EXHAUST TIMING CONTROL APPARATUS

Abstract: Apparatus for controlling the timing of exhaust operation in a two-cycle engine includes a pivotally mounted valve body (9) positioned in a recess (7) in the upper surface of an exhaust passage (5). The valve body includes a shaft bearing portion (10) above the pivot axis, of substantial strength. A plate (11) extending from that bearing portion is reduced in thickness with a upwardly extending ridge (12) at the outer end thereof to define a control surface (13) and sealing mechanism for the plate. The cooperation between the exhaust port and the end of the valve body may be arranged for maximum sealing and maximum wall thickness of the surrounding port.

Description: This invention relates to timing control apparatus for an exhaust port of a two-cycle engine. Two-cycle engines typically employ the upper edge of a piston as the means for timing the opening and closing of an exhaust port. In such an engine, the exhaust passage may be tuned such that a reflected wave of pressure initiated by the opening of the exhaust port can force unburned air fuel mixture, trailing the exhaust gases through the exhaust passage, back into the cylinder just prior to closure of the exhaust port. This tuning of the exhaust is specifically effective over a limited range of engine speeds. Often power can drop off remarkably when the engine speed does not fall within the tuned range. To broaden the effective power range for two-cycle engines, exhaust timing control devices have been employed which provide an apparent upper timing edge to the exhaust port that may be moved upwardly or downwardly depending on engine speed. In this way, power can be realized across a broader range of engine speeds. As the timing for both the opening and closing of the exhaust port is changed through movement of a valve mechanism, the timing can better employ a pressure wave in the exhaust passage. The speed at which two-cycle engines operate and the harsh environment of the exhaust of such engines have resulted in substantial design problems in devising such exhaust timing control devices. The devices must respond quickly to changes in engine speed, they must be capable of withstanding a wide temperature range from cold engine starts to continuous high power operating conditions, and they must continue to operate in an environment having a tendency to accumulate deposits of carbon in areas not subjected to direct high temperature exhaust flow. The foregoing environment requires mechanisms which will not quickly erode under the impingement of high temperature exhaust flow and yet be suffi­ ciently light to respond quickly to changing engine speeds. The harsh environment also requires high heat transfer at thin walled sections, avoidance of direct impingement of exhaust flow on such sections, and the avoidance where possible of the use of thin walled sections themselves. In addition, the harsh environment encountered by such timing control devices is enhanced by sealing mechanisms which prevent exhaust flow from depositing carbon in areas where the relative movement of parts would be inhibited by carbon buid-up. One prior device employed for exhaust timing control is disclosed in Japanese Utility Model Publication No. 36047/1972. In this device, the thin components which are employed can be adversely affected when exposed to high temperature exhaust gas. A problem with increasing the size, and corres­ pondingly the weight, of such components to overcome the thermal loads is that the components become too heavy to respond properly to rapid change in engine speed without correspondingly larger components being employed for driving the mechanism. This can in turn reduce the effectiveness of the exhaust passage as well. In systems where more substantial components may be used, to avoid such problems with heat, by being located in recesses of the exhaust passage for example, problems can then develop in the creation of thin wall sections in the cylinder, principally around the exhaust port where such recesses approach the cylinder wall. Where thin walled areas exist, heat is less able to be conducted away to cooling devices on the engine. Such systems employing recesses and the like can also have areas where carbon build-up is detrimental to the operation of the system. However, sealing of such areas is difficult because of the high temperature environment and because of the need for clearance to accommodate thermal expansion and contraction of the components. Thus, substantial design considerations are required in the construction of such exhaust timing control devices. According to the present invention there is provided, in a two-cycle engine cylinder having an exhaust port and passage extending from the side wall of the cylinder, an exhaust timing control apparatus comprising a valve body pivotally mounted about a pivot axis in the exhaust passage and extending to a control surface at the exhaust