FI64704B - TVAOTAKTSMOTOR - Google Patents

Description

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(51) Kv-ik.7int.c1. ' F 02 B 33/02 FINLAND FINLAND (21) Pttenttlhilcemu * - Patentanseknlng '(83086 (22) H »keml * pä'vJ - Aiwdkn'ngsdag 10.30.' ('3 (23) Alkupllvi— GUtighetsdag - ^ q γ £ ( 41) Become public - Btivit offentllg ^ q! Γα

National Board of Patents and Registration (44) Nihtiv * kslPanon and kuutjulkalsu date. _ * ^ _

Patent · och registerstyrelsen Ansökan utlagd och utl.skrlften pubtlcerad 31.Oa.03

(32) (33) (31) Privilege claimed — Begird prlorltet il.io.TT

Japan-Japan (JP) 12089Ö / TT

vTl) Toyota Jidosha Kogyo Kabushiki Xaisha, 1, Toyota-cho, Toyota-shi,

Aiehi-ker, Nippon Clean Engine Research Institute Co., Ltd., 205-3,

Li tay as un -c ho, Ka: iazawa-shi, Ishikava-ken, Japani-Japar. (JP) (T2) Sigerj Onishi, Ishikawa-ken, Japan-Japan (JP) (T ^ O Antti Impola {! Jb) Two-stroke engine - Tv & taktsmotor

The invention relates to a two-stroke engine with a crankcase comprising a crankcase, a svl inter i 1 slot containing a cinear bore. a reciprocating piston in the transfer drill, a combustion chamber delimited by the piston and the sy-1 interiporaukr, an inlet channel with means for preparing the mixture, for feeding fresh combustible mixture to the crank chamber, and a first flush opening and alternately covered by the piston, 1 aniskamnicr and ka A blow channel arranged between the chamber and a second blow channel arranged between the discharge chamber and the crankcase, the cross-sectional area of which is larger than that of the first clean pain channel.

Ka ks i ta h t imoo 11 or j. It is already known in this connection that a fresh fuel mixture can ignite spontaneously in the combustion chamber of an engine without the spark plug igniting this fuel mixture. The combustion caused by the above-mentioned self-ignition is usually called extra combustion, i.e. the engine self-continuous curve 1 /: s i. When the engine is running at high speed but lightly loaded, whereby the above-mentioned extra combustion can occur, the amount of exhaust gas remaining in the engine cylinder is the amount of fresh po 111 mixture fed to the cylinder. for this reason, this fresh pol 2 64704 fed to the cylinder is listened to until it changes under the influence of the remaining high-temperature α-type exhaust gases. As a result, radicals develop from the fresh fuel layer. A gas state in which radicals are evolved as described above is hereinafter referred to as an "active thermal gas state". In the event of excess combustion, the active hot gas space disappears at the beginning of the compression stroke, alternating between hot spot ignition, rapid ignition and spark plug ignition, which results in large torque variations. Since the large variations in torque caused by such extra combustion are detrimental, such extra combustion is generally considered to be detrimental to O Γ:

The applicant has investigated the problems associated with such excess combustion and found that in the event that excess combustion at the beginning of the compression stroke continues until the end of the compression stroke, the active hot gas space is self-ignited in the combustion chamber of the engine without being ignited by the spark plug. gases in dirt. The applicant has further stated that this combustion in the active hot gas mode results in a smooth operation of the engine and that it can also be achieved if a lean mixture of air and fuel is used. This in turn leads to a significant reduction in fuel consumption and a significant reduction in harmful components in the exhaust gases. .lama in Japanese patent application no. 92.94133 discloses an example of a two-stroke engine in which such an active thermal gas state can develop.

It is an object of the present invention to provide improvements in the two-stroke engine described in the above-mentioned Japanese patent application, in particular to provide improvements in combustion, and a two-stroke engine which can be operated under part load for long periods of time. The two-stroke engine according to the invention is characterized by the features defined in the claims, and mainly by the fact that the first blow channel is connected to the crankcase at one end, the second blow channel is connected at one end to the other end of the first blow channel and at the other end to the flush section. another blower chicken va.

