JPH0515897B2 - - Google Patents
Info
- Publication number
- JPH0515897B2 JPH0515897B2 JP59133522A JP13352284A JPH0515897B2 JP H0515897 B2 JPH0515897 B2 JP H0515897B2 JP 59133522 A JP59133522 A JP 59133522A JP 13352284 A JP13352284 A JP 13352284A JP H0515897 B2 JPH0515897 B2 JP H0515897B2
- Authority
- JP
- Japan
- Prior art keywords
- exhaust port
- subchamber
- valve body
- exhaust
- stroke engine
- 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
- 238000011144 upstream manufacturing Methods 0.000 claims description 4
- 239000000203 mixture Substances 0.000 description 8
- 239000000446 fuel Substances 0.000 description 7
- 238000007664 blowing Methods 0.000 description 3
- 239000007789 gas Substances 0.000 description 3
- 238000001514 detection method Methods 0.000 description 2
- 239000000567 combustion gas Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000010349 pulsation Effects 0.000 description 1
- 230000002000 scavenging 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/04—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues in exhaust systems only, e.g. for sucking-off combustion gases
- F02B27/06—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues in exhaust systems only, e.g. for sucking-off combustion gases the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
-
- 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
- F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
- F02B25/20—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18
-
- 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
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust Silencers (AREA)
Description
【発明の詳細な説明】
〔産業上の利用分野〕
この発明は２サイクルエンジンに関し、特にそ
の排気系構造の改良に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a two-stroke engine, and particularly to an improvement in its exhaust system structure.
２サイクルエンジンでは、燃焼ガスを混合気に
よつて押し出す、いわゆる掃気工程で排気を行な
つており、このため４サイクルエンジンの如く独
立した排気バルブを有するエンジンに較べて節度
のあるガス交換、即ち混合気と排気ガスとの交換
が行なえない欠点があつた。このため従来の２サ
イクルエンジンでは、排気の際に混合気の一部が
排出ポートから出てしまい（いわゆる吹き抜け現
象）、混合気の充填効率が低下し、出力の低下し
たエンジンとなつている。また従来はこのような
吹き抜け現象を防止するために、排気管に膨張室
を形成し、この膨張室内に生ずる排気圧脈動を利
用して吹き抜けを防止し、混合気の充填効率を向
上させて出力の向上を図つているが、この膨張室
を形成するに最適な容積も２サイクルエンジンの
各回転域に応じて異なつており、このため全回転
域に応じて、２サイクルエンジンの出力を向上さ
せることが出来なかつた。
In a 2-cycle engine, exhaust is performed by a so-called scavenging process in which combustion gas is pushed out by a mixture, and therefore gas exchange is more moderate than in an engine with an independent exhaust valve such as a 4-stroke engine. The drawback was that the air-fuel mixture and exhaust gas could not be exchanged. For this reason, in conventional two-stroke engines, part of the air-fuel mixture exits from the exhaust port during exhaust (so-called blow-by phenomenon), reducing the filling efficiency of the air-fuel mixture and resulting in an engine with reduced output. Conventionally, in order to prevent this type of blow-by phenomenon, an expansion chamber is formed in the exhaust pipe, and the exhaust pressure pulsations that occur within this expansion chamber are used to prevent blow-by, improving the filling efficiency of the air-fuel mixture and increasing the output. However, the optimal volume for forming this expansion chamber differs depending on each rotation range of the two-stroke engine, so the output of the two-stroke engine is improved depending on the entire rotation range. I couldn't do it.
この発明は上述した問題点に鑑み、低回転域か
ら高回転域に亘る広範囲な回転域に亘つて出力を
向上させた２サイクルエンジンを提供することを
目的とする。
SUMMARY OF THE INVENTION In view of the above problems, it is an object of the present invention to provide a two-stroke engine with improved output over a wide range of rotations from low rotation to high rotation.
上述した目的を達成するため、この発明では、
２サイクルエンジンのエキゾーストポートにサブ
チヤンバを連設するとともに、このサブチヤンバ
とエキゾーストポートとの間に、該エキゾースト
ポートの上流側に回動支点を有し、かつ、前記サ
ブチヤンバとエキゾーストポートとの間を連通さ
せた際に、自由端部分がエキゾーストポート内に
臨むようにプレート形状の弁体を配置し、この弁
体により前記エキゾーストポートとサブチヤンバ
との間を連通させた際に、同時に前記サブチヤン
バとエキゾーストポートとの間の該エキゾースト
ポートの断面積を絞り込むようにしたものであ
る。
In order to achieve the above-mentioned object, this invention:
A subchamber is connected to an exhaust port of a two-stroke engine, and a pivot point is provided between the subchamber and the exhaust port on the upstream side of the exhaust port, and the subchamber and the exhaust port are communicated with each other. A plate-shaped valve body is arranged so that the free end portion faces the inside of the exhaust port when the exhaust port is opened, and when the valve body communicates between the exhaust port and the subchamber, the subchamber and the exhaust port are simultaneously The cross-sectional area of the exhaust port between the exhaust port and the exhaust port is narrowed down.
