WO2001051783A1 - Moteur a combustion interne a deux temps - Google Patents

Moteur a combustion interne a deux temps Download PDF

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Publication number
WO2001051783A1
WO2001051783A1 PCT/SE2000/000058 SE0000058W WO0151783A1 WO 2001051783 A1 WO2001051783 A1 WO 2001051783A1 SE 0000058 W SE0000058 W SE 0000058W WO 0151783 A1 WO0151783 A1 WO 0151783A1
Authority
WO
WIPO (PCT)
Prior art keywords
cylinder
piston
port
internal combustion
combustion engine
Prior art date
Application number
PCT/SE2000/000058
Other languages
English (en)
Inventor
Bo Carlsson
Roy Ekdahl
Hans STRÖM
Original Assignee
Aktiebolaget Electrolux
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 Aktiebolaget Electrolux filed Critical Aktiebolaget Electrolux
Priority to JP2001551963A priority Critical patent/JP4481547B2/ja
Priority to AU32010/00A priority patent/AU3201000A/en
Priority to DE60015314T priority patent/DE60015314T2/de
Priority to AT00909828T priority patent/ATE280898T1/de
Priority to EP20000909828 priority patent/EP1169556B1/fr
Priority to PCT/SE2000/000058 priority patent/WO2001051783A1/fr
Publication of WO2001051783A1 publication Critical patent/WO2001051783A1/fr
Priority to US09/952,383 priority patent/US7082910B2/en
Priority to US11/278,539 priority patent/US7565886B2/en

Links

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
    • F02B25/20—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18
    • F02B25/22—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18 by forming air cushion between charge and combustion residues
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • 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

