Stratified scavenging two-cycle engine

Abstract

A laminar-scavenging two-cycle engine which has a high laminar-scavenging effect, includes a scavenging passage having a crankcase side portion extending along a crankcase, and a cylinder side portion extending along a cylinder and having a length larger than the sum of the diameter and stroke of the cylinder. An ambient air introducing passage for introducing leading air into the scavenging passage is connected to an intermediate portion of the scavenging passage. A notch for opening a scavenging port to the side of the crankcase when a piston is near the top dead center is formed in the piston.

Claims

1. A stratified scavenging two-cycle engine comprising: an intake channel that introduces mixture gas into a crank chamber; a scavenging channel that extends between an opening that opens into the crank chamber and a scavenging port that opens into a combustion chamber; an external air introduction path for introducing lead air into the scavenging channel, the external air introduction path being connected to an intermediate site of the scavenging channel between the opening and the scavenging port; and a cutout or a hole formed in a piston that opens the scavenging port on a crank chamber side when the piston is close to a top dead center; wherein during a downward stroke of the piston, the mixture gas located in the crank chamber flows from the scavenging port into a cylinder via the opening and the scavenging channel, wherein during an upward stroke of the piston when the piston is close to the top dead center, the mixture gas located in a scavenging port side from the intermediate site of the scavenging channel is pushed out by the lead air introduced via the external air introduction path and caused to flow into the crank chamber via the scavenging port, wherein the intake channel and the external air introduction path are located on a same side with respect to an axis of the cylinder, wherein the external air introduction path is located below the intake channel, wherein the scavenging channel has a cylinder side portion extending along the cylinder and connected to the scavenging port, a crank chamber side portion extending along the crank chamber and connected to the opening, and a linking portion linking the cylinder side portion and the crank chamber side portion, wherein the cylinder side portion has only two apertures arranged at both ends of the cylinder side portion, respectively, one of the apertures being connected to the scavenging port and the other of the apertures being connected to the linking portion, wherein the crank chamber portion has only two apertures arranged at both ends of the crank chamber portion, respectively, one of the apertures being connected to the opening and the other of the apertures being connected to the linking portion, wherein the linking portion is connected to only the cylinder side portion, the crank chamber side portion, and the external air introduction path, and wherein the cylinder side portion is arranged at a position shifted in a circumferential direction of the cylinder from the intake channel and the external air introduction path.

2. The stratified scavenging two-cycle engine according to claim 1, wherein the external air introduction path is connected to a position, within a portion of the scavenging channel extending along the cylinder, that is closest to the opening of the scavenging channel that opens into the crank chamber.

3. The stratified scavenging two-cycle engine according to claim 2, wherein the opening of the scavenging channel that opens into the crank chamber is opened in a position closest to a trajectory of an outer peripheral surface of a crank weight, and wherein the crank weight serves as a resistance when the lead air flows into a portion of the scavenging channel extending along the crank chamber side.

4. The stratified scavenging two-cycle engine according to claim 1, further comprising a check valve that inhibits flow of the mixture gas from the scavenging channel through the external air introduction path to outside.

5. A stratified scavenging two-cycle engine comprising: an intake channel that introduces mixture gas into a crank chamber; a scavenging channel that extends between an opening that opens into the crank chamber and a scavenging port that opens into a combustion chamber; an external air introduction path for introducing lead air into the scavenging channel, the external air introduction path being connected to an intermediate site of the scavenging channel between the opening and the scavenging port; a check valve that inhibits flow of the mixture gas from the scavenging channel through the external air introduction path to outside; and a cutout or a hole formed in a piston that opens the scavenging port on a crank chamber side when the piston is close to a top dead center; wherein during a downward stroke of the piston, the check valve is closed, and the mixture gas located in the crank chamber flows from the scavenging port into a cylinder via the opening and the scavenging channel, wherein during an upward stroke of the piston, the check valve is opened by a pressure difference between the intermediate site of the scavenging channel and the external air introduction path, and when the piston is close to the top dead center, the mixture gas located in a scavenging port side from the intermediate site of the scavenging channel is pushed out by the lead air introduced via the external air introduction path and caused to flow into the crank chamber via the scavenging port, wherein the intake channel and the external air introduction path are located on a same side with respect to an axis of the cylinder, wherein the external air introduction path is located below the intake channel, wherein the scavenging channel has a cylinder side portion extending along the cylinder and connected to the scavenging port, a crank chamber side portion extending along the crank chamber and connected to the opening, and a linking portion linking the cylinder side portion and the crank chamber side portion, wherein the cylinder side portion has only two apertures arranged at both ends of the cylinder side portion, respectively, one of the apertures being connected to the scavenging port and the other of the apertures being connected to the linking portion, wherein the crank chamber portion has only two apertures arranged at both ends of the crank chamber portion, respectively, one of the apertures being connected to the opening and the other of the apertures being connected to the linking portion, wherein the linking portion is connected to only the cylinder side portion, the crank chamber side portion, and the external air introduction path, and wherein the cylinder side portion is arranged at a position shifted in a circumferential direction of the cylinder from the intake channel and the external air introduction path.

