Two-stroke fuel oil machine

Abstract

The utility model relates to the technical field of two-stroke fuel oil machines, in particular to a two-stroke fuel oil machine which comprises a machine body provided with an air inlet channel and an air outlet channel, a compression structure is arranged on the machine body and comprises a pump body and a cam unit connected with the pump body, and the cam unit is arranged in the pump body. A first pump body cavity is formed in the pump body, and the cam unit can drive the size of the first pump body cavity to be increased or decreased; the fuel pump further comprises a main oil way balance channel and a main fuel gas mixture conveying channel, one end of the main oil way balance channel and one end of the main fuel gas mixture conveying channel both communicate with the first pump body cavity, and the other end of the main fuel gas mixture conveying channel communicates with the first cavity. The other end of the oil way balance main channel is used for being communicated with an air inlet channel and / or the second cavity, and the problem that in the scavenging process of an existing two-stroke fuel engine, tail gas emission pollution is high is solved.

Description

Technical Field

[0001] The utility model relates to the technical field of two-stroke fuel engines, in particular to a two-stroke fuel engine. Background Art

[0002] While two-stroke fuel engines offer numerous advantages, they suffer from a weakness in exhaust emissions. As we all know, two-stroke engines have an intake and an exhaust duct, with the intake duct connecting to the carburetor and the exhaust duct to the muffler. During the scavenging stroke, a significant amount of unburned fuel-fuel mixture escapes through the exhaust duct. Inadequate scavenging leaves residual exhaust gases within the engine, affecting the quality of the fuel mixture and increasing exhaust pollutants, which are then released into the atmosphere, causing fuel waste and environmental pollution. To protect human health and the natural environment, relevant exhaust emission standards have been established both domestically and internationally, such as China's National II emission standard, Europe's Euro II emission standard, and the United States' EPA3 emission standard.

[0003] At present, the main method used in China to meet emission standards is to add honeycomb catalysts or wire mesh catalysts coated with precious metals to the muffler exhaust channel. When exhaust pollutants pass through the catalyst surface in the muffler exhaust channel, a violent combustion reaction occurs, burning away harmful components in the exhaust gas, thereby meeting emission standards. However, the combustion reaction inside the catalytic muffler generates a large amount of heat, forming a high-temperature field of nearly 1,000 degrees Celsius, which requires that the muffler material must meet high-temperature resistance. At the same time, in order to prevent the heat radiation from the muffler from scalding the surrounding plastic coverings, a complex thermal insulation structure must be designed inside and around the muffler to reduce the surface temperature of the muffler and reduce heat radiation on the muffler surface. During use, catalytic mufflers are often partially covered by solid pollutants, clogged, and the precious metal coating falls off, resulting in weakened catalyst performance or failure, which ultimately leads to excessive exhaust emissions.

[0004] Therefore, in view of this, the inventor proposes a two-stroke fuel engine to solve the above technical problems. Utility Model Content

[0005] The purpose of the utility model is to provide a two-stroke fuel engine to solve the problem of high tail gas emission pollution caused by the existing two-stroke fuel engine during the scavenging process.

[0006] In order to achieve the above purpose, the technical solution adopted by the present utility model is as follows:

[0007] A two-stroke fuel engine comprises a body having an air intake passage and an air outlet passage, a chamber communicating with the air intake passage and the air outlet passage, a crankshaft unit and a first piston connected to the crankshaft unit disposed within the body, the crankshaft unit being capable of driving the first piston to perform periodic reciprocating motion, the first piston dividing the chamber into a first chamber and a second chamber, a scavenging passage being disposed between the first chamber and the second chamber;

[0008] The machine body is provided with a compression structure, which includes a pump body and a cam unit connected to the pump body, and the cam unit is arranged in the pump body;

[0009] A first pump cavity is defined in the pump body, and the cam unit can drive the volume of the first pump cavity to increase or decrease;

[0010] It also includes a main oil balancing channel and a main fuel mixture delivery channel, one end of each of the main oil balancing channel and the main fuel mixture delivery channel is connected to the first pump body cavity, the other end of the main fuel mixture delivery channel is connected to the first chamber, and the other end of the main oil balancing channel is used to communicate with the intake channel and / or the second chamber.

[0011] According to the above technical solution, the utility model adds a compression structure to the engine body, in which the cam unit converts its rotational motion into linear motion to drive the volume of the first pump body cavity in the pump body to periodically increase or decrease. When the two-stroke fuel engine completes scavenging and closes the air outlet channel, the volume of the first pump body cavity is reduced, and the fuel mixture therein is compressed and pushed to the main fuel mixture delivery channel. The main fuel mixture delivery channel directly delivers the high-pressure, high-concentration fuel mixture into the first chamber. Since the two-stroke fuel engine has completed scavenging and closed the air outlet channel at this time, this part of the fuel mixture will no longer escape, thereby reducing the amount of fuel escaping through the scavenging channel.

[0012] Furthermore, a carburetor connected to the air intake channel is provided on one side of the body, a main oil circuit connecting channel is connected to the carburetor, and an end of the main oil circuit connecting channel is connected to the first pump body cavity;

[0013] One-way valves are provided on the main oil circuit balancing channel, the main fuel mixture delivery channel and the main oil circuit connecting channel.

[0014] According to the above technical solution, the carburetor is responsible for mixing fuel and air to form a high-concentration combustible mixture. This combustible mixture enters the first pump body cavity through the main oil passage, providing the engine with most of the fuel required for combustion. When the cam unit drives the first pump body cavity to reduce its volume, the fuel mixture therein is compressed and delivered to the first chamber through the main fuel mixture delivery passage. The one-way valve on the main oil balance passage prevents the fuel mixture from flowing back into the second chamber or the intake passage under pressure, ensuring unidirectional flow of the oil circuit. The one-way valve on the main fuel mixture delivery passage is designed to ensure that the fuel mixture can only flow from the first pump body cavity to the first chamber, preventing backflow. The one-way valve on the main oil circuit connecting passage is designed to control the unidirectional flow of fuel from the carburetor to the first pump body cavity, preventing fuel from flowing back into the carburetor.

