JPH09242570A - Spark ignition type two-stroke internal combustion engine with combustion control device - Google Patents
Spark ignition type two-stroke internal combustion engine with combustion control deviceInfo
- Publication number
- JPH09242570A JPH09242570A JP7928396A JP7928396A JPH09242570A JP H09242570 A JPH09242570 A JP H09242570A JP 7928396 A JP7928396 A JP 7928396A JP 7928396 A JP7928396 A JP 7928396A JP H09242570 A JPH09242570 A JP H09242570A
- Authority
- JP
- Japan
- Prior art keywords
- combustion chamber
- combustion engine
- internal combustion
- opening
- spark ignition
- 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
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
-
- 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
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
-
- 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)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、少なくとも低負荷
運転時に、燃焼室内の新気を自己着火燃焼、すなわち活
性熱雰囲気燃焼させるようにした燃焼制御装置付き火花
点火式２ストローク内燃機関に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a spark ignition type two-stroke internal combustion engine with a combustion control device, which is designed to cause fresh air in a combustion chamber to perform self-ignition combustion, that is, to perform active heat atmosphere combustion at least during low load operation. is there.
【０００２】[0002]
【従来技術】従来の火花点火式２ストローク内燃機関に
おいては、シリンダ孔の内周面にピストンにより開閉さ
れる排気通路と掃気通路が形成されており、クランク室
内で予圧された新気が掃気通路からシリンダ孔頂部の燃
焼室内に供給されるとともに、該燃焼室内の既燃ガスが
排気通路から排気通路へ排出され、該燃焼室内で圧縮さ
れた新気が点火栓により着火されるようになっていた。2. Description of the Related Art In a conventional spark ignition type two-stroke internal combustion engine, an exhaust passage and a scavenging passage which are opened and closed by a piston are formed in an inner peripheral surface of a cylinder hole, and fresh air prepressed in a crank chamber is scavenging passage. Is supplied to the combustion chamber at the top of the cylinder hole, the burnt gas in the combustion chamber is discharged from the exhaust passage to the exhaust passage, and the fresh air compressed in the combustion chamber is ignited by the spark plug. It was
【０００３】このような従来の火花点火式２ストローク
内燃機関では、高速、高負荷運転領域での出力および効
率を高い水準以上に設定すべく排気通路を太くすると、
低負荷運転領域では、新気の吹抜けや燃焼不安定によ
り、排気ガス中の未燃炭化水素量が増大して、燃費が悪
化した。In such a conventional spark ignition type two-stroke internal combustion engine, when the exhaust passage is made thicker in order to set the output and efficiency in the high speed and high load operation region to a high level or more,
In the low load operation range, the amount of unburned hydrocarbons in the exhaust gas increased due to blow-through of fresh air and unstable combustion, and fuel consumption deteriorated.
【０００４】これを解消するために、内燃機関回転数と
絞り弁開度とに応じた排気開口率に排気制御弁を駆動さ
せることにより、少なくとも低負荷運転領域において、
ピストンによる排気開口閉塞時の燃焼室内圧力を適正に
制御し、燃焼室に残留した既燃ガスの熱エネルギーによ
り燃焼室内の新気を活性化し、内燃機関の運転に好まし
い着火時期に燃焼室内の新気を自己着火させることがで
きる内燃機関を開発して、本出願人は出願した（特開平
７−７１２７９号）。In order to solve this, the exhaust control valve is driven at an exhaust opening ratio according to the internal combustion engine speed and the throttle valve opening degree, so that at least in the low load operation range.
Properly control the pressure in the combustion chamber when the exhaust opening is blocked by the piston, activate the fresh air in the combustion chamber by the thermal energy of the burnt gas remaining in the combustion chamber, and refresh the combustion chamber at the desired ignition timing for operating the internal combustion engine. The applicant has applied for the development of an internal combustion engine capable of self-igniting air (Japanese Patent Application Laid-Open No. 7-71279).
【０００５】[0005]
【解決しようとする課題】前記燃焼制御装置付き火花点
火式２ストローク内燃機関において、例えばアイドリン
グ運転域のように、絞り弁開度が小さい状態では、たと
え、排気制御弁を絞って、前記サイクルに燃焼室内で燃
焼した既燃ガスの残留量を増加させることにより、その
既燃ガスの温度を上昇させて、新気を自己着火させよう
としても、絞り弁が絞られた場合には、これに対応して
燃焼供給量も少なく、燃焼室内の残留既燃ガスを含む新
気が自己着火温度に到達できず、新気が自己着火できな
いことがある。In the spark ignition type two-stroke internal combustion engine with the combustion control device, when the throttle valve opening is small such as in the idling operation range, even if the exhaust control valve is throttled, Even if an attempt is made to self-ignite the fresh air by increasing the temperature of the burnt gas by increasing the residual amount of burnt gas burned in the combustion chamber, if the throttle valve is throttled, Correspondingly, the amount of combustion supply is small, and the fresh air containing the residual burned gas in the combustion chamber may not reach the self-ignition temperature, and the fresh air may not be self-ignited.
