JPH01100351A - V-type multi-cylinder 2-cycle engine - Google Patents

V-type multi-cylinder 2-cycle engine

Info

Publication number
JPH01100351A
JPH01100351A JP25475087A JP25475087A JPH01100351A JP H01100351 A JPH01100351 A JP H01100351A JP 25475087 A JP25475087 A JP 25475087A JP 25475087 A JP25475087 A JP 25475087A JP H01100351 A JPH01100351 A JP H01100351A
Authority
JP
Japan
Prior art keywords
cylinder
crank
case
reed valve
housing
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
Application number
JP25475087A
Other languages
Japanese (ja)
Other versions
JP2564776B2 (en
Inventor
Yutaka Okabe
豊 岡部
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Suzuki Motor Corp
Original Assignee
Suzuki Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Suzuki Motor Corp filed Critical Suzuki Motor Corp
Priority to JP62254750A priority Critical patent/JP2564776B2/en
Priority to EP88309346A priority patent/EP0312255B1/en
Priority to AU23599/88A priority patent/AU613966B2/en
Publication of JPH01100351A publication Critical patent/JPH01100351A/en
Application granted granted Critical
Publication of JP2564776B2 publication Critical patent/JP2564776B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • 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
    • 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
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F2200/00—Manufacturing
    • F02F2200/06—Casting

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

PURPOSE:To provide possibility of free setting of a housing without being restrained by divided surfaces by setting the divided surfaces formed by dividing a crank case into two in such a way as passing the axis of the crank and intersecting longitudinally the housing for fitting of one of the reed valves. CONSTITUTION:A front cylinder 1 and a rear cylinder 2 are arranged in V-form parallelly in the axial direction with respect to crank case 3. In this crank case 3, a plurality of crank chambers 5 are formed individually, and each crank chamber 5 is equipped protrudingly with a plurality of cylinder connecting bosses 6, 7 and reed valve fitting housings 8, 9. In this structure, an upper case 3a and a lower case 3b are joined to the crank case 3. The divided surface X-X of each case 3a, 3b passes the axis 0 of crank from right under the boss 6 of the front cylinder 1 and are so set as intersecting longitudinally the housing 9 of the rear cylinder 2.

Description

【発明の詳細な説明】 〔発明の目的〕 （産業上の利用分野） この発明は、各シリンダのクランクケースにリードバル
ブを装着した■型多気＆！ｉ２サイクルエンジンに関す
る。[Detailed Description of the Invention] [Object of the Invention] (Industrial Application Field) This invention is a ■-type Taki &! in which a reed valve is attached to the crankcase of each cylinder. Regarding i2 cycle engine.

（従来の技術） 多気筒エンジンの場合、クランク軸軸心を通る割り面で
２分割したクランクケースによりクランク軸を挾んで軸
支するようにするのが一般的で、■型番気筒エンジンで
も、同様である。(Conventional technology) In the case of a multi-cylinder engine, the crankshaft is generally supported by sandwiching the crankcase between the crankcases, which are divided into two by a plane that passes through the crankshaft axis. It is.

第３図は■型番気筒エンジンに多用されているクランク
ケースの分割方法を示す。■型装置の前シリンダａと後
シリンダｂはクランクケースＣに形成された合わせ面ｄ
、ｅに接合して配置される。Figure 3 shows the method of dividing the crankcase, which is often used in model number cylinder engines. ■The front cylinder a and the rear cylinder b of the mold device have a mating surface d formed on the crankcase C.
, e.

クランクケースＣの割り面ｆは、クランク軸ｑを通り、
上記合わせ面ｄ、ｅを避けた位置に設定される。連設さ
れたミッションケースｈも同時に分割され、カウンタ軸
１１ドライブ軸ｊを挾んで軸支するようになっている。The splitting surface f of the crankcase C passes through the crankshaft q,
It is set at a position that avoids the mating surfaces d and e. The serially arranged mission case h is also divided at the same time, and the counter shaft 11 is designed to sandwich and support the drive shaft j.

