JPS6311288Y2 - - Google Patents
Info
- Publication number
- JPS6311288Y2 JPS6311288Y2 JP1981039169U JP3916981U JPS6311288Y2 JP S6311288 Y2 JPS6311288 Y2 JP S6311288Y2 JP 1981039169 U JP1981039169 U JP 1981039169U JP 3916981 U JP3916981 U JP 3916981U JP S6311288 Y2 JPS6311288 Y2 JP S6311288Y2
- Authority
- JP
- Japan
- Prior art keywords
- exhaust
- rotary valve
- intake
- valves
- impeller
- 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
- 238000002485 combustion reaction Methods 0.000 claims description 7
- 239000000203 mixture Substances 0.000 description 5
- 230000002000 scavenging effect Effects 0.000 description 5
- 239000000446 fuel Substances 0.000 description 4
- 239000007789 gas Substances 0.000 description 4
- 230000006835 compression Effects 0.000 description 3
- 238000007906 compression Methods 0.000 description 3
- 239000000567 combustion gas Substances 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 235000014676 Phragmites communis Nutrition 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
Landscapes
- Valve-Gear Or Valve Arrangements (AREA)
Description
【考案の詳細な説明】
本考案は２サイクルエンジンのロータリバルブ
に関するものである。[Detailed Description of the Invention] The present invention relates to a rotary valve for a two-stroke engine.
従来の各種内燃機関におけるバルブ方式として
は、ピストンバルブ、リードバルブ、ロータリバ
ルブの方式があるが、これらのバルブ方式には
種々の欠点がある。特にピストンバルブにおいて
は、第４図中実線で示すようにピストンバルブに
よる吸気の開閉（第４図中IO，IC）、排気の開閉
（同EO，ES）、気の開閉（同SO，SC）のタイミ
ングは、上死点TDCあるいは下死点BDCを中心
にして対称である為、新気の吹き返しが大きく吸
入率が非常に悪い。それに低速時における出力が
低く又アイドリング時の安定性が低い。 Conventional valve systems for various internal combustion engines include piston valves, reed valves, and rotary valve systems, but these valve systems have various drawbacks. In particular, regarding piston valves, as shown by the solid lines in Figure 4, piston valves open and close intake (IO, IC in Figure 4), open and close exhaust (EO, ES), and open and close air (SO, SC). The timing is symmetrical around top dead center TDC or bottom dead center BDC, so the blowback of fresh air is large and the intake rate is very poor. Moreover, the output at low speeds is low and the stability at idling is low.
更に掃気との関係から排気ポート開口時期を早
くしなければならない為に、十分に膨脹しきつて
いない高圧燃焼ガスを排出しなければ所望の出力
が得られない。と同時に、排ガスと共に未燃焼ガ
スが排出されるという欠点があつた。 Furthermore, since the exhaust port opening timing must be early due to the scavenging, the desired output cannot be obtained unless high-pressure combustion gas that has not been sufficiently expanded is exhausted. At the same time, there was a drawback that unburned gas was emitted along with the exhaust gas.
本考案は上記欠点を解消すべく考え出したもの
で、吹き返しを少くし、吸入効率の高い２サイク
ルエンジンを提供する事を目的とするものであ
る。 The present invention was devised to eliminate the above-mentioned drawbacks, and its purpose is to provide a two-stroke engine with reduced blowback and high suction efficiency.