6. The stratified scavenging two-cycle engine according to claim 1, wherein the crank chamber side portion is arranged on a side opposed to the intake channel and the external air introduction path across the axis of the cylinder.

7. The stratified scavenging two-cycle engine according to claim 6, wherein the linking portion extends in a direction along a plane that crosses the axis of the cylinder.

8. The stratified scavenging two-cycle engine according to claim 7, wherein the external air introduction path is connected to the scavenging channel at a position that overlaps a connecting portion between the cylinder side portion and the linking portion along the plane that crosses the axis of the cylinder.

Description

BEST MODE FOR CARRYING OUT THE INVENTION

(1) The best mode for carrying out the present invention will be described below with reference to the appended drawings. FIG. 1 is a cross-sectional view of a stratified scavenging two-cycle engine 1 of the first embodiment of the present invention. In the figure, the reference numeral 2 stands for an intake channel, 3—an exhaust channel, 4—a scavenging channel, 5—a suction port, 6—an exhaust port, 7—a scavenging port. Further, the reference numeral 8 stands for a piston, 9—a crank chamber, 10—a cylinder, 17—a carburetor, 18—an insulator, 19—a throttle valve, and 20—an air valve.

(2) In a typical two-cycle engine, a starting point of the scavenging channel (an opening on the crank chamber side) is open in the upper portion of the crank chamber, but in the present embodiment, the starting point (opening 13 on the crank chamber side) of the scavenging channel is open in a bottom portion 9a of the crank chamber 9. The scavenging channel 4 of the present embodiment is mainly composed of a portion (portion 4a on the crank chamber side) extending along the crank chamber 9 from the opening 13 on the crank chamber side to the position above the crank chamber 9, a portion (portion 4b on the cylinder side) extending along the cylinder 10 from the position above the crank chamber 9 to the scavenging port 7, and a portion (linking portion 4c) linking the portion 4a on the crank chamber side and the portion 4b on the cylinder side, and this scavenging channel is longer (longer that the sum of cylinder diameter and stroke) than the scavenging channel of a typical two-cycle engine (only a portion extending from a position above the crank chamber to the scavenging port).

(3) Further, in the present embodiment, an external air introduction path 11 is connected to an intermediate site (position closer to the opening 13 on the crank chamber side than the scavenging port 7) of the scavenging channel 4. A lead valve 12 is mounted on the external air introduction path 11, and the external air purified by an air cleaner (not shown in the figure) pushes and opens the lead valve 12, flows down the external air introduction path 11, and flows into the scavenging channel 4.

(4) The operation of the stratified scavenging two-cycle engine 1 of the first embodiment will be described below. As shown in FIG. 1, when the piston 8 rises from the bottom dead center to the top dead center, the pressure inside the crank chamber 9 becomes negative, and the air-fuel mixture (new air) flows from a carburetor (not shown in the figure) via the intake channel 2 into the crank chamber 9 due to the difference in pressure.

(5) In this case, because the scavenging channel 4 communicates with the crank chamber 9 via the opening 13 on the crank chamber side, the pressure in the space inside the scavenging channel 4 also becomes negative, as in the crank chamber 9, and the external air (lead air) purified by the air cleaner (not shown in the figure) pushes and opens the lead valve 12, flows down the external air introduction path 11, and flows into the scavenging channel 4, due to this difference in pressure.

(6) Because the external air introduction path 11 is connected to an intermediate site (position closer to the opening 13 on the crank chamber side than the scavenging port 7) of the scavenging channel 4, as described hereinabove, the lead air can be caused to reach the opening 13 on the crank chamber side of the scavenging channel 4 in a manner easier than that in the case in which the lead air is introduced from a site close to the scavenging port 7.

(7) In the state shown in FIG. 1, because the scavenging port 7 is closed by the piston 8, although the lead air is caused to flow into the scavenging channel 4, the air-fuel mixture remaining in a region (portion 4b on the cylinder side) from a connected portion 11a of the external air introduction path 11 to the scavenging port 7 cannot be purged and this region cannot be filled with pure lead air. However, in the present invention, because a cutout 8a that opens the scavenging port 7 on the side of the crank chamber 9 when the piston 8 is close to the top dead center is formed at the lower edge of the piston 8, as shown in FIG. 2, the air-fuel mixture remaining in the portion 4b on the cylinder side of the scavenging channel 4 is pushed out by the lead air and caused to flow to the side of the crank chamber 9 within the interval from the moment the cutout 8a starts to open the scavenging port 7 to the complete opening of the port, and the inside of the portion 4b on the cylinder side is filled with the lead air.