[0015] Furthermore, the compression structure includes a rotating shaft, a crankshaft and a connecting rod, the rotating shaft is rotatably connected to the body, the crankshaft is coaxially installed on the rotating shaft, one end of the connecting rod is eccentrically connected to the crankshaft, and the other end of the connecting rod is connected to the first piston.

[0016] According to the above technical solution, during the compression stroke when the first piston moves upward, the gas in the first chamber is compressed, and the pressure and temperature both increase. When the first piston reaches near the top dead center, the spark plug ignites the compressed mixture to generate high-pressure combustion gas. The burned gas pushes the first piston downward, and transmits mechanical energy to external equipment through the connecting rod and crankshaft. During the exhaust stroke, the first piston moves downward, sweeps out the combustion products through the lean mixture in the scavenging duct, and discharges them into the muffler through the outlet channel, and repeats this operation.

[0017] Furthermore, the cam unit includes a cam, a tappet slidably connected to the pump body, and a second piston connected to the tappet. The cam is coaxially fixed on the rotating shaft, and the cam is used to drive the second piston to move back and forth.

[0018] According to the above technical solution, the cam is coaxially fixed on the rotating shaft, that is, the cam and the rotating shaft share the same rotation axis, and when the rotating shaft rotates, the cam will also rotate accordingly; the tappet is slidably connected in the pump body and can perform reciprocating linear motion in the pump body. One end of the tappet is in contact with the cam, and the other end is connected to the second piston. When the cam rotates, its contour will periodically contact and push the tappet. Since the tappet is connected to the second piston, the reciprocating linear motion of the tappet will drive the second piston to perform periodic reciprocating movement in the pump body. The movement of the second piston will change the volume of the first pump body cavity, thereby realizing the compression and delivery of the fuel mixture; when the second piston moves upward, the volume of the first pump body cavity decreases, and the fuel mixture is compressed and sent into the first chamber through the main fuel mixture delivery channel to provide fuel for the combustion process. At the same time, the carburetor continuously supplies new fuel mixture to the main oil circuit connecting channel. These fuel mixtures enter the pump body cavity through the one-way valve to prepare for the next compression. The one-way valve ensures the one-way flow of the fuel mixture; the one-way valves on the main fuel mixture delivery channel and the main oil circuit connecting channel are used to prevent the backflow of the fuel mixture.

[0019] Furthermore, a second pump body cavity is defined in the pump body, and the second piston is sealingly and slidingly connected between the first pump body cavity and the second pump body cavity.

[0020] Furthermore, the oil balancing main channel includes a first oil channel, a second oil channel and a third oil channel, one end of the first oil channel is connected to a three-way channel, and one end of the second oil channel and the third oil channel is connected to the first oil channel through the three-way channel;

[0021] The other end of the second oil passage is connected to the first pump body cavity;

[0022] The other end of the third oil passage is communicated with the second pump body cavity.

[0023] According to the above technical solution, when the second piston moves downward, the fuel mixture enters the first oil channel from the second chamber or the intake channel, and then flows to the second oil channel and the third oil channel respectively through the three-way channel. The second oil channel supplies the fuel mixture to the first pump body cavity, and the fuel mixture remaining in the second pump body cavity is supplied to the second oil channel through the three-way channel and finally enters the first pump body cavity; when the second piston moves upward, the volume of the first pump body cavity decreases, and under the action of the second piston, the fuel mixture in the first pump body cavity is transported to the first chamber for combustion; at the same time, the volume of the second pump body cavity increases, and the combustible mixture in the second chamber or the intake channel enters the second pump body cavity through the first oil channel and the third oil channel. At this time, in addition to balancing the air pressure to achieve balanced flow of the fuel mixing chamber in the pump body, the mixture can also lubricate the cam unit, thereby improving the overall life of the device.

[0024] Furthermore, a high-speed fuel flow channel, an idle fuel flow channel and an intake flow channel are provided in the carburetor;

[0025] The high-speed fuel flow channel is connected to the main oil circuit connecting channel;

[0026] The idle fuel flow passage is connected to the intake flow passage;

[0027] A rotary control valve is rotatably connected in the high-speed fuel flow channel, and the rotary control valve is used to control the opening and closing of the high-speed fuel flow channel; the high-speed fuel flow channel is connected to the idle fuel flow channel through the rotary control valve.

[0028] According to the above technical solution, the high-speed fuel flow channel is connected to the main oil circuit connecting channel, and is used to provide sufficient fuel mixture when the two-stroke fuel engine is running at high speed. The idle fuel flow channel is connected to the intake flow channel, and is used to provide an appropriate amount of fuel mixture when the two-stroke fuel engine is idling. The rotary control valve is rotatably connected in the high-speed fuel flow channel to control the opening and closing of the high-speed fuel flow channel; when the two-stroke fuel engine needs to run at high speed, the rotary control valve opens the high-speed fuel flow channel, so that the fuel can flow smoothly into the carburetor main oil circuit connecting channel and mix with the air.

[0029] When the two-stroke fuel engine is operating at medium or low speed, the rotary control valve closes or partially closes the high-speed fuel flow channel. At the same time, the fuel in the idle fuel flow channel is mixed with the air in the intake flow channel. In the carburetor, the fuel is mixed with the air in the intake flow channel through the high-speed fuel flow channel or the idle fuel flow channel to form a combustible mixture. The ratio of the fuel mixture is determined by the opening and closing degree of the rotary control valve, the fuel flow rate and the intake air flow rate. By adjusting the opening and closing degree of the rotary control valve, the fuel supply amount can be precisely adjusted to meet the mixture requirements of the two-stroke fuel engine under different working conditions.

