JPS62113809A - Two-cycle internal combustion engine - Google Patents
Two-cycle internal combustion engineInfo
- Publication number
- JPS62113809A JPS62113809A JP25188785A JP25188785A JPS62113809A JP S62113809 A JPS62113809 A JP S62113809A JP 25188785 A JP25188785 A JP 25188785A JP 25188785 A JP25188785 A JP 25188785A JP S62113809 A JPS62113809 A JP S62113809A
- Authority
- JP
- Japan
- Prior art keywords
- oil
- oil recovery
- passage
- air
- combustion 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
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M13/00—Crankcase ventilating or breathing
- F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
- F01M11/08—Separating lubricant from air or fuel-air mixture before entry into cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M3/00—Lubrication specially adapted for engines with crankcase compression of fuel-air mixture or for other engines in which lubricant is contained in fuel, combustion air, or fuel-air mixture
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
- F01M5/002—Cooling
-
- 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
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は２サイクル内燃機関に関し、特にピストンの往
復動により空気がクランク室に吸入され、空気とともに
潤滑油もクランク室に取り入れられ、このクランク室内
で空気が過給されるとともに潤滑油による潤滑が行われ
る２サイクル内燃機関に関する。Detailed Description of the Invention [Field of Industrial Application] The present invention relates to a two-stroke internal combustion engine, and in particular, air is drawn into the crank chamber by the reciprocating motion of the piston, and lubricating oil is taken into the crank chamber along with the air. The present invention relates to a two-stroke internal combustion engine in which air is supercharged indoors and lubrication is performed with lubricating oil.
２サイクル内燃機関において、クランク室とシリンダ内
とを連通ずる掃気通路の一部、特にクランク室の底部の
新気流入口に近接した位置に渦流室を設け、空気・燃料
の混合気が掃気通路を介してクランク室からシリンダに
供給される途中この渦流室を通過する際、この渦流室で
強い渦流を発生させて燃料の気化を促進するようにした
ものはすでに知られている（特開昭５９−６５５５６号
）。In a two-stroke internal combustion engine, a swirl chamber is provided in a part of the scavenging passage that communicates between the crank chamber and the inside of the cylinder, particularly in a position close to the fresh air inlet at the bottom of the crank chamber, so that the air/fuel mixture flows through the scavenging passage. It is already known that when fuel passes through this vortex chamber on the way from the crank chamber to the cylinder, a strong vortex is generated in the vortex chamber to promote vaporization of the fuel (Japanese Patent Application Laid-Open No. 59-1992). -65556).
２２サイクル内燃関では、通常、ピストンの往復動によ
り空気と燃料の混合気、或いは燃料噴射式２サイクル内
燃機関では空気をクランク室に吸入するとともに、同時
にクランクシャフトやシリンダ等を潤滑するための潤滑
油もクランク室に供給されるが、前述の特開昭５９−６
５５５６号に開示されている２サイクル内燃機関は、渦
流室で混合気の燃料を気化することを目的としているた
め、渦流室で多少の潤滑油が分離されたとしても、この
潤滑油を回収する特別な手段がないため、潤滑油が無駄
に消費されることとなる。このように潤滑油を回収する
手段のない２サイクル内燃機関においては、潤滑油が無
駄となり不経済であるばかりでなく、シリンダ燃焼室で
不完全燃焼し、排気ガスに煙や臭い等が発生し、また排
気系の触媒を劣化させる等の問題点がある。そこで、本
発明では、この種の２サイクル内燃機関において、クラ
ンク室に供給された潤滑油を回収するようにして上記問
題点を解決することである。In a 22-stroke internal combustion engine, the reciprocating movement of the piston normally creates a mixture of air and fuel, or in a fuel-injected 2-stroke internal combustion engine, air is drawn into the crank chamber, and at the same time, lubrication is created to lubricate the crankshaft, cylinders, etc. Oil is also supplied to the crank chamber.
The purpose of the two-stroke internal combustion engine disclosed in No. 5556 is to vaporize the fuel in the mixture in the swirl chamber, so even if some lubricating oil is separated in the swirl chamber, this lubricating oil is recovered. Since there are no special measures, lubricating oil is wasted. In a two-stroke internal combustion engine that does not have a means to recover lubricating oil, not only is the lubricating oil wasted and uneconomical, but it also causes incomplete combustion in the cylinder combustion chamber, producing smoke and odor in the exhaust gas. Also, there are problems such as deterioration of the exhaust system catalyst. Therefore, the present invention aims to solve the above-mentioned problems by recovering the lubricating oil supplied to the crank chamber in this type of two-stroke internal combustion engine.
