US3687118A - Crank chamber compression-type two-cycle engine - Google Patents
Crank chamber compression-type two-cycle engine Download PDFInfo
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- US3687118A US3687118A US53949A US3687118DA US3687118A US 3687118 A US3687118 A US 3687118A US 53949 A US53949 A US 53949A US 3687118D A US3687118D A US 3687118DA US 3687118 A US3687118 A US 3687118A
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- crank chamber
- passage means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/10—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel peculiar to scavenged two-stroke engines, e.g. injecting into crankcase-pump chamber
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
- F01L3/20—Shapes or constructions of valve members, not provided for in preceding subgroups of this group
- F01L3/205—Reed valves
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- 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
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- 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
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- 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
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
- F02B33/04—Engines with reciprocating-piston pumps; Engines with crankcase pumps with simple crankcase pumps, i.e. with the rear face of a non-stepped working piston acting as sole pumping member in co-operation with the crankcase
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- 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
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
- F02B33/28—Component parts, details or accessories of crankcase pumps, not provided for in, or of interest apart from, subgroups F02B33/02 - F02B33/26
- F02B33/30—Control of inlet or outlet ports
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- 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
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/04—Injectors peculiar thereto
- F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/04—Injectors peculiar thereto
- F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
- F02M69/044—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit downstream of an air throttle valve
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- 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
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- 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
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- 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
- F02B2700/00—Measures relating to the combustion process without indication of the kind of fuel or with more than one fuel
- F02B2700/03—Two stroke engines
- F02B2700/037—Scavenging or charging channels or openings
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- 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
Definitions
- the invention relates to a crank chamber compressiontype two cycle engine of the type wherein an intake passage is communicated with a crank chamber through an intake port which is opened and closed by a piston reciprocating in a cylinder, and the crank chamber is communicated with the combustion chamber in the cylinder through a scavenging port, opened and closed by said piston, and a scavenging passage.
- the two-cycle engines having the reed valve provided in the intake pipe have the disadvantage that starting of the engine is difficult due to the fact that the intake air flow at the engine start speed is relatively low.
- the primary object of the present invention is to eliminate the above-described disadvantage of the crank chamber compression-type two-cycle engine having a reed valve provided in the intake passage.
- a crank chamber compression-type two-cycle engine wherein an intake passage is communicated with a crank chamber through an intake port which is opened and closed by a piston reciprocating in a cylinder, and the crank chamber is communicated with the combustion chamber in the cylinder through a scavenging port, opened and closed by said piston, and a scavenging passage, characterized in that said intake passage is provided therein with a reed valve which passes a gas flowing in a direction toward the crank chamber but blocks a gas flowing in an opposite direction, and the opening timing of said intake port is selected within the range from 140 to 100 before the top dead center.
- the power increasing effect of the reed valve, provided in the intake passage can be sufi'iciently achieved and the intake air flow speed at the engine start becomes sufficiently high, so that starting of the engine becomes relatively easy. It is known that when the intake port opening timing is advanced from about 140 before the top dead center, a sufficiently high intake air flow speed cannot be obtained at the engine start and hence starting of the engine becomes difficult, whereas when the same is retarded from before the top dead center, the power increasing effect of the reed valve cannot be obtained.
- a two-cycle engine of the character described above wherein the intake passage is communicated with the interior of the cylinder through an auxiliary scavenging passage and an auxiliary scavenging port, at a point downstream of the reed valve and said auxiliary scavenging port is opened and closed with substantially the same timing as the main scavenging port.
- a two-cycle engine of the character described above wherein a fuel injection nozzle is provided in the auxiliary scavenging passage and a reed valve which opens only in a direction toward the cylinder is provided at the point where the auxiliary scavenging passage opens in the intake passage.
- the auxiliary scavenging port opening time is slightly retarded from the main scavenging port opening time, whereby the cylinder is at first scavenged with air only and then a fuel-air mixture is introduced into the cylinder. Therefore, the rate of fuel consumption can be improved.
- FIG. 1 is a cross-sectional view of an embodiment of the two-cycle engine according to the present invention
- FIG. 2 is a diagram graphically showing the intake air flow speed
- FIG. 3 is a cross-sectional view of another embodiment of the two-cycle engine according to the invention.
- FIG. 4 is a transverse cross-sectional view taken along the line AA of FIG. 3;
- FIG. 5 is a cross-sectional view of a modification of the engine shown in FIG. 3;
- FIG. 6 is a cross-sectional view of still another embodiment of the engine of this invention.
- the engine generally indicated by numeral 1 has a cylinder 2 and a piston 3 disposed in said cylinder for reciprocal motion therein, and a crank chamber 8 is formed beneath the cylinder 2 which is enclosed by a crank case 11.
- An intake pipe 6 having a carburetor 5 is communicated with the crank chamber 8 through an intake port 4 which is opened and closed by the vertically reciprocating piston 3.
- the intake pipe 6 is also provided therein with a reed valve 7 between the intake port 4 and carburetor 5. This reed valve 7 is operative in such a manner that it passes a gas flowing in a direction toward the crank chamber 8 but blocks a gas flowing in an opposite direction.
- the cylinder 2 is provided with an exhaust port 9.
- the piston 3 is connected to a crank shaft 13 by a connecting rod 10.
- Numeral l2 designates a scavenging passage provided in a conventional manner.
- the timing at which the piston 3 begins to open the intake port 4 is selected within the range from 100 to 140 before the top dead center, and is 100 before the top dead center in the embodiment shown.
- a curve a of FIG. 2 shows the relationship between the crank angle and the intake air flow speed of a conventional engine having a reed valve in the intake passage
- a curve b shows the same of the engine according to the invention now under consideration.
- the suction starts at a point about 160 before the top dead center, and the intake air flow speed increases gradually and then decreases gradually.
