JPH0584373B2 - - Google Patents
Info
- Publication number
- JPH0584373B2 JPH0584373B2 JP4243185A JP4243185A JPH0584373B2 JP H0584373 B2 JPH0584373 B2 JP H0584373B2 JP 4243185 A JP4243185 A JP 4243185A JP 4243185 A JP4243185 A JP 4243185A JP H0584373 B2 JPH0584373 B2 JP H0584373B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- port
- exhaust
- scavenging
- passage
- 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.)
- Expired - Lifetime
Links
- 230000002000 scavenging effect Effects 0.000 claims description 48
- 239000000446 fuel Substances 0.000 claims description 32
- 238000011144 upstream manufacturing Methods 0.000 claims description 9
- 230000002093 peripheral effect Effects 0.000 claims description 6
- 239000000203 mixture Substances 0.000 description 22
- 239000007789 gas Substances 0.000 description 7
- 238000010586 diagram Methods 0.000 description 4
- 238000007664 blowing Methods 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
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
- F02B25/145—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 with intake and exhaust valves exclusively in the cylinder head
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、シリンダ周壁にピストンにより開閉
される掃気ポートが開口した２サイクルエンジン
の改良に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an improvement in a two-stroke engine having a scavenging port opened and closed in a cylinder peripheral wall by a piston.
（従来の技術）
従来、２サイクルエンジンとして、例えば特開
昭59−158329号公報に開示されているように、ク
ランク室に吸気通路を吸気ポートを介して開口
し、シリンダ周壁に、上記クランク室に連通する
掃気通路を掃気ポートを介して開口するとともに
排気通路を排気ポートを介して開口し、掃気ポー
トとをピストンにより所定のタイミングで開閉し
て、吸気ポートからクランク室に吸入された混合
気をピストンの下降により圧縮して掃気ポートか
らシリンダに供給する一方、排気ポートから排気
ガスを排出するようにしたものは知られている。(Prior Art) Conventionally, in a two-stroke engine, as disclosed in Japanese Patent Laid-Open No. 59-158329, an intake passage is opened in the crank chamber through an intake port, and the cylinder peripheral wall is provided with an intake passage in the crank chamber. A scavenging passage communicating with the engine is opened via the scavenging port, and an exhaust passage is opened via the exhaust port, and the scavenging port is opened and closed at a predetermined timing by a piston, and the air-fuel mixture is drawn into the crank chamber from the intake port. It is known that gas is compressed by the downward movement of a piston and supplied to a cylinder from a scavenging port, while exhaust gas is discharged from an exhaust port.
そして、このような２サイクルエンジンでは、
排気が掃気ポートへ逆流するのを防止するため、
ピストン下降時に掃気ポートの開時期を排気ポー
トの開時期よりも遅く設定して、排気ガスの排出
開始によりシリンダ圧力が十分低下してから混合
気をシリンダに供給するようになされている。 In a two-stroke engine like this,
To prevent exhaust gas from flowing back into the scavenging port,
When the piston descends, the opening timing of the scavenging port is set later than the opening timing of the exhaust port, and the air-fuel mixture is supplied to the cylinder after the cylinder pressure has sufficiently decreased due to the start of exhaust gas discharge.
