JPS5896129A - Two-cycle internal-combustion engine - Google Patents
Two-cycle internal-combustion engineInfo
- Publication number
- JPS5896129A JPS5896129A JP56194573A JP19457381A JPS5896129A JP S5896129 A JPS5896129 A JP S5896129A JP 56194573 A JP56194573 A JP 56194573A JP 19457381 A JP19457381 A JP 19457381A JP S5896129 A JPS5896129 A JP S5896129A
- Authority
- JP
- Japan
- Prior art keywords
- sub
- scavenging
- air
- supercharger
- exhaust
- 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.)
- Granted
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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
-
- 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
-
- 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
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】
本発明はユニフロー掃気方式と静圧過給方式とを採用す
る２サイクル内燃機関の改善に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a two-stroke internal combustion engine that employs a uniflow scavenging system and a static pressure supercharging system.
この種機関においては、シリンダよりの排気は大容量の
排気溜りを経て排気タービンを駆動し。In this type of engine, the exhaust gas from the cylinder passes through a large-capacity exhaust reservoir and drives an exhaust turbine.
これに直結される遠心ブロワ−が新気を吸入して加圧し
、空気冷却器を経て空気トランクに送り。A centrifugal blower directly connected to this sucks fresh air, pressurizes it, and sends it to the air trunk via an air cooler.
これより新気はシリンダライナ下部に穿孔された掃気孔
を経てシリンダ内に送りこまれる。From this, fresh air is sent into the cylinder through scavenging holes drilled in the lower part of the cylinder liner.
静圧過給方式では、これに加えて、始動時及び低負荷時
の性能を加勢するため、上記遠心ブロワ−とは別個に排
気ガス以外の駆動源（電気等）をもつ補助ゾロワーを設
置する。In the static pressure supercharging method, in addition to this, an auxiliary blower with a drive source other than exhaust gas (electricity, etc.) is installed separately from the centrifugal blower to enhance performance at startup and at low loads. .
なお、かかる従来公知のディーゼル機関にあっては、ピ
ストンの冷却は潤滑油または水を用いて専らその内部よ
り行われる。In such conventionally known diesel engines, the piston is cooled exclusively from within the engine using lubricating oil or water.
上記公知のディーゼル機関では補助ブロワ−に消費され
る電力は大きく、かつピストン冷却を効果的に行うこと
について技術上の限界が存在する。In the above-mentioned known diesel engine, the power consumed by the auxiliary blower is large, and there are technical limits to effectively cooling the piston.
特に後者については、将来の燃料の粗悪化を考慮すると
き、ディーゼル機関の存立を危くする基本的問題に発展
するおそれがある。Especially regarding the latter, when considering future deterioration of fuel quality, there is a risk that it will develop into a fundamental problem that will endanger the existence of diesel engines.
本発明の目的は上記の点に着目し、ピストン及びピスト
ンリング溝部の冷却を効果的に行ない。An object of the present invention is to effectively cool a piston and a piston ring groove by paying attention to the above points.
かつ始動時及び低速時の補助ブロワ−の動力を低減でき
る排気ターが過給機付き２サイクル内燃機関を提供する
ことでちゃ、その特徴とするところは、排気ターが過給
機を有する２サイクル内燃機関において、シリンダライ
チの軸方向に沿って下部に主掃気孔と上部に副掃気孔を
設け、上記排気ターボ過給機とは別に同過給機と掃気ト
ランクとの間の空気通路中に同過給機よりも小容量の副
排気ターボ過給機を設け、同副排気ターが過給機の空気
出口と副掃気孔の周囲に形成された副掃気室との間の副
空気通路中に副空気冷却器及び同冷却器よりも副掃気車
寄シに上記副空気６通路の通路面積を調整する管制弁を
設け、上記排気ターが過給機の排気入口通路には同通路
を開閉する開閉弁を設け、上記副排気ターが過給機の空
気入口は上記掃気トランクに接続されたことである。In addition, the exhaust turbo can reduce the power of the auxiliary blower at startup and at low speeds, providing a two-stroke internal combustion engine with a supercharger. In an internal combustion engine, a main scavenging hole is provided at the bottom and a sub-scavenging hole at the top along the axial direction of the cylinder litchi, and in addition to the above-mentioned exhaust turbo supercharger, there is a main scavenging hole in the air passage between the turbocharger and the scavenging trunk. A sub-exhaust turbo supercharger with a smaller capacity than the supercharger is provided, and the sub-exhaust turbo is located in the sub-air passage between the air outlet of the supercharger and the sub-scavenging chamber formed around the sub-scavenging hole. A control valve for adjusting the passage area of the six auxiliary air passages is installed in the auxiliary air cooler and the auxiliary scavenging car puller than the cooler, and the exhaust gas opens and closes the same passage for the exhaust inlet passage of the supercharger. The air inlet of the supercharger is connected to the scavenging trunk.
