JPS61201818A - Two cycle engine - Google Patents
Two cycle engineInfo
- Publication number
- JPS61201818A JPS61201818A JP4243185A JP4243185A JPS61201818A JP S61201818 A JPS61201818 A JP S61201818A JP 4243185 A JP4243185 A JP 4243185A JP 4243185 A JP4243185 A JP 4243185A JP S61201818 A JPS61201818 A JP S61201818A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- port
- exhaust
- scavenging
- air
- 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
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
- F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
- F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
- F02B25/145—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke with intake and exhaust valves exclusively in the cylinder head
-
- 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
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
Abstract
(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、シリンダ周壁にピストンにより開閉される掃
気ポートが開口した２サイクルエンジンの改良に関する
。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an improvement in a two-stroke engine having a scavenging port opened and closed in a cylinder peripheral wall by a piston.
（従来の技術）
従来、２サイクルエンジンとして、例えば特開昭５９−
１５８３２９号公報に開示されているように、クランク
室に吸気通路を吸気ポートを介して間口し、シリンダ周
壁に、上記クランク室に連通ずる掃気通路を掃気ポート
を介して開口するとともに排気通路を排気ポートを介し
て開口し、掃気ポートと排気ポートとをピストンにより
所定のタイミングで開閉して、吸気ポートからクランク
室に吸入された混合気をピストンの下降により圧縮して
掃気ポートからシリンダに供給する一方、排気ポートか
ら排気ガスを排出するようにしたものは知られている。(Prior art) Conventionally, as a two-stroke engine, for example,
As disclosed in Japanese Patent No. 158329, an intake passage is opened in the crank chamber through an intake port, a scavenging passage communicating with the crank chamber is opened in the cylinder peripheral wall via the scavenging port, and an exhaust passage is opened in the cylinder peripheral wall through the scavenging port. The scavenging port and exhaust port are opened and closed at predetermined timing by a piston, and the air-fuel mixture sucked into the crank chamber from the intake port is compressed by the downward movement of the piston and supplied to the cylinder from the scavenging port. On the other hand, devices in which exhaust gas is discharged from an exhaust port are known.
そして、このような２サイクルエンジンでは、排気が掃
気ポートへ逆流するのを防止するため、ピストン下降時
に掃気ポートの閉時期を排気ボー１−の閉時期よりも遅
く設定して、排気ガスの排出開始によりシリンダ圧力が
十分低下してから混合気をシリンダに供給するようにな
されている。In such a two-stroke engine, in order to prevent exhaust gas from flowing back into the scavenging port, the closing timing of the scavenging port is set later than the closing timing of the exhaust bow 1- when the piston descends, and the exhaust gas is discharged. The air-fuel mixture is supplied to the cylinder after the cylinder pressure is sufficiently reduced by the start.
（発明が解決しようとする問題点）
ところが、上記従来の２サイクルエンジンでは、掃気ポ
ートと排気ポートとをピストンによって開閉するので、
各ポートの開閉時期がそれぞれピストン下死点に対して
トレーリング側とリーディング側とに対称の位相位置と
なる。そのため、上述の如く掃気ポートの閉時期を排気
ポートの閉時期より遅く設定すると、下死点を過ぎてピ
ストン上昇時には掃気ポートの閉時期が排気ポートの閉
時期よりも早く設定されることになる。その結果、掃気
ポートの開いている期間が短いものとなり、混合気をシ
リンダに十分充填できず、エンジン出力の向上が望めな
い。しかも、掃気ポートの開期間が排気ポートの同時期
とオーバラップしているので、掃気ポートから吸入され
た混合気がそのまま排気ポートへ吹き抜けて燃費の増大
およびエミッション性の悪化を招くという開運もある。(Problems to be Solved by the Invention) However, in the above conventional two-stroke engine, the scavenging port and the exhaust port are opened and closed by a piston.
