JPS58200025A - variable compression ratio internal combustion engine - Google Patents

variable compression ratio internal combustion engine

Info

Publication number
JPS58200025A
JPS58200025A JP8167182A JP8167182A JPS58200025A JP S58200025 A JPS58200025 A JP S58200025A JP 8167182 A JP8167182 A JP 8167182A JP 8167182 A JP8167182 A JP 8167182A JP S58200025 A JPS58200025 A JP S58200025A
Authority
JP
Japan
Prior art keywords
engine
valve
chamber
compression ratio
combustion chamber
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
Application number
JP8167182A
Other languages
Japanese (ja)
Inventor
Eiichi Hashimoto
栄一 橋本
Yukio Kaneko
幸男 金子
Akira Okamoto
岡本　明良
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.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
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 Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP8167182A priority Critical patent/JPS58200025A/en
Publication of JPS58200025A publication Critical patent/JPS58200025A/en
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston 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
    • F02B75/02—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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/20—SOHC [Single overhead camshaft]

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

PURPOSE:To contrive the miniaturization of a starter by reducing necessary cranking force, by providing a valve connecting a combustion chamber and an auxiliary chamber or interrupting a connection between them, in a reciprocating internal-combustion engine. CONSTITUTION:An auxiliary chamber 16 is formed within a cylinder head 4, the auxiliary chamber 16 is connected through a connecting duct 15 with a cylinder 3 and a combustion chamber 14 in the cylinder head, and a valve 17 is provided openably and closably in the connecting duct 15. When the valve 17 is released by tensing a flexible wire 19 at a starting time of an engine 1, the combustion chamber 14 and the auxiliary chamber 16 are connected with each other. The above fact means that the compression ratio of the engine 1 has been lowered, thereby a small starting force can be made sufficient enough. Miniaturization of a starter becomes possible, in this manner.

Description

【発明の詳細な説明】 往復動型内燃機関の始動時では、低温オイルの高粘度に
よる大きな摩擦抵抗とかシリンダ内の？、ｈい圧縮圧力
とに１１ち肪つために、大きな起動力が必要であり、こ
の結果、スタータの小型化が困難であった。[Detailed Description of the Invention] When starting a reciprocating internal combustion engine, there is a large frictional resistance due to the high viscosity of low-temperature oil, or a large amount of friction within the cylinder. , a high compression pressure, a large starting force is required, and as a result, it has been difficult to downsize the starter.

特に圧縮比を高くして機関効率の向りを図った内燃機関
では、起動力が大きくなることが避けられなかった。ｌ これを解決するために、圧縮行程で弁を開い゛Ｃ燃焼室
を大気に開放した状態でクランキングし、機関回転速度
が上昇した時点で前記弁を閉じ、スタータ駆動力と機関
の回転慣性力とで機関を始動させたものでは、弁が閉塞
される迄は着火させることができず、特にガソリンエン
ジンでは、混合気が大気中に放出されることを阻止する
ことができなかった。Particularly in internal combustion engines that aim to improve engine efficiency by increasing the compression ratio, it is inevitable that the starting force will increase. l To solve this problem, the valve is opened during the compression stroke, and cranking is performed with the combustion chamber open to the atmosphere, and when the engine speed increases, the valve is closed, and the starter driving force and engine rotational inertia are Engines that are started by force cannot ignite until the valve is closed, and in gasoline engines in particular, it is not possible to prevent the air-fuel mixture from being released into the atmosphere.

本発明は前記した難点を克服した内燃機関の改良に係り
、その目的とする処は、機関効率と始動性の良好な内燃
機関を供する点にある。The present invention relates to an improvement of an internal combustion engine that overcomes the above-mentioned difficulties, and its purpose is to provide an internal combustion engine with good engine efficiency and startability.

以下本発明をニサイクルガソリンエンジンに適用した第
１図に図示の実施例について説明する。The embodiment shown in FIG. 1 in which the present invention is applied to a two-cycle gasoline engine will be described below.

