JPH03213616A - Scavenging air recirculating mechanism - Google Patents
Scavenging air recirculating mechanismInfo
- Publication number
- JPH03213616A JPH03213616A JP722090A JP722090A JPH03213616A JP H03213616 A JPH03213616 A JP H03213616A JP 722090 A JP722090 A JP 722090A JP 722090 A JP722090 A JP 722090A JP H03213616 A JPH03213616 A JP H03213616A
- Authority
- JP
- Japan
- Prior art keywords
- scavenging
- cylinder
- hole
- holes
- valve
- 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
- 230000002000 scavenging effect Effects 0.000 title claims abstract description 121
- 230000003134 recirculating effect Effects 0.000 title abstract 3
- 238000007664 blowing Methods 0.000 abstract description 3
- 238000010586 diagram Methods 0.000 description 4
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
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
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は２サイクルユニフロー掃気機関の掃気再循環機
構に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a scavenging air recirculation mechanism for a two-stroke uniflow scavenging engine.
第５図は従来形２サイクルユニフロー掃気機関の掃気系
を示す。掃気室１０よりの掃気はライナ２０に設けられ
た掃気孔１１を経由してシリンダ２１内へ流入し、カバ
ー３０に設られた排気弁３２を通り排気通路３１を経由
して排出される。FIG. 5 shows the scavenging system of a conventional two-stroke uniflow scavenging engine. Scavenging air from the scavenging chamber 10 flows into the cylinder 21 through the scavenging hole 11 provided in the liner 20, passes through an exhaust valve 32 provided in the cover 30, and is discharged via the exhaust passage 31.
排気弁３２は図示していないカム軸により駆動される油
圧ポンプの油圧３５′で作動する弁駆動装置３５を介し
て開閉される。The exhaust valve 32 is opened and closed via a valve drive device 35 operated by oil pressure 35' of a hydraulic pump driven by a camshaft (not shown).
ピストン１３により開閉される掃気孔１１および排気弁
３２のクランク角度に対する開口面積を第６図に示す。FIG. 6 shows the opening area of the scavenging hole 11 and the exhaust valve 32, which are opened and closed by the piston 13, with respect to the crank angle.
クランク角度Ｅ、で排気弁３２が開きはじめ、Ｓ、で掃
気孔１１が開きはじめる。At crank angle E, the exhaust valve 32 begins to open, and at crank angle S, the scavenging hole 11 begins to open.
ピストン１３は下死点（Ｂ Ｄ Ｃ）後Ｓ２で掃気孔１
１が閉じ、Ｅ２で掃気弁３２が閉じる。Piston 13 opens scavenging hole 1 at S2 after bottom dead center (BDC)
1 is closed, and the scavenging valve 32 is closed at E2.
第７図は第６図に対応する掃気孔部および排気弁部の変
動流量線図を示す。クランク角度ＥＩで排気弁３２が開
きはじめ排気がシリンダ２１から排気通路３１へ流出を
はじめる。その後Ｓ、で掃気孔１１が開口し、掃気室１
０の掃気がシリンダ２１へ流入しはじめる。その後排気
の排出と掃気の流入が同時に行なわれ、Ｓ２で掃気孔１
１が閉じ、掃気が終了したあとＥ２まで排気の流出が続
く。FIG. 7 shows a fluctuating flow rate diagram of the scavenging hole section and the exhaust valve section corresponding to FIG. 6. At crank angle EI, the exhaust valve 32 begins to open and exhaust gas begins to flow out from the cylinder 21 to the exhaust passage 31. After that, the scavenging hole 11 opens at S, and the scavenging chamber 1
0 scavenging air begins to flow into the cylinder 21. After that, the exhaust gas is discharged and the scavenging air is inflowed at the same time, and at S2, the scavenging hole 1
1 closes and scavenging ends, the exhaust continues to flow out until E2.
ところがシリンダ２１でのピストン１３による圧縮始め
時期を通らせるため、掃気孔１１が閉じる掃気孔開の８
２のあとに排気弁閉のＥ２が設定されている。従って第
７図に斜線で示す部分は、いったんシリンダ２１内に流
入した掃気のかなりの部分が排気弁３２を通して流出し
ていることになる。その結果燃焼に関与しないシリンダ
２１を吹き抜ける掃気が増大し、排気温度が低下し排気
熱の利用率が低下する不具合が生じている。However, in order to allow the start of compression by the piston 13 in the cylinder 21 to pass, the scavenging hole 11 is closed and the scavenging hole is open.
After E2, E2 is set to close the exhaust valve. Therefore, in the shaded area in FIG. 7, a considerable portion of the scavenging air that once entered the cylinder 21 flows out through the exhaust valve 32. As a result, an increase in scavenging air blows through the cylinders 21 that are not involved in combustion, resulting in a problem in which the exhaust temperature decreases and the utilization rate of exhaust heat decreases.
