JPH0533657A - Two-cycle engine - Google Patents
Two-cycle engineInfo
- Publication number
- JPH0533657A JPH0533657A JP21299491A JP21299491A JPH0533657A JP H0533657 A JPH0533657 A JP H0533657A JP 21299491 A JP21299491 A JP 21299491A JP 21299491 A JP21299491 A JP 21299491A JP H0533657 A JPH0533657 A JP H0533657A
- Authority
- JP
- Japan
- Prior art keywords
- scavenging
- hole
- air
- passage
- throttle 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.)
- Withdrawn
Links
- 230000002000 scavenging effect Effects 0.000 claims abstract description 48
- 230000006835 compression Effects 0.000 claims abstract description 10
- 238000007906 compression Methods 0.000 claims abstract description 10
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 5
- 230000008961 swelling Effects 0.000 claims 1
- 239000000446 fuel Substances 0.000 abstract description 22
- 239000000203 mixture Substances 0.000 abstract description 20
- 238000010586 diagram Methods 0.000 description 10
- 239000007789 gas Substances 0.000 description 4
- 235000014676 Phragmites communis Nutrition 0.000 description 3
- 239000000567 combustion gas Substances 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 239000006200 vaporizer Substances 0.000 description 3
- 238000013459 approach Methods 0.000 description 1
- 238000007664 blowing Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 238000000746 purification Methods 0.000 description 1
- 230000000630 rising effect Effects 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
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明はクランクケース圧縮式２
サイクルガソリンエンジンの掃気通路に関する。BACKGROUND OF THE INVENTION The present invention relates to a crankcase compression type 2
Regarding the scavenging passage of a cycle gasoline engine.
【０００２】[0002]
【従来の技術】従来のシニューレ掃気式２サイクルガソ
リン機関を図８によって説明する。図８は従来のクラン
クケース圧縮シニューレ掃気式２サイクルガソリン機関
の構造図で図８（ａ）はピストンが下点にあるときの
図、図８（ｂ）は図８（ａ）におけるＡ−Ａ断面図、図
８（ｃ）は図８（ａ）におけるＢ−Ｂ断面図である。図
において１はシリンダ、２はクランク室、３はピスト
ン、４は点火プラグ、５はエアクリーナ、６は気化器、
７は吸気孔、８は排気孔、９は掃気孔で排気孔８に対し
て対称に一対設けられている。１０は掃気通路でシリン
ダ１の下部とクランク室２を連通している。前記各項目
はクランクケース圧縮式２サイクルガソリン機関の公知
の要素である。2. Description of the Related Art A conventional scavenging scavenging two-stroke gasoline engine will be described with reference to FIG. 8A and 8B are structural views of a conventional crankcase compression scavenging scavenging two-stroke gasoline engine. FIG. 8A is a diagram when the piston is at a lower point, and FIG. 8B is AA in FIG. 8A. A sectional view and FIG. 8C are sectional views taken along line BB in FIG. In the figure, 1 is a cylinder, 2 is a crank chamber, 3 is a piston, 4 is a spark plug, 5 is an air cleaner, 6 is a carburetor,
Reference numeral 7 is an intake hole, 8 is an exhaust hole, and 9 is a scavenging hole, which are provided symmetrically with respect to the exhaust hole 8. Reference numeral 10 denotes a scavenging passage that connects the lower portion of the cylinder 1 and the crank chamber 2 to each other. Each of the above items is a known element of a crankcase compression type two-cycle gasoline engine.