[0030] Furthermore, a throttle adjusting rod and a throttle fixed on the throttle adjusting rod are rotatably connected in the intake flow passage, the throttle is used to open or close the intake flow passage, one end of the throttle adjusting rod extends out of the carburetor and is connected to a throttle linkage plate, the throttle linkage plate is provided with a first arc surface, and a first protrusion is formed on the throttle linkage plate;

[0031] A control valve adjusting rod is connected to the rotary control valve, and the control valve adjusting rod extends out of the carburetor and is connected to a control valve linkage plate. A second protrusion is formed on the control valve linkage plate, and a first torsion spring is sleeved on the control valve adjusting rod. The first torsion spring has a tendency to drive the second protrusion to abut against the first curved surface.

[0032] Furthermore, a choke adjusting rod and a choke fixed on the choke adjusting rod are rotatably connected in the intake air passage, the choke is used to open or close the intake air passage, one end of the choke adjusting rod extends out of the carburetor and is connected to a choke linkage plate, a second curved surface is provided on the choke linkage plate, a second torsion spring is sleeved on the choke adjusting rod, and the second torsion spring has a tendency to drive the second curved surface to abut against the first protrusion.

[0033] According to the above technical solution, the choke is operated by a choke adjustment lever, which is rotatably connected to the intake duct of the carburetor. The choke is fixed to the choke adjustment lever. The choke's primary function is to open or close the intake duct. The choke linkage plate controls the choke's rotation angle, thereby regulating the amount of air entering the carburetor's intake duct. The throttle controls the flow of the mixture from the carburetor into the cylinders of the two-stroke fuel engine, and the choke controls the amount of air entering the carburetor. Combining the throttle with the choke linkage plate and the control valve linkage plate allows for real-time adjustment of the throttle and choke openings based on the engine's operating state, optimizing the mixture concentration and intake volume. This helps improve the engine's starting performance, operating stability, and fuel economy. The interaction and constraints between the linkage components also prevent misoperation and excessive wear, allowing the carburetor to better adapt to various complex environments and enhance the vehicle's overall performance and reliability.

[0034] Furthermore, a high-speed fuel outlet and an idle fuel outlet are provided in the carburetor, the high-speed fuel outlet is connected to the high-speed fuel flow channel, and the idle fuel outlet is connected to the idle fuel flow channel;

[0035] A high-speed fuel adjusting screw and an idle fuel adjusting screw are provided on one side of the carburetor. The high-speed fuel adjusting screw is used to adjust the opening and closing degree of the high-speed fuel outlet, and the idle fuel adjusting screw is used to adjust the opening and closing degree of the idle fuel outlet.

[0036] According to the above technical solution, the high-speed fuel outlet and the idle fuel outlet are connected to the high-speed fuel flow channel and the idle fuel flow channel respectively, and the opening and closing degrees of the two outlets can be adjusted by the high-speed fuel adjusting screw and the idle fuel adjusting screw. When the two-stroke fuel engine needs to run at high speed, more fuel supply is required, and the opening and closing degree of the high-speed fuel outlet can be adjusted by rotating the high-speed fuel adjusting screw; when the two-stroke fuel engine is idling, the fuel demand is low. At this time, the idle fuel adjusting screw is used to adjust the opening and closing degree of the idle fuel outlet, thereby accurately controlling the fuel supply amount at idle, which helps to maintain the stable operation of the two-stroke fuel engine in the idle state. Accurate fuel supply control helps to maintain the stable operation of the two-stroke fuel engine under different working conditions, especially in the idle state. By adjusting the opening and closing degree of the idle fuel outlet, it can be ensured that the two-stroke fuel engine will not stall or jitter due to insufficient or excessive fuel supply.

[0037] Beneficial effects of the utility model:

[0038] 1. The utility model designs a compression structure and utilizes a rotating shaft to drive the rotational motion of the cam unit to be converted into linear motion, thereby driving the volume of the first pump body cavity in the pump body to periodically increase or decrease. After the engine body is scavenged and the air outlet channel is closed, the fuel mixture in the first pump body cavity is compressed and pushed to the main fuel mixture delivery channel, and directly sent into the first chamber for combustion; thus avoiding the problem of part of the combustible mixture overflowing from the air outlet channel with the exhaust gas without being burned, significantly reducing the amount of fuel escaping, and thus improving the economy and utilization rate of fuel.

[0039] 2. This utility model optimizes the carburetor, integrating the throttle, choke, and rotary control valve into a coordinated design. The rotary control valve precisely adjusts the opening and closing of the high-speed and idle fuel flow channels, achieving precise control of fuel supply. This precise control allows the concentration of the mixture to be adjusted according to the actual needs of the two-stroke fuel engine, thereby improving combustion efficiency and stability. Furthermore, the optimization of the carburetor's internal structure promotes thorough mixing of fuel and air, further enhancing combustion efficiency.

[0040] Other advantages, objectives and features of the present application will be described to some extent in the subsequent description, and to some extent, will be obvious to those skilled in the art based on the following examination and study, or can be taught from the practice of the present application. The objectives and other advantages of the present application can be achieved and obtained through the following specific embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 It is a structural diagram of a two-stroke fuel engine body in the prior art;

[0042] Figure 2 This is a schematic diagram of the overall structure of the two-stroke fuel engine of the utility model in one direction;

[0043] Figure 3 This is a schematic diagram of the overall structure of the two-stroke fuel engine of the utility model from another direction;

[0044] Figure 4 This is a half-section structural diagram of a two-stroke fuel engine of the present utility model;

[0045] Figure 5 This is a partial cross-sectional structural diagram of a two-stroke fuel engine of the present invention;

[0046] Figure 6 This is another partial cross-sectional structural diagram of the two-stroke fuel engine of the present invention;

[0047] Figure 7 This is the utility model of a two-stroke fuel engine Figure 4 Schematic diagram of the structure of part A;

[0048] Figure 8 This is the utility model of a two-stroke fuel engine Figure 6 Schematic diagram of the structure of part B;

[0049] Figure 9 This is a schematic diagram of the overall structure of the linkage among the throttle, choke and rotary control valve in the carburetor of the two-stroke fuel engine of the utility model;

[0050] Figure 10 The utility model is a schematic diagram of the disassembled structure of the linkage of the throttle, the choke and the rotary control valve in the carburetor of the two-stroke fuel engine.