第４図は前後シリンダａ、ｂを大きく前傾させたもので
、割り面には前シリンダａの軸心に沿って設定され、合
わせ面ｄを２分割し、前シリンダａの一部を挾んで接合
する。Figure 4 shows the front and rear cylinders a and b tilted forward significantly.The dividing surface is set along the axis of the front cylinder a, the mating surface d is divided into two, and a part of the front cylinder a is sandwiched between the two. and join.

ところが、クランクケースにリードバルブを装備したＶ
型子気筒２サイクルエンジンでは、第５図、第６図に示
すように、後シリンダｂに屈するリードバルブ１の装着
用ハウジングｍの下限が、前記割り而ｆ、ｋによって規
制されるため、上方へ外して設定することになり、後シ
リンダｂとのつながりがよくない、という問題が発生す
る。すなわち、吸入、掃気される燃料ガスの流動線が不
円滑になるばかりか、リードバルブ１の容量が制約され
、大きな容量を確保しようとすると、取付面ｎが合わせ
面ｅから大きく飛出して加工性を低下゛させる。第６図
、第７図に示したのは、シリンダを大きく前傾させて、
リードバルブ装着用ハウジングｍとミッションケースｈ
との干渉を避けるようにしたものであるが、割り面ｆ、
にも前傾するので、上記の問題点は解消されない。However, V equipped with a reed valve in the crankcase
In a double-cylinder two-stroke engine, as shown in FIGS. 5 and 6, the lower limit of the housing m for mounting the reed valve 1 that bends over the rear cylinder b is regulated by the splitters f and k, so that the upper limit This results in the problem that the connection with rear cylinder b is not good. In other words, not only does the flow line of the fuel gas being sucked and scavenged become uneven, but also the capacity of the reed valve 1 is restricted, and when trying to secure a large capacity, the mounting surface n protrudes greatly from the mating surface e, making it difficult to process. decrease the sex. Figures 6 and 7 show the cylinder tilted forward greatly.
Housing m for reed valve installation and transmission case h
This was designed to avoid interference with the split surface f,
The above problem cannot be solved because the driver leans forward.

（発明が解決しようとする問題点） 以上のように、クランクケースにリードバルブを準備し
たＶ型多気筒エンジンでは、クランクケースの割り面に
よりリードバルブ装着用ハウジングがスペース上窮屈に
なってシリンダとのつながりがよくない、という問題が
あるのに鑑み、この発明は、割り面に関係なくシリンダ
とのつながりのよい位置にリードバルブを装着し、かつ
リードバルブの容量を大きくして吸入効率を向上できる
Ｖ型子気筒２サイクルエンジンを得ることを目的とする
。(Problems to be Solved by the Invention) As described above, in a V-type multi-cylinder engine in which a reed valve is provided in the crankcase, the split surface of the crankcase makes the housing for mounting the reed valve cramped in terms of space, making it difficult to connect it to the cylinder. In view of the problem of poor connection with the cylinder, this invention improves suction efficiency by installing the reed valve in a position where the connection with the cylinder is good regardless of the split surface, and by increasing the capacity of the reed valve. The purpose of this invention is to obtain a V-type child cylinder two-stroke engine that can be used.

（発明の構成〕 （問題点を解決するための手段） 上記の目的を達成するため、この発明のＶ型子気筒２サ
イクルエンジンは、Ｖ型に配置された各シリンダのクラ
ンクケースにリードバルブ装着用ハウジングを突設した
Ｖ型子気筒２サイクルエンジンにおいて、クランク軸軸
心を通り、一方のリードバルブ装着用ハウジングを縦断
する割り面で分割したアッパーケースとロアケースとを
合わせてクランクケースを形成した構成をとる。(Structure of the Invention) (Means for Solving the Problems) In order to achieve the above object, the V-type child cylinder two-stroke engine of the present invention has a reed valve installed in the crankcase of each cylinder arranged in a V-shape. In a V-type child cylinder two-stroke engine with a protruding housing, the crankcase is formed by combining an upper case and a lower case, which are divided by a split plane that passes through the crankshaft axis and longitudinally traverses one reed valve mounting housing. Take composition.

