JPH0868331A - Combustion device of two-cycle engine - Google Patents
Combustion device of two-cycle engineInfo
- Publication number
- JPH0868331A JPH0868331A JP6227320A JP22732094A JPH0868331A JP H0868331 A JPH0868331 A JP H0868331A JP 6227320 A JP6227320 A JP 6227320A JP 22732094 A JP22732094 A JP 22732094A JP H0868331 A JPH0868331 A JP H0868331A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- electromagnetic
- air
- fuel
- fuel injection
- 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
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 46
- 239000000446 fuel Substances 0.000 claims abstract description 93
- 238000002347 injection Methods 0.000 claims abstract description 79
- 239000007924 injection Substances 0.000 claims abstract description 79
- 239000000203 mixture Substances 0.000 claims abstract description 23
- 239000003502 gasoline Substances 0.000 claims description 18
- 230000003247 decreasing effect Effects 0.000 abstract 1
- 239000000567 combustion gas Substances 0.000 description 7
- 238000000889 atomisation Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 230000006835 compression Effects 0.000 description 4
- 238000007906 compression Methods 0.000 description 4
- 239000002828 fuel tank Substances 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 238000007796 conventional method Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 239000007789 gas Substances 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000002000 scavenging 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
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
-
- 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
- F02B75/00—Other engines
- F02B75/12—Other methods of operation
- F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Combined Controls Of Internal Combustion Engines (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Fuel-Injection Apparatus (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は２サイクルガソリンエン
ジンの燃焼装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a two-cycle gasoline engine combustion device.
【０００２】[0002]
【従来の技術】図４は小形２サイクルガソリンエンジン
のシリンダ内燃料噴射燃焼装置の従来例の構成説明図、
図５は図４におけるシリンダヘッド回りの拡大縦断面
図、図６は該エンジンの作動についてのタイミング線図
である。以下、図４，５，６を参照して該エンジンの燃
焼装置の構成と作用について説明する。2. Description of the Related Art FIG. 4 is a structural explanatory view of a conventional example of an in-cylinder fuel injection combustion apparatus for a small two-cycle gasoline engine,
5 is an enlarged vertical sectional view around the cylinder head in FIG. 4, and FIG. 6 is a timing diagram for the operation of the engine. Hereinafter, the configuration and operation of the combustion device of the engine will be described with reference to FIGS.
【０００３】シリンダヘッド０４には燃焼室０４ｂが形
成され、その壁面には電磁式の燃料噴射弁０５と電磁式
の空気噴射弁０７及び点火プラグ０１１が配設されてい
る。燃料噴射弁０５の出口部と空気噴射弁０７の出口部
によって合流通路部０４ａが形成されている。燃料噴射
弁０５から噴射された燃料は、空気噴射弁０７から噴射
された空気流によって微粒化されて燃焼室０４ｂ内に噴
出し、圧縮行程の終りに近くのピストン０３が上死点
（ＴＤＣ）近傍に達する時期に、点火プラグ０１１の電
極部の火花放電によって混合気に点火し燃焼させる。い
わゆる空気支援式シリンダ内燃料噴射燃焼装置である。A combustion chamber 04b is formed in the cylinder head 04, and an electromagnetic fuel injection valve 05, an electromagnetic air injection valve 07 and an ignition plug 011 are provided on the wall surface of the combustion chamber 04b. The outlet portion of the fuel injection valve 05 and the outlet portion of the air injection valve 07 form a merging passage portion 04a. The fuel injected from the fuel injection valve 05 is atomized by the air flow injected from the air injection valve 07 and ejected into the combustion chamber 04b, and the piston 03 near the end of the compression stroke causes the top dead center (TDC). When reaching the vicinity, the air-fuel mixture is ignited and burned by the spark discharge of the electrode portion of the spark plug 011. This is a so-called air-assisted in-cylinder fuel injection combustion device.
【０００４】図４に示されているように、燃料は燃料タ
ンク０１３から導かれ、燃料供給ポンプ０１４により数
ｋｇｆ／ｃｍ2 に加圧され、燃料圧レギュレータ０１５
によって調圧されて後燃料噴射弁０５に供給される。燃
料噴射弁０５はコントローラ０１７によって制御される
電磁制御弁で、クランク角信号センサ０１９によって検
出されるクランク軸の角度信号により燃料の噴射時期、
噴射量が制御される。As shown in FIG. 4, fuel is introduced from a fuel tank 013, pressurized to several kgf / cm 2 by a fuel supply pump 014, and a fuel pressure regulator 015.