さらに、上記の構成に下記（１） ＃ （２）のいずれ
かを加えたことである。Furthermore, one of the following (1) and (2) is added to the above configuration.
（１） 副排気タープ過給機の回転軸にクラ、チ等の
動力嵌脱手段を介して電動機等の補助駆動手段を設けた
こと。(1) An auxiliary drive means such as an electric motor is provided on the rotating shaft of the auxiliary exhaust tarp supercharger via a power fitting/removal means such as a clutch or chi.
（２）掃気トランクと副空気通路の管制弁よりも上流部
とを接続する空気バイパス通路を設け、かつ同バイパス
通路を開閉する開閉弁を設けたことである。(2) An air bypass passage is provided that connects the scavenging trunk and the auxiliary air passage upstream of the control valve, and an on-off valve that opens and closes the bypass passage is provided.
以下本発明による実施例を図面を８照して説明する。Embodiments of the present invention will be described below with reference to the drawings.
第１図、第２図、第３図、第４図、第５図に本発明によ
る実施例を示す。Embodiments according to the present invention are shown in FIGS. 1, 2, 3, 4, and 5.
第１図、第２図において、１は従来公知の排気溜り、２
は小容量の排気ターがチャージャ、即ち副排気ターが過
給機、３は主掃気トランク、５は小容量の空気冷却器、
即ち副空気冷却器、８は空気の流入を制御する管制弁、
１０はシリンダライナ２１周上に穿孔された上部掃気孔
、即ち副掃気孔、１１は下部掃気孔、即ち主掃気孔、１
４は排気ターがチャージャ２に連結された電動機、１８
は電動機１４と排気タープチャージャ２を嵌脱するクラ
ッチ、１６は排気溜りｌと排気ターがチャージャ２を結
ぶ排気管、１７は主排気ターがチャージャ、即ち主排気
ターが過給機、１９は主排気ターがチャーツヤ１７の上
流に設けられた排気遮新井、２２１は主掃気室、７は副
掃気トランク、９は副掃気室を示す。なお、矢印ψは排
気の流れ。In FIGS. 1 and 2, 1 is a conventionally known exhaust reservoir, 2
, the small capacity exhaust is the charger, the sub exhaust is the supercharger, 3 is the main scavenging trunk, 5 is the small capacity air cooler,
That is, a sub-air cooler; 8 is a control valve that controls the inflow of air;
10 is an upper scavenging hole, that is, a sub-scavenging hole, which is bored on the circumference of the cylinder liner 21; 11 is a lower scavenging hole, that is, a main scavenging hole; 1
4 is an electric motor whose exhaust gas is connected to charger 2, 18
1 is a clutch that connects and disconnects the electric motor 14 and the exhaust gas charger 2; 16 is an exhaust pipe that connects the exhaust reservoir l and the exhaust gas to the charger 2; 17 is the main exhaust gas that is the charger; that is, the main exhaust gas is the supercharger; 19 is the main 221 is a main scavenging air chamber, 7 is a sub-scavenging trunk, and 9 is a sub-scavenging air chamber. Note that the arrow ψ indicates the flow of exhaust gas.
矢印←は空気の流れを示す。The arrow ← indicates the flow of air.
上部掃気孔１０は、第３図、第４図に示すように、ピス
トン２２０頭部形状に応じてシリンダ軸心方向に角度α
（α＊Ｏｏ ）を有しており、かつ第５図に示すように
水平方向に傾斜角βを有する。角βはθ〜９０°の範囲
で適当な値を選びうる。As shown in FIGS. 3 and 4, the upper scavenging hole 10 has an angle α in the cylinder axis direction according to the shape of the head of the piston 220.
