JPH07317555A - Internal combustion engine with supercharger - Google Patents

Abstract

PURPOSE:To provide an internal combustion engine equipped with a supercharger, with which the capacity of the supercharger can be made small by equalization of the requisite supercharge amount during one revolution of the engine and which can be constructed in a small size. CONSTITUTION:An internal combustion engine 1 is equipped with a supercharger 30 driven by the exhaust gas, wherein a pressure accumulating chamber 40 at least larger than the piston stroke capacity of one cylinder is installed in the air feed passage 16b situated between the supercharger 30 and combustion chamber 7, and a check valve 18 is installed upstream of this pressure accumulating chamber 40.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine equipped with a supercharger which is rotationally driven by exhaust gas.

[0002]

2. Description of the Related Art For example, a two-cycle internal combustion engine may be provided with a supercharger for supercharging air into a combustion chamber in order to improve output. As a supercharger of this type, conventionally, Japanese Patent Laid-Open No. 3-179152 proposes a supercharger that is rotationally driven by the power of a crankshaft (Japanese Patent Laid-Open No. Sho. In Japanese Patent Laid-Open No. 59-220491, there is proposed one provided with a supercharger (turbocharger) which is rotationally driven by exhaust gas. When such a supercharger is provided, it is common to set the capacity of the supercharger so that a supercharging amount corresponding to the engine characteristics can be obtained from the viewpoint of improving supercharging efficiency and responsiveness. .

[0003]

However, when the supercharging capacity is simply set according to the engine characteristics, the capacity of the supercharger may need to be increased more than necessary. There is a problem that the machine becomes large.
For example, in the case where a single-cylinder engine or a plurality of cylinders and each cylinder has the same scavenging / exhaust timing and is equipped with a supercharger,
After the scavenging exhaust is finished and the scavenging port is closed, supercharging is no longer required, so the engine can respond to the engine's required output even though the engine's required air supply varies greatly during one revolution of the engine. In order to do so, it is inevitable to set the supercharging capacity at the peak according to the capacity for the number of cylinders, and from this point, the supercharger becomes large.

Further, at the moment when the pressure and flow velocity of the exhaust gas flow become weak, the supercharging pressure of the exhaust turbine also becomes small, so that the pressure of the silencer, which also functions as the accumulator chamber of the air supply system, decreases, and this pressure drop is compensated. Therefore, it is necessary to increase the capacity of the supercharger, which also increases the size of the supercharger.

The present invention has been made in view of the above situation, and the capacity of the supercharger can be reduced by equalizing the required supercharging amount, and thus the internal combustion engine equipped with the supercharger can contribute to downsizing. It is intended to provide an institution.

[0006]

According to a first aspect of the present invention, in an internal combustion engine equipped with a supercharger that is rotationally driven by exhaust gas, at least the air supply passage between the supercharger and the combustion chamber is provided. A feature is that a pressure accumulating chamber larger than the piston stroke volume of one cylinder is provided, and a check valve is arranged on the upstream side of the pressure accumulating chamber.

According to a second aspect of the present invention, the internal combustion engine is a multi-cylinder two-cycle internal combustion engine, the crankpin phase is different between at least two cylinders, and the compression ratio of the crank chamber is smaller than the engine compression ratio. In addition, a check valve is arranged between the crank chamber and the air supply passage.

The invention of claim 3 is characterized in that the crank chambers of at least two cylinders having different crank pin phases are communicated with each other.

[0009]

According to the internal combustion engine having the supercharger of the first aspect of the present invention, since the pressure accumulating chamber is provided between the combustion chamber and the supercharger, the pressure accumulating chamber is closed after the scavenging port is closed. The charge air pressure can be stored in the supercharger, which makes it possible to equalize the required supercharge amount for one revolution of the engine when viewed from the supercharger, and reduce the capacity of the supercharger accordingly. The supercharger can be downsized. As a result, it is possible to improve the engine output while reducing the size of the supercharger even when the scavenging / exhaust timing is the same for a single cylinder or a plurality of cylinders.

Further, in the present invention, since the check valve is arranged on the upstream side of the pressure accumulating chamber, it is possible to prevent the reverse flow of fresh air due to the blowback from the combustion chamber, and it is possible to avoid the deterioration due to the adhesion of fuel to the supercharger. The durability can be improved.

