JPH1077854A - Crank chamber compression type two-cycle engine - Google Patents
Crank chamber compression type two-cycle engineInfo
- Publication number
- JPH1077854A JPH1077854A JP8287204A JP28720496A JPH1077854A JP H1077854 A JPH1077854 A JP H1077854A JP 8287204 A JP8287204 A JP 8287204A JP 28720496 A JP28720496 A JP 28720496A JP H1077854 A JPH1077854 A JP H1077854A
- Authority
- JP
- Japan
- Prior art keywords
- fresh air
- main injection
- engine
- cylinder
- control valve
- 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.)
- Withdrawn
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Supercharger (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は新気の主噴出に先行させ
て新気のパイロット噴出を行なう事によって機関の低負
荷域における燃焼を改善した２サイクル機関に関するも
のである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a two-stroke engine having improved combustion in a low-load region of an engine by performing pilot injection of fresh air prior to main injection of fresh air.
【０００２】[0002]
【従来の技術】一般に２サイクル機関では新気によって
既燃ガスを追い出す掃気過程を有しており、アイドル状
態を含む機関の低負荷域では給気比が小さく、着火性に
劣り、不整燃焼が発生する。この為、排ガス中の有害成
分が増加し、燃費も悪化した。2. Description of the Related Art In general, a two-stroke engine has a scavenging process in which burned gas is expelled by fresh air. In a low-load region of an engine including an idle state, the supply ratio is small, the ignitability is poor, and irregular combustion occurs. Occur. As a result, harmful components in the exhaust gas increased, and fuel efficiency also deteriorated.
【０００３】[0003]
【発明が解決しようとする問題点】本発明の目的は機関
のアイドル状態を含む低負荷域において新気の主噴出に
先行させて新気のパイロット噴出を行ない、以って活性
基による自己着火を引き起し、燃焼を改善して排ガスを
浄化し、燃費を改善するところにある。SUMMARY OF THE INVENTION It is an object of the present invention to perform a pilot injection of fresh air prior to a main injection of fresh air in a low load region including an idle state of an engine, thereby causing self-ignition by an active group. To improve combustion, purify exhaust gas, and improve fuel efficiency.
【０００４】[0004]
【問題点を解決する為の手段】本発明は従来の欠点を解
決する為、ピストンの側壁又はクランクウェブに主噴口
を形成し、機関の低負荷域では前記主噴口が掃気通路に
連通する事によって行なわれる新気の主噴出の前に新気
の一部を流入させるパイロット噴出を排気通路の開時期
以後に行ない、かつ前記主噴口を介して行なわれる新気
の主噴出の開始時期を制御弁により遅らせる様に構成
し、高負荷・高速域では新気の主噴出の開始時期を早め
る為、前記制御弁が開放されている様にしたのである。According to the present invention, in order to solve the conventional disadvantage, a main injection port is formed on a side wall of a piston or a crank web, and the main injection port communicates with a scavenging passage in a low engine load region. A pilot jet for causing a part of fresh air to flow in before the main jet of fresh air is performed after the opening timing of the exhaust passage, and the start timing of the main jet of fresh air to be performed via the main nozzle is controlled. The valve is configured to be delayed, and in a high load / high speed range, the control valve is opened in order to advance the start time of the main injection of fresh air.
【０００５】[0005]
【作用】ピストンの側壁又はクランクウェブに主噴口を
形成し、低負荷域では主噴口が掃気通路に連通する事に
よって行なわれる新気の主噴出の前に新気の一部を流入
させるパイロット噴出を行ない、かつ前記主噴出の開始
時期を制御弁により遅らせる様に構成する。この新気の
パイロット噴出は少量であるから、シリンダー内に流入
しても内部温度を殆ど低下させず、シリンダー内既燃残
留ガスの温度エネルギーにより燃料の一部が活性化して
冷炎反応を起す。かくして混合気に点火するエネルギー
源となる活性基は上死点付近では多量に発生し、自己着
火を起す。Pilot injection that forms a main injection port on the side wall of the piston or the crank web, and allows a part of fresh air to flow before the main injection of fresh air that is performed by connecting the main injection port to the scavenging passage at low load. And the start timing of the main ejection is delayed by a control valve. Since the amount of this fresh air pilot jet is small, even if it flows into the cylinder, the internal temperature hardly decreases, and part of the fuel is activated by the temperature energy of the burned residual gas in the cylinder, causing a cool flame reaction. . Thus, a large amount of active groups, which serve as an energy source for igniting the air-fuel mixture, are generated near the top dead center and cause self-ignition.
