2-Stroke internal combustion engine and an ignition-combustion method of an internal combustion engine

Claim 2

An ignition-combustion method of an internal combustion engine comprising a combustion chamber, a fuel injector arranged in the combustion chamber, an air-inlet port for feeding fresh air into the combustion chamber, and an exhaust gas-outlet port for discharging exhaust gas from the combustion chamber, said method comprising the steps of: discharging the exhaust gas from the combustion chamber via the exhaust gas-outlet port while retaining a large amount of residual gas, containing unburned components, incompletely burned components and oxygen therein, in the combustion chamber; gently feeding the fresh air into the combustion chamber from the air-inlet port while suppressing disturbance of the residual gas for continuing the oxidizing reaction of the unburned components and the incompletely burned components; injecting fuel into the combustion chamber from the fuel injector to form a combustible mixture consisting of fuel and fresh air; and compressing the residual gas and said combustible mixture in the combustion chamber to accelerate the oxidizing reaction and bring about self-ignition of the residual gas, which self-ignited residual gas in turn ignites said combustible mixture.

Claim 3

An ignition-combustion method according to claim 1, wherein the exhaust gas is gently discharged from the combustion chamber via the exhaust-gas outlet port for suppressing disturbance of the residual gas in the combustion chamber.

Claim 4

An ignition-combustion method according to claim 1, wherein said engine has an effective compression ratio which is smaller than 12:1, and the injecting operation of said fuel injector is started before a crank angle of about 50 degrees before the top dead center.

Claim 5

An ignition-combustion method of a 2-stroke engine comprising a combustion chamber, a fuel injector arranged in the combustion chamber, a scavenge port which is open to the combustion chamber, an exhaust port which is open to the combustion chamber, a crankcase having an interior chamber therein, and a transfer passage interconnecting the scavenge port to the interior chamber of the crankcase, said method comprising the steps of: feeding fresh air into the interior chamber of the crankcase; compressing the fresh air in the interior chamber of the crankcase and discharging the exhaust gas from the combustion chamber via the exhaust port while retaining a large amount of residual gas, containing unburned components, incompletely burned components and oxygen therein, in the combustion chamber; leading the fresh air in the interior chamber of the crankcase into the transfer passage; restricting the velocity of the flow of fresh air flowing within the transfer passage when the engine is operating under a partial load; gently feeding the fresh air into the combustion chamber from the scavenge port while suppressing disturbance of the residual gas for continuing the oxidizing reaction of the unburned components and the incompletely burned components; injecting fuel into the combustion chamber from the fuel injector to form a combustible mixture consisting of fuel and fresh air; and compressing the residual gas and said combustible mixture in the combustion chamber to accelerate the oxidizing reaction and bring about self-ignition of the residual gas, which self-ignited residual gas in turn ignites said combustible mixture.

Claim 6

An ignition-combustion method of a 2-stroke engine comprising a combustion chamber, a fuel injector arranged in the combustion chamber, a scavenge port which is open to the combustion chamber, an exhaust port which is open to the combustion chamber, a crankcase having an interior chamber therein, and a transfer passage interconnecting the scavenge port to the interior chamber of the crankcase, said method comprising the steps of: feeding fresh air into the interior chamber of the crankcase; compressing the fresh air in the interior chamber of the crankcase and discharging the exhaust gas from the combustion chamber via the exhaust port while retaining a large amount of residual gas, containing unburned components, incompletely burned components and oxygen therein, in the combustion chamber; leading the fresh air in the interior chamber of the crankcase into the transfer passage; restricting the velocity of the flow of fresh air flowing within the transfer passage when the engine is operating under a partial load; gently feeding the fresh air into the combustion chamber from the scavenge port while suppressing disturbance of the residual gas for continuing the oxidizing reaction of the unburned components and the incompletely burned components; injecting fuel into the combustion chamber from the fuel injector to form a combustible mixture consisting of fuel and fresh air; and compressing the residual gas and said combustible mixture in the combustion chamber to accelerate the oxidizing reaction and bring about self-ignition of the residual gas, which self-ignited residual gas in turn ignites said combustible mixture.

Claim 7

An ignition-combustion method according to claim 4, wherein the flow rate of the exhaust gas discharged from the combustion chamber via the exhaust port is restricted in order to suppress disturbance of the residual gas in the combustion chamber.

Claim 8

An ignition-combustion method according to claim 4, wherein the fresh air in the interior chamber of the crankcase is led into the transfer passage at the bottom of the interior chamber.

Claim 9

An ignition-combustion method according to claim 6, wherein the fresh air flows in the transfer passage for a first distance at a first speed and then flows in the transfer passage for a second distance, which is shorter than said first distance, at a second speed which is lower than said first speed.

Claim 10

An ignition-combustion method according to claim 4, wherein said engine has an effective compression ratio which is smaller than 12:1, and the injecting operation of said fuel injector is started before a crank angle of about 50 degrees before the top dead center.