- the intake air flow speed sharply increases at a point slightly beyond the point 100 before the top dead center and the fuel-air mixture is agitated vigorously.
- FIG. 3 shows another embodiment of the invention in which the corresponding parts are indicated by the same numerals as in FIG. 1.
- a reed valve 7 which permits the fuel-air mixture to flow from a carburetor 5 to an intake port 4 but blocks the same flowing in an opposite direction, comprises a valve seat 7a of a V-shape in cross-section having openings '75, reed members 7c connected to said valve seat 7a so as to open and close said respective openings 7 b and stoppers 7d to restrain the movement of said reed members 70.
- an auxiliary scavenging passage is provided which is open at one end into the intake passage 6 at a point between the reed valve, and at the other end 7 and the intake port 4 or downstream of the reed valve, and at the other end into a cylinder 2 through an auxiliary scavenging port 14.
- the auxiliary scavenging port 14 is located substantially immediately above the intake port 4, and it is most ideal that the auxiliary scavenging port begins to be opened slightly before the intake port 4 is completely closed but such timing is always necessary because the intake air has an inertia and there is an pressure accumulating effect in the intake passage.
- the fuel-air mixture from the carburetor 5 flows into the crank chamber 8 through the intake port 4 after forcibly opening the reed members 7c of the valve 7 and passing through the intake passage 6.
- the fuel-air mixture in the crank chamber 8 is preliminarily compressed by the bottom of the piston 3 and then injected into the cylinder from the crank chamber g through a main scavenging passage 12 when the main scavenging port is opened by the side wall of the piston 3.
- the auxiliary scavenging port M is concurrently opened, so that the fuel-air mixture in the crank chamber 8 is led into the intake passage 6 through the intake port 4 and injected into the cylinder 2 via the auxiliary scavenging passage 15.
- the fuel-air mixture entering the intake passage 6 is not permitted to flow back into the carburetor since the openings 72; of the valve 7 are closed by the reed members 70.
- FIG. 5 Another embodiment shown in FIG. 5 is a modification of the engine of FIGS. 3 and 4, in which an elongate recess is formed in the side wall of the cylinder 2 to define an auxiliary scavenging passage 15' by the side wall of the piston 3 and the wall of said elongate recess, so as to facilitate the provision of the auxiliary scavenging passage and the production of the engine only by a modification of the presently available engines.
- the other construction is the same as that of the engine shown in FIGS. 3 and 4.
- the construction of the engine shown in FIG. 6 is essentially similar to that of the engine of FIGS 3 and 4, but in this embodiment the carburetor is not provided in the intake passage 6 and a fuel injection nozzle 16 is provided in the auxiliary scavenging passage 15 and further a reed valve 117 which is open only toward the cylinder 2 is provided at the point where the auxiliary scavenging passage 15 opens into the intake passage 6.
- any adverse effects on the operation of the reed valve 7 can be eliminated because the pressure fluctuation within the cylinder does not have direct influence on the pressure in the intake pipe 6 and, moreover, the rate of fuel consumption can drastically be enhanced by slightly retarding the opening time of the auxiliary scavenging port from the opening time of the main scavenging port.
- a crank chamber compression-type two-cycle engine comprising a cylinder, a piston disposed in said cylinder for reciprocal motion therein, a crank chamber, a crank shaft rotatably supported in said crank chamber, a connecting rod connecting said piston to said crank shaft, a scavenging passage means communicating said crank chamber with said cylinder through at least one scavenging port which is open in the side wall of the cylinder and opened and closed by the piston, an intake passage means communicating with said crank chamber through an intake port which is opened and closed by said piston, said intake passage means being connected to said cylinder at a point downstream of said check valve means through an auxiliary scavenging passage means which is open into the cylinder through an auxiliary scavenging port opened and closed by the piston, an exhaust passage means communicating with the interior of said cylinder and a check valve means provided in mid intake passage means and being operative in such a manner that it passes a gas flowing in a direction toward said crank chamber but blocks a gas flowing in an opposite direction, the opening timing of said intake port being
- crank chamber compression-type two-cycle engine as defined in claim 1, wherein a carburetor is provided in said intake passage means and a fuel-air mixture is introduced into said crank chamber.
- check valve means is a reed valve comprising a V-shape valve seat having at least one opening and at least one reed member connected to said valve seat for closing said opening and adapted to be opened with pressure exerted thereon in one direction through the opening in the valve seat.
- a crank chamber compression-type two cycle engine comprising a cylinder, a piston disposed in said cylinder for reciprocal motion therein, a crank chamber, a crank shaft rotatably supported in said crank chamber, a connecting rod connecting said piston to said crank shaft, a scavenging passage means communicating said crank chamber with the interior of said cylinder through at least one scavenging port which is open in the side wall of the cylinder and opened and closed by the piston, an intake passage means communicating with said crank chamber through an intake port which is opened and closed by said piston, an exhaust passage means communicating with the interior of said cylinder, a check valve means provided in said intake passage means and being operative in such a manner that it passes a gas flowing in a direction toward said crank chamber but blocks a gas flowing in an opposite direction, and an auxiliary scavenging passage means communicating said intake passage means with said cylinder at a point downstream of said check valve means through a port which is opened and closed by the piston.
Abstract
A crank chamber compression-type two-cycle engine wherein an intake passage is communicated with the interior of a cylinder through an intake port which is opened and closed by a piston disposed in the cylinder for reciprocal motion therein, and a crank chamber and the combustion chamber in the cylinder are communicated with each other through a scavenging port, opened and closed by the piston, and a scavenging passage.