【０００６】[0006]
【実施例】図１（イ）は本発明によるクランク室圧縮式
２サイクル機関の一実施例で、ピストン２により開閉さ
れる掃気通路５及び排気通路４を備え、気化器等を介し
てクランク室内に導入された新気は予圧された後に掃気
通路５を介してシリンダー１内に流入し、既燃ガスを掃
気する。続いてシリンダー１内に捕えられた給気は圧縮
され、上死点付近で点火されて燃焼し、爆発力を発生さ
せる様になっている。ピストン２の側壁には主噴口８が
形成され、掃気通路６を開閉する制御弁９が備えられ、
ピストン２によりクランク角で例えば排気通路４は下死
点前８０°で開、下死点後８０°で閉、掃気通路５は下
死点前６０°で開、下死点後６０°で閉となっている。
アイドル状態を含む機関の低負荷域では制御弁９は閉鎖
しており、ピストン２により掃気通路５が開かれるとク
ランク室内の新気は掃気通路７，５を介してシリンダー
１内に流入し、ピストン２の下部側壁により掃気通路７
が閉鎖されるまで新気のパイロット噴出を行なう（これ
は一旦は遮断される）。続いてピストン２の更なる下降
により主噴口８が例えば下死点前３０°で掃気通路７に
連通すると、クランク角で６０°の期間新気の主噴出が
行なわれる。１０は補助噴口で、主噴出の開始時期（下
死点前３０°）とほぼ同時に開（補助噴口１０が補助路
１１に連通）となり、新気の主噴出に際しての有効断面
積をその分増大させるものであるが、必要不可欠なもの
ではない。新気のパイロット噴出は少量であるから、シ
リンダー１内に流入しても内部温度を低下させず、冷炎
反応を発生させ、自己着火を起し易くする。この場合、
排気絞りを行なうと更に効果がある。機関の負荷や回転
速度の増大と共に制御弁９を開いてゆくが、高負荷・低
速域では制御弁９は未だ全閉として新気の主噴出を遅ら
せ（新気の吹き抜け防止）、高負荷・中速域では半開と
するのが良く、高負荷・高速域では開放（全開）とす
る。これにより掃気は下死点前６０°で開始、下死点後
６０°で終了となる。自己着火による燃焼はある時点よ
り通常の点火栓による燃焼に自動的に切り換わる。制御
弁９は気化器の絞弁やクランク軸と共に回転するフライ
ウェイトにより、又は立体カムにより駆動する事が考え
られる（立体カムを絞弁で回転方向に、フライウェイト
で軸方向に移動させる様に構成する）。更には前記絞弁
の開度や回転速度の情報が入力されるマイクロコンピュ
ーターにより制御されるサーボモーターにより駆動する
事も考えられるが、これらは公知であり、詳しくは説明
しない。図１（イ）における補助噴口１０は図２（イ）
の如くピストンピンと直角方向のピストンの側壁に形成
しても良く、補助噴口１０が補助路１１に連通すると、
新気を掃気通路７へ送り込む。又、図１（イ）では図２
（ロ）の如く細溝１３を形成し、新気のパイロット噴出
が一旦遮断される事なく継続して行なわれる様にしても
良い。更に図１（イ）においては、図２（ハ）の如くピ
ストン２により掃気通路５が開かれる時には、ピストン
の下部側壁により掃気通路７が閉鎖されている様に構成
すれば（ピストン高さを増す）、新気のパイロット噴出
は行なわれないが、代りに二点鎖線示の如く掃気通路５
がピストン２により開かれるのと同時に開かれる掃気通
路１４を形成し（排気通路４の反対側に当るシリンダー
周りの断面を示した図２（ニ）参照）、新気のパイロッ
ト噴出を行なう様にしても良い。この場合、図２（ニ）
において掃気通路１４の入口部の高さを図２（ホ）の如
く減ずれば、新気の主噴出の開始前にパイロット噴出を
一旦遮断する事ができる。更に図２（ヘ）の如くピスト
ン２の側壁に補助孔１５を形成し、補助孔１５が孔１６
に下死点前６０°から連通する事によって新気のパイロ
ット噴出を行なうと共にこれを一旦遮断し、然る後に補
助孔１５が補助路１１に下死点前３０°で連通する事に
よって新気の主噴出に際しての有効断面積を増す事がで
きる。図２（ト）は、図１（イ）において掃気通路５が
ピストン２により開かれる時にはピストンの下部側壁に
より掃気通路７が閉鎖されている様に構成し、機関の低
負荷域で制御弁９を若干開いて（全閉として、これに穴
をあけても良い）、主噴口８が掃気通路７に連通する事
