06146837A (ja) * 1992-11-06 1994-05-27 Ishikawajima Shibaura Mach Co Ltd ４サイクルエンジンの潤滑装置
US5347967A (en) * 1993-06-25 1994-09-20 Mcculloch Corporation Four-stroke internal combustion engine
JP2741178B2 (ja) * 1994-12-28 1998-04-15 川崎重工業株式会社 ４サイクルエンジン
JPH1018914A (ja) * 1996-06-28 1998-01-20 Yamaha Motor Co Ltd エンジンの燃料供給装置
JPH11173185A (ja) * 1997-12-10 1999-06-29 Denso Corp 内燃機関の燃料噴射制御装置
DE19848890B4 (de) 1998-10-23 2011-03-17 Andreas Stihl Ag & Co. Viertaktmotor
DE20209794U1 (de) * 2002-06-24 2003-11-06 Dolmar Gmbh Gemischschmierung einer Vier-Takt-Verbrennungskraftmaschine
US7150250B2 (en) * 2004-07-26 2006-12-19 General Motors Corporation Valve and fueling strategy for operating a controlled auto-ignition four-stroke internal combustion engine
DE102005039315B4 (de) * 2005-08-19 2020-06-18 Andreas Stihl Ag & Co. Kg Gemischgeschmierter Verbrennungsmotor
US7373928B2 (en) * 2006-05-31 2008-05-20 Joseph Thomas Method for starting a direct injection engine
DE102009023964B4 (de) * 2009-06-05 2021-12-30 Andreas Stihl Ag & Co. Kg Verfahren zum Betrieb eines Zweitaktmotors
DE102009031707B4 (de) * 2009-07-04 2021-12-23 Andreas Stihl Ag & Co. Kg Verfahren zum Betrieb eines Verbrennungsmotors
DE102009053047A1 (de) * 2009-11-16 2011-05-19 Andreas Stihl Ag & Co. Kg Verfahren zum Betrieb eines Verbrennungsmotors
JP5510042B2 (ja) * 2010-04-30 2014-06-04 日立工機株式会社 ４サイクルエンジンおよびそれを備えたエンジン作業機
WO2012142744A1 (fr) * 2011-04-19 2012-10-26 潍柴动力股份有限公司 Dispositif et procédé de commande d'un système à rampe commune à haute pression d'un moteur diesel
CN202090981U (zh) * 2011-05-11 2011-12-28 江苏苏美达五金工具有限公司 一种润滑油-燃油混合润滑的四冲程发动机
US20140096743A1 (en) * 2012-05-02 2014-04-10 G. B. Kirby Meacham Engine compression release method and apparatus
JP6110189B2 (ja) 2013-04-05 2017-04-05 株式会社やまびこ 内燃エンジン
CN105121815B (zh) * 2013-04-09 2018-01-23 丰田自动车株式会社 内燃机的控制装置
DE102013012135A1 (de) * 2013-07-19 2015-01-22 Andreas Stihl Ag & Co. Kg "Verfahren zum Betrieb eines Verbrennungsmotors"
CN104712445B (zh) * 2013-12-13 2019-09-06 周向进 单燃料压燃与点燃混合的燃烧控制方法及内燃机
JP6290738B2 (ja) * 2014-07-16 2018-03-07 本田技研工業株式会社 エンジン用燃料供給装置
DE102015200455B4 (de) * 2015-01-14 2018-01-25 Ford Global Technologies, Llc Motor, Kraftfahrzeug, Einspritzverfahren

Also Published As

Publication number Publication date
CN111255563A (zh) 2020-06-09
EP3660285A1 (fr) 2020-06-03
CN111255563B (zh) 2023-07-14
US20200173319A1 (en) 2020-06-04
EP3660284A1 (fr) 2020-06-03
US11168593B2 (en) 2021-11-09

