JPS60132025A - Exhaust device for two-cycle engine - Google Patents

Exhaust device for two-cycle engine

Info

Publication number
JPS60132025A
JPS60132025A JP58240377A JP24037783A JPS60132025A JP S60132025 A JPS60132025 A JP S60132025A JP 58240377 A JP58240377 A JP 58240377A JP 24037783 A JP24037783 A JP 24037783A JP S60132025 A JPS60132025 A JP S60132025A
Authority
JP
Japan
Prior art keywords
chamber
chamber volume
engine speed
speed
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.)
Pending
Application number
JP58240377A
Other languages
Japanese (ja)
Inventor
Yoshinobu Tanaka
義信 田中
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kawasaki Heavy Industries Ltd
Kawasaki Motors Ltd
Original Assignee
Kawasaki Heavy Industries Ltd
Kawasaki Jukogyo KK
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Kawasaki Heavy Industries Ltd, Kawasaki Jukogyo KK filed Critical Kawasaki Heavy Industries Ltd
Priority to JP58240377A priority Critical patent/JPS60132025A/en
Publication of JPS60132025A publication Critical patent/JPS60132025A/en
Pending legal-status Critical Current

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
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Characterised By The Charging Evacuation (AREA)
  • Exhaust Silencers (AREA)

Abstract

PURPOSE:To obtain the optimum chamber volume of an exhaust passage, for engine speed by interlocking said chamber volume with said engine speed and reducing said chamber volume in line with the increase in said engine speed. CONSTITUTION:When an engine rotates at a low speed, a governer weight 24 is subjected to little centrifugal force, a sleeve 20 is not moved in the direction of the arrow A, links 17, 14 are not rotated, and a chamber 8 is maintained at its maximum volume (100%). As the engine speed increases, the governer weight 24 starts to open due to the centrifugal force, causing the sleeve 20 to start to move in the direction of the arrow A against a governer spring. An L-shaped link 17, a transmission part 16, and a rotary link 14 are moved in the arrow direction, and a rod 10 and a piston wall 9 starts to be lowered, causing a chamber volume to be reduced.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は２サイクルエンジンの排気装置に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to an exhaust system for a two-stroke engine.

（従来技術） 排気通路の途中にチャンバーを設けることにより、低速
回転域での排気脈動を吸収し、低速回転域での出方向上
を達成できることはよく知られている。上記チャンバー
を備えている従来の排気装置は、チャンバーと排気通路
の間に開閉弁を備え、低速回転時に開閉弁を開き、高速
回転時に開閉弁を閉じるようになっている。(Prior Art) It is well known that by providing a chamber in the middle of the exhaust passage, it is possible to absorb exhaust pulsation in the low speed rotation range and achieve an improvement in the output direction in the low speed rotation range. A conventional exhaust device including the above-mentioned chamber includes an on-off valve between the chamber and the exhaust passage, and opens the on-off valve during low-speed rotation and closes the on-off valve during high-speed rotation.

ところが開閉弁によるチャンバー′の開閉だけではその
出力特性において、第８図の破線のグラフＸｏで示すよ
うに、開閉弁の動作時（開動作時又は閉動作時）のＤ部
分で出力の落込み現象（谷間）が生じる。即ちエンジン
回転数がＤあるいはＤ近傍になると、出力変化の円滑性
が失なわれるという問題が生じる。なお第８図において
グラフＸ□は開閉弁を開状態に固定した場合の出力変化
、いわゆる低速型性能カーブを示し、グラフｘ２は開閉
弁を閉状態に固定した場合の出力変化、いわゆる高速型
性能カーブを示している。従ってグラフＸ。は実際には
回転数りより低速回転数域においてはグラフｘ０と重な
り、回転数りよ妙高速回転数域ではグラフＸ２と重なっ
ている。However, if the chamber' is only opened and closed by the on-off valve, its output characteristics will drop at portion D when the on-off valve is operating (opening or closing), as shown by the broken line graph Xo in Figure 8. A phenomenon (valley) occurs. That is, when the engine speed reaches D or near D, a problem arises in that the smoothness of output changes is lost. In Fig. 8, graph X□ shows the output change when the on-off valve is fixed in the open state, so-called low-speed type performance curve, and graph x2 shows the output change when the on-off valve is fixed in the closed state, so-called high-speed type performance curve. It shows a curve. Therefore graph X. actually overlaps with the graph x0 in the lower rotational speed range than the rotational speed, and overlaps with the graph X2 in the higher rotational speed range than the rotational speed.