によって開始される新気の主噴出に先行させて新気のパ
イロット噴出を行なう様にしたものである。尚、図１
（イ）においては図２（ニ）の掃気通路１４を形成し、
掃気通路１４のピストン２による開時期が新気の主噴出
の開始時期と同じになる様に変更すれば、これは補助噴
口１０の代用となる。図１（イ）において掃気通路６，
７、制御弁９を１系統にまとめたものに相当する実施例
を図２（チ）に示す。又、図１（イ）はループ掃気式で
あったが、横断掃気式のものを図１（ロ）に示す。次に
図１（ハ）に示す本発明は主噴口８を介して新気のパイ
ロット噴出を行なう様にしたもので、アイドル状態を含
む機関の低負荷域では制御弁９は閉鎖しており、ピスト
ン２により掃気通路５が開かれるとクランク室内の新気
は主噴口８、掃気通路１２を介して両者の連通が遮断さ
れるまでシリンダー１内に流入し（パイロット噴出）、
主噴口８が掃気通路７に連通（例えば下死点前３０°
で）すると掃気通路７を介してシリンダー１内への新気
の主噴出が行なわれる。制御弁９は高負荷・高速域では
開放する様にする。新気のパイロット噴出及び主噴出を
クランクウェブにより制御して行なう様にした本発明を
図３（イ）に示す。即ち、クランクウェブ３には主噴口
８が形成され、例えば排気通路４はピストンにより下死
点前８０°で開、下死点後８０°で閉、掃気通路５は下
死点前７０°で開、下死点後７０°で閉、主噴口８は掃
気通路６と下死点前５０°連通開始、掃気通路７と下死
点後１００°で連通遮断となっている（但し、掃気通路
５はピストン２により下死点後７０°で閉鎖される為、
総合的には下死点前５０°で掃気開始、下死点後７０°
で掃気終了となる）。アイドル状態を含む機関の低負荷
域では制御弁９は閉鎖しており、従って主噴口８は例え
ば下死点で掃気通路７に連通し、この時点から新気の主
噴出が開始されるが、これに先行させて補助孔１７が掃
気通路７に例えば下死点前４０°から下死点まで連通す
る事によって新気のパイロット噴出が行なわれる。この
場合、制御弁９に穴をあけるか、若干開く様にすれば、
これによりパイロット噴出が下死点前５０°から行なわ
れる事になるから、補助孔１７は不要となる。制御弁９
は機関の高負荷・高速域では開放させる。尚、図１
（イ）の補助噴口１０と同じ目的で二点鎖線示の如く補
助噴口１０を形成しても良い。主噴口８をクランクウェ
ブ３の外周に切欠き状に形成したものを図３（ロ）に示
す。図３（ロ）では図３（イ）における掃気通路６，７
をクランクウェブ３の外周に接続する様にしたものに相
当するから、説明は同様である。FIG. 1 (a) shows an embodiment of a crankcase compression type two-stroke engine according to the present invention, which includes a scavenging passage 5 and an exhaust passage 4 opened and closed by a piston 2, and a crankcase through a carburetor or the like. After being pre-pressurized, the fresh air introduced into the cylinder 1 flows into the cylinder 1 through the scavenging passage 5, and scavenges the burned gas. Subsequently, the supply air trapped in the cylinder 1 is compressed, ignited near top dead center and burned to generate explosive power. A main injection port 8 is formed on a side wall of the piston 2 and a control valve 9 for opening and closing the scavenging passage 6 is provided.