Claim 11

An ignition-combustion method according to claim 8, wherein the injecting operation of said fuel injector is started after the scavenge port opens.

Claim 12

A 2-stroke internal combustion engine comprising: a crankcase having an interior chamber therein; a cylinder block mounted on said crankcase and having a cylinder bore therein; a piston reciprocally movable in said cylinder bore, said piston and said cylinder bore defining a combustion chamber; a fuel injector arranged in said combustion chamber for injecting fuel into the combustion chamber; a transfer passage having a scavenge port at one end and an air-inlet opening at the other end, said scavenge port and said air-inlet opening being open to said combustion chamber and the interior chamber of said crankcase, respectively, so as to feed the fresh air in said interior chamber into said combustion chamber; an exhaust passage having an exhaust port which is open to the combustion chamber so as to discharge exhaust gas from said combustion chamber; and restricting means arranged in said transfer passage for restricting the velocity of the flow of the fresh air flowing within said transfer passage when the engine is operating under a partial load.

Claim 13

A 2-stroke internal combustion engine comprising: a crankcase having an interior chamber therein; a cylinder block mounted on said crankcase and having a cylinder bore therein; a piston reciprocally movable in said cylinder bore, said piston and said cylinder bore defining a combustion chamber; a fuel injector arranged in said combustion chamber for injecting fuel into the combustion chamber; a transfer passage having a scavenge port at one end and an air-inlet opening at the other end, said scavenge port and said air-inlet opening being open to said combustion chamber and the interior chamber of said crankcase, respectively, so as to feed the fresh air in said interior chamber into said combustion chamber; an exhaust passage having an exhaust port which is open to the combustion chamber so as to discharge exhaust gas from said combustion chamber; and restricting means arranged in said transfer passage for restricting the velocity of the flow of the fresh air flowing within said transfer passage when the engine is operating under a partial load.

Claim 14

A 2-stroke internal combustion engine according to claim 10, wherein said engine further comprises another restricting means for restricting the flow rate of the exhaust gas discharged from the combustion chamber when the engine is operating under a partial load.

Claim 15

A 2-stroke internal combustion engine according to claim 11, wherein said another restricting means comprises an exhaust control valve arranged in said exhaust passage.

Claim 16

A 2-stroke internal combustion engine according to claim 10, wherein said restricting means comprises a scavenge control valve arranged in said transfer passage so as to control the flow area of said transfer passage.

Claim 17

A 2-stroke internal combustion engine according to claim 13, wherein said scavenge control valve comprises an annular plate having an opening which can be aligned with said transfer passage.

Claim 18

A 2-stroke internal combustion engine according to claim 14, wherein the area of the opening of said annular plate is increased in accordance with an increase in the level of the load of the engine.

Claim 19

A 2-stroke internal combustion engine according to claim 10, wherein said transfer passage comprises a main passage interconnecting said scavenge port to said air-inlet opening and an auxiliary passage branched off from said main passage and connected to the interior chamber of said crankcase, said restricting means comprising a scavenge control valve for selectively feeding fresh air into said combustion chamber from said air-inlet opening or said auxiliary transfer passage.

Claim 20

A 2-stroke internal combustion engine according to claim 16, wherein said auxiliary passage has a length longer than that of said main passage and has a cross-sectional area smaller than that of said main passage.

Claim 21

A 2-stroke internal combustion engine according to claim 17, wherein said auxiliary passage is connected to the bottom of the interior chamber of said crankcase.

Claim 22

A 2-stroke internal combustion engine according to claim 16, wherein said scavenge control valve is arranged in the air-inlet opening of said main passage.

Claim 23

A 2-stroke internal combustion engine according to claim 19, wherein said scavenge control valve comprises a ring-shaped member having an opening which can be aligned with the air-inlet opening of said main passage.

Claim 24

A 2-stroke internal combustion engine according to claim 20, wherein the air-inlet opening of said main passage is closed by said ring-shaped member when the engine is operating under a partial load.

Claim 25

A 2-stroke internal combustion engine according to claim 16, wherein said engine further comprises another transfer passage which is shut off by said scavenge control valve when the engine is operating under a partial load in order to stop the feeding of fresh air into said combustion chamber from said other transfer passage.

Claim 26

A 2-stroke internal combustion engine according to claim 16, wherein a check valve is arranged in said auxiliary passage so as to allow only the inflow of fresh air into said combustion chamber.

Claim 27

A 2-stroke internal combustion engine according to claim 10, wherein said piston has an approximately flat top face.

Claim 28

A 2-stroke internal combustion engine according to claim 10, wherein said engine has an effective compression ratio which is smaller than 12:1, and the injecting operation of said fuel injector is started before a crank angle of about 50 degrees before the top dead center.

Claim 29

A 2-stroke internal combustion engine according to claim 25, wherein the injecting operation of said fuel injector is started after said scavenge port opens.