JPH0457847B2 - - Google Patents
Info
- Publication number
- JPH0457847B2 JPH0457847B2 JP58054554A JP5455483A JPH0457847B2 JP H0457847 B2 JPH0457847 B2 JP H0457847B2 JP 58054554 A JP58054554 A JP 58054554A JP 5455483 A JP5455483 A JP 5455483A JP H0457847 B2 JPH0457847 B2 JP H0457847B2
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- piston
- intake
- intake port
- negative pressure
- 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
- 235000014676 Phragmites communis Nutrition 0.000 description 16
- 239000000446 fuel Substances 0.000 description 3
- 239000000203 mixture Substances 0.000 description 3
- 230000002000 scavenging effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
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
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
- F02B33/04—Engines with reciprocating-piston pumps; Engines with crankcase pumps with simple crankcase pumps, i.e. with the rear face of a non-stepped working piston acting as sole pumping member in co-operation with the crankcase
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
Description
【発明の詳細な説明】
ａ 産業上の利用分野
本発明は、騒音の低減を図り得る２気筒２サイ
クルエンジンに関する。DETAILED DESCRIPTION OF THE INVENTION a. Field of Industrial Application The present invention relates to a two-cylinder two-stroke engine capable of reducing noise.
ｂ 従来の技術
２サイクルエンジンは、シリンダ壁面に吸気ポ
ートを有し、シリンダ内への混合気の出入りはピ
ストン上部がバルブの作用をして制御する。そし
て、４サイクルと異なり、１回転で１サイクルを
完了するためシリンダ内の排気と新気の入れ換
え、すなわち、掃気は１行程の中で行わなければ
らない。この掃気作用を行わせるために、クラン
ク室内を低圧予圧室として、この中に新気を吸入
し、ピストンの下降によつて圧縮した混合気をシ
リンダ内に送り込む必要がある。このためケース
にバルブを必要とし、このバルブの形式にピスト
ンバルブ方式、リードバルブ方式等がある。ピス
トンバルブ方式はピストンの下部がバルブの作用
をするもので、開閉のタイミングが一定で、ある
特定回転数で性能を上げるのに適する。一方、リ
ードバルブ方式は、吸気通路とクランクケース内
とをリードバルブで開閉するもので、エンジンの
要求に応じて自動的にタイミングが変わり広い範
囲に良好な出力特性が得られる。しかしながら、
このリードバルブ方式は、高回転の場合、リード
バルブの固有振動数が低いため共振を起こし、開
閉のタイミングが乱れ吸気量が下がつてしまう欠
点を有する。そこで、ピストンバルブの良さとリ
ードバルブの良さを組み合わせたピストンリード
バルブ方式が一部高性能車に採用されている。こ
れは、ピストンバルブの開放時間を大きくとつて
高速回転に合わせ、このままでは中低速がうまく
回らなくなるのをリードバルブで補い、低速から
高速まで広い範囲に良い出力特性を得るようにし
たものである。b. Prior Art A two-stroke engine has an intake port on the cylinder wall, and the upper part of the piston acts as a valve to control the entry and exit of the air-fuel mixture into the cylinder. Unlike the four-cycle cycle, one revolution completes one cycle, so exchanging the exhaust gas and fresh air in the cylinder, that is, scavenging, must be performed in one stroke. In order to perform this scavenging action, it is necessary to create a low-pressure precompression chamber in the crank chamber, suck fresh air into this chamber, and send compressed air-fuel mixture into the cylinder as the piston descends. For this reason, a valve is required in the case, and there are two types of valves: piston valve type, reed valve type, etc. In the piston valve system, the lower part of the piston acts as a valve, and the timing of opening and closing is constant, making it suitable for improving performance at a certain rotation speed. On the other hand, the reed valve system uses a reed valve to open and close the intake passage and the inside of the crankcase, and the timing changes automatically according to the engine's demands, providing good output characteristics over a wide range. however,
This reed valve system has the disadvantage that at high rotation speeds, the natural frequency of the reed valve is low, causing resonance, which disrupts the timing of opening and closing and reduces the amount of intake air. Therefore, the piston reed valve system, which combines the advantages of piston valves and reed valves, has been adopted in some high-performance cars. This is done by increasing the opening time of the piston valve to match high speed rotation, and using a reed valve to compensate for the inability to rotate at medium and low speeds as it is, to obtain good output characteristics over a wide range from low to high speeds. .