3 64704

For operation of a two-stroke rotor: fresh fuel mixture is fed into the crankcase, fresh fuel mixture in the crankcase is introduced into the blower duct, fresh fuel mixture is flown at high speed from the blower duct the flow and turbulence of the combustion gas in the combustion chamber and preventing heat escape from the combustion gas in the combustion chamber to keep the temperature of the combustion gas remaining in this combustion chamber high, developing an active hot gas causing the fresh fuel mixture to ignite spontaneously.

The invention will now be described in more detail with reference to some preferred embodiments shown in the accompanying drawings.

Figure 1 is a side sectional view of a first embodiment of a two-stroke rotor according to the invention.

Figure 2 shows a side view of the engine shown in Figure 1.

Figure 3 shows a top view of the crankcase.

Figure 4 shows a front view of the crankcase part 1a.

Figure 5 shows a front view of the crankcase part Ib.

Figure 6 shows a cross-section taken at line IV-IV in Figure 4.

Figure 7 shows a perspective view of the bottom of the crankcase.

Figure 8 shows a cross-section taken at line VIII-VIII in Figure 7.

Figure 9 is a side cross-sectional view of another open embodiment of the invention 64704.

Fig. 10 shows a side view of the engine shown in Fig. 9.

Fig. 11 is a top view of the crank pattern shown in Fig. 9.

Fig. 12 shows a front view of a part 1a of the crankcase shown in Fig. 9.

Figure 15 shows a side view of another embodiment of an engine according to the invention.

Fig. 14- is a graph illustrating the relationship between the degree of opening of the throttle valve and the opening azero of the exhaust control valve.

Figure 15 is a cross-sectional side view of yet another embodiment of the invention.

In Figures 1 and 2, the number 1 denotes a crankcase, 2 cylinder blocks attached to this crankcase, 5 cylinder heads attached to cylinder block 2, 4 pistons having an approximately flat top surface, and reciprocating in a cylinder bore 5, 5 between cylinders 5, 6 a combustion chamber formed, 7 spark plugs, 8 crank spaces formed in the crankcase 1 and 9 equilibrium bodies. The number 10 denotes a recirculating rod, 11 inlet pipes, 12 inlet ducts and 15 carburettors, 14 carburettors, 15 throttle valves, 15 two blower openings, 16 exhaust openings, 17 exhaust pipes, 18 exhaust ducts, and 19 slit valves through which fresh fuel mixture can be passed to the crankcase. 8 of the input channels 12. The embodiment shown in Figures 1 and 2 is a S ohnurl e-1 type two-stroke motor with an effective compression ratio of 6.5: 1. According to Figure 2, the crankcase 1 consists of three crankcase parts 1a, 1h and 1c. Two blow channels 20 are formed in the cylinder block 2, each of which opens into the combustion chamber 6 at the blow opening 15, and these blow channels 20 are connected to respective blow channels 21 formed in the upper part of the crank chamber 1 parallel to the respective blow channel 20. The blow duct consisting of blow ducts 20 and 21 is hereinafter referred to as a second blow duct.

Fig. 4 shows the inner wall of the crankcase part 1a and Fig. 5 shows the inner wall of the crankcase part 1c. According to Figs. 4 and 5, two grooves 22a and 22o are formed in the inner wall of the crankcase portion 1a, 1c to extend along the circular circumference of the chamber, a low annular groove 25 having a constant width L is formed in the inner wall of the crankcase portion "" a, le at is located inwards from the grooves 22a and 5 64704 22b, and in addition a groove 24 extending along the annular groove 23 is formed in the central part of the ring F'S εί-ΐο 'J_seil "UX'311 poiljQpillH & Il. In Figs.

With, therefore, the crankcase. the parts 1a and 1c are assembled to form the crank chamber 1, all the grooves 22a, 22b, 23 and 24 are located between the part Ib of the crankcase and the parts 1a, 1c of the crankcase. According to Figures 4 and 5, the grooves 22a and 22b are connected at their lowest part 22. The second end 26 of the groove 24 communicates with the lower part 25 of the grooves 22a and 22b via a short vertical groove 27, while the other end 26 of the groove 24 communicates with a short vertical groove 29 the upper end opens into the crank space 8. The annular plate 30 shown in Fig. 6 is fitted in the annular groove 23 so that this annular plate 30 covers the groove 24.