【０００６】これを改善しようとして、行程容積を一定
にしたまま、燃焼室容積を減少させて、見掛け圧縮比を
増大させ、上死点近傍の燃焼室内温度を増大させた場合
には、高負荷運転状態でノッキングを発生し易くなって
しまい、実用に適しえない。In an attempt to improve this, when the stroke volume is kept constant and the volume of the combustion chamber is decreased to increase the apparent compression ratio and increase the temperature of the combustion chamber near the top dead center, a high load is applied. Knocking is likely to occur during operation, which is not suitable for practical use.
【０００７】[0007]
【課題を解決するための手段および効果】本発明は、こ
のような難点を克服した燃焼制御装置付き火花点火式２
ストローク内燃機関の改良に係り、少なくとも内燃機関
回転数または絞り弁開度に応じて、排気制御弁を駆動し
て排気通路入口または該排気通路内の通路開口面積を制
御し、少なくとも低負荷運転時に燃焼室内の新気を自己
着火により燃焼させるようにした燃焼制御装置付き火花
点火式２ストローク内燃機関において、前記燃焼室の容
積を内燃機関の運転状況に応じて増減する燃焼室容積調
整手段を備えたことを特徴とするものである。SUMMARY OF THE INVENTION The present invention is directed to a spark ignition type 2 with a combustion control device which overcomes the above problems.
According to the improvement of the stroke internal combustion engine, the exhaust control valve is driven to control the exhaust passage inlet or the passage opening area in the exhaust passage in accordance with at least the internal combustion engine speed or the throttle valve opening degree, and at least during low load operation. A spark-ignition two-stroke internal combustion engine with a combustion control device for burning fresh air in a combustion chamber by self-ignition, comprising combustion chamber volume adjusting means for increasing or decreasing the volume of the combustion chamber according to the operating condition of the internal combustion engine. It is characterized by that.
【０００８】本発明は、前記したように構成されている
ため、絞り弁が絞られた給気量および燃焼供給量の少な
い低負荷運転時、特にアイドリング運転時においては、
前記燃焼室容積調整手段でもって前記燃焼室の容積を減
少させて、圧縮比を増大させることにより、該燃焼室内
の残留既燃ガスを含む新気が強く断熱圧縮される結果、
該燃焼室内の新気が自己着火して活性熱雰囲気燃焼を行
なうことができ、未燃炭化水素の排出が抑制されるとと
もに、燃費が改善される。Since the present invention is constructed as described above, during low load operation in which the throttle valve is throttled and the supply air amount and combustion supply amount are small, particularly during idling operation,
By reducing the volume of the combustion chamber by the combustion chamber volume adjusting means and increasing the compression ratio, fresh air containing residual burned gas in the combustion chamber is strongly adiabatically compressed,
The fresh air in the combustion chamber is self-ignited and can be burned in an active heat atmosphere, so that the emission of unburned hydrocarbons is suppressed and the fuel consumption is improved.
【０００９】また本発明では、絞り弁が開かれた通常の
運転状態、特にノッキングを起こし易い高負荷低速運転
状態において、前記燃焼室容積調整手段により前記燃焼
室容積を増大させて圧縮比を減少させることにより、ノ
ッキングを回避して、静粛で燃費の良好な運転を行なう
ことができる。Further, according to the present invention, in a normal operating state in which the throttle valve is opened, particularly in a high load low speed operating state where knocking is likely to occur, the combustion chamber volume is increased by the combustion chamber volume adjusting means to reduce the compression ratio. By doing so, knocking can be avoided, and quiet and fuel-efficient driving can be performed.
【００１０】このように本発明においては、ノッキング
を避けながら活性熱雰囲気燃焼領域を拡大して、燃費の
改善と未燃炭化水素排出抑制を図ることができる。As described above, according to the present invention, it is possible to improve the fuel consumption and suppress the emission of unburned hydrocarbons by expanding the active heat atmosphere combustion region while avoiding knocking.
【００１１】[0011]
【発明の実施の形態】以下、図１ないし、図２に図示さ
れた本発明の一実施形態について説明する。本発明の燃
焼制御装置を備えた火花点火式２ストローク内燃機関１
は、図示されない自動二輪車に搭載されるもので、該火
花点火式２ストローク内燃機関１では、クランクケース
２の上方にシリンダブロック３およびシリンダヘッド４
が順次重ねされて相互に一体に結合されており、無負荷
運転時における絞り弁開度と内燃機関回転数とは、図
５，図６のＺ曲線に図示されるような特性を有してい
る。BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention shown in FIGS. 1 and 2 will be described below. Spark ignition type two-stroke internal combustion engine 1 equipped with the combustion control device of the present invention
Is mounted on a motorcycle (not shown). In the spark ignition type two-stroke internal combustion engine 1, a cylinder block 3 and a cylinder head 4 are provided above the crankcase 2.
Are sequentially overlapped and are integrally connected to each other, and the throttle valve opening and the internal combustion engine speed during no-load operation have characteristics as shown by Z curves in FIGS. 5 and 6. There is.
【００１２】またシリンダブロック３に形成されたシリ
ンダ孔５にピストン６が上下に摺動自在に嵌装され、該
ピストン６とクランクシャフト８とはコネクティングロ
ッド７によって相互に連結されており、ピストン６の昇
降に伴ってクランクシャフト８が回転駆動されるように
なっている。A piston 6 is vertically slidably fitted in a cylinder hole 5 formed in the cylinder block 3, and the piston 6 and the crankshaft 8 are connected to each other by a connecting rod 7. The crankshaft 8 is driven to rotate in association with the elevation of the.