In the invention of claim 2, since the crankpin phase of each cylinder is different in the multi-cylinder two-cycle internal combustion engine, after the scavenging port of a certain cylinder is closed, supercharging is not required for the cylinder. However, it will be supercharging to other cylinders,
Therefore, the required supercharging amount per engine revolution is made uniform. Further, since the system supplies pressurized air to the crank chamber, this crank chamber has a function of a charge tank for pressure adjustment.
The required supercharging amount can be made uniform during rotation, and the capacity of the supercharger can be reduced accordingly.

In the invention of claim 3, since the crank chambers of two or more cylinders are communicated with each other, the function as the charge tank is increased due to the substantial expansion of the crank chambers, whereby the required supercharging amount is further uniformed. And the capacity of the supercharger can be further reduced. Further, the effect of making the scavenging pressure uniform by increasing the crank chamber volume can be obtained.

[0013]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 4 are views for explaining an internal combustion engine equipped with a supercharger according to an embodiment of the present invention. In the present embodiment, a case where the invention is applied to a two-cycle gasoline engine will be described as an example.

In the drawing, reference numeral 1 denotes a water-cooled parallel three-cylinder two-cycle gasoline engine, a crankcase 3 is attached to a lower mating surface 2a of a cylinder block 2 of the engine 1, and a lower portion of the cylinder block 2 and the crankcase. Three
And 3 sets of crank chambers 4 for each cylinder. A cylinder head 5 is placed on the upper mating surface 2b of the cylinder block 2 and is fastened and fixed by a head bolt 6.

A combustion recess 5a forming a combustion chamber 7 is provided in a portion of the lower surface of the cylinder head 5 facing each cylinder, and a spark plug 8a and an injector of a fuel injection device are provided in the recess 5a. 8b is inserted.

Three cylinder bores 2c are formed in parallel in the cylinder block 2, and a piston 9 is slidably inserted in each of the cylinder bores 2c. The piston 9 has a small end 10a of the connecting rod 10.
Are connected via a piston pin 11 and a needle bearing 12, and the large end portion 10b of the connecting rod 10 is connected to a crank pin 13a of a crankshaft 13 via a needle bearing 14. Here, the crankpin phase of each cylinder of the engine 1 is set at 120 degree intervals, and the compression ratio of each crank chamber 4 is set to a value smaller than the engine compression ratio.

Three sets of intake openings 3a are formed on the lower surface of the crankcase 3 so as to communicate with the crank chambers 4, and the intake manifold 1 is provided in each of the intake openings 3a.
6a is connected. An intake pipe 16b is connected to the merging portion of the intake manifold 16a.
An air cleaner 17 is connected to the upstream end of 6b.
Here, the intake manifold 16a is formed to have a relatively large diameter, and acts as the pressure accumulating chamber 40 that fulfills the supercharging pressure adjusting function in the present invention.

A reed valve 18 as a check valve is arranged in each of the intake openings 3a. This reed valve 1
Reference numeral 8 is a structure in which an opening 18b formed in the valve body 18a is opened and closed by a valve plate 18c. The reed valve 18 automatically opens when the pressure in the crank chamber 4 becomes lower than that of the intake manifold 16a due to the rise of the piston 9, and introduces air into the crank chamber 4, and when the piston 9 descends, the inside of the crank chamber 4 becomes the intake manifold 16a. When the pressure becomes higher, it closes to prevent blowback of air.

A scavenging control opening 2d is formed in the skirt portion of the cylinder block 2 so as to communicate with each of the crank chambers 4. A scavenging chamber 19 common to the three crank chambers 4 is connected to each scavenging control opening 2d, and each connection opening of the scavenging chamber 19 is connected to the scavenging control valve 1
It can be opened and closed with 9a.

As shown in FIG. 3, the scavenging control valve 19a has three valve plates 20b fixed to a valve shaft 20a. The valve shaft 20a is operated by a stepping motor 22 via a pair of bevel gears 21. It is driven to rotate. As a result, the valve plates 20b simultaneously open and close the scavenging adjustment openings 2d. Further, the stepping motor 22 is controlled by the ECU 23 based on the operating state of the engine (engine speed, fuel injection amount, accelerator opening degree, etc.).

FIG. 4 is a control map built in the ECU 23. The scavenging control valve 19a is fully opened regardless of the engine speed when there is no load such as during engine braking, and when the load is small. Is controlled such that the opening becomes narrower as the engine speed is higher, and the opening is narrower in a wider engine rotation range as the load is larger.

