Four-stroke engine, bush cutter and motorised tool equipped with such engine

FIELD: engines and pumps.

SUBSTANCE: invention can be used in four-stroke engines used in portable motorised tools. Four-stroke engine (1) includes housing (3) of a cylinder, which has opening (5) of the cylinder, in which piston (6) is located with a possibility of back-and-forth movement. Case (4) in which crank shaft (10) is installed with a possibility of being rotated is attached to housing (3) of the cylinder. Partition wall (43), (44) divides the inner space of case (4) into crank case (41), in which crank shaft (10) is installed and oil chamber (42) containing the oil that serves for lubrication of crank shaft (10). There is connection passage (45) connecting crank case (41) to oil chamber (42) and guiding the oil contained in crank case (41) and dripping under action of gravity force into oil chamber (42) and a supply assembly of oil contained in the oil chamber, which provides oil pumping to crank case (41). If an upward direction is determined as a direction in which piston (6) moves from the lower dead point to the upper dead point, then a cross section of partition wall (43), (44) is actually V-shaped if to look in an axial direction of crank shaft (10) and faces with its apex downwards, and connection passage (45) is made at the apex of the V-shaped cross section. A bush cutter is developed, which contains a four-stroke engine and a motorised tool containing a four-stroke engine.

EFFECT: preservation of reliable oil supply irrespective of location of an engine in an inclined state.

11 cl, 17 dwg

 

The technical field to which the invention relates

The present invention relates to four-stroke engine, in particular to the four-stroke engine, suitable for portable motorized tools such as brush cutter, chain saw and leaf blower. The invention also relates to a motorized cutter & tool equipped with this engine.

The level of technology

When using portable motorized tools such as a brush cutter and chain saw, the operator often uses the slope of such a tool in different directions. Accordingly, the motor requires a stable operation even in an inclined position. In particular, in four-stroke engines lubrication) located within the interior space of separate details and knots of the engine is ensured by supplying the oil in the oil tank, which is available in the engine. Therefore, it is necessary to ensure the supply of oil in the internal space of the engine even if the engine is tilted. To ensure this, for example, proposed a solution, described in document JP 3713125, where disclosed a structure in which in the crankcase are made separately oil chamber and the crank chamber. With this structure prevents the flow of oil from the oil chamber back Krivoshapko the camera.

This is described in the document JP 3713125 the engine it is necessary to exclude any overflow of oil from the oil chamber to the crank chamber and to ensure the return of oil from the crank chamber to the oil chamber. To ensure this is provided the check valve opening when the pressure in the crank chamber exceeds the pressure in the oil chamber. Because of the presence of this valve is complicated internal construction of the engine, increases the number of components and increase the effort required to conduct Assembly operations, resulting in increased production costs for the manufacture of the engine.

Disclosure of the invention

The present invention aims at resolving the above problems by providing a four-cycle engine, in which, while maintaining simple construction, capable of feeding oil into the inner space of the engine regardless of whether it is in an inclined position, and proper oil circulation. Also the task of the invention is to provide a motorized cutter & tool equipped with this engine.

In the first aspect of the present invention this object is achieved by a four-stroke engine containing:

- the body (block) of a cylinder having a cylinder bore in which the possibility of reciprocating n�progressive movement is a piston;

- attached to the body of the cylinder crankcase in which a rotatably mounted crankshaft;

- the partition separating the internal space of the crankcase crank chamber in which is installed the crankshaft, and the oil chamber containing oil, used for lubrication of the crankshaft;

- connecting duct, informing the crank chamber with the oil chamber and guide the oil in the crank chamber and flowing down under gravity into the oil chamber; and

site oil feeding, the feed located in the oil chamber, the oil in the crank chamber,

and

if the upward direction is defined as the direction in which the piston moves from bottom dead center to the top dead point, the cross section of the partition is, when viewed in the axial direction of the crankshaft, essentially V-shaped, with its apex directed downward, and the connecting duct is made at the apex of the V-shaped cross section

Preferably, the connecting duct was located at the lower end of the crank camera.

It is preferable that, when viewed from the direction in which a crankshaft is seen as rotating clockwise, the connecting duct was located to the left of the plane that passes through the centerline of the crankshaft and which is OS�the first line of the cylinder.

The barrier may be formed by a first partition and a second partition located at the apex of the V-shaped cross section at a distance from each other, and the connecting duct may be limited to the first and second partitions.

It is preferable that the first partition was made inclined so that its end from the vertex is its lowest point.

Preferably, the second partition took place in the vertical direction.

It is preferable that, when viewed from the direction in which a crankshaft is seen as rotating clockwise, the end of the first partition from the top was located to the left of the end of the second partitioning by vertex.

Preferably, the boundaries of oil chamber defined by the partition wall and the outer wall of the crankcase.

The composition of the oil chamber may include a first compartment bounded by the bottom wall of the septum and the outer wall of the crankcase, and a second compartment bounded by the other wall of the partition and the outer wall of the crankcase.

In a second aspect, the present invention proposes a Bush cutter equipped with the above described four-stroke engine, characterized in that the output shaft of the engine for the drive of the working body of the cutter, passes from the crankshaft in the direction in �oterom proceeding right-hand screw, rotating in the direction coinciding with the direction of rotation of the crankshaft of the engine, and the working body of the cutter is made with the possibility of rotation is counterclockwise when viewed from above while in the position in which it is used to perform normal operations.

In the third aspect of the present invention is proposed motorized tool containing the above described four-stroke engine.

Advantages of the invention

According to the present invention it is possible to implement a four-stroke engine with proper oil circulation regardless of its location in an inclined position, while maintaining the simplicity and low costs, as well as the creation of a motorized cutter & tool equipped with this engine.

Brief description of the drawings

The drawings show:

Fig.1 - schematic representation of the cutter, equipped with the proposed in the invention of a four-stroke engine,

Fig.2 is an enlarged sectional view of that portion of Fig.1, where the engine,

Fig.3 - section along line III-III in Fig.2,

Fig.4 - section along line IV-IV in Fig.3,

Fig.5 - section along line V-V in Fig.4,

Fig.6 is an enlarged cross section of the part of Fig.5 where is the crank camera,

Fig.7 is a section along the line VII-VII in Fig.6,

Fig.8 is a section along line VIII-VIII in Fig.4,

Fig.9 is a section along line IX-IX in Fig.2,

Fig.10 - section along line X-X in Fig.9, is made to illustrate the muffler,

Fig.11 is a magnified image of the part of Fig.9 where is the carburetor,

Fig.12 - image components that are installed between the engine and the carburetor, individually

Fig.13 is a front view illustrating how the carb when looking at it from the side of the engine,

Fig.14 is a front view of the proposed in the invention of the strip, when viewed from the side of the engine,

Fig.15 is a sectional view taken along line XV-XV in Fig.11,

Fig.16 is a schematic representation of an alternative embodiment of the proposed in the invention engine with overhead valves corresponding to the image in Fig.6,

Fig.17 is a schematic representation of an alternative embodiment of the proposed in the invention, the strip corresponding to the image in Fig.15.

The implementation of the invention

Below with reference to the accompanying drawings the description of an embodiment of the present invention. Fig.1 shows the Bush cutter 1001 (tool, also called motoyoshi, benzoxazol or trimmer), equipped with four-stroke engine 1 (hereinafter, an engine) according to one embodiment of the present invention. The Bush cutter 1001 meerabai body 1003 (which may be a coil of fishing line, the spinning knife, blade, trimmer head, and other options of replaceable cutting nozzles, hereinafter - the working body) attached to the front end of the rod 1002. The engine 1 is attached to the rear end of the rod 1002. The output power developed by the engine 1, is supplied to the working body 1003 via the drive shaft inserted into the rod 1002. For the operations of the Bush cutter 1001, the operator grasps the handle 1004 attached to the rod 1002, In a normal, vertical position (the state in which the operator takes the Bush cutter 1001), the engine 1 is attached to the rod 1002 so that the axial line of the cylinder is held in the vertical direction. In addition, as indicated by arrow 1010, the working body 1003 is made with the possibility of rotation during operation in the counterclockwise direction when viewed from above. The operator holds the Bush cutter 1001 so that the rod 1002 is to the right of his torso. As indicated by the arrow 1020, the operator moves the working body 1003 to the left, thus cutting off the branches, grass, and similar objects growing on the surface of the earth.

As shown in Fig.2, the engine 1 is an engine with overhead valves with air cooling. In the upper part of the housing 3 of the cylinder head 2 is made of a cylinder so that they are combined. To the lower shell 3 of the cylinder attached to the crankcase 4. Around the body 3 of the cylinder image�Vanir ribs 31 cooling designed to cool the engine 1. In the bore 5 of the cylinder, made in the body 3 of the cylinder is a piston 6, Fig.2 located in the top dead point (TDC) and reciprocating movement in the direction of the axial line of the cylinder 7 (in the vertical direction of Fig.2). The piston 6 is connected with a crankshaft 10 via a piston pin 8 and rod 9. On the crankshaft 10 has a neck knee Assembly with counterweight 101 is supported for rotation in the crank chamber 41 of the crankcase 4. The inner space of the crankcase is divided into 4 segments, with the formation of the crank chamber 41 and the oil chamber 42. Oil chamber 42 adjacent to the lower part of the crank chamber 41. In the oil chamber 42 has a oil-trap 47 is connected to an oil pump (not shown). Using oil-trap 47 oil pump sucks the oil accumulated in the oil chamber 42. After that, the oil pump pumps the oil in the crank chamber 41 of the feed oil (not shown) made in the distributor shaft. Enjoyed the butter turns to oil mist and sprayed the crank chamber.