このような問題点を解決するために、本発明によれば、
ピストンの往復動により空気がクランク室に吸入され、
空気とともに潤滑油もクランク室に取り入れられ、この
クランク室内で空気が過給されるとともに潤滑油による
潤滑が行われる２サイクル内燃機関において、一端がク
ランク室の底部に開口しかつクランク室への逆流を防止
する逆止弁を備えたオイル回収通路を設け、該オイル回
収通路の他端をオイル回収タンクに接続し、該オイル回
収タンクに接続された掃気通路をシリンダ燃焼室に開口
せしめて、潤滑油成分が分離された過給空気をシリンダ
燃焼室に供給するようにしたことを特徴とする２サイク
ル内燃機関が提供される。In order to solve such problems, according to the present invention,
Air is sucked into the crank chamber by the reciprocating movement of the piston,
In a two-stroke internal combustion engine, lubricating oil is taken into the crank chamber along with air, and the air is supercharged in the crank chamber while lubrication is carried out with the lubricating oil. An oil recovery passage is provided with a check valve to prevent lubrication, the other end of the oil recovery passage is connected to an oil recovery tank, and a scavenging passage connected to the oil recovery tank is opened into the cylinder combustion chamber to prevent lubrication. A two-stroke internal combustion engine is provided, characterized in that supercharged air from which oil components have been separated is supplied to a cylinder combustion chamber.
本発明によれば、空気とともにクランク室に供給された
潤滑油の残留分は過給空気に混じってオイル回収通路を
通り、オイル回収タンクに流入する。ここで潤滑油成分
は過給空気から分離され、オイル回収タンクの底部に回
収される。According to the present invention, the residual portion of the lubricating oil supplied to the crank chamber together with the air mixes with the supercharging air, passes through the oil recovery passage, and flows into the oil recovery tank. Here, the lubricating oil component is separated from the supercharged air and collected at the bottom of the oil recovery tank.
以下、添付図面を参照して本発明の実施例を詳細に説明
する。Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
第１図において、１はクランクケース、２はクランクケ
ース１上に固定されたシリンダブロック、３はシリンダ
ブロック２上に固定されたシリンダヘッド、４はシリン
ダブロック２内のシリンダボア５内で往復動するピスト
ン、６はシリンダヘッド３とピストン４間に形成された
燃焼室、７は燃料噴射ノズル、８はクランクケース１内
に形成されたクランク室、９はバランスウェイト、１０
はコネクティングロッド、１１は吸気管、１２はシリン
ダ５の壁面に開口する吸気通路、１４はスロットルバル
ブ、１７は排気管、１８は排気通路をそれぞれ示す。In Fig. 1, 1 is a crankcase, 2 is a cylinder block fixed on the crankcase 1, 3 is a cylinder head fixed on the cylinder block 2, and 4 is reciprocating within a cylinder bore 5 in the cylinder block 2. A piston, 6 is a combustion chamber formed between the cylinder head 3 and the piston 4, 7 is a fuel injection nozzle, 8 is a crank chamber formed in the crankcase 1, 9 is a balance weight, 10
11 is a connecting rod, 11 is an intake pipe, 12 is an intake passage opening into the wall surface of the cylinder 5, 14 is a throttle valve, 17 is an exhaust pipe, and 18 is an exhaust passage.
オイル回収通路２０は一端は新気流人口２１においてク
ランク室８の底部に開口する。オイル回収通路２０はク
ランク室８への空気の逆流を防止するリードバルブ等よ
りなる逆止弁２２を備えている。オイル回収通路２０の
途中にはオイルクーラーのような熱交換器２３を設けて
いる。この熱交換器２３は内部に冷却水の通る多数のパ
イプを有した空間部を形成した周知の構成のものであり
掃気通路内の空気温度を適温に保つ働きをする。One end of the oil recovery passage 20 opens at the bottom of the crank chamber 8 at a fresh air flow 21 . The oil recovery passage 20 is equipped with a check valve 22 such as a reed valve that prevents air from flowing back into the crank chamber 8 . A heat exchanger 23 such as an oil cooler is provided in the middle of the oil recovery passage 20. The heat exchanger 23 has a well-known structure in which a space is formed with a large number of pipes through which cooling water flows, and serves to maintain the temperature of the air in the scavenging passage at an appropriate temperature.