Definitions

  • the subject invention refers to a two-stroke crankcase scavenged internal combustion engine, in which a piston ported air passage is arranged between an air inlet and the upper part of a number of transfer ducts. Fresh air is added at the top of the transfer ducts and is intended to serve as a buffer against the air/fuel mixture below. Mainly this buffer is lost out into the exhaust outlet during the scavenging process. The fuel consumption and the exhaust emissions are thereby reduced. The engine is foremost intended for a handheld working tool.
  • Combustion engines of the above mentioned kind are known. They reduce the fuel consumption and exhaust emissions, but it is difficult to control the air/fuel ratio in such an engine.
  • US 5,425,346 shows an engine with a somewhat different design than the above mentioned.
  • channels are arranged in the piston of the engine, which at specific piston positions are aligned with ducts arranged in the cylinder.
  • Fresh air, as shown in figure 7, or exhaust gases can thereby be added to the upper part of the transfer ducts.
  • check valves are arranged at the inlet to the upper part of the transfer ducts.
  • the amount of fresh air that can be added is utmost limited owing to the short total time or period for the supply of air and the flow resistance in the check valves.
  • This type of check valves usually called reed valves, has however a number of other disadvantages. They have frequently a tendency to come into resonant oscillations and can have difficulties to cope with the high rotational speeds that many two-stroke engines can reach. Besides, it results in added cost and increased number of engine components.
  • the amount of fresh air added is varied by means of a variable inlet, i.e. an inlet that can be advanced or retarded in the work cycle. This is however a very complicated solution.
  • the international patent application W098/57053 shows a few different embodiments of an engine where air is supplied to the transfer ducts via L-shaped or T-shaped recesses in the piston. Thus, there are no check valves.
  • the piston recess has, where it meets the respective transfer duct, a very limited height, which is essentially equal to the height of the actual transfer port.
  • a consequence of this embodiment is that the passage for the air delivery through the piston to the transfer port is opened significantly later than the passage for the air/fuel mixture to the crankcase is opened by the piston.
  • the period for the air supply is consequently significantly shorter than the period for the supply of air/fuel mixture, where the period can be counted as crank angle or time. This could complicate the control of the total air-fuel ratio of the engine.
  • the combustion engine in accordance with the invention is thus essentially characterized in that the air passage is arranged from an air inlet equipped with a restriction valve, controlled by at least one engine parameter, e.g. the carburettor throttle control, the mentioned air inlet is via at least one connecting duct channelled to at least one connecting port in the cylinder wall of the engine, which is arranged so that it, in connection with piston positions at the top dead centre, is connected with flow paths embodied in the piston, which extend to the upper part of a number of transfer ducts, and each flow path in the cylinder and piston is to a great extent arranged in the cylinder's lateral direction in that, on the one hand the connecting port and adjacent scavenging port of the cylinder are shifted sideways in relation to each other along the periphery of the cylinder wall, and on the other hand the transfer ducts of the cylinder are essentially running in the cylinder's lateral direction away from each scavenging port respectively, i.e. tangentially in relation
  • Control is applied by means of a restriction valve in the air inlet, controlled by at least one engine parameter.
  • a restriction valve in the air inlet, controlled by at least one engine parameter.
  • the air inlet has preferably two connecting ports, which in one embodiment are so located that the piston is covering them at its bottom dead centre.
  • the restriction valve can suitably be controlled by the engine speed, alone or in combination with another engine parameter.
  • Figure 1 shows a side view of an engine according to the invention.
  • the cylinder is shown in a cross section, as well as the piston, which is shown at the top dead centre. Description of embodiments
  • numeral reference 1 designates an internal combustion engine according to the invention. It is of two-stroke type and has transfer ducts 3, 3'. The latter is not visible since it is located above the plane of the paper.
  • the engine has a cylinder 15 and a crankcase 16, a piston 13 with a connecting rod 17 and a crank mechanism 18. Furthermore, the engine has an inlet tube 22 with an inlet port 23 and an, to the inlet tube connected, intermediate section 24, which in turn connects to a carburettor 25 with a throttle valve 26.
  • Fuel 37 is supplied by way of the carburettor. Usually the carburettor connects to an inlet muffler with a filter. These are not shown for the sake of clarity.
  • the piston has a plane upper side without any step or similar, so that it co-operates equally with the cylinder ports wherever they are located around the periphery.
  • the height of the engine body is therefore approximately unchanged in comparison with a conventional engine.
  • the transfer ducts 3 and 3' have ports 31 and 31 ' in the engine's cylinder wall 12.
  • the engine has a combustion chamber 32 with a spark plug, which is not shown. All of this is conventional and is therefore not further commented.
  • an air inlet 2 equipped with a restriction valve 4 is arranged so that fresh air can be supplied to the cylinder.
  • the air inlet 2 has a connecting duct 6 channelled to the cylinder, which is equipped with an outer connecting port 7.
  • connecting port is from now on meant the port of the connection on the inside of the cylinder, while its port on the outside of the cylinder is called outer connecting port.
  • the air inlet 2 suitably connects to an inlet muffler with a filter, so that cleaned fresh air is taken in. If the requirements are lower, this is of course not necessary.
  • the inlet muffler is not shown for the sake of clarity.
  • a connecting port 6 is thus connected to an outer connecting port 7. This is an advantage.
  • the duct divides into two branches 11, 11 ' which lead to a connecting port 8, 8' each. These are located symmetrically and the parts with a '-symbol are as mentioned lying above the plane of the paper.
  • the outer connecting port 7 is thus located under the inlet tube 22, which means a number of advantages such as lower air temperature and a better utilizing of space for a handheld working tool, which usually has a fuel tank 33 located as shown in the figure.
  • outer connecting port 7 could also be located above the inlet tube 22, which then is directed more horizontally. Wherever they are located two outer connecting ports 7, 7' could be used. They could then also be located on each side of the inlet tube 22.
  • Flow paths 10, 10' are arranged in the piston so that they, in connection with piston positions at the top dead centre, connect the respective connecting port 8, 8' to the upper part of the transfer ducts 3, 3 '.
  • the flow paths 10, 10' are made by means of local recesses in the piston.
  • the piston is simply manufactured, usually cast, with these local recesses.
  • connecting ports 8, 8' are so located in the axial direction of the cylinder that the piston covers them when it is located at its bottom dead centie. Thereby exhaust gases cannot penetrate into the connecting port and further on towards an eventual air filter. But it is also possible that the connecting ports 8, 8' are located so high up that they to some part are open when the piston is located at its bottom dead centre. This is adapted so that a desirable amount of exhaust gases will be supplied into the connecting duct 6.
  • a highly located connecting port could also reduce the flow resistance of air at the changeover from connecting port to scavenging port 31.
  • the period of air supply from the connecting ports 8, 8' to the scavenging port 31, 31 ' is very important and is to a great extent determined by the flow paths in the piston, i.e. the recess 10, 10' in the piston.
  • the upper edge of the recess is located so high that it, when the piston is moving upwards from the bottom dead centre, reaches up to the lower edge of the respective port 31, 31 ' at the same time or earlier than the lower edge of the piston reaches up to the lower edge of the inlet port.
  • the air connection between the connecting ports 8, 8' and the scavenging ports 31, 31 ' is opened at the same time or earlier than the inlet is opened.
  • the air supply has an essentially equally long or longer period than the inlet has, counted in crank angle or in time. This will reduce its flow resistance.
  • the inlet period and the air period are essentially equally long.
  • the air period should be 90 % - 1 10 % of the inlet period. Because both these periods are limited by the maximum period during which the pressure is sufficiently low in the crankcase to enable a maximal inflow. Both periods are preferably maximised and equally long. The position of the upper edge of the recess 10, 10' will thus determine how early the recess will connect with each scavenging port 31, 31 ' respectively.
  • the recess 10, 10' in the piston that meets each port 31, 31 ' respectively has an axial height locally at this port that is greater than 1,5 times the height of the respective scavenging port, but preferably greater than 2 times the height of the scavenging port.
  • the port has a normal height so that the upper side of the piston, when located in its bottom dead centre, is level with the underside of the scavenging port, or is protruding only a few millimetres.
  • the recess is preferably downwards shaped in such a way that the connection between the recess 10, 10' and the connecting port 8, 8' is maximised, since it reduces the flow resistance.
  • the recess 10, 10' when the piston is located at its top dead centre, the recess 10, 10' preferably reaches so far down that it does not cover the connecting port 8, 8' at all, as shown in figure 1. As a whole, this means that the recess 10, 10' in the piston that meets each connecting port 8, I' respectively, has an axial height locally at this port that is greater than 1.5 times the height of the respective connecting port, but preferably greater than 2 times the height of the connecting port.
  • FIG. 1 illustrates a case where the connecting port and the scavenging port 31, 31' have an axial overlap, i.e. that the upper edge of each connecting port respectively is located as high or higher in the cylinder's axial direction as the lower edge of each scavenging port respectively.
  • One advantage is that the two ports are more aligned with each other in an arrangement of this kind, which reduces the flow resistance when air is being transported from the connecting port to the scavenging port.
  • the piston's upper side is level with the lower edge of the exhaust outlet and the lower edge of the scavenging port, when the piston is at its bottom dead centie.
  • the piston it is also quite common for the piston to extend a millimetre or a few above the scavenging port's lower edge. If the lower edge of the scavenging port is further lowered, an even greater axial overlap will be created between the connecting port and the scavenging port.
  • each branch 11, 11' leading to each connecting port 8, 8' respectively is embodied so that it is directed in the cylinder's lateral direction, or slightly upwards from this.
  • each branch arrives obliquely from below from an outer connecting port 7, so that the branch first turns upwards after the outer connecting port and then continues upwards and turns into a lateral direction up to the connecting port 8, 8' in the cylinder wall 12.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