以下、本発明に係る２サイクルエンジンの一実
施例を詳述する。
An embodiment of the two-stroke engine according to the present invention will be described in detail below.
第１図は本発明の２サイクルエンジン１０を示
す要部破断面図である。 FIG. 1 is a cross-sectional view of essential parts showing a two-stroke engine 10 of the present invention.
この２サイクルエンジン１０のシリンダヘツド
１２には、シリンダブロツク１４に形成されたエ
キゾーストポート１６に連通するサブチヤンバ１
８が形成されている。一方、このサブチヤンバ１
８と前記エキゾーストポート１６との間には、該
エキゾーストポート１６とサブチヤンバ１８との
間を連通あるいは閉塞するプレート形状の弁体２
０が配置されている。この弁体２０は、第２図の
拡大斜視図に示すように、その両側に壁２０ａを
備えており、弁体２０の背面２０ｂは、エキゾー
ストポート１６の内周面１６ａとほぼ同一形状に
形成されている。また、この弁体２０には、軸２
２が形成されており、この軸２２は、第１図に示
すように、エキゾーストポート１６の上流側に回
動自在に支承されている。 The cylinder head 12 of the two-stroke engine 10 has a subchamber 1 that communicates with an exhaust port 16 formed in the cylinder block 14.
8 is formed. On the other hand, this subchamber 1
8 and the exhaust port 16 is a plate-shaped valve body 2 that communicates or closes the exhaust port 16 and the subchamber 18.
0 is placed. As shown in the enlarged perspective view of FIG. 2, this valve body 20 is provided with walls 20a on both sides thereof, and a back surface 20b of the valve body 20 is formed in substantially the same shape as the inner circumferential surface 16a of the exhaust port 16. has been done. The valve body 20 also has a shaft 2.
2 is formed, and this shaft 22 is rotatably supported on the upstream side of the exhaust port 16, as shown in FIG.
そして、この弁体２０は以下のような態様をと
る。弁体２０により前記サブチヤンバ１８とエキ
ゾーストポート１６との間を連通させた際に、エ
キゾーストポート１６の上流から、排出されるガ
スが前記弁体本体２２の側方からサブチヤンバ１
８内に侵入することを防止する。一方、第１図に
示すように、弁体２０が拡開され、エキゾースト
ポート１６とサブチヤンバ１８との間を連通させ
ると、エキゾーストポート１６の下流側に位置す
る弁体２０の先端部２０ｃがエキゾーストポート
１６内に侵入し、エキゾーストポート１６の断面
は、第１図のAA断面で示す第３図のように絞り
込まれることとなる。なお、前記サブチヤンバ１
８とエキゾーストポート１６との間が弁体２０に
よつて閉塞されると、第１図のAA断面で示す第
４図のようにエキゾーストポート１６の断面積が
もとの形状に復帰する。なお、第１図で符号１４
ａは弁体２０の壁部２０ａを案内収容する凹部、
１４ｂは弁体２０の先端２０ｃを係止収容する段
部、１４ｃはシリンダである。 This valve body 20 takes the following form. When the subchamber 18 and the exhaust port 16 are communicated with each other by the valve body 20, the gas discharged from upstream of the exhaust port 16 flows from the side of the valve body 22 into the subchamber 1.
8. On the other hand, as shown in FIG. 1, when the valve body 20 is expanded and the exhaust port 16 and the subchamber 18 are communicated with each other, the tip 20c of the valve body 20 located downstream of the exhaust port 16 is connected to the exhaust port 16. The exhaust port 16 enters the port 16, and the cross section of the exhaust port 16 is narrowed down as shown in FIG. 3, taken along the line AA in FIG. Note that the subchamber 1
8 and the exhaust port 16 is closed by the valve body 20, the cross-sectional area of the exhaust port 16 returns to its original shape as shown in FIG. In addition, the reference numeral 14 in Figure 1
a is a recessed portion that guides and accommodates the wall portion 20a of the valve body 20;
14b is a stepped portion that locks and accommodates the tip 20c of the valve body 20, and 14c is a cylinder.
次に上述した２サイクルエンジン１０の作用を
説明し、併せて構成をより詳細に説明する。 Next, the operation of the two-stroke engine 10 described above will be explained, and the configuration will also be explained in more detail.