オイル回収通路２０の他端はオイル回収タンク２４の上
部に形成された円筒状の遠心分離器２５に接線方向に接
続されている。これによって、潤滑油を含んだ空気が該
円筒状部分２５の内部へ接線方向に流入されるようにな
っている。The other end of the oil recovery passage 20 is tangentially connected to a cylindrical centrifugal separator 25 formed at the top of the oil recovery tank 24 . This allows air containing lubricating oil to flow tangentially into the cylindrical portion 25 .
オイル回収タンク２４は、上部の円筒状部分２５の下側
は円錐状に広がっていて、隔壁２８により下部のオイル
溜まり部分と分離されている。The oil recovery tank 24 has an upper cylindrical portion 25 with a lower side expanding into a conical shape, and is separated from a lower oil reservoir portion by a partition wall 28.
回収された潤滑油は隔壁２８のオイル孔２９より重力で
落下しバフフル板２７を経てオイル回収タンク２４の下
部に溜まる。オイル回収タンク２４内の回収された潤滑
油３５はオイルポンプ３２によりオイル通路３１及びオ
イルフィルタ３３を経てオイルジェット３４より再度吸
気通路１２へ供給される。The recovered lubricating oil falls by gravity from the oil hole 29 of the partition wall 28, passes through the buff full plate 27, and accumulates in the lower part of the oil recovery tank 24. The lubricating oil 35 recovered in the oil recovery tank 24 is supplied to the intake passage 12 again by an oil jet 34 via an oil passage 31 and an oil filter 33 by an oil pump 32.
第１掃気通路４０はオイル回収タンク２４の上部の円筒
状部分２５に中心軸上方より貫通し隔壁２７の上部まで
のびている。第１掃気通路４０の他端は連結部４１に接
続され、この連結部４１から第２掃気通路４２がのびて
いて、第２掃気通路４２の他端である掃気ボート４３は
シリンダ燃焼室の壁面に開口している。なお、第２掃気
通路４２は１つの気筒のシリンダについて一対設けて、
一対の掃気ボート４３がシリンダ燃焼室５の壁面に互い
に対向して開口するようにするのが望ましい。The first scavenging passage 40 penetrates the upper cylindrical portion 25 of the oil recovery tank 24 from above the central axis and extends to the upper part of the partition wall 27 . The other end of the first scavenging passage 40 is connected to a connecting part 41, and a second scavenging passage 42 extends from the connecting part 41. It is open to Note that a pair of second scavenging passages 42 are provided for each cylinder,
It is desirable that the pair of scavenging boats 43 open on the wall surface of the cylinder combustion chamber 5 so as to face each other.
オイル回収タンク２４は過給吸入空気のダンピングボリ
ュームとして必要な容積を有するのが望ましく、またこ
の２サイクル内燃機関が多気筒である場合、各気筒のク
ランク室８は隔壁（図示せず）やシール（図示せず）等
で互いに分離され、各気筒のオイル回収通路２０は、オ
イル回収タンク２４の上部の円筒状遠心分離部分２５に
等角度間隔にしかも各オイル回収通路２０が円筒状遠心
分離部分２５に対して接線方向に接続されるのが望まし
い。It is desirable that the oil recovery tank 24 has a volume necessary as a damping volume for the supercharged intake air, and when this two-stroke internal combustion engine has multiple cylinders, the crank chamber 8 of each cylinder has a partition wall (not shown) or a seal. (not shown), etc., and the oil recovery passages 20 of each cylinder are arranged at equal angular intervals in a cylindrical centrifugal separation part 25 at the upper part of the oil recovery tank 24. Preferably, the connection is tangential to 25.