【００１３】さらにクランクケース２内のクランク室９
に連通する吸気通路10が形成され、該吸気通路10に図示
されない気化器とリード弁11とが直列に介装され、シリ
ンダ孔５の内周面に掃気口12が開口されるとともに、該
掃気口12よりも上方に位置して排気口13が開口され、該
掃気口12は掃気通路14を介してクランク室９に連通され
るとともに、排気口13は排気通路15に連通されている。Further, the crank chamber 9 in the crankcase 2
Is formed in the intake passage 10, a carburetor (not shown) and a reed valve 11 are provided in series in the intake passage 10, and a scavenging port 12 is opened in the inner peripheral surface of the cylinder hole 5 and An exhaust port 13 is opened above the port 12, and the scavenging port 12 communicates with the crank chamber 9 through a scavenging passage 14, and the exhaust port 13 communicates with an exhaust passage 15.
【００１４】さらにまたシリンダ孔５の上方の燃焼室16
の頂部に点火栓17が設けられており、図示されない気化
器により燃料と混合した新気は、上昇行程で負圧となっ
たクランク室９内にリード弁11を介して吸入され、下降
行程で圧縮されるとともに、ピストン６が下降して掃気
口12が開放された時、圧縮新気が掃気通路14より燃焼室
16内に供給され、この圧縮新気の進入で燃焼室16内の既
燃ガスの一部は、排気口13より排気通路15内へ排出さ
れ、ピストン６の上昇により掃気口12次いで排気口13が
閉塞されると、燃焼室16内の混合気はピストン６の上昇
でもって圧縮され、上死点近傍で点火栓17または前サイ
クル残留ガスの熱エネルギーによる自己着火が行なわれ
るようになっている。Furthermore, the combustion chamber 16 above the cylinder hole 5
A spark plug 17 is provided at the top of the, and the fresh air mixed with the fuel by a carburetor (not shown) is sucked into the crank chamber 9 having a negative pressure in the ascending stroke through the reed valve 11 and in the descending stroke. When the piston 6 descends and the scavenging port 12 is opened while being compressed, the compressed fresh air is discharged from the scavenging passage 14 into the combustion chamber.
Part of the burned gas in the combustion chamber 16 supplied to the inside of the combustion chamber 16 is discharged from the exhaust port 13 into the exhaust passage 15 by the introduction of the compressed fresh air, and the scavenging port 12 and then the exhaust port 13 due to the rise of the piston 6. Is closed, the air-fuel mixture in the combustion chamber 16 is compressed by the rise of the piston 6, and self-ignition is performed near the top dead center by the thermal energy of the spark plug 17 or the residual gas of the previous cycle. .
【００１５】また点火栓17に隣接して燃焼室16に連通す
る円筒状凹部18がシリンダヘッド４に形成され、該円筒
状凹部18にロータリ弁体19が回転自在に嵌装され、該ロ
ータリ弁体19には凹部20が形成され、該ロータリ弁体19
は図示されないレバーを介してソレノイドの可動片（図
示されず）に連結され、火花点火式２ストローク内燃機
関１の回転数と図示されない絞り弁の開度とをそれぞれ
検出するセンサ（図示されず）が設けられるとともに、
これら両検出信号を受信して下記の如き動作を行うコン
ピュータが設けられており、図７に図示されるように、
火花点火式２ストローク内燃機関１の回転数が5000回転
未満でかつ絞り弁開度が８％未満の運転領域Ａの場合に
は、前記ソレノイドはオンされ、図２に図示されるよう
に、ロータリ弁体19の凹部20は密封されて、燃焼室16に
対して遮断され、燃焼室16の容積が縮小されて、燃焼室
16の見掛け圧縮比が略８に設定され、さらに図７の運転
領域Ａ以外の運転領域Ｂの場合には、前記ソレノイドは
オンされず、図１に図示されるように、ロータリ弁体19
の凹部20は開口21を介して燃焼室16に連通されて、燃焼
室16の容積が拡大され、燃焼室16の見掛け圧縮比が略６
に設定されるようになっている。Further, a cylindrical recess 18 which is adjacent to the spark plug 17 and communicates with the combustion chamber 16 is formed in the cylinder head 4, and a rotary valve body 19 is rotatably fitted in the cylindrical recess 18 and the rotary valve A recess 20 is formed in the body 19, and the rotary valve body 19
Is a sensor (not shown) that is connected to a movable piece (not shown) of a solenoid via a lever (not shown) and detects the rotational speed of the spark ignition two-stroke internal combustion engine 1 and the opening of a throttle valve (not shown). Is provided,
A computer that receives both of these detection signals and performs the following operations is provided, and as shown in FIG.
When the engine speed of the spark ignition two-stroke internal combustion engine 1 is less than 5000 rpm and the throttle valve opening is less than 8% in the operating region A, the solenoid is turned on and, as shown in FIG. The recess 20 of the valve body 19 is sealed and cut off from the combustion chamber 16, the volume of the combustion chamber 16 is reduced, and the combustion chamber 16 is reduced.