１はニサイクルガソリンエンジンで、同エンジン１では
、クランクケース２にシリンダ３およびシリンダヘッド
４が一体に組付けられ、前記クランクケース２にクラン
ク５が回転自在に枢支されると＼もに、前記シリンダ３
にピストン７が摺動自在に嵌装され、前記クランク５と
前記ピストン７とはコネクティングロッド６を介して連
結されている。1 is a two-cycle gasoline engine. In the engine 1, a cylinder 3 and a cylinder head 4 are integrally assembled to a crankcase 2, and a crank 5 is rotatably supported on the crankcase 2. Said cylinder 3
A piston 7 is slidably fitted into the crank 5, and the crank 5 and the piston 7 are connected via a connecting rod 6.

また前記シリンダ３の一方に設けられた給気ポート８に
、リードバルブ１０および気化器１１が順次接続される
と＼もに、同シリンダ３の他方に設けられた排気ボート
９に排気管１２が接続されている。Further, when the reed valve 10 and the carburetor 11 are connected in sequence to the air supply port 8 provided on one side of the cylinder 3, the exhaust pipe 12 is connected to the exhaust boat 9 provided on the other side of the cylinder 3. It is connected.

さらに前記クランクケース２内とシリンダ３内とは掃気
ボート】３を介して連通されており、通常のクランクケ
ース掃気型エンジンと同様な掃気方式にエンジン１は形
成されている。Furthermore, the inside of the crankcase 2 and the inside of the cylinder 3 are communicated via a scavenging boat 3, and the engine 1 is configured to have a scavenging system similar to that of a normal crankcase scavenging type engine.

ざらにシリンダヘッド４内に副室１６が形成され、同副
室１６は、シリンダ３およびシリンダヘッド４内の燃焼
室１４と連通路１５を介して接続され、同連通路１５に
弁１７が開閉自在に設けられている。A sub-chamber 16 is roughly formed within the cylinder head 4, and the sub-chamber 16 is connected to the cylinder 3 and the combustion chamber 14 within the cylinder head 4 via a communication passage 15, and a valve 17 is connected to the communication passage 15 to open and close the combustion chamber 14. It is set freely.

さらにまた弁１７はスプリング１８のばねカニより常時
閉塞されるように賦勢され、フレキシブルワイヤ１９の
インナー１９　ａはシリンダヘッド４の取イ・１け金具
加に結着されると＼もにフレキンプルワイヤ１９のアウ
ター１９ｂはスプリング１８の自由端に衝接されており
、フレキンプルワイヤ１９が緊張すｔすると、スプリン
グ１８のばね力に抗して弁１７が開放されるようになっ
ている。Furthermore, the valve 17 is always biased to be closed by the spring crab of the spring 18, and when the inner 19a of the flexible wire 19 is connected to the handle 1 of the cylinder head 4, the valve 17 is closed. The outer 19b of the pull wire 19 is brought into contact with the free end of the spring 18, so that when the flexible pull wire 19 is tensioned, the valve 17 opens against the spring force of the spring 18.

第１図に図示の二サイクルガソリンエンジンｌは前記し
たように構成されているので、エンジン１の始動時にフ
レキシブルワイヤ１９を緊張させて弁１７を開放すると
、燃焼室１４と副室１６とは連通される。このため、こ
の状態ではエンジン１の圧縮比が大巾に低下したこと＼
なり、エンジン１の起動力が小さくなって、スタータの
小型が可能となる。Since the two-stroke gasoline engine l shown in FIG. 1 is constructed as described above, when the flexible wire 19 is tensed and the valve 17 is opened when the engine 1 is started, the combustion chamber 14 and the auxiliary chamber 16 are communicated with each other. be done. Therefore, in this state, the compression ratio of engine 1 has decreased significantly.
Therefore, the starting force of the engine 1 is reduced, and the starter can be made smaller.

