JPS6232212A - Internal combustion engine - Google Patents
Internal combustion engineInfo
- Publication number
- JPS6232212A JPS6232212A JP17123585A JP17123585A JPS6232212A JP S6232212 A JPS6232212 A JP S6232212A JP 17123585 A JP17123585 A JP 17123585A JP 17123585 A JP17123585 A JP 17123585A JP S6232212 A JPS6232212 A JP S6232212A
- Authority
- JP
- Japan
- Prior art keywords
- cylinder head
- recesses
- spark plug
- combustion chamber
- internal combustion
- 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
- 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
- Ignition Installations For Internal Combustion Engines (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は自動二輪車等に搭載される内燃機関に関するも
のである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an internal combustion engine mounted on a motorcycle or the like.
自動二輪車等のエンジンとしては、小形軽量で大出力が
得られることから、ガソリンを空気と混合して燃焼室に
送り、電気点火により燃焼させるものが一般的であり、
前記燃焼に伴って発生する騒音を排気マフラ等により低
減するように構成されている。Engines for motorcycles and other vehicles are generally small and lightweight, yet provide high output, so they typically mix gasoline with air, send it to a combustion chamber, and combust it using electric ignition.
The engine is configured to reduce the noise generated due to the combustion using an exhaust muffler or the like.
ところで、近年、この種自動二輪車等に対する騒音低減
の要請が厳しくなっており、騒音対策の一つとして燃焼
に伴って発生する騒音、いわゆる爆発音そのものを低減
することが広（注目されるようになってきた。これに応
えるためには、最大燃焼圧（Ｐ、□）を抑え、最大圧力
上昇率（（ｄｐ−／ｄθ） 、、、 ）を下げる必要が
あり、点火時期を遅らせたり、あるいは圧縮比を小さく
することが考えられる。Incidentally, in recent years, demands for noise reduction for this type of motorcycle have become stricter, and as one of the noise countermeasures, reducing the noise generated by combustion, the so-called explosion sound itself, has become popular (as has been attracting attention). In order to meet this demand, it is necessary to suppress the maximum combustion pressure (P, □), lower the maximum pressure rise rate ((dp-/dθ) , , ), delay the ignition timing, or One possibility is to reduce the compression ratio.
しかし、このように点火時期を遅らせたり、圧縮比を下
げることにより、最大燃焼圧や最大圧力上昇率を下げる
のでは、それに伴って図示平均を勤王（Ｐｉ ）も下が
ってしまい、エンジンの性能が低下するという問題が住
しる。そのため、性能を低下させることなく騒音が低減
できる内燃機関の出現が要請されている。However, if the maximum combustion pressure and maximum pressure rise rate are lowered by delaying the ignition timing or lowering the compression ratio, the indicated average pressure (Pi) will also decrease, and engine performance will deteriorate. There is a problem of decline. Therefore, there is a need for an internal combustion engine that can reduce noise without reducing performance.
本発明はこのような要請に応えてなされたもので、性能
を低下させることなく騒音が低減できる内燃機関を提供
するものである。本発明に係る内燃機関は、シリンダヘ
ッドの燃焼室内壁面に形成した２個の凹陥部内に、点火
プラグを臨ませると−共に、これら点火プラグの一方を
他方よりも遅らせて点火させるものである。The present invention was made in response to such demands, and is intended to provide an internal combustion engine whose noise can be reduced without deteriorating performance. The internal combustion engine according to the present invention has spark plugs facing into two recesses formed in the wall surface of the combustion chamber of the cylinder head, and one of the spark plugs is ignited later than the other.
本発明においては、まず一方の凹陥部に臨んだ点火プラ
グに点火し、この凹陥部の圧力を他方の凹陥部に逃がす
ことにより、最大燃焼圧や最大圧力上昇率を下げると共
に、次の段階で他方の点火プラグに点火し、他方の凹陥
部内の燃料を燃焼させることにより、燃焼室内圧力が高
い状態を長くする。In the present invention, the spark plug facing one of the recesses is first ignited, and the pressure of this recess is released to the other recess, thereby reducing the maximum combustion pressure and the maximum rate of pressure rise, and in the next step. By igniting the other spark plug and burning the fuel in the other recess, the high pressure inside the combustion chamber is prolonged.