To one end of the crankshaft 10 is attached to the starter motor 11 that is used to start the engine 1. To the other end of the crankshaft 10 is attached to the flywheel 12, equipped with a magnet, which is an hour�d magneto. Used for engine cooling 1 cooling fan 32 is integrally formed with the flywheel 12. In addition, the flywheel 12 is attached to the clutch 13 clutch that transmits the power output developed by the motor 1, the drive shaft (output shaft) 14 for driving the working body 1003. In addition, on the crankshaft gear planted 15 drive timing mechanism designed to drive the camshaft (not shown).

In the cylinder head 2 is made of an inlet channel 21 serves to feed the fuel-air mixture in the combustion chamber 20, and an outlet 22, through which from the chamber 20 of the combustion produced gaseous products of combustion. The inlet channel 21 opens and closes the inlet valve 18 and the outlet channel 22 opens and closes the outlet valve 19. In addition, the cylinder head 2 completed compartment 50 placement of elements of the valve mechanism, in which are placed a rocker inlet valve 16 and the yoke 17 of the exhaust valve, providing opening and closing, respectively, the intake valve 18 and exhaust valve 19.

As shown in Fig.3, to the left side of the cylinder head 2 through the insulator 23 is connected to the inlet channel 21, is attached to the carburetor 24. The carburetor 24 delivers the fuel-air mixture to the engine 1 through the insulator 23. Upstream (�IG.3 left) from the carburetor 24 is attached to the air filter 70. Between the air filter compartment 70 and 50 elements of the valve mechanism connecting channel 52, the clerk for transmittal to the air filter 70 of crankcase gases flowing into the compartment 50 of the placement of the elements of the valve mechanism. In addition, to the right (Fig.3) the side of the head 2 of the cylinder is attached to the silencer 25. The muffler 25 is connected with the exhaust channel 22. In addition, the head 2 of the cylinder the spark 53 ignition.

In the crank chamber 41 of the crankcase 4 is the camshaft 60. The camshaft 60 is driven, the gear 61 which engages with the crankshaft 10 by the gear 15 of the drive timing. On the distributor shaft 60 is made of the Cam actuator of the intake valve and the Cam actuator of the exhaust valve (not illustrated either). The Cam actuator of the intake valve and the Cam actuator of the exhaust valve by means not illustrated pushers act, respectively, on the rod of the drive mechanism of the intake valve (not illustrated) and the stem 51 of the drive mechanism of the exhaust valve. The rod of the drive mechanism of the intake valve and the stem 51 of the drive mechanism of the exhaust valve actuate, respectively, the rocker arm inlet valve 16 and the yoke 17 of the exhaust valve located in the compartment arasmeta elements of the valve mechanism. Rocker inlet valve 16 and the yoke 17 of the exhaust valve open/close, respectively, the intake valve 18 and exhaust valve 19.

As shown in Fig.3, the crank chamber 41 of the crankcase 4 and the oil chamber divided by a partition 42. The partition wall consists of horizontal partitions (the first partition) 43 extending in the horizontal direction, and vertical partition (second partition) 44 extending in the vertical direction. Fig.3 vertical partition 44 is located to the left of the crankshaft 10. Vertical septum 44 passes downwards from the top left side of the inner wall of the crankcase 4, located above the axial line 26 of the crankshaft 10, and the horizontal partition wall 43 is located below the crankshaft 10 and passes to the left from the right bottom of the inner wall of the crankcase 4, located below the axial line 26 of the crankshaft 10. In the horizontal direction of Fig.3 the left end 431 of the horizontal partition 43 is located directly under the lower end 441 vertical partitions 44 or located to the left of the lower end 441. In addition, the horizontal partition wall 43 is gradually descending downward from the horizontal plane towards the left. The left end 431 is in the lowermost place of the partition. The lower end 441 vertical partition 44 and the left end 431 of the horizontal partition 43 different�Seine in space at a distance from each other, and the resulting in this way a gap is formed by the connecting duct 45, informing the crank chamber 41 from the oil chamber 42. As shown in Fig.3, the vertical partition wall 44 and a horizontal partition wall 43 together form a partition essentially V-shaped cross section. The top of the essentially V-shaped profile is simultaneously below and to the left of the crankshaft 10. The connecting duct 45 is made at the top of essentially V-shaped profile. In addition, the oil chamber 42 421 has a first 422 and second compartments. The first compartment 421 oil chamber is limited by a horizontal partition wall 43 and the outer wall of the crankcase 4. The second chamber 422 of oil chamber is limited by a vertical partition 44 and the outer wall of the crankcase 4.

In the body 3 of the cylinder is formed a first air channel (second channel) 54. The first ventilation channel 54 extends from the compartment 50 of the placement of the elements of the valve mechanism parallel to the axial line of the cylinder 7 in the direction toward the crankcase 4. In addition, the first ventilation channel 54 has a hole 541 from the compartment placement of elements of the valve mechanism, made in the compartment 50 of the placement of the elements of the valve mechanism. The rod of the drive mechanism of the intake valve and the stem 51 of the drive mechanism of the exhaust valve are pushed through the first ventilation channel 54 along its entire DL�not. As shown in Fig.4, the first ventilation channel 54 connected to the second vent channel (first channel) 55 through the third ventilation channel (third channel) 56. The second ventilating passage 55 is communicated with the crank chamber 41 of the crankcase 4. The third air channel 56 is made in the area of connection between the housing 3 of the cylinder and the crankcase 4. It should be noted that the first ventilation channel 54 and the second air channel 55 are arranged so that their respective places open in the third air channel 56 were shifted relative to each other when viewed in the direction of the axial line of the cylinder 7. In the third channel 56 also made the partition wall 561. When viewed in the direction of the axial line of the cylinder 7, the partition wall 561 runs parallel to the centerline 7 of the cylinder and surrounds the periphery of the second vent channel 55, except at its upper Fig.4 parts. In addition, as shown in Fig.5, the third ventilation channel 56 564 has a pocket on the side of the cylinder, which has a convex shape in an upward direction. Over the second vent 55 in the direction of the axial line of the cylinder 7 is made ceiling wall 562. In addition, adjacent to the Carter 4 side of the third duct 56 is made concave portion (pocket) 563. As shown in Fig.4, when viewed in the axial direction of Lin�and 7 of the cylinder, concave section 563 is located in such a way as to overlap with part of the first ventilation duct 54.

As shown in Fig.5, the second ventilation duct 55 extends from the third vent channel 56 along the direction of the centerline 7 of the cylinder to the crank chamber 41. The second ventilating passage 55 is communicated with the crank chamber 41 through hole 551 from the side of the crank chamber is located so that it was across from the right plane of rotation 611 is installed on the distributor shaft 60 of the driven gear 61, which is located in the crank chamber 41.

As shown in Fig.6, in the body of the driven gear 61, inward from the plane of rotation 611, an annular recess 612. In addition, the hole 551 from the crank chamber is formed in the left (Fig.5 and 6) the end face of the tubular vystupovani wall 552. Wall 552 protrudes toward the recess 612 of the driven gear 61. Hole 551 from the crank chamber is located inside the recess 612 in the direction of the centerline 62 of the camshaft 60. In other words, the left end vystupovani wall 552, where the formed hole 551, is located to the left of extreme right side of the driven gear 61, lying in the plane of rotation 611. As shown in Fig.7, where a visible structure when viewed in the direction of the centerline 62 of the RA�camshaft shaft 60, annular recess 612 is located within the area bounded by the circle 613 troughs of the teeth of the driven gear 61, and the hole 551 from the crank chamber is located inside the recess 612.

As shown in Fig.8, the left end of the Cam shaft 60 attached oil pump 63. Oil pump 63 is trochoidal pump and has an outer rotor 631 and the inner rotor 632. Oil-trap 47 is placed in the oil chamber 42 is connected to the suction side (not illustrated) oil pump 63 through the intake pipe 471. Furthermore, the concave section 563 of the third duct 56 is connected to the suction side of the oil pump 63 through channel 564 oil return (fourth channel). In addition, the outlet of the oil pump 63 is made in the inner space of the Cam shaft 60 and connected to the channel 601 oil flow passing in the direction of the centerline 62 of the camshaft 60. Channel 601 of the oil inlet is connected with several holes 602 for supplying oil, made in the outer circumferential surface of the Cam shaft 60 through which the oil is supplied into the inner space of the crank chamber 41. Oil pump 63 draws the oil that accumulates while the engine 1 is rotated in the oil chamber 42 and in �Ignotum the section 563 of the third duct 56, and through the holes 602 for supplying oil to the rotating camshaft 60 pumps the oil in the crank chamber 41. Some portion of the injected oil is converted into oil mist and sprayed the crank chamber 41.