Figure 6 shows a figure. 4 a cross-section taken at line YI-VI in the case where the crankcase parts 1a and Ib are assembled. From Figures 4 and 6, it is understood that when the crankcase portions 1a, 1b and 1c are assembled to form the crankcase 1, the grooves 22a, 22b, 24, 27 and 29 form a channel. According to Fig. 7, a groove 31 is formed in the inner wall of the crankcase portion 1b forming the bottom of the crankcase space 8, and the upper end 32 of the short vertical groove 29 engages the end of this groove 31. As shown in Fig. 8, the bottom surface of the groove 31 is shaped so that it is inclined downwards from its central point towards its opposite ends.

As shown in phantom in Figures 1 to 5, two channels 33a, 33b and 34a, 34b are formed in the crankcase portions 1a, 1c, which α-engage the respective blowing channels 21. The lower ends of the wedding channels 33a, 3ph and 34a, 34b are connected to the crankcase portions 1a. , 1c to the respective upper ends 35a, 35b (Figures 4 and 5) of the grooves 22a, and 22b formed in the inner wall wall, so as to cause a relatively smooth association between the channels 33 &, 33 ° and 3α, 34b and the grooves 22a and 22b. The pairs of channels 33a, 33b and 34a, 34b are arranged so that the axes of the channels 33a, 3a and the channels 33b, 34b intersect at an angle to each other. Thus, the ducts 33a, 33b and 34a, 34b open to opposite ends of the lower inner part of the blowing duct 21, so that the streams of fresh fuel mixture flowing from the ducts 33a, 33b and 34a, 34b come into sharp contact with each other, which lowers the fresh fuel mixture. at 11 a.

As described in the chair, each of the blow ducts 21 in the crankcase space 8 is the cover of the channels 33a, 33b and 34a, 34b, the sleepers 22a, 6 64704 22b, the short vertical groove 27, the groove 24 and the short vertical groove 29. The channel consisting of the channels 33a, 33b and 34a, 34b, the grooves 22a, 22b, the short vertical groove 27, the groove 24 and the short vertical groove 29 is hereinafter referred to as the first blow channel. Thus, it is clear that the crankcase space 8 communicates with the baking chamber via the first and second blow ducts mentioned above.

as the grinder operates into the crankcase 8 from the inlet passage 12 through the valve 19, the fresh fuel mixture is gradually compressed during the downward movement of the piston 4, so that this fresh fuel mixture is forced to flow from the first short blower groove in the blow duct because the cross section of this is small. The fresh fuel mixture then flows into the second bubble channel. Since the fresh fuel mixture has to flow at a high speed in the first blow duct due to its small cross-section, as already mentioned above, flow energy is applied to this fresh fuel mixture, as a result of which the evaporation of the liquid fuel still continues during this time. After sufficient evaporation of the fresh fuel mixture has progressed, this fresh fuel mixture flows from the first blower-navasts to the second blower duct. Since at this stage, as described above, the streams of fresh fuel flowing from the ducts 33a, 33h and 34a, 34b come into intense contact with each other in the blower duct 21 and lose kinetic energy, and in addition the cross-section of the blower duct 21 the fresh fuel mixture flowing from the ducts 33a, 33b and 34a, 34b into the blowing duct 21 suddenly loses its speed. The fresh fuel mixture then flows upwards at low speed in the blow ducts 21 and 20 with smooth inner surfaces and then flows at low speed into the combustion chamber 6 when the piston 4 opens the blow openings 15 · Even if the pressure in the crankcase 8 is considerably larger, when the piston 4 opens the blowing openings 15 to allow fresh fuel mixture to flow into the combustion chamber 6, the fresh fuel mixture cannot flow at high speed into the combustion chamber because the first blowing channel acts as a throttle due to its small cross-section. 'As a result, the flow rate of the fresh fuel mixture is low throughout the inflow phase. Thus, the flow rate of the remaining combusted gas in the combustion chamber 6 is very low when the fresh fuel mixture flows into this combustion chamber, and this avoids the loss of heat in the remaining combusted gas. In addition, at the beginning of the compression stroke And when the engine is operating at part load, there is a large amount of combustion gas remaining in the combustion chamber 6. Thus, since this amount of burned gas remaining in the combustion chamber 6 is large, and the temperature of this gas is also high, the fresh fuel mixture is heated until radicals are evolved, and as a result, an active hot gas path is formed in the combustion chamber. In addition, since the flow of gas in the combustion chamber takes place very slowly during the compression cycle, the occurrence of turbulence and the loss of thermal energy in the inner wall of the combustion chamber 6 are avoided as completely as possible. As a result, the temperature of the gas o in the combustion chamber 6 continues to rise as the compression rate continues, And as a result, the amount of radicals evolving in the combustion chamber 6 increases. As the radicals evolve, the so-called "pre-flame reaction" begins to burn. Thereafter, when the temperature of the gases in the combustion chamber 6 at the end of the compression stroke rises high, a flame develops, which causes self-ignition, in which the spark plug 7 thus does not participate. After this, slow combustion Continues as adjusted by the remaining burned gas. As the tail 4 moves downwards so that the exhaust gas opening 16 opens, the burned gas in the combustion chamber 6 is discharged into the exhaust gas duct 18.