[0051] Among them, the engine body 1, the high-speed fuel outlet 101, the idle fuel outlet 102, the high-speed fuel adjustment screw 103, the idle fuel adjustment screw 104, the intake channel 11, the outlet channel 12, the chamber 13, the first chamber 131, the second chamber 132, the crankshaft unit 14, the rotating shaft 141, the crankshaft 142, the connecting rod 143, the first piston 15, the scavenging channel 16, the compression structure 2, the pump body 21, the first pump body cavity 211, the second pump body cavity 212, the cam unit 22, the cam 221, the tappet 222, the second piston 223, the oil balance main channel 23, the first oil channel 231, the second oil channel 232, The third oil circuit channel 233, the three-way channel 234, the main fuel mixture delivery channel 24, the carburetor 3, the high-speed fuel flow channel 31, the idle fuel flow channel 32, the intake flow channel 33, the rotary control valve 34, the throttle adjustment rod 351, the throttle 352, the throttle linkage plate 353, the first curved surface 3531, the first protrusion 354, the control valve adjustment rod 361, the control valve linkage plate 362, the second protrusion 363, the first torsion spring 364, the choke adjustment rod 371, the choke 372, the choke linkage plate 373, the second curved surface 3731, the second torsion spring 374, the main oil circuit connecting channel 5, and the muffler 6. DETAILED DESCRIPTION

[0052] The following describes the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art will readily understand the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the details in this specification may be modified or altered based on different perspectives and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are intended solely to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0053] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention. Therefore, the drawings only show components related to the present invention and are not drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component can be changed at will, and the component layout type may also be more complicated.

[0054] Existing technologies such as Figure 1 As shown, the machine body 1 is provided with an air inlet channel 11 and an air outlet channel 12. Figure 1The vertical height of the air intake channel 11 is located below the air outlet channel 12. A chamber 13 connected to the air intake channel 11 and the air outlet channel 12 is opened in the engine body 1. A crankshaft unit 14 and a first piston 15 connected to the crankshaft unit 14 are provided in the engine body 1. The crankshaft unit 14 can drive the first piston 15 to periodically reciprocate up and down. The first piston 15 is located in the chamber 13 and divides the chamber 13 into a first chamber 131 and a second chamber 132. The first chamber 131 is located above the second chamber 132. A scavenging channel 16 is provided between the first chamber 131 and the second chamber 132. When the first piston 15 moves down to a certain preset position, the combustible mixture in the second chamber 132 can enter the first chamber 131 through the scavenging channel 16. A one-way valve (not shown) is provided at the position of the air intake channel 11 and the air outlet channel 12 to prevent the combustible mixture from flowing back. Working principle: During operation, the first piston 15 is driven by the crankshaft unit 14 to periodically reciprocate up and down, thereby changing the volume of the first chamber 131 and the second chamber 132. When the first piston 15 moves upward, the outlet channel 12 is closed, the volume of the first chamber 131 decreases, and high pressure is generated. At this time, the spark plug above the engine body 1 ignites the compressed combustible mixture in the first chamber 131, and combustion produces work; while at this time, the volume of the second chamber 132 increases during the upward movement of the first piston 15, forming a low-pressure area, and the second chamber 132 takes in air, and the mixed gas enters the second chamber 132 through the intake channel 11; when the crankshaft unit 14 drives the first piston 15 to move downward, the volume of the first chamber 131 increases, and the volume of the second chamber 132 decreases. At this time, The first piston 15 moves downward and no longer blocks the scavenging passage 16. The scavenging passage 16 is opened. Due to the presence of the one-way valve, the fuel mixture in the second chamber 132 enters the first chamber 131, and at the same time, the exhaust gas after combustion in the first chamber 131 is discharged through the outlet passage 12. However, since the outlet passage 12 and the scavenging passage 16 in the current engine body 1 overlap in time and the scavenging passage 16 and the outlet passage 12 are connected in space, part of the combustible mixture overflows from the outlet passage 12 along with the exhaust gas without being burned, causing part of the unburned fuel mixture to escape together with the exhaust gas, resulting in exhaust pollution.

[0055] This embodiment proposes a two-stroke fuel engine, such as Figures 2 to 10 As shown, the body 1 is provided with a compression structure 2, which can be installed at different positions on the body 1, such as the side surface, top surface, etc. of the body 1, and this embodiment does not limit it;

[0056] like Figure 5 and Figure 6 As shown, the compression structure 2 includes a pump body 21 and a cam unit 22 connected to the pump body 21, and the cam unit 22 is arranged in the pump body 21; specifically, as shown in FIG. Figure 8As shown, a first pump body cavity 211 is defined in the pump body 21 , and the cam unit 22 can drive the volume of the first pump body cavity 211 to increase or decrease.

[0057] It also includes a main oil circuit balancing channel 23 and a main fuel mixture delivery channel 24. One end of the main oil circuit balancing channel 23 and the main fuel mixture delivery channel 24 are both connected to the first pump body cavity 211, and the other end of the main fuel mixture delivery channel 24 is connected to the first chamber 131. The other end of the main oil circuit balancing channel 23 is used to communicate with the intake channel 11 and / or the second chamber 132.

[0058] As an exemplary embodiment, Figure 2 and Figure 6 As shown, the other end of the oil circuit balancing main channel 23 is used to communicate with the intake channel 11.

[0059] In this embodiment, a compression structure 2 is added to the engine body 1, and the cam unit 22 therein converts its rotational motion into linear motion to drive the volume of the first pump body cavity 211 in the pump body 21 to periodically increase or decrease. When the engine body 1 is scavenged and the outlet channel 12 is closed, the volume of the first pump body cavity 211 is reduced, and the fuel mixture therein is compressed and pushed to the main fuel mixture delivery channel 24. The main fuel mixture delivery channel 24 delivers the fuel mixture directly into the first chamber 131. Since the engine body 1 is scavenged and the outlet channel 12 is closed at this time, this part of the fuel mixture will no longer escape, thereby reducing the amount of fuel escaping through the scavenging channel 16.