【０００３】前記従来例の作用を説明する。図８（ａ）
に示す状態からピストン３が上昇するとピストン３の下
側のクランク室の体積がピストン３の動いた体積だけ増
加し圧力が下る。ピストンスカートが吸気孔７を通過す
ると吸気孔７がクランク室２に通じるので大気がエアク
リーナ５を通り気化器６を通って混合気となり吸気孔７
からクランク室２内へ流入する。ピストン３が上死点を
過ぎて下降するとクランク室２内の体積が減少してクラ
ンク室２内の混合気が圧縮され圧力があがる。ピストン
３が下死点前に排気孔８を通過しシリンダ１内が大気へ
通じるので、前のサイクルの燃焼ガスが排出され次いで
ピストン３の頂面が掃気孔９を通過し掃気通路１０がシ
リンダ１とクランク室２を連通するのでクランク室２内
の前記圧縮された混合気がシリンダ１内へ流入する。ピ
ストン３は下死点に達し始めの状態に戻り１サイクルが
終る。The operation of the conventional example will be described. Figure 8 (a)
When the piston 3 rises from the state shown in (3), the volume of the crank chamber below the piston 3 increases by the volume moved by the piston 3 and the pressure drops. When the piston skirt passes through the intake hole 7, the intake hole 7 communicates with the crank chamber 2, so that the atmosphere passes through the air cleaner 5 and the carburetor 6 to form a mixture gas, and the intake hole 7
Flows into the crank chamber 2. When the piston 3 passes through the top dead center and descends, the volume in the crank chamber 2 decreases and the air-fuel mixture in the crank chamber 2 is compressed and the pressure rises. Since the piston 3 passes through the exhaust hole 8 before bottom dead center and the inside of the cylinder 1 communicates with the atmosphere, the combustion gas of the previous cycle is discharged, and then the top surface of the piston 3 passes through the scavenging hole 9 and the scavenging passage 10 becomes the cylinder. 1 communicates with the crank chamber 2, so that the compressed air-fuel mixture in the crank chamber 2 flows into the cylinder 1. The piston 3 reaches the bottom dead center and returns to the initial state, completing one cycle.
【０００４】[0004]
【発明が解決しようとする課題】従来のポートスカベン
ジの２サイクル機関では掃気孔が開いているとき排気孔
も開いているのでシリンダへ流入した混合気の一部が排
気孔へ吹き抜ける。そのため燃費が大きくなり排気も悪
くなる不具合がある。この考案の目的は前記不具合を解
消し、混合気の排気孔への吹き抜けの少い２サイクル機
関を提供することである。In the conventional two-port engine with port scavenging, the exhaust hole is also open when the scavenging hole is open, so that part of the air-fuel mixture that has flowed into the cylinder blows out to the exhaust hole. Therefore, there is a problem that fuel consumption is high and exhaust is bad. An object of this invention is to solve the above-mentioned problems and to provide a two-cycle engine in which air-fuel mixture is less likely to be blown into an exhaust hole.
【０００５】[0005]
【課題を解決するための手段】請求項１はクランク室に
通過する吸気孔の上流に気化器を具えるとともに、クラ
ンク室に直結するシニューレ形の掃気通路及び掃気孔を
具備したクランクケース圧縮式２サイクル機関でおい
て、前記第１の掃気孔より排気孔に近い円周角位置に設
けられた単数乃至複数の開口より成る１対の空気のみを
導入する第２の掃気孔と、該第２の掃気孔とクランク室
とを接続する通路と、前記通路の途中より分岐し大気よ
りの流れのみを許容する逆止弁と、前記気化器の絞り弁
と連動する絞り弁とが設けられて大気へ通ずる空気通路
とを有することを特徴とする。According to a first aspect of the present invention, there is provided a carburetor upstream of an intake hole passing through a crank chamber, and a crankcase compression type having a scavenging passage and a scavenging hole of a cannula type directly connected to the crank chamber. In a two-cycle engine, a second scavenging hole that introduces only a pair of air, which is formed at a circumferential angle position closer to the exhaust hole than the first scavenging hole, and which introduces only a pair of air; A passage connecting the scavenging hole of No. 2 and the crank chamber, a check valve branching from the middle of the passage to allow only the flow from the atmosphere, and a throttle valve interlocking with the throttle valve of the carburetor are provided. And an air passage communicating with the atmosphere.
【０００６】請求項２は通路の分岐点又は分岐点の上流
に集中的に気体を貯留可能に膨らんだ容積室を形成して
いることを特徴としている。請求項３は前記空気通路の
一部が前記気化器と１体に形成されるとともに絞り弁が
前記気化器の絞り弁と一本の軸上に設けられていること
を特徴とする。A second aspect of the present invention is characterized in that a volume chamber is formed at a branch point of the passage or upstream of the branch point so that the gas can be concentrated and swelled. According to a third aspect of the present invention, a part of the air passage is formed integrally with the carburetor, and the throttle valve is provided on one axis with the throttle valve of the carburetor.