そして燃焼室１４では成る一定の圧力が得られるので、
エンジン１の回転と同時に着火が可能となり、起動力が
小さいこと＼相俟ってエンジン１の始動性が良い。Since a constant pressure is obtained in the combustion chamber 14,
It is possible to ignite at the same time as the engine 1 rotates, and together with the small starting force, the engine 1 has good startability.

また燃焼室１４内に吸入された混合気は密閉された副室
１６に流入するだけなので、大気中に放出されることは
ない。Furthermore, the air-fuel mixture sucked into the combustion chamber 14 only flows into the sealed subchamber 16, and therefore is not released into the atmosphere.

さらにエンジン１が始動した後は、フレキシブルワイヤ
１９の緊張を解消すれば、燃焼室１４と副室１６との連
通が遮断されるので、所要の高い圧縮比が得られ、エン
ジン１の効率は高い。Furthermore, after the engine 1 has started, if the tension in the flexible wire 19 is released, the communication between the combustion chamber 14 and the auxiliary chamber 16 is cut off, so that the required high compression ratio can be obtained, and the efficiency of the engine 1 is high. .

次に第２図ないし第４図に図示された本発明の他の実施
例たる四サイクルガソリンエンジン２１について説明す
る。Next, a four-stroke gasoline engine 21, which is another embodiment of the present invention, shown in FIGS. 2 to 4 will be described.

四サイクルガソリンエンジン２１においても、クランク
ケース２２、シリンダ器、シリンダヘッド２１、クラン
クδ、コネクティングロッド２６およびピストン２７　
ハ、前記二サイクルガソリンエンジン１のそれと略同様
に構成されている。Also in the four-cycle gasoline engine 21, the crank case 22, cylinder device, cylinder head 21, crank δ, connecting rod 26, and piston 27
C. It is constructed approximately the same as that of the two-stroke gasoline engine 1.

また前記シリンダヘッド２４に設けられた給、排気ポー
）２８．２９に給、排気弁間＼３１がそれぞれ開閉自在
に嵌装されており、圧縮コイルスプリング３２のばね力
により給、排気弁（９）、３１は給、排気ポート２８．
２９に密接されて、同ポードア、墓は閉塞されるように
なっている。In addition, the supply and exhaust ports 28 and 29 provided in the cylinder head 24 are fitted with supply and exhaust valve gaps \31 so as to be openable and closable, respectively. ), 31 are supply and exhaust ports 28.
29, the port door and tomb have been closed off.

さらにシリンダヘッドカバー４２に揺動自在に柩支され
ているロッカーアーム３３の一端は給、排気弁１１３１
の頂端に接触すると＼もに、同アーム；３：Ｓの他端は
カム３４に接触しており、クランク５と連動して回転す
るカム３４により、所要のタイミングで給、排気弁間、
３１は開閉されるようになっている。Further, one end of the rocker arm 33, which is swingably supported on the cylinder head cover 42, is connected to a supply and exhaust valve 1131.
The other end of the arm;3:S contacts the cam 34, and the cam 34, which rotates in conjunction with the crank 5, moves the air between the supply and exhaust valves at the required timing.
31 is designed to be opened and closed.

しかして前記シリンダヘッド２４内に給気ボートあに隣
接して副室３７が形成され、同副室１６は、シリンダ３
およびシリンダヘッド４内の燃焼室あと連通路Ｉを介し
て接続され、同連通路３６に弁間が開閉自、在に設けら
れている。A sub-chamber 37 is formed in the cylinder head 24 adjacent to the air supply boat, and the sub-chamber 16 is connected to the cylinder 3.
The combustion chamber in the cylinder head 4 is connected to the combustion chamber through a communication passage I, and a valve is provided in the communication passage 36 so as to be freely openable and closable.

