TWO-STROKE INTERNAL COMBUSTION ENGINE

Abstract: Crankcase scavenged two-stroke internal combustion engine (1), in which at least one piston ported air passage, with length Lai, is arranged between an air inlet (2) and each scavenging port (31, 31') of a number of transfer ducts (3, 3'), with length Ls, from the scavenging port to the crankcase. The air passage is arranged from an air inlet (2) equipped with a restriction valve (4), controlled by at least one engine parameter, for instance the carburettor throttle control. The air inlet extends via at least one connecting duct (6, 6') to at least one connecting port (8, 8') in the engine's cylinder wall (12). The connecting port (8, 8') is arranged so that it in connection with piston positions at the top dead centre is connected with flow paths (10, 10') embodied in the piston (13), which extend to the upper part of a number of transfer ducts (3, 3'). Each flow path of the piston is arranged so that the air supply is given an essentially equally long period, counted as crank angle or time, as the engine's inlet (22-25), and the length of the inlet into which fuel is added, Li, is greater than 0,6 times the total length of the piston ported air passage Lai and the length of the transfer duct Ls, i.e. 0,6 x (Lai+Ls) but smaller than 1,4 times the same length, i.e. 1,4 x (Lai + Ls).

Description: TWO-STROKE INTERNAL COMBUSTION ENGINE Technical field The subject mvention relates to a two-stroke crankcase scavenged internal combustion engine, m 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 mtended to serve as a buffer against the air/fuel mixture below Mamly this buffer is lost out mto the exhaust outlet during the scavenging process The fuel consumption and the exhaust emissions are thereby I educed The engme is foremost mtended for a handheld workmg tool Background of the invention Combustion engmes of the above mentioned kind are known smce long time 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 show s an engine with a somewhat different design than the above mentioned In this case, channels are arranged m the piston of the engme, 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 ti ansfei ducts This only happens at the specific piston positions where the ducts in the piston and the cylmder are aligned This happens both when the piston moves downwards and when the piston moves upwards far away from the top dead centre To avoid unwanted flow m the wrong direction in the lattei case, check valves are arranged at the mlet to the upper part of the transfer ducts This type of check valves, usually called reed valves, has howevei a nu bei of disadvantages They have frequently a tendency to come mto resonant oscillations and can have difficulties to cope with the high rotational speeds that many two-stroke engmes can reach Besides, it results in added cost and increased number of engme components The amount of fresh air added is varied by means of a variable inlet, 1 e an inlet that can be advanced or letaided 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 In all embodiments 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 N consequence of this embodiment is that the passage for the an delivery through the piston to the transfer port is opened sigmficantly later than the passage for the air/fuel mixture to the crankcase is opened by the piston The peπod for the air supply is consequently significantly shorter than the penod for the supply of an/fuel mixture, where the period can be counted as ci ank angle or time This could complicate the control of the total air-fuel ratio of the engme This also means that the amount of air that can be dehveied to the tiansfer duct is sigmficantly limited, smce the underpressure driving this additional air has decreased a lot, because the inlet port has already been open duπng a certain period of time when the air supply is opened This implies that both the peπod and the driving force for the air supply are small Furthei moie, the flow resistance in the L-shaped and the T-shaped ducts as shown becomes relatively high, partly because the cross section of the duct is small close to the transfer port and partly because of the sharp bend created by the L-shape oi T-shape In all, this contributes to increasing the flow resistance and to leducmg the amount of air that can be delivered to the transfei ducts, which reduces the possibilities to reduce the fuel consumption and the exhaust emissions by means of this arrangement The purpose of the invention The purpose of the subject invention is to sigmficantly reduce the above mentioned problems and to achieve advantages m many respects Summary of the invention The above mentioned purpose is achieved by a two-stroke combustion engine in accoi dance with the invention showmg the characteπ sties of the appended patent claims The combustion engine in accordance with the invention is thus essentially chaiacteiized in that the an passage is arranged from an air inlet equipped with iestiiction valves, conti oiled by at least one engme 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 m the piston, which extend to the upper pai t of a number of transfer ducts, and the flow paths are so aπanged that the lecess in the piston that meets the respective transfer duct ' s port is so arranged that the supply of air is given an essentially equally long penod, counted as crank angle or time, as the engine's mlet, and the length of the inlet 22-25 into which fuel is