JPS6024290B2 - 2-cycle engine blowback prevention device - Google Patents
2-cycle engine blowback prevention deviceInfo
- Publication number
- JPS6024290B2 JPS6024290B2 JP7591477A JP7591477A JPS6024290B2 JP S6024290 B2 JPS6024290 B2 JP S6024290B2 JP 7591477 A JP7591477 A JP 7591477A JP 7591477 A JP7591477 A JP 7591477A JP S6024290 B2 JPS6024290 B2 JP S6024290B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- boat
- sub
- blowback
- nozzle
- 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
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
- 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
Description
【発明の詳細な説明】
本発明はシリンダ内に吸気、排気及び掃気の各ボートを
有するピストンバルブ式２サイクルエンジンの吹返し防
止装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a blowback prevention device for a piston-valve two-stroke engine having intake, exhaust, and scavenging ports in a cylinder.
従来のピストンバルブ式２サイクルエンジンでは、‘１
｝吸気の吹返しが多い。In a conventional piston valve type two-stroke engine, '1
}Many blowbacks of air.
即ちピストン下降時クランク室内で予圧された燃料混合
気が、ピストン側壁により閉塞されつつある吸気ボート
を経て吸気管内へ吹返し、これによりクランクケース内
の実収入量が低下する。ｔ２｝吸気ボートの中方向法が
掃気通路入口形状により限定され、クランク室内への吸
入量を充分増すことができず、高出力を得ることが困難
になる・・・等の欠点があった。本発明は、従来の吸気
ボート（以下主吸気ポ−トと呼ぶ）の反対側の、排気ボ
ート下方のシリンダー内面に副吸気ボートを設け、副吸
気ボートから吹返される燃料混合気を、主吸気ボートか
らのの吹返しの抑制又は押戻し用として利用することに
より、吸気吹返し防止を図り、吸気ボート面積を増加さ
せようとするもので、図面に関連して説明すると次の通
りである。第１図中１は本発明による副吸気ボートで、
シリンダー８の内面に開口しており、従釆の主吸気ボー
ト２と反対側の位置、即ち排気ボート３の下方位置を占
め、ピストン５による開閉タイミングは例えば主吸気ボ
ート２と等しく定められている。That is, when the piston descends, the fuel mixture pre-pressurized in the crank chamber is blown back into the intake pipe via the intake boat which is being blocked by the piston side wall, thereby reducing the actual amount of intake inside the crankcase. t2} The inside direction of the intake boat is limited by the shape of the scavenging passage entrance, making it impossible to sufficiently increase the amount of intake into the crank chamber, making it difficult to obtain high output, etc., and so on. The present invention provides a sub-intake boat on the inner surface of the cylinder below the exhaust boat on the opposite side of the conventional intake boat (hereinafter referred to as the main intake port), and transfers the fuel mixture blown back from the sub-intake boat to the main intake port. By using it for suppressing or pushing back air from the boat, it is intended to prevent intake air from blowing back and increase the area of the intake boat.It will be explained in conjunction with the drawings as follows. 1 in FIG. 1 is a sub-intake boat according to the present invention,
It opens on the inner surface of the cylinder 8 and occupies a position opposite to the main intake boat 2 of the subordinate column, that is, a position below the exhaust boat 3, and the opening/closing timing by the piston 5 is determined to be equal to that of the main intake boat 2, for example. .