L'invention concerne un moteur à combustion interne à deux temps à un carter balayé (1), dans lequel un passage d'air à orifice dans le piston est ménagé entre un orifice d'entrée d'air (2) et la partie haute de plusieurs conduits de transfert (3, 3'). L'orifice d'entrée d'air situé à proximité de l'entrée d'air (2) est équipé d'un limiteur de débit (4), régi par au moins un paramètre moteur, notamment la commande d'étranglement du carburateur. L'orifice d'entrée d'air traverse au moins un conduit de liaison (6, 6') et aboutit à au moins un orifice de liaison (8, 8') dans la paroi du cylindre du moteur (12). L'orifice de liaison (8, 8') est conçu de façon à être en liaison avec les positions du piston au point mort haut, en fonction de canaux d'écoulement (10, 10') matérialisés dans le piston (13) qui aboutissent dans la partie haute de plusieurs conduits de transfert (3, 3'). Chaque canal d'écoulement traversant le cylindre et le piston est dans une large mesure disposé dans la direction latérale du cylindre d'une part, du fait que l'orifice de liaison (8, 8') et les orifices de balayage adjacents (31, 31') du cylindre sont déplacés latéralement les uns par rapport aux autres le long de la périphérie de la paroi du cylindre (12), et d'autre part, du fait que les conduits de transfert (3, 3') du cylindre fonctionnent surtout dans la direction latérale du cylindre loin de chaque orifice de transfert (31, 31') respectivement, à savoir de façon tangentielle par rapport à la circonférence de la paroi du cylindre (12).
PCT/SE2000/000058 1999-01-19 2000-01-14 Moteur a combustion interne a deux temps WO2001051783A1 (fr)

Priority Applications (8)

Application Number Priority Date Filing Date Title
JP2001551963A JP4481547B2 (ja) 2000-01-14 2000-01-14 二サイクル内燃機関
AU32010/00A AU3201000A (en) 2000-01-14 2000-01-14 Two-stroke internal combustion engine
DE60015314T DE60015314T2 (de) 2000-01-14 2000-01-14 Zweitakt-brennkraftmaschine
AT00909828T ATE280898T1 (de) 2000-01-14 2000-01-14 Zweitakt-brennkraftmaschine
EP20000909828 EP1169556B1 (fr) 2000-01-14 2000-01-14 Moteur a combustion interne a deux temps
PCT/SE2000/000058 WO2001051783A1 (fr) 2000-01-14 2000-01-14 Moteur a combustion interne a deux temps
US09/952,383 US7082910B2 (en) 1999-01-19 2001-09-14 Two-stroke internal combustion engine
US11/278,539 US7565886B2 (en) 1999-01-19 2006-04-03 Two-stroke internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/SE2000/000058 WO2001051783A1 (fr) 2000-01-14 2000-01-14 Moteur a combustion interne a deux temps