（発明が解決しようとする問題点）
ところが、上記従来の２サイクルエンジンで
は、掃気ポートと排気ポートとをピストンによつ
て開閉するので、各ポートの開閉時期がそれぞれ
ピストン下死点に対してトレーリング側とリーデ
イング側とに対称の位相位置となる。そのため、
上述の如く掃気ポートの開時期を排気ポートの開
時期より遅く設定すると、下死点を過ぎてピスト
ン上昇時には掃気ポートの閉時期が排気ポートの
閉時期よりも早く設定されることになる。その結
果、掃気ポートの開いている期間が短いものとな
り、混合気をシリンダに十分充填できず、エンジ
ン出力の向上が望めない。しかも、掃気ポートの
開期間が排気ポートの開時期とオーバラツプして
いるので、掃気ポートから吸入された混合気がそ
のまま排気ポートへ吹き抜けて燃費の増大および
エミツシヨン性の悪化を招くという問題もある。(Problem to be Solved by the Invention) However, in the above-mentioned conventional two-stroke engine, the scavenging port and the exhaust port are opened and closed by the piston, so the opening and closing timing of each port is adjusted to the trailing point relative to the bottom dead center of the piston. The ring side and the leading side have symmetrical phase positions. Therefore,
If the opening timing of the scavenging port is set later than the opening timing of the exhaust port as described above, the closing timing of the scavenging port will be set earlier than the closing timing of the exhaust port when the piston rises past the bottom dead center. As a result, the period during which the scavenging port is open becomes short, and the cylinder cannot be sufficiently filled with air-fuel mixture, making it impossible to expect an improvement in engine output. Moreover, since the opening period of the scavenging port overlaps with the opening period of the exhaust port, there is a problem in that the air-fuel mixture taken in from the scavenging port blows directly to the exhaust port, resulting in increased fuel consumption and deterioration of emission performance.
本発明はかかる点に鑑みてなされたものであ
り、その目的とするところは、ピストンに支配さ
れないタイミングで混合気の供給および排気の排
出を行うとともに、掃気ポートにはエアのみを供
給することにより、混合気の充填量を増大させか
つ混合気の吹き抜けを防止することにある。 The present invention has been made in view of these points, and its purpose is to supply a mixture and discharge exhaust gas at a timing not controlled by the piston, and to supply only air to the scavenging port. The object of the present invention is to increase the filling amount of the air-fuel mixture and prevent the air-fuel mixture from blowing through.
（問題点を解決するための手段）
上記目的を達成するため、本発明の解決手段
は、シリンダ周壁にピストンにより開閉される掃
気ポートが開口した２サイクルエンジンを対象と
し、これに対し、燃料供給手段を備えた吸気通路
と排気通路とを各々吸・排気ポートを介してシリ
ンダのピストン上死点位置より上方位置に開口
し、吸・排気ポートに各ポートを開閉する吸・排
気弁を配設する。また、上記掃気ポートを掃気通
路により上記燃料供給手段上流の吸気通路に連通
接続し、該掃気通路接続部上流の吸気通路に過給
機を配設する。そして、上記吸・排気弁の開閉タ
イミングを、ピストン下死点近傍で吸気弁が開き
かつ排気弁が閉じるとともに、吸気弁の閉弁時期
が掃気ポートの閉時期よりも遅くなるよう設定す
る構成としたものである。(Means for Solving the Problems) In order to achieve the above object, the solving means of the present invention is aimed at a two-stroke engine in which a scavenging port opened and closed by a piston is opened in the cylinder peripheral wall. An intake passage and an exhaust passage each having a means for opening are opened above the piston top dead center position of the cylinder through intake and exhaust ports, and intake and exhaust valves are provided at the intake and exhaust ports to open and close each port. do. Further, the scavenging port is connected to the intake passage upstream of the fuel supply means through a scavenging passage, and a supercharger is disposed in the intake passage upstream of the scavenging passage connecting portion. The opening and closing timings of the intake and exhaust valves are set so that the intake valve opens and the exhaust valve closes near the bottom dead center of the piston, and the closing timing of the intake valve is later than the closing timing of the scavenging port. This is what I did.