As shown in Fig.9, when viewed in the direction of the axial line of the cylinder 7, the cylinder head 2 has an outer periphery of the essentially rectangular shape. In addition, the cylinder head 2 has a window 27 window of the intake tract from the combustion chamber), is made on the side of the inlet channel 21, where it opens into the combustion chamber 20, and a window 28 (window exhaust side of the combustion chamber), is made on the side of the outlet channel 22, where it opens into the combustion chamber 20. When viewed in the direction of the axial line of the cylinder 7, the Windows 27 and 28 are located adjacent and substantially parallel to the axial line 26 of the crankshaft 10. In addition, the window 27 is located from the side of the flywheel 12. Similarly, the intake valve 18 and exhaust valve 19, which open/close, respectively, the window 27 of the intake path from the combustion chamber and the window 28 of the exhaust side of the combustion chamber in the vicinity of and substantially parallel to the axial line 26 of the crankshaft 10. Muffler 25 attached to the upper (Fig.9) the surface (one side) of the head 2 of the cylinder, being located essentially parallelnavi line 26 of the crankshaft 10 so, what is in between the deflector 29. Similarly, the carburetor 24 is attached to the bottom (Fig.9) surface (the other side) through the baffle 30 and the insulator 23.

When viewed in the direction of the axial line of the cylinder 7, as shown in Fig.9, the inlet channel 21 extends from the window 27 of the intake path from the combustion chamber in the first direction (the direction of the axial line 26 of the crankshaft 10, which is the direction to the lower surface, where, through the insulator 23, attached to the carburetor 24) so that it comes to a point in the vicinity of the outer peripheral surface (first side) of the head 2 of the cylinder facing the flywheel 12. In other words, the inlet channel 21 extends obliquely downward to the left in Fig.9. In the lower (in Fig.9) the surface of the cylinder head 2 and has a window 211 on the side of the intake tract through which the inlet channel 21 is connected to the insulator 23. The carburetor 24 is connected to the insulator 23. The air-fuel mixture supplied from the carburetor 24 into the inlet channel 21 via an existing in the insulator 23 of the connecting channel 231.

In addition, as shown in Fig.9, which illustrates a view when viewed in the direction of the axial line 7 of the cylinder, an exhaust channel 22 extends from the window 28 of the exhaust side of the combustion chamber in a second direction (direction from the centerline 26 of the crankshaft 10, which with�fight the direction to the muffler 25), so the distance from the window 28 in the direction of the axial line 26 of the crankshaft 10 is increased as the distance from the window 28 (so that the channel is directed from the outer peripheral surface of the head 2 of the cylinder facing the flywheel 12). This means that the outlet channel 22 extends obliquely upward to the right in Fig.9. At the end of the top surface of the head 2 of the cylinder opposite to the flywheel 12 side has a window 221 on the side of the exhaust system through which exhaust channel 22 is connected to a muffler 25.

Muffler 25 has the shape of a rigid body with a substantially flat rectangular faces. The surface-face of the muffler 25 having the largest area facing the upper (Fig.9) the surface of the head 2 of the cylinder, where the window 221 on the side of the exhaust system. As shown in Fig.10, near the upper left end surface of the muffler 25 facing the head 2 of the cylinder, is made the receiving hole 251 of the exhaust system, the position of which corresponds to the situation existing in the cylinder head 2 box 221 on the side of the exhaust system. The receiving hole 251 of the exhaust system is connected to the window 221 on the side of the exhaust system so that between them the not illustrated gasket and baffle 29. As shown in Fig.9, the inner space of the muffler divided by a partition 25 252 at first about�h 253 and the second compartment 254. Partition 252 is made essentially parallel to the surface facing the head 2 of the cylinder. In the partition wall 252 is made of several connecting passages 255 connecting the first compartment 253 and the second compartment 254. As shown in Fig.10, the connecting passages 255 are located near the lower right end of the partition 252, so that they are at a great distance from the receiving hole 251 of the exhaust system. In the second compartment 254 is made the outlet 256 of the exhaust system, communication with the external environment. As shown in Fig.9, the outlet opening 256 of the exhaust system is near the surface of the muffler 25 facing the head 2 of the cylinder, and is made in the side surface on the side of location of the receiving hole 251 of the exhaust system, which (surface) extends toward the centerline 7 of the cylinder. This means that the outlet opening 256 to the expiration of exhaust gases from the exhaust system is made in the right side (Fig.9) the surface of the muffler 25. As shown in Fig.10, in the direction of the axial line 7 cylinder outlet port 256 of the exhaust system is made essentially in the same place and connecting passages 255 and near the lower end of the side surface.

As shown in Fig.9, in the cylinder head 2 completed the installation hole 33 under the spark plug, with�wasee to install are not shown spark plugs. In the direction of the axial line 26 of the crankshaft 10 of the installation hole 33 is located between the window 27 of the intake path from the combustion chamber and the window 28 of the exhaust side of the combustion chamber. In addition, the installation hole 33 under the spark plug is made with a shift to the side of the carburetor 24 relative to the openings 27 and 28 at right angles to the axial line 26 of the crankshaft 10. In other words, the installation hole 33 under the spark plug is made to the right (Fig.9) from the inlet port 22.

As shown in Fig.11 and 12, between the carburetor 24 and the cylinder head 2 has a first gasket 126 (gasket diaphragm carburetor), guide rail 127 of the cable, the second spacer 128, the insulator 23, the third spacer 130, the baffle 131 and the fourth strip 132, located from the side of the carburetor 24 in that order as they are listed. The first gasket 126 is made from non asbestos sheet material thickness about 0.8 mm. in addition, as a material for the second strip 128, the third strip 130 and the fourth pads 132 used do not contain asbestos sheet material, as in the case of the first pad 126, however, the thickness of each of them is about 0.3 mm, that is, they are thinner than the first pad 126. It should be noted that the choice of material for the manufacture of individual gaskets is not limited to the� not containing asbestos sheet, and they can be made of metal.

The insulator 23 is attached to the cylinder head 2 together with the third strip 130, the baffle 131 and the fourth strip 132 by means of the locking screw 129. In turn, the carburetor 24 is attached to the insulator 23 together with the first gasket 126, the guide 127 of the cable and the second pad 128 through a non-illustrated locking screw.

As shown in Fig.13, in the carburetor 24 is the intake pipe 241, which is in the plane, where is attached the first strip 126 has an essentially circular cross-section, where the moving air-fuel mixture. In addition, in the plane of the carburetor 24 is attached to the first gasket 126, made highway 242 transmission of pressure pulses, in which the transmission of the alternating pulse pressure to the membrane (not illustrated) to bring it into action. Membrane located in a space under an oblique angle to the inlet pipe 241, while the bottom and right of Fig.13, and pumps the fuel to the carburetor 24. In addition, in the plane of the carburetor 24 is attached to the first gasket 126, also made pilot holes 243. The locking screw that holds the carburetor 24 to the insulator 23, passes through the installation hole 243 along its length. In a state where the carburetor 24 is attached to the engine 1, mA�astral 242 transmission of pressure pulses is located below the inlet pipe 241, if we assume that the upward direction is the direction from lying on the centerline of the cylinder BDC to TDC.

In addition, as shown in Fig.14, the first spacer 126 that is secured to the carburetor 24, the window inlet pipe 261 is essentially round cross section, through which flows the air-fuel mixture, the installation hole channel 263 and 267 of the message pulse pressure. Box 261 inlet pipe is made in the location corresponding to the location of the inlet pipe 241 of the carburetor 24, so that during Assembly they are combined. Channel 267 posts of pressure pulses has a first mouth 264 connected to the box inlet pipe 261, and ending at the slot 262 of the message pulses (second mouth) that connects the box inlet pipe 261 and the slot 262 of the message pulses. The slot 262 of the message pulses is executed in such a place that when you build it is combined with highway 242 transmission of pressure pulses of the carburetor 24. First the mouth of the channel 264 267 message pulse pressure is attached to the upper (in Fig.14) hand side of the inlet pipe 261, and more specifically, to its upper end. Channel 267 message pulse pressure is extending the section 265 and section 266 of changing direction. Extending the plot 265 passes from the first mouth 264 outward in the radial direction of the window inlet 261 m�gastrale. Plot 266 change of direction is connected with prolonging the plot 265, and 266 is replaced by the direction of the channel 267 posts of pressure pulses in such a way that, if at first it is extended upwards (Fig.14), now it passes downwards and to the right (Fig.14) in the form of a bent knee. It should be noted that, as shown in Fig.14 and 15 present the first gasket 126 box 261 inlet pipe, mounting hole 263, the slot 262 of the message pulses and channel 267 message pulse pressure is designed so that all of them pass completely through the first gasket 126 throughout its thickness. Plot 266 change of direction is associated with the slot 262 of the message pulses, while maintaining a predetermined distance from the inlet pipe 241, which is retained should the insulation relative to inlet pipe 241. As shown in Fig.15 in inlet pipe 241 is the land 241 And fuel supply, where the supply of the fuel from the fuel tank 70 into the intake pipe 241. Accordingly, in the lower part of the inlet pipe 241, where is the land 241 And fuel supply, a more rich air-fuel mixture, and on the upper side is formed over a poor air-fuel mixture. In addition, the first estuary channel 264 267 message pulse pressure is the opposite of section 241 And feed fuel�VA in the radial direction of the inlet pipe 241, so there is less chance of clogging fuel first the mouth 264.