To allow combustion in the active hot gas space, it is necessary to first cause the fresh fuel mixture to flow at a high speed in the first blow duct to completely vaporize the liquid fuel, and then the fresh fuel mixture must be decelerated to flow into the combustion chamber 6 at low speed. In order to provide a rapid flow of fresh fuel mixture in the first blowing duct, as shown in Figures 4 and p, the grooves 22a, 22b and 24 are made so as to form a long duct with a small cross-section. In addition, in order to cause the fresh fuel mixture to flow at a high speed, it is preferable that the first blow channel is shaped as evenly as possible. Experiments performed by the applicant have shown that a satisfactorily high flow rate of fresh fuel mixture can be achieved even if the steeply pivoting part of the duct, such as the groove 24 and groove 22a, 22b connecting the groove 24 and the short vertical groove, is formed at a distance from the blower duct 21

64704

As the fresh fuel mixture flows into the combustion chamber 6, radial radicals are generated in the vapor phase in the contact area between the fresh fuel mixture and the remaining burnt gas. In the event that the fresh fuel mixture comes into contact with the inner wall of the firing chamber 6, no radicals develop in the contact area between this fresh combustible mixture and the inner wall of the combustion chamber 6. The two-stroke engine is therefore best used as a Schnurle-type two-stroke engine with two blow-offs arranged so that the fresh fuel mixture streams flowing from the blow nozzles 15 into the combustion chamber 6 come into contact with each other and as a result the fresh fuel mixture accumulates in the surrounded by burnt gas. However, any other type of two-stroke engine may be operated if it is designed in such a way that the remaining burnt Kassu surrounds the fresh fuel mixture.

As a pig of upward movement of the piston 4 from the inlet passage 12 to the crankcase space 8, the fresh fuel mixture contains a large amount of liquid fuel which accumulates at the bottom of the crankcase space 8 after it has been absorbed into this space. In the event that the open end of the first blow duct opens to the bottom of the crankcase 8 according to the invention, the liquid fuel accumulated on this bottom is forced into the first blow duct together with the expression-fuel mixture. to the load, i.e. to the throttle valve 14 opening opening.

In a two-stroke engine of the conventional type, in order to reduce the flow resistance to the fresh fuel mixture when the engine is running under heavy load, the length of the blow channel is shortened so that this blow channel opens to the upper part of the crankcase 8. However, the disadvantage of such a conventional type of engine is that since a large amount of liquid fuel in the supplied fresh fuel mixture accumulates at the bottom of the crankcase space when the engine is started, the fresh fuel mixture fed to the combustion chamber becomes very lean. A further disadvantage of a conventional type of engine is that since a high overpressure is generated in the crankcase space after ignition, the liquid fuel enters at the bottom of this space, nopeasti rfc.antyr.yt evaporates very quickly, which

II

As a result of this, a very rich mixture is fed into the combustion chamber, which causes a false ignition. * However, the above disadvantages have been eliminated by the present invention by fitting the first blow channel so that it does not open at the bottom of the crankcase space. to the inner wall of the crankcase part 1b at the base, the liquid fuel accumulated in the groove 31 is blown away by the air flow caused by the rotating movement of the counterweight 9. This promotes the evaporation of liquid fuel in the crankcase space 8. By further shaping the bottoms of the groove 31 as shown in Fig. 8 so as to be inclined downwards towards the grooves 29, the liquid fuel accumulated in the groove 31 is directed into these grooves 29.