（作用）
上記の構成により、本発明では、吸気通路と排
気通路とをシリンダのピストン上死点位置より上
方位置に開口してそれぞれ吸・排気弁により開閉
するようにしたので、ピストンに支配されない吸
排気タイミングの設定が可能となる。すなわち、
ピストン下死点近傍では吸気弁が開きかつ排気弁
が閉じるよう設定されることにより吸気ポートの
開期間と排気ポートの開期間とのオーバラツプが
狭められて吸気ポートから排気ポートへの混合気
の吹き抜けが抑制される。一方、吸気弁の開弁時
期が掃気ポートの閉時期よりも遅く設定されるこ
とにより吸気ポートの開く期間が長くなる。この
場合、吸気ポートには過給機によつて過給された
混合気が供給されるので、ピストン上昇によるシ
リンダ圧力の上昇に拘らず上記吸気ポートの開期
間に混合気をシリンダに強制的に充填させること
ができる。また、掃気ポートには過給機により過
給されたエアのみが供給されるので、掃気ポート
から排気ポートへは加圧エアのみが掃気効率良く
吹き抜けることになる。(Function) With the above configuration, in the present invention, the intake passage and the exhaust passage are opened above the piston top dead center position of the cylinder and are opened and closed by the intake and exhaust valves, so that they are not controlled by the piston. It is possible to set the intake and exhaust timing. That is,
By setting the intake valve to open and the exhaust valve to close near the bottom dead center of the piston, the overlap between the open period of the intake port and the open period of the exhaust port is narrowed, allowing the air-fuel mixture to blow through from the intake port to the exhaust port. is suppressed. On the other hand, by setting the opening timing of the intake valve later than the closing timing of the scavenging port, the opening period of the intake port becomes longer. In this case, since the air-fuel mixture supercharged by the supercharger is supplied to the intake port, the air-fuel mixture is forced into the cylinder during the opening period of the intake port, regardless of the increase in cylinder pressure due to the rise of the piston. Can be filled. Further, since only the air supercharged by the supercharger is supplied to the scavenging port, only pressurized air blows through from the scavenging port to the exhaust port with good scavenging efficiency.
（実施例）
以下、本発明の実施例を図面に基づいて説明す
る。(Example) Hereinafter, an example of the present invention will be described based on the drawings.
第１図は、本発明の実施例に係る２サイクルエ
ンジンを示す。１はエンジン本体Ｅに形成された
シリンダ、２は該シリンダ１内に摺動自在に配設
されたピストンであつて、該エンジン本体Ｅのシ
リンダ周壁３にはピストン２の下降・上昇に伴い
該ピストン２の周壁によつて開閉される掃気ポー
ト４が開口されている。また、上記エンジン本体
Ｅにおいてシリンダ１のピストン上死点位置（第
１図の実線位置）より上方位置には、燃料供給手
段としてのインジエクタ７を備えた吸気通路５と
排気通路６とが各々吸・排気ポート８，９を介し
て開口されており、該吸・排気ポート８，９には
各ポート８，９を開閉する吸・排気弁１０，１１
が配設されている。また、上記掃気ポート４は掃
気通路１２により上記インジエクタ７上流の吸気
通路５に連通接続されている。該掃気通路接続部
上流の吸気通路５には過給機としてのエアポンプ
１３が配設されており、該エアポンプ１３により
過給されたエアに上記インジエクタ７から燃料を
噴射供給して混合気を生成し、吸気ポート８より
シリンダ１内に供給する一方、上記過給エアを掃
気ポート４にも掃気エアとして供給するようにし
ている。尚、１４は吸気通路５上流に配設された
エアクリーナ、１５は掃気通路１２の途中とエア
ポンプ１３上流の吸気通路５とを連通するバイパ
ス通路、１６は該バイパス通路１５に配設され過
給圧を所定値以下に保持制御するリリーフ弁であ
る。また、１７は吸気通路５に配設されたスロツ
トル弁、１８は掃気通路１２に配設された流量調
整用の制御弁、１９は点火プラグである。 FIG. 1 shows a two-stroke engine according to an embodiment of the invention. 1 is a cylinder formed in the engine body E, 2 is a piston slidably disposed within the cylinder 1, and the cylinder circumferential wall 3 of the engine body E is provided with a piston as the piston 2 descends and rises. A scavenging port 4 that is opened and closed by the peripheral wall of the piston 2 is opened. Further, in the engine body E, an intake passage 5 and an exhaust passage 6 each having an injector 7 as a fuel supply means are located above the piston top dead center position of the cylinder 1 (solid line position in FIG. 1).・It is opened through the exhaust ports 8 and 9, and the intake and exhaust ports 8 and 9 have intake and exhaust valves 10 and 11 that open and close each port 8 and 9.