In the proposed engine 1 in the previous configuration, during operation of the engine 1, when the Bush cutter 1001 hold on to the weight in the vertical position, the oil adhering to the crankshaft 10 and the counterweight 101, econowise in oil, injected into the crank chamber 41 from the oil pump, scattered in the radial direction under the action of centrifugal force generated by the rotation of the crankshaft 10. Oil, scatter up of Fig.3, is fed into the hole 5 of the cylinder and the piston 6. Possible another situation where, as shown by the arrow 100, the motor 1 is rotated clockwise. In addition, the vertical partition wall 44, which probably stick oil spray in a horizontal direction from the crankshaft 10, is located to the left of the crankshaft 10. Accordingly, the spray to the left of Fig.3 oil adheres to the vertical partition wall 44, and then flows down under the force of gravity. In addition, the oil in the spray flying down, and oil, falling down under the action of gravity exerted on the horizontal partition wall 43. Due to the fact that the horizontal partition wall 43 is tilted to the left down, stuck to it, the oil moves to the lower left end 431. As the oil moving in the vertical�encourages creativity partition 44, and the oil moving along a horizontal partition 43, reaches the connecting duct 45 and returned it back into the oil chamber 42. Accordingly, in the engine 1 is ensured by the possibility of immediate refund of the excess amount of oil from the crank chamber 41 to the oil chamber 42, whereby it is prevented from getting oil counterweight 101. In addition, the engine 1 is possible to prevent delay of excess oil in the crank chamber 41 and is provided with an adequate oil circulation in the engine 1. Therefore, in the proposed engine 1 is also capable of suppressing any excess flow of oil mist into the compartment 50 of the placement of the elements of the valve mechanism, necessarily concomitant delay of excess oil in the crank chamber 41. Also prevents the flow of oil mist, caught in excess amount in compartment 50 of the placement of the elements of the valve mechanism, together with the crankcase gases from the connecting channel 52 to the air filter 70. As a result, in the engine 1 becomes possible to prevent adhesion of oil to the air filter 70, and thus it would be hydraulic resistance in the intake system. In addition, in the engine 1 becomes possible to suppress any magnification� oil consumption oil consumption, the formation of carbon deposits in the combustion chamber and the deterioration of the qualitative composition of the exhaust gases. In addition, due to the simplicity of the design, which in the crankcase 4 has a horizontal partition 43 and the vertical partition wall 44, the above effect can be achieved while maintaining low production costs for the manufacture of the engine 1.

Furthermore, even if during operation of the brush cutter 1001, when the engine 1 is tilted from the vertical state shown in Fig.3, and rotated clockwise at an angle of, for example, up to about 90°, located in the oil chamber 42, the oil may accumulate in the first compartment 421 due to the presence of a horizontal partition 43. In addition, even in the case of rotation of the engine 1 is counterclockwise relative to Fig.3 positions, at an angle of, for example, up to about 90°, located in the oil chamber 42, the oil may accumulate in the second of its compartment 422 due to the presence of vertical partition 44. Accordingly, the oil in the oil chamber 42 may always accumulate, and within the expected range of inclination of the engine 1 during operation of the brush cutter 1001 any reverse pretechka located in the oil chamber 42 of the oil in the crank chamber 41 can be eliminated by a simple technical solution, which consists in the fact that just� only provided a horizontal partition 43 and the vertical partitions 44 in the crankcase 4. While production costs remain low. This decision provided the opportunity for proper oil circulation in the engine 1. In addition, can be suppressed any excess flow of oil mist into the compartment 50 of the placement of the elements of the valve mechanism, thereby preventing the adhesion of oil to the air filter 70 and it becomes the hydraulic resistance in the intake tract. In addition, in the engine 1 becomes possible to suppress any increase in oil consumption oil consumption, the formation of carbon deposits in the combustion chamber and the deterioration of the qualitative composition of the exhaust gases.

In addition, as shown in Fig.1, when using the brush cutter 1001 displacement body 1003, rotating counterclockwise when viewed from above, the operator often slightly tilts the Bush cutter 1001 in the direction of arrow 1030 in Fig.1 and 3, giving the working body 1003 such orientation that the plane of rotation is parallel to the surface of the earth, moves the left end of the Bush cutter 1001 close to the surface of the earth and works so that the left end was cut off of the goal. In the Bush cutter 1001 drive shaft 14 of the engine 1 runs in the direction in which the right-handed screw, while giving it a rotation in the direction coinciding with the direction of rotation of the crankshaft 10 Bo�I positive rotation of the engine 1 (shown in Fig.3 as the clockwise direction), would venture forth, i.e. moved to the left in Fig.2 from the engine 1. Accordingly, as shown in Fig.3, in the engine 1, is inclined in the direction of arrow 1030, the angle of inclination of the horizontal partition 43 is changed, becoming closer to the corner in its vertical position. Accordingly, the orientation angle of the vertical walls 44 also departs from near the corner when the orientation in the vertical direction. The connecting duct 45 is located in the lower part of the horizontal partition 43 and the bottom of the vertical partition 44 in the vertical direction. Accordingly, in the crank chamber 41, the oil clinging to the vertical partition wall 44 and the horizontal partition wall 43 can be more quickly returned to the oil chamber 42 through the connecting duct 45. This makes it possible to provide more than adequate oil circulation in the engine 1. Consequently, in many spatial orientations of the engine 1 is prevented delay of excess oil in the crank chamber 41, so that the same effect as mentioned above can be obtained more efficiently.

It should be noted that in the previous embodiment, the connecting duct 45 is made due to the fact that between the corresponding ends of the horizontal partition 43 and the vertical partitions 44 left n�that period. However, a possible configuration of the connecting duct 45 is not limited to this. For example, the left end 431 of the horizontal partition 43 and the lower end of the vertical partition 44 can be joined together and for the formation of the connecting duct in a connected portion may be formed one or more holes. In addition, as shown in Fig.3, the cross section of a horizontal partition 43 has a curved area, coaxially with the crankshaft 10 and located below the crankshaft 10. However, since the cross section must be of the form that would allow the oil to flow to the connecting duct 45 along the horizontal partition 43 in many circumstances, in particular with a slight inclination of the engine 1, the cross section can be made flat or may have other partially curved surface.

In addition, in the engine 1 in accordance with the previous configuration of the oil mist, which is served via an existing distribution in the shaft holes 60 602 supply oil and sprayed in the crank chamber 41, together with bursting in the crank chamber 41 of the gas flows through the hole 551 from the crank chamber of the second ventilation duct 55 into the second air channel 55 as the piston 6 is lowered and pressure� in the crank chamber 41 is increased. Oil mist flows through the second air channel 55 upward in the direction of the axial line of the cylinder 7, getting to the third air channel 56. Then under the effect of a partition 561 is a change of direction of flow of gases mixed with oil mist received in the third air channel 56, namely, the direction perpendicular to the axial line of the cylinder 7, and they occur in the first air channel 54. The gases flow through the first ventilation channel 54 to the hole 541 from the compartment placement of elements of the valve mechanism and fed into the compartment 50 of the placement of the elements of the valve mechanism. When the piston 6 is up and the pressure in the crank chamber 41 is reduced in the compartment 50 of the placement of the elements of the valve mechanism oil mist through the first ventilating passage 54 flows into the third air channel 56. At this time, the direction of flow of oil mist is changed from the vertical direction to the horizontal under the influence available in the third ventilation channel partitions 56 561. This means that, as shown in Fig.4, 5 and 6, the gases mixed with oil mist flow through the third air channel 56, as indicated by arrow 90, through the second air channel 55 as indicated by arrow 91, and through the first air channel 54 - tends to zero as indicated�coy 92.

Crankcase gases are admitted to the compartment 50 of the placement of the elements of the valve mechanism, the air flow in the filter 70 through the connecting channel 52, and again sent to the combustion chamber 20. As for oil mist received in the compartment 50 of the placement of the elements of the valve mechanism, he settles on the details of the valve mechanism for lubrication. The oil obtained by liquefaction of the oil mist falls from the hole 541 from the compartment placement of elements of the valve mechanism through the first ventilation channel 54 and accumulates in the concave section 563 of the third duct 56. Accumulated in the concave section 563 oil sucked from the oil pump through the channel 63 564 oil return and again pumped into the crank chamber 41 through the existing distribution in the shaft holes 60 602 supply of oil.