For example, when the scavenging control valve 19a is opened, the scavenging chamber 19 communicates with each crank chamber 4 and the crank chamber volume is substantially expanded. Therefore, the scavenging air pressure is reduced and the intake air amount is reduced, so that The EGR gas increases and the combustion temperature decreases. Further, when the scavenging control valve 19a is closed, the volume of the crank chamber becomes normal, and the scavenging is sufficiently performed.

Here, the crank chamber 4 functions as a charge tank for adjusting the supply pressure from the supercharger, which will be described later. In this case, when the scavenging control valve 19a is opened to substantially increase the crank chamber volume, the pressure adjusting function is expanded, and the supercharging amount required by the engine when viewed from the supercharger is made uniform. . That is, when the scavenging port is closed, supercharging becomes unnecessary, but in this case, the pressure is accumulated in the crank chamber, so that the required supercharging amount becomes uniform.

On the upper part of the cylinder block 2,
An exhaust port 25 is formed for each cylinder, and an exhaust manifold 26a is connected to each exhaust port 25. An exhaust pipe 26b is connected to the merging portion of the exhaust manifold 26, and a muffler 27 is connected to the downstream end of the exhaust pipe 26b.

Exhaust port 25 of the cylinder block 2
A pair of main scavenging ports 28a are formed on both sides of the above, and a counter scavenging port 28b is formed at a position facing the exhaust port 25, and these scavenging ports 28a and 28b are connected via a scavenging port 28c. It communicates with the cylinder crank chamber 4.

Further, the cylinder block 2 is provided with oil holes 2e and 2f for supplying lubricating oil to the piston sliding surface.
Are formed for each cylinder. Both oil holes 2e, 2
f penetrates the wall surface of the cylinder block 2 in a direction perpendicular to the crankshaft 13, between the first and second piston rings of the piston 9 located at the bottom dead center, and the exhaust port 25.
It is located below. Then, the oil holes 2e, 2 described above
f is the lubricating oil pump 29b via the oil supply passage 29a
And the operation of the pump 29b is controlled by the ECU 23 so as to increase the amount of lubricating oil in a high load / high speed rotation range, for example. The lubricating oil from the lubricating oil pump 29b is also supplied to the journal bearing 13b of the crankshaft 13.

The engine 1 has a supercharger 30. The supercharger 30 integrally includes a turbine housing 31a provided in the middle of the exhaust pipe 26b and a compressor housing 31b provided in the middle of the intake pipe 16b, and an exhaust turbine 32a is provided in the turbine housing 31a.
The compressor 33 has a structure in which the compressor 33 is rotatably disposed in the compressor housing 31b, and the exhaust turbine 32 and the compressor 33 are connected by a shaft 34. A water-cooled or air-cooled intercooler 35 is provided downstream of the supercharger 30 in the intake pipe 16b.

Here, the reed valve 18 is arranged in the intake opening 3a downstream of the intake pipe 16b of the supercharger 30 and communicating with the crank chamber 4, and the injector 8b and the oil hole 2e, 2f is reed valve 18
It is located on the downstream side of. This prevents the supply air from flowing into the supercharger 30 due to blowback and a decrease in the supercharging pressure. As shown in FIG. 1, the injector 8b may be inserted and arranged in a portion of the cylinder block 2 that faces the scavenging port 28c or a portion of the crankcase 3 that faces the crank chamber 4.

Further, an exhaust variable valve 37 as an exhaust timing variable means is provided on the upper wall portion of the opening of the exhaust port 25. The exhaust variable valve 37 is inserted and arranged so as to cross each exhaust port 25 of the cylinder block 2 in the crankshaft direction. Exhaust variable valve 3
Reference numeral 7 denotes a substantially circular arc-shaped valve portion 37a formed by cutting out a part of a round bar, and the valve portion 37a is recessed in the top wall of the exhaust port 25 to form an inner surface of the exhaust port 25. The fully open position that is flush with the valve portion 3 (see the solid line in FIG. 1)
7a protrudes and rotates between the exhaust port 25 and the fully closed position (see the broken line in FIG. 1) that narrows down the opening a little.

A drive motor 38 is connected to the outwardly projecting end of the exhaust variable valve 37 via a drive pulley (not shown) or a gear train, and the operation of the motor 38 is controlled by the ECU 39. The ECU 39 controls the turning angle of the exhaust variable valve 37 in accordance with operating conditions such as throttle opening and engine speed based on a built-in control map.