is installed. Further, the scavenging port 4 is connected to the intake passage 5 upstream of the injector 7 through a scavenging passage 12 . An air pump 13 as a supercharger is disposed in the intake passage 5 upstream of the scavenging passage connection part, and fuel is injected and supplied from the injector 7 to the air supercharged by the air pump 13 to generate an air-fuel mixture. While the supercharging air is supplied into the cylinder 1 from the intake port 8, the supercharging air is also supplied to the scavenging port 4 as scavenging air. Note that 14 is an air cleaner disposed upstream of the intake passage 5, 15 is a bypass passage that communicates the middle of the scavenging passage 12 with the intake passage 5 upstream of the air pump 13, and 16 is an air cleaner disposed in the bypass passage 15 for controlling the boost pressure. This is a relief valve that maintains and controls below a predetermined value. Further, 17 is a throttle valve disposed in the intake passage 5, 18 is a flow rate adjustment control valve disposed in the scavenging passage 12, and 19 is a spark plug.
そして、上記吸・排気弁１０，１１の開閉タイ
ミングは、第２図に示すように、ピストン下死点
近傍で吸気弁１０が開きかつ排気弁１１が閉じる
とともに、吸気弁１０の閉弁時期が掃気ポート４
の閉時期よりも遅くなるよう設定されている。 As shown in FIG. 2, the opening and closing timing of the intake and exhaust valves 10 and 11 is such that the intake valve 10 opens and the exhaust valve 11 closes near the bottom dead center of the piston. Scavenging port 4
It is set to be later than the closing time of
次に、上記実施例の作動を第３図に基づいて説
明するに、吸・排気弁１０，１１および掃気ポー
ト４が閉じかつピストン２が上昇してシリンダ１
内の混合気が圧縮され、上死点前20度で点火プラ
グ１９が点火すると混合気が爆発燃焼する。そし
て、燃焼ガスの膨張によりピストン２が下死点前
80度まで下降すると、排気弁１１が開いて排気が
始まり、下死点前50度まで下降すると、掃気ポー
ト４が開き、掃気ポート４からはエアポンプ１３
により過給された加圧エアがシリンダ１内に供給
され、この加圧エアにより排気ガスが加圧エアと
共に排気ポート９から排気通路６へ効率良く掃気
排出される。このように掃気ポート４から排気ポ
ート１１へエアが吹き抜けるものの、このエア中
には燃料成分は含まれていないので、排気ガスの
掃気を確実かつ効率良く行いながら燃費の低減お
よびエミツシヨン性の改善を図ることができる。 Next, the operation of the above embodiment will be explained based on FIG.
The air-fuel mixture inside is compressed, and when the spark plug 19 ignites at 20 degrees before top dead center, the air-fuel mixture explodes and burns. Then, piston 2 moves before bottom dead center due to the expansion of combustion gas.
When it descends to 80 degrees, the exhaust valve 11 opens and exhaust begins, and when it descends to 50 degrees before bottom dead center, the scavenging port 4 opens, and the air pump 13 starts flowing from the scavenging port 4.
Pressurized air supercharged is supplied into the cylinder 1, and the exhaust gas is efficiently scavenged and discharged from the exhaust port 9 to the exhaust passage 6 together with the pressurized air. Although air blows through from the scavenging port 4 to the exhaust port 11 in this way, this air does not contain fuel components, so it is possible to reduce fuel consumption and improve emission performance while scavenging exhaust gas reliably and efficiently. can be achieved.