Hole 551 from the crank chamber, through which occurs the expiration of oil mist in the crank chamber 41, made in the location opposite to the plane of rotation 611 of the driven gear 61, so that the flow of oil mist into the hole 551 may be limited to the centrifugal force generated by rotation of the driven gear 61. This means that as the driven gear 61 makes it less likely the oil mist goeth down into the hole 551 of the�evasively camera, can be prevented any excess supply of oil in the compartment 50 of the placement of the elements of the valve mechanism and in the further part of the ventilation system. In addition, due to the location of the hole 551 in the annular recess 612 of the driven gear 61, the trajectory, which moves oil mist, has the character of a labyrinth. Consequently, less likely to leak in the crank chamber 41 oil mist into the hole 551 from the crank chamber, so you can regulate the amount of oil mist at the inlet of the second air channel 55. Therefore, controls the amount of oil mist flowing from the crank chamber 41 into the compartment 50 of the placement of the elements of the valve mechanism, and can be prevented excessive flow of oil mist into the compartment 50. In addition, it prevents the flow of oil mist along with crankcase gases into the air filter 70 through the connecting channel 52. Accordingly, the proposed engine 1 is capable of preventing adhesion of oil to the air filter 70, and thus it would be hydraulic resistance in the intake system, and also becomes possible to suppress any increase in oil consumption oil consumption, the formation of carbon deposits in the combustion chamber and the aggravation�Oia qualitative composition of the exhaust gases. In addition, since the annular recess 612 of the driven gear 61, and the hole 551 from the crank chamber made in the form of a tubular vystupovani wall 552, protruding toward the recess 612 may have a relatively simple structure, the cost of manufacture of the engine 1 can be low. In addition, by the arrangement made in the distributor shaft 60 holes 602 for supplying oil to the right (Fig.5 and 6) holes 551 from the crank chamber, it is less likely that the oil supplied through the holes 602, will flow into the hole 551, because he will have to overcome a difficult path, such as described above labyrinth path. Consequently, this creates the additional possibility of excluding any leaking of oil mist into the compartment 50 of the placement of the elements of the valve mechanism in an excessive amount, so that the above effect can be achieved more effectively.

In addition, due to the fact that the first ventilation channel 54 and the second air channel 55 are displaced from each other, the oil mist leaking through the first ventilation channel 54 or through a second air channel 55, on reaching the third vent channel 56, under the action of a partition 561, changes the direction of flow from the direction parallel to the axial line of the cylinder 7 (page�LCI 90 and 92), on perpendicular to the centerline 7 of the cylinder (arrow 91). Accordingly, the oil mist in contact with the ceiling wall 562 pockets 564 from the side of the cylinder in the third ventilation duct 56, or with a concave section 563 and probably is liquefied. This liquid oil accumulated in the concave section 563 and is sucked by an oil pump 63 and immediately injected into the crankcase chamber 41. Therefore, it may be kept any excessive leaking of oil mist into the compartment 50 of the placement of the elements of the valve mechanism, and the proposed engine 1 is capable of preventing adhesion of oil to the air filter 70, and thus it would be a hydraulic resistance in the intake system, it becomes possible to suppress any increase in oil consumption oil consumption, the formation of white smoke, the formation of carbon deposits in the combustion chamber and the deterioration of the qualitative composition of the exhaust gases. In addition, since the oil resulting from liquefaction and accumulation of oil mist, immediately included in the oil circuit, it is possible efficient use of oil.

It should be noted that although in the previous embodiment, as shown in Fig.6 and 7, the opening 551 from the crank chamber is located inside the annular recess 612 of the driven gear 61, the present�the present invention is not necessarily limited to this configuration. The position of the hole 551 can be selected in accordance with the specific situation on the basis of conditions that, when such a choice still allow regulation of excess oil mist into the compartment 50 of the placement of the elements of the valve mechanism. For example, hole 551 from the crank chamber may be located in a position inside the circle 613 troughs of the teeth of the driven gear 61 (see Fig.7), within the area bounded by the outer peripheral edge 614 of the gear 61 (see Fig.7) or in a place where part of the hole 551 overlaps with part of the outer circumferential edge 614 of the gear 61, when viewed in a plane perpendicular to the centerline 62 of the camshaft 60. Moreover, the size of the hole 551 from the crank chamber, its shape and the overlap of the hole 551 with an annular recess 612 of the driven gear 61 in the direction of the centerline 62 of the camshaft 60 is not limited to the previous embodiment, and can be set appropriately in accordance with the amount of oil mist supplied into the compartment 50 of the placement of the elements of the valve mechanism.

Although in the previous embodiment, as shown in Fig.6, hole 551 from the crank chamber is located inside the annular recess 612 of the driven chain wheel�and 61 in the direction of the centerline 62 of the camshaft 60, the present invention is not necessarily limited to this configuration. For example, as shown in Fig.16, the slave gear wheel 161 of the annular protruding portion 1612, outstanding over his 1611 plane of rotation, and holes 1551 from the crank chamber is formed a circular recess 1552 facing the protruding part 1612 of the driven gear 161, which may partially close the protruding portion 1612. The right (Fig.16) end of the protrusion 1612 may be located to the right of the leftmost surface of the recess 1552 in the direction of the centerline 62 of the camshaft 60. In this case, the hole 1551 from the crank chamber has also performed as part of a labyrinth of stroke between the recess 1552 and the protrusion 1612 of the driven gears 161. Consequently, it is possible to regulate the oil mist flowing in the hole 1551 from the crank chamber, whereby can be achieved the same effect as described above.

In addition, because the concave section 563, where the oil accumulates, made in the third vent channel 56 on the side of the crankcase, this concave section 563 is subjected to less thermal stress than the body 3 of the cylinder having a combustion chamber 20 so that you can avoid any degradation of the quality of the oil. In addition, due to the presence in the third�m the ventilation duct 56 in addition to concave section 563 still pockets 564 from the side of the cylinder, even if during operation of the brush cutter 1001 engine 1 is tilted in such situations, the oil may temporarily accumulate in the concave section 563 in the third ventilation duct or pocket 56 564 from the side of the cylinder. In particular, even if the flow of oil accumulated in the concave section 563, when the engine 1 is abruptly tilted, the oil can accumulate in the pocket 564 from the side of the cylinder. Consequently, prevents the flow of oil into the compartment 50 of the placement of the elements of the valve mechanism when the tilt of the engine 1, and engine 1 is provided with an opportunity to more effectively prevent the adhesion of oil to the air filter 70, and thus it would be a hydraulic resistance in the intake system as well as prevention of any increase in oil consumption oil consumption, the formation of white smoke, the formation of carbon deposits in the combustion chamber and the deterioration of the qualitative composition of the exhaust gases.

It should be noted that the bias level of the first ventilation duct 54 and the second vent channel 55 relative to each other, the size of the hole in place of the opening of the third air channel 56, the depth of the concave section 563 of the third vent channel 56 or the depth of the recess 564 from the side of the cylinder and such parameters may be selected in accordance with necessity./p>

In the proposed engine 1 in the previous configuration, when running the engine 1 rotates the flywheel 12, and performed at the flywheel cooling fan 12 32 generates a cooling air stream. As indicated by the arrows in Fig.9, cooling air is directed by the baffles 29 and 30 and flows between adjacent ribs 31 of the cooling performed around the cylinder head 2 and the housing 3 of the cylinder, washing, thereby cooling the cylinder head 2 and the housing 3 of the cylinder.

As shown in Fig.9, which shows the view when looking in the direction of the axial line of the cylinder 7, the window 27 of the intake path from the combustion chamber and the window 28 of the exhaust side of the combustion chamber are located adjacent and substantially parallel to the axial line 26 of the crankshaft 10, the window 27 is located on the side of the flywheel 12. In addition, the outlet channel 22 extends from the window 28 of the exhaust side of the combustion chamber in the direction away from the axial line 26 of the crankshaft 10 and toward the muffler 25, so that the distance from the window 28 of the exhaust side of the combustion chamber in the direction of the axial line 26 of the crankshaft 10 increases with distance from the window 28. Respectively, on respective side surfaces of the cylinder head 2 and the housing 3 of the cylinder on the side of the muffler 25, when viewed in the direction of the axial line of the cylinder 7, the cooling air, p�oecause between adjacent ribs 31 cooling made around the cylinder head 2 and the housing 3 of the cylinder, flows in the direction of the axial line 26 of the crankshaft 10. Accordingly, the cooling air can flow through the side chamber 20 of the combustion, wherein the exhaust channel 22 and the window 221 on the side of the exhaust system is not blocked for the cooling air. Therefore, the proposed in the invention of the engine 1 is provided with the ability to effectively cool the cooling air region near the high-temperature chamber 20 of the combustion.

In particular, the window 221 on the side of the exhaust system is made in the upper end (Fig.9) the surface of the head 2 of the cylinder on the opposite side from the flywheel 12. Accordingly, there is a possibility of lengthening the path of movement of the cooling air flowing along the respective upper side surfaces of the cylinder head 2 and the housing 3 of the cylinder in the direction of the axial line 26 of the crankshaft 10. As a consequence, may be increased cooling efficiency around the head 2 of the cylinder, the cylinder body 3 and the side of the chamber 20 of the combustion.