added, L„ is greater than 0,6 times the total length of the piston ported air passage L d , and the length of the transfer duct L s 1 e 0.6 x (L dl + L s ) but smaller than 1,4 times the same length, l e l,4 x (L aι + L s ) B\ adapting the length of the ducts leadmg the air to the crankcase in relation to the length of the mlet duct, the control of the engine can be simplified By adapting these two duct systems m relation to each other the flow in each system will vary concurrently with the flow m the othei system In this mannei a caiburettor in the mlet system could supply the correct amount of fuel to the engine mespective of load variations etc Because at lea' t one connecting port in the engme's cylinder wall is arranged so that it in coniection with piston positions at the top dead centre is connected with flow patbs embodied in the piston, the supply of fresh air to the upper part of the transftr ducts can be arranged entirely without check valves This can take place because at piston positions at or near the top dead centre there is an underpressure m the transfer duct in relation to the ambient air Thus a piston ported air passage without check valves can be arranged, which is a big advantage Because the air supply has a very long period, a lot of air can be delivered, so that a very high exhaust emissions reduction effect can be achieved Control is applied by means of a restriction valve m the air inlet, conti oiled by at least one engine parameter Such control is of a significantly less complicated design than a variable inlet The air inlet has preferably two connecting ports, which in one embodiment are so located that the piston is covenng them at its bottom dead centre The restriction valve can suitably be conti oiled by the engine speed, alone or in combmation with another engine parameter These and other characteristics and advantages are clarified in the detailed description of the different embodiments, supported by the enclosed drawing figures Brief description of the drawing The invention will be descπbed in closer detail in the following by means of vanous embodiments thereof with reference to the accompanying drawing figures Foi parts that are symmetrically located on the engme, the part on the one side has been given a numeric designation while the part on the opposite side has been given the same designation but with a '-symbol In the drawings the parts with a '-symbol aie located above the plane of the paper and are therefore not visible Figuie 1 shows a side view of an engme accordmg to the invention The cyhndei is shown in a cross section, as well as the piston. which is shown at the top dead centre Figuie 2 shows a corresponding conventional engme In order to explain the invention a conceivable partition wall is placed m the engme's inlet duct, as shown by dashed lines Description of embodiments In figure 1 , 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 lattei is not visible since it is located above the plane of the papei The engine has a cylinder 15 and a crankcase 16, a piston 13 with a connecting iod 17 and a crank mechanism 18 Furthermore, the engine has an mlet tube 22 with an inlet port 23 and an, to the inlet tube connected, intermediate section 24 which in turn connects to a carburettoi 25 with a throttle valve 26 Usually the carburettor connects to an mlet muffler with a filter These aie not shown foi the sake of clarity The same applies for the exhaust port, the exhaust duct and the muffler of the engme These are totally conventional and located on the opposite side of the cylmder compared to the inlet The piston has a plane upper side without any steps or similar, so that it co-operates equalK with the c\ lmdei ports wherever they are located around the periphery The height of the engine body is therefore approximately unchanged in compaiison with a conventional engine The transfer ducts 3 and 3' have ports 1 and 3 I ' in the engine ' s cylinder wall 12 The engine has a combustion chambei 32 with a spaik plug, which is not shown All of this is conventional and is thei efore not furthei commented What is special is that an air inlet 2 equipped with a restriction valve 4 is arranged so that fiesh an can be supplied to the cylinder The an inlet 2 has a connecting duct 6 channelled to the cylinder, which is equipped with an outei connecting port 7 By connectmg port is from now on meant the port of the connection on the mside of the cylinder, while its port on the outside of the cylindei is called the outer connectmg port The air mlet 2 smtablv connects to an inlet muffler with a filter, so that cleaned fresh air is taken in If the requirements aie lower, this is of course not necessary The inlet muffler is not shown for the sake of clarity N connecting duct 6 is thus connected to an outer connectmg port 7. This is an advantage At or after this port the duct divides into two branches 1 1, 1 1 ' leading to a connectmg port 8, 8' each These are located symmetrically and the parts with a '-symbol are as mentioned lying above the plane of the papei 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 bettei utilizing of space for a handheld workmg tool, which usually has a fuel tank How evei , the connecting port 7 could also be located above the mlet tube 22, w hich then is directed more horizontally Wherever they are located two outei 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 aπanged 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' aie made by means of local recesses in the piston The piston is simply manufactuied. usually cast, with these local recesses Usually the connecting ports 8, 8' are so located m the axial direction of the cylinder that the piston covers them when it is located at its bottom dead centie Thereb) exhaust gases cannot penetrate mto the connecting port and further towards an eventual air filter. But it is also possible that the connecting ports 8. 