For example, the exhaust passage 4 is opened at 80 ° before bottom dead center, closed at 80 ° after bottom dead center, and the scavenging passage 5 is opened at 60 ° before bottom dead center and closed at 60 ° after bottom dead center at the crank angle by the piston 2. It has become.
In a low load region of the engine including the idle state, the control valve 9 is closed, and when the scavenging passage 5 is opened by the piston 2, fresh air in the crank chamber flows into the cylinder 1 via the scavenging passages 7, 5. The scavenging passage 7 by the lower side wall of the piston 2
Until is closed, a fresh pilot jet is performed (this is temporarily shut off). Subsequently, when the main injection port 8 communicates with the scavenging passage 7 at, for example, 30 ° before the bottom dead center due to the further lowering of the piston 2, the main injection of fresh air is performed during a crank angle of 60 °. Reference numeral 10 denotes an auxiliary nozzle, which is opened almost at the same time as the start of the main injection (30 ° before bottom dead center) (the auxiliary nozzle 10 communicates with the auxiliary path 11), thereby increasing the effective sectional area for the main injection of fresh air. But it is not essential. Since a small amount of fresh air is injected into the cylinder 1, even if it flows into the cylinder 1, the internal temperature is not lowered, a cold flame reaction is generated, and self-ignition is easily caused. in this case,
Exhaust throttling is more effective. The control valve 9 is opened with an increase in engine load and rotation speed. However, in a high-load and low-speed range, the control valve 9 is still fully closed to delay the main ejection of fresh air (preventing fresh air from flowing through). It is better to be half open in the middle speed range, and open (fully open) in the high load / high speed range. Thus, scavenging starts at 60 ° before bottom dead center and ends at 60 ° after bottom dead center. The combustion by the self-ignition is automatically switched to the combustion by the normal spark plug from a certain point. It is conceivable that the control valve 9 is driven by a flyweight rotating with a throttle valve and a crankshaft of a carburetor or by a three-dimensional cam (such that the three-dimensional cam is moved in the rotation direction by a throttle valve and in the axial direction by a flyweight). Configure). Further, it is conceivable that the throttle valve is driven by a servomotor controlled by a microcomputer to which information on the opening degree and the rotation speed of the throttle valve is input, but these are known and will not be described in detail. The auxiliary nozzle 10 in FIG. 1A is shown in FIG.
May be formed on the side wall of the piston at right angles to the piston pin as shown in FIG.
Fresh air is sent into the scavenging passage 7. In FIG. 1A, FIG.
The narrow groove 13 may be formed as shown in (b), so that the pilot emission of fresh air is continuously performed without being temporarily interrupted. Further, in FIG. 1 (a), when the scavenging passage 5 is opened by the piston 2 as shown in FIG. 2 (c), the scavenging passage 7 is closed by the lower side wall of the piston (the piston height is reduced). ), The pilot air of fresh air is not ejected, but the scavenging passage 5
A scavenging passage 14 is formed which is opened at the same time as the piston 2 opens (see FIG. 2 (d) showing a cross section around the cylinder which is opposite to the exhaust passage 4), so that a fresh air pilot injection is performed. May be. In this case, FIG.
In FIG. 2, if the height of the inlet of the scavenging passage 14 is reduced as shown in FIG. 2 (e), the pilot ejection can be temporarily interrupted before the start of the main ejection of fresh air. Further, an auxiliary hole 15 is formed in the side wall of the piston 2 as shown in FIG.
Pilots the fresh air by communicating with it from 60 ° before bottom dead center and temporarily shuts it off, and then the auxiliary hole 15 communicates with the auxiliary path 11 at 30 ° before bottom dead center. The effective cross-sectional area at the time of the main ejection can be increased. FIG. 2 (g) shows a configuration in which the scavenging passage 7 is closed by the lower side wall of the piston when the scavenging passage 5 is opened by the piston 2 in FIG. Is slightly opened (a hole may be made in this case and the hole may be opened), and the pilot injection of fresh air is performed prior to the main injection of fresh air started by the main injection port 8 communicating with the scavenging passage 7. It is what we did. FIG.
