JPS593113A - Intake device for crank chamber pre-pressurizing system 2-cycle engine - Google Patents
Intake device for crank chamber pre-pressurizing system 2-cycle engineInfo
- Publication number
- JPS593113A JPS593113A JP11365582A JP11365582A JPS593113A JP S593113 A JPS593113 A JP S593113A JP 11365582 A JP11365582 A JP 11365582A JP 11365582 A JP11365582 A JP 11365582A JP S593113 A JPS593113 A JP S593113A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- intake port
- carburetor
- crank chamber
- carbureter
- 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.)
- Pending
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
- F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
- F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
- F02B25/16—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke the charge flowing upward essentially along cylinder wall opposite the inlet ports
-
- 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
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F7/00—Casings, e.g. crankcases or frames
- F02F7/006—Camshaft or pushrod housings
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は主として自動２輪車に利用されるクランク室予
圧縮式２サイクルエンジンの吸気装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an intake system for a crank chamber precompression type two-stroke engine mainly used in two-wheeled motor vehicles.
一般に後輪用スイングアームを１本のショックアブソー
バで懸架する自動２輪車では、エンジンの略真後６ζ後
輸用のショックアブソーバが配置される（先行技術文献
として特開昭５３−２８３９号かある）。本発明は上記
のようなショックアブソーバを簡単基こ配置できるよう
６ζすると共ｇＣ，気化器からクランク室の吸気ポート
までの吸気通路長さを知くすることによりレスポンス性
能の向上を図ろうとするものである。以下図面に基づい
て本発明を説明する。In general, in motorcycles in which the rear wheel swing arm is suspended by a single shock absorber, a 6ζ rear shock absorber is placed approximately directly behind the engine (prior art documents include Japanese Patent Laid-Open No. 53-2839). be). The present invention aims to improve the response performance by not only making it possible to easily arrange the shock absorber as described above, but also by knowing the length of the intake passage from the carburetor to the intake port of the crank chamber. It is. The present invention will be explained below based on the drawings.
第１図は本発明の吸気装置を備えたエンジン０〕上面略
図であり、矢印Ｆ側が例えば自動２輪車の前方である。FIG. 1 is a schematic top view of an engine 0 equipped with an intake system of the present invention, and the side of arrow F is the front side of the two-wheeled motor vehicle, for example.
１はクランクケース、２はシリンダであり、クランクケ
ース１のクランク軸（中心線０〕の左右長さ方向の一端
側、例えば左側にバルブカバー３が備えられ、クランク
ケース後端縁膓のバルブカバー側隅部に気化器４が配置
され、気化器４はバルブカバー３の吸気通路入口部３８
に直接連結されている。気化器４の真後にはエアダクト
５が連結され、ダクト５の真後にはエアクリーナ６が連
結されている。クランクケース１の真後には、単一で後
輪用スイングアームを懸架するショックアブソーバ７が
配置される。８はジェネレータカバー、９はミッション
ケースである。1 is a crankcase, 2 is a cylinder, and a valve cover 3 is provided on one end side in the left and right length direction of the crankshaft (center line 0) of the crankcase 1, for example, on the left side, and a valve cover 3 is provided on the rear edge of the crankcase. A carburetor 4 is arranged at a side corner, and the carburetor 4 is connected to the intake passage inlet 38 of the valve cover 3.
is directly connected to. An air duct 5 is connected right behind the carburetor 4, and an air cleaner 6 is connected right behind the duct 5. Directly behind the crankcase 1, a single shock absorber 7 that suspends a rear wheel swing arm is arranged. 8 is a generator cover, and 9 is a transmission case.