[0060] like Figure 3 As shown, a muffler 6 connected to the air outlet channel 12 is provided on the right side of the body 1, and a carburetor 3 connected to the air inlet channel 11 is provided on the left side of the body 1. Figure 2 As shown, the carburetor 3 is connected to a main oil circuit connecting channel 5 , and one end of the main oil circuit connecting channel 5 is communicated with the first pump body cavity 211 .

[0061] Check valves are installed in the main oil balancing channel 23, the main fuel mixture delivery channel 24, and the main oil connection channel 5. The check valve in the main oil balancing channel 23 prevents the fuel mixture from flowing back into the second chamber 132 or the intake channel 11 under pressure, ensuring unidirectional flow in the oil circuit. The check valve in the main fuel mixture delivery channel 24 ensures that the fuel mixture can only flow from the first pump body cavity 211 to the first chamber 131, preventing reverse flow. The check valve in the main oil connection channel 5 controls the unidirectional flow of the fuel mixture from the carburetor 3 to the first pump body cavity 211, preventing the fuel mixture from flowing back into the carburetor 3.

[0062] In one implementation, the one-way valve in this embodiment is a one-way diaphragm valve.

[0063] In this embodiment, the carburetor 3 is responsible for mixing high-concentration fuel with air to form a combustible mixture, which enters the intake passage 11 to provide the engine body 1 with the fuel required for combustion; when the volume of the first pump body cavity 211 decreases, the fuel mixture therein is compressed and simultaneously sent into the first chamber 131 through the main fuel mixture delivery passage 24. In this process, compared with the prior art, this embodiment reduces the amount of combustible mixture entering the first chamber 131 from the second chamber 132, thereby reducing the fuel mixture escaping through the scavenging passage 16, avoiding the combustible mixture from overflowing from the outlet passage 12 with the exhaust gas without being burned, significantly reducing the escape amount of the fuel mixture, and thus improving the economy and utilization rate of the fuel.

[0064] As a preferred embodiment, Figure 4 and Figure 5 As shown, the compression structure 2 includes a rotating shaft 141, a crankshaft 142 and a connecting rod 143. The rotating shaft 141 is rotatably connected to the body 1, the crankshaft 142 is coaxially connected to the rotating shaft 141, one end of the connecting rod 143 is eccentrically connected to the crankshaft 142, and the other end of the connecting rod 143 (i.e., the top end of the connecting rod 143) is connected to the first piston 15.

[0065] In this embodiment, during the compression stroke when the first piston 15 moves upward, the gas in the first chamber 131 is compressed, and the pressure and temperature both increase. When the first piston 15 reaches near the top dead center, the spark plug ignites the compressed fuel mixture, burning the gas and causing an explosion; the first piston 15 moves downward, transmitting mechanical energy to external equipment through the connecting rod 143 and the crankshaft 142.

[0066] like Figure 8 As shown, a second pump body cavity 212 is opened in the pump body 21, and the second piston 223 is sealed and slidably connected between the first pump body cavity 211 and the second pump body cavity 212; as a preferred embodiment, as shown Figure 5 and Figure 6 As shown, the cam unit 22 includes a cam 221, a tappet 222 slidably connected to the pump body 21, and a second piston 223 connected to the tappet 222. The cam 221 is coaxially fixed on the rotating shaft 141. When the rotating shaft 141 rotates, the cam 221 is driven to rotate synchronously. The cam 221 is used to drive the second piston 223 to move back and forth up and down.

[0067] In this embodiment, the cam 221 is coaxially fixed on the rotating shaft 141, that is, the cam 221 and the rotating shaft 141 share the same rotating axis 141 line. When the rotating shaft 141 rotates, the cam 221 will also rotate accordingly; one end of the tappet 222 is in contact with the cam 221, and the other end is connected to the second piston 223. When the cam 221 rotates, its contour will periodically contact and push the tappet 222. Since the tappet 222 is connected to the second piston 223, the reciprocating linear motion of the tappet 222 will drive the second piston 223 to perform periodic reciprocating movement in the pump body 21. The movement of the second piston 223 will change the volume of the first pump body cavity 211 and the second pump body cavity 212, thereby realizing the storage and transportation of the fuel mixture; Figure 6 As shown, when the second piston 223 moves upward, the volume of the first pump body cavity 211 decreases, compressing the fuel mixture and delivering it to the first chamber 131 through the main fuel mixture delivery channel 24, providing fuel for the combustion process. Simultaneously, the carburetor 3 continuously supplies new fuel mixture to the main oil circuit connecting channel 5. This fuel mixture enters the first pump body cavity 211 through the one-way valve, preparing for the next compression and delivery. The one-way valve ensures the unidirectional flow of the fuel mixture. As the second piston 223 moves upward, it compresses the fuel mixture from the first pump body cavity 211 when delivering it to the first chamber 131. This action increases the density of the fuel mixture, allowing the fuel entering the first chamber 131 to burn more fully.

[0068] As a preferred embodiment, the oil circuit balancing total channel 23 includes a first oil circuit channel 231, a second oil circuit channel 232 and a third oil circuit channel 233. One end of the first oil circuit channel 231 is connected to a three-way channel 234, and one end of the second oil circuit channel 232 and the third oil circuit channel 233 are connected to the first oil circuit channel 231 through the three-way channel 234; wherein, the other end of the second oil circuit channel 232 is connected to the first pump body cavity 211, and a one-way valve is provided at the connection between the second oil circuit channel 232 and the first pump body cavity 211, and the fuel mixture can only enter the first pump body cavity 211 from the second oil circuit channel 232 in one direction; the other end of the third oil circuit channel 233 is connected to the second pump body cavity 212.