The pressure is adjusted by and is supplied to the rear fuel injection valve 05. The fuel injection valve 05 is an electromagnetic control valve controlled by the controller 017, and the fuel injection timing is determined by the crankshaft angle signal detected by the crank angle signal sensor 019.
The injection amount is controlled.
【０００５】空気は空気溜器０１２から導かれ、空気圧
レギュレータ０１２ａにより数ｋｇｆ／ｃｍ2 に調圧さ
れ、空気導入管０１２ｂから空気噴射弁０７に供給され
る。空気噴射弁０７もコントローラ０１７によって制御
される電磁制御弁で、前記燃料噴射弁０５と同様にクラ
ンク角信号センサ０１９によって検出されるクランク軸
の角度信号により空気の噴射時期、噴射量が制御され
る。Air is guided from an air reservoir 012, regulated to several kgf / cm 2 by an air pressure regulator 012a, and supplied to an air injection valve 07 from an air introduction pipe 012b. The air injection valve 07 is also an electromagnetic control valve controlled by the controller 017. Like the fuel injection valve 05, the injection timing and injection amount of air are controlled by the crankshaft angle signal detected by the crank angle signal sensor 019. .
【０００６】図６のタイミング線図に示されているよう
に、燃料及び空気の噴射時期はほぼ同じ時期となるよう
にコントローラ０１７によって制御され燃料の微粒化を
図っているが、ピストン０３が圧縮の作用を始めシリン
ダ０１内の圧力が上昇しても、燃料供給圧及び空気供給
圧よりシリンダ内圧力のほうが低い期間内に噴射を終了
させる。As shown in the timing diagram of FIG. 6, the fuel and air are injected at substantially the same time by the controller 017 to atomize the fuel, but the piston 03 is compressed. Even if the pressure in the cylinder 01 starts to increase, the injection is terminated within a period in which the cylinder pressure is lower than the fuel supply pressure and the air supply pressure.
【０００７】[0007]
【発明が解決しようとする課題】前記した従来技術によ
る２サイクルガソリンエンジンのシリンダ内燃料噴射燃
焼装置には次のような問題点がある。携帯用の草刈機や
チェーンソー等に適用される小形の２サイクルガソリン
エンジンは、排気量が数１０ｃｃ程度で、回転数は１０
０００ｒｐｍを越える例もあるが１回当りの燃料噴射量
は極めて微量である。The above-described conventional in-cylinder fuel injection combustion apparatus for a two-cycle gasoline engine has the following problems. A small 2-cycle gasoline engine applied to portable mowers and chainsaws has a displacement of several tens of cc and a rotational speed of 10
The fuel injection amount per injection is extremely small although there are cases where it exceeds 000 rpm.
【０００８】このようなクラスのエンジンのシリンダ内
燃料噴射装置におては、前記した電磁式の燃料噴射弁０
５から毎回精度良く燃料を噴射するためには、該燃料噴
射弁０５のノズル穴径を極く小さくして、噴射期間も極
力短くする必要がある。しかし実際には燃料噴射弁０５
の高速応答性と、ノズル穴径にも寸法的な限界があるこ
とから、燃料の噴射圧力（供給圧力）を低くして、噴射
期間を長くとってこの問題の解決を図っている。In the in-cylinder fuel injection device for an engine of this class, the electromagnetic fuel injection valve 0 described above is used.
In order to inject fuel from 5 with high accuracy each time, it is necessary to make the nozzle hole diameter of the fuel injection valve 05 extremely small and to shorten the injection period as much as possible. However, in reality, the fuel injection valve 05
Since there is a dimensional limitation on the nozzle hole diameter and the high-speed response, the fuel injection pressure (supply pressure) is made low and the injection period is made long to solve this problem.
【０００９】このため、噴射される燃料の微粒化が劣悪
でほとんど霧化されず、棒状の液柱に近いという状態に
なっている。従ってこのような状態で燃焼室内に燃料が
噴射されても良好な燃焼は期待できないので、空気噴射
弁０７から燃料噴射とほぼ同じ時期に空気を噴射して燃
料の微粒化を援助しているのが現状である。For this reason, the atomization of the injected fuel is so poor that it is hardly atomized and the state is close to that of a rod-shaped liquid column. Therefore, even if the fuel is injected into the combustion chamber in such a state, good combustion cannot be expected. Therefore, air is injected from the air injection valve 07 at about the same time as the fuel injection to assist the atomization of the fuel. Is the current situation.