When the apparent compression ratio of 16 is set to about 8 and the operating region B other than the operating region A of FIG. 7 is used, the solenoid is not turned on, and the rotary valve body 19 is turned on as shown in FIG.
The recess 20 is communicated with the combustion chamber 16 through the opening 21, the volume of the combustion chamber 16 is expanded, and the apparent compression ratio of the combustion chamber 16 is approximately 6
Is set to
【００１６】そして前記火花点火式２ストローク内燃機
関１において、ロータリ弁体19の凹部20が開口21を介し
て燃焼室16に連通されて、見掛け圧縮比が略６に設定さ
れた場合では、活性熱雰囲気燃焼領域Ｘは、図５に図示
される範囲内であり、ロータリ弁体19の凹部20が燃焼室
16に対して遮断されて、見掛け圧縮比が略８に設定され
た場合では、活性熱雰囲気燃焼領域Ｙは、図６に拡大さ
れるような特性となっている。In the spark ignition type two-stroke internal combustion engine 1, when the recess 20 of the rotary valve body 19 is communicated with the combustion chamber 16 through the opening 21 and the apparent compression ratio is set to about 6, the activation is activated. The hot atmosphere combustion region X is within the range shown in FIG. 5, and the recess 20 of the rotary valve body 19 is the combustion chamber.
When the apparent compression ratio is set to about 8 by cutting off against 16, the active-heat atmosphere combustion region Y has the characteristic of being enlarged in FIG.
【００１７】しかも、火花点火式２ストローク内燃機関
１の運転状態において、イグニッションスイッチを遮断
した場合には、排気制御弁24が上方へ開放され、または
前記ソレノイドがオフされて、燃焼室16の見掛け圧縮比
が６に設定され、あるいは絞り弁がアイドルスロットル
開度５％よりもさらに絞られるようになっている。In addition, when the ignition switch is cut off in the operating state of the spark ignition type two-stroke internal combustion engine 1, the exhaust control valve 24 is opened upward or the solenoid is turned off so that the apparent appearance of the combustion chamber 16 is reduced. The compression ratio is set to 6, or the throttle valve is throttled further than the idle throttle opening of 5%.
【００１８】さらに排気通路15の上方には、弁体収納凹
部22が形成され、該弁体収納凹部22の下流側にクランク
シャフト８と平行にシリンダブロック３を貫通した軸23
によって排気制御弁24の基部が上下に揺動自在に枢支さ
れている。Further, a valve body accommodating recess 22 is formed above the exhaust passage 15, and a shaft 23 penetrating the cylinder block 3 parallel to the crankshaft 8 is provided downstream of the valve body accommodating recess 22.
The base portion of the exhaust control valve 24 is pivotally supported by the vertical swingable.
【００１９】さらにまた排気制御弁24の先端部に該排気
制御弁24の扁平面に沿い扁平長孔25が形成され、前記排
気通路15の両側にクランクシャフト８と平行な軸を中心
として回転自在に回転体26が嵌装され、排気制御弁24の
扁平長孔25に遊嵌された連結軸27の両端が前記両回転体
26に偏心して一体に嵌着されている。Furthermore, a flat elongated hole 25 is formed at the tip of the exhaust control valve 24 along the flat surface of the exhaust control valve 24, and is rotatable on both sides of the exhaust passage 15 about an axis parallel to the crankshaft 8. The rotary body 26 is fitted to the rotary shaft 26, and both ends of the connecting shaft 27 loosely fitted in the flat elongated hole 25 of the exhaust control valve 24 are the rotary body 26.
It is eccentrically attached to 26 and is integrally fitted.
【００２０】しかも回転体26は、クランクシャフト８の
回転速度を検出して動作する図示されないガバナーに連
結されており、クランクシャフト８の回転速度が低い状
態では、図２に図示されるように、排気制御弁24は下方
へ揺動し、クランクシャフト８の回転速度が高い状態で
は、回転体26は反時計方向へ回転して、図１に図示され
るように、排気制御弁24は上方へ揺動するようになって
いる（なお、回転体26の回転制御をガバナーによらず、
クランクシャフト８の回転速度、絞り弁開度、給気圧力
等の入力信号を受信して所要の制御マップに基づき計算
するＣＰＵの制御信号により制御される排気制御サーボ
モータでもって回転体26を回転制御するようにしてもよ
い）。Moreover, the rotating body 26 is connected to a governor (not shown) which operates by detecting the rotational speed of the crankshaft 8, and when the rotational speed of the crankshaft 8 is low, as shown in FIG. The exhaust control valve 24 swings downward, and when the rotational speed of the crankshaft 8 is high, the rotating body 26 rotates counterclockwise, and the exhaust control valve 24 moves upward as shown in FIG. It is designed to oscillate (the rotation control of the rotating body 26 does not depend on the governor,
The rotor 26 is rotated by an exhaust control servomotor controlled by a CPU control signal that receives input signals such as the rotation speed of the crankshaft 8, the throttle valve opening, and the supply pressure, and calculates based on a required control map. It may be controlled).
