• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:SE0950926A1
    申请号:SE0950926
    申请日:2009-12-02
    公开日:2010-06-06
    发明作者:Terutaka Yasuda
    申请人:Maruyama Mfg Co；
    IPC主号:
    专利说明:

    The gas primarily contains a fuel, thus it contains a large amount of hydrocarbons and increases a total amount of hydrocarbon (THC) in the exhaust gases.
    To avoid this, for example, the two-stroke engine described in patent specification 1 below is constructed in a design where before introducing new gas into the purge stroke, first exhaust gases are blown through a first purge port into the combustion chamber and new gas is then introduced through a second purge port. to flush the combustion chamber, thereby preventing the purge of new gas and the reduction of the amount of THC in the exhaust gases.
    Document according to the state of the art [Patent documents] Patent document 1: Japanese patent application, application no. 2001-140651 SUMMARY OF THE INVENTION Problems to be Solved with the Invention The two-stroke engine described in patent specification 1 above, however, had a problem that the gas exchange efficiency was low, since the exhaust gas was introduced before introducing new gas into the purge stroke.
    The present invention has been accomplished to solve the above-mentioned problems and an object of the present invention is therefore to provide a two-stroke engine which achieves effective reduction of blow-through while performing efficient gas exchange. Means for Solving the Problem A two-stroke engine (100) according to the present invention is a two-stroke engine (100) comprising a purge port (11) for introducing a working gas containing fuel, into a combustion chamber (4), and an exhaust port ( 10) for the outflow of a gas from the combustion chamber (4), in which a piston (3) is connected to a crankshaft (1) by a connecting rod (2) which reciprocates in the combustion chamber (4) with rotational operation of the crankshaft (1), for controlling the opening and closing of the purge port (11) and the exhaust port (10), where the exhaust port (10) and the purge port (11) are opened in said order, when the piston (3) is moved from an upper dead center to a lower dead center, and, in which when the piston (3) is moved from the lower dead center to the upper dead center, the flush port (11) and the exhaust port (10) are closed in said order, where a connection position (C) between the piston ( 3) and the connecting rod (2) is offset to the same side as a position of a connection mi point (P) of the connecting rod (2) to the crankshaft (1), when the exhaust port (10) is closed by the piston (3) which is moved from the lower dead center (BDC) to the upper dead center (TDC), with respect to a straight line (A1) passing through a center of rotation (R) of the crankshaft (1) and parallel to the reciprocating directions of the piston (3).
    In this two-stroke engine (100), the connection position (C) between the piston (3) and the connecting rod (2) is displaced to the same side as the position of the connection center (P) of the connecting rod (2) to the crankshaft (1) when the exhaust port (10) becomes closed by the piston (3) moving from BDC to TDC, with respect to a straight line (A1) passing a center of rotation (R) of the crankshaft (1) and parallel to the reciprocating directions of the piston (3) , a crank angle (01), which is an angle between a line section (L1) connecting a connection center (P) of the connecting rod (2) to the crankshaft (1) and the center of rotation (R) of the crankshaft (1) with the exhaust port ( 10) which is closed by the piston (3) moving towards (TDC), and a line section (L2) adjacent to a connection center (P1) of the connecting rod (2) to the crankshaft (1) with the piston (3) at (BDC) ) and the center of rotation (R) of the crankshaft (1) becomes less than one crank angle (02), which is an angle between a line section (L1) connecting r the connection center (P) of the connecting rod (2) to the crankshaft (1) and the center of rotation (R) of the crankshaft (1) with the exhaust port (10) opened by the piston (3) moving towards the BDC, and the line section (L2 ) which connects the connection center (P1) of the connecting rod (2) to the crankshaft (1) with the piston (3) at BDC and the center of rotation (R) of the crankshaft (1). For this reason, a time period before closing the exhaust port (10) during an ascent of the piston (3) from the BDC is made shorter than a period of time in which the exhaust port (10) is opened during a descent of the piston (3). This means that a time period from the opening of the exhaust port (10) to the arrival of the piston (3) at the BDC is long enough to achieve sufficient introduction of new gas and exhaust gas discharge, to apply efficient gas exchange and also reduce the time period after completion of a flushing stroke and before closing the exhaust port (10), which is usually the cause of a blow-through, in order to achieve an effective reduction of the blow-through.