8 " aie located so high up that they to some part are open w hen 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 connectmg duct 6 A. highly located connecting port could also reduce the flow resistance of an at the changeover from connectmg port to scavengmg port 31 The penod of an supply fiom the connecting ports 8, 8' to the scavenging port 31. 3 1 ' is very important and is to a great extent determined by the flow paths in the piston, I e the lecess 10, 10' m the piston Preferably the upper edge of the recess is located so high that it when the piston is moving upwards fiom the bottom dead centre reaches up to the lower edge of the lespective port 31 , 31 ' at the same time as the lower edge of the piston reaches up to the lower edge of the inlet port Thereby the air connection between the connecting ports 8, 8' and the scavenging ports 31, 31 ' is opened at the same time as the mlet is opened When the piston moves down again aftei being at the top dead centie then also the air connection and the inlet will be shut off at the same time and thus be given an essentially equally long penod It is desπable that the inlet period and the air period are essentially equally long Preferably the air period should be 90 % - 110 % of the mlet period Because, both these periods are limited by the maximum period during which the pressuie is low enough m the crankcase to enable a maximal inflow Both periods aie prefeiably maximised and equally long The position of the uppei edge of the recess 10, 10' will thus determine how early the recess will come into contact with each scavengmg port 31, 31 ' respective]) Consequently, pieferably the recess 10, 10' m the piston that meets each port 31 3 1 ' respectiveh has an axial height locally at this port that is gieatei than 1 5 times the height of the respective scavenging port but preferabl) greater than 2 times the height of the scavengmg port This provided that the port has a noi mal height so that the upper side of the piston, when located in its bottom dead centie, is level with the underside of the scavenging port, or is piotxuding onh a few millimetres The iecess is prefei abh downwards shaped m such a way that the connection between the recess 10 10 ' and the connectmg port 8, 8' is maximised, since it I educes the flow lesistance This means that when the piston is located at its top dead centie the recess 10, 10' preferably reaches so far down that it does not eι the connecting port 8, 8' at all, as shown in figure 1 As a whole, this means that ihe recess 10, 10' m the piston that meets each connecting port 8, 8' espectively, has an axial height locally at this port that is greatei than 1 5 tιm;s the height of the respective connectmg port, but preferably gi eater than 2 times the height of the connectmg port The relative location of the connectmg port 8, 8' and the scavenging port 31 31 ' can be varied considerably provided that the ports are shifted sideways, l e in the cylindei's tangential direction, as shown m figure 1 Figure 1 illustrates a case where the connectmg port and the scavengmg port 31, 31 ' have an axial overlap, I e that the upper edge of each connecting port respectively is located as high oi highei in the cylmder's axial direction as the lower edge of each scavenging port i espectively One advantage is that the two ports ai e more aligned with each other m an arrangement of this kmd, which leduces the flow lesistance when air is being transported from the connecting port to the scavenging port Consequently, more air can be transported which can enhance the positive effects of this arrangement, l e reduced fuel consumption and exhaust emissions For many two-stroke engines, the piston's uppei side is level with the lower edge of the exhaust outlet and the lowei edge of the scavenging port, when the piston is at its bottom dead centie Howevei it is also quite common for the piston to extend a millimeti e oi a few above the scax enging port's lower edge If the lower edge of the scavenging port is furthei lowered, an even greater axial overlap will be cieated betw een the connecting port and scavenging port When air is supplied to the scaλ enging duct the flow resistance is now reduced, both due to that the ports ai e more level with each other and also due to the greater surface aiea of the scavenging port The invention contains tw o important principles for adaptmg or tuning of these both duct systems One principle is that the supply of air to the transfei duct is opened essentialh at the same time as the mlet of the air/fuel- imxtuie to the crankcase is opened This is described earlier in closer detail The othei piinciple is that the lengths in both of the systems are bemg tuned relation to each othei This principle can be best explamed by studying figure 2 showing a corresponding conventional engine without any air supply system for the tiansfei duct In this conventional engme the partition wall 36 is missing, as shown by dashed lines in the inlet duct. Accordmgly, the conventional engine has only one inlet tube where the