（作用） このような構成にしたので、クランクケースの割り面に
制約されることなくリードバルブ装着用ハウジングを配
設できる。従って、シリンダとのつながりを考慮した自
由な設定ができ、吸入、掃気される燃料ガスを抵抗少く
流動させることができ、リードバルブを大型化できるこ
とと相俟って、エンジン性能を向上する、装着ハウジン
グのリードバルブ取付面は、シリンダ合わせ面から突出
しないか、僅かな突出量に抑えることができ、クランク
ケースの加工性を改善する。(Function) With this configuration, the reed valve mounting housing can be disposed without being restricted by the split surface of the crankcase. Therefore, it is possible to freely set the connection with the cylinder, allowing the fuel gas to be inhaled and scavenged to flow with less resistance, and the reed valve can be made larger, improving engine performance. The reed valve mounting surface of the housing does not protrude from the cylinder mating surface or can be suppressed to a small amount of protrusion, improving workability of the crankcase.

（実施例） 第１図はこの発明の実施例を示す■型多気筒２サイクル
エンジンとして２気筒２サイクルエンジンのクランクケ
ース縦断側面図、第２図は同割り面ｘ−Ｘにおけるロア
ケース端面図をそれぞれ示す。(Embodiment) Fig. 1 is a vertical cross-sectional side view of a crankcase of a two-cylinder two-stroke engine as a ■-type multi-cylinder two-stroke engine showing an embodiment of the present invention, and Fig. 2 is an end view of the lower case taken along the dividing plane x-X. Each is shown below.

前シリンダ１と後シリンダ２はクランクケース３に対し
軸方向に並列してＶ型に配置され、クランクケース３に
は前、後シリンダ１．２に連続するそれぞれのクランク
室４．５が独立して形成される。クランク室４．５には
それ□ぞれ、シリンダ接続用ボス６．７およびリードバ
ルブ装着用ハウジング８，９が突設、される。The front cylinder 1 and the rear cylinder 2 are arranged in a V-shape in parallel in the axial direction with respect to the crankcase 3, and the crankcase 3 has independent crank chambers 4.5 that are continuous with the front and rear cylinders 1.2. It is formed by Cylinder connection bosses 6.7 and reed valve mounting housings 8, 9 are protruded from the crank chambers 4.5, respectively.

１０．１１．１２はクランク軸、カウンタ軸、ドライブ
軸の各軸受孔を示し、１３はミッションケースである。Reference numerals 10, 11, and 12 indicate bearing holes for the crankshaft, countershaft, and drive shaft, and 13 indicates a transmission case.

２サイクルエンジンとしての構成を後シリンダ２によっ
て説明すると、シリンダボア１４にはピストン１５によ
つって開閉される排気口１６および掃気口１７が開口し
、前記リードバルブ装着用ハウジング９内にリードバル
ブ１８を介して吸気通路１９が接続される。ピストン１
５が上昇して吸気通路１９よりクランク室５内に燃料ガ
スを吸入し、ピストン１５の下降によりこれを１次圧縮
する。ピストン１５の下降は燃料ガスの燃焼により行わ
れ、下死点に近付く途中で排気口１６が聞いて燃焼ガス
を排出し、次いで掃気口１７が間き、１次圧縮された燃
料ガスが入れ替って充填される。To explain the structure of a two-stroke engine using the rear cylinder 2, an exhaust port 16 and a scavenging port 17, which are opened and closed by a piston 15, are opened in the cylinder bore 14, and a reed valve 18 is installed in the reed valve mounting housing 9. An intake passage 19 is connected thereto. piston 1
5 rises to suck fuel gas into the crank chamber 5 from the intake passage 19, and as the piston 15 falls, it is primarily compressed. The piston 15 descends by burning the fuel gas, and on the way to the bottom dead center, the exhaust port 16 opens and discharges the combustion gas, and then the scavenging port 17 closes and the primary compressed fuel gas is replaced. Filled with water.