    Preferably, the connection position (C) between the piston (3) and the connecting rod (2) lies on a central axis (A2) of the piston (3), and the exhaust port (10) is arranged on the opposite side to the side where the connection position (C) is offset, to the straight line (A1). When this is the chosen design, the piston (3) is itself displaced to the opposite side of the exhaust port (10) with respect to the center of rotation (R) of the crankshaft (1) and therefore a cylinder block (5) which houses the piston (3) arranged so that it is moved to the opposite side of the exhaust port (10) with respect to a crankcase (6) which houses the crankshaft (1), which allows the length of cooling fins (14) arranged on the side of the exhaust port (10) of the cylinder block (5) can be increased without changing the overall width of the two-stroke engine (100), thereby increasing the cooling efficiency.
    Results of the Invention As described above, the present invention enables effective reduction of blow-through while applying efficient gas exchange. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a vertical cross-sectional view showing a state in which a piston is moved toward the TDC of a two-stroke engine in accordance with an embodiment of the present invention.
    Fig. 2 is a vertical cross-sectional view showing a state in which a piston is moved toward the BDC of the two-stroke engine.
    Fig. 3 is a vertical cross-sectional view showing a state in which the piston reaches the BDC of the two-stroke engine.
    Embodiment for Carrying Out the Invention A preferred embodiment of the two-stroke engine in accordance with the present invention will now be described below with reference to the accompanying drawings. Figs. 1-3 are vertical cross-sectional views showing the two-stroke engine in accordance with an embodiment of the present invention: Fig. 1 shows a state in which a piston is moved towards the upper dead center (TDC); Fig. 2 shows a state in which the piston is moved towards the lower dead center (BDC); Fig. 3 shows a state in which the piston comes to BDC.
    As shown in Figs. 1-3, the two-stroke engine 100 is an engine in which a piston 3 is connected to a crankshaft 1 by a connecting rod 2 which is reciprocating in a combustion chamber 4 with rotational operation of the crankshaft 1. This two-stroke engine 100 has a shape consisting of a cylinder block 5 shown in the upper part and a crankcase 6 shown in the lower part, which is connected to the cylinder block 5. In the cylinder block 5, the combustion chamber (cylinder) 4 is designed to allow the piston 3 to go back and forth therein as described above and discharge electrodes of a spark plug 7 are arranged in a recess of the upper part of the combustion chamber 4. This cylinder block 5 is provided with an inlet port 8 for introducing an air-fuel mixture (working gas) into a crank chamber 13, which will be described below, and an exhaust port 10 for outflowing gas from the combustion chamber 4 to a muffler 9 so that the inlet port 8 and the exhaust port 10 can be connected to The combustion chamber 4. The inlet port 8 and the exhaust port 10 are arranged at resp. positions 180 ° apart in the circumferential direction of the combustion chamber 4 in the cylinder block 5 so that the exhaust port 10 is closer to TDC than the inlet port 8. inside the cylinder block 5, as shown in Fig. 3, there is a purge port 11 for inserting an air fuel mixture containing a fuel into the combustion chamber 4. This purge port 11 is formed at a distal end of a purge passage 12 extending along the axial direction of the combustion chamber 4 and located at such a position that the purge port 11 opens to the interior of the combustion chamber 4 when the piston 3 is located near the BDC.