Description
UEBiEQ States atent Nomura 1 Aug. 29, 1972 [54] CRANKCHAMBER COMPRESSION- 3,530,841 9/ 1970 Schultz ..123/73 R TYPE TWO-CYCLE ENGINE 890,335 6/1908 Claus ..'....'...123/'73 PP 3,107,659 10/1963 Steinlein et al. ..123/73 V [72] Invenmr' f Nmnum Hamamatsu 1,149,296 8/1915 Scott et a1. ..123 73 B 1,239,488 9/1917 Hoshe1.. ..l23/73 V 1 1 Asslgneer Yamaha Hatsudakl, Kapushlkl 980,134 12/1910 Springer ..123/73 v Kaisha, Hamukita-sh1, Sh1zuokaken, Japan FOREIGN PATENTS OR APPLICATIONS [22] Filed: July 10, 1970 615,162 12/1926 France ..123/73 B [21] Appl No: 53,949 504,909 8/1930 Germany ..123/73 C Primary Examiner-Wendell E. Burns [30] Foreign Application Priori y a Assistant Examiner-A. M. Zupcic July 14, 1969 Japan ..44/55652 Attorney-JO Lezdey Aug. 26, 1969 Japan ..44/81051 ABSCT [52] US. Cl ..l23/73 R, 123/73 A, 123/73 B, A crank chamber compressiomtype two cyc1e engine 123/73 123/73 PP wherein an intake passage is communicated with the [51] 111i. Cl ..F02b 33/04 interior of a cylinder through an intake port which is [58] new of Search "123/73 73 73 73 opened and closed by a piston disposed in the cylinder 123/73 B, 65 A, 65 E, 73 C, 65 WV for reciprocal motion therein, and a crank chamber 56 R f CM and the combustion chamber in the cylinder are com- 1 e erences l municated with each other through a scavenging port, UNITED STATES PATENTS opened and closed by the piston, and a scavenging assa e. 1,346,001 7/1920 Casey ..123 73 v p g 996,434 6/1911 Talley ..123/73 A 7 Claims, 6 Drawing Figures P'ATENTEDwm I912 3,687.1 l8
DESCRIPTION OF THE PRIOR ART In a crank chamber compression-type two-cycle engine, it is well known to provide in the intake passage communicating directly with the crank chamber a reed valve which passes a gas flowing in a direction toward the crank chamber but blocks a gas flowing in an opposite direction. In the ordinary crank chamber compression-type two-cycle engines having an intake port which is opened and closed by a piston reciprocating in a cylinder, the timing at which the piston begins to open the intake port is about 80 or less than 100 at most, before the top dead center, whereas in the engines incorporating the aforesaid reed valve the timing at which the reed valve begins to be opened is about 160 200 before the top dead center as result. It is also known that the two-cycle engines of the type incorporating such reed valve have the advantage that an improved power can be obtained during normal operation, because they have longer intake period.
On the other hand, the two-cycle engines having the reed valve provided in the intake pipe have the disadvantage that starting of the engine is difficult due to the fact that the intake air flow at the engine start speed is relatively low.
SUMMARY OF THE INVENTION The primary object of the present invention is to eliminate the above-described disadvantage of the crank chamber compression-type two-cycle engine having a reed valve provided in the intake passage.
According to one aspect of the present invention, there is provided a crank chamber compression-type two-cycle engine wherein an intake passage is communicated with a crank chamber through an intake port which is opened and closed by a piston reciprocating in a cylinder, and the crank chamber is communicated with the combustion chamber in the cylinder through a scavenging port, opened and closed by said piston, and a scavenging passage, characterized in that said intake passage is provided therein with a reed valve which passes a gas flowing in a direction toward the crank chamber but blocks a gas flowing in an opposite direction, and the opening timing of said intake port is selected within the range from 140 to 100 before the top dead center.
According to the feature of the invention set forth above, the power increasing effect of the reed valve, provided in the intake passage, can be sufi'iciently achieved and the intake air flow speed at the engine start becomes sufficiently high, so that starting of the engine becomes relatively easy. It is known that when the intake port opening timing is advanced from about 140 before the top dead center, a sufficiently high intake air flow speed cannot be obtained at the engine start and hence starting of the engine becomes difficult, whereas when the same is retarded from before the top dead center, the power increasing effect of the reed valve cannot be obtained.
According to another aspect of the invention, there is provided a two-cycle engine of the character described above, wherein the intake passage is communicated with the interior of the cylinder through an auxiliary scavenging passage and an auxiliary scavenging port, at a point downstream of the reed valve and said auxiliary scavenging port is opened and closed with substantially the same timing as the main scavenging port. With such arrangement of the invention, the scavenging efficiency in the interior of the cylinder can be drastically enhanced and the burned gas residing in the cylinder can be completely scavenged.
According to still another aspect of the invention, there is provided a two-cycle engine of the character described above, wherein a fuel injection nozzle is provided in the auxiliary scavenging passage and a reed valve which opens only in a direction toward the cylinder is provided at the point where the auxiliary scavenging passage opens in the intake passage. In this case, the auxiliary scavenging port opening time is slightly retarded from the main scavenging port opening time, whereby the cylinder is at first scavenged with air only and then a fuel-air mixture is introduced into the cylinder. Therefore, the rate of fuel consumption can be improved.
BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a cross-sectional view of an embodiment of the two-cycle engine according to the present invention;
FIG. 2 is a diagram graphically showing the intake air flow speed;
FIG. 3 is a cross-sectional view of another embodiment of the two-cycle engine according to the invention;
FIG. 4 is a transverse cross-sectional view taken along the line AA of FIG. 3;
FIG. 5 is a cross-sectional view of a modification of the engine shown in FIG. 3; and
FIG. 6 is a cross-sectional view of still another embodiment of the engine of this invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring first to FIG. I, the engine generally indicated by numeral 1 has a cylinder 2 and a piston 3 disposed in said cylinder for reciprocal motion therein, and a crank chamber 8 is formed beneath the cylinder 2 which is enclosed by a crank case 11. An intake pipe 6 having a carburetor 5 is communicated with the crank chamber 8 through an intake port 4 which is opened and closed by the vertically reciprocating piston 3. The intake pipe 6 is also provided therein with a reed valve 7 between the intake port 4 and carburetor 5. This reed valve 7 is operative in such a manner that it passes a gas flowing in a direction toward the crank chamber 8 but blocks a gas flowing in an opposite direction. The cylinder 2 is provided with an exhaust port 9. The piston 3 is connected to a crank shaft 13 by a connecting rod 10. Numeral l2 designates a scavenging passage provided in a conventional manner. In the present invention, the timing at which the piston 3 begins to open the intake port 4 is selected within the range from 100 to 140 before the top dead center, and is 100 before the top dead center in the embodiment shown.
.The function of the intake device of the invention will be described with reference to FIG. 2. A curve a of FIG. 2 shows the relationship between the crank angle and the intake air flow speed of a conventional engine having a reed valve in the intake passage, and a curve b shows the same of the engine according to the invention now under consideration. As will be clear from the diagram, in the conventional engine the suction starts at a point about 160 before the top dead center, and the intake air flow speed increases gradually and then decreases gradually. In the present invention, as contrasted thereto, the intake air flow speed sharply increases at a point slightly beyond the point 100 before the top dead center and the fuel-air mixture is agitated vigorously. The intake air quantities in both engines,
which are represented by the areas defined by thecurves and b are substantially the same.
Thus, it will be understood that according to the instant invention, as compared with the case wherein use is made only of a reed valve, an equally high power can be obtained and in addition, the starting characteristic of the engine can drastically be improved since the in take air flow speed is higher.
FIG. 3 shows another embodiment of the invention in which the corresponding parts are indicated by the same numerals as in FIG. 1. In this embodiment, a reed valve 7 which permits the fuel-air mixture to flow from a carburetor 5 to an intake port 4 but blocks the same flowing in an opposite direction, comprises a valve seat 7a of a V-shape in cross-section having openings '75, reed members 7c connected to said valve seat 7a so as to open and close said respective openings 7 b and stoppers 7d to restrain the movement of said reed members 70. Further, in this embodiment an auxiliary scavenging passage is provided which is open at one end into the intake passage 6 at a point between the reed valve, and at the other end 7 and the intake port 4 or downstream of the reed valve, and at the other end into a cylinder 2 through an auxiliary scavenging port 14. The auxiliary scavenging port 14 is located substantially immediately above the intake port 4, and it is most ideal that the auxiliary scavenging port begins to be opened slightly before the intake port 4 is completely closed but such timing is always necessary because the intake air has an inertia and there is an pressure accumulating effect in the intake passage.
In this embodiment, when the intake port 4 is opened by the side wall of the piston 3, the fuel-air mixture from the carburetor 5 flows into the crank chamber 8 through the intake port 4 after forcibly opening the reed members 7c of the valve 7 and passing through the intake passage 6. The fuel-air mixture in the crank chamber 8 is preliminarily compressed by the bottom of the piston 3 and then injected into the cylinder from the crank chamber g through a main scavenging passage 12 when the main scavenging port is opened by the side wall of the piston 3. On the other hand, the auxiliary scavenging port M is concurrently opened, so that the fuel-air mixture in the crank chamber 8 is led into the intake passage 6 through the intake port 4 and injected into the cylinder 2 via the auxiliary scavenging passage 15. In this case, the fuel-air mixture entering the intake passage 6 is not permitted to flow back into the carburetor since the openings 72; of the valve 7 are closed by the reed members 70.
The fuel-air mixture thus injected into the cylinder 2 through the main scavenging port and the auxiliary scavenging port 14 scavenges the burned gas in said cylinder into an exhaust passage 9 and the interior of the cylinder has almost entirely been filled with the fresh gas. Another embodiment shown in FIG. 5 is a modification of the engine of FIGS. 3 and 4, in which an elongate recess is formed in the side wall of the cylinder 2 to define an auxiliary scavenging passage 15' by the side wall of the piston 3 and the wall of said elongate recess, so as to facilitate the provision of the auxiliary scavenging passage and the production of the engine only by a modification of the presently available engines. The other construction is the same as that of the engine shown in FIGS. 3 and 4.
The construction of the engine shown in FIG. 6 is essentially similar to that of the engine of FIGS 3 and 4, but in this embodiment the carburetor is not provided in the intake passage 6 and a fuel injection nozzle 16 is provided in the auxiliary scavenging passage 15 and further a reed valve 117 which is open only toward the cylinder 2 is provided at the point where the auxiliary scavenging passage 15 opens into the intake passage 6. According to this arrangement, any adverse effects on the operation of the reed valve 7 can be eliminated because the pressure fluctuation within the cylinder does not have direct influence on the pressure in the intake pipe 6 and, moreover, the rate of fuel consumption can drastically be enhanced by slightly retarding the opening time of the auxiliary scavenging port from the opening time of the main scavenging port.
I claim:
1. A crank chamber compression-type two-cycle engine comprising a cylinder, a piston disposed in said cylinder for reciprocal motion therein, a crank chamber, a crank shaft rotatably supported in said crank chamber, a connecting rod connecting said piston to said crank shaft, a scavenging passage means communicating said crank chamber with said cylinder through at least one scavenging port which is open in the side wall of the cylinder and opened and closed by the piston, an intake passage means communicating with said crank chamber through an intake port which is opened and closed by said piston, said intake passage means being connected to said cylinder at a point downstream of said check valve means through an auxiliary scavenging passage means which is open into the cylinder through an auxiliary scavenging port opened and closed by the piston, an exhaust passage means communicating with the interior of said cylinder and a check valve means provided in mid intake passage means and being operative in such a manner that it passes a gas flowing in a direction toward said crank chamber but blocks a gas flowing in an opposite direction, the opening timing of said intake port being located 140 to 100 before the top dead center whereby the intake air flows into the cylinder continuously.