再びピストン１５が上界し、充填した燃料ガスが圧縮さ
れ、クランク室５には次の燃料ガスが吸入される。これ
を繰゛返してエンジンが動作する。前シリンダ１におい
ても同様である。すなわち燃料ガスは、クランクの１回
転毎にクランク室５に吸入され、圧縮され、掃気通路を
介してピストン１５上方のシリンダボア１４内に充填さ
れる。この充填効率を上げるためには、リードバルブ１
８の大きさ設置位置などが重要である。The piston 15 rises again, the filled fuel gas is compressed, and the next fuel gas is sucked into the crank chamber 5. The engine operates by repeating this process. The same applies to the front cylinder 1. That is, fuel gas is sucked into the crank chamber 5 every revolution of the crank, is compressed, and is filled into the cylinder bore 14 above the piston 15 via the scavenging passage. In order to increase this filling efficiency, reed valve 1
The size and installation position of 8 are important.

次に、クランクケース３は加工上アッパーケース３ａと
ロアケース３ｂを合わせて形成される。Next, the crankcase 3 is formed by combining an upper case 3a and a lower case 3b.

その割り而Ｘ−Ｘは前シリンダ１の接続用ボス６の直下
から、クランク軸心０を通り、後シリンダ２のリードバ
ルブ装着用ハウジング９を縦断するように設定されてい
る。すなわち、リードバルブ装着用ハウジング９はアッ
パーケース３ａとロアケース３ｂに分けて形成され、こ
れを合わせて構成される。The dividing line XX is set to extend from just below the connection boss 6 of the front cylinder 1, pass through the crankshaft center 0, and vertically traverse the reed valve mounting housing 9 of the rear cylinder 2. That is, the reed valve mounting housing 9 is formed separately into an upper case 3a and a lower case 3b, which are combined.

このように割り面Ｘ−Ｘを設定したのは、リードバルブ
装着用ハウジング９は割り面の位置に拘束されないこと
を意味し、位置、大きさを自由に設定できる。このため
リードバルブ装着用ハウジング９をクランクケース３上
面ぎりぎりに下げることができ、後シリンダ２を接合す
る接続用ボス７の合わ１面７ａからの突出層を小さくし
て加工性を向上し、また燃料ガスが吸入、掃気される流
動線を抵抗の少い角度に設定できると共にリードバルブ
装置の容量を大きくできて、吸入効率を高め、エンジン
性能を向上する。Setting the split plane XX in this way means that the reed valve mounting housing 9 is not restricted to the position of the split plane, and the position and size can be set freely. Therefore, the reed valve mounting housing 9 can be lowered to the very top of the crankcase 3, and the protruding layer from the mating surface 7a of the connecting boss 7 to which the rear cylinder 2 is joined is reduced, improving workability. The flow line through which fuel gas is sucked and scavenged can be set at an angle with less resistance, and the capacity of the reed valve device can be increased, increasing suction efficiency and improving engine performance.

〔発明の効果〕〔Effect of the invention〕

以上の通り、この発明に係るＶ型多気筒２サイクルエン
ジンは、クランクケースを２分割して形成する割り面を
、クランク軸心を通って一方のリードバルブ装着用ハウ
ジングをｔｉｌｌｇｉするように設定したもので、リー
ドバルブ装着用ハウジングを割り面に拘束されることな
く自由度の高い位置、大きさに設定でき、シリンダとの
つながりを改善し、加工性をよくすると共にエンジン性
能を向上する効果がある。As described above, in the V-type multi-cylinder two-stroke engine according to the present invention, the split surface formed by dividing the crankcase into two is set so that the housing for mounting one reed valve passes through the crank axis center. This allows the housing for mounting the reed valve to be set in a highly flexible position and size without being constrained by the split surface, which improves the connection with the cylinder, improves machinability, and improves engine performance. be.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図はこの発明の実施例を示す■型２気筒２サイクル
エンジンクランクケースの縦断側面図、第２図は同第１
図Ｘ−Ｘ割り面におけるロアケース側の端面図、第３図
〜第８図は従来の割り面位置を説明するクランクケース
の側面図である。 １・・・前シリンダ、２・・・後シリンダ、３・・・ク
ランクケース、３ａ・・・アッパーケース、３ｂ・・・
ロアケース、４．５・・・クランク室、６，７・・・シ
リンダ接続用ボス、８．９・・・リードバルブ装着用ハ
ウジング、Ｘ−Ｘ・・・割り面。 出願人代理人　　波　多　野　　　　久ボ３図 第、５図 ＄７図 ＄４図 第６図 イ 第８図Fig. 1 is a longitudinal cross-sectional side view of a type 2 two-cylinder two-stroke engine crankcase showing an embodiment of the present invention, and Fig.
An end view on the lower case side taken along the line XX in FIG. XX, and FIGS. 3 to 8 are side views of the crankcase illustrating the position of the conventional split plane. 1...Front cylinder, 2...Rear cylinder, 3...Crank case, 3a...Upper case, 3b...
Lower case, 4.5...Crank chamber, 6,7...Cylinder connection boss, 8.9...Reed valve mounting housing, X-X...Split surface. Applicant's agent Kubo Hatano Figure 3, Figure 5 $7 Figure $4 Figure 6 Figure 8

