JP2564776B2 - V-type multi-cylinder 2-cycle engine - Google Patents
V-type multi-cylinder 2-cycle engineInfo
- Publication number
- JP2564776B2 JP2564776B2 JP62254750A JP25475087A JP2564776B2 JP 2564776 B2 JP2564776 B2 JP 2564776B2 JP 62254750 A JP62254750 A JP 62254750A JP 25475087 A JP25475087 A JP 25475087A JP 2564776 B2 JP2564776 B2 JP 2564776B2
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- reed valve
- crankcase
- cycle engine
- type multi
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F2200/00—Manufacturing
- F02F2200/06—Casting
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】 〔発明の目的〕 （産業上の利用分野） この発明は、各シリンダのクランクケースにリードバ
ルブを装着したＶ型多気筒２サイクルエンジンに関す
る。DETAILED DESCRIPTION OF THE INVENTION Object of the Invention (Field of Industrial Application) The present invention relates to a V-type multi-cylinder two-cycle engine in which a reed valve is mounted on a crankcase of each cylinder.
（従来の技術） 多気筒エンジンの場合、クランク軸軸心を通る割り面
で２分割したクランクケースによりクランク軸を挾んで
軸支するようにするのが一般的で、Ｖ型多気筒エンジン
でも、同様である。(Prior Art) In the case of a multi-cylinder engine, it is common to support the crank shaft by sandwiching the crank shaft by a crank case that is divided into two by a split surface that passes through the center of the crank shaft. It is the same.
第３図はＶ型多気筒エンジンに多用されているクラン
クケースの分割方法を示す。Ｖ型配置の前シリンダａと
後シリンダｂはクランクケースｃに形成された合わせ面
d,eに接合して配置される。クランクケースｃの割り面
ｆは、クランク軸ｇを通り、上記合わせ面d,eを避けた
位置に設定される。連設されたミッションケースｈも同
時に分割され、カウンタ軸ｉ、ドライブ軸ｊを挾んで軸
支するようになっている。FIG. 3 shows a method of dividing a crankcase which is often used in a V-type multi-cylinder engine. The V-shaped front cylinder a and the rear cylinder b are mating surfaces formed on the crankcase c.
It is placed by joining to d and e. The split surface f of the crankcase c passes through the crankshaft g and is set at a position avoiding the mating surfaces d and e. The transmission cases h, which are connected in series, are also divided at the same time, and the counter shaft i and the drive shaft j are sandwiched and supported.
第４図は前後シリンダa,bを大きく前傾させたもの
で、割り面ｋは前シリンダａの軸心に沿って設定され、
合わせ面ｄを２分割し、前シリンダａの一部を挾んで接
合する。FIG. 4 shows the front and rear cylinders a and b which are largely tilted forward. The split surface k is set along the axis of the front cylinder a.
The mating surface d is divided into two, and a part of the front cylinder a is sandwiched and joined.
ところが、クランクケースにリードバルブを装備した
Ｖ型多気筒２サイクルエンジンでは、第５図、第６図に
示すように、後シリンダｂに属するリードバルブｌの装
着用ハウジングｍの下限が、前記割り面f,kによって規
制されるため、上方へ外して設定することになり、後シ
リンダｂとのつながりがよくない、という問題が発生す
る。すなわち、吸入、掃気される燃料ガスの流動線が不
円滑になるばかりか、リードバルブｌの容量が制約さ
れ、大きな容量を確保しようとすると、取付面ｎが合わ
せ面ｅから大きく飛出して加工性を低下させる。第７
図、第８図に示したのは、シリンダを大きく前傾させ
て、リードバルブ装着用ハウジングｍとミッションケー
スｈとの干渉を避けるようにしたものであるが、割り面
f,kも前傾するので、上記の問題点は解消されない。However, in the V-type multi-cylinder two-cycle engine equipped with the reed valve in the crankcase, as shown in FIGS. 5 and 6, the lower limit of the mounting housing m of the reed valve 1 belonging to the rear cylinder b is the above-mentioned ratio. Since it is regulated by the surfaces f and k, it is set up by removing it upward, which causes a problem that the connection with the rear cylinder b is not good. That is, not only the flow line of the fuel gas sucked and scavenged becomes unsmooth, but also the capacity of the reed valve 1 is restricted, and when it is attempted to secure a large capacity, the mounting surface n largely protrudes from the mating surface e and is processed. Reduce sex. Seventh
The cylinder and the cylinder shown in FIG. 8 are tilted forward to avoid interference between the reed valve mounting housing m and the transmission case h.
Since f and k also tilt forward, the above problems cannot be solved.