吸気管１１内のスロットルバルブ１４はアクセルペダル
（図示せず）と連動して作動し、吸入空気の流量を制御
する。一方、内燃機関の潤滑のための潤滑油は前述のよ
うにオイルジェット３４よリスロットルバルブ１４の下
流に噴射され、吸入空気とともに内燃機関に供給される
。ピストン５の上昇行程でこのピストン５が吸気通路１
２の壁面開口部を開いた時、潤滑油を含んだ吸入空気は
吸気通路１２を通ってクランクケースｌのクランク室８
内に吸入される。次ぎに、ピストン５の下降行程でピス
トン５が吸気通路１２の壁面開口部を閉じるとともに、
潤滑油を含んだ吸入空気はピストン５の下降運動により
圧縮・過給され、各部ベアリング部と潤滑すると共にク
ランク室８の底部に開口した新気流人口２１より逆止弁
２２を介してオイル回収通路２０に流入し、オイルクー
ラ２３を通ってオイル回収タンク２４の円筒状遠心分離
室２５に接線状に流入し、強い旋回流を生じ、過給吸入
空気から潤滑油が分離される。分離された潤滑油はパフ
フル板２７を伝って落下し備蓄潤滑油に混じる。過給吸
入空気のみ遠心分離部２５の中央部の第１掃気通路４０
に流出し、連結部４１に接続した各気筒の第２掃気通路
４２より、シリンダ５に開口する掃気ボート４３から低
速度でシリンダ燃焼室６に流入する。これにより、燃焼
室６内に残留していた排気ガスを攪拌することなく掃気
するとともに層状に保ち、高温の排気ガスにより吸入空
気は加熱される。次ぎに、燃料噴射ノズル７により、ピ
ストン４の上死点前から燃料の噴射されはじめ、噴射燃
料が温度の上昇した吸入空気と混合し、更に高温の排気
ガスによって燃料分も加熱されたまま断熱圧縮される結
果自己着火燃焼が生ずる。A throttle valve 14 in the intake pipe 11 operates in conjunction with an accelerator pedal (not shown) to control the flow rate of intake air. On the other hand, lubricating oil for lubricating the internal combustion engine is injected downstream of the rethrottle valve 14 by the oil jet 34 as described above, and is supplied to the internal combustion engine together with intake air. During the upward stroke of the piston 5, this piston 5 enters the intake passage 1.
When the wall opening of 2 is opened, the intake air containing lubricating oil passes through the intake passage 12 and enters the crank chamber 8 of the crankcase L.
inhaled into the body. Next, during the downward stroke of the piston 5, the piston 5 closes the wall opening of the intake passage 12, and
The intake air containing lubricating oil is compressed and supercharged by the downward movement of the piston 5, and lubricates each bearing part, and is passed from a fresh air flow 21 opened at the bottom of the crank chamber 8 to an oil recovery passage via a check valve 22. 20 and flows tangentially through the oil cooler 23 into the cylindrical centrifugal separation chamber 25 of the oil recovery tank 24, creating a strong swirling flow that separates the lubricating oil from the supercharged intake air. The separated lubricating oil falls along the puffful plate 27 and mixes with the stocked lubricating oil. First scavenging passage 40 in the center of centrifugal separation section 25 for supercharged intake air only
The air flows out from the second scavenging passage 42 of each cylinder connected to the connecting portion 41 and flows into the cylinder combustion chamber 6 at a low speed from the scavenging boat 43 that opens into the cylinder 5 . As a result, the exhaust gas remaining in the combustion chamber 6 is scavenged without stirring and is kept in a stratified form, and the intake air is heated by the high-temperature exhaust gas. Next, the fuel injection nozzle 7 starts injecting fuel from before the top dead center of the piston 4, and the injected fuel mixes with the intake air whose temperature has increased, and the fuel is also heated by the high-temperature exhaust gas and is insulated. Compression results in autoignition combustion.
オイル回収タンク２４は密閉された加圧タンクとして形
成されている。このオイル回収タンク２４に溜まった潤
滑油はオイル通路３１からオイルポンプ３２により吸入
加圧され、フィルタ３３を通ってオイルジェット３４よ
り各気筒の吸気通路１２内へ噴射され、吸入される空気
と混合され、クランク室８に流入して、ピストン４、コ
ネクティングロッド１０の小端及び大端、クランクシャ
フトジャーナルのベアリング等の潤滑を行なう。The oil recovery tank 24 is formed as a closed pressurized tank. The lubricating oil collected in the oil recovery tank 24 is sucked and pressurized from the oil passage 31 by the oil pump 32, passes through the filter 33, is injected into the intake passage 12 of each cylinder from the oil jet 34, and mixes with the intake air. The oil flows into the crank chamber 8 and lubricates the piston 4, the small and large ends of the connecting rod 10, the bearings of the crankshaft journal, and the like.