In addition, as shown in Fig.9, which shows the view when looking in the direction of the axial line of the cylinder 7, the inlet channel 21 is held to the window 211 on the side of the intake tract from the window 27 of the intake path from the combustion chamber in the direction away from the axial line 26 of the crankshaft 10 and the NRA�the force to the lower surface, where it is attached to the insulator 23 and the carburetor 24, so that in the end he comes to a region near the surface of the outer perimeter of the head 2 of the cylinder facing the flywheel 12. Respectively, created by the cooling fan 32, the flow of cooling air moving along the respective side surfaces of the cylinder head 2 and the housing 3 of the cylinder on the side of the carburetor 24, will be blocked the inlet channel 21 and the window 211 on the side of the intake tract. Some part of this meet in their way barrier flow along the respective side surfaces of the cylinder head 2 and the housing 3 of the cylinder facing the cooling fan 32. Then this thread is moving along the corresponding side surfaces of the cylinder head 2 and the housing 3 of the cylinder facing the silencer 25. Therefore, corresponding to the side surfaces of the cylinder head 2 and the housing 3 of the cylinder facing the muffler 25, can be directed more cooling air, which further increases the cooling efficiency of the cylinder head 2 and the housing 3 of the cylinder.

As also shown in Fig.9, the mounting hole 33 is designed to install not illustrated spark plugs, made to the right (Fig.9) from the inlet channel 21. Accordingly, even if the flow of cooling air Blo�varies the inlet channel 21 and the window 211 on the side of the intake tract, thereby reducing the flow of cooling air to the periphery of the spark plug, it is also possible to obtain another effect, namely that the inlet channel 21, which is cooled by flowing through it a low-temperature fuel-air mixture, can contribute to the cooling of the periphery of the spark plug. In addition, due to the location of the spark plug in the place where it is sheltered inlet channel 21 ("downwind"), less likely the flow of cooling air to the spark plug due to its blockage of the inlet channel 21, so you can avoid any excessive cooling of the spark plug cooling air.

In addition, the muffler 25 has the shape of a rigid body with a substantially flat rectangular faces, as shown in Fig.9, it is positioned so that its surface is a face having the largest area facing the upper (Fig.9) the surface of the head 2 of the cylinder. This is complemented by the action of the deflector 29 to ensure the possibility of making the directional movement of cooling air along the respective side surfaces of the cylinder head 2 and the housing 3 of the cylinder, so that effective cooling of the cylinder head 2 and the housing 3 of the cylinder.

In addition, as shown in Fig.10, the receiving hole 251 of the exhaust system is made in the place, resp�the current position of the window 221 on the side of the exhaust system of the head 2 of the cylinder near the upper-left end surface of the muffler 25, facing the head 2 of the cylinder. In addition, the connecting passages 255 is made near the lower right end of the partition 252, separating the internal space of the muffler 25 in the first compartment 253 and the second compartment 254 and outlet 256 of the exhaust system is made in the right side surface of the second compartment 254 of Fig.9. Accordingly, the exhaust gases entering the muffler 25 through the receiving hole 251 of the exhaust system, moving inside of the muffler 25, starting near one end of the muffler 25 and ending near the other end of the muffler 25 in the direction of the axial line 26 of the crankshaft 10. This means that since the exhaust gas in its motion go a long way lying through the first compartment 253, the connecting duct 255 and the second compartment 254, the attenuation of exhaust noise. Thus, the size of the muffler 25 in the direction of the axial line of the cylinder 7 can be reduced, without compromising absorption. Accordingly, it is possible to significantly increase the freedom of choice in designing the motor, or just a motorized tool, equipped with this engine, such as brush cutter.

It should be noted that in the previous embodiment, as shown in Fig.9, the outlet channel 22 passes towards the window 221 on the side of the exhaust system located � the end of the top surface of the head 2 of the cylinder on the side opposite to the flywheel 12. However, the position of the window 221 is not limited to the area near the right end of the upper (Fig.9) the surface of the cylinder head 2, and the window 221 can be positioned in a place shifted to the left from the right end of the specified. Moreover, in the area of the inlet channel 21, so he can pass to the left to a point on the lower surface of the head 2 of the cylinder, being located to the left of the inlet channel 21, shown in Fig.9, but the magnitude of this displacement to the left is the range in which there is still an opportunity to protect the inlet channel 21 of space where performed the installation hole 33 under the spark plug.

In the engine 1, which is attached to the first gasket 126, when, at the stroke of the piston 6 down, opens the intake valve 18, the air-fuel mixture flows through the intake pipe 241 of the carburetor 24 and executed through the first gasket 126 box 261 inlet pipe with high speed. Accordingly, on an outer peripheral area inlet pipe 241 and the corresponding plot window 261 inlet pipe forming a vacuum, and this vacuum is transmitted to the carburetor 24 highway 242 transmission of pressure pulses from the first mouth 264 of the first strip through the channel 126 267 message pulse pressure. In the opposite situation, when the intake valve 18 is closed, giving�ions in the inner space of the inlet pipe 241 and into the inlet pipe 261 becomes equal to atmospheric. This atmospheric pressure is transmitted to the backbone of the 242 transfer pulse pressure carburetor 24 from the first mouth 264 of the first strip through the channel 126 267 message pulse pressure. Therefore, the pressure fluctuations resulting from the opening/closing of the inlet valve 18 can be transmitted to the bus 242 to transmit impulses of pressure of the carburetor 24, which provides the ability to actuate the membrane carburetor 24, through which a supply of fuel to the carburetor 24.

The carburetor 24 and the first gasket 126 are adjacent to each other. Accordingly, when in the desired position bring two points in space, the first being between an inlet line 241 of the carburetor 24 and the window inlet pipe 261 the first pad 126, and the other between the backbone 242 transmission of pressure pulses of the carburetor 24 and the slot 262 of the message pulses of the first pad 126, and when fasten the carburetor 24 and the first gasket 126, the diaphragm carburetor 24 can easily operate. The carburetor 24 is attached to the insulator 23 together with the first gasket 126 by means of a common screw. Accordingly, the desired location above two points is not a problem. This facilitates Assembly operations for engine 1, so that can be reduced manufacturing costs for its production. In addition,since the first spacer 126 is thicker than other liners, it is possible to prevent squeezing of the first mouth 264, 267 message pulse pressure and the slots 262 of the message pulses during the Assembly work for the carburetor 24, so you can avoid any interruption of transmission of pressure fluctuations. From this point of view can also be facilitated Assembly work possible reliable transmission of pressure oscillations and possibly a greater reduction in production costs.

In addition, in a state in which the carburetor 24 is attached to the engine 1, as shown in Fig.14, first the mouth of the channel 264 267 messages pressure pulses of the first pad 126 connected to the upper end of the window inlet pipe 261, if we assume that the upward direction from the axial line of the cylinder BDC to TDC. Channel 267 message pulse pressure comes to the slot 262 of the message pulses passing through prolonging the plot 265, passing upward from the first mouth 264, and through the portion 266 of the change of direction associated with prolonging the plot 265 and going down and right. Accordingly, even if the inlet pipe 241 is liquefaction of a certain amount of fuel-air mixture, there is less likelihood of receipt of such liquefied fuel in the first mouth 264, so that you can avoid any interruption of transmission of pressure fluctuations�I to the membrane carburetor 24. This ensures the transmission of pressure fluctuations. In addition, when the tilt of the engine 1, even if the liquefied fuel enters the channel 267 message pulse pressure, the liquid is poured from a end due to the extending section 265 and section 266 of changing direction. Consequently, this prevents accumulation of fluid inside the channel 267 posts of pressure impulses and interrupts the transmission of pressure fluctuations.

Although in the previous embodiment, the first gasket 126 box 261 inlet pipe, mounting hole 263, the slot 262 of the message pulses and channel 267 message pulse pressure is made passing through the first gasket 126 throughout its thickness, the present invention is not limited to this configuration. For example, as shown in Fig.17, first the mouth (not shown), the slot of the message pulses (not shown) and the channel 1267 message pulse pressure may be formed in the shape of a groove, deepening in the body of the first spacer 1026 from its plane facing the carburetor 24, and in this case also can be achieved the same effect as described above.

In addition, in the previous embodiment in a state where the carburetor 24 is attached to the engine 1, provision is made in the carburetor 24 highway 242 transmission of pressure pulses and provision is made in the first gasket 126 �Rorty 262 message pulses are below accordingly, the inlet pipe 241 and the window inlet pipe 261, if we assume that the upward direction from the axial line of the cylinder BDC to TDC. However, the present invention is not necessarily limited to this configuration. For example, the highway 242 transmission of pressure pulses and the slot 262 of the message pulses can be located mouth water from the first 264, but even in this case, extending the section 265 and section 266 of the change of direction can be prevented clogging of the channel 267 messages of impulses of pressure of the liquefied fuel in the inlet pipe 241, thereby eliminates any occurrence of interruption of transmission of pressure fluctuations.

It should be noted that although disclosed above embodiment, the engine 1 is mounted in the Bush cutter 1001, possibilities of its application in the tools are not limited only to use in the Bush cutter 1001. Proposed in the invention, the engine 1 can be equipped with other motorized tools such as chain saw, leaf blower or garden methanogenic for trimming hedges.

While in this application the invention is described and illustrated with reference to its preferred options for implementation, it is obvious that in these preferred embodiments can be modified in terms compone�key or in other parts in which there is deviation from the disclosed here, the ideas of the invention. All such modifications and alterations should be considered covered by the present application, if they do not contradict the spirit of the invention and fall within its scope.