（発明が解決しようとする問題点） 以上のように、クランクケースにリードバルブを準備
したＶ型多気筒エンジンでは、クランクケースの割り面
によりリードバルブ装着用ハウジングがスペース上窮屈
になってシリンダとのつながりがよくない、という問題
があるのに鑑み、この発明は、割り面に関係なくシリン
ダとのつながりのよい位置にリードバルブを装着し、か
つリードバルブの容量を大きくして吸入効率を向上でき
るＶ型多気筒２サイクルエンジンを得ることを目的とす
る。(Problems to be Solved by the Invention) As described above, in the V-type multi-cylinder engine in which the reed valve is prepared in the crankcase, the split surface of the crankcase causes the housing for the reed valve to be cramped in space and to be a cylinder. In view of the problem that the connection between the cylinders is not good, the present invention improves the suction efficiency by mounting the reed valve at a position where the cylinder is well connected regardless of the split surface and increasing the capacity of the reed valve. The object is to obtain a possible V-type multi-cylinder two-cycle engine.
（問題点を解決するための手段） 上記の目的を達成するため、この発明のＶ型多気筒２
サイクルエンジンは、Ｖ型に配置された各シリンダのク
ランクケースにリードバルブ装着用ハウジングを突設し
たＶ型多気筒２サイクルエンジンにおいて、クランク軸
軸心を通り、一方のリードバルブ装着用ハウジングを縦
断する割り面で分割したアッパーケースとロアケースと
を合わせてクランクケースを形成した構成をとる。(Means for Solving Problems) In order to achieve the above object, the V-type multi-cylinder 2 of the present invention is provided.
The cycle engine is a V-type multi-cylinder two-cycle engine in which a reed valve mounting housing is projectingly provided on the crankcase of each V-shaped cylinder, and one of the reed valve mounting housings is longitudinally cut through the crankshaft axis. The crankcase is formed by combining the upper case and the lower case divided by the split surface.
（作用） このような構成にしたので、クランクケースの割り面
に制約されることなくリードバルブ装着用ハウジングを
配設できる。従って、シリンダとのつながりを考慮した
自由な設定ができ、吸入、掃気される燃料ガスを抵抗少
く流動させることができ、リードバルブを大型化できる
ことと相俟って、エンジン性能を向上する、装着ハウジ
ングのリードバルブ取付面は、シリンダ合わせ面から突
出しないか、僅かな突出量に抑えることができ、クラン
クケースの加工性を改善する。(Operation) With such a configuration, the reed valve mounting housing can be disposed without being restricted by the split surface of the crankcase. Therefore, it is possible to set freely considering the connection with the cylinder, to flow the fuel gas sucked in and scavenged with less resistance, and to increase the size of the reed valve, which improves engine performance. The reed valve mounting surface of the housing does not protrude from the cylinder mating surface or can be suppressed to a slight amount, improving the workability of the crankcase.
（実施例） 第１図はこの発明の実施例を示すＶ型多気筒２サイク
ルエンジンとして２気筒２サイクルエンジンのクランク
ケース縦断側面図、第２図は同割り面Ｘ−Ｘにおけるロ
アケース端面図をそれぞれ示す。(Embodiment) FIG. 1 is a vertical cross-sectional side view of a crankcase of a two-cylinder two-cycle engine as a V-type multi-cylinder two-cycle engine showing an embodiment of the present invention, and FIG. 2 is an end view of the lower case at the split surface XX. Shown respectively.
前シリンダ１と後シリンダ２はクランクケース３に対
し軸方向に並列してＶ型に配置され、クランクケース３
には前、後シリンダ1,2に連続するそれぞれのクランク
室4,5が独立して形成される。クランク室4,5にはそれぞ
れ、シリンダ接続用ボス6,7およびリードバルブ装着用
ハウジング8,9が突設される。The front cylinder 1 and the rear cylinder 2 are axially juxtaposed to the crankcase 3 in a V-shape.
The crank chambers 4 and 5, which are continuous with the front and rear cylinders 1 and 2, are formed independently of each other. Cylinder connecting bosses 6 and 7 and reed valve mounting housings 8 and 9 are provided in the crank chambers 4 and 5, respectively.
10,11,12はクランク軸、カウンタ軸、ドライブ軸の各
軸受孔を示し、13はミッションケースである。Reference numerals 10, 11, 12 denote bearing holes for the crankshaft, counter shaft, and drive shaft, and 13 denotes a mission case.