次に、ピストン２が下死点近傍まで下降する
と、下死点前10度で吸気弁１０が開き、下死点後
10度で排気弁１１が閉じて、吸気ポート８からは
エアポンプ１３により過給された混合気がシリン
ダ１内に供給されて給気が始まる。このように吸
気ポート８の開期間と排気ポート９の開期間との
オーバラツプが狭められることにより、吸気ポー
ト８から排気ポート９への混合気の吹き抜けが可
及的に抑制されて、燃費の低減およびエミツシヨ
ン性の改善の実効を上げることができる。 Next, when the piston 2 descends to near the bottom dead center, the intake valve 10 opens 10 degrees before the bottom dead center, and after the bottom dead center
At 10 degrees, the exhaust valve 11 closes, and air-fuel mixture supercharged by the air pump 13 is supplied from the intake port 8 into the cylinder 1, and air supply begins. By narrowing the overlap between the open period of the intake port 8 and the open period of the exhaust port 9 in this way, blow-by of the air-fuel mixture from the intake port 8 to the exhaust port 9 is suppressed as much as possible, reducing fuel consumption. and the effectiveness of improving emission properties can be increased.
さらに、ピストン２が下死点後50度まで上昇す
ると、掃気ポート４が閉じるが、吸気弁１０はそ
の後も下死点後80度まで開き続けて混合気がシリ
ンダ１に供給される。このことにより、吸気ポー
ト８の開く期間が長くなるので、混合気の充填量
を増大させることができる。しかも、吸気ポート
８にはエアポンプ１３によつて送給された混合気
が供給されるので、ピストン２上昇によりシリン
ダ圧力の上昇に拘らず上記吸気ポート８の開期間
の間混合気をシリンダ１に強制的に充填すること
ができるので、充填量を確実に増大させることが
でき、エンジン出力を向上させることができる。 Furthermore, when the piston 2 rises to 50 degrees after the bottom dead center, the scavenging port 4 closes, but the intake valve 10 continues to open thereafter until 80 degrees after the bottom dead center, and the air-fuel mixture is supplied to the cylinder 1. As a result, the period during which the intake port 8 is open becomes longer, so that the filling amount of the air-fuel mixture can be increased. Moreover, since the air-fuel mixture fed by the air pump 13 is supplied to the intake port 8, the air-fuel mixture is supplied to the cylinder 1 during the opening period of the intake port 8, regardless of the rise in cylinder pressure caused by the rise of the piston 2. Since it can be forcibly filled, the amount of filling can be reliably increased and the engine output can be improved.
（発明の効果）
以上説明したように、本発明の２サイクルエン
ジンによれば、吸気弁の閉弁時期を掃気ポートの
閉時期よりも遅く設定できるので、吸気ポートの
開く期間が長くなり、この期間に過給された混合
気をシリンダに強制的に充填でき、混合気の充填
量を増大させてエンジンの出力を向上させること
ができる。また、ピストン下死点近傍では吸気弁
が開きかつ排気弁が閉じるよう設定できるので、
吸気ポートから排気ポートへの混合気の吹き抜け
を抑制できるとともに、掃気ポートには過給され
たエアのみを送給するので、掃気ポートから排気
ポートへはエアのみが吹き抜けることになり、よ
つて燃費の低減およびエミツシヨン性の改善を図
ることができる。(Effects of the Invention) As explained above, according to the two-stroke engine of the present invention, the closing timing of the intake valve can be set later than the closing timing of the scavenging port, so the opening period of the intake port becomes longer and this The cylinder can be forcibly filled with the air-fuel mixture that has been supercharged during the period, and the amount of air-fuel mixture charged can be increased to improve the output of the engine. Additionally, the intake valve can be set to open and the exhaust valve close near the bottom dead center of the piston.
In addition to suppressing the blow-by of the air-fuel mixture from the intake port to the exhaust port, only supercharged air is sent to the scavenging port, so only air blows through from the scavenging port to the exhaust port, thus reducing fuel consumption. It is possible to reduce this and improve emission properties.