Claims (1)

【特許請求の範囲】[Claims] Ｖ型に配置された各シリンダのクランクケースにリード
バルブ装着用ハウジングを突設したＶ型多気筒２サイク
ルエンジンにおいて、クランク軸軸心を通り、一方のリ
ードバルブ装着用ハウジングを縦断する割り面で分割し
たアッパーケースとロアケースとを合わせてクランクケ
ースを形成したことを特徴とするＶ型多気筒２サイクル
エンジン。In a V-type multi-cylinder two-stroke engine with a reed valve mounting housing protruding from the crankcase of each cylinder arranged in a V-shape, a split plane that passes through the crankshaft axis and longitudinally traverses one reed valve mounting housing. A V-type multi-cylinder two-stroke engine characterized by a crankcase formed by combining a split upper case and lower case.
JP62254750A 1987-10-12 1987-10-12 V-type multi-cylinder 2-cycle engine Expired - Lifetime JP2564776B2 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP62254750A JP2564776B2 (en) 1987-10-12 1987-10-12 V-type multi-cylinder 2-cycle engine
EP88309346A EP0312255B1 (en) 1987-10-12 1988-10-07 V-type multiple cylinder two-cycle engine
AU23599/88A AU613966B2 (en) 1987-10-12 1988-10-10 V-type multiple cylinder two-cycle engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP62254750A JP2564776B2 (en) 1987-10-12 1987-10-12 V-type multi-cylinder 2-cycle engine

Publications (2)

Publication Number Publication Date
JPH01100351A true JPH01100351A (en) 1989-04-18
JP2564776B2 JP2564776B2 (en) 1996-12-18

Family

ID=17269357

Family Applications (1)

Application Number Title Priority Date Filing Date
JP62254750A Expired - Lifetime JP2564776B2 (en) 1987-10-12 1987-10-12 V-type multi-cylinder 2-cycle engine

Country Status (3)

Country Link
EP (1) EP0312255B1 (en)
JP (1) JP2564776B2 (en)
AU (1) AU613966B2 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106121835A (en) * 2016-08-03 2016-11-16 重庆高金实业有限公司 There is the leaf valve of novel structure reed

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3554172A (en) * 1969-10-01 1971-01-12 Brunswick Corp Reed block crankcase induction for two-cycle engine
CS192693B1 (en) * 1976-09-13 1979-09-17 Zdenek Tichy Motor box of the motorcycle
FR2389766B1 (en) * 1977-05-06 1981-05-22 Motobecane Ateliers
US4228770A (en) * 1979-05-29 1980-10-21 Performance Industries, Inc. Internal combustion engine fuel supply system

Also Published As

Publication number Publication date
AU2359988A (en) 1989-04-13
EP0312255A2 (en) 1989-04-19
AU613966B2 (en) 1991-08-15
JP2564776B2 (en) 1996-12-18
EP0312255A3 (en) 1989-10-25
EP0312255B1 (en) 1991-11-06

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