The opening/closing timing of each port is at a symmetrical phase position on the trailing side and the leading side with respect to the piston bottom dead center. Therefore, if the closing timing of the scavenging port is set later than the closing timing of the exhaust port as described above, when the piston rises past the bottom dead center, the closing timing of the scavenging port will be set earlier than the closing timing of the exhaust port. . As a result, the period during which the scavenging port is open becomes short, and the cylinder cannot be sufficiently filled with air-fuel mixture, making it impossible to expect an improvement in engine output. Moreover, since the open period of the scavenging port overlaps with the same period of time of the exhaust port, the air-fuel mixture taken in from the scavenging port can blow directly to the exhaust port, resulting in increased fuel consumption and poor emissions. .
、本発明はかかる点に鑑みてなされたものであり、その
目的とするところは、ビス１−ンに支配されないタイミ
ングで混合気の供給および排気の排出を行うとともに、
掃気ボー１〜にはエアのみを供給することにより、混合
気の充１＋Ｘ量を増大させかつ混合気の吹き扱けを防止
することにある。The present invention has been made in view of this point, and its purpose is to supply the air-fuel mixture and discharge the exhaust gas at a timing that is not controlled by the engine, and to
By supplying only air to the scavenging bows 1 to 1, the purpose is to increase the amount of the air-fuel mixture (1+X) and to prevent the air-fuel mixture from being blown away.
（問題点を解決するための手段）
上記目的を達ａするため、本発明の解決手段は、シリン
ダ周壁にピストンにより開閉される掃気ポートが開口し
た２サイクルエンジンを対象とし、これに対し、燃料供
給手段を備えた吸気通路と排気通路とを各々吸・排気ポ
ートを介してシリンダのピストン上死点位置より上方位
置に開口し、吸・排気ポートに各ポートを開閉する吸・
排気弁を配設する。また、上記掃気ポートを掃気通路に
より上記燃料供給手段上流の吸気通路に連通接続し、該
掃気通路接続部上流の吸気通路に過給機を配設する。そ
して、上記吸・排気弁の開閉タイミングを、ピストン下
死点近傍で吸気弁が開きかつ排気弁が閉じるとともに、
吸気弁の閉弁時期が掃気ポートの閉時期よりも遅くなる
よう設定する構成としたものである。(Means for Solving the Problems) In order to achieve the above object (a), the solving means of the present invention is aimed at a two-stroke engine in which a scavenging port opened and closed by a piston is opened in the cylinder peripheral wall. An intake passage and an exhaust passage each equipped with a supply means are opened above the piston top dead center position of the cylinder through intake and exhaust ports, and an intake passage and an exhaust passage that open and close each port are connected to the intake and exhaust ports.
Install an exhaust valve. Further, the scavenging port is connected to the intake passage upstream of the fuel supply means through a scavenging passage, and a supercharger is disposed in the intake passage upstream of the scavenging passage connecting portion. Then, the opening/closing timing of the intake/exhaust valves is set such that the intake valve opens and the exhaust valve closes near the bottom dead center of the piston.
The configuration is such that the closing timing of the intake valve is set to be later than the closing timing of the scavenging port.
（作用）
上記の構成により、本発明では、吸気通路と排気通路と
をシリンダのピストン上死点位置より上方位置に間口し
てそれぞれ吸・排気弁により開閉するようにしたので、
ピストンに支配されない吸排気タイミングの設定が可能
となる。すなわら、ピストン下死点近傍では吸気弁が開
きかつ排気弁が閏じるよう設定されることにより吸気ポ
ートの開期間と排気ポートの開期間とのオーバラップが
狭められて吸気ポートから排気ポートへの混合気の吹き
抜けが抑制される。一方、吸気弁の閉弁時期が掃気ポー
トの閉時期よりも遅く設定されることにより吸気ポート
の開く期間が長くなる。この場合、吸気ポートには過給
機ににって過給された混合気が供給されるので、ピスト
ン上昇によるシリンダ圧力の上昇に拘らず上記吸気ポー
トの開期間に混合気をシリンダに強制的に充填させるこ
とができる。また、掃気ポートには過給機により過給さ
れたエアのみが供給されるので、掃気ポートから排気ポ
ートへは加圧エアのみが掃気効率良く吹ぎ扱けることに
なる。(Function) With the above configuration, in the present invention, the intake passage and the exhaust passage are opened above the piston top dead center position of the cylinder and are opened and closed by the intake and exhaust valves, respectively.