図面は本発明の実施例を示し、第１図は全体概
略構成図、第２図は掃気ポートおよび吸・排気弁
の開閉タイミングを示す説明図、第３図はエンジ
ンの作動行程を説明する説明図である。
Ｅ……エンジン本体、１……シリンダ、２……
ピストン、３……シリンダ周壁、４……掃気ポー
ト、５……吸気通路、６……排気通路、７……イ
ンジエクタ、８……吸気ポート、９……排気ポー
ト、１０……吸気弁、１１……排気弁、１２……
掃気通路、１３……エアポンプ。
The drawings show an embodiment of the present invention; FIG. 1 is an overall schematic diagram, FIG. 2 is an explanatory diagram showing the opening/closing timing of scavenging ports and intake/exhaust valves, and FIG. 3 is an explanatory diagram illustrating the operating stroke of the engine. It is a diagram. E... Engine body, 1... Cylinder, 2...
Piston, 3...Cylinder peripheral wall, 4...Scavenging port, 5...Intake passage, 6...Exhaust passage, 7...Injector, 8...Intake port, 9...Exhaust port, 10...Intake valve, 11 ...Exhaust valve, 12...
Scavenging passage, 13...Air pump.
Claims (1)
気ポートが開口した２サイクルエンジンにおい
て、燃料供給手段を備えた吸気通路と排気通路と
が各々吸・排気ポートを介してシリンダのピスト
ン上死点位置より上方位置に開口され、吸・排気
ポートには各ポートを開閉する吸・排気弁が配設
されており、上記掃気ポートは掃気通路により上
記燃料供給手段上流の吸気通路に連通接続されて
いて、該掃気通路接続部上流の吸気通路には過給
機が配設されており、上記吸・排気弁の開閉タイ
ミングは、ピストン下死点近傍で吸気弁が開きか
つ排気弁が閉じるとともに、吸気弁の閉弁時期が
掃気ポートの閉時期よりも遅くなるよう設定され
ていることを特徴とする２サイクルエンジン。1 In a two-stroke engine in which a scavenging port opened and closed by a piston is opened in the cylinder peripheral wall, an intake passage and an exhaust passage each equipped with a fuel supply means are located above the piston top dead center position of the cylinder through the intake and exhaust ports. The intake/exhaust ports are provided with intake/exhaust valves for opening and closing each port, and the scavenging ports are connected to the intake passage upstream of the fuel supply means through a scavenging passage, and the scavenging ports are connected to the intake passage upstream of the fuel supply means. A supercharger is installed in the intake passage upstream of the passage connection part, and the opening and closing timing of the intake and exhaust valves is such that the intake valve opens and the exhaust valve closes near the bottom dead center of the piston, and the intake valve closes. A two-stroke engine characterized in that the valve timing is set to be later than the closing timing of the scavenging port.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4243185A JPS61201818A (en) | 1985-03-04 | 1985-03-04 | Two cycle engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4243185A JPS61201818A (en) | 1985-03-04 | 1985-03-04 | Two cycle engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61201818A JPS61201818A (en) | 1986-09-06 |
| JPH0584373B2 true JPH0584373B2 (en) | 1993-12-01 |
Family
ID=12635876
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4243185A Granted JPS61201818A (en) | 1985-03-04 | 1985-03-04 | Two cycle engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61201818A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH086585B2 (en) * | 1987-01-13 | 1996-01-24 | トヨタ自動車株式会社 | 2-cycle internal combustion engine |
| JPH0689681B2 (en) * | 1987-02-18 | 1994-11-09 | トヨタ自動車株式会社 | 2-cycle internal combustion engine |
| FR2693233B1 (en) * | 1992-07-02 | 1994-08-19 | Inst Francais Du Petrole | Device for controlling the pneumatic injection of a carbide mixture into a two-stroke internal combustion engine and associated use. |
-
1985
- 1985-03-04 JP JP4243185A patent/JPS61201818A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61201818A (en) | 1986-09-06 |
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