【００２１】図１ないし図２に図示された実施形態は、
前記したように構成されているので下記のような動作が
行われる。すなわち、始動時は無負荷運転状態であるの
で、図示されない絞り弁が開かれ、その開度が増大する
につれて図５，図６のＺ曲線に沿って機関回転数が増大
するが、該絞り弁の開度は８％未満であるので、機関回
転数は5000回転未満であり、ロータリ弁体19の凹部20が
燃焼室16に対して遮断され、しかも排気制御弁24が下方
に傾けられるため、燃焼室16の容積縮小によって見掛け
圧縮比が８に切換られ、しかもピストン６の上昇行程に
おける排気口13の閉塞開始時期が早められるとともに、
ピストン６の下降行程における排気口13の開放開始時期
が早められる結果、たとえ、燃焼室16が低温であって
も、高圧縮比による大きな断熱圧縮でもって新気が充分
に高温に加熱され、活性熱雰囲気燃焼が促進され、未燃
炭化水素の排出が抑制されるとともに、燃焼が改善され
る。The embodiment illustrated in FIGS. 1 and 2 is
Since it is configured as described above, the following operation is performed. That is, at the time of start-up, the engine is in a no-load operation state, so a throttle valve (not shown) is opened, and the engine speed increases along the Z curve of FIGS. 5 and 6 as the opening degree increases. Since the opening degree of is less than 8%, the engine speed is less than 5000 rotations, the recess 20 of the rotary valve body 19 is blocked from the combustion chamber 16, and the exhaust control valve 24 is tilted downward. The apparent compression ratio is switched to 8 by the volume reduction of the combustion chamber 16, and the closing timing of the exhaust port 13 in the ascending stroke of the piston 6 is advanced.
As a result of advancing the opening start timing of the exhaust port 13 in the descending stroke of the piston 6, even if the combustion chamber 16 is at a low temperature, the fresh air is heated to a sufficiently high temperature by the large adiabatic compression due to the high compression ratio and activated Combustion in a hot atmosphere is promoted, emission of unburned hydrocarbons is suppressed, and combustion is improved.
【００２２】また、図示されない絞り弁が８％以上開か
れた通常の運転状態、または高負荷運転状態、あるいは
機関回転数が5000回転を越える高速運転状態では、図１
に図示されるように、排気制御弁24が上方へ傾けられる
とともに、ロータリ弁体19の凹部20は開口21を介して燃
焼室16に連通されて、燃焼室16の容積が拡大される結
果、ピストン６の上昇行程における排気口13の閉塞開始
時期が遅らされるとともに、ピストン６の下降行程にお
ける排気口13の開放開始時期が早められ、しかも燃焼室
16の容積増大でもって見掛けた圧縮比が低水準に維持さ
れるため、ノッキングを起こさずに大量のガス交換が円
滑に行なわれて、静粛でかつ出力増大が可能となる。Further, in a normal operating state in which a throttle valve (not shown) is opened by 8% or more, a high load operating state, or a high-speed operating state in which the engine speed exceeds 5000 rpm, FIG.
As shown in FIG. 4, the exhaust control valve 24 is tilted upward, and the recess 20 of the rotary valve body 19 is communicated with the combustion chamber 16 through the opening 21, so that the volume of the combustion chamber 16 is expanded. The opening start timing of the exhaust port 13 in the ascending stroke of the piston 6 is delayed, and the opening start timing of the exhaust port 13 in the descending stroke of the piston 6 is advanced.
Since the apparent compression ratio is maintained at a low level by the volume increase of 16, a large amount of gas exchange can be smoothly performed without causing knocking, and it is possible to increase the output quietly.
【００２３】このように従来の２ストローク内燃機関に
おいては、スロットル開度を５％前後の絞り状態に絞っ
たアイドル設定点近傍では、見掛け圧縮比６の２ストロ
ーク内燃機関で活性熱雰囲気燃焼を行なうことができ
ず、未燃炭化水素排出の多い不整燃焼を起こし易い領域
であったものが、図１ないし図２に図示の実施形態にお
いては、図２に図示されるように、ロータリ弁体19を閉
塞して見掛け圧縮比を８に増大させることにより、活性
熱雰囲気燃焼領域が図５に図示された範囲から図６に図
示された範囲に拡大されるので、活性熱雰囲気燃焼を行
なうことができ、燃費改善の外に、安定した運転状態が
得られる。As described above, in the conventional two-stroke internal combustion engine, in the vicinity of the idle set point where the throttle opening is reduced to about 5%, the two-stroke internal combustion engine with an apparent compression ratio of 6 performs active heat atmosphere combustion. However, in the embodiment shown in FIGS. 1 and 2, the rotary valve body 19 has a large amount of unburned hydrocarbons and is liable to cause irregular combustion, as shown in FIG. And the apparent compression ratio is increased to 8, the active heat atmosphere combustion region is expanded from the range shown in FIG. 5 to the range shown in FIG. 6, so that the active heat atmosphere combustion can be performed. In addition to improving fuel efficiency, stable driving conditions can be obtained.
【００２４】図１ないし図２に図示された実施形態にお
いて、凹部20の容積の異なるロータリ弁体19を複数個設
け、これらを選択的に開閉することにより、見掛け圧縮
比を段階的に変更することができる。In the embodiment shown in FIGS. 1 and 2, the apparent compression ratio is changed stepwise by providing a plurality of rotary valve elements 19 each having a different volume of the recess 20 and selectively opening and closing them. be able to.