本発明の目的は前記従来装置の問題点を解消し、シリン
ダを吹き抜ける掃気が減少し、排気温度が上昇し排気熱
の利用率が向上する排気再循環機構を提供するにある。SUMMARY OF THE INVENTION An object of the present invention is to provide an exhaust gas recirculation mechanism that eliminates the problems of the conventional device, reduces scavenging air flowing through the cylinder, increases exhaust temperature, and improves the utilization rate of exhaust heat.
〔課題を解決するための手段〕
本発明の２サイクルユニフロー掃気機関の掃気再循環機
構は、掃気孔１１の上部に設けられた第２掃気孔５３と
、該第２掃気孔に連通ずる掃気室１０とは別個に設けら
れた第２掃気室５１と、前記第２掃気孔の入口に設けら
れ該第２掃気孔の開閉を制御を行なう制御弁５２と、シ
リンダ内と第２掃気室５１を連通する流路４３と、該流
路を開閉するシリンダ上方に設けられた掃気再循環弁４
０とを有してなることを特徴としている。[Means for Solving the Problems] The scavenging air recirculation mechanism of the two-cycle uniflow scavenging engine of the present invention includes a second scavenging hole 53 provided at the upper part of the scavenging hole 11, and a scavenging chamber communicating with the second scavenging hole. 10, a control valve 52 provided at the entrance of the second scavenging hole to control opening and closing of the second scavenging hole, and a control valve 52 that controls the opening and closing of the second scavenging hole, and A communicating flow path 43 and a scavenging air recirculation valve 4 provided above the cylinder that opens and closes the flow path.
0.
排気弁３２を早期に閉じるとともに掃気再循環弁４０を
開き、掃気孔１１が閉じた後にシリンダ２１からの流出
掃気を第２掃気室５１へ導いて貯蔵する。The exhaust valve 32 is closed early and the scavenging air recirculation valve 40 is opened, and after the scavenging hole 11 is closed, the scavenging air flowing out from the cylinder 21 is guided to the second scavenging chamber 51 and stored.
さらにこの掃気を掃気孔１１が開く前に制御弁５２を開
いて第２掃気孔５３からシリンダ２１へ流入させる。そ
の結果シリンダ２１を吹き抜ける掃気の量を減らすこと
ができ排気温度が上昇して、排気熱の利用率が向上する
。Furthermore, before the scavenging hole 11 opens, the control valve 52 is opened to allow this scavenging air to flow into the cylinder 21 through the second scavenging hole 53. As a result, the amount of scavenging air blowing through the cylinder 21 can be reduced, the exhaust gas temperature increases, and the utilization rate of exhaust heat improves.
以下第１〜４図を参照し本発明の一実施例について説明
する。An embodiment of the present invention will be described below with reference to FIGS. 1 to 4.
シリンダカバー３０に掃気再循環弁４０を設け、排気弁
３２と同様図示していないカム軸により発生させた油圧
４１′により作動する弁駆動装置４１を介して該掃気再
循環弁４０を開閉させる。さら気孔５３に連絡する第２
掃気室５１を設けると共に該第２掃気室とシリンダとを
連通ずる通路４３を設け、該通路を開閉する掃気再循環
弁４０をシリンダカバー３０に設置する。A scavenging air recirculation valve 40 is provided in the cylinder cover 30, and, like the exhaust valve 32, the scavenging air recirculation valve 40 is opened and closed via a valve driving device 41 operated by a hydraulic pressure 41' generated by a camshaft (not shown). The second communicating with the stomata 53
A scavenging chamber 51 is provided, a passage 43 communicating the second scavenging chamber and the cylinder is provided, and a scavenging recirculation valve 40 for opening and closing the passage is installed in the cylinder cover 30.
第２図は第１図のｎ−ｎ断面図で、第２掃気孔５３の外
側には制御孔５４を持った制御弁５２が設置され、該制
御弁は排気弁と同様、図示しないカム軸により発生され
る油圧５５により作動する駆動装置６０を回転し、第２
掃気孔５３を開閉する。FIG. 2 is a sectional view taken along the line nn in FIG. 1, and a control valve 52 having a control hole 54 is installed outside the second scavenging hole 53, and like the exhaust valve, the control valve has a camshaft (not shown). The drive device 60 operated by the hydraulic pressure 55 generated by the
The scavenging hole 53 is opened and closed.