port to define an apparent upper timing edge of the exhaust port, said valve body having a shaft bearing portion about said pivot axis, a plate extending toward the exhaust port from said shaft bearing portion, and a ridge upwardy extending from said plate at one end thereof adjacent said control surface. The valve body may thus include a plate having a substantial portion of reduced thickness in addition to an upwardly extending ridge portion adjacent the contro1 surface. This structure accommodates thermal stress and is light in weight to reduce inertial loads. The valve body may further be configured such that the edge portions of the exhaust port in the cylinder block may experience sufficient heat transfer capability through increased wall thickness to accommodate the high temperature exhaust flow therethrough. To this end, the valve body may be tapered to provide clearance for additional wall thickness of the cylinder block at the exhaust port. The valve body may also be configured to aid in sealing the components, particularly approach­ ing the corners of the exhaust port, by means of a downwardly curving valve body. The exhaust port and the valve body may be arranged with overlapping sections to create a simple labyrinth seal, thereby to avoid the injurious flow of exhaust gases to areas between the valve body and the most adjacent wall portions of the cylinder block. Some embodiments of the invention will now be described by way of example and with reference to the accompanying drawings, in which:- Figure 1 is a cross-sectional elevation of a two-cycle engine employing the present invention; Figure 2 is a cross-sectional plan view taken along line II-II of Figure 1; Figure 3 is an oblique view of a valve body of the embodiment of Figures 1 and 2; Figure 4 is an oblique view of the valve body of a second embodiment; Figure 5 is a cross-sectional elevation of a two-cycle engine employing another embodiment of the invention; Figure 6 is a cross-sectional plan view of the device of Figure 5 taken alon line VI-VI of Figure 5; Figure 7 is an oblique view of the valve body of the embodiment of Figures 5 and 6; Figure 8 is an obique view of the valve body of a further embodiment; Figure 9 is a cross-sectional elevation of a two-cycle engine employing another embodiment of the invention; Figure 10 is a cross-sectional plan view taken along line X-X of Figure 9; Figure 11 is an oblique view of the valve body of the mechanism of Figures 9 and 10; Figure 12 is a detailed view taken in the direction of arrow XII of Figure 9; Figure 13 is a cross-sectional elevation of yet another embodiment of the invention; Figure 14 is a detailed view of the device of Figure 13 taken along line XIV-XIV of Figure 13; Figure 15 is a cross-sectional elevation of a two cycle engine employing another embodiment of the present invention; Figure 16 is detailed cross sectional view taken along iine XVI-XVI of Figure 15; and Figure 17 is a cross-sectional view taken along line XVII-XVII of Figure 15. Turning in detail to the drawings, Figures 1 through 4 illustrate a first arrangement, with Figure 4 showing a modification of the valve body. A cylinder block 1 of a two-cycle internal combustion engine is illustrated as having a cylinder head 2, a piston 3 slidably fitted into the cylinder of the cylinder block 1, and scavenging paths and ports 4. Also arranged in the cylinder block are an exhaust passage 5 and exhaust port 5a. In the central portion of the exhaust passage 5, extending vertically, is a web or reinforcing rib 6. This rib extends to the cylinder at the exhaust port 5a, dividing the port into two openings. The rib 6 acts to strengthen the area of the cylinder block around the exhaust passage and also acts to prevent the piston rings 34 from extending outwardly in a radial direction sufficient to interfere with the upper and lower edges of the exhaust port 5a. A recess 7 is formed in an upper portion of the exhaust passage 5, adjacent the port 5a. In the recess 7, a shaft 8 is rotatably arranged in a plane perpendicular to the centerline of the cylinder. The shaft 8 has a rectangular cross section at the portion thereof traversing the exhaust passage to receive the valve body 9 which is divided, in this embodiment, into two elements with are mutually symmetrical and are disposed one on each side of the rib 6. The valve elements defining the valve body 9 may best be seen in Figure 3. The shaft 8 extends through a shaft bearing portion 10. A planar portion or plate 11 extends from the shaft bearing portion 10 toward the sidewall of the cylinder. At one end of the plate 11 is located an upwardly extending ridge 12. In this embodiment a first, distal, side of the upwardly extending ridge 12 is defined as a control surface 13 having a heigh h. The second or proximal side of the ridge 12 extends downwardly and away from the cylinder to meet with the plate portion 11. The control surface 13 is arranged to