(α*Oo), and has an inclination angle β in the horizontal direction as shown in FIG. An appropriate value can be selected for the angle β in the range of θ to 90°.
１２は主掃気トランク３と副掃気トランク７とを連絡す
る通路に設けられた開閉弁で２通常の負荷運転中では閉
鎖され、始動時及び低負荷時には開弁される。１３は主
掃気トランク内に設けられた逆止弁で、第１図の矢印→
の方向（主掃気トランク３から主掃気室２２′に向う方
向）にのみ空気が流れるように作動する。Reference numeral 12 denotes an on-off valve provided in a passage connecting the main scavenging air trunk 3 and the sub-scavenging air trunk 7. 2 is closed during normal load operation, and is opened during startup and low load. 13 is a check valve installed in the main scavenging trunk, as shown by the arrow in Figure 1→
(direction from the main scavenging air trunk 3 to the main scavenging air chamber 22').
上部掃気孔１０はシリンダライナ２１内面側の開口部高
さｈ（第３図、第４図参照）は少なくとも１個のピスト
ンリング溝２３の高さＣを有し。The upper scavenging hole 10 has an opening height h (see FIGS. 3 and 4) on the inner surface side of the cylinder liner 21 and a height C of at least one piston ring groove 23.
かつ第５図に示す平面図において、シリンダ内２４′で
の空気流動がむらなく行い得る程度に多数設置される。In addition, in the plan view shown in FIG. 5, a large number of air pumps are installed to ensure even air flow within the cylinder 24'.
同掃気孔１０の数は下部掃気孔１１の数に関連させて選
ばれるのが望ましい。The number of scavenging holes 10 is preferably selected in relation to the number of lower scavenging holes 11.
上記構成の場合の作用について述べる。The operation in the case of the above configuration will be described.
機関の通常負荷運転中、シリンダ内２４′より排出され
る高温高圧の排気は、その主たる部分が主排気ター？チ
ャージャ１７に流入して、これを駆動（このとき、排気
遮断弁１９は開放されている）し、他の部分が排気管１
６を経て小容量の排気ター？チャージャ２を駆動する。During normal load operation of the engine, the main part of the high-temperature, high-pressure exhaust discharged from the cylinder 24' is the main exhaust gas. It flows into the charger 17 and drives it (at this time, the exhaust shutoff valve 19 is open), and the other part is connected to the exhaust pipe 1.
Small capacity exhaust gas after 6? Drive charger 2.
排気ターボチャージャ２は、主排気タープチャージャ１
７によって加圧され、かつ主空気冷却器１５によって冷
却された新気の存在する主掃気トランク３からこの加圧
空気を吸入し、さらに加圧して空気通路４を経て空気冷
却器５に送り再度冷却して副掃気トランク７に蓄積され
る。この副掃気トランク７は機関の全長にわたって存在
し、各シリンダへ流入する高圧低温空気を保存し、管制
弁８の開閉によって生ずる空気脈動を十分鎮静化せしめ
るに足る容積を有する。管制弁８はピストン２２の下降
行程において、ピストン２２のスカート下縁２２ｍが上
部掃気孔１０を閉じ始める直前に開弁じて副掃気トラン
ク７内の高圧低温の新気を副掃気室９に導ヒキ、ピスト
ンリング２４が上部掃気孔１０をよぎるころには、副掃
気室９内の圧力は充分高められて、ピストンリング溝２
３の間隙部２５内にこの低温新気が噴射され、ピストン
リング２４及びその周辺の冷却を行い、かつピストン頂
部２２ｂが上部掃気孔１０をよぎるときは、低温新気が
高速でピストン触火面２２ｃの表面を流れ回部を効果的
に冷却すると共に、その後もこの空気流は上部掃気孔１
０の開口傾斜角度βに応じて、シリンダ内２４を周方向
の分速度をもって流動し掃気効率の改善に寄与する。Exhaust turbocharger 2 is main exhaust turbocharger 1
This pressurized air is sucked in from the main scavenging trunk 3 in which fresh air pressurized by the main air cooler 7 and cooled by the main air cooler 15 is present, and is further pressurized and sent to the air cooler 5 through the air passage 4 again. The air is cooled and stored in the sub-scavenging air trunk 7. This sub-scavenging air trunk 7 exists over the entire length of the engine, and has a volume sufficient to store high-pressure low-temperature air flowing into each cylinder and to sufficiently suppress air pulsations caused by opening and closing of the control valve 8. During the downward stroke of the piston 22 , the control valve 8 opens just before the lower edge 22 m of the skirt of the piston 22 begins to close the upper scavenging hole 10 to guide high-pressure, low-temperature fresh air in the sub-scavenging trunk 7 to the sub-scavenging chamber 9 . By the time the piston ring 24 crosses the upper scavenging hole 10, the pressure in the sub-scavenging chamber 9 is sufficiently increased, and the piston ring groove 2
This low-temperature fresh air is injected into the gap 25 of 3 to cool the piston ring 24 and its surroundings, and when the piston top 22b crosses the upper scavenging hole 10, the low-temperature fresh air moves at high speed to the piston contact surface. 22c and effectively cools the circulating section, this air flow also flows through the upper scavenging hole 1.