主吸気ボート２と気化器４をつなぐ吸気管１０に主吸気
ボート２に向い煩斜した副欧気吹返しノズル６が設けて
あり、ノズル６は副吸気管１１を経て副吸気ボート１に
蓮適している。ノズル６の代りに主吸気ボート２の下縁
に向うノズル６′を採用することもできる。なお図中７
は排気マフフー、９はクランクケース、１２は燃焼室、
１３は点火栓、１４はクランク室、１５は連接杵、１６
はクランク軸、１７は掃気ボート、１８は掃気遺略であ
る。第２図は副吸気吹返しノズルの別の実施例を示すた
めの第１図Ｄ−Ｄ断面に対応する図面で、２川ま多数の
副吸気吹返しノズル、２１は各ノズル２０が蓮通した吸
気溜め、２２は副吸気管１１との接続口である。The intake pipe 10 connecting the main intake boat 2 and the carburetor 4 is provided with an auxiliary air blow-back nozzle 6 which faces the main intake boat 2 and is inclined. Are suitable. Instead of the nozzle 6, a nozzle 6' directed toward the lower edge of the main intake boat 2 may be used. Note that 7 in the figure
is the exhaust muff, 9 is the crankcase, 12 is the combustion chamber,
13 is a spark plug, 14 is a crank chamber, 15 is a connecting pestle, 16
1 is a crankshaft, 17 is a scavenging boat, and 18 is a scavenging boat. FIG. 2 is a drawing corresponding to the cross section DD in FIG. 1 to show another embodiment of the sub-intake blowback nozzle, in which a large number of sub-intake blowback nozzles 21 are shown, each nozzle 20 having a lotus passage. The intake air reservoir 22 is a connection port with the auxiliary intake pipe 11.
各ノズル２０は吸気管１０内に於て第３図の如く吸気吹
返し方向Ｘと対向するように方向付けてあり、具体的に
は主吸気ボート２の下緑又はそのやや上方部分に向けて
ある。次に作動を説明する。ピストン５が上死点から下
死点に向う過程では、クランク室１４内の圧力は正圧に
なり、主吸気ボート２と副吸気ボートＩを通してクラン
ク室１４内の燃料混合気は気化器４方向へ吹返そうとす
る。ところが主吸気ボート２から吹返した燃料混合気に
は、副吸気ボート１から吹返した燃料混合気がノズル６
，２０の作用により吸気管１０内でぶつかり、気化器４
外への吹返しが防止される。ノズル６，２０から噴出し
た副吸気吹返いま主吸気ボート２から噴出する吹返し阻
止するプラグ作用を発揮するばかりでなく、主吸気ボー
ト２からの吹返しを積極的にクランク室１４へ押戻す。
又ノズル６から噴出した吹返しも、その噴出ヱネルギ−
によりその一部又は大部分がクランク室１４内へ圧入さ
れる。なお、上述の様な条件を得るためには副吸気管１
１の形状及び長さは、クランク室１４で発生した正圧を
吸気管１０との連結部で拡大する様に、すなわち脈動、
慣性効果を充分発揮する様に設定しなければならない。Each nozzle 20 is oriented in the intake pipe 10 so as to face the intake blowback direction X as shown in FIG. be. Next, the operation will be explained. When the piston 5 moves from the top dead center to the bottom dead center, the pressure inside the crank chamber 14 becomes positive, and the fuel mixture inside the crank chamber 14 flows toward the carburetor 4 through the main intake boat 2 and the auxiliary intake boat I. trying to get back at it. However, the fuel mixture blown back from the main intake boat 2 and the fuel mixture blown back from the auxiliary intake boat 1 enter the nozzle 6.
, 20 collide within the intake pipe 10, causing the carburetor 4
Blowback to the outside is prevented. The auxiliary intake air blowing out from the nozzles 6 and 20 not only exerts a plug action to prevent the blowback now blowing out from the main intake boat 2, but also actively pushes back the blowback from the main intake boat 2 into the crank chamber 14. .
Also, the blowback ejected from the nozzle 6 is also due to its ejected energy.
A part or most of it is press-fitted into the crank chamber 14. In addition, in order to obtain the above conditions, the auxiliary intake pipe 1
1 is designed so that the positive pressure generated in the crank chamber 14 is expanded at the connection with the intake pipe 10, that is, pulsation,
It must be set so that the inertial effect is fully exerted.
この形状の１例としては、副吸気孔１脚が大径でノズル
６に向かうに従い小径となる様なテーパ形状が考えられ
る。次にピストン５が下死点から上死点に向う過程では
、クランク室１４内は負圧になり、気化器４で形成され
た燃料混合気は主吸気ボート２からばかりでなく、副吸
気ポートーからもクランク室１４内へ吸入される。One example of this shape is a tapered shape in which one sub-intake hole has a large diameter and becomes smaller toward the nozzle 6. Next, when the piston 5 moves from the bottom dead center to the top dead center, the inside of the crank chamber 14 becomes negative pressure, and the fuel mixture formed in the carburetor 4 flows not only from the main intake boat 2 but also from the auxiliary intake port. It is also sucked into the crank chamber 14 from above.