approximate a section of the cylinder wall in the area of the exhaust port. The recess 7 in the upper surface of the exhaust passage is aranged to follow the contour of the upper surface of the valve body 9. In cross-section, the recess comprises a trianguar section 7a to accommodate the upwardly extending ridge 12, a flat portion 7b to accommodate the plate portion 11 of the valve body 9, and another recessed portion 7c which is arcuate in cross section to receive the shaft bearing portion l0 of the valve body 9. The valve body elements are arranged to be actuated in a pivotal manner by a driving mechanism 20, through the shaft 8. The driving mechanism 20 includes a wire guide 21 attached to the shaft 8 which projects outwardly of the cylinder block 1. A motor (not shown) is connected to the wire guide 21 through a wire 22 which is controlled by a controller (not shown) for reversibly operating the motor in accordance with the rotational speed of the engine. The portion of the shaft 8 which projects from the cylinder 1, and the wire guide 21, are arranged within a casing 23 attached to the cylinder block 1. A casing cover 24 is affixed to the outer side of the wire casing 23 to define a chamber for the driving mechanism 20. A bushing 25, a retainer 26 and a seal member 27 are arranged to pivotally support and seal the shaft 8. Ring grooves 8a are formed in the shaft 8 outwardly of the square portion receiving the elements of the valve body 9. When the engine is rotated at low speed, the shaft 8 is rotated in the predetermined direction so as to cause the valve body 9 to swing downwardly to project into the exhaust passage 5. The contro1 surface 13 then extends into the upper portion of the valve port 5a as can be seen in solid lines in Figure 1. In effect, the upper edge of the port 5a is lowered by this rotation of the valve body, by a distance L. As a result, the exhaust port 5a, which is opened and closed by the recipro­ cation of the piston, is opened later and closed earier by the amount L by which the control surface 13 is lowered as described above. In this condition, with the engine rotating at low speed as aforesaid, the exhaust port 5a is controlled such that the reflected pressure wave in the exhaust passage returns to the exhaust port 5a immediatey before the exhaust port is closed and after the scavenging ports are closed or closing. This results in more efficient charging of the combustion chamber at low speed. When the engine reaches a high speed region the valve body 9 is caused to swing in the opposite direction, so as to be withdrawn into the recess 7 as shown by the phantom lines in Figure 1. Under this condition, the exhaust port 5a is opened early and closed later. This allows the reflected pressure wave to return to the exhaust port 5a immediately before the exhaust port is closed, again improving the charging efficiency of the cylinder. Consequently, the exhaust port is better timed to accommodate a wider range of engine speeds. The control of the valve body 9 by the mechanism 20 may be accom­ plished by a continuously variable control system or a step system having two or more steps responsive to engine speed. By the provision of the recess 7, the entire valve body may be withdrawn from the principal exhaust passage. This is advantageous as the maximum heat of exhaust gases is generally encountered at higher engine speeds. The control surface 13 defined by the ridge portion 12 allows substantial valve displacement into the passageway of the exhaust passage. Thus, a substantial degree of control can be achieved over the exhaust timing. At the same time, the plate portion 11 has a thinner wall. At low speeds, when the valve body extends into the exhaust passage, temperatures are lower; and when temperatures are higher, at higher operating speeds, the valve body is retracted so that the thin wall plate portion 11 is protected from excessive thermal stress. The reduced thickness of the plate portion 11 helps to reduce the weight of the overall valve body, requiring less force to rapidly change the position thereof. The increased size of the shaft bearing portion 10 is located where angular inertia is minimized. Consequently this increased size does not significantly contribute to increased loading on the actuation mechanisms. In addition, it provides a stronger mounting mechanism for the valve body 9. Looking now to Figure 4, another embodiment of the valve body is illustrated. In this embodiment, a plurality of holes 31 are formed in the planar portion 11 of the valve body 9. This arrangement allows flow from the recess portion of the mechanism. As the valve body 9 is actuated, the edge portion E act to dislodge and break up carbon deposits. These deposits may then pass through the holes 31 into the exhaust passage and then harmlessly from the engine. This discharge of the carbon avoids the build-up thereof in the recess 7, so that the valve body 9 can continue to be closed