According to the opening inclination angle β of 0, the air flows in the cylinder 24 at a minute velocity in the circumferential direction, contributing to improving the scavenging efficiency.
その後管制弁８は閉弁されるが、その閉弁時期は、ピス
トン２２の上昇行程において、副掃気室９内の圧力がシ
リンダ内２４の圧縮圧力に見合う程度に保持されるよう
に選定される。Thereafter, the control valve 8 is closed, and the closing timing is selected so that the pressure in the sub-scavenging chamber 9 is maintained at a level corresponding to the compression pressure in the cylinder 24 during the upward stroke of the piston 22. .
次に機関の始動時及び低負荷運転時には、排気遮断弁１
９は閉弁され、かつ主掃気トランク３と副掃気トランク
７を連絡する通路上の一開閉弁１２は開弁される。かか
る場合は、シリンダ内２４よりの排気のエネルギの全量
が回転質量の小さい排気タープチャージャ２に導かれて
速やかにこれを加速すると共に、多量の空気量を機関に
供給することができる。逆止弁１３により加圧された空
気が逆流することはない。Next, when starting the engine or during low load operation, the exhaust shutoff valve 1
9 is closed, and one on-off valve 12 on the passage connecting the main scavenging trunk 3 and the sub-scavenging trunk 7 is opened. In such a case, the entire energy of the exhaust from the cylinder 24 is guided to the exhaust tarp charger 2, which has a small rotational mass, to quickly accelerate it and supply a large amount of air to the engine. Air pressurized by the check valve 13 will not flow backwards.
なお、始動時及び低負荷運転時には、クラッチ１８を嵌
にして、排気ターがチャージャ２を電動機１４等の他の
動力源で直接駆動して、かかる運転状態での空気量不足
を補ふこともできる。この場合は、電動機１４等の他の
動力源のエネルギは最少にとどめることができる。Note that during startup and low-load operation, the clutch 18 may be engaged and the exhaust gas may directly drive the charger 2 with another power source such as the electric motor 14 to compensate for the lack of air volume in such operating conditions. can. In this case, the energy of other power sources such as the electric motor 14 can be kept to a minimum.
機関負荷が上昇し十分排気エネルギが得られるようにな
れば、まず遮断弁１９は開弁２次に開閉弁１２は閉弁さ
れて通常の運転状態に入る。When the engine load increases and sufficient exhaust energy is obtained, the shutoff valve 19 is first opened, and then the on-off valve 12 is closed, and the engine enters a normal operating state.
寒冷地においては、空気冷却器５に温水を通し。In cold regions, warm water is passed through the air cooler 5.
排気ターボチャージャ２で加圧された新気を加熱して機
関に供給し９機関の始動を容易ならしめることができる
。Fresh air pressurized by the exhaust turbocharger 2 is heated and supplied to the engine, making it easy to start the 9 engines.
上述の場合には次の効果がある。The above case has the following effects.