また弁間は圧縮コイルスプリング３９のばね力により常
時閉塞されるように賦勢され、同弁羽の頂端ハ弁開閉゛
カム４０に衝接され、同カム４０にレバー４１が一体に
装着されており、レバー４】を揺動させると、圧縮コイ
ルスプリング３９のばね力に抗して弁開が開放されるよ
うになっている。Further, the gap between the valves is always urged to be closed by the spring force of a compression coil spring 39, and the top end of the valve blade collides with a valve opening/closing cam 40, and a lever 41 is integrally attached to the cam 40. When the lever 4 is swung, the valve is opened against the spring force of the compression coil spring 39.

第２図ないし第４図に図示の四サイクルガソリンエンジ
ン２１は前記したように構成されているので、エンジン
２１の始動時にレバー４１を揺動させて弁３８を開放さ
せると、燃焼室あと副室３７は連通される。従って、こ
の状態では、エンジン２１の圧縮比が大巾に低下したこ
と＼なるので、圧縮行程の圧縮圧力が減少し、エンジン
２１の起動力が小さくなり、スタータは小型で良い。Since the four-cycle gasoline engine 21 shown in FIGS. 2 to 4 is constructed as described above, when the lever 41 is swung to open the valve 38 when the engine 21 is started, the combustion chamber and the auxiliary chamber are opened. 37 is communicated. Therefore, in this state, the compression ratio of the engine 21 is greatly reduced, so the compression pressure in the compression stroke is reduced, the starting force of the engine 21 is reduced, and the starter can be small.

そして第１図に図示のニサイクルエンジン１と同様な理
由により、四サイクルエンジン２１も、始動性が良好で
、混合気の大気排出が阻止され、効率が高い。For the same reasons as the two-cycle engine 1 shown in FIG. 1, the four-cycle engine 21 also has good startability, prevents air-fuel mixture from being discharged into the atmosphere, and has high efficiency.

本発明では、往復動型内燃機関において、燃焼室に副室
を接続し、始動時に前記燃焼室と副室を連通しその他は
両者を遮断する弁を設けた＼め、始動時には内燃機関の
圧縮比が低下するため、必要なりランキング力が低下す
る。この結果、スタータの小型化が可能となる。　・ またキックスピードの上昇で圧縮比が向上するが）キッ
ク式始動装置を備えた内燃機関では、前記したように副
室を設けて圧縮比を下げると、反駆動力の低下でキック
スピードが増加して圧縮比が増大し、結果的に圧縮比を
下げないような状態においてキックすることができ、始
動性が向Ｉ―する。In the present invention, in a reciprocating internal combustion engine, an auxiliary chamber is connected to the combustion chamber, and a valve is provided that communicates the combustion chamber and the auxiliary chamber at the time of starting, and otherwise shuts off the two. Since the ratio decreases, the necessary ranking power decreases. As a result, the starter can be made smaller. (Increasing the kick speed also improves the compression ratio) In internal combustion engines equipped with a kick starter, if a pre-chamber is provided as described above to lower the compression ratio, the kick speed will increase due to the reduction of the reaction force. As a result, the compression ratio increases, and as a result, it is possible to kick in a state where the compression ratio does not decrease, improving startability.

さらに本発明では、通常の運転状態で燃焼室と副室との
連通が断たれ、圧縮比が所要の値となるので、内燃機関
の効率が良い。Furthermore, in the present invention, communication between the combustion chamber and the auxiliary chamber is cut off under normal operating conditions, and the compression ratio becomes a desired value, so the efficiency of the internal combustion engine is high.

さらにまた本発明において□は１、燃焼室は副室と連通
ずるだけで大気に対しては遮断されるので、混合気が大
気中に排出することがない。Furthermore, in the present invention, □ is 1, and since the combustion chamber only communicates with the auxiliary chamber and is shut off from the atmosphere, the air-fuel mixture is not discharged into the atmosphere.