【００１０】しかしながら、小形の２サイクルガソリン
エンジンの用途としては、農業用の草刈機やチェーンソ
ー等の携帯用のものも多く、このような場合には空気噴
射用の空気源が無いという問題がある。また、このクラ
スのエンジンはコスト的にも低く抑えるため、駆動動力
の一部を援用する小形の空気圧縮機の装着は実用上不可
能といえる。従って携帯用の草刈機やチェーンソー等に
適用されるクラスのエンジンにおいては、空気噴射弁無
しでのシリンダ内への燃料噴射方式とするため、燃焼の
悪化を招来し、未燃焼の可燃成分を多量に含んだ排気が
排出される。However, many small-sized two-stroke gasoline engines are used for portable purposes such as agricultural mowers and chainsaws. In such a case, there is a problem that there is no air source for air injection. . In addition, since this class of engine is also low in cost, it is practically impossible to install a small air compressor that uses part of the driving power. Therefore, in the class of engines applied to portable mowers, chainsaws, etc., the method of fuel injection into the cylinder without an air injection valve leads to deterioration of combustion and a large amount of unburned combustible components. The exhaust gas included in is discharged.
【００１１】また通常多く使用されている小型の電磁燃
料噴射弁は、弁シート部が内開き式であり、高速応答性
を確保するために開弁圧力が低いことから、シリンダ内
圧力が上昇すると該噴射弁の弁シート部から燃焼ガスが
噴射弁内に逆侵入し噴射弁の損傷を招く。Further, a small electromagnetic fuel injection valve which is usually used often has a valve seat portion of an inward opening type, and the valve opening pressure is low in order to secure high-speed response, so that the cylinder internal pressure rises. Combustion gas invades the inside of the injection valve from the valve seat portion of the injection valve, causing damage to the injection valve.
【００１２】本発明の目的は前記問題点を解決し、空気
噴射用の空気溜器や空気圧縮機等の装着が不要であり、
良好な燃焼が実現されて未燃焼可燃成分の排出の低減と
燃料消費効率の向上が可能で、圧縮混合気や燃焼ガスが
燃料噴射弁へ逆浸入することを抑止してエンジンの耐久
性の向上を図ることができる２サイクルガソリンエンジ
ンの燃焼装置を提供するにある。The object of the present invention is to solve the above-mentioned problems, and it is not necessary to install an air reservoir for air injection, an air compressor or the like,
Good combustion is realized, the emission of unburned combustible components can be reduced and the fuel consumption efficiency can be improved, and the compressed mixture and combustion gas are prevented from invading the fuel injection valve to improve the durability of the engine. It is an object of the present invention to provide a combustion device for a two-cycle gasoline engine capable of achieving the above.
【００１３】[0013]
【課題を解決するための手段】第１発明の２サイクルガ
ソリンエンジンの燃焼装置は、２サイクルガソリンエン
ジンにおいて、シリンダヘッド４に電磁燃料噴射弁５及
びクランクケース２内で発生する圧縮空気を導入する空
気溜室４ａを設け、該空気溜室と燃焼室４ｂとの間を電
磁開閉弁７及び混合気絞り通路４ｃを介して接続すると
共に、前記電磁燃料噴射弁を逆止弁６を嵌設した噴射燃
料通路４ｄを介して前記混合気絞り通路に連通し、前記
電磁燃料噴射弁及び前記電磁開閉弁をコントローラ１７
により所定のタイミングで開閉制御すること特徴とす
る。A two-cycle gasoline engine combustion apparatus according to a first aspect of the present invention introduces compressed air generated in an electromagnetic fuel injection valve 5 and a crankcase 2 into a cylinder head 4 in a two-cycle gasoline engine. An air reservoir chamber 4a is provided, the air reservoir chamber and the combustion chamber 4b are connected to each other via an electromagnetic on-off valve 7 and a mixture throttle passage 4c, and the electromagnetic fuel injection valve is fitted with a check valve 6. The electromagnetic fuel injection valve and the electromagnetic on-off valve are connected to the controller 17 by communicating with the mixture throttle passage through the injection fuel passage 4d.
The opening / closing control is performed at a predetermined timing by.
【００１４】第２発明の２サイクルガソリンエンジンの
燃焼装置は、前記電磁開閉弁７を下死点近傍で開とし、
該電磁開閉弁と同時または若干遅く前記電磁燃料噴射弁
５を開とすることを特徴とする。In the combustion apparatus for a two-cycle gasoline engine of the second invention, the electromagnetic opening / closing valve 7 is opened near the bottom dead center,
The electromagnetic fuel injection valve 5 is opened at the same time as or slightly later than the electromagnetic on-off valve.