When filing the present application claims priority on the filing date of Japanese application for patent No. 2009-229137 filed 30.09.2009, and Japanese application patent No. 2009-229139 filed 30.09.2009, the contents of which are entirely incorporated herein by reference.

1. Four-stroke engine, comprising:
a cylinder housing having a cylinder bore in which the possibility of reciprocating motion of the piston is;
- attached to the body of the cylinder crankcase in which a rotatably mounted crankshaft;
- the partition separating the internal space of the crankcase crank chamber in which is installed the crankshaft, and the oil chamber containing oil, used for lubrication of the crankshaft;
- connecting duct, informing the crank chamber with the oil chamber and guide the oil in the crank chamber and flowing down under gravity into the oil chamber; and
site oil feeding, the feed located in the oil chamber, the oil in the crank chamber,
and
if the upward direction is defined as voltage�providing, in which the piston moves from bottom dead center to the top dead point, the cross section of the partition is, when viewed in the axial direction of the crankshaft, essentially V-shaped, with its apex directed downward, and the connecting duct is made at the apex of the V-shaped cross section.

2. An engine according to claim 1, wherein the connecting duct is located at the lower end of the crank camera.

3. An engine according to claim 1, wherein, when viewed from the direction in which the crankshaft is seen as rotating clockwise, the connecting duct is located to the left of the plane that passes through the centerline of the crankshaft and which is the centerline of the cylinder.

4. An engine according to claim 1, wherein the partition wall is formed by a first partition and a second partition located at the apex of the V-shaped cross section at a distance from each other, and the connecting duct is limited to the first and second partitions.

5. An engine according to claim 4, wherein the first wall is inclined so that its end from the vertex is its lowest point.

6. An engine according to claim 4, wherein the second baffle is held in the vertical direction.

7. An engine according to claim 4, wherein, when viewed from the direction in which the crankshaft is seen as rotating clockwise, the end of the first �of peregorodki from the vertex is to the left of the end of the second partitioning by vertex.

8. An engine according to claim 1, wherein the oil chamber is limited by the partition wall and the outer wall of the crankcase.

9. An engine according to claim 1, wherein the composition of the oil chamber includes a first compartment bounded by the bottom wall of the septum and the outer wall of the crankcase, and a second compartment bounded by the other wall of the partition and the outer wall of the crankcase.

10. Brush cutter, equipped with four-stroke engine according to one of claims.1-9, in which:
- output shaft of the engine for the drive of the working body of the cutter, passes from the crankshaft in the direction in which proceeding right-hand screw rotating in a direction coinciding with the direction of rotation of the crankshaft of the engine, and
- the working body of the cutter is made with the possibility of rotation is counterclockwise when viewed from above while in the position in which it is used to perform normal operations.

11. Motorized tool that contains four-stroke engine according to one of claims.1-9.



 

Same patents:

FIELD: engines and pumps.

SUBSTANCE: crankcase (1) of an internal combustion engine with built-in oil cleaning elements includes tray (2), in which intake oil bath (3) is arranged, filter (5) separating intake oil bath (3) from cavity of crankcase (1). Oil pump (6) and oil intake (7) for oil pump (6) are arranged in intake oil bath (3). Intake oil bath (3) is made in the form of vertical shell (4) with an open upper end face located below oil level in tray (2). Shell (4) is installed with a gap relative to the bottom of tray (2). Filter (5) separating intake oil bath (3) from the cavity of crankcase (1) covers the lower end face of crankcase (1). Oil pump (6) and oil intake (7) are arranged inside shell (4) above filter (5) with a gap relative to the wall of shell (4).

EFFECT: improvement of oil cleaning in an engine crankcase.

3 cl, 2 dwg

FIELD: engines and pumps.

SUBSTANCE: invention may be used in engine building. A cross-head diesel comprises a bed 2 to accommodate a crankshaft 3 and a prop 5 with two outer walls. The prop 5 is arranged on the bed 2 and comprises at least one load-bearing twin-wall housing 6 with crosswise bearing walls. The said housing 6 comprises sliding surfaces for two adjacent cross heads and a cylindrical section arranged at the prop 5 to accommodate the cylinders thereon. The bed 2, prop 5 and cylindrical sections are interconnected by a connecting link 11 extending in the area of the prop 5 in the twin-wall bearing housing 6. The bed 2 incorporates a crosswise bearing one-wall element 12. The bed 2 has at least one bearing seat for the installation of the crankshaft 3. The connecting link 11 is secured in the said bearing seat between the crankshaft 3 lengthwise axis K and the lower end 200 of the bed 2, spaced from the prop 5 in a recess 14, with the help of a fastener 15 that can be removed from the recess 14.

EFFECT: decreased stretching forces in the bearing seat radii.

11 cl, 5 dwg

FIELD: engines and pumps.

SUBSTANCE: invention can be used in internal combustion engines. Proposed diesel comprises bed to accommodate crankshaft, base arranged at said bed and including two outer walls (4) and cylindrical section arranged at said base to house the cylinders. Bed, base and cylindrical section are interconnected by tie-bar extending along crosswise thrust wall (8) in the base area. Crosswise thrust wall (8) has transverse sliding (HT) surface (9) to support cross head fitted to reciprocate over the entire stroke (HS) between OTP and UTP. Thrust element (11) is arranged nearby crosswise thrust wall (8) so that crosswise length (h) of thrust element (11) is smaller than crosswise height (HT) of sliding surface (9).

EFFECT: decreased weight of the base.

15 cl, 12 dwg

FIELD: process engineering.

SUBSTANCE: proposed tool has at least one working element driven by ICE. Said ICE has crankcase composed, at least partially, of crankcase oil pan. Working tool has body part made of plastic. Crankcase oil pan consists of metal and is built in working tool body part. ICE has ignition comprising ignition module. The latter is arranged directly at crankcase metal pan and stays in electric contact therewith. In fabrication of working tool, its support is placed on crankcase oil pan before filling said pan with body part material.

EFFECT: simplified design.

20 cl, 14 dwg

FIELD: engines and pumps.

SUBSTANCE: engine includes unit (1) of cylinders and root supports located between cylinders. In planes of root supports perpendicular to the axis of the crankshaft there made are stiffeners, at least one of which has a hollow shape. Head (6) of cylinders has hollow shapes made as a continuation of hollow shaped of the unit of cylinders. Oil cooler (9) is arranged on the unit of cylinders, and distributing pipe (8) for supply of cooling liquid individually to the head of each cylinder is installed on the side of the head of cylinders from the oil cooler. An engine has water pump (20) to provide circulation. Supply devices of cooling liquid from oil cooler (9) to distributing pipe (8) represent through channel (19) in unit (1) and head (6) of cylinders, which passes from oil cooler (9) in the plane at least of one of the root supports.

EFFECT: reducing the list of parts and simplifying the engine design.

3 cl, 4 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed engine consists of cylinder block 1, cylinders 2, con-rod-and-piston mechanism, composite crankshaft 3, cylinder block head 5, and valve timing gear. Cylinder block 1 consists of, at least, two composite coupled sections 5. Said sections are coupled by bolts fed through openings made in cylinder block parallel with crankshaft rotational axis. Every said section 5 represents a bulky structural H-beam-shaped part. Its top section has recesses made opposite semicircular webs 9, their sizes corresponding to those of outer contour of cylinder sleeve 11 dissected in axial line. Section center has through hole 13 of crankshaft bearing 13. Con-rod-and-piston modules are mounted between sections 5. Said module comprises sleeve 11 to house piston 15 pin-coupled with con-rod 17 wherein fitted is rod bearing 19 with support bush 19 coupled with webs 20 via spacer rings 21, blocks 22 and bolt joint 23. Webs 20 accommodate modules of main bearings composed of main bearing 12, split splined bush 24, blocks 25, spacer rings 25 coupled by bolts 27. End cover 30 of auxiliary mechanism drive 31 and clutch case are fitted on sides of cylinder block 1.

EFFECT: decreased weight and overall dimensions, higher quality of assembly.

8 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed diesel engine has bearing plate to accommodate crankshaft extending along engine axis 31, foundation including two outer walls and section of cylinders. Said foundation is arranged on bearing plate while section of cylinders is arranged on foundation. Bearing plate and section of cylinders are coupled by connection tie rods 7. Every said connection tie rod 7 extends in foundation nearby single-wall thrust body 9 made up of two crosswise support walls 8. Thrust body 9 comprises two sliding surfaces 10 to support one thrust shoe 11 of cross head 12. Two sliding shoes 11 arranged nearby are retained in turn on thrust body 9 relative to engine axis 31.

EFFECT: better compensation of forces acting in displacement of cross head, easier access to housing welded seams.

9 cl, 10 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed engine comprises crankcase 2 to house several cylinders 30 with cooling jacket 5. Separate cylinder heads 3 are provided with two cooling chambers 9, 10 arranged one above the other therein. Crankcase cooling jacket 5 and cylinder head bottom cooling chamber 9 are communicated ate least one, preferably, four transition holes 8 per one cylinder arranged regularly around cylinder. At least one inlet distributing chamber 7 and/or at least one return distribution cooling medium chamber 15 are arranged along at least one crankcase sidewall 2a. Said one inlet distributing chamber 7 communicates via at least one communicating channel 6 per one cylinder with cooling jacket 5 with cylinder dry liner. Preferably, every communicating channel 6, if seen in horizontal projection relative to cylinder 30, terminates in fact in cooling jacket 5.