2. A crank chamber compression-type two-cycle engine as defined in claim 1, wherein a carburetor is provided in said intake passage means and a fuel-air mixture is introduced into said crank chamber.
3. A crank chamber compression-type two-cycle engine as defined in claim 1, wherein said check valve means is a reed valve comprising a V-shape valve seat having at least one opening and at least one reed member connected to said valve seat for closing said opening and adapted to be opened with pressure exerted thereon in one direction through the opening in the valve seat.
4. A crank chamber compression-type two-cycle engine as defined in claim 1, wherein said auxiliary scavenging passage means is provided therein with a check valve being operative in such a manner that it passes a gas flowing in a direction toward the cylinder but blocks a gas flowing in an opposite direction.
5. A crank chamber compression-type two-cycle engine as defined in claim 1, wherein said auxiliary scavenging passage means is provided therein with a fuel injection nozzle and a check valve positioned on the intake passage side with respect to said nozzle and being operative in such a manner that it passes a gas flowing in a direction toward the cylinder but blocks a gas flowing in an opposite direction.
6. A crank chamber compression-type two-cycle engine as defined in claim 1, wherein said auxiliary scavenging passage means consists of a groove formed in the wall of the cylinder.
7. A crank chamber compression-type two-cycle engine as defined in claim 5, wherein said auxiliary scavenging port is opened with a slight delay after the main scavenging port is opened.
8. A crank chamber compression-type two cycle engine comprising a cylinder, a piston disposed in said cylinder for reciprocal motion therein, a crank chamber, a crank shaft rotatably supported in said crank chamber, a connecting rod connecting said piston to said crank shaft, a scavenging passage means communicating said crank chamber with the interior of said cylinder through at least one scavenging port which is open in the side wall of the cylinder and opened and closed by the piston, an intake passage means communicating with said crank chamber through an intake port which is opened and closed by said piston, an exhaust passage means communicating with the interior of said cylinder, a check valve means provided in said intake passage means and being operative in such a manner that it passes a gas flowing in a direction toward said crank chamber but blocks a gas flowing in an opposite direction, and an auxiliary scavenging passage means communicating said intake passage means with said cylinder at a point downstream of said check valve means through a port which is opened and closed by the piston.
Claims (8)
1. A crank chamber compression-type two-cycle engine comprising a cylinder, a piston disposed in said cylinder for reciprocal motion therein, a crank chamber, a crank shaft rotatably supported in said crank chamber, a connecting rod connecting said piston to said crank shaft, a scavenging passage means communicating said crank chamber with said cylinder through at least one scavenging port which is open in the side wall of the cylinder and opened and closed by the piston, an intake passage means communicating with said crank chamber through an intake port which is opened and closed by said piston, said intake passage means being connected to said cylinder at a point downstream of said check valve means through an auxiliary scavenging passage means which is open into the cylinder through an auxiliary scavenging port opened and closed by the piston, an exhaust passage means communicating with the interior of said cylinder and a check valve means provided in said intake passage means and being operative in such a manner that it passes a gas flowing in a direction toward said crank chamber but blocks a gas flowing in an opposite direction, the opening timing of said intake port being located 140* to 100* before the top dead center whereby the intake air flows into the cylinder continuously.
2. A crank chamber compression-type two-cycle engine as defined in claim 1, wherein a carburetor is provided in said intake passage means and a fuel-air mixture is introduced into said crank chamber.
3. A crank chamber compression-type two-cycle engine as defined in claim 1, wherein said check valve means is a reed valve comprising a V-shape valve seat having at least one opening and at least one reed member connected to said valve seat for closing said opening and adapted to be opened with pressure exerted thereon in one direction through the opening in the valve seat.
4. A crank chamber compression-type two-cycle engine as defined in claim 1, wherein said auxiliary scavenging passage means is provided therein with a check valve being operative in such a manner that it passes a gas flowing in a direction toward the cylinder but blocks a gas flowing in an opposite direction.
5. A crank chamber compression-type two-cycle engine as defined in claim 1, wherein said auxiliary scavenging passage means is provided therein with a fuel injection nozzle and a check valve positioned on the intake passage side with respect to said nozzle and being operative in such a manner that it passes a gas flowing in a direction toward the cylinder but blocks a gas flowing in an opposite direction.
6. A crank chamber compression-type two-cycle engine as defined in claim 1, wherein said auxiliary scavenging passage means consists of a groove formed in the wall of the cylinder.
7. A crank chamber compression-type two-cycle engine as defined in claim 5, wherein said auxiliary scavenging port is opened with a slight delay after the main scavenging port is opened.
