JPS6075769A - Ignitor for multicylinder engine - Google Patents

Abstract

PURPOSE:To obtain the proper ignition timing for each cylinder connected to a crankshaft by installing each ignition-signal generating mechanism onto two parallel crankshafts and installing, onto one crankshaft, a dynamo for obtaining the electric current necessary for the ignition by the both mechanisms. CONSTITUTION:An engine is equipped with two parallel crankshafts 1 and 2, and the pistons 3 and 4 connected to the crankshafts 1 and 2 are inserted into the first and the second cylinders 5 and 6 respectively. In this case, a projection 26 opposed to the first pulsing coil 25 fixed onto a crankcase 14 is formed onto the outer peripheral surface of the outer peripheral surface edge cylinder part 20a of a flywheel 20 fixed onto the crankshaft 1, and the first ignition-signal generator is formed with the pulsing coil 25 and the projection 26. A rotor disc 30 having a projection 28 opposed to the second pulsing coil 27 is fixed onto the crankshaft 2, and the second ignition-signal generator is formed. The power source necessary for the ignition of the both cylinders 5 and 6 is provided by the dynamos 20-22 for the first crankshaft 1.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a multi-cylinder engine having two parallel crankshafts.

(Prior Art) Only one crankshaft is provided with an ignition signal transmission mechanism and a generator, and the transmission mechanism and power generation mode are shared by the cylinders on each crankshaft.

(Problems with the prior art) In an engine G having two parallel crankshafts, in order to avoid damage to the transmission device (e.g. gear) or generation of noise, it is necessary to reduce the torque fluctuations of each crankshaft. It is necessary to transmit the signal to the driven shaft (one output shaft, etc.). As a means for this purpose, for example, a structure in which a tamper is interposed on each crankshaft is adopted. However, when the ignition signal transmitter 814gg on one crankshaft is used for the cylinders on the other crankshaft, the ignition timing of the cylinders on the other crankshaft causes a phase shift corresponding to the tamper stroke. , accurate ignition confidence cannot be obtained.

(Purpose of the invention) It is to enable the ignition timing of the cylinders connected to the two-link shaft to be set independently and freely, and to obtain accurate ignition timing for each cylinder. .

(Structure of the Invention) Each crankshaft is provided with an ignition signal transmission mechanism for the cylinders connected to each crankshaft, and the current necessary for ignition is obtained from the two-point large signal transmission mechanism to one of the crankshafts. A generator is installed for this purpose.

(Example) In FIG. 1 showing a schematic overall cross-sectional view of a two-cylinder two-stroke engine, the engine is equipped with first and second crankshafts 1.2 in parallel 9, and a piston 3 connected to each crankshaft 112. .4 is fitted into the first and second cylinders 5.6, respectively. Each crankshaft 112I''i has a transmission gear 7.
8 integrally (fastened), and both transmission gears 7.8 are connected to one driven shaft, for example, the output shaft 15, via gear loa, 10b1 rubber tambour 11, clutch housing 12, and clutch hub 13. They are freely interlocked.

The gears 10a and 110b are connected via the damper 11, and are fitted to the output shaft 15 via the bearing 16. The clutch head 13 is fixed to the output shaft 15 and connected to the clutch housing 12 via a plurality of driven plates, etc., which are moved in the axial direction by a p1 clutch spring, a release deep groove, and the like.

Both cranks *b1.2 and output 1IllI115 are rotatably supported by the crankcase 14 etc. via +fi+I+ receivers 17.1B, 19, etc. Also both cranks 1
For example, 111h1.2 has a phase difference of about 180° from each other by 1.
It's infested.

The first crankshaft 1 is provided with an external rotation type generator that also serves as a flywheel 20. The flywheel 20 is the first
It is fixed to the crankshaft 1.

The magnet 21 of the generator is attached to the outer peripheral end tube portion 2 of the 72-wheel 20.
The stator coil 22, which is fixed to the inner circumferential surface of the magnet 0a and faces the magnet 211C from the inner circumferential side, is fixed to the generator cover 23. The cover 23 is fixed to the crankcase 14.

A protrusion 26 facing the first pulsing coil 25 is formed on the outer peripheral surface of the flywheel outer peripheral end cylindrical portion 20a.
It is fixed to 4. That is, the first pulsing coil 25 and the protrusion 26 constitute a first ignition signal transmitting device for the first cylinder 5.

A rotor disk 30 having a protrusion 28 facing the second pulsing coil 27 is fixed to the second crank IIIIII2.
is fixed to the crankcase 14. That is, the second pulsing coil 27 and the disk 30 having the protrusion 28 generate a second ignition signal transmitting device i ff for the second cylinder 6.
- constitutes.