第３図は本発明の掃気孔、排気孔、第２掃気孔及び掃気
再循環弁の開口面積を示す。掃気孔１１はピストンによ
り開閉されるため、開口面積は下死点に対し左右対称と
なっているが、排気弁３２、第２掃気孔５３の制御弁５
２及び通路４３の掃気再循環弁４０は図示しないカム軸
を介して発生される油圧により駆動されるため、それら
の開口面積は下死点に対し非対称とすることが容易であ
り、従来例のように掃気がシリンダ内を吹き抜けるおそ
れをなくしている。即ち排気弁３２はクランク角ＥＩで
開き、掃気孔１１の閉じるＳ２とほぼ同じ時期Ｅ、に閉
じるようにしている。FIG. 3 shows the opening areas of the scavenging hole, the exhaust hole, the second scavenging hole, and the scavenging air recirculation valve of the present invention. Since the scavenging hole 11 is opened and closed by a piston, the opening area is symmetrical with respect to the bottom dead center, but the exhaust valve 32 and the control valve 5 of the second scavenging hole 53
2 and the scavenging air recirculation valve 40 of the passage 43 are driven by hydraulic pressure generated via a camshaft (not shown), so their opening areas can be easily made asymmetrical with respect to the bottom dead center, which is different from that of the conventional example. This eliminates the risk of scavenging air blowing through the cylinder. That is, the exhaust valve 32 opens at the crank angle EI and closes at approximately the same time E as the scavenging hole 11 closes S2.
又第２掃気孔５３は制御弁５２により掃気孔１１の開＜
Ｓｔより前のＳ、で開きはじめ、掃気再循環弁４０の開
＜Ｒ１より前のＳ、で閉じる。掃気再循環弁４０は排気
弁３２の閉じる前のＲ＋で開きはじめ、排気弁３２、掃
気孔１１が閉じた後Ｒ２で閉じる。Further, the second scavenging hole 53 is controlled by the control valve 52 when the scavenging hole 11 is opened.
It begins to open at S before St, and closes at S before scavenge recirculation valve 40 opens < R1. The scavenging air recirculation valve 40 begins to open at R+ before the exhaust valve 32 closes, and closes at R2 after the exhaust valve 32 and the scavenging hole 11 close.
第４図により、そのときの各部の流れの状況を図示する
。ピストン１３の下死点（Ｂ Ｄ Ｃ）後掃気孔１１及
び排気弁３２がＳｔ、Ｅｘで閉じるが、そのあとピスト
ン１３が上昇するので、シリンダ２１内の圧力は上昇、
シリンダ２１内にためられた掃気の一部は開口している
掃気再循環弁４０から第２掃気室５１へ通路４３をへて
流入し第２掃気室５１内に貯えられる。掃気再循環弁４
０がＲ２で閉した後シリンダ２１内の圧縮が開始される
。クランク角度Ｅ１で排気弁３２が開き排気がはじまる
がさらにＳ、で第２掃気孔５３が制御弁５２により開放
され、その結果掃気孔１１が開く前に第２掃気室５１に
貯えられた再循環掃気がシリンダ２１内に流入し、掃気
が開始する。このようにして掃気路り付近で掃気再循環
弁４０を介して掃気が回収され再利用されるため、排気
温度が上昇し排気熱の利用度が向上する。FIG. 4 illustrates the flow of each part at that time. After the bottom dead center (B D C) of the piston 13, the scavenging hole 11 and the exhaust valve 32 close at St and Ex, but then the piston 13 rises, so the pressure inside the cylinder 21 increases,
A part of the scavenging air stored in the cylinder 21 flows into the second scavenging chamber 51 from the open scavenging air recirculation valve 40 through the passage 43 and is stored in the second scavenging chamber 51 . Scavenging air recirculation valve 4
After 0 is closed at R2, compression within the cylinder 21 is started. At crank angle E1, the exhaust valve 32 opens and exhaust begins, but at S, the second scavenging hole 53 is opened by the control valve 52, and as a result, the recirculation stored in the second scavenging chamber 51 before the scavenging hole 11 opens. Scavenging air flows into the cylinder 21 and scavenging starts. In this way, scavenging air is recovered and reused near the scavenging air path via the scavenging air recirculation valve 40, so that the exhaust gas temperature increases and the degree of utilization of exhaust heat improves.
本発明の掃気再循環機構は前記のとおり構成され、掃気
孔１１が閉じるクランク角度Ｓ２とほぼ同じ時期Ｅ３で
排気弁３２が閉じるので、シリンダ２１を吹き抜ける掃
気がへり、さらに第２掃気室内にだくわえられた前行程
路りに回収した掃気が掃気孔が開く前に有効的に再使用
されるため、排気温度が上昇し排気熱の利用率が向上す
る。The scavenging air recirculation mechanism of the present invention is configured as described above, and since the exhaust valve 32 closes at approximately the same time E3 as the crank angle S2 at which the scavenging hole 11 closes, the scavenging air flowing through the cylinder 21 is stopped and further flows into the second scavenging chamber. Since the scavenging air collected in the pre-stroke path is effectively reused before the scavenging holes open, the exhaust temperature increases and the utilization rate of exhaust heat improves.
