Internal combustion engine

Abstract: A four-cycle internal combustion engine wherein the piston connecting rod crankshaft and crankcase chamber are formed so that the crankcase chamber acts as compressor. An induction system supplies atmospheric air to the crankcase chamber (22) and a pressure conduit supplies air from the crankcase chamber to the engine intake valve. A plenum chamber (42) is disposed within this pressure conduit and pressure control is possible by bypassing air from the plenum chamber to the atmospheric air inlet. A carburettor (36) is positioned upstream or downstream of the crankcase chamber so as to improve engine braking and charge forming systems and permitting a compact assembly and good response under all engine running conditions.

Description: This invention relates to crankcase chamber supercharged engine particularly to internal combustion engines according to the preamble of claim 1. Therefore, this invention relates to a crankcase chamber supercharged engine and more particularly to an improved induction and fuel supply system for such engines. As is well known, in addition to providing a variable volume combustion chamber above the piston, the area below the piston in a reciprocating engine also can function as compressor. With two-cycle engines this is frequently the case and such engines are called two-cycle, crankcase compression engines when the change in volume in the crankcase chamber is employed as a means for pumping air to the combustion chamber. Arrangements have also been proposed wherein the crankcase chamber of a four-cycle engine is employed as an air pump. With four-cycle engines, an actual boost in pressure can be achieved because combustion occurs only every other crankcase revolution. Hence, there can be two pumping phases a given combustion phase and increases in pressure are possible. However, the efficiency of such crankcase compressors depends upon maintaining a very small clearance volume therein. Therefore, there has been proposed as shown in my United States Letters Patent 5,377,634, entitled "Compressor System For Reciprocating Machine," issued January 3, 1995 and assigned to the assignee hereof, an arrangement wherein the crankcase volume is maintained relatively small and the piston, connecting rod and crankshaft cooperate with the crankcase chamber so as to provide a compressor. This is a very effective way of increasing engine output. However, there still remains the problem of supplying a fuel charge to the engine adapted to this chamber supercharged engine and in addition reliable, effective and economical. The internal combustion engine as indicated above is known from US-A-4,333,425. However, this internal combustion engine still has problems to supply optimal amounts of fuel during transient operating conditions. Accordingly, it is an objective of the present invention to provide an improved internal combustion engine as indicated above having a fuel supply device wherein the charge forming and induction system permits efficiencies with high reliability during all operating conditions of the engine and, in addition, can be compact in construction. According to the invention, this objective is solved by an internal combustion engine comprising a cylinder block and a cylinder head affixed thereto and defining at least one cylinder bore, a piston reciprocating in said cylinder bore and defining a combustion chamber at one end of said cylinder bore, a crankcase chamber formed at the other end of said cylinder bore accommodating a rotatably supported crankshaft operatively connected to said piston via a connecting rod for driving said crankshaft upon reciprocation of said piston, said crankcase chamber, said crankshaft, said connecting rod and said piston being formed so that said crankcase chamber functions as a compressor as said piston reciprocates in said cylinder bore, said crankcase chamber forming a portion of an induction system for delivering atmospheric air provided by air intake pipe under pressure to said combustion chamber via a pressure air conduit, and a plenum chamber provided within said pressure air conduit, wherein a first carburettor is provided within said pressure air conduit downstream of said plenum chamber, said first carburettor is responsible for low speed operations and connected to a fuel pump, said fuel pump is connected through a fuel injection passage having a flow control valve to said pressure air conduit and downstream of said carburettor, said fuel pump is for mid-to-high speed operating ranges. The use of conventional carburettors is economical as well as easy to handle. To store the increased pressure in said plenum chamber until the intake valve opens, whereas a compact construction is possible by disposing said first carburettor within said air intake pipe, reduces pressure fluctuations. The advantage of this is that it ensures that the fuel becomes vaporised before delivery to the combustion chamber. In addition, the partial vaporisation of the fuel in the crankcase chamber provides a cooling effect which assists in reducing the heat load on the engine and improves efficiency. Since the carburettor may be located in the intake passage on the upstream side of the crank chamber, it lies in the most convenient place for the formation of the mixture between the fuel and the air, and as a result, the design makes it possible to employ commercially available conventional carburetors which offer a cost advantage. Further, since any non-vaporized fuel would be vaporized in the crank chamber, it offers the advantage of providing cooling to the area of the crank chamber, including the piston. According to a further