【００１５】第３発明の２サイクルガソリンエンジンの
燃焼装置は、前記電磁開閉弁７を燃焼室４ｂ側に開弁す
る外開き式のポペット弁８を備えた電磁開閉弁としたこ
とを特徴とする。A combustion apparatus for a two-stroke gasoline engine according to a third aspect of the present invention is characterized in that the electromagnetic opening / closing valve 7 is an electromagnetic opening / closing valve provided with an outer opening type poppet valve 8 which opens to the combustion chamber 4b side. .
【００１６】[0016]
【作用】クランクケース圧縮式の２サイクルエンジンで
はピストン３が下降行程になるとクランクケース２の内
圧が上昇し、クランクケース２から加圧空気を導くため
クランクケース空気導入管１２が連通している空気溜室
４ａの内圧も上昇する。ピストン３が下降し、下死点
（ＢＤＣ）近傍に達するとクランクケース内の圧力は最
も高くなる。In the crankcase compression type two-cycle engine, the internal pressure of the crankcase 2 rises when the piston 3 is in the downward stroke and the air communicated with the crankcase air introduction pipe 12 for guiding the pressurized air from the crankcase 2. The internal pressure of the reservoir 4a also rises. When the piston 3 descends and reaches the vicinity of bottom dead center (BDC), the pressure in the crankcase becomes highest.
【００１７】シリンダヘッド４に配設された電磁燃料噴
射弁５及び空気溜室の電磁開閉弁７は、コントローラ１
７によりエンジンのクランク軸の角度信号に同期して制
御さる。回転数、負荷等エンジンの運転条件によって若
干異なるが、ピストン３が下死点に達する直前にコント
ローラ１７の制御により空気溜室の電磁開閉弁７を開弁
すると、空気溜室４ａ内の加圧空気は混合気絞り通路４
ｃを経て燃焼室４ｂ内に噴出する。The electromagnetic fuel injection valve 5 arranged in the cylinder head 4 and the electromagnetic opening / closing valve 7 in the air reservoir are connected to the controller 1
Controlled by 7 in synchronization with the angle signal of the crankshaft of the engine. When the electromagnetic opening / closing valve 7 of the air storage chamber is opened by the control of the controller 17 immediately before the piston 3 reaches the bottom dead center, the pressurization in the air storage chamber 4a is performed, although it slightly varies depending on the engine operating conditions such as the rotation speed and the load. Air is a mixture throttle passage 4
It is jetted into the combustion chamber 4b via c.
【００１８】前記した加圧空気の噴出と時期を同じくし
て、コントローラ１７の制御により電磁燃料噴射弁５を
開弁し、圧力数ｋｇｆ／ｃｍ2 の燃料を噴射する。噴射
された燃料は逆止弁６を押し開き、噴射燃料通路４ｄを
経て混合気絞り通路４ｃに噴出する。混合気絞り通路４
ｃには空気も噴出しているため噴出燃料は速い空気流に
よって微粒化が促進され燃焼室４ｂ内へ拡散する。The electromagnetic fuel injection valve 5 is opened under the control of the controller 17 at the same time as the ejection of the above-mentioned pressurized air, and the fuel having a pressure of several kgf / cm 2 is injected. The injected fuel pushes open the check valve 6 and ejects it into the mixture throttle passage 4c through the injection fuel passage 4d. Mixture throttle passage 4
Since air is also ejected to c, atomization of the ejected fuel is promoted by the fast air flow, and the fuel is diffused into the combustion chamber 4b.
【００１９】燃料の噴射期間はエンジンの運転条件によ
って変化するが、燃料噴射が終了すると、空気溜室の電
磁開閉弁７が閉止され空気の噴出も停止される。その
後、ピストン３は上昇して圧縮行程になり、ピストン３
が上死点近くに達したとき、点火プラグ１１によって混
合気に点火すると、燃焼室４ｂ内全体にわたって火炎が
伝播し燃焼が完了する。その後、エンジンの作動は膨張
から掃気へと進み１サイクルを終了する。Although the fuel injection period varies depending on the engine operating conditions, when the fuel injection is completed, the electromagnetic on-off valve 7 in the air reservoir is closed and the air injection is stopped. After that, the piston 3 rises to the compression stroke, and the piston 3
When the mixture reaches near the top dead center, the ignition plug 11 ignites the mixture, and the flame propagates throughout the combustion chamber 4b to complete the combustion. After that, the operation of the engine proceeds from expansion to scavenging and ends one cycle.