【０００７】[0007]
【作用】ピストンの上昇によりクランク室内の体積がピ
ストンの動いた体積だけ増加して圧力が下るので、大気
が気化器を通って混合気となって吸気孔からクランク室
内に吸い込まれる。このとき混合気の中の燃料は従来と
等しく、空気量は少くなるよう気化器が調整されてい
る。これと同時に絞り弁，逆止弁を通り膨んだ容積室が
ある場合は、これらを通して大気を吸入し前記空間を空
気でみたす。ピストンが上死点を過ぎて下降するとピス
トンの下の空間は逆止弁により大気の流れが止められて
いるので圧縮される。With the piston rising, the volume in the crank chamber increases by the volume moved by the piston and the pressure drops, so that the atmosphere passes through the vaporizer and becomes a mixture, which is sucked into the crank chamber from the intake hole. At this time, the fuel in the air-fuel mixture is the same as in the conventional case, and the carburetor is adjusted so that the air amount becomes small. At the same time, if there is a bulging volume chamber that passes through the throttle valve and the check valve, the atmosphere is sucked through these to fill the space with air. When the piston descends past the top dead center, the space under the piston is compressed because the flow of the atmosphere is stopped by the check valve.
【０００８】ピストンが下死点に近づくと或定まった位
置でピストンにより排気孔が開かれて燃焼ガスが排出さ
れ、次いで前記排気孔に近い方の掃気孔が開いて通路及
び容積室の空気が流入する。次いで排気孔から遠い方の
掃気孔が開いてクランク室内から混合気が圧力差で流れ
込む。排気孔に近い側には前記空気層があるので混合気
は排気孔へ直接吹き抜けることはない。濃い混合気と別
に吸入された空気と合せて空気対燃料の比は正常にな
る。気化器の絞り弁と吸気通路の絞り弁は連動している
ので、気化器の絞り弁の何れの絞りにおいてもこの関係
を保つことができる。ピストンは下死点を過ぎて上昇し
圧縮行程となる。When the piston approaches the bottom dead center or at a fixed position, the piston opens the exhaust hole to discharge the combustion gas, and then the scavenging hole near the exhaust hole is opened so that the air in the passage and the volume chamber is released. Inflow. Next, the scavenging hole far from the exhaust hole is opened, and the air-fuel mixture flows in from the crank chamber due to the pressure difference. Since the air layer is present on the side close to the exhaust hole, the air-fuel mixture does not blow directly into the exhaust hole. The air-to-fuel ratio becomes normal when combined with the rich mixture and the air drawn separately. Since the throttle valve of the carburetor and the throttle valve of the intake passage are interlocked, this relationship can be maintained in any throttle of the carburetor throttle valve. The piston rises past bottom dead center and enters the compression stroke.
【０００９】[0009]
【実施例】本発明の実施例を図１〜６によって説明す
る。図１は本発明の第１実施例の構造図、図２は第１実
施例の作用説明図、図３は第２実施例の構造図、図４は
第３実施例の構造図、図５は負荷と絞り弁開度の関係
図、図６は気化器絞り弁開度と空気通路絞り弁開度の関
係図である。図において１〜８は従来公知のものである
から説明を省く。Embodiments of the present invention will be described with reference to FIGS. FIG. 1 is a structural view of the first embodiment of the present invention, FIG. 2 is an operation explanatory view of the first embodiment, FIG. 3 is a structural view of the second embodiment, FIG. 4 is a structural view of the third embodiment, and FIG. Is a relationship diagram between load and throttle valve opening, and FIG. 6 is a relationship diagram between carburetor throttle valve opening and air passage throttle valve opening. In the figure, 1 to 8 are known in the related art, and therefore the description thereof is omitted.
【００１０】１０１はエアクリーナで一方は大気へ開い
ている。１０２は空気通路で前記エアクリーナ１０１に
接続されている。１０３は絞り弁で空気通路１０２に設
けられ前記気化器の絞り弁と連動している。１０４はリ
ード弁で空気通路１０２内に絞り弁１０３のエアクリー
ナ１０１と反対側に設けられエアクリーナ１０１からの
流れのみを許容する。１０５は容積部で空気通路１０２
に通じている。１０７は空気通路で容積部１０５とクラ
ンク室２とを連通する。１１１は掃気孔でシリンダ１の
下部にあけられた穴である。１０９は掃気通路で掃気孔
１１１とクランク室２を直接連通している。１１０は掃
気孔で掃気孔１１１より排気孔８に近い位置にシリンダ
１の下部にあけられた穴である。１０８は掃気通路で掃
気孔１１０に開孔している。１０６は空気通路で容積室
１０５と掃気通路１０８を連通している。Reference numeral 101 is an air cleaner, one of which is open to the atmosphere. An air passage 102 is connected to the air cleaner 101. A throttle valve 103 is provided in the air passage 102 and is linked to the throttle valve of the carburetor. A reed valve 104 is provided in the air passage 102 on the opposite side of the throttle valve 103 from the air cleaner 101 and allows only the flow from the air cleaner 101. Reference numeral 105 is a volume portion of the air passage 102.