2A, the scavenging passage 14 shown in FIG.
If the opening timing of the scavenging passage 14 by the piston 2 is changed to be the same as the start timing of the main injection of fresh air, this can be used as a substitute for the auxiliary injection port 10. In FIG. 1 (a), the scavenging passage 6,
An embodiment corresponding to one in which the control valve 9 is integrated into one system is shown in FIG. FIG. 1A shows the loop scavenging type, but FIG. 1B shows a cross-scavenging type. Next, in the present invention shown in FIG. 1 (c), pilot air of fresh air is injected through the main injection port 8, and the control valve 9 is closed in a low load region of the engine including an idle state. When the scavenging passage 5 is opened by the piston 2, fresh air in the crank chamber flows into the cylinder 1 via the main injection port 8 and the scavenging passage 12 until communication between the two is cut off (pilot ejection),
The main injection port 8 communicates with the scavenging passage 7 (for example, 30 ° before bottom dead center).
Then, the main ejection of fresh air into the cylinder 1 through the scavenging passage 7 is performed. The control valve 9 is opened in a high load / high speed range. FIG. 3 (a) shows the present invention in which the pilot jet and the main jet of fresh air are controlled by the crank web. That is, a main injection port 8 is formed in the crank web 3. For example, the exhaust passage 4 is opened by a piston at 80 ° before bottom dead center, closed at 80 ° after bottom dead center, and the scavenging passage 5 is opened at 70 ° before bottom dead center. Open, closed at 70 ° after bottom dead center, main nozzle 8 starts communicating with scavenging passage 6 at 50 ° before bottom dead center, and shuts off communication with scavenging passage 7 at 100 ° after bottom dead center (except for scavenging passage 5 is closed at 70 ° after the bottom dead center by the piston 2,
In general, scavenging starts at 50 ° before bottom dead center and 70 ° after bottom dead center
At the end of scavenging). In the low load region of the engine including the idling state, the control valve 9 is closed, so that the main injection port 8 communicates with the scavenging passage 7 at, for example, the bottom dead center, and the main injection of fresh air is started from this point. Prior to this, the pilot hole of fresh air is performed by connecting the auxiliary hole 17 to the scavenging passage 7 from, for example, 40 ° before the bottom dead center to the bottom dead center. In this case, if the control valve 9 is opened or slightly opened,
As a result, pilot ejection is performed from 50 ° before the bottom dead center, and the auxiliary hole 17 is not required. Control valve 9
Is released at high engine load and high speed. FIG.
The auxiliary nozzle 10 may be formed as shown by the two-dot chain line for the same purpose as the auxiliary nozzle 10 of (A). FIG. 3B shows the main injection port 8 formed in a notch shape on the outer periphery of the crank web 3. In FIG. 3B, the scavenging passages 6, 7 in FIG.
Is connected to the outer periphery of the crank web 3, so that the description is the same.
【０００７】[0007]
【発明の効果】本発明では機関の低負荷域において新気
の主噴出に先行させて新気のパイロット噴出を行なって
おり、これは少量である為、シリンダー内に流入しても
内部温度を殆ど低下させず、シリンダー内既燃残留ガス
の温度エネルギーによって燃料の一部が活性化し、冷炎
反応を起させる（従来の様にパイロット噴出がないと、
多量の新気の流入により冷却され、冷炎反応は起らな
い）。かくして上始点付近では混合気に点火するエネル
ギー源となる活性基（―ＯＨ，ＣＨ―等）は多量に発生
しており、確実に自己着火を引き起こす。この自己着火
による燃焼は多量の既燃ガス中の燃焼なので、ノックの
様な急激な圧力上昇はなく、無数の点でほぼ同時に起る
為、完全燃焼が可能であり、著しい燃焼の改善が得られ
る。従って、排ガス中の有害成分は著しく減少し、燃費
は大幅に改善される。更にこの燃焼は希薄混合気を前提
条件としているので、より一層効果を増すことになる。According to the present invention, in the low load region of the engine, the pilot injection of fresh air is performed prior to the main injection of fresh air. Since this is a small amount, the internal temperature is reduced even if it flows into the cylinder. Almost no decrease, part of the fuel is activated by the temperature energy of the burned residual gas in the cylinder, causing a cool flame reaction.