【００２０】[0020]
【実施例】図１は第１発明の実施例に係る小形２サイク
ルガソリンエンジンのシリンダ内燃料噴射燃焼装置の構
成説明図で、図２は図１におけるシリンダヘッド回りの
拡大縦断面図である。また、図３は図１、図２に示した
エンジンの作動についてのタイミング線図である。以
下、図１，２，３を参照して該エンジンの燃焼装置の構
成と作用について説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is an explanatory view of the structure of a fuel injection combustion system in a cylinder of a small two-stroke gasoline engine according to an embodiment of the first invention, and FIG. 2 is an enlarged vertical sectional view around the cylinder head in FIG. FIG. 3 is a timing diagram for the operation of the engine shown in FIGS. 1 and 2. Hereinafter, the configuration and operation of the combustion device of the engine will be described with reference to FIGS.
【００２１】シリンダ１の上部にシリンダヘッド４が取
付けられ、その下面とピストン３の頂面とシリンダ上部
の内壁面に囲まれて燃焼室４ｂが形成され、燃焼室の内
壁面に放電電極部をのぞかせて点火プラグ１１が配設さ
れている。シリンダヘッド４には空気溜室４ａが形成さ
ており、該空気溜室の下端部は前記燃焼室４ｂに連通
し、連通部には混合気絞り通路４ｃが形成され、空気溜
室下端の出口部には電磁開閉弁７のポペット弁８が配設
され通常は閉止されている。また、シリンダヘッド４の
上部には前記空気溜室４ａと連通するシリンダヘッド空
気通路４ｅが形成され、該空気通路４ｅにはクランクケ
ース２から送出される加圧空気の流路となるクランクケ
ース空気導入管１２が接続されている。A cylinder head 4 is attached to the upper part of the cylinder 1, and a combustion chamber 4b is formed surrounded by the lower surface thereof, the top surface of the piston 3 and the inner wall surface of the cylinder upper part, and the discharge electrode portion is formed on the inner wall surface of the combustion chamber. A spark plug 11 is arranged so as to be visible. An air storage chamber 4a is formed in the cylinder head 4, a lower end of the air storage chamber communicates with the combustion chamber 4b, and a mixture throttle passage 4c is formed in the communication portion, and an outlet of the lower end of the air storage chamber is formed. A poppet valve 8 of an electromagnetic opening / closing valve 7 is provided in the and is normally closed. A cylinder head air passage 4e communicating with the air reservoir 4a is formed in the upper portion of the cylinder head 4, and a crank case air serving as a passage for pressurized air sent from the crank case 2 is formed in the air passage 4e. The introduction pipe 12 is connected.
【００２２】また、シリンダヘッド４には電磁燃料噴射
弁５が配設されている。該燃料噴射弁５の出口の噴射燃
料通路４ｄは極めて細い通路で、該噴射燃料通路４ｄの
途中には燃焼室４ｂから圧縮された混合気や燃焼ガスが
逆流することを抑止する逆止弁６が嵌設され、流出側の
通路端部は前記混合気絞り通路４ｃに連通している。ク
ランクケース２の側方にはクランクケース空気導入管１
２が配設され、シリンダヘッド４に形成されている前記
空気通路４ｅと接続されている。Further, an electromagnetic fuel injection valve 5 is arranged on the cylinder head 4. The injection fuel passage 4d at the outlet of the fuel injection valve 5 is an extremely thin passage, and a check valve 6 for preventing the compressed air-fuel mixture and the combustion gas from flowing backward from the combustion chamber 4b in the middle of the injection fuel passage 4d. Is fitted in, and the passage end on the outflow side communicates with the mixture throttle passage 4c. A crankcase air inlet pipe 1 is provided on the side of the crankcase 2.
2 is provided and connected to the air passage 4e formed in the cylinder head 4.
【００２３】空気溜室の電磁開閉弁７はコントローラ１
７と電気的に接続され、クランク角信号センサ１９から
の信号により電磁開閉弁７を開閉する時期が制御され
る。該電磁開閉弁７には、その上部にソレノイド７ａ、
内部に摺動ピン７ｂが組込まれ、下方には外開きのポペ
ット弁８が配設され、該ポペット弁８は通常付勢ばね９
により上方に支持され、下端の弁座部は閉止状態となっ
ている。The solenoid opening / closing valve 7 in the air reservoir is the controller 1
7 is electrically connected, and the timing of opening and closing the electromagnetic on-off valve 7 is controlled by a signal from the crank angle signal sensor 19. The solenoid opening / closing valve 7 has a solenoid 7a on its upper portion,
A sliding pin 7b is incorporated in the inside, and a poppet valve 8 which is open to the outside is disposed below, and the poppet valve 8 is normally a biasing spring 9
The valve seat portion at the lower end is in a closed state.