（発明の目的） 低速から高速までの全回転数域における出方向上を図る
と共に、回転数の変化に対する出力の変化が、いかなる
回転数域においても円滑に行なわれるようにすることを
目的としている。(Purpose of the invention) The purpose of the invention is to improve the output direction in the entire rotation speed range from low speed to high speed, and to ensure that changes in output in response to changes in rotation speed occur smoothly in any rotation speed range. .

（発明の構成） Ｕ）　排気通路の途中にチャンバーを設け、（ロ）該チ
ャンバーにチャンバー容積増減機構を備え、 ｅ→　エンジン回転数の変化に連動し回転数の増加に応
じてチャンバー容積が減少するように増減機構を構成し
ている。(Structure of the invention) U) A chamber is provided in the middle of the exhaust passage, (b) The chamber is provided with a chamber volume increase/decrease mechanism, e→ The chamber volume decreases in response to changes in engine speed and as the engine speed increases. The increase/decrease mechanism is configured to do so.

（実施例） 本発明を適用した２サイクルエンジンの縦断面図を示す
第１図におｈて、１はシリンダ、２はクランクケース、
３はピストンであって、シリンダ１には排気通路５、吸
気通路６及び掃気通路Ｔが形成されている。掃気通路７
の上端開口部及び排気通路５は、ピストン８の上下運動
によってシリンダ１内に対して開閉する。吸気通路６は
ピストン３の上下運動によってクランクケース２内に対
して開閉する。(Example) In FIG. 1h showing a longitudinal cross-sectional view of a two-stroke engine to which the present invention is applied, 1 is a cylinder, 2 is a crankcase,
3 is a piston, and the cylinder 1 has an exhaust passage 5, an intake passage 6, and a scavenging passage T formed therein. Scavenging passage 7
The upper end opening and the exhaust passage 5 are opened and closed with respect to the inside of the cylinder 1 by the vertical movement of the piston 8. The intake passage 6 opens and closes with respect to the inside of the crankcase 2 by the vertical movement of the piston 3.

チャンバー８は排気通路５の途中部分に設けられると共
に、筒形に形成されている。チャンバー８内には、チャ
ンバー容積増減用のピストン壁９がチャンバー８の長さ
方向（中心線方向）移動自在に嵌合している。ピストン
壁９にはロッド１０が固着されており、ロッド１０はシ
ーｙｉｌを介してチャンバー８の上壁に軸方向移動自在
に支持されると共にチャンバー外へ延び出し、ガバナ装
置１２に連動連結されている。またピストン壁９には、
チャンバー８の小径入口部８ａと同形状の小径部９ａが
形成されており、ピストン壁９が最も下方位置まで移動
したときには、小径部９ａが入口部８ａを完全に埋め、
チャンバー容積が０になるようになっている。The chamber 8 is provided in the middle of the exhaust passage 5 and has a cylindrical shape. A piston wall 9 for increasing and decreasing the chamber volume is fitted into the chamber 8 so as to be movable in the length direction (center line direction) of the chamber 8 . A rod 10 is fixed to the piston wall 9, and the rod 10 is axially movably supported on the upper wall of the chamber 8 via a seam, extends out of the chamber, and is operatively connected to a governor device 12. There is. Also, on the piston wall 9,
A small diameter part 9a having the same shape as the small diameter inlet part 8a of the chamber 8 is formed, and when the piston wall 9 moves to the lowest position, the small diameter part 9a completely fills the inlet part 8a.
The chamber volume is set to 0.

前記ロッド１０とガバナ装置１２との連動連結構造の一
例を簡単に説明すると、ロッド１０の上端には１対の環
状アジャスタプレート１８が形成されており、プレート
１８間には回動リンク１４の一端ピン部１４ａが係合し
ている。リンク１４はその中間部が支持ビン１５により
回動自在に支持されてお杉、他端部が適当な伝達部材１
６を介してＬ形すンク１７の一端部に枢着連結されてい
る。Ｌ形すンク１７の中間部はピン１８により回動自在
に支持されており、他端ピン部１９はガバナスリーブ２
００１対のアジャスタプレート２１間に挾持されている
。ガバナスリーブ２０はクランク軸２８の端部に軸方向
移動自在に嵌合しておＶ、ガバナスプリング（図示せず
）によシ遠心式ガバナウェイト２４側へ押し付けられて
いる。To briefly explain an example of the interlocking connection structure between the rod 10 and the governor device 12, a pair of annular adjuster plates 18 are formed at the upper end of the rod 10, and one end of the rotation link 14 is formed between the plates 18. The pin portion 14a is engaged. The middle part of the link 14 is rotatably supported by a support pin 15 made of cedar, and the other end part is made of a suitable transmission member 1.
6 to one end of the L-shaped sink 17. The middle part of the L-shaped sink 17 is rotatably supported by a pin 18, and the other end pin part 19 is connected to the governor sleeve 2.
It is held between 001 pairs of adjuster plates 21. The governor sleeve 20 is fitted onto the end of the crankshaft 28 so as to be movable in the axial direction, and is pressed toward the centrifugal governor weight 24 by a governor spring (not shown).