It is cooled by a large amount of fresh air, and no cold flame reaction occurs). Thus, near the upper starting point, a large amount of active groups (—OH, CH—, etc.) serving as an energy source for igniting the air-fuel mixture are generated, and self-ignition is reliably caused. Since combustion by self-ignition is combustion in a large amount of burned gas, there is no sudden increase in pressure like knocking, and it occurs almost simultaneously at innumerable points.Thus, complete combustion is possible and significant improvement in combustion is obtained. Can be Therefore, the harmful components in the exhaust gas are significantly reduced, and the fuel efficiency is greatly improved. Further, the combustion is premised on a lean mixture, so that the effect is further enhanced.
【図１】本発明によるクランク室圧縮式２サイクル機関
の図。FIG. 1 is a diagram of a crankcase compression type two-stroke engine according to the present invention.
【図２】本発明によるクランク室圧縮式２サイクル機関
の各実施態様の図。FIG. 2 is a view of each embodiment of a crankcase compression type two-stroke engine according to the present invention.
【図３】本発明によるクランク室圧縮式２サイクル機関
の図FIG. 3 is a diagram of a crankcase compression type two-stroke engine according to the present invention.
１はシリンダー、２はピストン、３はクランクウェブ、
４は排気通路、５・６・７・１４は掃気通路、８は主噴
口、９は制御弁、１０は補助噴口、１１は補助路、１２
は掃気通路、１３は細溝、１５は補助孔、１６は孔、１
７は補助孔、１８は吸入通路である。1 is a cylinder, 2 is a piston, 3 is a crank web,
4 is an exhaust passage, 5.6.7.14 is a scavenging passage, 8 is a main injection hole, 9 is a control valve, 10 is an auxiliary injection hole, 11 is an auxiliary passage, 12
Is a scavenging passage, 13 is a narrow groove, 15 is an auxiliary hole, 16 is a hole, 1
7 is an auxiliary hole, and 18 is a suction passage.
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｆ０２Ｄ 9/04 Ｆ０２Ｄ 9/04 Ｈ 13/02 13/02 Ｆ ──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. 6 Identification code Agency reference number FI Technical display location F02D 9/04 F02D 9/04 H 13/02 13/02 F
Claims (4)
排気通路を備え、新気によって既燃ガスを追い出す掃気
過程を有する２サイクル機関において、ピストンの側壁
に主噴口を形成し、機関の低負荷域では前記主噴口が掃
気通路に連通する事によって行なわれるシリンダー内へ
の新気の主噴出の前に新気の一部をシリンダー内に流入
させるパイロット噴出を前記排気通路の開時期以後に行
ない、かつ前記主噴口を介して行なわれる新気の主噴出
の開始時期を制御弁により遅らせる様に構成し、高負荷
・高速域では前記新気の主噴出の開始時期を早める為に
前記制御弁が開放されている様にしたクランク室圧縮式
２サイクル機関。In a two-cycle engine having a scavenging passage and an exhaust passage opened and closed by a piston and having a scavenging process of purging burned gas by fresh air, a main injection port is formed on a side wall of the piston, and a low load region of the engine is provided. Prior to the main injection of fresh air into the cylinder, which is performed by the main injection port communicating with the scavenging passage, perform a pilot injection that causes a part of fresh air to flow into the cylinder after the opening timing of the exhaust passage, In addition, the control valve is configured to delay the start time of the main injection of fresh air performed through the main injection port, and in a high load / high speed region, the control valve is used to advance the start time of the main injection of the fresh air. A two-stroke crankcase compression engine that is open.