It is possible to set intake and exhaust timings that are not controlled by the piston. In other words, the intake valve is set to open and the exhaust valve is closed near the bottom dead center of the piston, so the overlap between the open period of the intake port and the open period of the exhaust port is narrowed, and the exhaust air is discharged from the intake port. Blow-by of the air-fuel mixture to the port is suppressed. On the other hand, by setting the closing timing of the intake valve later than the closing timing of the scavenging port, the period during which the intake port is open becomes longer. In this case, the air-fuel mixture supercharged by the supercharger is supplied to the intake port, so the air-fuel mixture is forced into the cylinder during the opening period of the intake port, regardless of the increase in cylinder pressure due to the rise of the piston. can be filled. Further, since only the air supercharged by the supercharger is supplied to the scavenging port, only pressurized air can be blown from the scavenging port to the exhaust port with high scavenging efficiency.
（実施例） 以下、本発明の実施例を図面に基づいて説明する。(Example) Embodiments of the present invention will be described below based on the drawings.
第１図は、本発明の実施例に係る２サイクルエンジンを
示す。１はエンジン本体Ｅに形成されたシリンダ、２は
該シリンダ１内に摺動自在に配設されたピストンであっ
て、該エンジン本体Ｅのシリンダ周壁３にはピストン２
の下降・上昇に伴い該ピストン２の周壁によって開閉さ
れる掃気ボー１〜４がｎ口されている。また、上記エン
ジン本体Ｅにおいてシリンダ１のピストン上死点位置（
第１図の実線位置）より上方位置には、燃料供給手段と
してのインジェクタ７を備えた吸気通路５と排気通路６
とが各々吸・排気ポート８．９を介して開口されており
、該吸・排気ポート８．９には各ポート８．９を開閉す
る吸・排気弁１０．１１が配設されている。また、上記
掃気ポート４は掃見通路１２により上記インジェクタ７
上流の吸気通路５に連通接続されている。該掃気通路接
続部上流の吸気通路５には過給機としてのエアポンプ１
３が配設されており、該エアポンプ１３により過給され
たエアに上記インジェクタ７から燃料を噴射供給して混
合気を生成し、吸気ポート８よりシリンダ１内に供給す
る一方、上記過給エアを掃気ポート４にも掃気エアとし
て供給するようにしている。尚、１４は吸気通路５上流
に配設されたエアクリーナ、１５は掃気通路１２の途中
とエアポンプ１３上流の吸気通路５とを連通ずるバイパ
ス通路、１６は該バイパス通路１５に配設され過給圧を
所定値以下に保持制御するリリーフ弁である。また、１
７は吸気通路５に配設されたスロットル弁、１８は掃気
通路１２に配設された法認調整用の制御弁、１９は点火
プラグである。FIG. 1 shows a two-stroke engine according to an embodiment of the invention. 1 is a cylinder formed in the engine body E, 2 is a piston slidably disposed within the cylinder 1, and the piston 2 is disposed on the cylinder peripheral wall 3 of the engine body E.
There are n scavenging bows 1 to 4 which are opened and closed by the peripheral wall of the piston 2 as the piston 2 moves downward and upward. In addition, in the engine body E, the piston top dead center position of the cylinder 1 (
At a position above the solid line position in FIG.
are opened through intake/exhaust ports 8.9, each of which is provided with an intake/exhaust valve 10.11 for opening and closing each port 8.9. Further, the scavenging port 4 is connected to the injector 7 by the scavenging passage 12.
It is communicatively connected to the upstream intake passage 5. An air pump 1 as a supercharger is installed in the intake passage 5 upstream of the scavenging passage connection part.