なお、上述の実施例は、燃料噴射ノズル７をシリンダヘ
ッド３に設けた場合を述べているが、第１掃気通路４０
又は第２掃気通路４２に燃料を噴射し、シリンダヘッド
３には点火栓（図示せず）を設け、この点火栓により点
火燃焼させてもよくまた自己着火の補助のために点火さ
せるようにしてもよい。また、オイル回収タンク２４の
底部に冷却フィン（図示せず）を取付け、備蓄潤滑油を
冷却するようにしてもよい。更にまた、潤滑油の供給方
法として強制分離給油方式を採用してもよい。In addition, although the above-mentioned embodiment describes the case where the fuel injection nozzle 7 is provided in the cylinder head 3, the first scavenging passage 40
Alternatively, fuel may be injected into the second scavenging passage 42, and an ignition plug (not shown) may be provided in the cylinder head 3 to ignite and burn the fuel.Alternatively, fuel may be ignited to assist self-ignition. Good too. Additionally, cooling fins (not shown) may be attached to the bottom of the oil recovery tank 24 to cool the lubricating oil stock. Furthermore, a forced separation oil supply method may be adopted as a lubricating oil supply method.
ａ）２サイクル内燃機関の全運転域で効率良く潤滑油が
回収でき、また再度使用することができるので、潤滑油
の消費を大幅に削減することができ、また燃焼室６には
潤滑油成分をほとんど含まない加圧空気が供給されるの
で潤滑油の燃焼によるカーボンの堆積・付着を防止する
ことができる。a) Since lubricating oil can be efficiently recovered in the entire operating range of a two-stroke internal combustion engine and can be used again, lubricating oil consumption can be significantly reduced. Since pressurized air containing almost no carbon is supplied, it is possible to prevent carbon deposition and adhesion due to combustion of lubricating oil.
ｂ）潤滑油成分は加圧空気と共にオイル回収通路２０に
流入するので、特別のオイル回収ポンプを使用しなくて
も潤滑油の回収が可能である。b) Since the lubricating oil component flows into the oil recovery passage 20 together with the pressurized air, the lubricating oil can be recovered without using a special oil recovery pump.
Ｃ）クランク室８に流入したブローバイガスは特別の手
段を設けることなくこのままで同時に処理される。C) The blow-by gas that has flowed into the crank chamber 8 is treated as it is at the same time without providing any special means.
ｄ）回収オイルタンク２４内は加圧空気により内圧が高
められているので、圧送ポンプ３２等によるこの回収オ
イルタンク２４内の潤滑油の供給が容易とな−リ、かつ
潤滑油の泡立ちも減少する。d) Since the internal pressure inside the recovered oil tank 24 is increased by pressurized air, it is easy to supply the lubricating oil in the recovered oil tank 24 using the pressure pump 32, etc., and the foaming of the lubricating oil is also reduced. do.
ｅ）潤滑油の交換は回収オイルタンク２４内の潤滑油の
みを交換すればよく、保守が容易である。e) When replacing the lubricating oil, only the lubricating oil in the recovered oil tank 24 needs to be replaced, and maintenance is easy.