以下、本発明の一実施例を図により詳細に説明する。第
１図は本発明に係る内燃機関を示す縦断面図、第２図は
要部となるシリンダヘッドを拡大して示す縦断面図、第
３図は同じくシリンダヘッドの下面図で、これらの図に
おいて符号１で示すものは水冷式の２サイクルエンジン
を示す。この２サイクルエンジン１はクランクケース２
と、このクランクケース２の上方に取付けられピストン
３を保持したシリンダブロック４と、このシリンダブロ
ック４の上方を被覆して燃焼室５を形成するシリンダヘ
ッド６とを備えている。クランクケース２の前部には、
クランク軸７が収容されたクランク室８が形成され、後
部には変速機室９が形成されている。１１はクランク軸
７とピストン３とを連結するコンロンドである。前記シ
リンダブロック４は前方に傾斜され、背面側には吸気通
路１２が、前面側には排気通路１３が形成されている。Hereinafter, one embodiment of the present invention will be described in detail with reference to the drawings. Fig. 1 is a longitudinal sectional view showing an internal combustion engine according to the present invention, Fig. 2 is an enlarged longitudinal sectional view showing the main part of the cylinder head, and Fig. 3 is a bottom view of the cylinder head. The reference numeral 1 indicates a water-cooled two-stroke engine. This two-stroke engine 1 has a crankcase 2
A cylinder block 4 is attached above the crankcase 2 and holds a piston 3, and a cylinder head 6 covers the upper side of the cylinder block 4 to form a combustion chamber 5. At the front of crankcase 2,
A crank chamber 8 in which a crankshaft 7 is accommodated is formed, and a transmission chamber 9 is formed at the rear. 11 is a connecting rod that connects the crankshaft 7 and the piston 3. The cylinder block 4 is inclined forward, and an intake passage 12 is formed on the back side and an exhaust passage 13 is formed on the front side.
前記シリンダヘッド６の燃焼室内壁面には、２個の凹陥
部１５．１６がピストン３の直径方向に並ぶように形成
されている。すなわち、凹陥部１５は吸気通路１２側に
位置し、凹陥部１６は排気通路１３側に位置しており、
これら凹陥部１５゜１６間にはピストン３の直径方向に
延在する突出部１７が形成されている。また、凹陥部１
５の大きさは凹陥部１６よりも大きく設定されており、
それらの略中央部には、シリンダヘッド６を上下方向に
貫通するねし孔１８．１９が穿設されている。Two recesses 15 and 16 are formed on the inner wall surface of the combustion chamber of the cylinder head 6 so as to be lined up in the diametrical direction of the piston 3. That is, the recessed portion 15 is located on the intake passage 12 side, and the recessed portion 16 is located on the exhaust passage 13 side.
A protrusion 17 extending in the diametrical direction of the piston 3 is formed between these concave portions 15 and 16. In addition, the concave portion 1
5 is set larger than the recessed part 16,
A threaded hole 18, 19 passing through the cylinder head 6 in the vertical direction is bored approximately in the center thereof.
２１．２２は前記ねし孔１８．１９に螺合された２個の
点火プラグであり、先端部の電極をそれぞれ凹陥部１５
．１６内に臨ませている。これら点火プラグ２１．２２
はイグニッションコイル２３．２４を介してＣＤＩ（容
量放電点火）ユニット２５．２６に接続されている。Ｃ
ＤＩユニット２５．２６は、２サイクルエンジン１の回
転によって発電しＣＤＩユニット２５．２６のコンデン
サに充電するチャージコイルの接続端２７および、点火
時期になると電気信号を発生し前記コンデンサの電力を
イグニッションコイル２３．２４に放電させるパルサー
コイルの接続端２８に接続されている。ここで、吸気通
路１２側の凹陥部１５に臨んだ点火プラグ２１の点火時
期は従来の１個の点火プラグを有する内燃機関の場合と
同様に設定されている。また、排気通路１３側の凹陥部
１６の点火プラグ２２の点火時期は、点火プラグ２１の
点火時期に比較して遅らせるように設定されている。詳
述すれば、点火プラグ２１の点火によって凹陥部１５内
の燃料に着火させた後に、点火プラグ２２を点火させ、
ピストン３の上死点以前において凹陥部１６内の燃料に
着火させるように設定されている。Reference numerals 21 and 22 indicate two spark plugs that are screwed into the screw holes 18 and 19, and the electrodes at the tips are connected to the recessed portions 15, respectively.