このため吸入混合気量は副吸気ボート１が増えた分だけ
増大する。以上説明したように本発明によると、混合気
の吸入量が増大し、しかも吹返しが防止されるため、実
質吸入量は飛躍的に増大し、２サイクルエンジンの全回
転城での出力向上に有効である。Therefore, the intake air-fuel mixture amount increases by the increase in the number of sub-intake boats 1. As explained above, according to the present invention, the intake amount of the air-fuel mixture increases and blowback is prevented, so the actual intake amount increases dramatically and the output of the two-stroke engine at full speed is improved. It is valid.
本発明を具体化する時、副吸気管１１の代りにシリンダ
ー８の肉厚内に副吸気ボート１とノズル６，２０をつな
ぐ副吸気通路を一体に設けることができる。その場合は
配管の手間を省略することができ、しかも副吸気通路が
短か〈なるためノズル６，２０による吹返し防止効果、
及び吸入量を増す効果が確実になる利点がある。When embodying the present invention, instead of the sub-intake pipe 11, a sub-intake passage connecting the sub-intake boat 1 and the nozzles 6, 20 can be integrally provided within the wall thickness of the cylinder 8. In that case, the trouble of piping can be omitted, and since the auxiliary intake passage is short, the nozzles 6 and 20 have the effect of preventing blowback.
and has the advantage of ensuring the effect of increasing the amount of inhalation.
第１図は本発明による副吸気ボートを装備した２サイク
ルエンジンの縦断面図、第２図は副吸気吹返しノズルの
別の実施例を示すための第１図ローロ断面に対応する図
面、第３図は第２図の場合に於ける副吸気吹返し方向の
関係を示す説明図である。
１・・・・・・副吸気ボート、２・・・・・・主吸気ボ
ート、３・・・・・・・・・排気ボート、４・・・・・
・気化器、５・・・・・・ピストン、６・・・・・・副
吸気吹返しノズル、８・・・・・・シリンダー、１０・
・・・・・吸気管、１７・・・・・・婦気ボート、２０
．．．．．．・・・副吸気吹返しノズル。
第２図
簾３図
※１図FIG. 1 is a longitudinal cross-sectional view of a two-stroke engine equipped with a sub-intake boat according to the present invention, FIG. 2 is a drawing corresponding to the Rollo cross-section of FIG. FIG. 3 is an explanatory diagram showing the relationship between the sub-intake air blowback directions in the case of FIG. 2. 1...Sub-intake boat, 2...Main intake boat, 3...Exhaust boat, 4...
・Carburetor, 5... Piston, 6... Sub-intake blowback nozzle, 8... Cylinder, 10...