このピストンリードバルブ方式の２サイクルエ
ンジンを第１図により説明すると、１はシリン
ダ、２はピストン、３はクランクケース、４はシ
リンダ１に設けられた吸気通路であり、この吸気
通路４は吸気ポート５1を介してシリンダ１内面
に開口し、かつ吸気ポート５2を介してクランク
室６に開口している。該吸気ポート５2にはクラ
ンク室６の負圧により開放するリードバルブ７が
設けられ、このリードバルブ７はストツパー８を
介して一定の開度に規制されるものである。９は
排気ポート１０を介してシリンダ１内面に開口し
た排気通路である。 To explain this piston reed valve type two-stroke engine with reference to Fig. 1, 1 is a cylinder, 2 is a piston, 3 is a crankcase, 4 is an intake passage provided in the cylinder 1, and this intake passage 4 is an intake port. It opens into the inner surface of the cylinder 1 through the intake port 5 1 and into the crank chamber 6 through the intake port 5 2 . The intake port 52 is provided with a reed valve 7 which is opened by the negative pressure of the crank chamber 6, and this reed valve 7 is regulated to a constant opening via a stopper 8. Reference numeral 9 denotes an exhaust passage that opens into the inner surface of the cylinder 1 through an exhaust port 10.
ｃ 発明が解決しようとする課題
この種の２サイクルエンジンでは、クランク室
６内の負圧によつてリードバルブ７を開放し、吸
気通路４から混合気をクランク室６に導入する。
このとき、クランク室６の負圧は、吸気通路４を
通してピストン２の側面に作用し、ピストン２を
シリンダ１壁面に接触させる。とくに、２気筒で
吸気通路４を互いに連通した２サイクルエンジン
では、第２図のように、右側のピストン２が下死
点付近にいるとき、左側のピストン２が上死点付
近にいるので、左側のクランク室６の吸入負圧が
連通管を通して右側のピストンの上部側面に作用
し、大きな騒音を引起す欠点があつた。c. Problems to be Solved by the Invention In this type of two-stroke engine, the reed valve 7 is opened by the negative pressure in the crank chamber 6, and the air-fuel mixture is introduced into the crank chamber 6 from the intake passage 4.
At this time, the negative pressure in the crank chamber 6 acts on the side surface of the piston 2 through the intake passage 4, bringing the piston 2 into contact with the wall surface of the cylinder 1. In particular, in a two-stroke engine with two cylinders and the intake passages 4 communicating with each other, as shown in Fig. 2, when the right piston 2 is near the bottom dead center, the left piston 2 is near the top dead center. There was a drawback in that the suction negative pressure in the left crank chamber 6 acted on the upper side surface of the right piston through the communication pipe, causing large noise.
本発明は、上記事情に鑑みてなされたもので、
エンジン作動時の騒音を低減し得る２気筒サイク
ルエンジンを提供することを目的とする。 The present invention was made in view of the above circumstances, and
An object of the present invention is to provide a two-cylinder cycle engine that can reduce noise during engine operation.
ｄ 課題を解決するための手段
本発明は上記課題を解決するため、各気筒の吸
気通路相互間を連通した２気筒２サイクルエンジ
ンにおいて、上記各気筒のシリンダに開口した吸
気ポートに対向するシリンダの壁面に、各気筒の
負圧源に連通した第２の吸気ポートをそれぞれ設
け、上記各気筒の第２の吸気ポート相互間を互い
に連通したことにある。d Means for Solving the Problems In order to solve the above problems, the present invention provides a two-cylinder two-stroke engine in which the intake passages of the respective cylinders are connected to each other, in which the intake passages of the cylinders facing the intake ports opening in the cylinders of the respective cylinders are The second intake port communicating with the negative pressure source of each cylinder is provided on the wall surface, and the second intake ports of the respective cylinders are communicated with each other.