なお第１図において８０はキャブレター、８１はスロツ
Ｉ−ルバルプである。In FIG. 1, 80 is a carburetor, and 81 is a slot I valve.

（作用） エンジンが低速回転のときは第１図に示すように、ガバ
ナウェイト２４には殆ど遠心力がかからず、そのために
スリーブ２０は矢印入方向へは動かず、またリンク１７
．１４は回動せず、従ってチャンバー８は最大容積（１
００％容積）に保たれる。これにより低速回転時の排気
脈動が良好に吸収される。(Function) When the engine is rotating at low speed, as shown in FIG.
．． 14 does not rotate, so the chamber 8 has a maximum volume (1
00% volume). This effectively absorbs exhaust pulsation during low speed rotation.

エンジン回転数が増加してくると、ガバナウェイト２４
は遠心力によシ開き出し、スリーブ２Ｏをガバナスプリ
ングに抗して矢印Ａ方向へ移動させ始める。スリーブ２
Ｏの矢印Ａ方向の移動によ如、Ｌ形すンク１７．伝達部
材１６及び回動リンク１４はそれぞれ第１図の矢印方向
へ動き、ロッド１０及びピストン壁９が下降し始め、そ
れによりチャンバー容積が減少し始める。As the engine speed increases, the governor weight 24
opens due to centrifugal force, and begins to move the sleeve 2O in the direction of arrow A against the governor spring. sleeve 2
By moving O in the direction of arrow A, the L-shaped sink 17. The transmission member 16 and the pivot link 14 each move in the direction of the arrow in FIG. 1, and the rod 10 and piston wall 9 begin to descend, thereby causing the chamber volume to begin to decrease.

エンジン回転数の増加量に応じてチャンバー容積は減少
してゆき、エンジン回転数が最高出力域あるいはオーバ
ーラン域に達したときには、第２図に示すようにピスト
ン壁９は最下方位置まで下降し、チャンバー容積は０に
なる。The chamber volume decreases as the engine speed increases, and when the engine speed reaches the maximum output range or overrun range, the piston wall 9 descends to the lowest position as shown in FIG. , the chamber volume becomes 0.

即ち低速回転から高速回転に至るまでチャンバー容積は
滑らかに減少してゆき、しかも各回転数毎に最適のチャ
ンバー容積を提供することになる。That is, the chamber volume decreases smoothly from low speed rotation to high speed rotation, and the optimum chamber volume is provided for each rotation speed.

一方エンジン回転数が減少する場合には、スリーブ２Ｏ
がガバナスプリングの弾性力により逆矢印Ａ方向へ移動
し、それによりピストン壁９は上昇し、チャンバー容積
は増加してゆく。On the other hand, if the engine speed decreases, the sleeve 2O
is moved in the direction of the reverse arrow A by the elastic force of the governor spring, thereby causing the piston wall 9 to rise and the chamber volume to increase.

なおピストン壁９の各回転数毎の上下方向位置、上昇速
度又は下降速度等は、チャンバー容積が各回転数毎の最
適容積になるように、リンク１７．１４等の長さの調節
によル調節される。The vertical position, rising speed, or descending speed of the piston wall 9 for each rotation speed can be adjusted by adjusting the length of the links 17, 14, etc. so that the chamber volume becomes the optimum volume for each rotation speed. adjusted.

第７図に破線で示すグラフＹ。は第１図の構造を採用し
た場合の出力特性グラフである。また実線で示すグラフ
Ｙ０、Ｙ２、￥３、￥４は、それぞれチャンバー容積を
１００％、６０％、８０％、０％に固定した場合の出力
特性を示している。即ちグラフＹ。は、各回転数におい
てＹ０〜￥４のうち最も高出力を発生しうるグラフ部分
を取り出し、低速回転数から高速回転数へ至るまで順次
上記取出部分を継ぎ足した曲線にほぼなっている。Graph Y shown by a broken line in FIG. is an output characteristic graph when the structure shown in FIG. 1 is adopted. Further, graphs Y0, Y2, ¥3, and ¥4 indicated by solid lines indicate output characteristics when the chamber volumes are fixed at 100%, 60%, 80%, and 0%, respectively. That is, graph Y. is almost a curve obtained by extracting the graph portion that can generate the highest output from Y0 to ¥4 at each rotation speed and sequentially adding the extracted portions from low rotation speed to high rotation speed.