It leads to. An air passage 107 connects the volume 105 and the crank chamber 2. Reference numeral 111 is a scavenging hole, which is a hole formed in the lower portion of the cylinder 1. A scavenging passage 109 directly connects the scavenging hole 111 and the crank chamber 2. Reference numeral 110 denotes a scavenging hole, which is formed in the lower portion of the cylinder 1 at a position closer to the exhaust hole 8 than the scavenging hole 111. Reference numeral 108 denotes a scavenging passage, which opens to a scavenging hole 110. An air passage 106 connects the volume chamber 105 and the scavenging passage 108.
【００１１】図１では空気通路１０２を気化器６と機関
の反対側に設けているがこれに限らない。エアクリーナ
１０１は気化器のエアクリーナ５と共用も可能である。Although the air passage 102 is provided on the opposite side of the carburetor 6 and the engine in FIG. 1, it is not limited to this. The air cleaner 101 can also be used as the air cleaner 5 of the carburetor.
【００１２】第１実施例の作用を説明する。ピストン３
の上昇によって生ずるクランク室２の負圧により吸気孔
７からクランク室２内に混合気が吸いこまれる。このと
き混合気中の燃料の量は従来の正常時と等しく空気の量
は少いよう気化器が調整されている。それと同時にエア
クリーナ１０１，絞り弁１０３，リード弁１０４を通っ
て空気が容積部１０５に充填される。ピストン３が上死
点を過ぎて下降しはじめるとクランク室２内は圧縮され
始めて圧力は正圧になってくる。まづ排気孔８が開いて
燃焼ガスが排出され次いで掃気孔１１０が開いて容積室
１０５に充填された空気が掃気通路１０８を通り掃気孔
１１０からシリンダ１に流入する。The operation of the first embodiment will be described. Piston 3
The air-fuel mixture is sucked into the crank chamber 2 from the intake hole 7 due to the negative pressure in the crank chamber 2 caused by the rise of the. At this time, the carburetor is adjusted so that the amount of fuel in the air-fuel mixture is the same as in the conventional normal state and the amount of air is small. At the same time, the volume 105 is filled with air through the air cleaner 101, the throttle valve 103, and the reed valve 104. When the piston 3 begins to descend after passing through the top dead center, the inside of the crank chamber 2 begins to be compressed and the pressure becomes positive. First, the exhaust hole 8 is opened and the combustion gas is discharged, then the scavenging hole 110 is opened and the air filled in the volume chamber 105 flows through the scavenging passage 108 into the cylinder 1 through the scavenging hole 110.
【００１３】更に掃気孔１１１が開きクランク室２内の
混合気が掃気通路１０９を通って掃気孔１１１からシリ
ンダ１内に流入するが排気孔８に近い側には掃気孔１１
０から流入した空気の層があるので、混合気は直接排気
孔８へ吹き抜けることなく掃気が行はれる。図１に示す
ところでは掃気孔１１０が掃気孔１１１よりさきに開孔
するがこの開孔の順序は問わない。負荷の調節は気化器
６の図示しない絞り弁開度を変えて吸入負圧の調節を行
うが、空気と燃料の混合比を略一定に保つため空気通路
１０２内に絞り弁１０３を設け気化器６の絞り弁と連動
させている。図５は負荷と各絞り弁開度の望ましい関係
を示したものである。図６は各絞り弁開度間の相関関係
を示しているが気化器６の絞り弁開度と絞り弁１０３の
開度はこの関係を満たすよう連動させる。Further, the scavenging hole 111 is opened, and the air-fuel mixture in the crank chamber 2 flows into the cylinder 1 from the scavenging hole 111 through the scavenging passage 109, but the scavenging hole 11 is located near the exhaust hole 8.
