Patent Application
20180080369
Example embodiments generally relate to internal combustion engines and, more particularly, relate to a stratified charged two-stroke engine that is configured for improved starting in both hot and cold engine conditions.
In an attempt to increase the fuel efficiency and reduce an emission of scavenging two-stroke engines, it is known to direct fresh air from an airline to the top end of the transfer, or scavenging, ducts during regular engine operations. The fresh air acts as a buffer between the combustion gasses that are to be exhausted and the fuel and air mixture that is initially directed into the crankcase from the fuel and air inlet channel, which ultimately enters the combustion chamber through the scavenger ducts in preparation for the subsequent combustion event. In short, the fresh air directed to the scavenger ducts is first to enter the combustion chamber as the piston moves from the top dead center position to the bottom dead center position, rather than the fuel and air mixture from the crankcase. As such, any initial mixing that may occur in the combustion chamber with the combustion gasses is with the fresh air from the scavenger ducts rather than the fuel and air mixture. This improves fuel efficiency as the amount of any unspent fuel that may exit the combustion chamber with the combustion gasses during the exhaust operations due to mixing is reduced. However, the introduction of fresh air into the scavenger ducts during normal operations also means that during start-up, the combustion chamber initially receives fresh air from the scavenger ducts rather than the fuel and air mixture from the crankcase. As such, the fuel and air mixture that is provided to the combustion chamber during start-up of the engine will be leaner than desired for efficient engine start-up. As such, the operation of such two-stroke combustion engines is often complicated by the use of a choke, as is known, at start-up to make the fuel and air mixture temporarily richer. Those issues are typically encountered in those two-stroke engines having independent fresh air and fuel and air mixture channels. Alternatively, an operator has to pull a starting rope a number of times (at least 3-4 times at a cold start of the engine) to allow a sufficient amount of the fuel and air mixture from the crank house via the scavenging channels to reach the combustion chamber in a such concentration of fuel that would be enough for the ignition. Therefore, it is desirable to have a two-stroke engine in which easier and quicker to start, especially for the cold start, that allows to create a richer and easier to ignite the fuel and air mixture concentration in the combustion chamber at the engine start, although fresh air is provided to the scavenging ducts during normal operations, the fresh air might not be provided during the engine start-up.
The present invention recognizes and addresses considerations of prior art constructions and methods.
Some example embodiments may provide for improved start-up operations for an internal combustion engine for hand-held equipment. In this regard, for example, some embodiments may provide for channeling a portion of the fuel and air mixture provided for the engine's carburetor directly into the scavenger ducts rather than by way of the crankcase, as is known in the prior art. In one example embodiment, a scavenging two-stroke internal combustion engine comprises a cylinder with a cylinder wall defining a combustion chamber. A piston is reciprocally disposed within the cylinder. A crankcase includes a crankshaft rotatably disposed therein. The piston is connected to the crankshaft by a connecting rod. At least one scavenger duct extends between the combustion chamber and the crankcase. The scavenger duct includes a top port and a bottom port. A fuel and air mixture inlet channel is in fluid communication with the crankcase by way of a fuel and air inlet port so that the fuel and air mixture inlet channel delivers a fuel and air mixture to the crankcase. An airhead channel is opened into the cylinder; the airhead channel comprises an air inlet valve. The airhead channel and the fuel and air mixture channel are formed separately one from another. At least at start of the engine, a fluid communication is established between the fuel and air mixture inlet channel and the combustion chamber so that at least a portion of the fuel and air mixture is fed into the combustion chamber via the scavenging channel(s) or the airhead channel so as to create a rich mixture into the combustion chamber that is easier to ignite. The piston defines at least one flow path on its outer circumference that extends radially inward from its outer surface and provides the fluid communication between the fuel and air inlet channel and the combustion chamber as the piston reciprocates within the cylinder. At start of the engine, the air inlet valve is closed. A crossover channel extends between the fuel and air inlet channel and the airhead channel so that the fuel and air inlet channel is in fluid communication with the combustion chamber and this channel delivers the fuel and air mixture to the combustion chamber via the airhead channel. An idle start valve is disposed in the crossover channel; the idle start valve is being movable between an open position in which the fuel and air inlet channel is in fluid communication with the airhead channel and a closed position in which the fuel and air inlet channel is isolated from the airhead channel. The idle start valve is open only during the start of the engine, when the air inlet valve is in the closed position. The crossover channel is formed in the cylinder wall.