Next, the function and effect of this embodiment will be described. The two-stroke gasoline engine 1 of this embodiment is an EC
By U39, the exhaust variable valve 37 is fully opened in the high speed rotation range to accelerate the exhaust timing, and is fully closed in the low speed rotation range to delay the exhaust timing. As a result, in the high speed range, the exhaust timing becomes earlier,
Exhaust gas is discharged at a high pressure and a high flow rate, and this high-energy exhaust gas drives the exhaust turbine to rotate, which increases the boost pressure and improves the boost efficiency. Further, in the low speed range, the exhaust gas energy becomes smaller and the supercharging pressure decreases as the exhaust timing becomes late. However, as the exhaust timing is delayed, the time that the combustion gas acts on the piston becomes longer, and the output reduction at low speed can be suppressed. As a result, it is possible to suppress the output reduction in the low speed range while improving the supercharging efficiency in the high speed range, thereby obtaining stable and high engine performance over a wide operating range from the low speed to the high speed.

Further, in this embodiment, the three-cylinder engine is used and the crankpin phase difference of each cylinder is set to 120 degrees. Therefore, after the scavenging port of one cylinder is closed, the other cylinders are supercharged sequentially. Therefore, as compared with the case of the same phase, the fluctuation of the required supercharging amount during one revolution of the engine becomes smaller, and the supercharging amount can be made uniform.

Further, since the supply of air to the crank chamber 4 is performed, the crank chamber 4 fulfills a pressure adjusting function, and when the required supercharging amount for each cylinder is reduced, the crank chamber 4 is The supercharging pressure will be stored inside.
Moreover, in this embodiment, the scavenging chamber 19 communicating with each crank chamber 4 is connected, the scavenging control valve 19a is arranged at the connection opening of the chamber 19, and the scavenging control valve 19a is controlled to open and close. In the operating range in which the scavenging control valve 19a is open, the substantial volume of the crank chamber is significantly increased, the pressure adjusting function is further increased, and as a result, the required supercharging amount can be made more uniform. As a result, the capacity of the supercharger 30 can be further reduced.

Further, in this embodiment, since the large-diameter intake manifold 16a functioning as the pressure accumulating chamber 40 is connected to the intake opening 3a of the crankcase 3, the required supercharging amount can be made uniform also from this point.

Furthermore, in this embodiment, the reed valve 1
8 is arranged in the intake opening 3a located downstream of the supercharger 30, and the injector 8b is further connected to the reed valve 18 described above.
Since it is arranged on the further downstream side, even if the supply air is blown back from the combustion chamber 7 and flows back into the crank chamber 4, the reed valve 18
Prevents the supply air containing fuel from reaching the supercharger 30. As a result, it is possible to reliably prevent the durability of the supercharger 30 from being deteriorated due to the adhesion of the fuel, and it is possible to extend the life.

FIGS. 5 and 6 are views for explaining an internal combustion engine having a supercharger according to a second embodiment of the present invention, which is an example applied to a two-cycle diesel engine. In the figure, the same reference numerals as in FIG. 1 indicate the same or corresponding parts.

The three-cylinder two-cycle diesel engine 50 of this embodiment has the crankcase 3 fastened to the lower side of the cylinder block 2 and the cylinder head 51 fastened to the upper side,
Since the basic structure is substantially the same as that of the above-mentioned embodiment, detailed description will be omitted.

A cylindrical plug holding hole 53 opening to the main combustion chamber 52 is formed in the portion of the cylinder head 51 on the mating surface 51a side, and a hot plug 54 is inserted and fixed in the holding hole 53. Burning recess 5 of the hot plug 54
An auxiliary combustion chamber 55 is formed by 4a and the head-side combustion recess 51b, and the auxiliary combustion chamber 55 communicates with the main combustion chamber 52 through a communication hole 54b. An injector 56a and a glow plug 56b are inserted in the auxiliary combustion chamber 55.

Exhaust port 60 of the cylinder block 2
Is a main exhaust port 60b that leads the main exhaust port 60a to the cylinder external connection port, and a pair of sub-exhaust ports 60c that open to the upper side of the main exhaust port 60a. It is configured with a sub-exhaust port 60d that joins. An exhaust pipe 26b is connected to the exhaust port 60 via an exhaust manifold 26a, and an exhaust gas S that purifies the exhaust gas is provided downstream of the exhaust pipe 26b.
An OF decomposition catalyst 65 is provided.