embodiment of this invention, a throttle valve is located in the air intake passage which is on the downstream side of the plenum chamber. Accordingly, for example when the foregoing throttle valve is constricted to perform engine braking, it is possible for the supercharging pressure to the combustion chamber to be immediately lowered, and, due to the high volume downstream of the carburetor, the potential problem of delay in engine braking can be avoided. Other preferred embodiments of the present invention are laid down in further dependent claims. In the following, the present invention is explained in greater detail with respect to several embodiments thereof in conjunction with the accompanying drawings, wherein: Figure 1 is a partially schematic cross-sectional view taken through one cylinder of an internal combustion engine not forming an embodiment of the invention. Figure 2 is an enlarged cross-sectional view taken along the line 2-2 of Figure 1. Figure 3 is a cross-sectional view taken along the line 3-3 of Figure and shows the connection of the piston to the connecting rod. Figure 4 is an enlarged cross-sectional view taken along a plane perpendicular to the plane of Figure 3 and also showing the piston, connecting rod connection and the lubricating arrangement therefor. Figure 5 is a partially schematic view showing an embodiment of the invention. Figure 6 6 is a view, in part similar to Figure 5, but shows no embodiment of the invention. Figure 7 is an enlarged cross-sectional view showing the low speed charge former for this embodiment in cross-section and its relationship to the throttle valve. Figure 8 is a partially schematic cross-sectional view through one cylinder of an internal combustion engine constructed in accordance with still a further embodiment of the invention, Figure 9 is an enlarged cross-sectional view taken along the line II-II of Figure 8. Referring now in detail to the drawings and initially co Figure 1 a four cycle internal combuscion engine not forming an embodiment of the invention is identified generally by the reference numeral 11. The engine 11 may be of any known configuration such as an in-line engine, a V-type engine or an opposed engine and may have any number of cylinders. Since the invention may be employed with multiple cylinder engines having any of these types of configurations, only a single cylinder of the engine 11 has been illustrated. Also, although the invention will be described in conjunction with a four cycle internal combustion engine, it is to be understood that facets of the invention may be employed with engines operating on other principles such as two stroke engines. The engine 11 is provided with a cylinder block crankcase assembly, indicated generally by the reference numeral 12 and composed of a cylinder block 13 and a crankcase member 14 that are fixed to each other in any suitable manner or which may be formed as a unitary assembly if desired. The cylinder block 13 is provided with one or more cylinder bores 15 in which pistons 16 reciprocate and which extend horizontally as shown in the drawings. Each piston 16 is pivotally connected by means of a piston pin 17 to the small end of a connecting rod 18. The big end of the connecting rod 18 is journaled on the throw or crank pin 19 of a crankshaft, indicated generally by the reference numeral 21 which is rotatably journaled within a crankcase chamber 22 which, in turn, is formed in the crankcase member 23. If the engine 11 is of a multi-cylinder type, each crankcase chamber 22 will be preferably sealed from the others. A cylinder head assembly, indicated generally by the reference numeral 24 is affixed to the cylinder block 13 in any well known manner. The cylinder head 24 has a recess 25 formed in its lower surface which recess align with the cylinder bore 15 and the head of the piston 16 to form the individual combustion chambers of the engine 11. The recesses 25 will, at times, be referred to as the combustion chambers since at top dead center (TDC) their volume comprises the major portion of the clearance volume. An intake passage 26 extends through one side of the cylinder head 24 and is served by an induction and charge forming system, indicated generally by the reference numeral 27 and which will be described in more detail later. The intake passage 26 terminates at its inner side at a valve seat which is controlled by an intake valve 28. In a similar manner, an exhaust passage 29 extends through the opposite side of the cylinder head 24 and terminates in a valve seat that is controlled by an exhaust valve 31. In the illustrated embodiment, the intake and exhaust valves, 28 and 31 respectively, are operated by respective rocker arms 32 and 33 which, in turn, are controlled by a single overhead camshaft 34 that is journaled for rotation in the cylinder head 24 in a known manner. The camshaft 34 is driven from the crankshaft 21 by a drive mechanism at one half crankshaft speed, as is well known in this art. The valve springs keeper mechanisms etc. associated with the intake and exhaust valves 28 and 31 may be of any conventional construction and those skilled in the art will readily understand the valve actuation and how this can be accomplished. An important feature of this engine is the way in which the crankcase chamber 22, connecting rod 18 and crankshaft 21 are configured so as to cooperate with the piston 16 and act as a positive displacement air compressor or supercharger supplying a pressurized air/fuel mixture to the combustion chamber 25. To this end, the construction of the cylinder block crankcase assembly 22, crankshaft 21, connecting rods 18 and piston 16 which permits this