第１図のｎ−ｍ断面拡大後面図である第２図−こおいて
、シリンダ２内にはピストン１０が昇降自在に嵌合し、
シリンダ２上のシリンダへラド１１とピストン１０の間
に燃焼室１４が形成されている。ピストンｌＯはピスト
ンピン１５、連接棒１６、クランクピン１７を介してク
ランク軸１８に接続しており、クランク軸１８は軸受を
介してクランクケース１ ［回転自在に支持さねている
。クランクケース１とクランクアーム２０との間にクラ
ンク室２１か形成されている。クランク軸左右長さ方向
の一端側、即ち左側のクランク呈側部には、吸気ポート
２２を有する仕切板２３が配置されている。仕切板２３
はバルブカバー３とクランクケース１の間に挾持された
円板状の同定部材であり、この仕切板２３とカバー３の
間の薄いスペース内にロータリバルブ２５が回転自在−
こ支持さねている。ロータリバルブ２５はクランク軸１
８に係止されてクランク軸１８と一体的に回転する部材
であり、ロータリバルブ２５を介してカバー３内の吸気
通路２４が開閉自在番ζ吸気ボート２２に接続している
。２６は掃気通路、２７は点火栓である。In FIG. 2, which is an enlarged rear view of the nm section in FIG.
A combustion chamber 14 is formed between the cylinder head 11 on the cylinder 2 and the piston 10. The piston IO is connected to a crankshaft 18 via a piston pin 15, a connecting rod 16, and a crank pin 17, and the crankshaft 18 is rotatably supported by the crankcase 1 via a bearing. A crank chamber 21 is formed between the crank case 1 and the crank arm 20. A partition plate 23 having an intake port 22 is disposed on one end side in the left-right length direction of the crankshaft, that is, on the left crank side. Partition plate 23
is a disc-shaped identification member held between the valve cover 3 and the crankcase 1, and a rotary valve 25 is rotatable in the thin space between the partition plate 23 and the cover 3.
I'm rooting for this. The rotary valve 25 is the crankshaft 1
8 and rotates integrally with the crankshaft 18, and an intake passage 24 in the cover 3 is connected to an intake boat 22 which can be opened and closed via a rotary valve 25. 26 is a scavenging passage, and 27 is a spark plug.
第２図の■−■断面図であるｊ＠３図において、ロータ
リバルブ２５は扇形の切欠２７を備え、矢印肛方向酪こ
回転する。切欠２７の回転方向前端縁２７Ｂと後端縁２
７ｂはロータリバルブ２５の半径方向に延びている。仕
切板２３は前記吸気ボート２２の他盛こ、吸気ポート２
２よりロータリバルブ回転方向前側のＩ８１副吸気ポー
）３０と、ロータリバルブ回転方向後側の第２副吸気ボ
ート３１を備え、両側吸気ポート３０．３１のクラン９
室側には第４図のようにリード弁３２．３３及び弁押え
３４が取り付けである。吸気ボート２２と両側吸気ポー
ト３０．３１は円周方向に配列されているため、カバー
３の吸気通路２４の出口部は円周方向に延びた偏平な断
面形状（第３．第５図）になっている。また吸気通路２
４はロータリバルブ２５と略平行（９Ｊ４図）である。In FIG. 3, which is a sectional view taken along the line ■-■ in FIG. 2, the rotary valve 25 is provided with a fan-shaped notch 27 and rotates in the direction of the arrow. Front edge 27B and rear edge 2 of notch 27 in rotational direction
7b extends in the radial direction of the rotary valve 25. The partition plate 23 is arranged in addition to the intake boat 22 and is connected to the intake port 2.
A crank 9 with intake ports 30 and 31 on both sides includes an I81 sub-intake port 30 on the front side in the rotational direction of the rotary valve and a second sub-intake port 31 on the rear side in the rotational direction of the rotary valve.
On the chamber side, reed valves 32, 33 and a valve holder 34 are attached as shown in FIG. Since the intake boat 22 and the intake ports 30, 31 on both sides are arranged in the circumferential direction, the outlet portion of the intake passage 24 of the cover 3 has a flat cross-sectional shape (FIGS. 3 and 5) extending in the circumferential direction. It has become. Also, intake passage 2
4 is approximately parallel to the rotary valve 25 (Fig. 9J4).