【００２４】ピストン３がシリンダ１内を下降すると、
図３に示されているようにクランクケース２内の空気圧
は上昇して下死点（ＢＤＣ）近傍で最高圧となり、通常
１ｋｇｆ／ｃｍ2 以下の圧力を発生する。このピストン
３が下死点近傍に達した時点に、クランク角信号センサ
１９からの信号を入力したコントローラの制御により空
気溜室の電磁開閉弁７内に組込まれているソレノイド７
ａ、摺動ピン７ｂを介して空気溜室４ａ内でポペット弁
８を下方に押し開く。ポペット弁８が押し開かれると、
クランクケース２内の圧縮空気は前記したクランクケー
ス空気導入管１２、シリンダヘッド空気通路４ｅを介し
空気溜室４ａから混合気絞り通路４ｃを経て燃焼室４ｂ
に噴出する。混合気絞り通路４ｃは空気流速を速くして
エジェクタ効果を高めるべく、その通路面積を適度に絞
り込んで形成されている。When the piston 3 descends in the cylinder 1,
As shown in FIG. 3, the air pressure in the crankcase 2 rises and reaches the maximum pressure near the bottom dead center (BDC), and normally a pressure of 1 kgf / cm 2 or less is generated. When the piston 3 reaches the vicinity of the bottom dead center, the solenoid 7 built in the electromagnetic opening / closing valve 7 of the air reservoir is controlled by the controller that receives the signal from the crank angle signal sensor 19.
The poppet valve 8 is pushed downward in the air reservoir 4a via the sliding pin 7b. When the poppet valve 8 is pushed open,
The compressed air in the crankcase 2 passes through the crankcase air introduction pipe 12, the cylinder head air passage 4e, the air reservoir chamber 4a, the mixture throttle passage 4c, and the combustion chamber 4b.
Gushes into. The mixture throttle passage 4c is formed by appropriately narrowing the passage area in order to increase the air flow velocity and enhance the ejector effect.
【００２５】一方、燃料タンク１３内の燃料は燃料供給
ポンプ１４を介して燃料圧レギュレータ１５に送油さ
れ、所要の燃料圧に調整してから電磁燃料噴射弁５に供
給される。コントローラ１７の制御によって前記したポ
ペット弁８の作動による圧縮空気の噴出と時期を同じく
して、あるいは図３のように若干遅らせて、前記電磁燃
料噴射弁５を開弁し燃料を噴射する。噴射された燃料は
前記噴射燃料通路４ｄ内の逆止弁６を押し開き、前記混
合気絞り通路４ｃに噴出する。On the other hand, the fuel in the fuel tank 13 is fed to the fuel pressure regulator 15 via the fuel supply pump 14, adjusted to a required fuel pressure, and then supplied to the electromagnetic fuel injection valve 5. Under the control of the controller 17, the electromagnetic fuel injection valve 5 is opened to inject fuel at the same timing as the ejection of the compressed air by the operation of the poppet valve 8 or with a slight delay as shown in FIG. The injected fuel pushes open the check valve 6 in the injected fuel passage 4d, and ejects it to the mixture throttle passage 4c.
【００２６】混合気絞り通路４ｃへ噴出した燃料は流速
の速い空気流によって微粒化が促進され燃焼室４ｂ内へ
拡散する。図３に示されているように、電磁燃料噴射弁
５の作動による燃料噴射が終了すると、空気溜室４ａの
ポペット弁８は電磁開閉弁７のソレノイド７ａと付勢ば
ね９によって閉弁され空気の噴出を閉止する。The fuel jetted into the mixture throttle passage 4c is diffused into the combustion chamber 4b because the atomization is promoted by the air flow having a high flow velocity. As shown in FIG. 3, when the fuel injection by the operation of the electromagnetic fuel injection valve 5 is completed, the poppet valve 8 of the air reservoir chamber 4a is closed by the solenoid 7a of the electromagnetic opening / closing valve 7 and the biasing spring 9 and the air is closed. To close the gush of.