図は本発明の２サイクル内燃機関の概略断面図である。
ｌ・・・クランクケース
２・・・シリンダブロック
３・・・シリンダヘッド
８・・・クランク室
１２・・・吸気通路
１８・・・排気通路
２０・・・オイル回収通路
２１・・・新気流人口
２２・・・逆止弁
２４・・・オイル回収タンク
２５・・・遠心分離部
４０・・・第１掃気通路
４１・・・連結部
４２・・・第２掃気通路
４３・・・掃気ボート
１ ・ クランクケース ２２ ・逆止弁２・
・シリンダブロック ２４・ オイル回収タンク３
・ シリンダヘッド ２５・ 遠心分離部２０・
・ オイル回収通路 ４３ 掃気ポート２１６．新
気流入口The figure is a schematic sectional view of a two-stroke internal combustion engine of the present invention. l...Crank case 2...Cylinder block 3...Cylinder head 8...Crank chamber 12...Intake passage 18...Exhaust passage 20...Oil recovery passage 21...New air flow population 22...Check valve 24...Oil recovery tank 25...Centrifugal separation section 40...First scavenging passage 41...Connection part 42...Second scavenging passage 43...Scavenging boat 1・Crankcase 22 ・Check valve 2・
・Cylinder block 24・Oil recovery tank 3
・Cylinder head 25・Centrifugal separation section 20・
・Oil recovery passage 43 Scavenging port 216. Fresh air inlet
Claims (1)
れ、空気とともに潤滑油もクランク室に取り入れられ、
このクランク室内で空気が過給されるとともに潤滑油に
よる潤滑が行われる２サイクル内燃機関において、一端
がクランク室の底部に開口しかつクランク室への逆流を
防止する逆止弁を備えたオイル回収通路を設け、該オイ
ル回収通路の他端をオイル回収タンクに接続し、該オイ
ル回収タンクに接続された掃気通路をシリンダ燃焼室に
開口せしめて、前記オイル回収タンクにて潤滑油成分が
分離された過給空気をシリンダ燃焼室に供給するように
したことを特徴とする２サイクル内燃機関。 ２、オイル回収タンクに回収した潤滑油を再度クランク
室へ供給する手段を備えた特許請求の範囲第１項記載の
２サイクル内燃機関。 ３、オイル回収タンクは少なくとも円筒状部分を有し、
オイル回収通路は潤滑油を含んだ空気が該円筒状部分の
内部へ接線方向に流入するように該オイル回収タンクに
接続されている特許請求の範囲第１項記載の２サイクル
内燃機関。 ４、オイル回収タンクは過給吸入空気のダンピングボリ
ュームとして必要な容積を有する特許請求の範囲第１項
記載の２サイクル内燃機関。 ５、該２サイクル内燃機関は多気筒であって、各気筒の
クランク室は互いに分離され、各気筒のオイル回収通路
は、少なくとも一部に円筒状部分を有する１つのオイル
回収タンクの円筒状部分に接線方向に接続されている特
許請求の範囲第４項記載の２サイクル内燃機関。 ６、オイル回収通路に熱交換器を設け、該オイル回収通
路を通る過給空気の冷却を行うようにした特許請求の範
囲第１項記載の２サイクル内燃機関。[Claims] 1. Air is sucked into the crank chamber by the reciprocating motion of the piston, and lubricating oil is also taken into the crank chamber along with the air.
In a two-stroke internal combustion engine in which air is supercharged in the crank chamber and lubrication is performed with lubricating oil, an oil recovery device is provided with a check valve that opens at one end at the bottom of the crank chamber and prevents backflow into the crank chamber. A passage is provided, the other end of the oil recovery passage is connected to an oil recovery tank, and a scavenging passage connected to the oil recovery tank is opened to a cylinder combustion chamber, so that lubricating oil components are separated in the oil recovery tank. A two-stroke internal combustion engine characterized in that supercharged air is supplied to a cylinder combustion chamber. 2. The two-stroke internal combustion engine according to claim 1, further comprising means for supplying the lubricating oil collected in the oil recovery tank to the crank chamber again. 3. The oil recovery tank has at least a cylindrical portion,
2. A two-stroke internal combustion engine according to claim 1, wherein the oil recovery passage is connected to the oil recovery tank so that air containing lubricating oil flows tangentially into the cylindrical portion. 4. The two-stroke internal combustion engine according to claim 1, wherein the oil recovery tank has a volume necessary as a damping volume for supercharged intake air. 5. The two-stroke internal combustion engine has multiple cylinders, the crank chambers of each cylinder are separated from each other, and the oil recovery passage of each cylinder is formed by a cylindrical portion of one oil recovery tank having at least a cylindrical portion in part. 5. A two-stroke internal combustion engine according to claim 4, wherein the two-stroke internal combustion engine is tangentially connected to. 6. The two-stroke internal combustion engine according to claim 1, wherein a heat exchanger is provided in the oil recovery passage to cool the supercharged air passing through the oil recovery passage.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP25188785A JPS62113809A (en) | 1985-11-12 | 1985-11-12 | Two-cycle internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP25188785A JPS62113809A (en) | 1985-11-12 | 1985-11-12 | Two-cycle internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS62113809A true JPS62113809A (en) | 1987-05-25 |