Since there is a layer of air flowing in from 0, the air-fuel mixture can be scavenged without directly blowing through the exhaust holes 8. In the place shown in FIG. 1, the scavenging hole 110 is opened earlier than the scavenging hole 111, but the order of this opening is not limited. To adjust the load, the throttle valve opening (not shown) of the carburetor 6 is changed to adjust the suction negative pressure, but a throttle valve 103 is provided in the air passage 102 to keep the mixture ratio of air and fuel substantially constant. It is interlocked with the throttle valve of 6. FIG. 5 shows a desirable relationship between the load and each throttle valve opening. FIG. 6 shows the correlation between the throttle valve openings, but the throttle valve opening of the carburetor 6 and the throttle valve 103 are interlocked to satisfy this relationship.
【００１４】第２実施例を図３によって説明する。図３
は第２実施例の構造図である。前記第１実施例における
容積部１０５を設けないものである。空気通路１０６，
１０７を合せて１体の容積とみなしている。作用は前記
第１実施例と同じである。第３実施例を図４によって説
明する。図において２０１は気化器筐体、２０２は混合
気通路、２０３は空気通路で前記空気通路１０２の一部
で気化器と一体に設けられている。２０４は気化器絞り
弁、２０５は空気通路２０３の絞り弁で前記絞り弁１０
３を気化器絞り弁２０４と一本の軸上に設けたものであ
る。第３の実施例作用は第１実施例と同じである。The second embodiment will be described with reference to FIG. Figure 3
FIG. 6 is a structural diagram of the second embodiment. The volume portion 105 in the first embodiment is not provided. Air passage 106,
The volume of 107 is regarded as one body. The operation is the same as in the first embodiment. A third embodiment will be described with reference to FIG. In the figure, 201 is a carburetor housing, 202 is a mixture passage, and 203 is an air passage, which is a part of the air passage 102 and is provided integrally with the carburetor. Reference numeral 204 is a carburetor throttle valve, and 205 is a throttle valve of the air passage 203.
3 is provided on one shaft together with the carburetor throttle valve 204. The operation of the third embodiment is the same as that of the first embodiment.
【００１５】[0015]
【発明の効果】本発明は前記のとおり構成されているの
で、空気のみの排気孔への吹き抜けはあるものの混合気
の吹き抜けは大巾に低減され、燃費向上排ガス浄化が計
られる。図７は効果を図にしたものである。図７におい
て破線は従来例、実線は本発明の特性を示す。従来例に
比べ燃料充填率が上り出力が向上する。又排ガスの代表
としての炭化水素の排出量は混合気の吹き抜け減少によ
り低減されることを示している。よって本発明は混合気
の排出孔への吹き抜けの少い２サイクル機関を提供でき
る。EFFECTS OF THE INVENTION Since the present invention is constructed as described above, although only air is blown to the exhaust hole, the blow-through of the air-fuel mixture is greatly reduced, and exhaust gas purification for improving fuel consumption can be achieved. FIG. 7 illustrates the effect. In FIG. 7, the broken line shows the conventional example and the solid line shows the characteristics of the present invention. Compared with the conventional example, the fuel filling rate is increased and the output is improved. Further, it is shown that the emission amount of hydrocarbons as a representative of exhaust gas is reduced by reducing the blow-through of the air-fuel mixture. Therefore, the present invention can provide a two-cycle engine with a small amount of air-fuel mixture blown into the discharge hole.
【図１】本発明に係る第１実施例の構造図FIG. 1 is a structural diagram of a first embodiment according to the present invention.
【図２】本発明に係る第１実施例の作用説明図FIG. 2 is an operation explanatory view of the first embodiment according to the present invention.
【図３】本発明に係る第２実施例の構造図FIG. 3 is a structural diagram of a second embodiment according to the present invention.
【図４】本発明に係る第３実施例の構造図FIG. 4 is a structural diagram of a third embodiment according to the present invention.
【図５】負荷と絞り弁開度の関係図[Fig. 5] Relationship between load and throttle valve opening
【図６】気化器絞り弁開度と空気通路の絞り弁開度の関
係図FIG. 6 is a diagram showing the relationship between the carburetor throttle valve opening and the air passage throttle valve opening.
【図７】本発明の効果を示す図FIG. 7 is a diagram showing the effect of the present invention.