The first and second sink axes 1 and 2 are spaced approximately 180' (or approximately 36
The ignition is driven independently at intervals of 0°). Further, the current necessary for igniting both cylinders 5.6 is obtained by a generator (flywheel 20, etc.) of the first crank lll1tIl. The ignition method for this engine is non-contact (CD).
I) Ignition method.

Figure 2 shows a schematic cross-sectional view of Figure 1, with each axis 1
．． The positional relationship of 2.15 mag is clarified.

29 is a speed change shaft.

In FIG. 3, which is an enlarged view of the portion shown in FIG. 1, the flywheel 20 is integrally formed with the boss portion 31.

The boss portion 31 is fitted onto the end of the first crankshaft l, and is secured to the shaft pole 321C so that it cannot fall off.
Yo! Ill Rotates integrally with 1st crank φ Yu1 iJ'
It is connected to fE. 34 is a bolt for fixing the force/mer 23 to the crankcase 14, and 35 is a bolt for fixing the stator coil 22 to the cup <-23. Further, the first pulsing coil 25 is fixed to the shift flank case 14 via a bracket 36 and a bolt 37. Also, 38 is the cooling water pump, that pump! ! 1] 40 is connected to the shaft bolt 32 via an Oldham joint mechanism 41.

In FIG. 4, which is an enlarged view of the part shown in FIG. 1, the second pulsing coil 27 is fixed to the crankcase 14 by a bolt 46 via a bracket 45 that is integrated with the second pulsing coil 27. The rotor disk 30 is integrally fixed to a boss portion 48, and the boss portion 48 is connected to the second crankshaft 2 through a pin 50 so as to be able to rotate integrally with the second crankshaft 2.

In FIG. 5, which is an enlarged view of the V section in FIG. 1, the clutch housing 12 is provided with a plurality of boss portions 51 at intervals in the circumferential direction. The rubber damper 11 is fitted, and the
iub (7) Engaged with through holes 52a and 52b. Reference numeral 53 denotes a retaining annular plate, which is fixed to the embossed portion 51 with rivets 54.

(Function) Referring to FIG. 1, the ignition signal for the first cylinder 5 is generated by 'Q%' due to the rotation of the flywheel 20 of the first crankshaft l.
The pulsing coil 25 generates an ignition signal, and the ignition signal for the second cylinder 6 is generated by the second pulsing coil 27 as the disk of the second crankshaft 2 rotates 300 times. Also 1st and 2nd
Each cylinder 5.6
0 Obtain the current necessary for ignition.

Note that the present invention can also be applied to engines that are not equipped with a rubber damper.

(Effects of the invention) (1) Since each crankshaft is equipped with an ignition signal transmission mechanism for the cylinders connected to each crankshaft, the ignition timing of the magnetic cylinders can be set independently and Accurate ignition timing can be obtained for each cylinder. That is, a phase shift in the p ignition timing does not occur due to a rubber damper or the like.

(2) The starter to obtain the current necessary for ignition is -
Since it is provided only for one crankshaft and is shared by the magnetic cylinder, the structure of the other crankshaft does not become too complicated.

(3) Since it uses an engine with two parallel rank axes, the -C is not equipped with a vacuum cleaner, etc., and the unbalance of power during engine operation can be easily eliminated, reducing engine vibration. few.

(4) Since two crankshafts are provided in parallel, 1. The length of the entire engine in the crankshaft direction can be shortened.

[Brief explanation of drawings]

Fig. 1 is a schematic cross-sectional view of the entire multi-cylinder engine to which the present invention is applied (1-1 sectional view in Fig. 2);
-IJ sectional view, 3rd, 4th, 5th (I1 is the 1st
This is an enlarged view of the to, +v, and v parts of the figure. 1.2-...Crankshaft, 5.6...Cylinder, 2012
1゜22... flywheel, la5, stator coil (Nm machine), 25, 26... pulsing coil, protrusion (ignition signal transmission mechanism), 27, 3'O... balsine coil, rotor disk (Ignition signal transmission mechanism) Patent applicant Kawasaki Heavy Industries Co., Ltd. Agent Patent attorney Tadataka Otsuka Figure 5

Claims (1)

[Claims] In a multi-cylinder engine having two parallel crankshafts, each cylinder is equipped with an ignition signal transmitting mechanism for each cylinder connected to the two cylinders. An ignition device for a multi-gas engine, characterized in that it is equipped with a generator for generating the current necessary for ignition using a signal transmitting m-groove.