【００２５】図１ないし図２に図示の実施形態では、ロ
ータリ弁体19の回転により、燃焼室16の増減を行なって
いたが、図３に図示するように、燃焼室16と連通する凹
部28をシリンダヘッド４に形成し、図示されないソレノ
イドの如き弁開閉駆動手段により開閉されるシャッター
弁30を凹部28の開口29に設けてもよく、図３に図示の実
施形態では、図１ないし図２に図示の実施形態と同様な
効果を奏することができる。In the embodiment shown in FIGS. 1 and 2, the rotation of the rotary valve body 19 increases or decreases the combustion chamber 16, but as shown in FIG. 3, the recess 28 communicating with the combustion chamber 16 is used. May be formed in the cylinder head 4, and a shutter valve 30 that is opened and closed by a valve opening / closing drive means such as a solenoid (not shown) may be provided in the opening 29 of the recess 28. In the embodiment shown in FIG. The same effects as those of the illustrated embodiment can be obtained.
【００２６】また図４に図示するように燃焼制御装置を
構成してもよい。すなわち、シリンダヘッド４にシリン
ダ孔５と連通する副シリンダ孔31を形成し、該副シリン
ダ孔31に副ピストン32を摺動自在に嵌装し、該副シリン
ダ孔31の外端を蓋33で密閉して油圧室34を形成し、該油
圧室34に圧油を供給・排出することにより、副シリンダ
孔31の副室35の容積、ひいては燃焼室16の容積を増減さ
せるようにしてもよく、この実施形態では前記実施形態
と同様な効果が得られる外に見掛け圧縮比を連続的に変
更することができる。A combustion controller may be constructed as shown in FIG. That is, a sub cylinder hole 31 communicating with the cylinder hole 5 is formed in the cylinder head 4, a sub piston 32 is slidably fitted in the sub cylinder hole 31, and an outer end of the sub cylinder hole 31 is covered with a lid 33. The pressure chamber 34 may be sealed to form a hydraulic chamber 34, and pressure oil may be supplied to and discharged from the hydraulic chamber 34 to increase or decrease the volume of the sub chamber 35 of the sub cylinder hole 31, and thus the volume of the combustion chamber 16. In this embodiment, the apparent compression ratio can be continuously changed in addition to the effect similar to that of the above embodiment.
【図１】本発明に係る通常の運転状態における燃焼制御
装置付き火花点火式２ストローク内燃機関の一実施形態
の縦断側面図である。FIG. 1 is a longitudinal side view of an embodiment of a spark ignition two-stroke internal combustion engine with a combustion control device in a normal operating state according to the present invention.
【図２】図１の実施形態において、低負荷・低速運転状
態の縦断側面図である。FIG. 2 is a vertical sectional side view in a low load / low speed operation state in the embodiment of FIG.
【図３】他の実施形態の要部縦断側面図である。FIG. 3 is a vertical cross-sectional side view of a main part of another embodiment.
【図４】さらに他の実施形態の要部縦断側面図である。FIG. 4 is a vertical sectional side view of a main part of still another embodiment.
【図５】図１ないし図２に図示の実施形態における低負
荷・低速運転状態で、ロータリ弁を開放した場合の活性
熱雰囲気燃焼領域と通常燃焼領域との境界を図示した特
性図である。5 is a characteristic diagram illustrating a boundary between an active heat atmosphere combustion region and a normal combustion region when the rotary valve is opened in a low load / low speed operation state in the embodiment illustrated in FIGS. 1 and 2. FIG.
【図６】図１ないし図２に図示の実施形態において、ロ
ータリ弁を閉塞した場合の活性熱雰囲気燃焼領域と通常
燃焼領域との境界を図示した特性図である。FIG. 6 is a characteristic diagram illustrating a boundary between an active heat atmosphere combustion region and a normal combustion region when the rotary valve is closed in the embodiment illustrated in FIGS. 1 and 2.
【図７】図１ないし図２に図示の実施形態において、ロ
ータリバルブの切り換えの情況を図示した制御図であ
る。FIG. 7 is a control diagram illustrating a situation of switching a rotary valve in the embodiment illustrated in FIGS. 1 and 2.
１…火花点火式２ストローク内燃機関、２…クランクケ
ース、３…シリンダブロック、４…シリンダヘッド、５
…シリンダ孔、６…ピストン、７…コネクティングロッ
ド、８…クランクシャフト、９…クランク室、10…吸気
通路、11…リード弁、12…掃気口、13…排気口、14…掃
気通路、15…排気通路、16…燃焼室、17…点火栓、18…
円筒状凹部、19…ロータリ弁体、20…凹部、21…開口、
22…弁体収納凹部、23…軸、24…排気制御弁、25…扁平
長孔、26…回転体、27…連結軸、28…凹部、29…開口、
30シャッター弁、31…副シリンダ孔、32…副ピストン、
33…蓋、34…油圧室、35…副室。DESCRIPTION OF SYMBOLS 1 ... Spark ignition type 2-stroke internal combustion engine, 2 ... Crankcase, 3 ... Cylinder block, 4 ... Cylinder head, 5
... Cylinder bore, 6 ... Piston, 7 ... Connecting rod, 8 ... Crankshaft, 9 ... Crank chamber, 10 ... Intake passage, 11 ... Reed valve, 12 ... Scavenging port, 13 ... Exhaust port, 14 ... Scavenging passage, 15 ... Exhaust passage, 16 combustion chamber, 17 spark plug, 18 ...