．． It is scheduled to arrive within the 16th. These spark plugs 21.22
are connected to a CDI (capacitive discharge ignition) unit 25.26 via an ignition coil 23.24. C
The DI unit 25.26 has a connecting end 27 of a charge coil that generates electricity through the rotation of the two-stroke engine 1 and charges the capacitor of the CDI unit 25.26, and a connecting end 27 of a charge coil that generates electricity by the rotation of the two-stroke engine 1 and charges the capacitor of the CDI unit 25. It is connected to the connection end 28 of the pulser coil which discharges at 23 and 24. Here, the ignition timing of the spark plug 21 facing the concave portion 15 on the side of the intake passage 12 is set in the same manner as in the case of a conventional internal combustion engine having one spark plug. Further, the ignition timing of the ignition plug 22 in the concave portion 16 on the side of the exhaust passage 13 is set to be delayed compared to the ignition timing of the ignition plug 21. Specifically, after the fuel in the recessed portion 15 is ignited by the ignition of the ignition plug 21, the ignition plug 22 is ignited;
The fuel in the concave portion 16 is set to be ignited before the top dead center of the piston 3.
３０はシリンダの周囲に形成されたウォータジャケット
、３１はシリンダヘッド６を取付けるスタンド、３２は
スタッド３１が貫通する取付用孔である。30 is a water jacket formed around the cylinder, 31 is a stand for mounting the cylinder head 6, and 32 is a mounting hole through which the stud 31 passes.
このように構成された内燃機関においては、ピストン３
が上昇して上死点付近になると、まず点火プラグ２１に
点火されて吸気通路１２側の凹陥部１５内の燃料に着火
される。そのため、凹陥部１５内の圧力が上昇するが、
この圧力を排気通路１３側の凹陥部１６に逃がすことが
できるので、圧力を下げ、しかも急激に上昇するのを防
止することができる。In the internal combustion engine configured in this way, the piston 3
When the engine temperature rises to near the top dead center, the spark plug 21 is first ignited, and the fuel in the recess 15 on the intake passage 12 side is ignited. Therefore, the pressure inside the concave portion 15 increases, but
Since this pressure can be released to the concave portion 16 on the side of the exhaust passage 13, it is possible to lower the pressure and prevent it from rising rapidly.
そして、点火時期が点火プラグ２１よりも遅い点火プラ
グ２２は、凹陥部１５内の燃料に着火された段階におい
て点火され凹陥部１６の燃料に着火させる。これによっ
て、前記凹陥部１５内の燃料に続けて凹陥部１６内の燃
料を燃焼させることができる。その結果、シリンダ内の
圧力が急激に下がるのを抑えることができる。換言すれ
ば、従来の内燃機関における圧力とクランク角との関係
が先鋭な頂を有する山形であるのに対して、本発明に係
る内燃機関における圧力とクランク角との関係は高さは
低いが緩やかな頂を有する山形となっている。すなわち
、頂を緩やかにならすことによって仕事量となる面積が
小さくなるのが防止され、図示平均有効圧が下がるのが
抑えられている。The spark plug 22, whose ignition timing is later than that of the spark plug 21, is ignited at the stage when the fuel in the recess 15 is ignited, and ignites the fuel in the recess 16. As a result, the fuel in the concave portion 16 can be burned following the fuel in the concave portion 15 . As a result, the pressure inside the cylinder can be prevented from dropping rapidly. In other words, while the relationship between pressure and crank angle in a conventional internal combustion engine is a mountain shape with a sharp peak, the relationship between pressure and crank angle in an internal combustion engine according to the present invention is a mountain shape with a low height but It is mountain-shaped with a gentle peak. That is, by smoothing the top gently, the area that becomes the amount of work is prevented from becoming small, and a decrease in the indicated mean effective pressure is suppressed.