(8) Thus, in the stratified scavenging two-cycle engine 1 of the present embodiment, although the scavenging channel 4 is formed longer than that of the typical configuration, the entire region of the scavenging channel 4 (from the opening 13 on the crank chamber side to the scavenging port 7) can be filled with the lead air. Therefore, in the exhaust-scavenging stroke in which the piston 8 moves down toward the bottom dead center, a sufficient amount of lead air can be supplied into the cylinder 10, the scavenging stratification effect can be further improved, and excellent effect in terms of combustion stabilization and blow-bye prevention can be expected.

(9) In the present embodiment, the configuration is such that, as shown in FIG. 3 (cross-sectional view of the crank case 14 along the X-X line shown in FIG. 2), the opening 13 on the crank chamber side of the scavenging channel 4 that is formed in the bottom portion 9a of the crank chamber 9 is opened in a position that is closest to the trajectory of an outer peripheral surface 15a of a crank weight 15 rotating about a crank shaft 16, and when the crank weight 15 is located within a range of approximately 90° about the state shown in FIG. 2 as a center (when the piston 8 is positioned above the intermediate point of the stroke), the outer peripheral surface 15a crosses the space close to the opening 13 on the crank chamber side. Therefore, the crank weight 15 serves as a resistance when the lead air flows into the portion 4a on the crank chamber side of the scavenging channel 4, and the introduction of the lead air into the portion 4b on the cylinder side of the scavenging channel 4 can be performed smoothly within the interval from the moment the cutout 8a of the piston 8 starts to open the scavenging port 7 to the complete opening of the port.

(10) Explaining this matter in greater details, the effective configuration is such that when the pressure inside the crank shaft 9 becomes negative as the piston 8 rises from the bottom dead center to the top dead center, the lead air flows into the scavenging channel 4, but because in the scavenging channel 4, the lead air first starts to flow into the portion 4a on the crank chamber side and the linking portion 4c and finally the lead air flows into the portion 4b on the cylinder side (within the interval from the moment the cutout 8a of the piston 8 starts to open the scavenging port 7 on the side of the crank chamber 9 to the complete opening of the port, as the piston 8 approaches the top dead center), after the scavenging port 7 started to open on the side of the crank shaft 9, the amount of the lead air flowing into the portion 4b on the cylinder side becomes larger than the amount of lead air flowing into the portion 4a on the crank chamber side and the linking portion 4c.

(11) In the present embodiment, the configuration is such that the outer peripheral surface 15a of the crank weight 15 crosses the space close to the opening 13 on the crank chamber side at least “within the interval from the moment the cutout 8a of the piston 8 starts to open the scavenging port 7 on the side of the crank chamber 9 to the complete opening of the port”. Therefore, the crank weight 15 serves as a resistance when the lead air flows into the portion 4a on the crank chamber side of the scavenging channel 4. As a result, the amount of the lead air introduced into the portion 4b on the cylinder side increases and the introduction of the lead air into the portion 4b on the cylinder side can be performed smoothly.

BRIEF DESCRIPTION OF THE DRAWINGS

(12) FIG. 1 is a cross-sectional view of the stratified scavenging two-cycle engine 1 of the first embodiment of the present invention.

(13) FIG. 2 is a cross-sectional view (state in which the piston 8 is in the top dead center) of the stratified scavenging two-cycle engine 1 of the first embodiment of the present invention.

(14) FIG. 3 is a cross-sectional view of the crank case 14 along the X-X line shown in FIG. 2.

(15) 1: engine

(16) 2: intake channel

(17) 3: exhaust channel

(18) 4: scavenging channel

(19) 4a: portion on the crank chamber side

(20) 4b: portion on the cylinder side

(21) 4c: linking portion

(22) 5: suction port

(23) 6: exhaust port

(24) 7: scavenging port

(25) 8: piston

(26) 9: crank chamber

(27) 9a: bottom portion

(28) 10: cylinder

(29) 11: external air introduction path

(30) 11a: connected portion

(31) 12: lead valve

(32) 13: opening on the crank chamber side

(33) 14: crank case

(34) 15: crank weight

(35) 15a: outer peripheral surface

(36) 16: crank shaft

(37) 17: carburetor

(38) 18: insulator

(39) 19: throttle valve

(40) 20: air valve