Similar Documents

Publication Publication Date Title
EP1413727B1 (fr) Méthode pour l'arrêt d'un moteur à combustion interne et moteur à combustion interne pour la mise en oeuvre de cette méthode
DE4220200C2 (de) Viertakt-Brennkraftmaschine
DE3017471A1 (de) Verbrennungsmotor
DE102009030593B4 (de) Vergaser und Zweitaktmotor mit einem Vergaser
DE4030768A1 (de) Zweitakt-dieselmotor
DE102006031685B4 (de) Verbrennungsmotor und Verfahren zu dessen Betrieb
DE102013021832A1 (de) Verfahren zum Betrieb eines handgeführten Arbeitsgeräts mit einem Verbrennungsmotor
DE2330249B2 (de) Verfahren und Vorrichtung zur Zufuhr von zusätzlicher Verbrennungsluft in den Zylinder einer Brennkraftmaschine
DE3222460A1 (de) Verfahren und einrichtung fuer die kraftstoffzufuhr bei verbrennungsmotoren
EP3561257B1 (fr) Moteur à combustion interne et son procédé de fonctionnement
EP2826982A1 (fr) Procédé destiné au fonctionnement d'un moteur à combustion interne
DE4030769C2 (de) Zweitakt-Dieselmotor
DE102017120512B4 (de) Verfahren zum Betreiben eines Wasserstoffmotors für ein Kraftfahrzeug
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
DE2809907C2 (de) Brennkraftmaschine
DE102013009669B4 (de) Verbrennungsmotor mit einer Starteinrichtung
DE2009365A1 (de) Kraftstoff-Einspritzvorrichtung für eine Diesemaschine
DE2205573A1 (de) Verfahren und vorrichtung zur speisung von viertaktverbrennungsmotoren mit vorverdichtung
DE10157579A1 (de) Zweitaktmotor mit Frischgasvorlage und Flansch für einen Zweitaktmotor
DE60018979T2 (de) Zweitaktbrennkraftmaschine
EP3054142B1 (fr) Carburateur et procede destine au fonctionnement d'un moteur a combustion interne comprenant un carburateur
DE102004036557A1 (de) Verbrennungsmotor und Verfahren zu dessen Betrieb
DE2110778A1 (de) Verbrennungskraftmaschine
DE1046941B (de) Brennkraftmaschine
DE301571C (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: 20200924

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

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

RIC1 Information provided on ipc code assigned before grant

Ipc: F02D 41/00 20060101ALI20211026BHEP

Ipc: F01M 3/00 20060101ALI20211026BHEP

Ipc: F02M 17/38 20060101ALI20211026BHEP

Ipc: F02M 7/12 20060101ALI20211026BHEP

Ipc: F02M 3/045 20060101ALI20211026BHEP

Ipc: F02B 33/26 20060101ALI20211026BHEP

Ipc: F02B 33/04 20060101ALI20211026BHEP

Ipc: F01M 1/04 20060101AFI20211026BHEP

INTG Intention to grant announced

Effective date: 20211123

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: AT

Ref legal event code: REF

Ref document number: 1481530

Country of ref document: AT

Kind code of ref document: T

Effective date: 20220415

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502019003954

Country of ref document: DE

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: 20220406

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

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: 20220406

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: 20220406

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: 20220808

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: 20220706

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: 20220406

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: 20220406

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: 20220707

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: 20220406

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: 20220406

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: 20220706

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

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: 20220406

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: 20220406

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: 20220406

Ref country code: IS

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: 20220806

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502019003954

Country of ref document: DE

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: 20220406

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: 20220406

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: 20220406

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: 20220406

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: 20220406

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: 20220406

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

26N No opposition filed

Effective date: 20230110

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

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: 20220406

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

Ref country code: SI

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: 20220406

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: 20220406

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: 20221130

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

Ref country code: LI

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

Effective date: 20221130

Ref country code: CH

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

Effective date: 20221130

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

Ref country code: LU

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

Effective date: 20221105

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: 20221105

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

Ref country code: FR

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

Effective date: 20221130

Ref country code: BE

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

Effective date: 20221130

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

Ref country code: GB

Payment date: 20231121

Year of fee payment: 5

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: 20220406

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

Ref country code: DE

Payment date: 20231127

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: 20191105

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

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: 20220406