8. A crank chamber compression-type two cycle engine comprising a cylinder, a piston disposed in said cylinder for reciprocal motion therein, a crank chamber, a crank shaft rotatably supported in said crank chamber, a connecting rod connecting said piston to said crank shaft, a scavenging passage means communicating said crank chamber with the interior of said cylinder through at least one scavenging port which is open in the side wall of the cylinder and opened and closed by the piston, an intake passage means communicating with said crank chamber through an intake port which is opened and closed by said piston, an exhaust passage means communicating with the interior of said cylinder, a check valve means provided in said intake passage means and being operative in such a manner that it passes a gas flowing in a direction toward said crank chamber but blocks a gas flowing in an opposite direction, and an auxiliary scavenging passage means communicating said intake passage means with said cylinder at a point downstream of said check valve means through a port which is opened and closed by the piston.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP5565269A JPS4918844B1 (en) | 1969-07-14 | 1969-07-14 | |
JP8105169U JPS4730643Y1 (en) | 1969-08-26 | 1969-08-26 |
Publications (1)
Publication Number | Publication Date |
---|---|
US3687118A true US3687118A (en) | 1972-08-29 |
Family
ID=26396552
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US53949A Expired - Lifetime US3687118A (en) | 1969-07-14 | 1970-07-10 | Crank chamber compression-type two-cycle engine |
Country Status (3)
Country | Link |
---|---|
US (1) | US3687118A (en) |
FR (1) | FR2055146A5 (en) |
NL (1) | NL7010402A (en) |
Cited By (46)
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US3881454A (en) * | 1972-10-16 | 1975-05-06 | Motobecane Ateliers | Two stroke engine construction |
US3905340A (en) * | 1972-08-22 | 1975-09-16 | Performance Industries | Engine valving and porting |
US3905342A (en) * | 1973-01-10 | 1975-09-16 | Performance Industries | Engine valve means and porting |
US3905341A (en) * | 1972-08-22 | 1975-09-16 | Performance Industries | Engine valve means and porting |
US4000723A (en) * | 1972-08-22 | 1977-01-04 | Performance Industries, Inc. | Engine valve means and porting |
US4051820A (en) * | 1973-06-29 | 1977-10-04 | Performance Industries, Inc. | Engine valving and porting |
US4062331A (en) * | 1972-08-22 | 1977-12-13 | Performance Industries, Inc. | Two cycle internal combustion engine |
US4068629A (en) * | 1975-04-25 | 1978-01-17 | Bernard Hooper | Stepped piston two stroke engines |
US4143626A (en) * | 1977-10-04 | 1979-03-13 | Performance Industries, Inc. | Injector porting for two cycle internal combustion engine |
US4161163A (en) * | 1972-08-22 | 1979-07-17 | Performance Industries, Inc. | Two cycle internal combustion engine |
US4178886A (en) * | 1976-02-18 | 1979-12-18 | Kawasaki Jukogyo Kabushiki Kaisha | Two stroke engines |
US4180042A (en) * | 1978-05-08 | 1979-12-25 | Lloyd David J | Fuel-air mixture regulator for internal combustion engines |
US4191141A (en) * | 1977-03-17 | 1980-03-04 | Walter Franke | Two-stroke engine with auxiliary fluid means |
US4194470A (en) * | 1978-03-13 | 1980-03-25 | Magner Richard W | Two-cycle internal combustion engine having boost port |
US4202299A (en) * | 1972-08-22 | 1980-05-13 | Performance Industries, Inc. | Two cycle internal combustion engine |
US4202298A (en) * | 1972-08-22 | 1980-05-13 | Performance Industries, Inc. | Fuel porting for two cycle internal combustion engine |
USRE30425E (en) * | 1979-09-24 | 1980-11-04 | Performance Industries, Inc. | Engine valve means and porting |
US4235206A (en) * | 1978-12-14 | 1980-11-25 | Performance Industries, Inc. | Two cycle internal combustion engine |
US4248185A (en) * | 1978-07-19 | 1981-02-03 | Eric Jaulmes | Two-cycle engine with pure air scavenging |
US4257365A (en) * | 1978-10-06 | 1981-03-24 | Toyota Jidosha Kogyo Kabushiki Kaisha | Two-stroke cycle diesel engine |
US4258670A (en) * | 1977-10-21 | 1981-03-31 | Georges Thery | Method for feeding a combustion chamber of a two-stroke engine of the controlled ignition type and engine applying said method |
US4294202A (en) * | 1978-09-12 | 1981-10-13 | Performance Industries, Inc. | Fuel porting for two cycle internal combustion engine |
DE3101831A1 (en) * | 1980-02-11 | 1981-12-24 | Brunswick Corp., 60076 Skokie, Ill. | TWO-STROKE INTERNAL COMBUSTION ENGINE WITH FUEL INJECTION |
US4318373A (en) * | 1978-03-14 | 1982-03-09 | Soubis Jean P | Two-stroke motors producing better combustion and permitting a reduction of pollution |
US4388895A (en) * | 1980-03-24 | 1983-06-21 | Performance Industries, Inc. | Fuel porting for two cycle internal combustion engine |
US4488519A (en) * | 1981-05-15 | 1984-12-18 | Yamaha Hatsudoki Kabushiki Kaishi | Intake system for four-cycle engines |
US4592311A (en) * | 1983-09-26 | 1986-06-03 | Yamaha Hatsudoki Kabushiki Kaisha | Intake system for two-cycle multi-cylinder engines |
US4625688A (en) * | 1984-06-05 | 1986-12-02 | Sanshin Kogyo Kabushiki Kaisha | Fuel supplying system for internal combustion engine |