positive displacement compressor is constructed in accordance with the manner described in United-States Letters Patent 5,377,634, entitled "Compressor System For Reciprocating Machine," issued January 3, 1995 and assigned to the assignee hereof. That disclosure is incorporated herein by reference. In this system the air/fuel mixture is drawn into the induction system 27 through an atmospheric air inlet 35 which draws air through any type of inlet device which may include a silencer and/or filter. This charge is drawn by the negative pressure created in the crankcase chamber 22 by the reciprocating motion of the piston 16. The construction of the piston 16, connecting rod 18, crankshaft 21 and crankcase chamber 22, as noted in the aforenoted incorporated Patent, is such that they define an enclosed volume inside crankcase chamber 22 into which the air/fuel charge is drawn by the upward motion of piston 16. Referring now in more detail to the charge forming system 27, the air inlet device 35 delivers the inducted atmospheric air to a charge former 36, namely a carburetor of a conventional type such as the illustrated piston type air valve carburetor 36. The carburetor 36 unlike conventional carburetors is without any manually operated throttle valve or other flow controlling mechanism. The carburetor 36 mixes fuel in a known manner with the inducted air and delivers it to an intake pipe or manifold 37. The intake manifold in turn delivers the fuel air mixture to an inlet chamber 38 formed on the lower side of the cylinder block 13 and crankcase member 23. This chamber 38 is closed by a cover plate 39. The inlet chamber 38 communicates with the crankcase chamber 22 to which it supplies the uncompressed air/fuel mixture through an intake port 41. As noted in the aforenoted Patent, the intake port 41 is opened and closed by the connecting rod 18 during its movement. As the piston 16, connecting rod 18 and crankshaft 21 continue their movement, the inducted charge will continue to be drawn into the crankcase chamber 22 until the connecting rod 18 again closes the intake port 41. Thereafter the inducted charge will be compressed in the closed chamber into which the crankcase chamber 22 is formed on one side of the connecting rod 18. This compressed charge is then delivered to a plenum chamber 42 in a manner to be described shortly. The plenum chamber 42 is formed by a housing element 43 that sealingly engages crankcase chamber 22 on its upper side, opposite the intake port 41 to the crankcase chamber 22. The plenum chamber 42 receives a supply of compressed air/fuel mixture from the crankcase chamber 22 through a reed valve 44. The reed valve 44 controls the flow through an opening 45 formed in an upper wall of the crankcase member 22 and permits the charge only to exit. A pressure air conduit 46 delivers the compressed fuel air charge from the plenum chamber 42 to the cylinder head intake passage 26. Because the plenum chamber 42 can be quite large due to the remote positioning of the carburetor 35, the pressure delivered to the intake passage 26 will be relatively uniform. Because of the remote positioning of the carburetor 35 from the intake passage 26 and the presence of the large plenum chamber 42 there would be a loss of effective engine braking on decelerations if a conventional carburetor throttle valve arrangement were used. Therefore, a manually operated throttle valve assembly 47 is positioned downstream of plenum chamber 42. This throttle valve assembly 47 includes a throttle body 48 in which a butterfly type throttle valve 49 is positioned. The throttle valve 49 is operated by a throttle linkage 51 in a known manner by a remote controller. As noted, this layout is advantageous in that it eliminates several problems associated with the employment of a conventional single assembly charge former and throttle mechanism. A conventional assembly positioned upstream of the plenum chamber 42 will adversely impact engine braking due to the fact that the unthrottled and compressed charge present in the plenum chamber 42 at the time of the throttle's closing for engine deceleration will induce a lag in the engine's response since this larger than now desired charge will tend to inhibit engine deceleration. The same conventional assembly positioned downstream of the plenum chamber 42 will adversely effect engine efficiency since the fuel would no longer be drawn into the engine crankcase 13 where it would effectively cool the bottom end of the engine. In addition, it is less likely that the air/fuel mixture delivered to the engine 11 for combustion will be fully vaporized since it no longer first enters the crankcase chamber 22 as before, where it would be readily vaporized by the motion of the piston 16. With the embodiment described as above, however, no engine lag upon initiation of deceleration is encountered since the positioning of the throttle valve assembly 47 downstream of the plenum chamber 42 allows throttle valve 49 to immediately limit the quantity of the air/fuel charge entering combustion chamber 25 from the plenum chamber 42. The engine efficiency will also remain higher since the air/fuel mixture enters the engine upstream of the plenum 42, there to cool the engine's bottom end and also to be fully vaporized by the motion of piston 16. The lubrication system for the crank chamber supercharged engine 11 will now be described. A conventional four cycle lubrication system is inappropriate for this type of engine as one of the requirements for a four stroke crankcase compression type engine is that the crankcase chamber 22 must be of minimum possible volume in order to obtain effective air/fuel charge