up into the recess portion. Referring next to the embodiment of Figures 5, 6 and 7 and the modified valved body of Figure 8, it should be noted that reference numbers in the Figures on all of the embodiments correspond to identical or equivaent elements, and repetitive description of such elements will be avoided. Attention is directed in this embodiment to the arrangement of the forward end of the valve body 9 in association with the exhaust port 5a and the sidewall of the cylinder. The control surface 13 of the valve body 9 is generally arranged such that it approximates to a segment of the inner wall of the cylinder in the exhaust port area. The control surface 13 is displaced from the sidewall by a gap x as seen in Figure 5. The upper surface of the valve body 9 and the surface of the recess 7 are arranged such that the recess conforms to the suface of the valve body with the valve body retracted in the recess. Thus, the shape of the upper portion of the valve body 9 impacts on the corresponding shape of the recess 7. This is of particuar interest at the portion immediately adjacent to the sidewall of the cylinder at the exhaust port 5a. Thus an upper edge is defined between the sidewall of the cylinder and the inner wall of the recess as it extends upwardly from the intake port 5a. This wall forms a relatively thin edge which can be susceptible to damage from high tempera­ ture exhaust loads. This edge portion 32 defines an included angle ϑ₁. This angle ϑ₁ is arranged in the embodiment of Figure 5 to be greater than the angle ϑ₂. The angle ϑ₂ is defined as lying between the sidewall surface of the cylinder and the continuation of the arc of movement of the upper edge of control surface 13 as it would be projected upwardly from the margin of the edge portion 32. This increased thickness accommodates more rapid heat transfer from the vulnerable edge forming the upper edge of the exhaust port 5a. This allows heat to be transferred through the water passages R from the engine. Corresponding to this contour of the recess 7, the elements of the valve body 9 accommodate the widened edge 32. To this end, the upwardly extending ridge 12 includes a chamfered ridge surface 14 which is contiguous with the control surface 13 and extends upwardly to the top of the ridge. A second surface then extends downwardly to the plate portion 11 of the valve body 9. The ridge surface 14 continues to cooperate with the control surface 13 to provide a full range of movement L while continuing to define an apparent upper surface of the valve port 5a across the full distance L. It has been found that the fit between the valve body 9 and the sidewa1l of the cylinder at the exhaust port 5a can be compromised to some extent with the chamfered ridge surface 14 without reducing the ability of th overall mechanism to provide an adjustable apparent upper port edge on the exhaust port 5a. With the holes 31 and associated edge portions E, the flow coming through the gap between the edge 32 and the ridge surface 14 is accommodated, and may act to draw carbon deposits through the holes 31 and harmlessly into the exhaust passage. A substantial variety of designs may be employed for the plate portion 11. Figures 7 and 8 illustrate two such possible configurations. In Figure 7, the holes 31 are shown to be circular in cross section with the tapered edge portions E for accommo­ dating and breaking up carbon deposits. In Figure 8, rectangular holes 31 are employed with tapered edge portions lla and ridges llb. Again accommodation of some flow and entrained carbon is achieved, as is the action of dislodging or breaking up carbon during actuation of the valve body 9. Looking next to the embodiment of Figures 9 through 12, attention is directed again to the area adjacent the exhaust port 5a. A naturally occurring relationship between the exhaust port 5a and the control surface 13 of the pivotally mounted valve body 9, when associated with a cylinder of circular cross section, is that the effective angular movement of the valve body 9 is magnified in relation to the distance from the pivotal axis of the valve body to the control surface 13. As can best be seen in Figure 10, the outer ends of the control surface 13 are displaced from the pivot axis of the valve body 9 a greater distance than the center portion thereof. As the valve body 9 is pivoted upwardly into the recess 7, the end portions of the control surface 13 move a greater distance than the center portion. The foregoing natural relationshop between such components can be troublesome. A larger recess capacity may be required at the outer edges thereof to accommodate the increased swing. This can adversely affect the edge portion 32 by narrowing that portion, with adverse consequences to heat transfer away from the exposed edge. The ends of the control surface are also more quickly retracted upwardly, which changes the relative timing on the exhaust port between the center