Figures 5 to 12 show another embodiment of the invention. In these figures, similar parts are denoted by the same reference numerals as in Figs. 1 to 5. According to Figs. 9 and 11, in this embodiment, the blow duct 21 is formed in the crankcase part 1b, and the upper ends 35a, 35b of the grooves 22a, 22b formed in the crankcase parts 1a, 1c are connected. to the inner ends of the blow ducts 21 by ducts 33a »53b and 34a, 34b made in the crankcase part 1b. In the same way as explained in connection with Figs. 1 to 5, the channel pairs 33a »34a and 33b, 34b are arranged so that the axes of the channel 33a, 33h and the channel 34a, 31b intersect at an angle, so that the channels 35a, 34a and 33'c and 34b the flowing streams of fresh fuel mixture come into intense contact with each other.

In order to continue the active flue gas cycle until the end of the compression stroke, it is necessary, as already mentioned, to reduce the turbulence and flow of the remaining combusted gas in the combustion chamber 6. The two causes of residual combustion gas turbulence and flow are sudden blow-out of exhaust gas 16 In order to prevent the above-mentioned sudden blow-out and pulsating effect, according to Fig. 13, an exhaust control valve is preferably arranged in the exhaust duct 18. Fig. 14 shows the ratio of the openings of the exhaust control valve 36 and the throttle valve 14. In Fig. 14, the ordinate X indicates the ratio of the opening of the exhaust gas control valve 36 to the fully open state, and in the abscissa Y indicates the ratio of the degree of opening of the throttle valve 14 to the fully open position. As can be seen in Fig. 14, the exhaust control valve gradually opens and then opens completely before the throttle valve 1i: reaches a position corresponding to an opening ratio X of about JO%. The exhaust control valve J6 remains fully open when the constricted brick 14 is still opened.

in a charge in which the engine operates only under light load, a throttling element J7 with a fixed throttling opening can be fitted to the exhaust duct 14 as shown in Fig. 1J, in addition, smaller when the piston is at its lowest dead center, the spark plug 7 is used in the engine according to the invention to warm the engine and operate the engine under heavy load, but this spark plug 7 is not required in the case of part load and active hot gas combustion.

The two-stroke motor according to the invention can well be used at part load, whereby smooth operation of the motor is achieved. In addition, combustion in an active hot gas space greatly reduces the amount of harmful components in the exhaust gases and further saves considerable fuel.

The invention has been described above on the basis of some special methods of application, but a person skilled in the art can, of course, make various modifications without departing from the spirit and spirit of the invention.

Claims (5)