3 is disposed, and the injector 7 injects and supplies fuel to the air supercharged by the air pump 13 to generate an air-fuel mixture, which is then supplied into the cylinder 1 from the intake port 8. is also supplied to the scavenging port 4 as scavenging air. In addition, 14 is an air cleaner disposed upstream of the intake passage 5, 15 is a bypass passage that communicates the middle of the scavenging passage 12 with the intake passage 5 upstream of the air pump 13, and 16 is an air cleaner disposed in the bypass passage 15 for controlling the boost pressure. This is a relief valve that maintains and controls below a predetermined value. Also, 1
7 is a throttle valve disposed in the intake passage 5, 18 is a control valve for legal adjustment disposed in the scavenging passage 12, and 19 is a spark plug.
そして、上記吸・排気弁１０．１１の開閉タイミングは
、第２図に示すように、ピストン下死点近傍で吸気弁１
０が開きかつ排気弁１１が閉じるとともに、吸気弁１０
の閉弁時期が掃気ポート４の閉時期より６遅くなるよう
設定されている。As shown in FIG. 2, the opening/closing timing of the intake/exhaust valves 10.
0 opens and the exhaust valve 11 closes, and the intake valve 10
The closing timing of the scavenging port 4 is set to be six times later than the closing timing of the scavenging port 4.
次に、上記実施例の作動を第３図に基づいて説明でるに
、吸・排気弁１０．１１および掃気ポート４が閉じかつ
ピストン２が上背してシリンダ１内の混合気が圧縮され
、上死点前２０度で点火プラグ１９が点火すると混合気
が爆発燃焼する。そして、燃焼ガスの膨張によりピスト
ン２が下死点前８０度まで下降すると、排気弁１１が開
いて排気が始まり、下死点前５０度まで下降すると、掃
気ポート４が開ぎ、掃気ポート４からはエアポンプ１３
により過給された加圧エアがシリンダ１内に供給され、
この加圧エアにより排気ガスが加圧エアと共に排気ポー
ト９から排気通路６へ効率良く掃気排出される。このよ
うに掃気ポート４から排気ポート１１ヘエアが吹き抜【
プるものの、このエア中には燃料成分は含まれていない
ので、排気ガスの掃気を確実かつ効率良く行いながら燃
費の低減およびエミッション性の改善を図ることができ
る。Next, the operation of the above embodiment will be explained based on FIG. 3. The intake/exhaust valves 10, 11 and the scavenging port 4 are closed, the piston 2 is turned upward, and the air-fuel mixture in the cylinder 1 is compressed. When the spark plug 19 ignites at 20 degrees before top dead center, the air-fuel mixture explodes and burns. When the piston 2 descends to 80 degrees before bottom dead center due to the expansion of combustion gas, the exhaust valve 11 opens and exhaust begins, and when the piston 2 descends to 50 degrees before bottom dead center, the scavenging port 4 opens. Air pump 13 from
Pressurized air supercharged by is supplied into the cylinder 1,
With this pressurized air, the exhaust gas is efficiently scavenged and discharged from the exhaust port 9 to the exhaust passage 6 together with the pressurized air. In this way, air is vented from the scavenging port 4 to the exhaust port 11 [
However, since this air does not contain fuel components, it is possible to reduce fuel consumption and improve emissions while scavenging exhaust gas reliably and efficiently.
次に、ピストン２が下死点近傍まで下降すると、下死点
前１０度で吸気弁１０が開き、下死点後１０度で排気弁
１１が閉じて、吸気ポート８からはエアポンプ１３によ
り過給された混合気がシリンダ１内に供給されて給気が
始まる。このように吸気ポート８の開期間と排気ポート
９の開期間とのオーバラップが狭められることにより、
吸気ボー＋−８から排気ポート９への混合気の吹き抜け
が可及的に抑制されて、燃費の低減およびエミッション
性の改善の実効を上げることができる。Next, when the piston 2 descends to near the bottom dead center, the intake valve 10 opens 10 degrees before the bottom dead center, the exhaust valve 11 closes 10 degrees after the bottom dead center, and the air is pumped from the intake port 8 by the air pump 13. The supplied air-fuel mixture is supplied into the cylinder 1 and air supply begins. By narrowing the overlap between the open period of the intake port 8 and the open period of the exhaust port 9 in this way,
The blow-by of the air-fuel mixture from the intake port +-8 to the exhaust port 9 is suppressed as much as possible, making it possible to effectively reduce fuel consumption and improve emissions.