第１〜４図は本発明に係わるもので第１図は実施例の全
体システム図、第２図は第１図のｎ−ｎ断面図、第３図
は掃排気孔、掃気再循環弁および第２掃気孔の開口面積
図、第４図は掃排気変動流量図、第５〜７図は従来例に
係わるもので、第５図は第１図応当図、第６図は第３図
応当図、第７図は第４図応当図である。
１０・・・掃気室、ＩＩ・・・掃気孔、２０・・・ライ
ナ、２１・・・シリンダ、３０・・・シリンダカバー、
３２・・・排気弁、４０・・・排気再循環弁、４１・・
・弁駆動装置、４３・・・通路、５１・・・第２掃気室
、５２・・・制御弁、５３・・・第２掃気孔。
第２
図
第
図
下死点
第
図
第
図Figures 1 to 4 are related to the present invention. Figure 1 is an overall system diagram of the embodiment, Figure 2 is a sectional view taken along the line nn in Figure 1, and Figure 3 shows scavenging and exhaust holes, scavenging air recirculation valves, and Fig. 4 is a diagram of the opening area of the second scavenging hole, Fig. 4 is a scavenging/exhaust fluctuating flow rate diagram, and Figs. 5 to 7 are related to the conventional example. 7 and 7 correspond to FIG. 4. 10...Scavenging chamber, II...Scavenging hole, 20...Liner, 21...Cylinder, 30...Cylinder cover,
32... Exhaust valve, 40... Exhaust recirculation valve, 41...
- Valve drive device, 43... Passage, 51... Second scavenging chamber, 52... Control valve, 53... Second scavenging hole. Figure 2 Figure Bottom dead center Figure Figure 2
Claims (1)
１）の上部に設けられた第２掃気孔（５３）と、該第２
掃気孔（５３）に連通する掃気室（１０）とは別個に設
けられた第２掃気室（５１）と、前記第２掃気孔の入口
に設けられ該第２掃気孔の開閉を制御を行なう制御弁（
５２）と、シリンダ内と第２掃気室（５１）を連通する
流路（４３）と、該流路を開閉するシリンダ上方に設け
られた掃気再循環弁（４０）とを有してなる掃気再循環
機構。In a two-stroke uniflow scavenging engine, the scavenging hole (1
1), a second scavenging hole (53) provided in the upper part of the
A second scavenging chamber (51) is provided separately from the scavenging chamber (10) communicating with the scavenging hole (53), and a second scavenging chamber (51) is provided at the entrance of the second scavenging hole to control opening and closing of the second scavenging hole. Control valve (
52), a flow path (43) that communicates the inside of the cylinder with the second scavenging chamber (51), and a scavenge air recirculation valve (40) provided above the cylinder that opens and closes the flow path. Recirculation mechanism.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP722090A JPH03213616A (en) | 1990-01-18 | 1990-01-18 | Scavenging air recirculating mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP722090A JPH03213616A (en) | 1990-01-18 | 1990-01-18 | Scavenging air recirculating mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH03213616A true JPH03213616A (en) | 1991-09-19 |
Family
ID=11659916
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP722090A Pending JPH03213616A (en) | 1990-01-18 | 1990-01-18 | Scavenging air recirculating mechanism |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH03213616A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6892682B2 (en) | 2002-06-27 | 2005-05-17 | Avl List Gmbh | Two-stroke internal combustion engine with internal scavenging |
| JP2010106856A (en) * | 2005-12-01 | 2010-05-13 | Man Diesel Filial Af Man Diesel Se Tyskland | Method for reduction of nox-emission at internal combustion engine and internal combustion engine appropriate for this method |
| JP2014503740A (en) * | 2010-12-14 | 2014-02-13 | テイラー，ジャック，アール． | Full expansion internal combustion engine |
| GB2601145A (en) * | 2020-11-19 | 2022-05-25 | Warburton Adam | An internal combustion engine |
-
1990
- 1990-01-18 JP JP722090A patent/JPH03213616A/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6892682B2 (en) | 2002-06-27 | 2005-05-17 | Avl List Gmbh | Two-stroke internal combustion engine with internal scavenging |
| JP2010106856A (en) * | 2005-12-01 | 2010-05-13 | Man Diesel Filial Af Man Diesel Se Tyskland | Method for reduction of nox-emission at internal combustion engine and internal combustion engine appropriate for this method |
| JP2014503740A (en) * | 2010-12-14 | 2014-02-13 | テイラー，ジャック，アール． | Full expansion internal combustion engine |
| GB2601145A (en) * | 2020-11-19 | 2022-05-25 | Warburton Adam | An internal combustion engine |
| WO2022106840A1 (en) * | 2020-11-19 | 2022-05-27 | Adam Warburton | An internal combustion engine |
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