FR2585078A1 (en) * | 1985-07-19 | 1987-01-23 | Orbital Eng Pty | IMPROVEMENTS RELATING TO DIRECT INJECTION ENGINES |
US4682571A (en) * | 1985-12-17 | 1987-07-28 | Tecumseh Products Company | Exhaust gas recirculation system for crankcase scavenged two cycle engine |
US4696263A (en) * | 1985-07-12 | 1987-09-29 | Performance Industries, Inc. | Reed valves for internal combustion engines |
WO1987007325A1 (en) * | 1986-05-29 | 1987-12-03 | Pao Chi Pien | A two-cycle internal combustion engine |
WO1991002144A1 (en) * | 1989-08-10 | 1991-02-21 | Knitted Sleeve (Overseas) Ltd. | Improved two stoke cycle spark ignition internal combustion engine |
DE4118254A1 (en) * | 1991-06-04 | 1991-10-31 | Kurt Jurack | High-power reverse-flow-scavenged two-stroke engine - features supercharging by continued admission of air through diaphragm control to scavenging port before fuel injection |
US5253614A (en) * | 1979-06-27 | 1993-10-19 | Yamaha Hatsudoki Kabushiki Kaisha | Intake system for engine |
US5586523A (en) * | 1993-03-31 | 1996-12-24 | Mitsubishi Jukogyo Kabushiki Kaisha | Crankcase compression type two-cycle engine |
EP0773356A2 (en) * | 1995-09-18 | 1997-05-14 | Yamaha Hatsudoki Kabushiki Kaisha | A two-stroke cycle internal combustion engine and a method of charging same |
US5740767A (en) * | 1996-02-13 | 1998-04-21 | Yamaha Hatsudoki Kabushiki Kaisha | Scavenge control for engine |
EP1176296A1 (en) * | 1999-04-23 | 2002-01-30 | Komatsu Zenoah Co. | Stratified scavenging two-stroke cycle engine |
US6450135B1 (en) * | 1999-02-19 | 2002-09-17 | Kioritz Corporation | Two-stroke internal combustion engine |
US20030209214A1 (en) * | 2002-05-08 | 2003-11-13 | Heiko Rosskamp | Two-stroke engine and method for operating the same |
US20100037874A1 (en) * | 2008-08-12 | 2010-02-18 | YAT Electrical Appliance Company, LTD | Two-stroke engine emission control |
WO2016128861A1 (en) * | 2015-02-11 | 2016-08-18 | Betamotor S.P.A. | Injection system for two-stroke engines |
US20170241304A1 (en) * | 2014-05-28 | 2017-08-24 | Volvo Truck Corporation | A valve arrangement |
IT201700115306A1 (en) * | 2017-10-12 | 2019-04-12 | Vins S R L | THREE STROKE INTERNAL COMBUSTION THERMAL ENGINE WITH FUEL INJECTION |
WO2019073448A1 (en) * | 2017-10-12 | 2019-04-18 | Vins S.R.L. | Two-stroke internal combustion heat engine |
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GB1535258A (en) * | 1975-05-22 | 1978-12-13 | Outboard Marine Corp | Internal combustion engines and method of operation thereof |
JPS6052292B2 (en) * | 1977-12-19 | 1985-11-18 | 日産自動車株式会社 | Dual intake passage internal combustion engine |
DD156335A3 (en) * | 1981-04-06 | 1982-08-18 | Werner Hoffmann | INTAKE AND SPRAY CHANNEL ARRANGEMENT FOR TWO-STROKE INTERNAL COMBUSTION ENGINES |
FR2523211A1 (en) * | 1982-03-10 | 1983-09-16 | Eric Offenstadt | Two stroke IC engine - has valve controlled air intake into crankcase and carburettor between crankcase and combustion chamber |
DE3432047C2 (en) * | 1983-09-19 | 1993-11-04 | Suzuki Motor Co | TWO-STROKE MACHINE |
AU602282B2 (en) * | 1988-02-08 | 1990-10-04 | Walbro Corporation | Stratified air scavenging in two-stroke engine |
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Cited By (55)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4202299A (en) * | 1972-08-22 | 1980-05-13 | Performance Industries, Inc. | Two cycle internal combustion engine |
US3905340A (en) * | 1972-08-22 | 1975-09-16 | Performance Industries | Engine valving and porting |
US3905341A (en) * | 1972-08-22 | 1975-09-16 | Performance Industries | Engine valve means and porting |
US4000723A (en) * | 1972-08-22 | 1977-01-04 | Performance Industries, Inc. | Engine valve means and porting |
US4062331A (en) * | 1972-08-22 | 1977-12-13 | Performance Industries, Inc. | Two cycle internal combustion engine |
US4161163A (en) * | 1972-08-22 | 1979-07-17 | Performance Industries, Inc. | Two cycle internal combustion engine |
US4202298A (en) * | 1972-08-22 | 1980-05-13 | Performance Industries, Inc. | Fuel porting for two cycle internal combustion engine |
US3881454A (en) * | 1972-10-16 | 1975-05-06 | Motobecane Ateliers | Two stroke engine construction |
US3905342A (en) * | 1973-01-10 | 1975-09-16 | Performance Industries | Engine valve means and porting |
US4051820A (en) * | 1973-06-29 | 1977-10-04 | Performance Industries, Inc. | Engine valving and porting |
US4068629A (en) * | 1975-04-25 | 1978-01-17 | Bernard Hooper | Stepped piston two stroke engines |
US4178886A (en) * | 1976-02-18 | 1979-12-18 | Kawasaki Jukogyo Kabushiki Kaisha | Two stroke engines |
US4191141A (en) * | 1977-03-17 | 1980-03-04 | Walter Franke | Two-stroke engine with auxiliary fluid means |
US4143626A (en) * | 1977-10-04 | 1979-03-13 | Performance Industries, Inc. | Injector porting for two cycle internal combustion engine |
US4258670A (en) * | 1977-10-21 | 1981-03-31 | Georges Thery | Method for feeding a combustion chamber of a two-stroke engine of the controlled ignition type and engine applying said method |
US4194470A (en) * | 1978-03-13 | 1980-03-25 | Magner Richard W | Two-cycle internal combustion engine having boost port |