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
US09/483,478 Continuation-In-Part US7025021B1 (en) 1999-01-19 2000-01-14 Two-stroke internal combustion engine

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US09/952,383 Continuation-In-Part US7082910B2 (en) 1999-01-19 2001-09-14 Two-stroke internal combustion engine

Publications (1)

Publication Number Publication Date
WO2001051783A1 true WO2001051783A1 (fr) 2001-07-19

Family

ID=20278059

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE2000/000058 WO2001051783A1 (fr) 1999-01-19 2000-01-14 Moteur a combustion interne a deux temps

Country Status (6)

Country Link
EP (1) EP1169556B1 (fr)
JP (1) JP4481547B2 (fr)
AT (1) ATE280898T1 (fr)
AU (1) AU3201000A (fr)
DE (1) DE60015314T2 (fr)
WO (1) WO2001051783A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2837239A1 (fr) * 2002-03-15 2003-09-19 Stihl Ag & Co Kg Andreas Outil de travail portable, manoeuvre a la main
FR2840022A1 (fr) * 2002-05-24 2003-11-28 Stihl Ag & Co Kg Andreas Moteur a deux temps
US8770159B2 (en) 2008-09-24 2014-07-08 Makita Corporation Stratified scavenging two-stroke engine
US9206736B2 (en) 2012-12-28 2015-12-08 Makita Corporation Stratified scavenging two-stroke engine

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103180624B (zh) 2010-10-22 2016-03-30 富世华智诺株式会社 油门拉线锁定组件
JP2012107552A (ja) * 2010-11-16 2012-06-07 Husqvarna Zenoah Co Ltd 層状掃気２ストロークエンジン
DE102015013785B4 (de) * 2015-10-20 2023-07-27 Andreas Stihl Ag & Co. Kg Zweitaktmotor und Baureihe von Zweitaktmotoren

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4248185A (en) * 1978-07-19 1981-02-03 Eric Jaulmes Two-cycle engine with pure air scavenging
EP0337768A2 (fr) * 1988-04-14 1989-10-18 Robert John Tait Moteur à combustion interne
US5425346A (en) * 1993-09-14 1995-06-20 Mavinahally; Nagesh S. Performance improvement design for two-stroke engines
WO1998057053A1 (fr) * 1997-06-11 1998-12-17 Komatsu Zenoah Co. Moteur deux-temps stratifie a balayage
DE19857738A1 (de) * 1998-12-15 1999-07-01 Herbert Dipl Ing Kern Zweitakt-Brennkraftmaschine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4248185A (en) * 1978-07-19 1981-02-03 Eric Jaulmes Two-cycle engine with pure air scavenging
EP0337768A2 (fr) * 1988-04-14 1989-10-18 Robert John Tait Moteur à combustion interne
US5425346A (en) * 1993-09-14 1995-06-20 Mavinahally; Nagesh S. Performance improvement design for two-stroke engines
WO1998057053A1 (fr) * 1997-06-11 1998-12-17 Komatsu Zenoah Co. Moteur deux-temps stratifie a balayage
DE19857738A1 (de) * 1998-12-15 1999-07-01 Herbert Dipl Ing Kern Zweitakt-Brennkraftmaschine

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2837239A1 (fr) * 2002-03-15 2003-09-19 Stihl Ag & Co Kg Andreas Outil de travail portable, manoeuvre a la main
US6880515B2 (en) 2002-03-15 2005-04-19 Andreas Stihl Ag & Co. Kg Portable hand-guided work apparatus
FR2840022A1 (fr) * 2002-05-24 2003-11-28 Stihl Ag & Co Kg Andreas Moteur a deux temps
US6874455B2 (en) 2002-05-24 2005-04-05 Andreas Stihl Ag & Co. Kg Two-cycle engine
US8770159B2 (en) 2008-09-24 2014-07-08 Makita Corporation Stratified scavenging two-stroke engine
US9249716B2 (en) 2008-09-24 2016-02-02 Makita Corporation Stratified scavenging two-stroke engine
US9206736B2 (en) 2012-12-28 2015-12-08 Makita Corporation Stratified scavenging two-stroke engine
US9869235B2 (en) 2012-12-28 2018-01-16 Makita Corporation Stratified scavenging two-stroke engine

Also Published As

Publication number Publication date
ATE280898T1 (de) 2004-11-15
JP2003519747A (ja) 2003-06-24
EP1169556B1 (fr) 2004-10-27
EP1169556A1 (fr) 2002-01-09
AU3201000A (en) 2001-07-24
DE60015314D1 (de) 2004-12-02
DE60015314T2 (de) 2005-11-10
JP4481547B2 (ja) 2010-06-16

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