（リ 副掃気孔から噴出される低温高圧の空気によりピ
ストンリング周辺及びピストン触火面を冷却することが
できるので、ピストンの熱応力が低減される。(Li) The piston ring periphery and piston contact surface can be cooled by the low-temperature, high-pressure air ejected from the sub-scavenging hole, so the thermal stress on the piston is reduced.
（２） 始動時及び低負荷運転時には容量の小さい排
気ターボ過給機のみを作動させるので２機関の加速性が
良−く、排気エネルギを有効に利用できる。(2) Since only the small-capacity exhaust turbo supercharger is activated during startup and low-load operation, the acceleration of the two engines is good and exhaust energy can be used effectively.
（３） 主、副２段の掃気孔で掃気し、かつ副掃気孔
から高圧の掃気を噴出するので、シリンダ内で新気の充
分な旋回が得られ、掃気効率が向上する。(3) Since air is scavenged through the main and sub-stage scavenging holes, and high-pressure scavenging air is ejected from the sub-scavenging holes, sufficient swirl of fresh air can be obtained within the cylinder, improving scavenging efficiency.
第１図は本発明によるｌ実施例の２サイクル内燃機関の
要部を示す説明図、第２図は第１図の■−ｎ矢視図、第
３図は本発明による１実施例の上記掃気孔の形状を示す
縦断描図、第４図は同じく他の実施例の上記掃気孔の形
状を示す縦断罫図。
第５図は上部掃気孔の形状を示す横断面図である。
２・・・副排気ターが過給機、３・・・主掃気トランク
。
５・・・副空気冷却器、８・・・管制弁、９・・・副掃
気室。
１０・・・副掃気孔、１１・・・主掃気孔、１２・・・
開閉弁。
１４・・・電動機、１７・・・主排気ターが過給機、１
８・・・クラッチ、１９・・・排気遮断弁。
才１１
第２口
才３ｚ
ｔｎ
第４ゾ
牙５ ｌFIG. 1 is an explanatory diagram showing the main parts of a two-stroke internal combustion engine according to an embodiment of the present invention, FIG. 2 is a view taken along arrows ■-n in FIG. 1, and FIG. FIG. 4 is a longitudinal sectional drawing showing the shape of the scavenging hole, and FIG. 4 is a longitudinal sectional drawing showing the shape of the scavenging hole of another embodiment. FIG. 5 is a cross-sectional view showing the shape of the upper scavenging hole. 2... Sub-exhaust is the supercharger, 3... Main scavenging trunk. 5...Sub-air cooler, 8...Control valve, 9...Sub-scavenging air chamber. 10... Sub-scavenging hole, 11... Main scavenging hole, 12...
Open/close valve. 14...Electric motor, 17...Main exhaust turbocharger, 1
8...Clutch, 19...Exhaust cutoff valve. 11th 2nd mouth 3z tn 4th zoga 5 l
Claims (1)
おいて、シリンダライナの軸方向に沿って下部に主掃気
孔と上部に副掃気孔を設け、上記排気ター？過給機とは
別に同過給機と掃気トランクとの間の空気通路中に同過
給機よりも小容量の副排気ターが過給機を設け、同副排
気ターが過給機の空気出口と副掃気孔の周囲に形成され
た副掃気室との間の副空気通路中に副空気冷却器及び同
冷却器よりも副掃気車寄りに上記副空気通路の通路面積
を調整する管制弁を設け、上記排気ターが過給機の排気
入口通路には同通路を開閉する開閉弁を設け、上記副排
気ターが過給機の空気入口は上記掃気トランクに接続さ
れたことを特徴とする２サイクル内燃機関。 ２６ 排気タープ過給機を有する２サイクル内燃機関
において、シリンダライナの軸方向に沿って下部に主掃
気孔と上部に副掃気孔を設け、上記排気ターが過給機と
は別に同過給機と掃気トランクとの間の空気通路中に同
過給機よりも小容量の副排気ターが過給機を設け、同副
排気ターが過給機の空気出口と副掃気孔の周囲に形成さ
れた副掃気室との間の副空気通路中に副空気冷却器及び
同冷却器よりも副掃気車寄りに上記副空気通路の通路面
積を調整する管制弁を設け、上記排気ター？過給機の排
気入口通路には同通路を開閉する開閉弁を設け、上記副
排気ター＆４給機の空気入口は上記掃気トランクに接続
されると共に、上記副排気ターが過給機の回転軸にクラ
、チ等の動力嵌脱手段を介して電動機等の補助駆動手段
を設けたことを特徴とする２サイクル内燃機関。 ３、排気ターが過給機ｒ有する２サイクル内燃機関にお
いて、シリンダライナの軸方向に沿って下部に主掃気孔
と上部に副掃気孔を設け、上記排気ターが過給機とは別
に同過給機と掃気トランクとの間の空気通路中に同過給
機よりも小容量の副排気ターが過給機を設け、同副排気
ターが過給機の空気出口と副掃気孔の周回に形成された
副掃気室との間の副空気通路中に副空気冷却器及び同冷
却器よりも副掃気皇宮りに上記副空気通路の通路面積を
調整する管制弁を設け、上記排気ターが過給空の排気入
口通路には同通路を開閉する開閉弁を設け、上記副排気
ターボ過給機の空気入口は上記掃気トランクに接続され
ると共に、上記掃気トランクと上記副空気通路の管制弁
よりも上流部とを接続する空気２４７４１２通路を設け
、かつ同パイ・ンス通路を開閉する開閉弁を設けたこと
を特徴とする２サイクル内燃機関。[Scope of Claims] 1. In a two-stroke internal combustion engine having an exhaust gas and a J-feeder, a main scavenging hole and a sub-scavenging hole are provided at the bottom and the top along the axial direction of the cylinder liner, and Separately from the supercharger, a sub-exhaust tank with a smaller capacity than the supercharger is installed in the air passage between the supercharger and the scavenging trunk, and the sub-exhaust tank collects the air from the supercharger. A sub-air cooler in the sub-air passage between the outlet and the sub-scavenging chamber formed around the sub-scavenging hole, and a control valve that adjusts the passage area of the sub-air passage closer to the sub-scavenging car than the cooler. wherein the exhauster is provided with an on-off valve for opening and closing the exhaust inlet passage of the supercharger, and the air inlet of the auxiliary exhauster is connected to the scavenging trunk. 