US4318373A (en) * | 1978-03-14 | 1982-03-09 | Soubis Jean P | Two-stroke motors producing better combustion and permitting a reduction of pollution |
US4180042A (en) * | 1978-05-08 | 1979-12-25 | Lloyd David J | Fuel-air mixture regulator for internal combustion engines |
US4248185A (en) * | 1978-07-19 | 1981-02-03 | Eric Jaulmes | Two-cycle engine with pure air scavenging |
US4294202A (en) * | 1978-09-12 | 1981-10-13 | Performance Industries, Inc. | Fuel porting for two cycle internal combustion engine |
US4257365A (en) * | 1978-10-06 | 1981-03-24 | Toyota Jidosha Kogyo Kabushiki Kaisha | Two-stroke cycle diesel engine |
US4235206A (en) * | 1978-12-14 | 1980-11-25 | Performance Industries, Inc. | Two cycle internal combustion engine |
US5253614A (en) * | 1979-06-27 | 1993-10-19 | Yamaha Hatsudoki Kabushiki Kaisha | Intake system for engine |
USRE30425E (en) * | 1979-09-24 | 1980-11-04 | Performance Industries, Inc. | Engine valve means and porting |
DE3101831A1 (en) * | 1980-02-11 | 1981-12-24 | Brunswick Corp., 60076 Skokie, Ill. | TWO-STROKE INTERNAL COMBUSTION ENGINE WITH FUEL INJECTION |
US4388895A (en) * | 1980-03-24 | 1983-06-21 | Performance Industries, Inc. | Fuel porting for two cycle internal combustion engine |
US4488519A (en) * | 1981-05-15 | 1984-12-18 | Yamaha Hatsudoki Kabushiki Kaishi | Intake system for four-cycle engines |
US4592311A (en) * | 1983-09-26 | 1986-06-03 | Yamaha Hatsudoki Kabushiki Kaisha | Intake system for two-cycle multi-cylinder engines |
US4625688A (en) * | 1984-06-05 | 1986-12-02 | Sanshin Kogyo Kabushiki Kaisha | Fuel supplying system for internal combustion engine |
US4696263A (en) * | 1985-07-12 | 1987-09-29 | Performance Industries, Inc. | Reed valves for internal combustion engines |
FR2585078A1 (en) * | 1985-07-19 | 1987-01-23 | Orbital Eng Pty | IMPROVEMENTS RELATING TO DIRECT INJECTION ENGINES |
WO1987000575A1 (en) * | 1985-07-19 | 1987-01-29 | Orbital Engine Company Proprietary Limited | Direct injection of a two-stroke engine |
GB2188368A (en) * | 1985-07-19 | 1987-09-30 | Orbital Eng Pty | Direct injection of a two-stroke engine |
US4790270A (en) * | 1985-07-19 | 1988-12-13 | Orbital Engine Company Proprietary Limited | Direct fuel injected engines |
GB2188368B (en) * | 1985-07-19 | 1989-04-26 | Orbital Eng Pty | Direct injection of a two-stroke engine |
US4682571A (en) * | 1985-12-17 | 1987-07-28 | Tecumseh Products Company | Exhaust gas recirculation system for crankcase scavenged two cycle engine |
WO1987007325A1 (en) * | 1986-05-29 | 1987-12-03 | Pao Chi Pien | A two-cycle internal combustion engine |
WO1991002144A1 (en) * | 1989-08-10 | 1991-02-21 | Knitted Sleeve (Overseas) Ltd. | Improved two stoke cycle spark ignition internal combustion engine |
DE4118254A1 (en) * | 1991-06-04 | 1991-10-31 | Kurt Jurack | High-power reverse-flow-scavenged two-stroke engine - features supercharging by continued admission of air through diaphragm control to scavenging port before fuel injection |
US5586523A (en) * | 1993-03-31 | 1996-12-24 | Mitsubishi Jukogyo Kabushiki Kaisha | Crankcase compression type two-cycle engine |
EP0773356A2 (en) * | 1995-09-18 | 1997-05-14 | Yamaha Hatsudoki Kabushiki Kaisha | A two-stroke cycle internal combustion engine and a method of charging same |
EP0773356A3 (en) * | 1995-09-18 | 1997-12-29 | Yamaha Hatsudoki Kabushiki Kaisha | A two-stroke cycle internal combustion engine and a method of charging same |
US5740767A (en) * | 1996-02-13 | 1998-04-21 | Yamaha Hatsudoki Kabushiki Kaisha | Scavenge control for engine |
US6450135B1 (en) * | 1999-02-19 | 2002-09-17 | Kioritz Corporation | Two-stroke internal combustion engine |
EP1176296A4 (en) * | 1999-04-23 | 2008-06-25 | Husqvarna Zenoah Co Ltd | Stratified scavenging two-stroke cycle engine |
EP1176296A1 (en) * | 1999-04-23 | 2002-01-30 | Komatsu Zenoah Co. | Stratified scavenging two-stroke cycle engine |
US20030209214A1 (en) * | 2002-05-08 | 2003-11-13 | Heiko Rosskamp | Two-stroke engine and method for operating the same |
US6851402B2 (en) * | 2002-05-08 | 2005-02-08 | Andreas Stihl Ag & Co. Kg | Two-stroke engine and method for operating the same |
US20100037874A1 (en) * | 2008-08-12 | 2010-02-18 | YAT Electrical Appliance Company, LTD | Two-stroke engine emission control |
US20170241304A1 (en) * | 2014-05-28 | 2017-08-24 | Volvo Truck Corporation | A valve arrangement |
US10233794B2 (en) * | 2014-05-28 | 2019-03-19 | Volvo Truck Corporation | Valve arrangement |
WO2016128861A1 (en) * | 2015-02-11 | 2016-08-18 | Betamotor S.P.A. | Injection system for two-stroke engines |
US10443556B2 (en) | 2015-02-11 | 2019-10-15 | Betamotor S.P.A. | Injection system for two-stroke engines |
IT201700115306A1 (en) * | 2017-10-12 | 2019-04-12 | Vins S R L | THREE STROKE INTERNAL COMBUSTION THERMAL ENGINE WITH FUEL INJECTION |
WO2019073448A1 (en) * | 2017-10-12 | 2019-04-18 | Vins S.R.L. | Two-stroke internal combustion heat engine |
Also Published As
Publication number | Publication date |
---|---|
DE2034956A1 (en) | 1971-02-25 |
NL7010402A (en) | 1970-10-26 |
DE2034956B2 (en) | 1973-04-12 |
FR2055146A5 (en) | 1971-05-07 |
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