さらに、ピストン２が下死点後５０度まで上昇すると、
掃気ポート４が閉じるが、吸気弁１０はその後も下死点
後８０度まで開き続けて混合気がシリンダ１に供給され
る。このことにより、吸気ポート８の開く期間が長くな
るので、混合気の充填量を増大させることができる。し
かも、吸気ポート８にはエアポンプ１３によって送給さ
れた混合気が供給されるので、ピストン２上昇によりシ
リンダ圧力の上昇に拘らず上記吸気ポート８の開期間の
間混合気をシリンダ１に強制的に充填することができる
ので、充填量を確実に増大させることができ、エンジン
出力を向上させることができる。Furthermore, when the piston 2 rises to 50 degrees after bottom dead center,
Although the scavenging port 4 closes, the intake valve 10 continues to open until 80 degrees after bottom dead center, and the air-fuel mixture is supplied to the cylinder 1. As a result, the period during which the intake port 8 is open becomes longer, so that the filling amount of the air-fuel mixture can be increased. Moreover, since the air-fuel mixture fed by the air pump 13 is supplied to the intake port 8, the air-fuel mixture is forced into the cylinder 1 during the opening period of the intake port 8, regardless of the increase in cylinder pressure due to the rise of the piston 2. Since the amount of fuel can be filled with fuel, the amount of fuel can be reliably increased and the engine output can be improved.
（発明の効果）
以上説明したように、本発明の２サイクルエンジンによ
れば、吸気弁の閉弁時期を掃気ポートの閉時期よりも遅
く設定できるので、吸気ボー１−の開く期間が長くなり
、この期間に過給された混合気をシリンダに強制的に充
填でき、混合気の充填量を増大させてエンジンの出力を
向上させることができる。また、ピストン下死点近傍で
は吸気弁が開きかつ排気弁が閉じるよう設定できるので
、吸気ポートから排気ポートｌ＼の混合気の吹ぎ抜けを
抑制できるとともに、掃気ポートには過給されたエアの
みを送給するので、掃気ポートから排気ポートへはエア
のみが吹き央けることになり、よって燃費の低減および
エミッション性の改善を図ることができる。(Effects of the Invention) As explained above, according to the two-stroke engine of the present invention, the closing timing of the intake valve can be set later than the closing timing of the scavenging port, so the opening period of the intake bow 1- is extended. During this period, the supercharged air-fuel mixture can be forcibly filled into the cylinder, and the filling amount of the air-fuel mixture can be increased to improve the output of the engine. In addition, since the intake valve can be set to open and the exhaust valve close near the bottom dead center of the piston, it is possible to suppress the air-fuel mixture from blowing through from the intake port to the exhaust port l\, and the scavenging port is filled with supercharged air. Since only air is supplied from the scavenging port to the exhaust port, it is possible to reduce fuel consumption and improve emissions.
４、 図面のｌ！？ｉＬｌな説明
図面は本発明の実施例を示し、第１図は全体概略構成図
、第２図は掃気ポートおよび吸・排気弁の開閉タイミン
グを示す説明図、第３図はエンジの作動行程を説明する
説明図である。4. Drawing l! ? The explanatory drawings show an embodiment of the present invention. Fig. 1 is an overall schematic diagram, Fig. 2 is an explanatory diagram showing the opening/closing timing of the scavenging ports and intake/exhaust valves, and Fig. 3 is an illustration showing the operating stroke of the engine. It is an explanatory diagram to explain.