whole intake flow passes through the carburettoi and affects the fuel flow 37 and thereby a desired ratio of air/fuel is achieved since the carburettor will supply the engine with fuel m proportion to the amount of inlet air Consequently, when a separate system accoiding to figure 1 is arranged in order to supply the engme with an. only air will pass tluough the connectmg duct 6 while air/fuel- mixtui e will pass tluough the inlet 22-25 Thereby only a smaller part of the engine ' s amount of inlet an will pass through the carburettor and the flow of fresh an m the connecting duct 6 will not affect the fuel flow 37 in the mlet Howevei it is still possible, owing to a special tuning of the both duct systems in the engine, to give them the same dynamic tuning This is simplest undeistandable by imagining an anangement of a longitudinal partition wall 36 in the conventional engine accoi ding to figure 2 The partition wall 36 divides the inlet tube into two parts without changing their characteristic featuies All the amount of fuel 37 is supplied to the one part of the tube The flow in these both parts of the tube w hich is divided by the partition wall 36, will vary in pi opoition to each othei In case the one flow is doubled also the other flow is doubled etc The basic pi inciple is that the characteristic features of the inlet tube will not be changed because of the fact that the area is separated by a longitudinal partition wall Now. if this principle is transferred to figuie 1. then we have an inlet system, l e the mlet 22-25, to which all the fuel 37 is supplied This has a length L„ which is marked m the figure This length can be increased or deci eased which is marked with the cut off close to the outei end of the inlet tube The othei inlet system for fresh air extends from the an inlet 2 and all the way up to the transfer duct's 3 mouth 38 m the crankcase This compnses tw o parts The first part, which is designated L dl . 10 extends from the inlet 2 and up to the mouth of the scavengmg port 31 It thus extends through the connectmg duct 6 and the connectmg branch 11 and through the connecting port 8 and then through the piston recess 10 up to the scavenging port 31 Obviously this is on the condition that the piston is located at a position close to the top dead centre for which the piston recess 10 connects the both ports 8 and 31 The length of the transfer duct L s from the scavenging port 31 to the mouth 38, lepresents the last part of the air inlet system The total length for this system is thus L aι + L s The connectmg duct 6 is illustrated in a divided mode in oider to pomt out that its length can be varied Foi. in order to shorten the length L dl + L s it might be suitable to place the an mlet 2 close to the outei connecting port 7 In case the length of L, is made essentially as long as the length of L d , + L an unchanged ratio of air/fuel can be achieved at different ranges of speed and load even if all the fuel is bemg supplied into the normal inlet In principle you could say that you take the lowei part of the inlet duct accoiding to figure 2 and instead place it as an air duct from the inlet 2 to the outlet 38 in the crankcase However, naturally the design of the engine is also affected by a number of practical wishes of diffeient natui e that makes it difficult to achieve exactly the same relation between the lengths It is desirable that the length of the mlet, mto which fuel is added L, is greatei than 0 6 times the total length of the piston ported air passage L d , and the length of the transfer duct L s , I e 0,6 times (L aι + L s ) but smallei than 1 4 times the same length I e 1,4 tunes (L dl + L s ) Preferably the length L, is gieatei than 0,8 times the total length of the piston ported air passage L „ and the length of the tiansfer duct L s , l e 0,8 times (L dl + L s ) but smallei than 1 2 times the same length, I e 1.2 times (L aι + L s ) It is important that the recess 10 in the piston, as well as the ports 8 and 31. are so arranged that the flow resistance at the changeover of air between the ports becomes so small that the tuning is not being disturbed This tuning takes place pπmaπly when both the valves 26 and 4 are fully open When the valves aie partly closed different conditions will take place more and moie The relation between the flow in the both systems, at full throttle operation. 1 e unrestricted running depends on the cross section area for each flow path l espectively Preferably this is made as regular as possible, but in case this is not possible the cross section area might be regarded as an average value Consequently, in the analogy in figuie 2 this corresponds to where the partition wall 36 is located In ordei to achieve a high degree of efficiency of the arrangement it is prefeiable that a gieat amount of an is added through the air supply system with inlet 2 Piefeiably the cross section area for the air flow path, with length L u + L s . is 100-200 % of the cross section area for the inlet, with length L, so that the amount of inlet air, at full throttle operation, represents 50-67 % of the total amount of mlet gases Preferably the cross section aiea for the air flow path, ith length L dl + L s , is arranged so that it is 120-180 % of the cross section area for the inlet, with length L„ so that the amount of inlet an. at full thiottle opeiation, represents 55-64 % of the total amount of mlet gases The invention has a number of advantages A normal standaid caibuiettoi