なお第７図では説明の都合上、１００％、６０％８０％
、０％の４段階のグラフＹ１、Ｙ２、￥３、Ｙ４Ｌか示
していないが、チャンバー容積は１００％から０％まで
無段変化する。従って実際にはＹいからＹ４までの間に
各％のグラフが無数に存在し、それらのグラフを順次継
ぎ足していくと実際にＹ。の曲線になる。In addition, in Figure 7, for convenience of explanation, 100%, 60%, 80%
, 0% are not shown in the graph Y1, Y2, ¥3, Y4L, but the chamber volume changes steplessly from 100% to 0%. Therefore, in reality, there are countless graphs of each percentage between Y2 and Y4, and if you add these graphs one after another, you will actually get Y. becomes a curve.

また第７図ではグラフＹ。を分り易くするために、Ｙｌ
〜Ｙ４のグラフ等よシ少し上方へずらしである。Also, graph Y in Figure 7. In order to make it easier to understand, Yl
-The graph of Y4 is slightly shifted upward.

（別の実施例） （１）第８図に示すようにピストン壁９として、単なる
ディスク状の部材を採用する。(Another embodiment) (1) As shown in FIG. 8, a simple disk-shaped member is employed as the piston wall 9.

（２）　第４、第５図に示すようにピストン壁９の形状
を、排気通路５の周壁と同一半径の円弧形に形成し、ピ
ストン壁９が最下方位置（第５図の位置）にきたときに
、ピストン壁９が完全に排気通路５の周壁の一部となる
ようにする。(2) As shown in FIGS. 4 and 5, the shape of the piston wall 9 is formed into an arc shape with the same radius as the circumferential wall of the exhaust passage 5, and the piston wall 9 is at the lowermost position (the position shown in FIG. 5). The piston wall 9 is made to completely become a part of the peripheral wall of the exhaust passage 5 when the piston reaches the end.

（３）第１図のようなピストン壁９を、例えばスロット
ルバルブ８１に連動させ、バルブ３１の開度が増加して
エンジン回転数が増加するに従い、ピストン壁９が下降
するようにしてもよい。(3) The piston wall 9 as shown in FIG. 1 may be linked to, for example, the throttle valve 81, so that the piston wall 9 descends as the opening of the valve 31 increases and the engine speed increases. .

（４）第６図に示すよりにピストン壁９及びロッド１Ｏ
を作動させる機構として、エンジン回転数を検出する回
転数検出装置８５と、回転数に応じてパルス信号を発生
するパルス発信装置８６と、パルス信号の発生量に応じ
て回動角度が変化するサーボモータ８７を備え、サーボ
モータ３７の回動レバー８８をロッド１０に連動連結し
てもよい。(4) Piston wall 9 and rod 1O as shown in FIG.
The operating mechanism includes a rotation speed detection device 85 that detects the engine rotation speed, a pulse transmitter 86 that generates a pulse signal according to the rotation speed, and a servo whose rotation angle changes according to the amount of pulse signals generated. A motor 87 may be provided, and a rotation lever 88 of the servo motor 37 may be operatively connected to the rod 10.

即ち第６図の構造では回転数の増加に応じてパルス簡号
が増加し、サーボモータ８７の矢印Ｆ方向への回動角度
が増加し、チャンバー容積が減少する。That is, in the structure shown in FIG. 6, as the number of rotations increases, the number of pulses increases, the rotation angle of the servo motor 87 in the direction of arrow F increases, and the chamber volume decreases.

（発明の効果） （１）　排気通路の途中にチャンバーを設け、該チャｙ
　ｔ＜　−Ｋチャンバー容積増減機構を備え、エンジン
回転数に連動し回転数の増加に応じてチャンバー容積が
減少するように増減機構を構成しているので、各回転数
毎に最適なチャンバー容積を提供するととができ、それ
により低速回転から高速回転に至るまで全回転数域にわ
たって大幅な出方向上を達成するととができる。(Effects of the invention) (1) A chamber is provided in the middle of the exhaust passage, and the
t< -K The chamber volume increase/decrease mechanism is linked to the engine speed and is configured so that the chamber volume decreases as the engine speed increases, so the optimal chamber volume can be adjusted for each rotation speed. By providing this, it is possible to achieve a significant increase in the output direction over the entire rotation speed range from low speed rotation to high speed rotation.