２サイクルエンジンとしての構成を後シリンダ２によ
って説明すると、シリンダボア14にはピストン15によっ
つて開閉される排気口16および掃気口17が開口し、前記
リードバルブ装着用ハウジング９内にリードバルブ18を
介して吸気通路19が接続される。ピストン15が上昇して
吸気通路19よりクランク室５内に燃料ガスを吸入し、ピ
ストン15の下降によりこれを１次圧縮する。ピストン15
の下降は燃料ガスの燃焼により行われ、下死点に近付く
途中で排気口16が開いて燃焼ガスを排出し、次いで掃気
口17が開き、１次圧縮された燃料ガスが入れ替って充填
される。再びピストン15が上昇し、充填した燃料ガスが
圧縮され、クランク室５には次の燃料ガスが吸入され
る。これを繰返してエンジンが動作する。前シリンダ１
においても同様である。すなわち燃料ガスは、クランク
の１回転毎にクランク室５に吸入され、圧縮され、掃気
通路を介してピストン15上方のシリンダボア14内に充填
される。この充填効率を上げるためには、リードバルブ
18の大きさ設置位置などが重要である。Explaining the structure as a two-cycle engine by the rear cylinder 2, an exhaust port 16 and a scavenging port 17 opened and closed by a piston 15 are opened in a cylinder bore 14, and a reed valve 18 is installed in the reed valve mounting housing 9. The intake passage 19 is connected via the. The piston 15 rises to suck the fuel gas into the crank chamber 5 through the intake passage 19, and the piston 15 descends to primarily compress the fuel gas. Piston 15
Is done by burning the fuel gas, and the exhaust port 16 opens to discharge the combustion gas in the middle of approaching the bottom dead center, and then the scavenging port 17 opens and the primary compressed fuel gas is replaced and filled. It The piston 15 moves up again, the filled fuel gas is compressed, and the next fuel gas is sucked into the crank chamber 5. The engine operates by repeating this. Front cylinder 1
The same is true for. That is, the fuel gas is sucked into the crank chamber 5 for each rotation of the crank, compressed, and filled in the cylinder bore 14 above the piston 15 through the scavenging passage. In order to increase this filling efficiency, the reed valve
The size and installation position of 18 are important.
次に、クランクケース３は加工上アッパーケース3aと
ロアケース3bを合わせて形成される。その割り面Ｘ−Ｘ
は前シリンダ１の接続用ボス６の直下から、クランク軸
心Ｏを通り、後シリンダ２のリードバルブ装着用ハウジ
ング９を縦断するように設定されている。すなわち、リ
ードバルブ装着用ハウジング９はアッパーケース3aとロ
アケース3bに分けて形成され、これを合わせて構成され
る。Next, the crankcase 3 is formed by combining the upper case 3a and the lower case 3b in processing. The split surface XX
Is set so as to pass through the crankshaft center O from directly below the connecting boss 6 of the front cylinder 1 and to longitudinally cut the reed valve mounting housing 9 of the rear cylinder 2. That is, the housing 9 for mounting the reed valve is separately formed into the upper case 3a and the lower case 3b, and is configured by combining them.
このように割り面Ｘ−Ｘを設定したのは、リードバル
ブ装着用ハウジング９は割り面の位置に拘束されないこ
とを意味し、位置、大きさを自由に設定できる。このた
めリードバルブ装着用ハウジング９をクランクケース３
上面ぎりぎりに下げることができ、後シリンダ２を接合
する接続用ボス７の合わせ面7aからの突出量を小さくし
て加工性を向上し、また燃料ガスが吸入、掃気される流
動線を抵抗の少い角度に設定できると共にリードバルブ
装置の容量を大きくできて、吸入効率を高め、エンジン
性能を向上する。The setting of the split surface XX in this way means that the reed valve mounting housing 9 is not restricted by the position of the split surface, and the position and size can be freely set. Therefore, the housing 9 for mounting the reed valve is attached to the crankcase 3
The upper surface can be lowered to the minimum, the amount of protrusion of the connecting boss 7 that joins the rear cylinder 2 from the mating surface 7a is reduced to improve the workability, and the flow line through which the fuel gas is sucked and scavenged is made resistant. The angle can be set to a small angle and the capacity of the reed valve device can be increased to improve intake efficiency and improve engine performance.
以上の通り、この発明に係るＶ型多気筒２サイクルエ
ンジンは、クランクケースを２分割して形成する割り面
を、クランク軸心を通って一方のリードバルブ装着用ハ
ウジングを縦断するように設定したもので、リードバル
ブ装着用ハウジングを割り面に拘束されることなく自由
度の高い位置、大きさに設定でき、シリンダとのつなが
りを改善し、加工性をよくすると共にエンジン性能を向
上する効果がある。As described above, in the V-type multi-cylinder two-cycle engine according to the present invention, the split surface formed by dividing the crankcase into two is set such that one of the reed valve mounting housings is longitudinally cut through the crankshaft center. The reed valve mounting housing can be set to a position and size with a high degree of freedom without being restricted by the split surface, which improves the connection with the cylinder, improves workability, and improves engine performance. is there.