２サイクルエンジン１０が始動し、その回転数
が低・中回転域にあると、そのエンジンの回転数
は図示しない検出手段によつて検知され、その検
知信号に基づいて駆動される図示せぬ駆動装置に
よつて弁体２０が軸２２を中心に回転され、第１
図の実線で示すようにサブチヤンバ１８とエキゾ
ーストポート１６との間を連通させる。このよう
にして、弁体２０が拡開されると、弁体２０の先
端部２０ｃはエキゾーストポート１６内に侵入
し、エキゾーストポート１６に断面積が縮小され
た絞り部１６ｂを形成することとなる。このよう
にサブチヤンバ１８とエキゾーストポート１６と
が連通し、かつエキゾーストポート１６に絞り部
１６ｂが形成されると、低・中回転域において混
合気の吹き抜け現象を防止するに最適な排気管容
積が確保されるとともに、エキゾーストポート１
６の絞り部１６ｂによつて極低回転域における混
合気の吹き抜け現象が防止されることとなる。ま
た２サイクルエンジン１０が高回転域に至ると、
図示せぬ前記駆動装置によつて、弁体２０が第１
図の一点鎖線で示す位置に回転し、サブチヤンバ
１８とエキゾーストポート１６との間を閉塞する
ので、高回転域に最適な排気管容積、およびエキ
ゾーストポート１６の断面積が確保されることと
なる。 When the two-cycle engine 10 starts and its rotation speed is in a low/medium rotation range, the engine rotation speed is detected by a detection means (not shown), and a drive (not shown) is driven based on the detection signal. The valve body 20 is rotated around the shaft 22 by the device, and the first
As shown by the solid line in the figure, the subchamber 18 and the exhaust port 16 are communicated with each other. When the valve body 20 is expanded in this manner, the tip portion 20c of the valve body 20 enters the exhaust port 16, forming a constricted portion 16b with a reduced cross-sectional area in the exhaust port 16. . When the subchamber 18 and the exhaust port 16 communicate with each other in this way, and the constriction part 16b is formed in the exhaust port 16, an optimal exhaust pipe volume is secured to prevent the air-fuel mixture from blowing through in the low-to-medium rotation range. Exhaust port 1
The throttle portion 16b of No. 6 prevents the air-fuel mixture from blowing through in the extremely low rotation range. Moreover, when the two-stroke engine 10 reaches a high rotation range,
The valve body 20 is moved to the first position by the drive device (not shown).
Since it rotates to the position shown by the dashed line in the figure and closes the space between the subchamber 18 and the exhaust port 16, the optimum exhaust pipe volume and cross-sectional area of the exhaust port 16 in the high rotation range are ensured.
この発明は２サイクルエンジンのエキゾースト
ポートにサブチヤンバを連設し、このエキゾース
トポートとサブチヤンバとの間に、該エキゾース
トポートとサブチヤンバとの間を所定のエンジン
回転数域で開閉するとともに、同時にエキゾース
トポートの断面積を可変させる弁体を配置したた
め、極低回転域から高回転域に至る広範囲なエン
ジン回転域において混合気の吹き抜けを防止で
き、したがつて、各回転域のエンジン出力を向上
させることが出来る。
In this invention, a subchamber is connected to an exhaust port of a two-stroke engine, and a subchamber is opened and closed between the exhaust port and the subchamber in a predetermined engine speed range, and at the same time the exhaust port is opened and closed at a predetermined engine speed range. By arranging a valve body that can vary the cross-sectional area, it is possible to prevent the air-fuel mixture from blowing through a wide range of engine speeds, from extremely low speeds to high speeds, thereby improving engine output in each speed range. I can do it.
第１図は本発明の２サイクルエンジンを示す要
部断面部、第２図は弁体の拡大斜視図、第３図お
よび第４図はそれぞれ第１図のAA断面図であ
る。
１０……２サイクルエンジン、１６……エキゾ
ーストポート、１８……サブチヤンバ、２０……
弁体、２２……軸。
FIG. 1 is a sectional view of a main part showing a two-stroke engine of the present invention, FIG. 2 is an enlarged perspective view of a valve body, and FIGS. 3 and 4 are sectional views along line AA of FIG. 1, respectively. 10...2-stroke engine, 16...exhaust port, 18...subchamber, 20...
Valve body, 22...shaft.
Claims (1)
るとともに、このサブチヤンバと前記エキゾース
トポートとの間に、該エキゾーストポートの上流
側に回動支点を有し、かつエキゾーストポートと
前記サブチヤンバとの間を連通させた際に、自由
端部分がエキゾーストポート内に臨むようにプレ
ート形状の弁体を配置したことを特徴とする２サ
イクルエンジン。1. When a subchamber is connected to an exhaust port, a pivot point is provided between the subchamber and the exhaust port on the upstream side of the exhaust port, and the exhaust port and the subchamber are communicated with each other. A two-stroke engine characterized in that a plate-shaped valve body is arranged so that a free end portion faces into an exhaust port.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59133522A JPS6114424A (en) | 1984-06-28 | 1984-06-28 | Two-cycle engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59133522A JPS6114424A (en) | 1984-06-28 | 1984-06-28 | Two-cycle engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6114424A JPS6114424A (en) | 1986-01-22 |
| JPH0515897B2 true JPH0515897B2 (en) | 1993-03-02 |
Family
ID=15106752
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59133522A Granted JPS6114424A (en) | 1984-06-28 | 1984-06-28 | Two-cycle engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6114424A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| SE9903403L (en) * | 1999-09-22 | 2001-03-23 | Electrolux Ab | Two stroke internal combustion engine |
-
1984
- 1984-06-28 JP JP59133522A patent/JPS6114424A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6114424A (en) | 1986-01-22 |
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