Sub-exhaust port 6 of the cylinder block 2
A compression ratio variable valve 61 for opening and closing the valve 0d is inserted and arranged. A drive motor 62 is connected to the compression ratio variable valve 61 via a gear train or the like.
The operation of 2 is controlled by the ECU 63. This ECU 63
Controls rotation according to operating conditions such as throttle opening and engine speed. That is, the compression ratio variable valve 61 is rotated to the fully closed position in the low rotation range and to the fully opened position in the high rotation range. The compression ratio when the compression ratio variable valve 61 is opened is determined by the volume of the main combustion chamber 52 when the top surface of the piston 9 is located at the upper edge of the auxiliary exhaust port 60c. Lower than when closed.

An intake manifold 16a functioning as a pressure accumulating chamber 40 is connected to the intake opening 3a of the crankcase 3, and a scavenging chamber 19 communicating with each crank chamber 4 is connected to the cylinder block 2. .

Next, the function and effect of this embodiment will be described. The two-cycle diesel engine 50 of this embodiment is an ECU
63, the compression ratio variable valve 61 is closed to increase the compression ratio in the low speed rotation range, and the compression ratio variable valve 61 is opened to decrease the compression ratio in the high speed rotation range. As a result, knocking due to abnormal combustion in the high speed range can be prevented, combustibility is improved, and exhaust gas can be smoothly guided to the exhaust turbine, so that supercharging efficiency can be improved and the amount of HC can be reduced. Further, since the compression ratio is increased in the low speed operation range, the supercharging pressure can be increased as much as the exhaust gas pressure rises, and the supercharging efficiency in the low speed region can be improved. As a result, stable and high engine performance can be obtained over a wide range from low speed to high speed.

In this embodiment, the crank pin phase is set to 120.
In addition, since the pressure accumulating chamber 40 is provided in the intake opening 3a of the crankcase 3 and the scavenging chamber 19 communicating with each crank chamber 4 is connected, the supercharging required by the engine is performed by the same operation as in the first embodiment. The amount can be made uniform, and the capacity of the supercharger 30 can be reduced accordingly.

FIG. 7 is a diagram for explaining an internal combustion engine equipped with a supercharger according to a third embodiment of the present invention. This embodiment is a two-cycle engine in which fuel is supplied by a carburetor. It is an example applied to. In the figure, the same reference numerals as those in FIG. 2 indicate the same or corresponding portions.

In the two-cycle engine 70 of this embodiment, a carburetor 71 is provided at the downstream end of the intake pipe 16b, and an intercooler 35 and a supercharger 30 are provided upstream of the carburetor 71. Is configured. An intake manifold 16a is connected to the carburetor 71, and the manifold 16a is connected to an intake port of the engine 70.

A pressure accumulating chamber 72 is formed in the intake manifold 16a so as to communicate therewith, and the volume of the pressure accumulating chamber 72 is set to be larger than the piston stroke volume. Further, a check valve 73 is arranged upstream of the carburetor 71 to prevent the backflow of the supply air.

In this embodiment, since the pressure accumulating chamber 72 is formed in the intake manifold 16a, the supercharging amount to the engine can be made uniform even if the supercharging pressure decreases as the exhaust gas flow decreases.
The capacity of the supercharger 30 can be reduced.

FIG. 8 is a diagram for explaining an internal combustion engine provided with a supercharger according to a modification of the third embodiment, and the same reference numerals as those in the above drawings indicate the same or corresponding parts.

Two-cycle gasoline engine 7 of this embodiment
In FIG. 5, the chamber 77 in which the large-capacity pressure accumulating chamber 76 is formed is connected to the intake opening 3 a of the crankcase 3. An air supply communication hole 77a is formed in the chamber 77, a carburetor 78 is provided on the outer wall side of the communication hole 77a, and a check valve 79 is provided on the inner wall side.

In the present embodiment, since the capacity of the pressure accumulating chamber 76 is increased, the required supercharging amount can be made more uniform, and the supercharger 30 can be further downsized.

FIG. 9 is a view for explaining an internal combustion engine equipped with a supercharger according to a fourth embodiment of the present invention, and the same reference numerals as those in the above drawings indicate the same or corresponding parts. This embodiment is an example applied to a 4-cycle 3-cylinder diesel engine.