position of the control surface 13 and the extremities thereof. To accommodate the foregoing, the control surface 13 is shown in this embodiment to be curved so that the opposite ends thereof are curved downwardly from the center position thereof. Preferably, the curvature of the distal end of the valve body 9 is such that the lower edge of the control surface 13 is roughly horizontal relative to the axis of the cylinder when the valve body 9 is at a middle position between its closed and opened positions, as shown in Figure 12. This arrangement balances the ascent of the opposite ends of the control surface 13 with the descent thereof at the extreme positions. With the valve body curved as described, the control surface 13 at its outer edges is lowered as compared with the center thereof. Thus, the outer ends do not extend as fully into the recess as with an uncurved valve body. Accordingly, the length of the projection 32 at the outer ends of the port 5a may be reduced in height. This reduces the length of the thermal path from the edge of the exhaust port 5a to an appropriate thermal sink. In addition, the edge portion 32 is structurally stronger. As noted in prior embodiments, yet another arrangement for the hole 31 is illustrated. In this instance, a sharp edge line 33 is shown between the holes as a means for dislodging carbon deposits between the surface of the recess 7 and the top surface of the plate portion 11 of the valve body 9. Looking next to the embodiment of Figures 13 and 14, attention is again directed to the cooper­ ation between the exhaust port 5a and the distal end of the valve body 9 at the control surface 13. In Figure 13, the full extent of travel of the valve body 9 is illustrated with the extended position illustrated in full and the fully retracted position illustrated in phantom. The arrangement thus contemplates a range in timing height of L. With the valve body 9 fully extended, it can be seen that there remains an overlap between the downwardly depending edge 32 of the cylinder wall and the upwardly extending ridge 12. This overlap of the valve body 9 and the depending wall 32 of the cylinder is arranged such that the overlap exists in a projection of a plane perpendicular to the axis of the cylinder which is substantially the direction of the exhaust flow from th engine. The passage between these components thus creates a labyrinth seal acting to reduce the flow of gases into the recess 7. As a natural consequence to flow being reduced, less heat is transferred into this area, less carbon forming material may also be introduced, and the effectiveness of the apparent valve timing is not reduced. Referring now to the embodiment of Figures 15, 16 and 17, a further feature is illustrated in the association between the exhaust port 5a and the valve body 9. Side recesses are defined within the recess 7 to accommodate a valve body 9 which is wider than the width of the exhaust port 5a. This relationship is possibly best illus­ trated in Figure 16 at the gap g. With the substantial swinging of the end portions of the valve body, the gap g in systems not incorporating side recesses is enlarged. This can result in the flow of exhaust gases resulting in delayed exhaust timing. With the side recesses and inwardly extending exhaust port margins, the gap g may be reduced, lessening the effect of the margins on timing. As shown in this embodiment, the ridge 12 is also shown to overlap at 19 across the top of the exhaust port 5a as well. The end surface of the ridge 12 facing the inside of the cylinder is serrated to form the control surface 13. This defines a fine gap between the valve body and the inner surface of the cylinder in the recess 7 when the valve body 9 is swung to the closed position. The overlap 19 providing the labyrinth seal may be selected so that it is approximately 1.5mm at the narrowest portion thereof. The selection of an appropriate overlap is dependent on the desired height of the depending edge of the exhaust port 5a. By employing the overlap 19 and by structuring the outer recesses so as to reduce the gap g, significant leakage uncontrolled by the lower timing edge of the con­ trolling surface 13 is reduced. Thus, improved exhaust timing control devices have been discosed. These devices act to minimize weight, reduce the effect of heat, and provide sealing for the reduction in carbon deposits. A more effective exhaust timing control apparatus may, therefore, be realized. It is to be clearly understood that there are no particular features of the foregoing specifi­ cation, or of any caims appended hereto, which are at present regarded as being essential to the performance of the present invention, and that any one or more of such features or combination thereof may therefore be included in, added to, omitted from or deleted from any such claims if and when amended during the prosecution of this application or of any divisional application based thereon.