Cylindrical recess, 19 ... Rotary valve body, 20 ... Recess, 21 ... Opening,
22 ... Valve body accommodating recess, 23 ... Shaft, 24 ... Exhaust control valve, 25 ... Flat elongated hole, 26 ... Rotating body, 27 ... Connecting shaft, 28 ... Recess, 29 ... Opening,
30 shutter valve, 31 ... sub cylinder hole, 32 ... sub piston,
33 ... Lid, 34 ... Hydraulic chamber, 35 ... Sub chamber.
Claims (6)
開度に応じて、排気制御弁を駆動して排気通路入口また
は該排気通路内の通路開口面積を制御し、少なくとも低
負荷運転時に燃焼室内の新気を自己着火により燃焼させ
るようにした燃焼制御装置付き火花点火式２ストローク
内燃機関において、 前記燃焼室の容積を内燃機関の運転状況に応じて増減す
る燃焼室容積調整手段を備えたことを特徴とする火花点
火式ストローク内燃機関。1. An exhaust control valve is driven to control an exhaust passage inlet or a passage opening area in the exhaust passage in accordance with at least an internal combustion engine rotational speed or a throttle valve opening degree, and at least during low-load operation, the inside of the combustion chamber is controlled. A spark ignition type two-stroke internal combustion engine with a combustion control device for burning fresh air by self-ignition, comprising combustion chamber volume adjusting means for increasing or decreasing the volume of the combustion chamber according to the operating condition of the internal combustion engine. A characteristic spark ignition stroke internal combustion engine.
開度に応じて、排気制御弁を駆動して排気通路入口また
は該排気通路内の通路開口面積を制御し、少なくとも低
負荷運転時に燃焼室内の新気を自己着火により燃焼させ
るようにした燃焼制御装置付き火花点火式２ストローク
内燃機関において、 前記燃焼室の容積を内燃機関の運転状況に応じて増減さ
せることにより、自己着火時期を調整可能としたことを
特徴とする火花点火式２ストローク内燃機関。2. An exhaust control valve is driven to control an exhaust passage inlet or a passage opening area in the exhaust passage in accordance with at least an internal combustion engine speed or a throttle valve opening degree, and at least during low-load operation, the inside of the combustion chamber is controlled. In a spark ignition type two-stroke internal combustion engine with a combustion control device that burns fresh air by self-ignition, the self-ignition timing can be adjusted by increasing or decreasing the volume of the combustion chamber according to the operating condition of the internal combustion engine. A spark ignition type two-stroke internal combustion engine characterized in that
開度に応じて、排気制御弁を駆動して排気通路入口また
は該排気通路内の通路開口面積を制御し、少なくとも低
負荷運転時に燃焼室内の新気を自己着火により燃焼させ
るようにした燃焼制御装置付き火花点火式２ストローク
内燃機関において、 シリンダ頂部の主燃焼室の外に、該主燃焼室に連通する
少なくとも１個の副燃焼室と、前記主燃焼室および副燃
焼室を開閉自在に設けられた開閉手段とを備え、 該開閉手段の開閉を内燃機関の運転状況に応じて行なう
ことにより、自己着火時期を調整可能としたことを特徴
とする火花点火式２ストローク内燃機関。3. The exhaust control valve is driven in accordance with at least the internal combustion engine speed or the throttle valve opening to control the exhaust passage inlet or the passage opening area within the exhaust passage, and at least during low load operation, the inside of the combustion chamber is controlled. In a spark ignition type two-stroke internal combustion engine with a combustion control device for burning fresh air by self-ignition, at least one auxiliary combustion chamber communicating with the main combustion chamber, outside the main combustion chamber at the top of the cylinder, The main combustion chamber and the auxiliary combustion chamber are provided with an opening / closing means that can be opened / closed, and the self-ignition timing can be adjusted by opening / closing the opening / closing means according to the operating condition of the internal combustion engine. A spark ignition type two-stroke internal combustion engine.
焼室に連通する少なくとも１個の副燃焼室と、前記主燃
焼室および副燃焼室を開閉自在に設けられた開閉手段と
を備えたたことを特徴とする前記請求項１または請求項
２記載の火花点火式２ストローク内燃機関。4. At least one sub-combustion chamber communicating with the main combustion chamber and an opening / closing means provided to open and close the main combustion chamber and the sub-combustion chamber, outside the main combustion chamber at the top of the cylinder. The spark ignition type two-stroke internal combustion engine according to claim 1 or 2, characterized in that it is provided.
くとも１個のロータリー弁で前記請求項３の開閉手段が
構成されるとともに、該ロータリー弁の回転弁体内の内
部空間で前記請求項３の副燃焼室が構成されたことを特
徴とする前記請求項３記載の火花点火式２ストローク内
燃機関。5. The opening / closing means of claim 3 is constituted by at least one rotary valve communicating with the main combustion chamber at the top of the cylinder, and the internal space of the rotary valve body of the rotary valve comprises the opening / closing means of claim 3. The spark ignition type two-stroke internal combustion engine according to claim 3, wherein a sub combustion chamber is formed.