【００２７】その後ピストン３は上昇して圧縮の行程と
なり、シリンダ内の圧力は上昇し上死点（ＴＤＣ）近く
で点火プラグ１１により混合気に点火すると、火炎は燃
焼室４ｂ内全体に伝播し燃焼する。このとき、燃焼室４
ｂ内は１０ｋｇｆ／ｃｍ2 を越える圧力となるが、燃焼
ガスのクランクケース２内への逆流入は空気溜室４ａに
設けた外開き式のポペット弁８によって抑止される。ま
た、電磁燃料噴射弁５内部への燃焼ガスの侵入は噴射燃
料通路４ｄ内に嵌設した逆止弁６によって抑止可能であ
る。After that, the piston 3 rises to a compression stroke, the pressure in the cylinder rises, and when the mixture is ignited by the spark plug 11 near the top dead center (TDC), the flame propagates throughout the combustion chamber 4b. To burn. At this time, the combustion chamber 4
Although the pressure in b exceeds 10 kgf / cm 2 , the reverse flow of combustion gas into the crankcase 2 is suppressed by the open-type poppet valve 8 provided in the air reservoir 4a. Further, the entry of the combustion gas into the electromagnetic fuel injection valve 5 can be suppressed by the check valve 6 fitted in the injection fuel passage 4d.
【００２８】[0028]
【発明の効果】本発明の２サイクルガソリンエンジンの
燃焼装置により次のような効果が得られる。 自己シリンダのクランクケースで発生する圧縮空気
を利用して噴射された燃料の微粒化を促進するようにし
たので、空気噴射用の空気溜器や空気圧縮機等の装着を
必要としない。 混合気絞り通路の通路面積を適度に絞り込んで空気
溜室から噴出する空気の流速を上昇させ、該通路部に噴
出した燃料の微粒化と空気との混合を促進させることに
より、燃焼の改善が可能となり、未燃焼の可燃成分の排
出量を低減させると共に燃料消費効率の向上を図ること
ができる。 燃焼室からクランクケースへの圧縮混合気や燃焼ガ
スの逆流入はポペット弁で抑止され、燃焼ガスの電磁燃
料噴射弁への侵入は逆止弁によって抑止され、損傷の発
生が防止できエンジンの耐久性の向上を図ることができ
る。The following effects can be obtained by the combustion device for a two-cycle gasoline engine of the present invention. Since the atomization of the injected fuel is promoted by utilizing the compressed air generated in the crankcase of the self-cylinder, it is not necessary to install an air reservoir for air injection, an air compressor or the like. Combustion is improved by appropriately narrowing the passage area of the mixture throttle passage to increase the flow velocity of the air jetted from the air reservoir chamber and promoting atomization of the fuel jetted into the passage portion and mixing with the air. As a result, the amount of unburned combustible components emitted can be reduced and the fuel consumption efficiency can be improved. The poppet valve prevents the compressed air-fuel mixture and the combustion gas from flowing back into the crankcase from the combustion chamber, and the check valve prevents the combustion gas from entering the electromagnetic fuel injection valve. It is possible to improve the sex.
【図１】本発明の実施例に係る小形２サイクルガソリン
エンジンのシリンダ内燃料噴射燃焼装置の構成説明図。FIG. 1 is a structural explanatory view of an in-cylinder fuel injection combustion device for a small two-cycle gasoline engine according to an embodiment of the present invention.
【図２】図１におけるシリンダヘッド回りの拡大縦断面
図。FIG. 2 is an enlarged vertical sectional view around a cylinder head in FIG.
【図３】図１、図２に示したエンジンの作動についての
タイミング線図。FIG. 3 is a timing diagram of the operation of the engine shown in FIGS. 1 and 2.
【図４】従来技術による小形２サイクルガソリンエンジ
ンのシリンダ内燃料噴射燃焼装置の構成説明図。FIG. 4 is a configuration explanatory view of an in-cylinder fuel injection combustion device of a small two-stroke gasoline engine according to a conventional technique.
【図５】図４におけるシリンダヘッド回りの拡大縦断面
図。5 is an enlarged vertical sectional view around the cylinder head in FIG.
【図６】図４、図５に示したエンジンの作動についての
ダイミング線図。6 is a dimming diagram for the operation of the engine shown in FIGS. 4 and 5. FIG.
１…シリンダ、２…クランクケース、３…ピストン、４
…シリンダヘッド、４ａ…空気溜室、４ｂ…燃焼室、４
ｃ…混合気絞り通路、４ｄ…噴射燃料通路、４ｅ…シリ
ンダヘッド空気通路、５…電磁燃料噴射弁、６…逆止
弁、７…電磁開閉弁（空気溜室）、７ａ…ソレノイド
（電磁開閉弁）、７ｂ…摺動ピン（電磁開閉弁）、８…
ポペット弁、９…付勢ばね、１１…点火プラグ、１２…
クランクケース空気導入管、１３…燃料タンク、１４…
燃料供給ポンプ、１５…燃料圧レギュレータ、１６…燃
料入口供給管、１７…コントローラ、１８…点火用高電
圧発生装置、１９…クランク角信号センサ。1 ... Cylinder, 2 ... Crankcase, 3 ... Piston, 4
... Cylinder head, 4a ... Air reservoir, 4b ... Combustion chamber, 4
c ... mixture throttle passage, 4d ... injection fuel passage, 4e ... cylinder head air passage, 5 ... electromagnetic fuel injection valve, 6 ... check valve, 7 ... electromagnetic on-off valve (air reservoir), 7a ... solenoid (electromagnetic opening / closing) Valve), 7b ... sliding pin (electromagnetic on-off valve), 8 ...