    This cylinder block 5 is provided with a plurality of radiating flanges 14 which are placed next to each other in the vertical direction so that they project, at positions on the side of the exhaust port 10 and at the position on the side of the inlet port 8 on the outer surface. On the other hand, the crankcase 6 has the crank chamber 13 formed in connection with the aforementioned coil passage 12; in this crank chamber 13 the crankshaft 1 is formed as a driving part of the piston 3, and the crank rod 2 is rotatably connected to the crankshaft 1; the piston 3 reciprocates in vertical directions in the drawings in the combustion chamber 4 through the connecting rod 2 with rotation of the crankshaft 1, to control the opening and closing of the coil port 11 and the exhaust port 10. More specifically, when the crankshaft 1 rotates around a center of rotation (R), a connection center (P) of the connecting rod (2) is moved to the crankshaft (1) circularly around the center of rotation (R) of the crankshaft 1. When the piston is moved towards the TDC, as shown in Fig. 1, the purge port 11 and the exhaust port 10 in the cylinder block 5 are each closed in said order, to compress the air-fuel mixture in the combustion chamber 4. With further movement of the piston 3 towards the TDC, the inlet port 8 comes into communication with the crank chamber 13, to allow air the fuel mixture to flow into the crank chamber 13.
    When the piston 3 enters the vicinity of the TDC of the combustion chamber 4, the spark plug 7 undergoes an electrical discharge to cause ignition and explosion of a fuel in the air-fuel mixture inside the combustion chamber 4. The explosive force moves the piston 3 towards the BDC. The above process is called a compression rate.
    After the ignition of the air-fuel mixture, as shown in Fig. 2, the piston 3 is moved towards the BDC to increase the capacity of the combustion chamber 4. With the movement, the exhaust port 10 and the flushing port 11 will each be opened in said order, to discharge exhaust gases through the exhaust port 10. to the muffler 9 and introduce new gas (air-fuel mixture) through the purge port 11 into the combustion chamber 4, thereby applying gas exchange. This process is called a coil stroke. In particular in the present embodiment, a connection position between the piston 3 and the connecting rod 2 (center position of a piston pin) C is offset by D to the same side as one of the connection center point P of the connecting rod 2 to the crankshaft 1 with the exhaust port 10 being closed off piston 3 when moving from BDC to TDC, with respect to a straight line A1 passing through the center of rotation R of the crankshaft 1 and which is parallel to the reciprocating directions of the piston. When the connection point C between the piston 3 and the connecting rod 2 is displaced by D as described above, a crank angle 01 (compare Fig. 1) is an angle between a line section L1 which connects to the connection center P of the connecting rod 2 to the crankshaft 1 and the center of rotation R of the crankshaft 1 with the exhaust port 10 being closed by the piston 3 during movement towards TDC, and a line section L2 connecting a connection center P1 of the crankshaft 2 to the crankshaft 1 with the piston 3 at BDC and the center of rotation R of the crankshaft 1, less than one crank angle 02 (compare Fig. 2), which is an angle | between a line section L1 connecting to the connection center P of the connecting rod 2 to the crankshaft 1 and the center of rotation R of the crankshaft 1 with the exhaust port 10 opened by the piston 3 during movement towards the BDC, and the line section L2 connecting to the connection center P1 of the connecting rod 2 to the crankshaft 1 3 at BDC and center of rotation R of the crankshaft 1 (ie 01 <62).
    In the present invention, the connection center C between the piston 3 and the connecting rod 2 lies on a central axis A2 of the piston 3 and the exhaust port 10 is located opposite the side where the connection center C between the piston 3 and the connecting rod 2 is offset, with respect to a straight line A1 . More specifically, the piston 3 is itself displaced with D to the left in the drawings with respect to a straight line A1 and the exhaust port 10 is arranged to the right of the drawing with respect to a straight line A1. In the present invention, as described above, the connection center C between the piston 3 and the connecting rod 2 is offset to the same side as the position of the connecting center P of the connecting rod 2 to the crankshaft 1 with the exhaust port 10 closed by the piston 3 moving from BDC to TDC, with taking into account the straight line A1 which passes the center of rotation R of the crankshaft 1 and which is parallel to the reciprocating directions of the piston 3, and this design causes the crank angle 01, which is the angle between the line section L1 connecting to the connection center point P of the connecting rod 2 to the crankshaft 1 and the center of rotation R of the crankshaft 1 with the exhaust port 10 being closed by the piston 3 during movement towards TDC, and the line section L2 connecting to the connection center P of the crankshaft 2 to the crankshaft 1 with the piston 3 at BDC and the center of rotation R of the crankshaft 1, is smaller than the crank angle 02, which is the angle between the line section L1 connecting to the connection center n P of the connecting rod 2 to the crankshaft 1 and the center of rotation R of the crankshaft 1 with the exhaust port 10 opened by the piston 3 during movement towards BDC, and the line section L2 connecting to the connection center P1 of the connecting rod 2 to the crankshaft 1 with the piston 3 at BDC and center of rotation R at the crankshaft 1.
