47results about "Ignition generator rotor" patented technology

A magnet wheel (1) for an internal combustion engine, especially a drive motor (2) for a portable handheld work apparatus includes a hub (4) for fixing to a crankshaft (5) of the drive motor (2) and a magnet carrier (6) having at least one magnet holder (7) provided peripherally on the magnet wheel (1). The magnet carrier (6) is a sheet-metal packet (9) of lamella-like layered plates (8). The sheet-metal packet (9) is layered modular-like from at least two differently configured profiled sheet-metal piece types (10, 11, 12). At least one profiled sheet-metal piece type (10) is configured as an arm plate (13) with a hub section (14) as part of the hub (4) as well as an arm section (15) which extends from the hub section (14) radially outwardly up to the region of the magnet carrier (6). At least one additional profiled sheet-metal piece type (11) is configured as a centrifugal mass sheet-metal piece (16) which lies essentially radially outwardly in the peripheral region of the magnet carrier (6).

A motorcycle that effectively cools vehicle parts without a special cooling duct has a body frame, an engine and an intake system that supplies air to the engine. A parts cooling system makes air diverge from the intake system, and introduces the diverging air to vehicle parts such as electrical parts and an alternator.

An engine has an exhaust control valve which is moved by a control system according to a predetermined control strategy. The control system obtains data from sensors that help the control system to identify certain characteristics of engine operating conditions. The control strategy involves cycling the exhaust control valve under predetermined engine operating conditions to clean the surface of the valve while reducing the impact of the cycling on engine performance. The cycling generally occurs during engine start-up and following engine shutdown. The cycling may be aborted during periods of rapid acceleration.

A two-cycle internal combustion engine with rear compression chamber, other than that of a crank case. This present engine has valves that can be screwed on the engine block near top dead center, and is actuated by air pressure. This present two-cycle engine yet uses an oil sump similar to that of a four-cycle engine, which eliminating the need to premix oil with the fuel. This present engine has a stationary piston which operates within a movable piston to form a rear-compression chamber. The movable piston has ports near its crown to transfer charge to the combustion chamber. The movable piston also has ports near bottom of its skirt to allow the fuel and air mixture to enter the rear compression chamber. This engine has a piston seat which is adapted to connect the movable piston to the connecting rod.

A two-stroke engine has a cylinder with a combustion chamber delimited by a reciprocating piston, wherein the piston drives in rotation a crankshaft, and wherein a spark plug projects into the combustion chamber and ignites a fuel / air mixture. The two-stroke engine further has devices for supplying fuel and combustion air to the combustion chamber and a control unit that determines the ignition timing based on an ignition map. The ignition map indicates the ignition timing as a function of the engine speed for at least one first and one second operating states and for at least one first and one second engine speed ranges. The engine is controlled in that for an engine cycle the ignition timing is set in the second operating state at least within the first engine speed range based on the engine speed and on the number of engine cycles since the last combustion.

An engine includes a crankcase with cylinders and fins on outer circumferences of the cylinders. A crank shaft penetrates the crankcase. A cooling fan is provided on an outer side of the crankcase and arranged coaxially with the crank shaft. A first cover covers an outer side of the cylinders and the crankcase, and the cooling fan. A second cover capable of being detached from / attached to the first cover. The first cover includes a first opening facing the cooling fan, and second openings facing the fins. The second cover includes an air inlet facing the first opening, and attached to the first cover to cover the first opening and the second openings.

The present invention provides a battery-less power generation control system that maintains fuel economy and minimizes losses in horsepower generated by engine operation includes a magnet-type generator driven by an internal combustion engine and a controller for rectifying the alternating current generated by the generator to a direct current, the controller supplying the generated direct current to electric equipment. The controller includes a rectifying section for converting the alternating current generated by the generator to direct current, and a control section for controlling the generated current output by the rectifying section. The battery-less power generation control system detects a load current flowing through the electric equipment and the control section controls the rectifying section so that the generated current is generally equal to the load current.