第１図はこの発明の実施例を示すＶ型２気筒２サイクル
エンジンクランクケースの縦断側面図、第２図は同第１
図Ｘ−Ｘ割り面におけるロアケース側の端面図、第３図
〜第８図は従来の割り面位置を説明するクランクケース
の側面図である。 １……前シリンダ、２……後シリンダ、３……クランク
ケース、3a……アッパーケース、3b……ロアケース、4,
5……クランク室、6,7……シリンダ接続用ボス、8,9…
…リードバルブ装着用ハウジング、Ｘ−Ｘ……割り面。FIG. 1 is a vertical sectional side view of a V-type 2-cylinder 2-cycle engine crankcase showing an embodiment of the present invention, and FIG.
FIG. XX is an end view on the lower case side of the split surface, and FIGS. 3 to 8 are side views of the conventional crankcase for explaining the position of the split surface. 1 ... front cylinder, 2 ... rear cylinder, 3 ... crankcase, 3a ... upper case, 3b ... lower case, 4,
5 …… Crank chamber, 6,7 …… Cylinder connecting boss, 8,9…
… Housing for reed valve installation, XX …… Cleaving surface.
Claims (1)
ースにリードバルブ装着用ハウジングを突設したＶ型多
気筒２サイクルエンジンにおいて、クランク軸軸心を通
り、一方のリードバルブ装着用ハウジングを縦断する割
り面で分割したアッパーケースとロアケースとを合わせ
てクランクケースを形成したことを特徴とするＶ型多気
筒２サイクルエンジン。1. A V-type multi-cylinder two-cycle engine in which a reed valve mounting housing is projectingly provided on a crankcase of each V-shaped cylinder, and one reed valve mounting housing is passed through a crankshaft axis. A V-type multi-cylinder two-cycle engine characterized in that a crankcase is formed by combining an upper case and a lower case, which are divided by a vertical split surface.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62254750A JP2564776B2 (en) | 1987-10-12 | 1987-10-12 | V-type multi-cylinder 2-cycle engine |
| EP88309346A EP0312255B1 (en) | 1987-10-12 | 1988-10-07 | V-type multiple cylinder two-cycle engine |
| AU23599/88A AU613966B2 (en) | 1987-10-12 | 1988-10-10 | V-type multiple cylinder two-cycle engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62254750A JP2564776B2 (en) | 1987-10-12 | 1987-10-12 | V-type multi-cylinder 2-cycle engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01100351A JPH01100351A (en) | 1989-04-18 |
| JP2564776B2 true JP2564776B2 (en) | 1996-12-18 |
Family
ID=17269357
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62254750A Expired - Lifetime JP2564776B2 (en) | 1987-10-12 | 1987-10-12 | V-type multi-cylinder 2-cycle engine |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP0312255B1 (en) |
| JP (1) | JP2564776B2 (en) |
| AU (1) | AU613966B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106121835A (en) * | 2016-08-03 | 2016-11-16 | 重庆高金实业有限公司 | There is the leaf valve of novel structure reed |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3554172A (en) * | 1969-10-01 | 1971-01-12 | Brunswick Corp | Reed block crankcase induction for two-cycle engine |
| CS192693B1 (en) * | 1976-09-13 | 1979-09-17 | Zdenek Tichy | Motor box of the motorcycle |
| FR2389766B1 (en) * | 1977-05-06 | 1981-05-22 | Motobecane Ateliers | |
| US4228770A (en) * | 1979-05-29 | 1980-10-21 | Performance Industries, Inc. | Internal combustion engine fuel supply system |
| JPS6056123A (en) * | 1983-09-06 | 1985-04-01 | Honda Motor Co Ltd | Intake-air device in motor-cycle installed with v-type engine |
-
1987
- 1987-10-12 JP JP62254750A patent/JP2564776B2/en not_active Expired - Lifetime
-
1988
- 1988-10-07 EP EP88309346A patent/EP0312255B1/en not_active Expired - Lifetime
- 1988-10-10 AU AU23599/88A patent/AU613966B2/en not_active Ceased
Also Published As
| Publication number | Publication date |
|---|---|
| EP0312255B1 (en) | 1991-11-06 |
| EP0312255A3 (en) | 1989-10-25 |
| AU2359988A (en) | 1989-04-13 |
| AU613966B2 (en) | 1991-08-15 |
| JPH01100351A (en) | 1989-04-18 |
| EP0312255A2 (en) | 1989-04-19 |
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