...Intake pipe, 17...Female boat, 20
．． ．． ．． ．． ．． ．． ...Sub-intake blowback nozzle. Figure 2 Blind Figure 3 *1 Figure
Claims (1)
有する２サイクルエンジンに於て、排気ポートの下方に
ピストンにより開閉される副吸気ポートを設け、主吸気
ポートと気化器をつなぐ吸気管にピストン下降時主吸気
ポートから吸気管内へ向う吹返し押戻す対向方向のノズ
ルを設け、副吸気ポートとノズルを連通したことを特徴
とする２サイクルエンジンの吹返し防止装置。1 In a two-stroke engine that has main intake, exhaust, and scavenging ports in the cylinder, a sub-intake port that is opened and closed by a piston is provided below the exhaust port, and the piston is connected to the intake pipe that connects the main intake port and the carburetor. A blowback prevention device for a two-cycle engine, characterized in that a blowback prevention device for a two-cycle engine is provided with a nozzle that pushes back blowback from a main intake port into an intake pipe when descending, and the nozzle is communicated with a sub-intake port.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7591477A JPS6024290B2 (en) | 1977-06-24 | 1977-06-24 | 2-cycle engine blowback prevention device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7591477A JPS6024290B2 (en) | 1977-06-24 | 1977-06-24 | 2-cycle engine blowback prevention device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5410825A JPS5410825A (en) | 1979-01-26 |
| JPS6024290B2 true JPS6024290B2 (en) | 1985-06-12 |
Family
ID=13590060
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7591477A Expired JPS6024290B2 (en) | 1977-06-24 | 1977-06-24 | 2-cycle engine blowback prevention device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6024290B2 (en) |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5946491A (en) * | 1982-09-10 | 1984-03-15 | Toshiba Ceramics Co Ltd | Heat exchanger of silicon carbide |
| JPS59200431A (en) * | 1983-04-28 | 1984-11-13 | Toshiba Ceramics Co Ltd | Tool for carrying wafer boat |
| JPS59200430A (en) * | 1983-04-28 | 1984-11-13 | Toshiba Ceramics Co Ltd | Supporter for soft loading of semiconductor |
| JPS6119117A (en) * | 1984-07-05 | 1986-01-28 | Toshiba Ceramics Co Ltd | Continuous cvd coating treatment method for silicon wafer |
| JPS6169116A (en) * | 1984-09-13 | 1986-04-09 | Toshiba Ceramics Co Ltd | Susceptor for continuous cvd coating on silicon wafer |
| JP2573480B2 (en) * | 1985-11-22 | 1997-01-22 | 東芝セラミックス 株式会社 | Jig for semiconductor heat treatment |
| JPH0770494B2 (en) * | 1986-10-15 | 1995-07-31 | 東海高熱工業株式会社 | Wafer boat manufacturing method for semiconductor manufacturing |
| JPH0768066B2 (en) * | 1987-12-25 | 1995-07-26 | イビデン株式会社 | Heat resistant composite and method for producing the same |
| EP0486938B1 (en) * | 1990-11-20 | 1999-05-19 | Asahi Glass Company Ltd. | Heat treating apparatuses for semiconductors and high purity silicon carbide parts for the apparatuses and a method of making thereof |
| US6890861B1 (en) | 2000-06-30 | 2005-05-10 | Lam Research Corporation | Semiconductor processing equipment having improved particle performance |
| US6506254B1 (en) | 2000-06-30 | 2003-01-14 | Lam Research Corporation | Semiconductor processing equipment having improved particle performance |
-
1977
- 1977-06-24 JP JP7591477A patent/JPS6024290B2/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5410825A (en) | 1979-01-26 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| ITMI20010950A1 (en) | TWO STROKE INTERNAL COMBUSTION ENGINE | |
| JPS6060010B2 (en) | Intake system for multi-cylinder internal combustion engine | |
| WO1998017903A1 (en) | Stratified scavenging two-cycle engine | |
| JPS6024290B2 (en) | 2-cycle engine blowback prevention device | |
| JPH04330329A (en) | Crank chamber pre-compression type 2-cycle internal combustion engine | |
| JPS6038535B2 (en) | internal combustion engine | |
| JPS6244082Y2 (en) | ||
| US4162663A (en) | Stratified charge four-stroke engine | |
| US11549430B1 (en) | Two-stroke engine | |
| JP2827428B2 (en) | Intake device for two-cycle engine | |
| JPS63253114A (en) | Exhaust system for two-cycle engine | |
| JPS5856327Y2 (en) | 2-cycle engine intake system | |
| JP2909588B2 (en) | Combustion chamber of multi-valve engine | |
| JPH05280344A (en) | Two cycle internal combustion engine | |
| JPS6137790Y2 (en) | ||
| JPS6341538Y2 (en) | ||
| JPS60150421A (en) | Scavenging port of two-cycle internal-combustion engine | |
| JPH0148379B2 (en) | ||
| JPS6029635Y2 (en) | 2-cycle engine intake device | |
| JPH0247233Y2 (en) | ||
| JPH0658063B2 (en) | 2-cycle engine | |
| JPH0588366B2 (en) | ||
| JPH0231773B2 (en) | ||
| JPS6048609B2 (en) | 2 cycle engine | |
| JPS6232346B2 (en) |