ｅ 実施例
以下、第１図と同一部分には同符号を付して、
その説明を省略して示す図示の実施例を参照しな
がら本発明を詳細に説明する。e Example Hereinafter, the same parts as in Fig. 1 are given the same symbols,
The present invention will be described in detail with reference to illustrated embodiments, the description of which will be omitted.
第３図および第４図は、ピストンリードバルブ
方式の２気筒２サイクルエンジンで、これは、各
気筒Ａ，Ｂのシリンダ１の吸気ポート５1に対向
するシリンダ１の壁面、すなわち、排気ポート１
０の下部に第２の吸気ポート１１をそれぞれ設
け、この吸気ポート１１をそれぞれ通路１２1を
介して負圧源となる吸気通路４に連通してある。
この吸気ポート１１はピストン２が上死点前後に
位置するとき開くように設ける。上記通路１２1
は、シリンダブロツク１ａの内部を経て吸気通路
４に接続している。 3 and 4 show a two-cylinder, two-stroke engine with a piston reed valve system.
A second intake port 11 is provided at the lower part of each of the intake ports 1 and 2, and each of the intake ports 11 is communicated with the intake passage 4 , which serves as a negative pressure source, through a passage 121.
This intake port 11 is provided so as to open when the piston 2 is located around the top dead center. Above passage 12 1
is connected to the intake passage 4 through the inside of the cylinder block 1a.
なお、この通路１２1としては、第５図のよう
にシリンダ１のシリンダブロツク１ａ内に通路１
２2および連結管１３を介して吸気通路４に連通
する通路１２3に連結してもよい。 Note that this passage 121 is a passage 1 in the cylinder block 1a of the cylinder 1 as shown in FIG.
2 2 and a connecting pipe 13 to a passage 12 3 that communicates with the intake passage 4.
また、負圧源としては、吸気通路４の他に第６
図のように、連結管１４を介してクランク室６に
連通してもよい。 In addition to the intake passage 4, a sixth negative pressure source is also used.
As shown in the figure, it may be communicated with the crank chamber 6 via a connecting pipe 14.
各気筒Ａ，Ｂの吸気通路４相互間は第４図のよ
うに連結管１５で連結され、かつ吸気ポート１１
相互間は連結管１６を介して各通路１２4を連結
している。 The intake passages 4 of each cylinder A and B are connected to each other by a connecting pipe 15 as shown in FIG.
The passages 12 4 are connected to each other via connecting pipes 16 .
しかして、上記２気筒サイクルエンジンによれ
ば、リードバルブ７が開いて、クランク室６の負
圧が吸気通路４を介して吸気ポート５1からピス
トン２側面に作用するとき、負圧源の負圧は通路
１２1を介して第２の吸気ポート１１からピスト
ン２側面に作用する。したがつて、ピストン２は
両側から負圧を受けるので、片側に片寄ることが
なく、シリンダ１内面と接触する虞れがない。 According to the two-cylinder cycle engine, when the reed valve 7 opens and the negative pressure in the crank chamber 6 acts on the side surface of the piston 2 from the intake port 51 via the intake passage 4, the negative pressure source Pressure acts on the side surface of the piston 2 from the second intake port 11 via the passage 12 1 . Therefore, since the piston 2 receives negative pressure from both sides, it will not shift to one side and there is no risk of it coming into contact with the inner surface of the cylinder 1.
一方、吸気ポート１１相互間を連結管１６を介
して連通することで、たとえば、一方の気筒Ａの
ピストン２が下死点付近のときは他方の気筒Ｂの
クランク負圧を受けるので、ピストン２の振れを
防止できる。 On the other hand, by communicating the intake ports 11 with each other via the connecting pipe 16, for example, when the piston 2 of one cylinder A is near the bottom dead center, it receives crank negative pressure of the other cylinder B, so that the piston 2 can prevent runout.