Claims: 1. In a two-cycle engine cylinder having an exhaust port (5a) and passage (5) extending from the side wall of the cylinder, an exhaust timing control apparatus comprising a valve body (9) pivotally mounted about a pivot axis in the exhaust passage and extending to a control surface (13) at the exhaust port to define an apparent upper timing edge of the exhaust port, said valve body having a shaft bearing portion (l0) about said pivot axis, a plate (11) extending toward the exhaust port from said shaft bearing portion, and a ridge (12) upwardy extending from said plate at one end thereof adjacent said control surface. 2. Apparatus as claimed in claim 1, wherein said shaft bearing portion (10) extends upwardly from said plate (11). 3. Apparatus as claimed in claim 1 or 2, further comprising a recess (7) in the upper surface of the exhaust passage to receive said valve body. 4. Apparatus as claimed in claim 3, wherein said recess follows the contour of the upper surface of said valve body when said valve body is positioned in said recess. 5. Apparatus as claimed in claim 3 or 4, wherein said recess extends upwardly adjacent the exhaust port to receive said upwardly extending ridge. 6. Apparatus as claimed in claim 5, wherein the inner surface of said recess and the sidewall of the cylinder define an edge portion in the cylinder wall, said edge portion having an included angle which is greater than an angle formed between the side wall of the cylinder and a continuation of the arc of movement of the upper edge of said control surface upwardly from said edge portion. 7. Apparatus as claimed in claim 3 or 4, wherein said upwardly exending ridge of said valve body has a first surface contiguous with said control surface along a first edge thereof, said first surface extending upwardly and away from the cylinder sidewall at an angle to the control surface from said contiguous edge, said recess conforming to said control surface and to said first surface when said valve body is positioned in said recess. 8. Apparatus as claimed in claim 7, wherein said upwardly extending ridge includes a second surface extending downwardly and away from said first surface to said plate, said recess conforming to said second surface when said valve body is positioned in said recess. 9. Apparatus as claimed in any of claims 1 to 4, wherein said control surface approximates to a segment of the cylinder sidewall at the exhaust port, the lower edge of said control surface being axially lower at the ends of the lower edge thereof than at the center of the lower edge thereof. 10. Apparatus as claimed in claim 3 or 4, wherein said recess extends upwardy and away from the sidewall of the cylinder at the exhaust port to define an edge portion along the upper boundary of the exhaust port, said upwardy extending ridge on said valve body overlapping with said edge portion as seen in a plane extending perpendicular to the axis of the cylinder throughout the whole travel of said valve body. 11. Apparatus as claimed in claim 3 or 4, further including sidewa1l recesses in the sides of the exhaust passage adjacent the valve body, said valve body extending into said sidewall recesses such that said valve body is wider than the exhaust port.

Inventors: IWASHITA, KANAU, OKAZAKI, KOUJI, YAMAMOTO, HITOSHI
Applicants: HONDA GIKEN KOGYO KABUSHIKI KAISHA
Application year: 1986
Main classification: F02D13
IPC codes: F02B75, F02D13