A method of an effective starting an internal scavenging two-stroke combustion engine including a cylinder with a cylinder wall defining a combustion chamber, a crankcase, and a piston disposed in the cylinder, comprising the steps of providing a fuel and air mixture inlet channel in fluid communication with the crankcase; providing an airhead channel in fluid communication with the cylinder interior, the airhead channel is formed separately from the fuel and air mixture channel; and establishing at least at start of the engine a fluid communication between the air and fuel mixture channel and the combustion chamber so that at least a part of the fuel and air mixture will be fed from the fuel and air mixture inlet channel into the combustion chamber either via the recess(-es) made on the cylindrical circumference of the piston forming the channel or via the airhead inlet channel through the crossover channel. The recess(-es) formed in an outer surface or circumference of the piston for the fluid communication between the air and fuel mixture channel and the combustion chamber. The crossover channel is formed in the cylinder wall for the fluid communication between the fuel and air mixture inlet channel and the combustion chamber via the airhead channel. The idle start valve (42) is provided in the crossover channel, the valve is open only during the start of the engine, when the air inlet valve is in the closed position.
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate one or more embodiments of the invention and, together with the description, serve to explain the principles of the invention
Having thus described the invention in general terms, reference will now be made to the accompanying drawings, which are not necessarily drawn to scale, and wherein:
Repeat use of reference characters in the present specification and drawings is intended to represent same or analogous features or elements of the invention according to the disclosure.
Some example embodiments now will be described more fully hereinafter with reference to the accompanying drawings, in which some, but not all example embodiments are shown. Indeed, the examples described and pictured herein should not be construed as being limiting as to the scope, applicability or configuration of the present disclosure. Rather, these example embodiments are provided so that this disclosure will satisfy applicable legal requirements. Like reference numerals refer to like elements throughout. Furthermore, as used herein, the term “or” is to be interpreted as a logical operator that results in true whenever one or more of its operands are true. As used herein, operable coupling should be understood to relate to direct or indirect connection that, in either case, enables functional interconnection of components that are operably coupled to each other.
As indicated above, some example embodiments may provide for an internal scavenging two-stroke combustion engine that provides for improved starting of the engine under both hot and cold starting conditions. It should be appreciated that although an example embodiment will be shown and described illustrating a crank case scavenged internal combustion two-stroke engine that may be used in connection with hand held equipment such as, but not limited to, chainsaws, pole saws, trimmers, brush cutters, and/or the like, other applications for the disclosed two-stroke engine are also envisioned.
Referring now to the figures,
The piston 13 is connected to a connecting rod 17 by means of a piston pin 30. The piston 13 preferably has a planar top side without any recesses or other adaptations on its upper surface, so that it co-operates equally with the various cylinder ports wherever they are located around its periphery. Each scavenging duct 3 extends from a bottom scavenging port 31b formed in the sidewall of the crankcase 16 to a top scavenging port 31a found in the cylinder wall 12 of a combustion chamber 32 of the cylinder 15. The combustion chamber 32 includes an attachment point 33 for a spark plug, which is not shown.
An air inlet 2 is provided off of inlet muffler 27 and is equipped with a restriction valve 4 so that fresh air can be supplied as desired to the cylinder 15. The air inlet 2 is in fluid communication with the cylinder 15 by way of an airhead channel 6 that is connected thereto by connecting tube 34. In the cylinder wall 12, the airhead channel 6 divides into two branches referred to as connecting ducts 5. Connecting ducts 5 are each in fluid communication with the cylinder 12 by way of a corresponding air inlet port 7. Preferably, the air inlet ports 7 are shaped as cylindrical holes. In the present embodiment, the airhead channel 6 is formed by a portion of rubber hose that is external to the cylinder 15 and by a y-shaped portion that is formed in the cylinder wall 12 and includes the connecting ducts 5. Preferably, the airhead channel 6 terminates in at least two air inlet ports 7 in the engine's cylinder wall 12 to facilitate flow. The air inlet 2 draws air through the inlet muffler 27 so that cleaned fresh air is taken in and provided to the cylinder 15.