したがって、従来の内燃機関に比較して、最大燃焼圧や
最大圧力上昇率を下げると共に、燃焼室内圧力が高い状
態を長くすることができる。Therefore, compared to conventional internal combustion engines, it is possible to lower the maximum combustion pressure and the maximum rate of pressure rise, and to extend the state in which the pressure in the combustion chamber is high.
なお、上記実施例においては、２サイクルエンジン１と
して実施した例について説明したが本発明はこれに限定
されるものではなく、４サイクルエンジンに実施して同
様な作用し効果を得ることができる。In the above-mentioned embodiment, an example was explained in which the present invention was implemented as a two-stroke engine 1, but the present invention is not limited thereto, and the present invention can be implemented in a four-stroke engine to obtain similar effects and effects.
以上説明したように本発明によれば、シリンダヘッドの
燃焼室内壁面に形成した２個の凹陥部内に、点火プラグ
を臨ませると共に、これら点火プラグの一方を他方より
も遅らせて点火させたから、まず一方の凹陥部に臨んだ
点火プラグに点火し、この凹陥部の圧力を他方の凹陥部
に逃がすことにより、最大燃焼圧や最大圧力上昇率を下
げると共に、次の段階で他方の点火プラグに点火し、他
方の凹陥部内の燃料を燃焼させることにより、燃焼室内
圧力が高い状態を長くすることができる。As explained above, according to the present invention, the ignition plugs are made to face into the two recesses formed on the wall surface of the combustion chamber of the cylinder head, and one of these ignition plugs is ignited later than the other. By igniting the spark plug facing one of the recesses and releasing the pressure of this recess to the other recess, the maximum combustion pressure and maximum pressure rise rate are reduced, and the other spark plug is ignited in the next stage. However, by burning the fuel in the other concave portion, the high pressure inside the combustion chamber can be maintained for a long time.
したがって、最大燃焼圧や最大圧力上昇率を下げても図
示平均有効圧が下がるのは抑えることができるから、性
能を低下させることなく騒音が低減できる。Therefore, even if the maximum combustion pressure or the maximum pressure increase rate is lowered, a decrease in the indicated mean effective pressure can be suppressed, so that noise can be reduced without deteriorating performance.
第１図は本発明に係る内燃機関を示す縦断面図、第２図
は要部となるシリンダヘッドを拡大して示す縦断面図、
第３図は同じくシリンダヘッドの下面図である。
４・・・・シリンダブロック、６・・・・シリンダヘッ
ド、１５．１６・・・・凹陥部、１７・・・・突出部、
２１．２２・・・・点火プラグ。FIG. 1 is a vertical cross-sectional view showing an internal combustion engine according to the present invention, FIG. 2 is a vertical cross-sectional view showing an enlarged cylinder head, which is the main part,
FIG. 3 is also a bottom view of the cylinder head. 4...Cylinder block, 6...Cylinder head, 15.16...Concave portion, 17...Protrusion portion,
21.22...Spark plug.
Claims (1)
、点火プラグの電極をこれら両凹陥部内に１個づつ臨ま
せると共に、これら点火プラグの一方を他方の点火プラ
グの点火時期に比較して遅らせて点火させることを特徴
とする内燃機関。Two recesses are formed on the wall surface of the combustion chamber of the cylinder head, one electrode of the spark plug is placed in each of these recesses, and one of the spark plugs is compared with the ignition timing of the other spark plug. An internal combustion engine characterized by delayed ignition.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17123585A JPS6232212A (en) | 1985-08-05 | 1985-08-05 | Internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17123585A JPS6232212A (en) | 1985-08-05 | 1985-08-05 | Internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6232212A true JPS6232212A (en) | 1987-02-12 |
Family
ID=15919549
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP17123585A Pending JPS6232212A (en) | 1985-08-05 | 1985-08-05 | Internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6232212A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006161679A (en) * | 2004-12-07 | 2006-06-22 | Suzuki Motor Corp | Ignition device for two cycle engine |
-
1985
- 1985-08-05 JP JP17123585A patent/JPS6232212A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006161679A (en) * | 2004-12-07 | 2006-06-22 | Suzuki Motor Corp | Ignition device for two cycle engine |
| JP4649970B2 (en) * | 2004-12-07 | 2011-03-16 | スズキ株式会社 | Ignition device for two-cycle engine |
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