たはシャッター弁であることを特徴する前記請求項３記
載の火花点火式２ストローク内燃機関。6. The spark ignition type two-stroke internal combustion engine according to claim 3, wherein the opening / closing means according to claim 3 is a poppet valve or a shutter valve.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7928396A JPH09242570A (en) | 1996-03-08 | 1996-03-08 | Spark ignition type two-stroke internal combustion engine with combustion control device |
| TW85114423A TW311968B (en) | 1996-03-08 | 1996-11-22 | Spark ignition type two-stroke internal combustion engine with a control apparatus thereof |
| CN97102489A CN1100940C (en) | 1996-03-08 | 1997-02-20 | Sparking two stroke IC engine with combustion controller |
| FR9702743A FR2745848B1 (en) | 1996-03-08 | 1997-03-07 | TWO-STROKE INTERNAL COMBUSTION ENGINE WITH SPARK IGNITION, EQUIPPED WITH A COMBUSTION CONTROL DEVICE |
| AU15165/97A AU710603B2 (en) | 1996-03-08 | 1997-03-07 | Spark ignition two-stroke internal combustion engine having a combustion controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7928396A JPH09242570A (en) | 1996-03-08 | 1996-03-08 | Spark ignition type two-stroke internal combustion engine with combustion control device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH09242570A true JPH09242570A (en) | 1997-09-16 |
Family
ID=13685545
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7928396A Pending JPH09242570A (en) | 1996-03-08 | 1996-03-08 | Spark ignition type two-stroke internal combustion engine with combustion control device |
Country Status (5)
| Country | Link |
|---|---|
| JP (1) | JPH09242570A (en) |
| CN (1) | CN1100940C (en) |
| AU (1) | AU710603B2 (en) |
| FR (1) | FR2745848B1 (en) |
| TW (1) | TW311968B (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003526043A (en) * | 2000-03-09 | 2003-09-02 | マイケル、 パトリック ディクソン、 | Uniform or premixed auto-ignition engine |
| JP2009523962A (en) * | 2006-01-23 | 2009-06-25 | ロータス カーズ リミテッド | Two-cycle internal combustion engine with variable compression ratio and exhaust port shutter |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2475068B (en) * | 2009-11-04 | 2014-06-25 | Lotus Car | A two-stroke internal combustion engine with variable compression ratio and an exhaust port shutter |
| WO2022029510A1 (en) * | 2020-08-06 | 2022-02-10 | Gimax S.R.L. Con Unico Socio | Two-stroke internal combustion engine |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CH260702A (en) * | 1946-11-04 | 1949-03-31 | Adler Racz Josef | Method and device for changing the compression ratio of internal combustion engines. |
| US4543916A (en) * | 1983-11-25 | 1985-10-01 | Giorno Vincent L | Induced controlled detonation internal combustion engine |
| JPH01100328A (en) * | 1987-10-09 | 1989-04-18 | Fuji Heavy Ind Ltd | Variable-compression ratio type engine |
| GB2223059A (en) * | 1988-09-24 | 1990-03-28 | Ford Motor Co | Engine with variable compression ratio |
| US5341771A (en) * | 1991-12-03 | 1994-08-30 | Motive Holdings Limited | Internal combustion engine with variable combustion chambers and increased expansion cycle |
| JPH0627742A (en) * | 1992-07-08 | 1994-02-04 | Hitachi Metals Ltd | Manufacture of carrier for electrostatic charge development |
| GB9217345D0 (en) * | 1992-08-14 | 1992-09-30 | Lotus Car | Four stroke internal combustion engine |
| JP4030134B2 (en) * | 1993-01-08 | 2008-01-09 | 本田技研工業株式会社 | Combustion control device for spark ignition type 2-cycle engine |
-
1996
- 1996-03-08 JP JP7928396A patent/JPH09242570A/en active Pending
- 1996-11-22 TW TW85114423A patent/TW311968B/en active
-
1997
- 1997-02-20 CN CN97102489A patent/CN1100940C/en not_active Expired - Fee Related
- 1997-03-07 FR FR9702743A patent/FR2745848B1/en not_active Expired - Fee Related
- 1997-03-07 AU AU15165/97A patent/AU710603B2/en not_active Ceased
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003526043A (en) * | 2000-03-09 | 2003-09-02 | マイケル、 パトリック ディクソン、 | Uniform or premixed auto-ignition engine |
| JP2009523962A (en) * | 2006-01-23 | 2009-06-25 | ロータス カーズ リミテッド | Two-cycle internal combustion engine with variable compression ratio and exhaust port shutter |
Also Published As
| Publication number | Publication date |
|---|---|
| CN1100940C (en) | 2003-02-05 |
| CN1162693A (en) | 1997-10-22 |
| TW311968B (en) | 1997-08-01 |
| FR2745848A1 (en) | 1997-09-12 |
| AU710603B2 (en) | 1999-09-23 |
| FR2745848B1 (en) | 1999-04-16 |
| AU1516597A (en) | 1997-09-11 |
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