第２図のＶ矢視部分断面図である第５図番こおいて、カ
バー３の吸気通路２４はロータリバルブ２５（１３３図
）の接線方向に沿って後上方へ延びている。吸気通路入
口部３ａは後開きテーパー状に形成され、この入口部３
ａに前記気化器４の筒形出口部４ｂが環状ゴムホルダ３
８を介して嵌合している。ゴムホルダ３８の外周面は吸
気通路入口部３ａの内周面と合致するチー７＜−状に形
成されている。ゴムホルダ３８の内周面には環状内向き
突起３８＆が形成され、内向き突起３８＆は気化器出口
部４ｂの環状溝４０に噛み合い、気化器出口部４ｂがコ
ムホルダ３８から抜は出さないよう−こなっている。ゴ
ムホルダ３８は環状フランジ４１によって前方へ押し込
まれており、７ランジ４１はビス４２によってバルブカ
バー３番こ締着されている。In Figure 5, which is a partial cross-sectional view taken along arrow V in Figure 2, the intake passage 24 of the cover 3 extends rearward and upward along the tangential direction of the rotary valve 25 (Figure 133). The intake passage entrance part 3a is formed in a tapered shape that opens backward.
In a, the cylindrical outlet portion 4b of the vaporizer 4 is connected to the annular rubber holder 3.
It is fitted through 8. The outer circumferential surface of the rubber holder 38 is formed in a chi-shape that matches the inner circumferential surface of the intake passage entrance portion 3a. An annular inward protrusion 38& is formed on the inner peripheral surface of the rubber holder 38, and the inward protrusion 38& engages with an annular groove 40 of the carburetor outlet portion 4b to prevent the carburetor outlet portion 4b from being pulled out from the comb holder 38. It has become. The rubber holder 38 is pushed forward by an annular flange 41, and the seventh flange 41 is fastened to the valve cover No. 3 with a screw 42.
気化器４の真後に配置されたダクト５１コ゛ム製部材で
あり、前、後端部が止めリング４３．４４によりそれぞ
れ気化器４及びエアクリーナ６感こ連結されている。The duct 51 is a column member placed directly behind the carburetor 4, and its front and rear ends are connected to the carburetor 4 and air cleaner 6 by retaining rings 43 and 44, respectively.
機関運転中、エアクリーナ６かも吸む１込まれる空気は
ダクト５を通って気化器４４コ入り、気化器４内で燃料
と混合して混合気となり、カバー３内の吸気通路２４及
びロータリバルブ２５等を通ってクランク室２１に入る
。即ちピストン上昇行程時に混合気が吸気通路２４から
ロータリバルブ２５等を介してクランク室２１に入り、
次にピストン１０が下降する行程において吸気通路２４
はロータリバルブ２５により閉寒され、ピストン１０に
よりクランク室２１内で加圧された混合気は掃気道路２
６（第２図）を経て燃焼室１４に供給される。次１こピ
ストン１０が上昇する行程において燃焼室１４内で混合
気は圧縮され、上死点付近で点火栓２７の火花により爆
発する。During engine operation, the air sucked into the air cleaner 6 passes through the duct 5 and enters the carburetor 44, mixes with fuel in the carburetor 4 to form an air-fuel mixture, and passes through the intake passage 24 in the cover 3 and the rotary valve 25. etc., and enters the crank chamber 21. That is, during the piston upward stroke, the air-fuel mixture enters the crank chamber 21 from the intake passage 24 via the rotary valve 25, etc.
Next, during the downward stroke of the piston 10, the intake passage 24
is closed by the rotary valve 25, and the air-fuel mixture pressurized in the crank chamber 21 by the piston 10 is sent to the scavenging road 2.
6 (FIG. 2) and is supplied to the combustion chamber 14. During the next upward stroke of the piston 10, the air-fuel mixture is compressed within the combustion chamber 14, and explodes near top dead center due to the spark from the ignition plug 27.
なお図示の吸気装置では、ロータリバルブ２５により吸
気ポート２２が閉塞した後に閉塞する第１副吸気ポート
３０と、吸気ポート２２が開放する前に開放する第２ａ
吸気ボート３１とを備え、副吸気ポート３０．３１の下
流側にクランク室２１への流入のみを許すリード弁３２
．３３を配置しているので、最適な吸気の開始タイミン
グ及び閉止タイミングを得ることができる。In the illustrated intake system, the first sub-intake port 30 is closed after the intake port 22 is closed by the rotary valve 25, and the second sub-intake port 30 is opened before the intake port 22 is opened.