Poppet valve, 9 ... biasing spring, 11 ... spark plug, 12 ...
Crankcase air introduction pipe, 13 ... Fuel tank, 14 ...
Fuel supply pump, 15 ... Fuel pressure regulator, 16 ... Fuel inlet supply pipe, 17 ... Controller, 18 ... High voltage generator for ignition, 19 ... Crank angle signal sensor.
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｆ０２Ｍ 51/00 Ｆ 67/02 69/00 ３１０ Ｅ ─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. 6 Identification code Office reference number FI technical display location F02M 51/00 F 67/02 69/00 310 E
Claims (3)
シリンダヘッド（４）に電磁燃料噴射弁（５）及びクラ
ンクケース（２）内で発生する圧縮空気を導入する空気
溜室（４ａ）を設け、該空気溜室と燃焼室（４ｂ）との
間を電磁開閉弁（７）及び混合気絞り通路（４ｃ）を介
して接続すると共に、前記電磁燃料噴射弁を逆止弁
（６）を嵌設した噴射燃料通路（４ｄ）を介して前記混
合気絞り通路に連通し、前記電磁燃料噴射弁及び前記電
磁開閉弁をコントローラ（１７）により所定のタイミン
グで開閉制御することを特徴とする２サイクルガソリン
エンジンの燃焼装置。1. In a two-stroke gasoline engine,
The cylinder head (4) is provided with an electromagnetic fuel injection valve (5) and an air reservoir chamber (4a) for introducing compressed air generated in the crankcase (2), and between the air reservoir chamber and the combustion chamber (4b). Is connected via an electromagnetic on-off valve (7) and a mixture throttle passage (4c), and the electromagnetic fuel injection valve is connected via an injection fuel passage (4d) fitted with a check valve (6). A combustion apparatus for a two-cycle gasoline engine, characterized in that the electromagnetic fuel injection valve and the electromagnetic on-off valve are communicated with a throttle passage, and the controller (17) controls opening and closing of the electromagnetic fuel injection valve and the electromagnetic on-off valve at predetermined timings.
とし、該電磁開閉弁と同時または若干遅く前記電磁燃料
噴射弁（５）を開とすることを特徴とする請求項１記載
の２サイクルガソリンエンジンの燃焼装置。2. The electromagnetic opening / closing valve (7) is opened in the vicinity of bottom dead center, and the electromagnetic fuel injection valve (5) is opened simultaneously with or slightly later than the electromagnetic opening / closing valve. A combustion device for the two-cycle gasoline engine described.
側に開弁する外開き式のポペット弁（８）を備えた電磁
開閉弁としたことを特徴とする請求項１記載の２サイク
ルガソリンエンジンの燃焼装置。3. The electromagnetic opening / closing valve (7) is connected to a combustion chamber (4b).
2. The combustion apparatus for a two-cycle gasoline engine according to claim 1, wherein the electromagnetic opening / closing valve is provided with an outwardly opening poppet valve (8) that is opened to the side.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22732094A JP3254086B2 (en) | 1994-08-29 | 1994-08-29 | Combustion device for two-cycle gasoline engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22732094A JP3254086B2 (en) | 1994-08-29 | 1994-08-29 | Combustion device for two-cycle gasoline engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0868331A true JPH0868331A (en) | 1996-03-12 |
| JP3254086B2 JP3254086B2 (en) | 2002-02-04 |
Family
ID=16858962
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP22732094A Expired - Fee Related JP3254086B2 (en) | 1994-08-29 | 1994-08-29 | Combustion device for two-cycle gasoline engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3254086B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5002721B1 (en) * | 2011-09-08 | 2012-08-15 | 佳行 中田 | Operating gas generator |
-
1994
- 1994-08-29 JP JP22732094A patent/JP3254086B2/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5002721B1 (en) * | 2011-09-08 | 2012-08-15 | 佳行 中田 | Operating gas generator |
| WO2013035367A1 (en) * | 2011-09-08 | 2013-03-14 | Nakata Yoshiyuki | Working gas-generating device |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3254086B2 (en) | 2002-02-04 |
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