In the four-cycle diesel engine 80 of this embodiment, the piston 81 is inserted into the skirt portion 82a of the cylinder block 82 into which the piston 81 is slidably inserted.
The crankshaft 83 connected to the
It has a schematic structure in which an oil pan 84 is connected to the lower surface of 2a. The crankpin phase of each cylinder is set to 120 degrees.

A cylinder head 85 is fastened to the upper surface of the cylinder block 82.
An intake port 87 and an exhaust port (not shown) are opened in a portion of the fuel cell 5 facing the combustion chamber 86. An intake valve 88 and an exhaust valve are provided at the openings of the ports, and the valves are opened and closed by the rotation of the cam shaft 89. Further, the combustion chamber 86 is provided in the cylinder head 85.
Is formed with a secondary combustion recess 85a, and an injector 90a and a glow plug 90b are inserted into the recess 85a.

An intake pipe 91 is connected to the intake port 87, an exhaust pipe 92 is connected to the exhaust port, and a supercharger 93 is interposed between the exhaust pipe 92 and the intake pipe 91. . Incidentally, 94 is an intercooler.

A check valve 95 for preventing the backflow of the supply air is arranged at the discharge 93a of the intake pipe 91 on the downstream side of the supercharger 93. Since the engine of this embodiment also has a phase difference of 120 degrees, the required supercharging amount to the engine can be made uniform, and the supercharger 93 can be downsized accordingly.
Further, since the check valve 95 is arranged on the downstream side of the supercharger 93 and the injector 90a is arranged on the downstream side of the check valve 95, it is possible to prevent the fuel from adhering due to the reverse flow of the supply air. The durability of 93 can be improved.

[0056]

As described above, according to the internal combustion engine provided with the supercharger according to the invention of claim 1, the pressure accumulating chamber is provided between the combustion chamber and the supercharger, and the upstream side of the pressure accumulating chamber is provided. Since the check valve is installed, the supercharging amount required by the engine can be equalized, and the capacity of the supercharger can be reduced accordingly, and the backflow of fresh air due to blowback can be prevented. There is.

In the second aspect of the present invention, the crankpin phase of each cylinder is made different in the multi-cylinder two-cycle internal combustion engine, and since the crank chamber has a pressure adjusting function, the supercharging amount required by the engine is made uniform. Therefore, there is an effect that the capacity of the supercharger can be reduced accordingly.

Further, in the third aspect of the invention, since the crank chambers of the cylinders having the crank pin phase difference are communicated with each other, the pressure adjusting function of each crank chamber is increased, and the required supercharging amount can be made more uniform. This has the effect of reducing the capacity of the feeder.

[Brief description of drawings]

FIG. 1 is a sectional front view for explaining a 3-cylinder 2-cycle gasoline engine including a supercharger according to an embodiment of the present invention.

FIG. 2 is a schematic configuration diagram of the engine of the embodiment.

FIG. 3 is a sectional view taken along line III-III in FIG.

FIG. 4 is a scavenging control valve opening-engine speed characteristic diagram of the embodiment.

FIG. 5 is a sectional front view for explaining a two-cycle diesel engine according to a second embodiment of the present invention.

FIG. 6 is a schematic configuration diagram of the engine of the second embodiment.

FIG. 7 is a schematic configuration diagram showing a two-cycle engine according to a third embodiment of the present invention.

FIG. 8 is a sectional view showing a two-stroke engine according to another example of the third embodiment.

FIG. 9 is a sectional front view showing a four-cycle diesel engine according to a fourth embodiment of the present invention.

[Explanation of symbols]

1,50,70,75,80 Internal combustion engine 4 Crank chamber 7 Combustion chamber 18 Reed valve (check valve) 30,93 Supercharger 40,72,76 Accumulation chamber

Claims (3)

[Claims] 1. In an internal combustion engine equipped with a supercharger that is driven to rotate by exhaust gas, a pressure accumulating chamber larger than a piston stroke volume of at least one cylinder is provided in an air supply passage between the supercharger and the combustion chamber. An internal combustion engine provided with a supercharger, wherein a check valve is provided upstream of the pressure accumulating chamber. 2. The engine according to claim 1, wherein the internal combustion engine is a multi-cylinder two-cycle internal combustion engine, the crankpin phase is different between at least two cylinders, and the compression ratio of the crank chamber is smaller than the engine compression ratio. An internal combustion engine having a supercharger, characterized in that a check valve is arranged between the crank chamber and the air supply passage. 3. The internal combustion engine according to claim 2, wherein the crank chambers of at least two cylinders having different crankpin phases are communicated with each other.