A reed valve 32 which only allows air to flow into the crank chamber 21 on the downstream side of the sub-intake port 30.31.
．． 33, it is possible to obtain optimal intake start timing and intake closing timing.
以上説明したように本発明は、クランク軸左右長さ方向
一端側のクランク室側部に吸気ポート２２を形成し、吸
気ポート２２部分にロータリバルブ２５を介してバルブ
カバー３を備え、クランクケース後端縁１ａのバルブカ
バー側隅部に気化器４を配置すると共に、気化器４をバ
ルブカバー３の吸気通路入口部３ａに直接連結し、気化
器４の後側４Ｃ順次エアダクト５及びエアクリーナ６を
配置しているので、次のような利点がある。即ち：（１
）気化器４及びそれに連結されるダクト５やエアクリー
ナ６を、クランクケース後端縁１ａの左右いずれかの隅
部側に片寄らせて配置することになるので、シリンダ１
の真後に後輪用ショックアブソーバ７を簡単番こ、即ち
スペース的に制限されることなく配置することができる
。従って後輪を１本のショックアブンーバで支えるよう
な自動２輪車、いわゆる１本ショックの自動２輪車ルζ
は最適である。As explained above, in the present invention, the intake port 22 is formed on the side of the crank chamber at one end in the left and right longitudinal direction of the crankshaft, the valve cover 3 is provided in the intake port 22 portion via the rotary valve 25, and The carburetor 4 is disposed at the corner of the end edge 1a on the valve cover side, and the carburetor 4 is directly connected to the intake passage inlet 3a of the valve cover 3, and the air duct 5 and air cleaner 6 are sequentially connected to the rear side 4C of the carburetor 4. This arrangement has the following advantages: That is: (1
) Since the carburetor 4 and the duct 5 and air cleaner 6 connected to it are arranged offset to either the left or right corner of the rear edge 1a of the crankcase, the cylinder 1
The shock absorber 7 for the rear wheel can be placed directly behind the rear wheel in a simple manner, that is, without space limitations. Therefore, a motorcycle whose rear wheel is supported by a single shock absorber, a so-called single-shock motorcycle ζ
is optimal.
（２） 気化器４をクランクケース後端縁ｉｓのバル
ブケース側隅部に片寄らせ、直接バルブカバー３の吸気
通路入口部ａａｔこ連結しているので、上記のよう番こ
１本ショックの自動２輪車６ｃ容易に適用できるように
なる利点に加え、気化器４からクランク室２１までの吸
気通路長さを短くすることができ、レスポンス性能が向
上する。(2) Since the carburetor 4 is offset to the corner of the rear edge of the crankcase on the valve case side and is directly connected to the intake passage inlet of the valve cover 3, the automatic one-cylinder shock as described above is In addition to the advantage that it can be easily applied to a two-wheeled vehicle 6c, the length of the intake passage from the carburetor 4 to the crank chamber 21 can be shortened, improving response performance.
（３） 気化器４をクランクケース１＆こ対し左右い
ずわかに片寄らせて配置することになるので、気化器４
の取付及び定検修理作業が容易になる。(3) Since the carburetor 4 is placed slightly off to the left and right with respect to the crankcase 1, the carburetor 4
Installation and periodic inspection and repair work become easier.
なお図面では１気筒エンジンの場合を示しているが、左
右の機関を有する２気筒エンジンの場合には、左機関の
左側後端隅部と、右機関の右側後端隅部にそれぞれ気化
器を配置し、左機関の左側部と、右機関の右側部にそれ
ぞれ吸気ポート及びバルブカバーを備えればよい。Although the drawing shows a one-cylinder engine, in the case of a two-cylinder engine with left and right engines, the carburetor should be installed at the rear left corner of the left engine and at the rear right corner of the right engine. The intake port and valve cover may be provided on the left side of the left engine and the right side of the right engine, respectively.