Family
ID=17229424
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP25188785A Pending JPS62113809A (en) | 1985-11-12 | 1985-11-12 | Two-cycle internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62113809A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2008066448A1 (en) | 2006-11-27 | 2008-06-05 | Atlas Copco Construction Tools Ab | Two stroke combustion engine |
| DE102008012904A1 (en) * | 2008-03-06 | 2009-09-10 | Bayerische Motoren Werke Aktiengesellschaft | Lifting cylinder internal combustion engine has two cylinders arranged in crank case with crank area, in which crankshaft is rotating, and partial crank area is provided for each cylinder |
| WO2012172362A1 (en) * | 2011-06-15 | 2012-12-20 | Tomkinson David Clive | Two stroke internal combustion engine |
| CN109026268A (en) * | 2018-06-29 | 2018-12-18 | 江苏理工学院 | A kind of clean type engine gasoline and oil separating device |
| CN109026269A (en) * | 2018-06-29 | 2018-12-18 | 江苏理工学院 | A kind of engine gasoline and oil separating device |
-
1985
- 1985-11-12 JP JP25188785A patent/JPS62113809A/en active Pending
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2008066448A1 (en) | 2006-11-27 | 2008-06-05 | Atlas Copco Construction Tools Ab | Two stroke combustion engine |
| EP2087218A1 (en) * | 2006-11-27 | 2009-08-12 | Atlas Copco Construction Tools AB | Two stroke combustion engine |
| JP2010511124A (en) * | 2006-11-27 | 2010-04-08 | アトラス コプコ コンストラクション ツールス アクチボラグ | 2-stroke internal combustion engine |
| EP2087218A4 (en) * | 2006-11-27 | 2011-01-12 | Atlas Copco Constr Tools Ab | Two stroke combustion engine |
| EP2369154A1 (en) | 2006-11-27 | 2011-09-28 | Atlas Copco Construction Tools AB | Two-stroke combustion engine |
| US9371751B2 (en) | 2006-11-27 | 2016-06-21 | Construction Tools Pc Ab | Two stroke combustion engine |
| DE102008012904A1 (en) * | 2008-03-06 | 2009-09-10 | Bayerische Motoren Werke Aktiengesellschaft | Lifting cylinder internal combustion engine has two cylinders arranged in crank case with crank area, in which crankshaft is rotating, and partial crank area is provided for each cylinder |
| WO2012172362A1 (en) * | 2011-06-15 | 2012-12-20 | Tomkinson David Clive | Two stroke internal combustion engine |
| CN109026268A (en) * | 2018-06-29 | 2018-12-18 | 江苏理工学院 | A kind of clean type engine gasoline and oil separating device |
| CN109026269A (en) * | 2018-06-29 | 2018-12-18 | 江苏理工学院 | A kind of engine gasoline and oil separating device |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN102733947B (en) | Contraposition two-stroke engine | |
| JPS638286B2 (en) | ||
| US6978744B2 (en) | Two-cycle combustion engine with air scavenging system | |
| US7255072B2 (en) | Two-stroke internal combustion engine | |
| CN1239815C (en) | Four-stroke internal combustion engine | |
| JPS59213919A (en) | Stratified scavenging two-cycle internal-combustion engine | |
| CA1276846C (en) | Blow-by gas processing device for internal combustion engine | |
| US5027757A (en) | Two-stroke cycle engine cylinder construction | |
| US5396867A (en) | Two-cycle engine | |
| US4383503A (en) | Combustion chamber scavenging system | |
| JPH0338408B2 (en) | ||
| JPS62113809A (en) | Two-cycle internal combustion engine | |
| JPH10122102A (en) | Two-cycle internal combustion engine | |
| US5992375A (en) | Four-stroke cycle internal combustion engine | |
| JPH0337007B2 (en) | ||
| JPS62333B2 (en) | ||
| EP1805401A1 (en) | Internal boost system for engines | |
| US5797359A (en) | Stepped piston two-cycle internal combustion engine | |
| US6845744B2 (en) | Method and apparatus for inter-cylinder lubrication transfer in a multi-cylinder internal combustion engine | |
| CN2130928Y (en) | Two-stroke engine | |
| AU710491B2 (en) | Crank chamber precompression spark ignition two-stroke internal combustion engine | |
| JP3144782B2 (en) | Cylinder direct injection two-stroke engine | |
| JPS60111019A (en) | Two-cycle internal-combustion engine | |
| CN108223046A (en) | Internal combustion engine with improved lubricating system | |
| CN1076004A (en) | Novel two stroke engine |