EFFECT: improved cooling.

17 cl, 7 dwg

FIELD: machine building.

SUBSTANCE: support structure (1) for crank shaft (6) consists of lower section (2) of cylinder block (19) and bearing cover (3). Bearing cover (3) is located under lower section (2) of the block and has grooves (15, 16) for relaxation of stresses. Grooves (15, 16) are made in upper sections of opposite sides (3c, 3b) of bearing cover (3). Grooves (15, 16) pass along axis of the crank shaft and are open of opposite side surfaces of the bearing cover. Projecting ends (11, 12) are made in upper sections of the bearing cover by forming grooves (15, 16). Ends (11, 12) are flexibly bent under load to the bearing cover at rotation of the crank shaft. In the invention there is also disclosed support structure (1) for crank shaft (6), whereat in upper sections of opposite sides (3c, 3b) of bearing cover there are made lugs (17, 18). Lugs (17, 18) pass along axis of the crank shaft and project from surface of the cover in the direction from crank shaft (6). The lugs have upper surface (48), remote surface (49) and lower surface (50). Upper surface (48) contacts lower section of the cylinder block (2). Lower surface (50) has inclined surface (39) and arc-shaped surface (41).

EFFECT: support structure of crank shaft preventing cracks in lower section of cylinder block.

8 cl, 12 dwg

FIELD: machine building.

SUBSTANCE: invention is designed for implementation in car engine. The facility consists of a pair of balance shafts arranged in an oil pan attached to a lower end of the engine. A case encloses balance shafts in the oil pan consists of an upper and lower cases. Journals of upper and lower sides run in a direction crossing both rotation axles of balance shafts at right angles. An upper end of the upper case passes upward further, than a lower end of the engine. In the upper surface of the upper case there is made a continuous opening passing through both axles of rotation of the pair of balance shafts. By means of the journal of the upper side the opening is divided in two sections. The pair of balance shafts is equipped with the first and the second loads of a balancer. The journals of the upper and lower sides support the balance shafts between the first and the second load of the balancer.

EFFECT: decreased dimensions of engine, elimination of oil aeration and of torque losses.

5 cl, 5 dwg

Carburettor unit // 2553481

FIELD: engines and pumps.

SUBSTANCE: invention relates to appliances for carburettors used for drives of hand-held tools. Proposed unit comprises carburettor (9) with inlet channel section (10). Said section accommodates throttle element and air choke element. First coupling element is fixed with throttle element while second coupling element is fixed with air choke element. In compliance with this invention, first and second coupling elements make a locking device which impedes closure of air choke element at idle throttle element.

EFFECT: simplified design, inhibited closure of air choke at idle throttle element.

19 cl, 22 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed engine comprises cylindrical housing with cover and bottom, percussion piston axially spring-loaded and fitted therein, combustion chamber arranged under housing cover, rod end composed of percussion piston second end and bottom, return spring fitted in said rod end and working tool stem extending through the hole on housing bottom outward, vent and bypass channels made in said housing, ignition unit electrically connected with spark plug fitted in housing cover. It differs from known devices in that said housing and piston are made of nonmagnetic material. Besides, this engine includes electronical unit, storage battery, generator, magnet fitted in nonmagnetic main piston, fuel pump, buffer fuel, electrically controlled atomiser and contactless ignition control system.

EFFECT: higher efficiency and reliability.

1 dwg

FIELD: engines and pumps.

SUBSTANCE: invention relates to hand-held devices driven by ICE. Proposed device comprises housing of engine (200) and ICE (202) with cylinder (204) and crankshaft. It incorporates fan wheel (214) driven by crankshaft to run about axle A. Fan casing (216) surrounds fan wheel (214) to interact therewith. Inlet (224) for air to be combusted is arranged radially outside fan wheel (214) to direct air to ICE (202) and has inlet (226) and channel (228). Inlet (226) has first edge (230) radially abutting on has wheel (214) outer periphery (220). Angle X between first line L1 extending radially from axle A parallel with the main direction of cylinder (204) and radius L2 extending radially from axle A so that to cross said first edge (230), is smaller than 70 degrees, preferably, smaller than 66 degrees and, more preferably, than 62 degrees. Invention covers the versions of hand-held device.

EFFECT: decreased weight.

20 cl, 6 dwg

FIELD: machine building.

SUBSTANCE: invention refers to bearing unit of crankshaft of internal combustion engine. The bearing unit consists of bearing (10) mounted on crankshaft (16) of the internal combustion engine, of seat (11, 15) of the bearing designed for placement of bearing (10) and of system (20) of packing designed for sealing relative to crankshaft (16) and seat (11, 15) of the bearing. At least one part of seat (11) of the bearing has a reinforcing element (12) positioned in the seat of the bearing. Also, surface (13) of at least one part of seat (11) of the bearing adjoining bearing (10) is made out of plastic. There are also claimed the internal combustion engine comprising the said bearing unit and a hand tool with a mechanical drive containing the said internal combustion engine.

EFFECT: improved bearing unit of crankshaft due to bearing unit sealing and optimal installation of bearing and/or bushing of bearing in seat of bearing with decreased allowances, which prevents bearing and/or bushing of bearing rotation in bearing seat; minimised hazard of bearing distortion and bearing and/or bushing of bearing compression in bearing seat under force causing finite destruction of bearing and/or bushing of bearing.

13 cl, 4 dwg

FIELD: mechanical engineering.

SUBSTANCE: invention relates to two stroke internal combustion crankcase compression engine designed for use in hand tools. According to invention, engine has at least one air channel between air intake and upper part, two scavenging channels with scavenging ports directed to side of discharge and located close to exhaust hole of cylinder. Engine has at least one scavenging port pointed to side of intake and located close of intake port of cylinder, delivery to said port being provided by at least one scavenging channel. Air channel and scavenging channels are of such design that such amount of air is fed and held in scavenging channels that nothing but air will get out during following scavenging process. Air intake from which air channel branches if provided with limiting valve controlled by at least one parameter of engine, for instance, under action of throttle valve of carburetor. Scavenging ports(s) pointed to side of intake is (are) arranged to provide beginning of delivering of air-fuel mixture later than scavenging with air through scavenging ports pointed to side of exhaust.

EFFECT: reduced consumption of fuel and discharge of noncombusted fuel with exhaust gases.

16 cl, 5 dwg

The invention relates to two-stroke crankcase of the internal combustion engine with scavenging, in which in the upper part of the transmission channels is added to fresh air for use as a buffer in relation to the mixture of the air/fuel below

FIELD: engines and pumps.

SUBSTANCE: invention relates to machine building, particularly, to lubing systems of reduction gearboxes with branch and overrunning clutches. Proposed system is intended for reduction gear unit made inside drive shaft consisting of engaged drive, torsion and input shaft clutches with overrunning clutch to feed oil therein via through oil duct and blind duct, and on shaft torsion side, and with throttle valve arranged on gear outlet. Oil distribution annular beads extending inside through channel are arranged on torsion faces and input shaft face. Note here that torsion equal-diameter faces are provided with two or more through holes with diameter of circles of said holes equal to that of through channel plus their diameter.

EFFECT: higher reliability.

3 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: according to proposed method, oil is taken from engine oil sump by pump (lubricating system pump) with subsequent return of oil into sump and addition of oil from service tank. Oil is taken from service tank and is delivered into sump one and the same oil pump of engine (lubricating system pump) and excess oil from sump is passed by gravity into service tank by connecting pipe installed at required oil level in sump. Amount of oil transferred from service tank into sump is controlled by valve of intake pipeline within the limits of bypass capacity of connecting pipe.

EFFECT: facilitated checking oil level in sump.

1 dwg

The invention relates to engine, in particular to the pressurized combustion engine parts

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: according to proposed method, oil is taken from engine oil sump by pump (lubricating system pump) with subsequent return of oil into sump and addition of oil from service tank. Oil is taken from service tank and is delivered into sump one and the same oil pump of engine (lubricating system pump) and excess oil from sump is passed by gravity into service tank by connecting pipe installed at required oil level in sump. Amount of oil transferred from service tank into sump is controlled by valve of intake pipeline within the limits of bypass capacity of connecting pipe.

EFFECT: facilitated checking oil level in sump.

1 dwg

FIELD: engines and pumps.

SUBSTANCE: invention relates to machine building, particularly, to lubing systems of reduction gearboxes with branch and overrunning clutches. Proposed system is intended for reduction gear unit made inside drive shaft consisting of engaged drive, torsion and input shaft clutches with overrunning clutch to feed oil therein via through oil duct and blind duct, and on shaft torsion side, and with throttle valve arranged on gear outlet. Oil distribution annular beads extending inside through channel are arranged on torsion faces and input shaft face. Note here that torsion equal-diameter faces are provided with two or more through holes with diameter of circles of said holes equal to that of through channel plus their diameter.

EFFECT: higher reliability.

3 dwg

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