[0069] In this embodiment, when the second piston 223 moves downward, the fuel mixture enters the first oil passage 231 from the intake passage 11, and then flows to the second oil passage 232 and the third oil passage 233 respectively through the three-way passage 234. The second oil passage 232 supplies the fuel mixture to the first pump body cavity 211. As the second piston 223 moves downward, the fuel mixture remaining in the second pump body cavity 212 is supplied to the second oil passage 232 through the three-way passage 234 and finally enters the first pump body cavity 211. When the second piston 223 moves downward, the fuel mixture When the plug 223 moves upward, the volume of the first pump body cavity 211 decreases, and the fuel mixture in the first pump body cavity 211 is transported to the first chamber 131 for combustion; at the same time, the volume of the second pump body cavity 212 increases, and the combustible mixture in the intake channel 11 enters the second pump body cavity 212 through the first oil channel 231 and the third oil channel 233. At this time, in addition to balancing the air pressure to achieve balanced flow of the fuel mixture in the pump body 21, the fuel mixture can also lubricate the cam unit 22, thereby improving the overall life of the device.

[0070] As a preferred embodiment, Figure 7 As shown, a high-speed fuel flow channel 31, an idle fuel flow channel 32 and an intake flow channel 33 are provided in the carburetor 3; wherein, the high-speed fuel flow channel 31 is connected to the main oil circuit connecting channel 5, and the idle fuel flow channel 32 is connected to the intake flow channel 33. A rotary control valve 34 is rotatably connected in the high-speed fuel flow channel 31, and the rotary control valve 34 is used to control the opening and closing of the high-speed fuel flow channel 31; the high-speed fuel flow channel 31 is connected to the idle fuel flow channel 32 through the rotary control valve 34. The high-speed fuel flow channel 31 is connected to the main oil circuit connecting channel 5, and is used to provide sufficient fuel when the two-stroke fuel engine is running at high speed. The idle fuel flow channel 32 is connected to the intake flow channel 33, and is used to provide an appropriate amount of fuel when the two-stroke fuel engine is running at idle speed. The rotary control valve 34 is rotatably connected to the high-speed fuel flow channel 31 to control the opening and closing of the high-speed fuel flow channel 31; when the two-stroke fuel engine needs to run at high speed, the rotary control valve 34 opens the high-speed fuel flow channel 31. Due to the existence of the main oil circuit connecting channel 5, the flow through the intake flow channel 33 is correspondingly reduced, and the concentration of the fuel mixture entering the second chamber 132 through the intake channel 11 is greatly reduced. Therefore, the amount of fuel escaping through the scavenging channel 16 is also greatly reduced. Most of the fuel mixture required by the engine body 1 mainly enters this compression structure 2 through the high-speed fuel flow channel 31 and the main oil circuit connecting channel 5, and is then pressed into the first chamber 131 for combustion, thereby achieving the purpose of energy saving and emission reduction.

[0071] In a preferred embodiment, a throttle adjustment rod 351 and a throttle valve 352 fixed to the throttle adjustment rod 351 are rotatably connected within the intake flow passage 33. The throttle valve 352 is used to open or close the intake flow passage 33. One end of the throttle adjustment rod 351 extends out of the carburetor 3 and is connected to a throttle linkage plate 353. The throttle linkage plate 353 has a first curved surface 3531 and a first protrusion 354 formed thereon. A control valve adjustment rod 361 is connected to the rotary control valve 34. The control valve adjustment rod 361 extends out of the carburetor 3 and is connected to the control valve linkage plate 362. The control valve linkage plate 362 has a second protrusion 363 formed thereon. A first torsion spring 364 is sleeved around the control valve adjustment rod 361, which tends to drive the second protrusion 363 into contact with the first curved surface 3531.

[0072] According to the above technical solution, the throttle valve 352 is fixed on the throttle regulating rod 351 and can be rotated in the intake flow channel 33 to open or close the intake flow channel 33. One end of the throttle regulating rod 351 extends out of the carburetor 3 and is connected to the throttle linkage plate 353. In this way, the opening of the throttle valve 352 can be indirectly controlled by operating the throttle linkage plate 353. When the throttle linkage plate 353 rotates, the first curved surface 3531 pushes or pulls the second protrusion 363, thereby controlling the opening of the throttle valve 352. The valve adjustment rod 361 rotates the rotary control valve 34. When the throttle valve 352 is opened, the air flow in the intake flow passage 33 increases. Simultaneously, due to the interaction between the first curved surface 3531 and the second raised portion 363, the rotary control valve 34 rotates accordingly, adjusting the degree of opening and closing of the high-speed fuel flow passage 31. As the air flow increases, the fuel supply increases accordingly to maintain an appropriate mixture ratio. When the throttle valve 352 is closed, the air flow in the intake flow passage 33 decreases. Similarly, the rotary control valve 34 rotates accordingly, reducing the fuel supply. The linkage mechanism between the throttle valve 352 and the control valve linkage plate 362 enables precise control of air and fuel flow. This allows the mixture ratio to be adjusted according to the actual needs of the two-stroke fuel engine, thereby improving combustion efficiency and performance. The structural linkage helps reduce mixture ratio imbalances caused by improper operation or system failures, thereby enhancing system stability.

[0073] Further, if Figure 9 and Figure 10As shown, a choke adjusting rod 371 and a choke 372 fixed on the choke adjusting rod 371 are rotatably connected in the intake flow channel 33. The choke 372 is used to open or close the intake flow channel 33. One end of the choke 372 adjusting rod extends out of the carburetor 3 and is connected to a choke linkage plate 373. The choke linkage plate 373 is provided with a second curved surface 3731. The choke 372 adjusting rod is sleeved with a second torsion spring 374. The second torsion spring 374 has a tendency to drive the second curved surface 3731 to abut against the first protrusion 354.

[0074] According to the above technical solution, the choke 372 is operated by the choke adjustment rod 371. The main function of the choke 372 is to open or close the intake flow channel 33. The choke linkage plate 373 controls the rotation angle of the choke 372, thereby adjusting the amount of air entering the intake channel 11 in the carburetor 3; the throttle 352 is a component that controls the mixture from the carburetor 3 to enter the cylinder of the two-stroke fuel engine, and the choke 372 controls the amount of air entering the carburetor 3. The throttle 352 is combined with the choke linkage plate 373 and the control valve linkage plate 362. The three are linked through a design to adjust the opening of the throttle 352 and the choke 372 in real time according to the operating status of the two-stroke fuel engine, thereby optimizing the concentration of the mixture and the intake volume, which helps to improve the starting performance, operating stability and fuel economy of the two-stroke fuel engine.