以下、本考案の一実施例を図面により説明す
る。第１図及び同図−線断面を示す第２図に
おいて、１はシリンダ、２はシリンダ１上部に固
定したシリンダヘツド、３はピストンでシリンダ
１内を上下に摺動する。４は吸気用のロータリバ
ルブで、シリンダ１と一体形成された吸気通路６
内にベアリング８を介し回転軸１０に軸支されて
いる。５は排気用のロータリバルブで、シリンダ
１と一体成形された排気通路７内にベアリング９
を介して回転軸１１に軸支されている。１２はク
ランク軸、１３はコンロツドで、上記ピストン３
とクランク軸１２とにピンにて回動自在に連結さ
れている。１４は点火プラグで、シリンダヘツド
２に螺着されている。１５は掃気通路で、シリン
ダ１内を挿通し、クランク室１６と燃焼室２７と
を連通する為の通路である。１７はクランク軸１
２端部に軸支されたスプロケツト、１８，１９は
夫々回転軸１０，１１の端部に軸支されたスプロ
ケツトで、該スプロケツト１７，１８，１９はチ
エーン又はベルト２０等で連繋駆動されるように
なつている。２１はラビリンスシールで、排気用
ロータリバルブ５よりの排ガス洩れを防止してい
る。 An embodiment of the present invention will be described below with reference to the drawings. In FIG. 1 and FIG. 2 showing a cross section taken along the line in the same figure, 1 is a cylinder, 2 is a cylinder head fixed to the upper part of the cylinder 1, and 3 is a piston that slides up and down inside the cylinder 1. 4 is a rotary valve for intake, and an intake passage 6 is integrally formed with the cylinder 1.
It is rotatably supported by a rotating shaft 10 via a bearing 8 therein. 5 is a rotary valve for exhaust, and a bearing 9 is installed in an exhaust passage 7 integrally formed with the cylinder 1.
It is pivotally supported by the rotating shaft 11 via. 12 is a crankshaft, 13 is a connecting rod, and the above piston 3
It is rotatably connected to the crankshaft 12 by a pin. 14 is a spark plug, which is screwed onto the cylinder head 2. Reference numeral 15 denotes a scavenging passage, which is inserted into the cylinder 1 and communicates between the crank chamber 16 and the combustion chamber 27. 17 is crankshaft 1
Sprockets 18 and 19 that are pivotally supported at the two ends are sprockets that are pivotally supported at the ends of the rotating shafts 10 and 11, respectively, and the sprockets 17, 18, and 19 are connected and driven by a chain or belt 20 or the like. It's getting old. A labyrinth seal 21 prevents exhaust gas from leaking from the exhaust rotary valve 5.
上記ロータリバルブ４，５は、筒状体に空洞部
２２を削設し、第３図に示すように該空洞部２２
内にインペラ２３を設けたものである。該インペ
ラ２３の具体的な形状の一実施例を第５図、第６
図に示す。 The rotary valves 4 and 5 have a hollow portion 22 cut out in a cylindrical body, and the hollow portion 22 is formed as shown in FIG.
An impeller 23 is provided inside. An example of the specific shape of the impeller 23 is shown in FIGS. 5 and 6.
As shown in the figure.
第５図のロータリバルブは、吸気用のロータリ
バルブ４を示しており、筒状体のロータリバルブ
４に空洞部２２を削設し、吸入側２４にインペラ
２３ａを、吐出側２５にインペラ２３ｂを夫々設
けたものである。インペラ２３の形状は第６図に
示すように図中矢印の如く回転する場合、空気が
白塗りの矢印から黒塗りの矢印へと（図面左から
右へ）流れるように左下りとなつている。従つて
吸気用ロータリバルブ４のインペラ２３と排気用
ロータリバルブ５のインペラ２３とは、取付け方
向が異つてくることはいうまでもない。 The rotary valve in FIG. 5 shows an intake rotary valve 4, in which a hollow part 22 is cut out in the cylindrical rotary valve 4, and an impeller 23a is installed on the suction side 24 and an impeller 23b on the discharge side 25. They are set up separately. As shown in Figure 6, the shape of the impeller 23 is downward to the left so that when rotating as shown by the arrow in the figure, air flows from the white arrow to the black arrow (from left to right in the figure). . Therefore, it goes without saying that the impeller 23 of the intake rotary valve 4 and the impeller 23 of the exhaust rotary valve 5 are installed in different directions.
又、吸入側２４のインペラ２３ａと吐出側２５
のインペラ２３ｂとが、空洞部２２内で連結して
いても、開口部において夫々独立して設けられて
いても、いずれでも良い。 Also, the impeller 23a on the suction side 24 and the impeller 23a on the discharge side 25
The impellers 23b may be connected within the cavity 22 or may be provided independently at the opening.