2-stroke internal combustion engine. 26 In a two-stroke internal combustion engine having an exhaust tarp supercharger, a main scavenging hole and a sub scavenging hole at the top are provided along the axial direction of the cylinder liner, and the exhaust tar is connected to the supercharger separately from the supercharger. A sub-exhaust tank with a smaller capacity than the supercharger is provided in the air passage between the supercharger and the scavenging trunk, and the sub-exhaust tank is formed around the air outlet of the supercharger and the sub-scavenging air hole. An auxiliary air cooler and a control valve for adjusting the passage area of the auxiliary air passage closer to the auxiliary scavenging car than the cooler are provided in the auxiliary air passageway between the auxiliary scavenging chamber and the exhaust turret. The exhaust inlet passage of the supercharger is provided with an on-off valve that opens and closes the passage, and the air inlet of the auxiliary exhaust and 4 chargers is connected to the scavenging trunk, and the auxiliary exhaust is connected to the rotation axis of the supercharger. A two-stroke internal combustion engine characterized in that an auxiliary drive means such as an electric motor is provided through a power fitting/disconnecting means such as a clutch and a clutch. 3. In a two-stroke internal combustion engine in which the exhaust gas has a supercharger, a main scavenging hole is provided at the bottom and a sub-scavenging hole at the top along the axial direction of the cylinder liner, and the exhaust gas is equipped with a supercharger separately from the turbocharger. A sub exhauster with a smaller capacity than the supercharger is installed in the air passage between the charger and the scavenging trunk, and the sub exhauster goes around the air outlet of the supercharger and the sub scavenging hole. A sub-air cooler is provided in the sub-air passage between the formed sub-scavenging chamber, and a control valve for adjusting the passage area of the sub-air passage is provided closer to the sub-scavenging air passage than the cooler, and the exhaust gas is prevented from overflowing. The air supply exhaust inlet passage is provided with an on-off valve that opens and closes the passage, and the air inlet of the sub-exhaust turbo supercharger is connected to the scavenging trunk, and the air inlet of the sub-exhaust turbo supercharger is connected to the scavenging trunk and the control valve of the sub-air passage. 1. A two-stroke internal combustion engine, characterized in that an air passageway is provided to connect an upstream part of the engine, and an on-off valve is provided to open and close the air passageway.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56194573A JPS5896129A (en) | 1981-12-04 | 1981-12-04 | Two-cycle internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56194573A JPS5896129A (en) | 1981-12-04 | 1981-12-04 | Two-cycle internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5896129A true JPS5896129A (en) | 1983-06-08 |
| JPS6354883B2 JPS6354883B2 (en) | 1988-10-31 |
Family
ID=16326778