【図８】従来例の構造図FIG. 8 is a structural diagram of a conventional example.
１…シリンダ、２…クランク室、６…気化器、７…吸気
孔、８…排気孔、１０９…掃気通路、１０６…空気通
路、１０７…空気通路、１０２…空気通路、１０３…絞
り弁、１０４…リード弁、１０５…容積部、２０４…絞
り弁、２０３…空気通路、２０５…絞り弁、２０１…気
化器筐体、１１０…掃気孔、１１０…掃気孔。1 ... Cylinder, 2 ... Crank chamber, 6 ... Vaporizer, 7 ... Intake hole, 8 ... Exhaust hole, 109 ... Scavenging passage, 106 ... Air passage, 107 ... Air passage, 102 ... Air passage, 103 ... Throttle valve, 104 ... Reed valve, 105 ... Volume part, 204 ... Throttle valve, 203 ... Air passage, 205 ... Throttle valve, 201 ... Vaporizer housing, 110 ... Scavenging hole, 110 ... Scavenging hole.
Claims (3)
（７）の上流に気化器（６）を具えるとともにクランク
室（２）に直結するシニューレ形掃気通路（１０９）及
び掃気孔（１１１）を具備したクランクケース圧縮式２
サイクル機関において；第１の掃気孔（１１１）より排
気孔（８）に近い円周角位置に設けられた単数乃至複数
の開口より成る１対の空気のみを導入する第２の掃気孔
（１１０）と；該第２の掃気孔（１１０）とクランク室
（２）とを接続する通路（１０６），（１０７）と、前
記通路（１０６），（１０７）の途中から分岐し大気か
らの流れのみを許容する逆止弁（１０４）と、前記気化
器（６）の絞り弁と連動する絞り弁（１０３）とを順次
備えて大気へ開口する空気通路（１０２）とを有して成
ることを特徴とするクランクケース圧縮式２サイクル機
関。1. A scavenging passage (109) and a scavenging hole (111) having a carburetor (6) upstream of an intake hole (7) communicating with the crank chamber (2) and directly connected to the crank chamber (2). ) Equipped crankcase compression type 2
In a cycle engine; a second scavenging hole (110) for introducing only a pair of air, which is composed of one or a plurality of openings provided at a circumferential angle position closer to the exhaust hole (8) than the first scavenging hole (111). ) And; passages (106) and (107) connecting the second scavenging hole (110) and the crank chamber (2), and a flow from the atmosphere branched from the middle of the passages (106) and (107). A check valve (104) permitting only the above and a throttle valve (103) interlocking with the throttle valve of the carburetor (6), and an air passage (102) opening to the atmosphere. Crankcase compression type two-stroke engine.
は分岐点の上流に集中的に気体を貯留可能に膨らんだ容
積室（１０５）を形成していることを特徴とする請求項
１記載のクランクケース圧縮式２サイクル機関。2. The passages (106), (107) form a volume chamber (105) swelling at a branch point or upstream of the branch point so that gas can be concentratedly stored therein. The described crankcase compression type two-cycle engine.
（６）の本体と１体に設けられるとともに前記気化器
（６）の絞り弁と空気通路（１０２）の絞り弁（２０
５）が一本の軸上に設けられていることを特徴とする請
求項１及び請求項２記載のクランクケース圧縮式２サイ
クル機関。3. A part of the air passage (102) is provided integrally with the body of the carburetor (6), and the throttle valve of the carburetor (6) and the throttle valve (20) of the air passage (102).