Ｅ・・・エンジン本体、１・・・シリンダ、２・・・ピ
ストン、３・・・シリンダ周壁、４・・・掃気ポート、
５・・・吸気通路、６・・・排気通路、７・・・インジ
ェクタ、８・・・吸気ポート、９・・・排気ポート、１
０・・・吸気弁、１１・・・排気弁、１２・・・掃気通
路、１３・・・エアポンプ。E...Engine body, 1...Cylinder, 2...Piston, 3...Cylinder peripheral wall, 4...Scavenging port,
5... Intake passage, 6... Exhaust passage, 7... Injector, 8... Intake port, 9... Exhaust port, 1
0...Intake valve, 11...Exhaust valve, 12...Scavenging passage, 13...Air pump.
第１図 第２図Figure 1 Figure 2
Claims (1)
ートが開口した２サイクルエンジンにおいて、燃料供給
手段を備えた吸気通路と排気通路とが各々吸・排気ポー
トを介してシリンダのピストン上死点位置より上方位置
に開口され、吸・排気ポートには各ポートを開閉する吸
・排気弁が配設されており、上記掃気ポートは掃気通路
により上記燃料供給手段上流の吸気通路に連通接続され
ていて、該掃気通路接続部上流の吸気通路には過給機が
配設されており、上記吸・排気弁の開閉タイミングは、
ピストン下死点近傍で吸気弁が開きかつ排気弁が閉じる
とともに、吸気弁の閉弁時期が掃気ポートの閉時期より
も遅くなるよう設定されていることを特徴とする２サイ
クルエンジン。(1) In a two-stroke engine with a scavenging port opened and closed by a piston in the cylinder peripheral wall, an intake passage and an exhaust passage equipped with a fuel supply means are connected from the piston top dead center position of the cylinder through the intake and exhaust ports, respectively. The intake/exhaust port is opened at an upper position, and the intake/exhaust port is provided with an intake/exhaust valve for opening and closing each port, and the scavenging port is connected to the intake passage upstream of the fuel supply means through a scavenging passage, A supercharger is installed in the intake passage upstream of the scavenging passage connection, and the opening and closing timings of the intake and exhaust valves are as follows:
A two-stroke engine characterized in that an intake valve opens and an exhaust valve closes near the bottom dead center of a piston, and the closing timing of the intake valve is set later than the closing timing of a scavenging port.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4243185A JPS61201818A (en) | 1985-03-04 | 1985-03-04 | Two cycle engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4243185A JPS61201818A (en) | 1985-03-04 | 1985-03-04 | Two cycle engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61201818A true JPS61201818A (en) | 1986-09-06 |
| JPH0584373B2 JPH0584373B2 (en) | 1993-12-01 |
Family
ID=12635876
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4243185A Granted JPS61201818A (en) | 1985-03-04 | 1985-03-04 | Two cycle engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61201818A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4821686A (en) * | 1987-02-18 | 1989-04-18 | Toyota Jidosha Kabushiki Kaisha | Two-stroke internal combustion engine with cylinder head valves |
| US4905646A (en) * | 1987-01-13 | 1990-03-06 | Toyota Jidosha Kabushiki Kaisha | Two-stroke internal combustion engine with cylinder head valves |
| FR2693233A1 (en) * | 1992-07-02 | 1994-01-07 | Inst Francais Du Petrole | Device for controlling the pneumatic injection of a carbide mixture into a two-stroke internal combustion engine and associated use. |
-
1985
- 1985-03-04 JP JP4243185A patent/JPS61201818A/en active Granted
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4905646A (en) * | 1987-01-13 | 1990-03-06 | Toyota Jidosha Kabushiki Kaisha | Two-stroke internal combustion engine with cylinder head valves |
| US4821686A (en) * | 1987-02-18 | 1989-04-18 | Toyota Jidosha Kabushiki Kaisha | Two-stroke internal combustion engine with cylinder head valves |
| FR2693233A1 (en) * | 1992-07-02 | 1994-01-07 | Inst Francais Du Petrole | Device for controlling the pneumatic injection of a carbide mixture into a two-stroke internal combustion engine and associated use. |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0584373B2 (en) | 1993-12-01 |
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