A crossover channel 40 extends between the airhead channel 6 and the fuel and air mixture inlet channel 22, thereby allowing a portion of the fuel and air mixture that flows through the fuel and air inlet channel 22 to enter the airhead channel 6. As shown, the crossover channel 40 is formed in the side wall of the cylinder 15. Note, however, in alternate embodiments, the crossover channel 40 may be formed externally to the side wall of the cylinder 15, such as by a section of rubber hose that is connected to the portion of the airhead channel 6 that is also formed by a section of rubber hose. An idle start valve 42 is disposed within the crossover channel 40 and is movable between an open position in which the fuel and air inlet channel 22 and the airhead channel 6 are in fluid communication with each other, and a closed position in which the two channels 6, 22 are isolated from each other.
During engine 10 start-up, a flow path exists between each air inlet port 7 and the top scavenging port 31a of the respective scavenging duct 3. With the piston in the position shown, the fuel and air mixture that has entered the airhead channel 6 by way of the crossover channel 40 passes directly into the scavenging ducts 3 by way of the air inlet ports 7 and top scavenging ports 31a, rather than having to pass through the crankcase 16, as occurs in prior art engines. As such, the fuel and air mixture from the airhead channel 6 has a shorter distance to travel to enter the combustion chamber 32 than the fuel and air mixture that enters the crankcase 16 and, therefore, improves engine start-up.
During regular operation of the engine 10, i.e., after start-up, it is desirable that both of the transfer ducts 3 be entirely filled with fresh air from the airhead channel 6. As well, it is not desirable that the transfer ducts 3 be filled with the same fuel and air mixture that was previously supplied during start-up, since it will then potentially mixture with the combustion gases and be exhausted prior to combustion. As such, after start-up of the engine 10, during which the idle start valve 42 is open to allow fuel and air mixture to enter the airhead channel 6 from the fuel and air inlet channel 22, the idle start valve 42 is moved to the closed position so that fuel and air mixture no longer enters the airhead channel 6. As such, fresh air only is provided from airhead channel 6 to the scavenging ducts 3, thereby helping to prevent the undesirable mixing of fuel and air mixture for the crankcase 16 with the combustion gases in the combustion chamber 32 during exhaust operation. For simplicity of operation, the operation of the idle start valve 42 may be tied directly to that of the throttle valve 26, such as by a linkage (not shown), or in the alternative, it may be independently operated.
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Many modifications and other embodiments of the inventions set forth herein will come to mind to one skilled in the art to which these inventions pertain having the benefit of the teachings presented in the foregoing descriptions and the associated drawings. Therefore, it is to be understood that the inventions are not to be limited to the specific embodiments disclosed and that modifications and other embodiments are intended to be included within the scope of the appended claims. Moreover, although the foregoing descriptions and the associated drawings describe exemplary embodiments in the context of certain exemplary combinations of elements and/or functions, it should be appreciated that different combinations of elements and/or functions may be provided by alternative embodiments without departing from the scope of the appended claims. In this regard, for example, different combinations of elements and/or functions than those explicitly described above are also contemplated as may be set forth in some of the appended claims. In cases where advantages, benefits or solutions to problems are described herein, it should be appreciated that such advantages, benefits and/or solutions may be applicable to some example embodiments, but not necessarily all example embodiments. Thus, any advantages, benefits or solutions described herein should not be thought of as being critical, required or essential to all embodiments or to that which is claimed herein. Although specific terms are employed herein, they are used in a generic and descriptive sense only and not for purposes of limitation.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2015/056948 | 3/31/2015 | WO | 00 |