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

第１図は本発明に係る可変圧縮比内燃機関の一実施例た
るニサイクルガソリンエンジンの縦断側面図、第２図は
他の実施例たる四サイクルガソリンエンジンの縦断側面
図、第３図はその一部縦断正面図、第４図は第３図のＴ
Ｖ　−ＴＶ線に沿って裁断した縦断面図である。 １・・・ニサイクルガソリンエンジン、２・・・クラン
クケース、３・・・シリンダ、４・・・シリンダヘッド
、５・・・クランク、６・・・コネクティングロッド、
７・・・ピ気ボート、１４・・・燃焼室、１５・・・連
通路、１６・・・副室、１７・・・弁、１８・・・スプ
リング、１９・、・・フレキシブルワイヤ、２０・・・
取付は金具、２１・・・四サイクルガソリンエンジン、
η・・・クランクケース、ｎ・・・シリンダ、２４・・
・シリンダヘッド、５・・・クランク、加・・・コネク
ティングロッド、２７・・・ピストン、あ・・・給気ポ
ート、２９・・・排気ボート、加・・・給気弁、３１・
・・排気弁、３２・・・　　　　１圧縮コイルスプリン
グ、３３・・・ロッカー７−、Ａ、３４・・・カム、３
５・・・燃焼室、Ｉ・・・連通路、３７・・・副室、３
８・・・弁、−３９・・・圧縮コイルスプリング、４０
・・・弁開閉カム、４１・・・レバー、・１２・・・シ
リンダヘッド力バー。 代理人　弁理士　江　原　　望 外１名 １FIG. 1 is a longitudinal sectional side view of a two-cycle gasoline engine which is an embodiment of a variable compression ratio internal combustion engine according to the present invention, FIG. 2 is a longitudinal sectional side view of a four-cycle gasoline engine which is another embodiment of the engine, and FIG. Partially longitudinal front view, Figure 4 is T of Figure 3.
It is a longitudinal cross-sectional view cut along the V-TV line. DESCRIPTION OF SYMBOLS 1... Two cycle gasoline engine, 2... Crank case, 3... Cylinder, 4... Cylinder head, 5... Crank, 6... Connecting rod,
7...Pi air boat, 14...Combustion chamber, 15...Communication path, 16...Sub-chamber, 17...Valve, 18...Spring, 19...Flexible wire, 20 ...
Installation is with metal fittings, 21...four-stroke gasoline engine,
η...Crankcase, n...Cylinder, 24...
・Cylinder head, 5... Crank, Addition... Connecting rod, 27... Piston, A... Air supply port, 29... Exhaust boat, Addition... Air supply valve, 31.
...Exhaust valve, 32...1 Compression coil spring, 33...Rocker 7-, A, 34...Cam, 3
5... Combustion chamber, I... Communication passage, 37... Sub-chamber, 3
8... Valve, -39... Compression coil spring, 40
... Valve opening/closing cam, 41... Lever, 12... Cylinder head force bar. Agent Patent attorney Nozomi Ehara 1 person 1 person

Claims (1)

【特許請求の範囲】[Claims] 往復動型内燃機関において、燃焼室に接続する副室と１
始動時に前記燃焼室および前記副室を連通しその他は両
者を遮断する弁・とを備えたことを特徴とする可変圧縮
比内燃機関。In a reciprocating internal combustion engine, a pre-chamber connected to the combustion chamber and a
A variable compression ratio internal combustion engine, comprising: a valve that communicates the combustion chamber and the auxiliary chamber at startup, and otherwise shuts off both.
JP8167182A 1982-05-17 1982-05-17 variable compression ratio internal combustion engine Pending JPS58200025A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP8167182A JPS58200025A (en) 1982-05-17 1982-05-17 variable compression ratio internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP8167182A JPS58200025A (en) 1982-05-17 1982-05-17 variable compression ratio internal combustion engine

Publications (1)

Publication Number Publication Date
JPS58200025A true JPS58200025A (en) 1983-11-21

Family

ID=13752802

Family Applications (1)

Application Number Title Priority Date Filing Date
JP8167182A Pending JPS58200025A (en) 1982-05-17 1982-05-17 variable compression ratio internal combustion engine

Country Status (1)

Country Link
JP (1) JPS58200025A (en)

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