[0075] When the two-stroke fuel engine is in a medium or low speed operation state, the rotary control valve 34 closes or partially closes the high-speed fuel flow channel 31, while allowing the fuel in the idle fuel flow channel 32 to mix with the air in the intake flow channel 33. In the carburetor 3, the fuel mixes with the air in the intake flow channel 33 through the idle fuel flow channel 32 to form a combustible mixture. Figure 8 As shown, when the engine body 1 is idling, the throttle valve 352 closes most of the intake air passage 33 and maintains an opening within a certain range to maintain stable operation of the engine body 1; specifically, this opening is sufficient to ensure that the engine body 1 obtains the necessary intake air volume in the idling state.

[0076] The ratio of the fuel-air mixture is determined by the degree of opening and closing of the rotary control valve 34, the fuel flow rate, and the intake air flow rate. By adjusting the opening and closing of the rotary control valve 34, the fuel supply can be precisely adjusted to meet the mixture requirements of the two-stroke fuel engine under different operating conditions. For example, during a cold start of a two-stroke fuel engine, due to the engine's low temperature, the fuel evaporates poorly, requiring a richer mixture for a successful start. As the engine temperature gradually rises, the rotary control valve 34 gradually increases the fuel supply to the high-speed fuel flow channel 31 and reduces the fuel supply to the idle fuel flow channel 32, gradually thinning the mixture to meet the needs of normal engine operation.

[0077] As a preferred embodiment, Figure 3 and Figure 7 As shown, the carburetor 3 is provided with a high-speed fuel outlet 101 and an idle fuel outlet 102 . The high-speed fuel outlet 101 is connected to the high-speed fuel flow channel 31 , and the idle fuel outlet 102 is connected to the idle fuel flow channel 32 .

[0078] One side of the carburetor 3 ( Figure 3 A high-speed fuel adjusting screw 103 and an idle fuel adjusting screw 104 are provided on the front of the fuel pump. The high-speed fuel adjusting screw 103 is used to adjust the opening and closing degree of the high-speed fuel outlet 101, and the idle fuel adjusting screw 104 is used to adjust the opening and closing degree of the idle fuel outlet 102.

[0079] According to the above technical solution, the high-speed fuel outlet 101 and the idle fuel outlet 102 are respectively connected to the high-speed fuel flow channel 31 and the idle fuel flow channel 32, and the opening and closing degrees of the two outlets can be adjusted by the high-speed fuel adjusting screw 103 and the idle fuel adjusting screw 104. When the two-stroke fuel engine needs to run at high speed, more fuel supply is required, and the opening and closing degree of the high-speed fuel outlet 101 can be adjusted by rotating the high-speed fuel adjusting screw 103; when the two-stroke fuel engine is idling, the fuel demand is low. At this time, the idle fuel adjusting screw 104 is used to adjust the opening and closing degree of the idle fuel outlet 102, thereby accurately controlling the fuel supply amount at idle, which helps to maintain the stable operation of the two-stroke fuel engine in the idle state. Accurate fuel supply control helps to maintain the stable operation of the two-stroke fuel engine under different working conditions. In the idle state, by adjusting the opening and closing degree of the idle fuel outlet 102, it can be ensured that the two-stroke fuel engine will not stall or jitter due to insufficient or excessive fuel supply.

[0080] Furthermore, in one possible embodiment, to further improve fuel mixing uniformity and combustion efficiency, a venturi channel or orifice plate may be provided within the carburetor 3 to increase the mixing time and intensity of the fuel and air. These structures can alter the flow speed and direction of the fuel and air, promoting fuel atomization and evaporation, thereby improving the quality of the mixture and combustion efficiency.

[0081] As a preferred embodiment, the improvements to carburetor 3 not only enhance the starting performance and operating stability of the two-stroke fuel engine, but also achieve precise control of the mixture concentration by precisely adjusting the fuel supply, meeting the mixture requirements of the two-stroke fuel engine under different operating conditions. Furthermore, by optimizing the internal structural design of carburetor 3, the mixing effect of fuel and air is improved, further enhancing the combustion efficiency and performance of the two-stroke fuel engine.

[0082] It's also worth noting that in practical applications, the design and optimization of a two-stroke fuel-powered engine is a complex process that requires consideration of the combined influence of multiple factors. In addition to the aforementioned carburetor structure and fuel-air mixture control, attention should also be paid to the design and optimization of the engine's intake, exhaust, and ignition systems. By comprehensively considering these factors, overall performance improvements and energy reductions can be achieved for a two-stroke fuel-powered engine.

[0083] Finally, it should be noted that while the above embodiments provide preferred structures for the compression structure 2 and carburetor 3, these structures are not necessarily the only or optimal ones. In actual applications, the structure and parameters of the two-stroke fuel engine can be further adjusted and optimized based on specific needs and conditions to achieve better performance and results.

[0084] In summary, the two-stroke fuel engine structure provided by the utility model, through the design of the compression structure 2, uses the main fuel mixture delivery channel 24 to directly deliver the fuel mixture into the first chamber 131, thereby preventing this part of the fuel mixture from escaping, thereby reducing the amount of fuel escaping through the scavenging channel 16; optimizes the internal structure of the carburetor 3 and the control method of the fuel mixture, realizes precise control of the mixture concentration and overall improvement of the performance of the two-stroke fuel engine. The two-stroke fuel engine of the utility model has the advantages of compact structure, stable performance, low energy consumption, etc., and has broad application prospects and promotion value in practical applications.

[0085] The above embodiments are only preferred embodiments for fully illustrating the present invention, and the protection scope of the present invention is not limited thereto. Any equivalent substitution or modification made by those skilled in the art based on the present invention shall fall within the protection scope of the present invention.