64704 A two-stroke engine having a crankcase (1) including a crankcase (8), a cylinder block (2) including a cylinder bore (5), a reciprocating piston (4) in a cylinder bore (5), a combustion chamber (6) delimited by a piston (4) and a cylinder bore (5) ), an inlet passage (12) with means (13) for preparing the mixture, for feeding fresh combustible mixture to the crankcase (8), and a flushing portion (15) opening and alternately covered and exposed by the piston (4), the first combustion chamber (6) and a blow duct arranged between the crankcase (8) and a second blow duct arranged between the combustion chamber (6) and the crankcase (8), the cross-sectional area of which is larger than the first blow duct, characterized in that the first blow duct (33a, 33b, 34a, 34b, 22a , 22b, 27, 24, 29) are connected to the crankcase (8) at one end so that the second blow duct (20, 21) is connected at one end to the first blow duct (33a, 33b, 34a, 34b, 22a, 22b, 27, 24, 2). 9) at one end and at the other end to the flushing section (15), and that the first blow duct (33a, 33b, 34a, 34b, 22a, 22b, 27, 24, 29) is longer than the second blow duct (20, 21). 2. A motor according to claim 1, with the following elements, having a transmission channel (33a, 33b »34a, 34b, 22a, 22b, 27, 24, 29) in which the grid (33a, 33b, 34a, 34b), 22s, 22b) a single b & da is provided on the other channel (20, 21). A two-stroke motor according to claim 1, characterized in that the first blow duct (33a, 33b, 34a, 34b, 22a, 22b, 27, 24, 29) comprises a pair of branch parts (33a, 33b, 34a, 34b, 22a, 22b), of which each is connected to a second blow duct (20, 21). A tachograph motor according to claim 1 or 2, which comprises a channel (33a, 33b, 34a, 34b, 22a, 22b, 27, 24, 29) in which the channel (27, 24, 29) is provided. anordnad mellan grendelarna (33a, 33b, 34a, 34b, 22a, 22b) och kevkammaren (8), varvid grendelarna (33a, 33b, 34a, 34b, 22a, 22b) a avgrenade frän en own channels (27, 24, 29) · A two-stroke motor according to claim 1 or 2, characterized in that the first blow duct (33a, 33b, 34a, 34b, 22a, 22b, 27, 24, 29) comprises a single duct part (27. 24, 29) located in the branch parts. (33a, 33b, 34a, 34b, 22a, 22b) and the crankcase (8), the branch sections (33a, 33b, 34a, 34b, 22a, 22b) being branched from a single channel section (27, 24, 29) ' A tachograph motor according to claims 1, 2 or 3, comprising a ring motor (33a, 33b, 34a, 34b, 22a, 22b) in a row and in the form of a spindle. A two-stroke motor according to claim 1, 2 or 3, characterized in that the branch parts (33a, 33b, 34a, 34b, 22a, 22b) are of equal length and do not have any sharp bends. Two-stroke motor according to Claim 1, 2 or 4, characterized in that the end parts (33a, 33b, 34a, 34b) of the branch parts (33a, 33b, 34a, 34b, 22a, 22b) open at the bottom of the second blow duct (20, 21). 1? 64704 A two-stroke motor according to claim 1, 2, 3, 4 or 5, characterized in that the axes of the end portions (33a, 33t, 34a, 34b) of the female parts intersect at an angle so that the end portions (33a, 33b, 34a, 34b) of the branch portions ) flowing in fresh combustion air. streams of the mixture come into intense contact with each other. A two-stroke engine according to one of the ecological claims, characterized in that at least two parts of the crankcase (1a, 1b, 1c) in the carriage housing (1) have a first blow duct n (33a, 33b, -4a, 34b, 22a, 22b, 27). 24, 29) with the part (22a, 22b, 27, 2, 29) being formed as a groove on the inner surface of one of the crankcase parts (1a, Ib, 1c) between the crankcase parts (1a, 1b, le). Two-stroke engine according to one of the preceding claims, characterized in that the groove (22a, 22b. 27, 24, 29) extends along the circular circumference of the inner wall of the crankcase part (1a, Ib, 1c). A bipolar according to any one of the preceding claims; engine, characterized in that the groove (22a, 22b, 27, 24, 29) has a first part (22a, 22b) extending along the circular keba of the inner wall of the crankcase part (1a, 1b, 1c) and a second part (24) , which extends along this first part (22a, 22b). A two-stroke engine according to any one of the preceding claims, i. that the first speech strip hub (33a, 33b, 34a, 34b, 22a, 22b, 27, 2L, 29) has at least one alloy opening (32) that opens to the bottom of the crankcase space (8); A two-stroke engine according to claim 1, characterized in that the groove (31) is formed in the inner wall of the crankcase (8) at this base and in that the inlet opening (32) of the mixture opens into this groove (31). Two-stroke motor according to one of the preceding claims, characterized in that the groove (3!) Has; a bottom sloping downward toward the mixture inlet (32). Il 13 64704 ί. Tvätaktsmotor med ett vevhus (1) innehällande en vev-kammare (8), cylinderblock (2) innehällande en cylinderborr-Ning (5), en piston (4) som rör sig fram octa et i cylinderborrningen (5) * en förbränningskammare ( 6) with the aid of a coil (4) and a cylinder (5), with an inwarding channel (12) with a medallion (13) for the manufacture of bleaching for the manufacture of branded products (8), with spannings (18) in the front chamber (6) and in the tread (4), and in the case of the chambers (6) and in the chambers (6) and in the chamber (8), and in the case of the side chambers (8) 8) with the provision of information to the Member States of the Member State of affiliation, the application of the right of access to the service channel (33a, 33b, 34a, 34b, 22a, 22b, 27, 24, 29) is not included in the account; receiving chambers (8), att and other utilities & channels (20, 21) are not included and the third channel channel (33a, 33b, 34a, 34b, 22a, 22b, 27 »24, 29) and the other channel and the third account (15)» and the third channel channel (33a, 33b, 34a, 34b) , 22a, 22b, 27 »24, 29) and the second channel (20, 21). 5. Takätaktsmotor enligt patentkravet 1, 2 eller 4, kanne-tecknad därav, att grendelarna (33a, 33b, 34a, 34b,