排気通路を備え、新気により既燃ガスを追い出す掃気過
程を有する２サイクル機関において、クランクウェブに
主噴口を形成し、機関の低負荷域では前記主噴口が掃気
通路に連通する事によって行なわれるシリンダー内への
新気の主噴出の前に新気の一部をシリンダー内に流入さ
せるパイロット噴出を前記排気通路の開時期以後に行な
い、かつ前記主噴口を介して行なわれる新気の主噴出の
開始時期を制御弁により遅らせる様に構成し、高負荷・
高速域では前記新気の主噴出の開始時期を早める為に前
記制御弁が開放されている様にしたクランク室圧縮式２
サイクル機関。2. A two-stroke engine having a scavenging passage and an exhaust passage opened and closed by a piston, and having a scavenging process of purging burned gas by fresh air, wherein a main injection port is formed in a crank web, and in a low load region of the engine, Prior to the main injection of fresh air into the cylinder, which is performed by the main injection port communicating with the scavenging passage, perform a pilot injection that causes a part of fresh air to flow into the cylinder after the opening timing of the exhaust passage, and The control valve is configured to delay the start timing of the main injection of fresh air performed through the main injection port by using a control valve.
In a high-speed range, the control valve is opened to accelerate the start of the main injection of the fresh air.
Cycle agency.
ダー内へ流入させるパイロット噴出を一旦遮断し、然る
後にシリンダー内への新気の主噴出を行なう様に構成し
た請求項１又は２記載のクランク室圧縮式２サイクル機
関。3. The engine according to claim 1, wherein, in a low load range of the engine, a pilot jet for causing a part of fresh air to flow into the cylinder is temporarily shut off, and then a main jet of fresh air is performed into the cylinder. 3. The crankcase compression type two-stroke engine according to 1 or 2.
開始時期とほぼ同時に開となる補助噴口を形成した請求
項１ないし３のいずれかに記載のクランク室圧縮式２サ
イクル機関。4. The crankcase compression type two-stroke engine according to claim 1, wherein an auxiliary injection port is opened almost simultaneously with a start time of a main injection of fresh air in a low load region of the engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8287204A JPH1077854A (en) | 1996-09-05 | 1996-09-05 | Crank chamber compression type two-cycle engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8287204A JPH1077854A (en) | 1996-09-05 | 1996-09-05 | Crank chamber compression type two-cycle engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH1077854A true JPH1077854A (en) | 1998-03-24 |
Family
ID=17714416
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8287204A Withdrawn JPH1077854A (en) | 1996-09-05 | 1996-09-05 | Crank chamber compression type two-cycle engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH1077854A (en) |
-
1996
- 1996-09-05 JP JP8287204A patent/JPH1077854A/en not_active Withdrawn
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4210105A (en) | Internal combustion engine injected accumulation chamber | |
| US4185598A (en) | Internal combustion engine | |
| US4167161A (en) | Directional auxiliary intake injection for internal combustion engine | |
| US5259344A (en) | Intermittent fuel-injection method and device for two-stroke engine | |
| JPS5825512A (en) | 4-cycle engine | |
| JPH05118217A (en) | Two combustion chamber type internal combustion engine | |
| GB1591050A (en) | Internal combustion engine | |
| JPH10325323A (en) | Two cycle internal combustion engine | |
| JP3257374B2 (en) | Sub-chamber engine with exhaust gas recirculation system | |
| JPH1077854A (en) | Crank chamber compression type two-cycle engine | |
| JPH10325321A (en) | Two-cycle internal combustion engine | |
| US4036187A (en) | Clean spark ignition internal combustion engine | |
| JPS5911728B2 (en) | 4 cycle engine | |
| EP0085683A1 (en) | Internal combustion engine | |
| JP3300965B2 (en) | Two-cycle in-cylinder injection engine | |
| JPH09250429A (en) | Fuel injecting/supplying type engine | |
| JPH0533650A (en) | Two-cycle internal combustion engine | |
| JPS59158328A (en) | Internal-combustion engine | |
| JPH06173821A (en) | Fuel injection device for engine | |
| JPS58178822A (en) | Two cycle internal-combustion engine | |
| JPH1068326A (en) | Two stroke cycle engine with rotary valve | |
| JPH1136872A (en) | Combustion chamber structure of cylindrical injection type 2-stroke engine | |
| GB2057562A (en) | A two-stroke cycle petrol engine | |
| USRE30236E (en) | Clean spark ignition internal combustion engine | |
| JPH01138319A (en) | Two cycle internal combustion engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A300 | Withdrawal of application because of no request for examination |
Free format text: JAPANESE INTERMEDIATE CODE: A300 Effective date: 20031202 |