The crankcase compression type two-stroke engine according to claim 1 or 2, wherein 5) is provided on one shaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21299491A JPH0533657A (en) | 1991-07-31 | 1991-07-31 | Two-cycle engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21299491A JPH0533657A (en) | 1991-07-31 | 1991-07-31 | Two-cycle engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0533657A true JPH0533657A (en) | 1993-02-09 |
Family
ID=16631713
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP21299491A Withdrawn JPH0533657A (en) | 1991-07-31 | 1991-07-31 | Two-cycle engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0533657A (en) |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0619421A3 (en) * | 1993-03-01 | 1995-05-10 | Gen Motors Corp | Control system for two-stroke internal combustion engine. |
| JP2001263073A (en) * | 2000-03-01 | 2001-09-26 | Andreas Stihl:Fa | Two-cycle engine provided with by-pass branched from air filter casing |
| US6352058B1 (en) | 1999-06-04 | 2002-03-05 | Kawasaki Jukogyo Kabushiki Kaisha | Air scavenging two-stroke cycle engine |
| US6367432B1 (en) | 1999-05-14 | 2002-04-09 | Kioritz Corporation | Two-stroke cycle internal combustion engine |
| US6450135B1 (en) | 1999-02-19 | 2002-09-17 | Kioritz Corporation | Two-stroke internal combustion engine |
| US6491004B2 (en) * | 2000-03-01 | 2002-12-10 | Andreas Stihl Ag & Co. | Two-stroke engine |
| US6595168B2 (en) | 2000-08-14 | 2003-07-22 | Kioritz Corporation | Two-stroke internal combustion engine |
| WO2007081043A1 (en) * | 2006-01-13 | 2007-07-19 | Husqvarna Zenoah Co., Ltd. | Chain saw |
| US7520253B2 (en) | 2006-10-27 | 2009-04-21 | Kioritz Corporation | Two-stroke internal combustion engine |
| JP2012092845A (en) * | 2008-09-24 | 2012-05-17 | Makita Corp | Stratified scavenging two-stroke engine |
| US8210134B2 (en) | 2006-01-13 | 2012-07-03 | Husqvarna Zenoah Co., Ltd. | Chain saw |
| US8794196B2 (en) | 2008-10-06 | 2014-08-05 | Husqvarna Zenoah Co., Ltd. | Chain saw |
| US9206736B2 (en) | 2012-12-28 | 2015-12-08 | Makita Corporation | Stratified scavenging two-stroke engine |
-
1991
- 1991-07-31 JP JP21299491A patent/JPH0533657A/en not_active Withdrawn
Cited By (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0619421A3 (en) * | 1993-03-01 | 1995-05-10 | Gen Motors Corp | Control system for two-stroke internal combustion engine. |
| US6450135B1 (en) | 1999-02-19 | 2002-09-17 | Kioritz Corporation | Two-stroke internal combustion engine |
| US6367432B1 (en) | 1999-05-14 | 2002-04-09 | Kioritz Corporation | Two-stroke cycle internal combustion engine |
| US6352058B1 (en) | 1999-06-04 | 2002-03-05 | Kawasaki Jukogyo Kabushiki Kaisha | Air scavenging two-stroke cycle engine |
| JP2001263073A (en) * | 2000-03-01 | 2001-09-26 | Andreas Stihl:Fa | Two-cycle engine provided with by-pass branched from air filter casing |
| US6491004B2 (en) * | 2000-03-01 | 2002-12-10 | Andreas Stihl Ag & Co. | Two-stroke engine |
| US6595168B2 (en) | 2000-08-14 | 2003-07-22 | Kioritz Corporation | Two-stroke internal combustion engine |
| US8210134B2 (en) | 2006-01-13 | 2012-07-03 | Husqvarna Zenoah Co., Ltd. | Chain saw |
| WO2007081043A1 (en) * | 2006-01-13 | 2007-07-19 | Husqvarna Zenoah Co., Ltd. | Chain saw |
| US7520253B2 (en) | 2006-10-27 | 2009-04-21 | Kioritz Corporation | Two-stroke internal combustion engine |
| DE102007051171B4 (en) * | 2006-10-27 | 2012-08-16 | Yamabiko Corporation | Two-stroke internal combustion engine |
| JP2012092845A (en) * | 2008-09-24 | 2012-05-17 | Makita Corp | Stratified scavenging two-stroke engine |
| US8770159B2 (en) | 2008-09-24 | 2014-07-08 | Makita Corporation | Stratified scavenging two-stroke engine |
| US8794196B2 (en) | 2008-10-06 | 2014-08-05 | Husqvarna Zenoah Co., Ltd. | Chain saw |
| US9206736B2 (en) | 2012-12-28 | 2015-12-08 | Makita Corporation | Stratified scavenging two-stroke engine |
| US9869235B2 (en) | 2012-12-28 | 2018-01-16 | Makita Corporation | Stratified scavenging two-stroke engine |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A300 | Withdrawal of application because of no request for examination |
Free format text: JAPANESE INTERMEDIATE CODE: A300 Effective date: 19981008 |