Claims

1. A two-stroke fuel engine, comprising a body (1) provided with an intake passage (11) and an outlet passage (12), a chamber (13) communicating with the intake passage (11) and the outlet passage (12) being provided in the body (1), a crankshaft unit (14) and a first piston (15) connected to the crankshaft unit (14) being provided in the body (1), the crankshaft unit (14) being capable of driving the first piston (15) to perform periodic reciprocating motion, the first piston (15) dividing the chamber (13) into a first chamber (131) and a second chamber (132), a scavenging passage (16) being provided between the first chamber (131) and the second chamber (132); characterized in that: The machine body (1) is provided with a compression structure (2), the compression structure (2) comprising a pump body (21) and a cam unit (22) connected to the pump body (21), the cam unit (22) being arranged in the pump body (21); A first pump body cavity (211) is provided in the pump body (21), and the cam unit (22) can drive the volume of the first pump body cavity (211) to increase or decrease; The invention also includes an oil circuit balancing main channel (23) and a main fuel mixture delivery channel (24), one end of each of the oil circuit balancing main channel (23) and the main fuel mixture delivery channel (24) being in communication with the first pump body cavity (211), the other end of the main fuel mixture delivery channel (24) being in communication with the first chamber (131), and the other end of the oil circuit balancing main channel (23) being in communication with the intake channel (11) and / or the second chamber (132).

2. The two-stroke fuel engine according to claim 1, characterized in that: A carburetor (3) connected to the air intake channel (11) is provided on one side of the machine body (1); a main oil circuit connecting channel (5) is connected to the carburetor (3); and an end of the main oil circuit connecting channel (5) is connected to the first pump body cavity (211); One-way valves are provided on the main oil circuit balancing channel (23), the main fuel mixture delivery channel (24) and the main oil circuit connecting channel (5).

3. The two-stroke fuel engine according to claim 2, characterized in that: The crankshaft unit (14) comprises a rotating shaft (141), a crankshaft (142) and a connecting rod (143); the rotating shaft (141) is rotatably connected to the engine body (1); the crankshaft (142) is coaxially mounted on the rotating shaft (141); one end of the connecting rod (143) is eccentrically connected to the crankshaft (142); and the other end of the connecting rod (143) is connected to the first piston (15).

4. The two-stroke fuel engine according to claim 3, characterized in that: The cam unit (22) comprises a cam (221), a tappet (222) slidably connected to the pump body (21), and a second piston (223) connected to the tappet (222); the cam (221) is coaxially fixed to the rotating shaft (141); and the cam (221) is used to drive the second piston (223) to move back and forth.

5. The two-stroke fuel engine according to claim 4, characterized in that: A second pump body cavity (212) is provided in the pump body (21), and the second piston (223) is sealingly and slidingly connected between the first pump body cavity (211) and the second pump body cavity (212).

6. The two-stroke fuel engine according to claim 5, characterized in that: The oil balancing main channel (23) comprises a first oil channel (231), a second oil channel (232), and a third oil channel (233); one end of the first oil channel (231) is connected to a three-way channel (234); one end of the second oil channel (232) and the third oil channel (233) are connected to the first oil channel (231) via the three-way channel (234); The other end of the second oil passage (232) is in communication with the first pump body cavity (211); The other end of the third oil passage (233) is in communication with the second pump body cavity (212).

7. The two-stroke fuel engine according to any one of claims 2 to 5, characterized in that: The carburetor (3) is provided with a high-speed fuel flow channel (31), an idle fuel flow channel (32) and an intake flow channel (33); The high-speed fuel flow channel (31) is connected to the main oil circuit connecting channel (5); The idle fuel flow channel (32) is connected to the intake flow channel (33); A rotary control valve (34) is rotatably connected in the high-speed fuel flow channel (31), and the rotary control valve (34) is used to control the opening and closing of the high-speed fuel flow channel (31); the high-speed fuel flow channel (31) is connected to the idle fuel flow channel (32) through the rotary control valve (34).

8. The two-stroke fuel engine according to claim 7, characterized in that: A throttle regulating rod (351) and a throttle (352) fixed on the throttle regulating rod (351) are rotatably connected in the intake flow channel (33), the throttle (352) being used to open or close the intake flow channel (33), one end of the throttle regulating rod (351) extending out of the carburetor (3) and connected to a throttle linkage plate (353), the throttle linkage plate (353) being provided with a first arcuate surface (3531), and the throttle linkage plate (353) being formed with a first protrusion (354); The rotary control valve (34) is connected to a control valve regulating rod (361), which extends out of the carburetor (3) and is connected to a control valve linkage plate (362). A second protrusion (363) is formed on the control valve linkage plate (362). A first torsion spring (364) is sleeved on the control valve regulating rod (361), and the first torsion spring (364) has a tendency to drive the second protrusion (363) to abut against the first arcuate surface (3531).

9. The two-stroke fuel engine according to claim 8, characterized in that: A choke regulating rod (371) and a choke (372) fixed on the choke regulating rod (371) are rotatably connected in the intake flow channel (33). The choke (372) is used to open or close the intake flow channel (33). One end of the choke regulating rod (371) extends out of the carburetor (3) and is connected to a choke linkage plate (373). The choke linkage plate (373) is provided with a second curved surface (3731). The choke regulating rod (371) is sleeved with a second torsion spring (374). The second torsion spring (374) has a tendency to drive the second curved surface (3731) to abut against the first protrusion (354).

10. The two-stroke fuel engine according to claim 7, characterized in that: A high-speed fuel outlet (101) and an idle fuel outlet (102) are provided in the carburetor (3); the high-speed fuel outlet (101) is connected to the high-speed fuel flow channel (31); and the idle fuel outlet (102) is connected to the idle fuel flow channel (32); A high-speed fuel adjustment screw (103) and an idle fuel adjustment screw (104) are provided on one side of the carburetor (3). The high-speed fuel adjustment screw (103) is used to adjust the opening and closing degree of the high-speed fuel outlet (101), and the idle fuel adjustment screw (104) is used to adjust the opening and closing degree of the idle fuel outlet (102).

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