ｆ 発明の効果
以上述べたように、本発明の２気筒２サイクル
エンジンによれば、シリンダに開口した吸気ポー
トに対向するシリンダの壁面に、負圧源に連通し
た第２の吸気ポートを設けたので、ピストンの振
れを防止して、騒音の発生を防止できる。とく
に、２気筒で、互いに吸気通路を連通したので左
右のピストンの振れに伴う騒音の発生を完全に防
止できる。f Effects of the Invention As described above, according to the two-cylinder two-stroke engine of the present invention, the second intake port communicating with the negative pressure source is provided on the wall of the cylinder opposite to the intake port opened in the cylinder. Therefore, the vibration of the piston can be prevented and the generation of noise can be prevented. In particular, since the two cylinders have their intake passages communicating with each other, it is possible to completely prevent the generation of noise caused by the vibration of the left and right pistons.
第１図は、従来のピストンリードバルブ方式の
２サイクルエンジンを示す断面図、第２図は、２
気筒で、相互の吸気通路を連通した２サイクルエ
ンジンにおけるピストン位置とクランク室の負圧
との関係を示す図、第３図は本発明の一実施例に
おけるピストンリードバルブ方式の２気筒２サイ
クルエンジンを示す断面図、第４図は、第３図の
Ａ−Ａ線断面図、第５図は、第３図の他の実施例
を示す断面図、第６図は、本発明の他の実施例を
示す断面図である。
１……シリンダ、２……ピストン、３……クラ
ンクケース、４……吸気通路、５1，５2，１１…
…吸気ポート、１２1，１２2，１２3，１２4……
通路、１３，１４，１５，１６……連結管。
Figure 1 is a sectional view showing a conventional piston reed valve type two-stroke engine, and Figure 2 is a cross-sectional view of a conventional piston reed valve type two-stroke engine.
A diagram showing the relationship between the piston position and the negative pressure in the crank chamber in a two-stroke engine in which the cylinders communicate with each other through their intake passages. FIG. 4 is a sectional view taken along the line A-A in FIG. 3, FIG. 5 is a sectional view showing another embodiment of the present invention, and FIG. 6 is a sectional view showing another embodiment of the present invention. It is a sectional view showing an example. 1... Cylinder, 2... Piston, 3... Crankcase, 4... Intake passage, 5 1 , 5 2 , 11...
...Intake port, 12 1 , 12 2 , 12 3 , 12 4 ...
Passage, 13, 14, 15, 16...connecting pipe.
Claims (1)
サイクルエンジンにおいて、上記各気筒のシリン
ダに開口した吸気ポートに対向するシリンダの壁
面に、各気筒の負圧源に連通した第２の吸気ポー
トをそれぞれ設け、上記各気筒の第２の吸気ポー
ト相互間を互いに連通したことを特徴とする２気
筒２サイクルエンジン。1 Two cylinders 2 with the intake passages of each cylinder communicating with each other
In the cycle engine, a second intake port communicating with the negative pressure source of each cylinder is provided on the wall surface of the cylinder opposite to the intake port opened in the cylinder of each cylinder, and the second intake port of each cylinder is connected to the second intake port of each cylinder. A two-cylinder, two-stroke engine characterized by having two cylinders that communicate with each other.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5455483A JPS59180028A (en) | 1983-03-30 | 1983-03-30 | Two-cycle engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5455483A JPS59180028A (en) | 1983-03-30 | 1983-03-30 | Two-cycle engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59180028A JPS59180028A (en) | 1984-10-12 |
| JPH0457847B2 true JPH0457847B2 (en) | 1992-09-14 |
Family
ID=12973900
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5455483A Granted JPS59180028A (en) | 1983-03-30 | 1983-03-30 | Two-cycle engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59180028A (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5758722B2 (en) * | 1977-01-27 | 1982-12-10 | Nippon Columbia |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5758722U (en) * | 1980-09-24 | 1982-04-07 |
-
1983
- 1983-03-30 JP JP5455483A patent/JPS59180028A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5758722B2 (en) * | 1977-01-27 | 1982-12-10 | Nippon Columbia |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59180028A (en) | 1984-10-12 |
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