次に上記の如く構成された本考案のロータリバ
ルブの作動について説明する。第２図においてピ
ストン３が上昇し、圧縮行程に入つた場合、排気
用ロータリバルブ５は回転軸１１を中心に回動
し、排気通路７を閉鎖すると同時に、吸気用ロー
タリバルブ４は、同様に回転軸１０を中心に回動
し、空洞部２２により吸気通路６とクランク室１
６とを連通させ、インペラ２３により吸い込んだ
混合気をクランク室１６内へ供給する。その後圧
縮行程が終了し、点火プラグ１４により点火爆発
し、ピストン３が上死点を経て下降する。と同時
に排気用ロータリバルブ５も矢印の方向に回動し
ており、空洞部２２により燃焼室と排気通路７が
連通され、インペラ２３により吸い込んだ燃焼ガ
スが排出される。 Next, the operation of the rotary valve of the present invention constructed as described above will be explained. In FIG. 2, when the piston 3 rises and enters the compression stroke, the exhaust rotary valve 5 rotates around the rotating shaft 11 and closes the exhaust passage 7, while the intake rotary valve 4 similarly closes the exhaust passage 7. It rotates around the rotating shaft 10, and the intake passage 6 and the crank chamber 1 are connected by the cavity 22.
6, and the air-fuel mixture sucked by the impeller 23 is supplied into the crank chamber 16. Thereafter, the compression stroke ends, the spark plug 14 causes an ignition explosion, and the piston 3 descends after passing through the top dead center. At the same time, the exhaust rotary valve 5 is also rotating in the direction of the arrow, the combustion chamber and the exhaust passage 7 are communicated with each other through the cavity 22, and the combustion gas sucked in by the impeller 23 is discharged.
一方吸気用ロータリバルブ４は矢印の方向に回
動し、吸気通路６を閉鎖し、ピストン３によりク
ランク室１６内の混合気を圧縮し始める。更にピ
ストン３が下降し掃気孔（図示せず）が開口され
ると同時に掃気通路１５を経てクランク室１６か
ら燃焼室側へ混合気が供給される。次にピストン
が下死点を経て燃焼室内の混合気の圧縮行程に入
り、前記した行程を順次繰り返すのである。 On the other hand, the intake rotary valve 4 rotates in the direction of the arrow, closes the intake passage 6, and starts compressing the air-fuel mixture in the crank chamber 16 by the piston 3. When the piston 3 further descends and a scavenging hole (not shown) is opened, the air-fuel mixture is supplied from the crank chamber 16 to the combustion chamber side via the scavenging passage 15. Next, the piston passes through the bottom dead center, enters the compression stroke of the air-fuel mixture in the combustion chamber, and repeats the above-mentioned stroke in sequence.
尚、第１図は２気筒の場合に適用した実施例を
示しているが、３気筒以上のものにも適用できる
ことはいうまでもない。 Although FIG. 1 shows an embodiment applied to a two-cylinder case, it goes without saying that it can also be applied to a case of three or more cylinders.
以上、詳記した通り本考案は、吸気通路からク
ランク室へあるいは燃焼室から排気通路への連
通・閉鎖を筒状体によるロータリバルブにて制御
するようにしたので、吸排掃気バルブタイミング
を示す第４図中破線の通り吸気の開（図中IO）・
閉（図中IC）の時期を空洞部の形状、又はクラ
ンク軸とバルブ回転軸との連結操作により簡単に
バルブタイミングを選定することができる。 As described in detail above, in the present invention, the communication and closing of the intake passage to the crank chamber or the combustion chamber to the exhaust passage is controlled by a rotary valve made of a cylindrical body. 4. Opening of intake air (IO in the figure) as shown by the broken line in figure 4.
The timing of closing (IC in the figure) can be easily selected by adjusting the shape of the cavity or the connection between the crankshaft and the valve rotation shaft.
従つて、上死点TDCを中心に非対称にでき、
その結果新気吹き返しを少なくするタイミングに
することができ、よつて低速時においては安定性
の良い高出力の２サイクルエンジンが得られる。 Therefore, it can be made asymmetrical around top dead center TDC,
As a result, the timing can be set to reduce fresh air blowback, and a two-stroke engine with good stability and high output can be obtained at low speeds.