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56194573A Granted JPS5896129A (en) | 1981-12-04 | 1981-12-04 | Two-cycle internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5896129A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1626169A1 (en) * | 2004-08-10 | 2006-02-15 | Ford Global Technologies, LLC | Control system for a combustion engine |
| EP1788218A2 (en) * | 2005-11-18 | 2007-05-23 | Mitsubishi Heavy Industries, Ltd. | Internal combustion engine having scavenging control valve |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5664120A (en) * | 1979-10-26 | 1981-06-01 | Mitsubishi Heavy Ind Ltd | Intake/exhaust device for two-cycle internal combustion engine |
-
1981
- 1981-12-04 JP JP56194573A patent/JPS5896129A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5664120A (en) * | 1979-10-26 | 1981-06-01 | Mitsubishi Heavy Ind Ltd | Intake/exhaust device for two-cycle internal combustion engine |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1626169A1 (en) * | 2004-08-10 | 2006-02-15 | Ford Global Technologies, LLC | Control system for a combustion engine |
| EP1788218A2 (en) * | 2005-11-18 | 2007-05-23 | Mitsubishi Heavy Industries, Ltd. | Internal combustion engine having scavenging control valve |
| EP1788218A3 (en) * | 2005-11-18 | 2012-07-25 | Mitsubishi Heavy Industries, Ltd. | Internal combustion engine having scavenging control valve |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6354883B2 (en) | 1988-10-31 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6205787B1 (en) | Charge air systems for turbocharged four-cycle internal combustion engines | |
| US6240892B1 (en) | Two stroke cycle engine | |
| CN102733947B (en) | Contraposition two-stroke engine | |
| US6141965A (en) | Charge air systems for four-cycle internal combustion engines | |
| JPH0742863B2 (en) | Method for controlling the working cycle of a four-cycle internal combustion piston engine | |
| JP2010151140A (en) | Operation method for two-stroke reciprocation internal combustion engine | |
| CA2015916A1 (en) | Two cycle engine with exhaust emission control | |
| JPH06510584A (en) | Low cetane fuel compression ignition internal combustion engine | |
| KR102279454B1 (en) | A large two-stroke uniflow scavenged gaseous fueled engine and method for reducing pre-ignition/diesel-knock | |
| US4548039A (en) | Turbocharged internal combustion engine | |
| Heim | Existing and future demands on the turbocharging of modern large two-stroke diesel engines | |
| JPH0350325A (en) | Four-cycle adiabatic engine | |
| JP2013238246A (en) | Operating method for two-stroke and large-sized diesel engine scavenging air in longitudinal direction, and large-sized diesel engine scavenging air in longitudinal direction | |
| US20150068503A1 (en) | Compressor cover with integrated egr valve | |
| JPS5896129A (en) | Two-cycle internal-combustion engine | |
| US4791896A (en) | Water cooled scavenged crankcase type Otto internal combustion engine | |
| KR101475834B1 (en) | Method for operating a large, crosshead reciprocating piston internal combustion engine and suitable such engine | |
| FI122851B (en) | Device for exhaust gas recirculation | |
| JPS5815607Y2 (en) | Internal combustion engine exhaust valve seat cooling system | |
| US20140150740A1 (en) | Method of Gas Distribution of Internal Combustion Engine | |
| RU225250U1 (en) | Registered turbocharging system for a ship diesel engine with an additional temperature stabilizer | |
| US4779576A (en) | Water cooled scavenged crankcase type otto internal combustion engine | |
| JPS62113820A (en) | Two-cycle diesel engine | |
| KR100271467B1 (en) | Low speed compensation device for turbo charger | |
| JPS5856340Y2 (en) | internal combustion engine with supercharger |