can be used mounted in the inlet duct And now since the cross section aiea of the mlet duct has been halved, or overbearingly halved, a smallei standai d caiburettoi can be used which will reduce the price, volume and cost foi it The length of the both inlet systems can be determined at the manufacturing piocedure and will not be affected by the environment or aging and theiebv the an/fuel ratio will not be affected by these facts By this simple arrangement a controlled latio of an/fuel has been achieved for the range of speed and load Compared with a coin entional engme only a simple type of restriction vah e 4 has been added in oi dei to regulate the amount of air in the air suppK s\ stem This valve should be completely or almost completely closed at idle and then when the thi ottle valve opens, it will gradually open more and moi e For example, it could be actuated by a link that transfers the desirable alve

Claims: CLAIMS 1. Crankcase scavenged two-stroke internal combustion engine (1), in which at least one piston ported air passage, with length L aι , is arranged between an air inlet (2) and each scavenging port (31, 31') respectively of a number of transfer ducts (3.3') with length L s from the scavenging port to the crankcase, characterized in that the air passage is arranged from an air inlet (2) equipped with a restriction valve (4) controlled by at least one engine parameter, for example the carburettor throttle control, the air inlet extends via at least one connecting duct (6.6') to at least one connecting port (8, 8') in the cylinder wall (12) of the engine, which is arranged so that it, in connection with piston positions at the top dead centie, is connected with flow paths (10, 10') embodied in the piston (13), which extend to the upper part of a number of transfer ducts (3, 3'), and each flow path in the piston is so arranged that the recess (10,10') in the piston that meets the respective scavenging port (31,31') is so arranged that the air supply is given an essentially equally long period, counted as crank angle or time, as the engine inlet (22-25), and the length of the inlet into which fuel is added, L„ is greater than 0,6 times the total length of the piston ported air passage L aι and the length of the transfer duct L s , i.e.0.6 x (L aι + L s ) but smaller than 1.4 times the same length, i.e.1,4 x (L d , + L s ) 2. Crankcase scavenged internal combustion engine (1) according to claim 1. characterized in that the length of the inlet into which fuel is added, L„ is greater than 0,8 times the total length of the piston ported air passage L dl . and the length of the transfer duct L s , i.e.0,8 x (L aι + L s ) but smaller than 1.2 times the same length, I e.1.2 x (L aι + L s ). 3. Crankcase scavenged internal combustion engine (1) according to any one of the claims 1-2. characterized in that the period for air supply is greater than 90 % of the mlet period but smaller than 110 % of the inlet period 4 Crankcase scavenged internal combustion engme (1) in accordance with any of the preceding claims, characterized in that the recess (10, 10') in the piston that meets the respective port (31, 31') of the transfer ducts has an axial height locally at this port that is greater than 15 tunes the height of the respective scax engmg port (31, 31'), preferably greater than 2 times the height of the scavenging port 5 Crankcase scavenged internal combustion engine (1) in accordance with any of the preceding claims, characterizedm that the air inlet (2) has at least two connecting ports (8, 8') in the engine's cylinder wall (12) 6 Ciankcase scavenged internal combustion engine (1) in accordance with any of the pieced g claims, characterizedm that the connecting port(s) (8, 8') in the engine's cylinder wall (12) are so located that the piston (13) coveis them when it is located at its bottom dead centre 7 Crankcase scavenged internal combustion engine (1) m accordance with any one of the claims 1-5. characterizedm that the connecting port(s) (8, 8') in the engine's cylinder wall (12) are so located that the piston (13) does not covei them when it is located at its bottom dead centre, but exhaust gases from the cvlmdei can penetrate into the air mlet 8 Crankcase scavenged internal combustion engme (1) accordance with any of the pieceding claims characterizedm that the flow paths (10, 10') in the piston at least partly are arranged in the form of at least one lecess (10 10') in the periphery of the piston 9 Crankcase scavenged internal combustion engme (1) in accordance with any of the piecedmg claims characterized m that the cross section area for the an flow path, with length L aι + L„ is 100-200 % of the cross section aiea foi the inlet with length L„ so that the amount of mlet air, at full throttle operation lepresents 50-67 % of the total amount of inlet gases 10. Crankcase scavenged internal combustion engine (1) in accordance with any of the preceding claims, characterized in that the cross section area for the air flow path, with length L a ; + L s , is 120-180 % of the cross section area for the inlet, with length Li, so that the amount of inlet air, at full throttle operation, represents 55-64 % of the total amount of inlet gases.

Inventors: CARLSSON BO, STROEM HANS, CARLSSON, BO, STROEM, HANS
Applicants: CARLSSON BO, ELECTROLUX AB, STROEM HANS, AKTIEBOLAGET ELECTROLUX, CARLSSON, BO, STROEM, HANS
Application year: 2000
Main classification: F02B27
IPC codes: F02B25, F02B33, F02B75, F02F1