又、ロータリバルブ内にインペラを設けて強制
的に吸入・排出するようにしたので、新気の混合
気の充填効率が良くなると共に、排気効率もよく
なり、未燃焼ガスの排出もなくなる。 Further, since an impeller is provided in the rotary valve to forcefully draw in and discharge, the filling efficiency of the fresh air mixture is improved, the exhaust efficiency is also improved, and there is no discharge of unburned gas.
第１図は本考案によるロータリバルブを適用し
た２サイクルエンジンを示す横断平面図、第２図
は第１図の−線縦断面図、第３図は本考案に
よるロータリバルブを示す断面図、第４図は吸排
掃気バルブタイミングを示す説明図、第５図は本
考案によるロータリバルブを示す斜視図、第６図
はインペラの回転による空気の流れを示す為の説
明図である。
１……シリンダ、２……ピストン、４……吸気
用ロータリバルブ、５……排気用ロータリバル
ブ、６……吸気通路、７……排気通路、１０，１
１……回転軸、２２……空洞部、２３……インペ
ラ。
FIG. 1 is a cross-sectional plan view showing a two-stroke engine to which the rotary valve according to the present invention is applied, FIG. FIG. 4 is an explanatory diagram showing the intake and exhaust scavenging valve timing, FIG. 5 is a perspective view showing the rotary valve according to the present invention, and FIG. 6 is an explanatory diagram showing the air flow due to the rotation of the impeller. 1... Cylinder, 2... Piston, 4... Intake rotary valve, 5... Exhaust rotary valve, 6... Intake passage, 7... Exhaust passage, 10, 1
1... Rotating shaft, 22... Cavity, 23... Impeller.
Claims (1)
気筒の各燃焼室から排気通路への連通、閉鎖を制
御する吸気用ロータリバルブと排気用ロータリバ
ルブを筒状となし、該筒状の吸気用及び排気用の
ロータリバルブに夫々空洞部を削設し、該各空洞
部の複数の吸入側及び複数の吐出側に夫々インペ
ラを設け、吸気用及び排気用のロータリバルブの
回転軸端及びクランク軸端に夫々スプロケツトを
固設し、これらスプロケツトにチエーン又はベル
トを装架して連繋駆動されるようにしたことを特
徴とする２サイクルエンジンのロータリバルブ。 An intake rotary valve and an exhaust rotary valve that control communication and closure from the intake passage to each crank chamber of a plurality of cylinders and each combustion chamber of a plurality of cylinders to the exhaust passage are cylindrical, and the cylindrical intake and exhaust valves are cylindrical. A hollow portion is cut into each of the rotary valves for use, impellers are provided on each of the plurality of suction sides and the plurality of discharge sides of each of the hollow portions, and impellers are provided on the rotating shaft ends and crankshaft ends of the rotary valves for intake and exhaust. A rotary valve for a two-stroke engine, characterized in that a sprocket is fixedly attached to each sprocket, and a chain or a belt is mounted on these sprockets so that the valves are linked and driven.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1981039169U JPS6311288Y2 (en) | 1981-03-20 | 1981-03-20 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1981039169U JPS6311288Y2 (en) | 1981-03-20 | 1981-03-20 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57152409U JPS57152409U (en) | 1982-09-24 |
| JPS6311288Y2 true JPS6311288Y2 (en) | 1988-04-02 |
Family
ID=29836299
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1981039169U Expired JPS6311288Y2 (en) | 1981-03-20 | 1981-03-20 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6311288Y2 (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55161908A (en) * | 1979-06-05 | 1980-12-16 | Yutaka Onodera | Rotary valve mechanism for engine |
-
1981
- 1981-03-20 JP JP1981039169U patent/JPS6311288Y2/ja not_active Expired
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55161908A (en) * | 1979-06-05 | 1980-12-16 | Yutaka Onodera | Rotary valve mechanism for engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57152409U (en) | 1982-09-24 |
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