（２）　エンジン回転数の増加に応じてチャンバー容積
が減少するようにしているので、出力特性において第８
図の従来例のように出力の谷間りが生じることはない。(2) Since the chamber volume decreases as the engine speed increases, the output characteristics
Unlike the conventional example shown in the figure, a valley in the output does not occur.

即ち第７図に示すように低速回転から高速回転に至るま
でグラフＹ。は滑らかな曲線を描くことになり、例えば
エンジンの加速又は減速を極めて円滑に行うことができ
る。That is, as shown in FIG. 7, the graph Y from low speed rotation to high speed rotation. will draw a smooth curve, and for example, the engine can be accelerated or decelerated extremely smoothly.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明を適用した２サイクルエンジンの縦断面
図、第２図は第１図とは別の状態を示す第１図の部分図
、第８、第４図はそれぞれチャンバーの変形例を示す部
分断面図（但し第４図は排気通路と直角方向の面で切断
した断面図）、第５図は第４図の変形例の別の状態を示
す断面図、第６図は増減機構の別の例を示す断面図、第
７図は本発明を適用した場合の出力特性グラフ、第８図
は従来例の出力特性グラフである。５・・・排気通路、
８・・・チャンバー、９．１０．１２・・・ピストン壁
、ロッド、ガバナ装置（チャンバー容積増減機構の一例
）、３５．８６．８７・・・回転数検出装置、パルス発
信装置、サーボモータ（賽積増減機構の別の例） 特許出願人　川崎重工業株式会社 （〕 引Ｒ′″″ ツ １５８− 区Fig. 1 is a longitudinal cross-sectional view of a two-stroke engine to which the present invention is applied, Fig. 2 is a partial view of Fig. 1 showing a different state from Fig. 1, and Figs. 8 and 4 are respectively modified examples of the chamber. (however, Fig. 4 is a sectional view taken along a plane perpendicular to the exhaust passage), Fig. 5 is a sectional view showing another state of the modification of Fig. 4, and Fig. 6 is an increase/decrease mechanism. FIG. 7 is an output characteristic graph when the present invention is applied, and FIG. 8 is an output characteristic graph of a conventional example. 5...exhaust passage,
8... Chamber, 9.10.12... Piston wall, rod, governor device (an example of a chamber volume increase/decrease mechanism), 35.86.87... Rotation speed detection device, pulse transmitter, servo motor ( Another example of a deposit increase/decrease mechanism) Patent applicant: Kawasaki Heavy Industries, Ltd.

Claims (1)

【特許請求の範囲】[Claims] 排気通路の途中にチャンバーを設け、該チャンバーにチ
ャンバー容積増減機構を備え、エンジン回転数の変化に
連動し回転数の増加に応じてチャンバー容積が減少する
ように増減機構を構成したことを特徴とする２サイクμ
エンジンの排気装置。A chamber is provided in the middle of the exhaust passage, and the chamber is equipped with a chamber volume increase/decrease mechanism, and the increase/decrease mechanism is configured in such a manner that the chamber volume decreases in response to changes in engine speed and as the engine speed increases. 2 cycles μ
Engine exhaust system.
JP58240377A 1983-12-19 1983-12-19 Exhaust device for two-cycle engine Pending JPS60132025A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP58240377A JPS60132025A (en) 1983-12-19 1983-12-19 Exhaust device for two-cycle engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP58240377A JPS60132025A (en) 1983-12-19 1983-12-19 Exhaust device for two-cycle engine

Publications (1)

Publication Number Publication Date
JPS60132025A true JPS60132025A (en) 1985-07-13

Family

ID=17058582

Family Applications (1)

Application Number Title Priority Date Filing Date
JP58240377A Pending JPS60132025A (en) 1983-12-19 1983-12-19 Exhaust device for two-cycle engine

Country Status (1)

Country Link
JP (1) JPS60132025A (en)

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS56141016A (en) * 1980-04-03 1981-11-04 Suzuki Motor Co Ltd Variable device for exhaust gas expansion chamber of two cycle engine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS56141016A (en) * 1980-04-03 1981-11-04 Suzuki Motor Co Ltd Variable device for exhaust gas expansion chamber of two cycle engine

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