第１図は本発明による吸気袋＠を備えたエンジンの平面
略図、第２図はｊ８１図の■−■断面後面図、ｓ３図は
第２図の■−■断面図、第４図は第３図のＩＶ−ＩＶ断
面図、ｓ５図は９Ｊ２図の■矢視部分断面図である。１
・・・クランクケース、３・・・バルハゞ
ブカ＼−１３ａ・・・吸気通路入口部、４・・・気化器
、５・・エアダクト、６・・・エアクリーナ、２１・・
・クランク室、２２・・・吸気ポート、２４・・・吸気
通路、あ・・・ロータリバルブFig. 1 is a schematic plan view of an engine equipped with an intake bag according to the present invention, Fig. 2 is a cross-sectional rear view along ■-■ of Fig. j81, Fig. s3 is a sectional view taken along ■-■ of Fig. 2, and Fig. 4 is a cross-sectional view of The IV-IV cross-sectional view of Figure 3, and Figure s5 is a partial cross-sectional view taken in the direction of the ■ arrow in Figure 9J2. 1
・・・Crank case, 3... Valve cover\-13a... Intake passage entrance, 4... Carburetor, 5... Air duct, 6... Air cleaner, 21...
・Crank chamber, 22...Intake port, 24...Intake passage, Ah...Rotary valve
Claims (1)
ポートを形成し、吸気ポート部分にロータリバルブを介
してバルブカバーを備え、クランクケース後端縁のバル
ブカバー側隅部に気化器を配置すると共に、気化器をバ
ルブカバーの吸気通路入口部に直接連結し、気化器の後
側に順次エアダクト及びエアクリーナを配置したことを
特徴とするクランク室予圧縮式２サイクルエンジンの吸
気装置。An intake port is formed on the side of the crank chamber at one end in the left and right length direction of the crankshaft, a valve cover is provided at the intake port via a rotary valve, and a carburetor is placed at the corner of the rear edge of the crankcase on the side of the valve cover. An intake system for a crank chamber precompression two-stroke engine, characterized in that a carburetor is directly connected to an intake passage inlet of a valve cover, and an air duct and an air cleaner are sequentially arranged behind the carburetor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11365582A JPS593113A (en) | 1982-06-29 | 1982-06-29 | Intake device for crank chamber pre-pressurizing system 2-cycle engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11365582A JPS593113A (en) | 1982-06-29 | 1982-06-29 | Intake device for crank chamber pre-pressurizing system 2-cycle engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS593113A true JPS593113A (en) | 1984-01-09 |
Family
ID=14617777
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11365582A Pending JPS593113A (en) | 1982-06-29 | 1982-06-29 | Intake device for crank chamber pre-pressurizing system 2-cycle engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS593113A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62157263A (en) * | 1985-12-28 | 1987-07-13 | Yanmar Diesel Engine Co Ltd | Cylinder head of internal combustion engine |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS529247A (en) * | 1975-07-11 | 1977-01-24 | Hitachi Ltd | Instllation of device for controlling access to or exit from an elevat or cage |
| JPS5541592B2 (en) * | 1974-09-13 | 1980-10-24 | ||
| JPS5713227A (en) * | 1980-06-28 | 1982-01-23 | Yamaha Motor Co Ltd | Intake system of rotary valve type 2-cycle engine |
-
1982
- 1982-06-29 JP JP11365582A patent/JPS593113A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5541592B2 (en) * | 1974-09-13 | 1980-10-24 | ||
| JPS529247A (en) * | 1975-07-11 | 1977-01-24 | Hitachi Ltd | Instllation of device for controlling access to or exit from an elevat or cage |
| JPS5713227A (en) * | 1980-06-28 | 1982-01-23 | Yamaha Motor Co Ltd | Intake system of rotary valve type 2-cycle engine |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62157263A (en) * | 1985-12-28 | 1987-07-13 | Yanmar Diesel Engine Co Ltd | Cylinder head of internal combustion engine |
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