    A time period before closing the exhaust port 10 is thus shorter, during an ascent of the piston 3 from the BDC, than a period of time in which the exhaust port 10 is opened during a descent of the piston 3. This means that a time period from opening of the exhaust port 10 to the arrival of the piston 3 at the BDC is long enough to achieve sufficient introduction of new gas and discharge of exhaust gases, thereby applying an efficient gas exchange. It also reduces the time period after completion of the purge rate and before closing of the exhaust port 10, which is usually the cause of blow-through, and thus effective reduction of the blow-through is achieved. In the present invention, the connection center C lies between the piston 3 and the connecting rod 2 on the center axis A2 of the piston 3 and the exhaust port 10 is located on the opposite side of the side where the connection center C is offset by D, with respect to a straight line A1; consequently the cylinder block accommodating the piston 3 is arranged moved to the opposite side of the exhaust port 10 with respect to the crankcase 6 housing the crankshaft 1 and this allows the length of the cooling fins 14 on the side of the exhaust port 10 in the cylinder block 5 to increase without changing the overall width of the two-stroke engine 100 (in the horizontal directions in the drawings), which increases the cooling efficiency.
    The above describes the present invention in more detail in the light of the embodiment thereof, but it should be noted that the present invention is not limited to the above-mentioned embodiment, for example, the proportion of displacement can be varied optionally. If the offset size is increased, the difference between the crank angle 61 and the crank angle 92 can be increased.
    List of Reference Symbols in Crankshaft; 2 connecting rods; 3 flasks; 4 combustion chambers; 10 exhaust port; 11 coil port; 100 two-stroke engine; A1 straight line passing the center of rotation of the crankshaft and parallel to the reciprocating directions of the piston; A2 center axle; C connection position between the piston and the connecting rod; D displacement; P connection center for the connecting rod to the crankshaft; P1 connection center of the connecting rod to the crankshaft with the piston at BDC; R center of rotation of the crankshaft; 61 and 92 crank angles.
    权利要求:
    Claims (2)
    [1]
    A two-stroke engine (100) comprising a purge port (11) for introducing a working gas containing fuel, into a combustion chamber (4), and an exhaust port (10) for outflowing a gas from the combustion chamber (4), into which - a piston (3) is connected to a crankshaft (1) by a connecting rod (2) which reciprocates in the combustion chamber (4) with rotational operation of the crankshaft (1), to control the opening and closing of the coil port (11) and the exhaust port (10), where the exhaust port (10) and the purge port (11) are opened in said order, when the piston (3) is moved from an upper dead center to a lower dead center, and where the purge port (11) and the exhaust port (10) is closed in said order when the piston (3) is moved from the lower dead center to the upper dead center, where a connection position (C) between the piston (3) and the connecting rod (2) is displaced to the same side as a position of a connection center (P) of the connecting rod (2) to the crankshaft (1) with the exhaust port (10) closed by the piston (3) is moved from the lower dead center to the upper dead center, taking into account a straight line (A1) passing a center of rotation (R) of the crankshaft (1) and parallel to the reciprocating directions of the piston (3).
    [2]
    A two-stroke engine (100) according to claim 1, wherein the connection position (C) between the piston (3) and the connecting rod (2) lies on a central axis (A2) of the piston (3), and wherein the exhaust port (10) is arranged on the opposite side to the side where the connection position (C) is offset, taking into account the straight line (A1).
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    法律状态:
    2020-07-28| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    JP2008311104A|JP4719266B2|2008-12-05|2008-12-05|2-cycle engine|
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