The present invention provides a batteryless engine system comprising a first detection unit configured to detect a rotation speed of an internal combustion engine, a second detection unit configured to detect a voltage of a capacitor in which charges are accumulated, and a control unit operated by a power supplied from a generator and configured to control supply of a power from the generator to an injector, a fuel pump, and an ignition device based on the rotation speed detected by the first detection unit and the voltage detected by the second detection unit in a starting period of the internal combustion engine by a recoil starter.

In an outside air intake duct, a duct body extends intersecting with a part of a vehicle body frame in a top view of a vehicle body. The vehicle body frame includes a duct holding portion. The duct holding portion is formed so as to surround the duct body at an intersecting site with the duct body. The duct body includes an air intake opening and a discharge port. The air intake opening projects outside the vehicle body frame. The discharge port is positioned inside the vehicle body frame. The duct holding portion includes a plurality of duct securing portions to secure the duct body. The duct securing portions are disposed so as to be positioned on both sides of the duct body nipping the duct body.

A delayed ignition control device comprises a charging circuit (1) and a delayed ignition control circuit (3). The charging circuit (1) comprises a power supply circuit N3, an energy storage capacitor C1 and a diode D1, wherein the positive electrode of the diode D1 is connected with the start end of the power supply coil N3, the negative electrode of the diode D1 is connected with the energy storage capacitor C1, and the other end of the energy storage capacitor C1 is connected with an ignition coil. The delayed ignition control circuit (3) comprises a silicon controlled rectifier SCR2, an optical coupler IC, a diode D5, a voltage keeping capacitor C2, a flameout switch S1, a resistor R6 and a resistor R8, wherein the resistor R6 is connected between the positive electrode of the input end of the optical coupler IC and the start end of the power supply coil N3, the flameout switch S1 is connected between the negative electrode of the input end of the optical coupler IC and the ground, the collector of the optical coupler IC is connected with the start end of the power supply coil N3, the output end of the optical coupler IC is connected with the positive electrode of the diode D5, the voltage keeping capacitor C2 is connected between the negative electrode of the diode D5 and the ground, and the resistor R8 is connected between the negative electrode of the diode D5 and the control electrode of the silicon controlled rectifier SCR2. The delayed ignition control device has the advantages of being simple in structure, capable of easily adjusting the delayed time and reliable in operation.

A magneto ignition system for battery less hand-held combustion engines includes a claw generator with a stationary circular power coil winding enclosed by two iron claw halves and with a rotating flywheel magnet ring with multiple magnetic poles. The stationary circular coil winding includes a trigger coil with a stationary coil winding arranged in a plane orthogonal to the stationary circular power coil winding. The magneto ignition system further includes an engine control module ECM for establishment of appropriate ignition timing, and an ignition coil module ICM. The stationary circular power coil winding may provide the electrical power supply to both the ignition timing module ECM and the ignition coil module ICM.

A power tool is provided. The power tool includes an internal combustion engine and an integrated device coupled to the internal combustion engine. The internal combustion engine includes a flywheel or another rotating component. The integrated device is coupled adjacent to either the flywheel or a rotating component. The integrated device includes a printed circuit board with a wireless communications module and a power generation portion which receives power wirelessly from the internal combustion engine only when the internal combustion engine is operating.

An air-cooled general-purpose engine includes: a cooling fan fixed to one end portion, protruding outward from one end wall of an engine main body, of a crankshaft; and a shroud which is mounted to the engine main body, and which defines a cooling-air path between the shroud and the one end wall, the cooling-air path guiding a cooling air blown under pressure from the cooling fan. The air-cooled general-purpose engine includes: an oil pump which pumps up an oil from an oil reservoir; and an oil-supply path which is formed in the one end wall, facing the cooling-air path, of the engine main body, and configured to guide the oil discharged from the oil pump to a valve operating chamber in a head portion of the engine main body, and a jet for jetting the oil is provided in an opening of the oil-supply path, the opening being open to the valve operating chamber. Accordingly, it is possible to be excellent in cooling oil and to preferably lubricate a valve operating system in addition to the surrounding of a crankshaft.