compression and also because all of the intake charge passes through the crankcase chamber 22. This is incompatible with the standard four cycle practice of utilizing the crankcase chamber 22 as the oil storage reservoir for the engine 11. However the valve train including the valves 28 and 31, the rocker arms 32 and 33, the cam shaft 34 and their bearings and guides require adequate lubrication. Therefore the engine 11 utilizes a lubricating system as described in more detail in my copending application entitled "Lubrication Device For Crank Chamber Supercharged Engine, "Serial No. , Filed concurrently herewith, and assigned to the assignee hereof (Attorney Docket No. YAMAH3.187A). This system utilizes two oil delivery systems: one of which supplies four cycle oil to the various components of the cylinder head 24 and timing case and a second which supplies two cycle oil to the various components of the cylinder block 13. Referring to the four cycle oil delivery system, this is best shown in Figures 1 and 2 and is identified generally by the reference numeral 52. Oil for this system is supplied from a four cycle oil tank 53 which contains the type of oil utilized normally with four cycle engines. This oil is supplied to the camshaft 34 at its main bearing (not shown) through conduit 54 in which is positioned an oil pump 55. The pump 55 is driven in any suitable manner. The camshaft 34 is drilled to provide a main oil gallery. Oil is delivered into camshaft 34 through a cross drilled camshaft oil inlet 56. Oil is delivered from the main gallery to the camshaft bearings (not shown) and rocker arm assemblies 32 and 33 respectively though oil feed holes drilled in the camshaft 34. Thus it is readily apparent that all of the components of the valve actuating mechanism are effectively lubricated by the four cycle oil which subsequently collects along a lubricating return path (not shown). This return path routs the oil to a timing case 57 where it lubricates the components of the camshaft timing drive mechanism such as a chain 58 and the camshaft sprocket (not shown) and the crankshaft sprocket 59 before draining out of timing case 57 at one end of the crankshaft 21 through exit nipple 61. The exit nipple 61 supplies a four cycle oil return conduit 62 which, in turn, returns to the four cycle oil reservoir 53. Referring now to the two cycle oil delivery system, indicated generally by the-reference numeral 63, also shown primarily in Figures 1 and 2, it includes a two cycle oil tank 64. The oil tank 64 holds a supply of oil of the type normally used for two cycle engine lubrication. An oil pump 65 is driven in a known manner and pumps two cycle oil from the two cycle oil tank 64 through a conduit 66 co the ends of the engine block assembly 13, as seen on Figure 1, via branch conduits 67 and 68 respectively. Conduit 67 supplies oil to the cylinder bore 15 at a location that is exposed to the crankcase chamber 22 when the piston 16 is approaching top dead center. This oil is fed into groove 69 (see also Figure 4)cut along the exterior side of the connecting rod 18. When conduit 67 is thus exposed, the connecting rod 18 is positioned as shown in Figures 1 and 4. The lubricant will collect in the groove and as the piston 16 reverses direction and moves toward bottom dead center the oil will be pumped along groove 69 to lubricate the piston's lower surface as well as the upper end of the connecting rod 18. This action will also cause the oil to enter the piston pin assembly 17 through inlet slot 71, there to lubricate the surface of piston pin 17. The connecting rod groove 69 extends around the upper end of the connecting rod 18 to a point where it is then routed through a piston oil slot 72 to a recess 73 formed on the lower portion of the piston 16 and finally on to the cylinder wall. Any remaining oil will drain to the crankcase chamber 22 and specifically to the inlet chamber 38. From there the oil will drain through a two cycle drain nipple 74. The oil drains into a two cycle oil return conduit 75 which, in turn, connects at its lower end to the two cycle oil reservoir 64. As the piston 16 reciprocates downwards upon initiation of an engine inlet or power stroke the supply of two cycle oil to the crankcase chamber 22 from conduit 67 will be restricted to lubricate only the skirt of the piston 16. However, continued downward motion of piston 16 exposes the outlet for conduit 67 to an upper side piston recess 76 in which the oil will collect and lubricate the outer circumferential surface of piston 16 until it too is collected at the inlet nipple of the two cycle oil return conduit 74. Conduit 68 supplies two cycle lubricating oil to the engine's big end. As can be best seen in Figure 2 oil is delivered by the conduit 68 to one main bearing 77 of the crankshaft 21. The crankshaft 21 is cross drilled enabling the oil supplied at crankshaft bearing 77 to not only lubricate this bearing 77 but also to circulate through crankshaft 21 to its other main bearing 78 which journals crankshaft 21 to crankcase chamber 22. Through these cross drillings lubricant is also delivered to a bearing 79 that journals the connecting rod 18 to the crank throw 19. Thus, all of the crankshaft bearings in crankcase chamber 22 are adequately lubricated by the two cycle oil before it collects in the air inlet 38 of the crankcase 22 for delivery to the two cycle oil return conduit 75 which, in turn, connects at its lower end to two cycle oil reservoir 64. Under some circumstances it may be desirable to control the maximum pressure of the charge delivered to the combustion chamber 25, as would be the case during engine deceleration . A venting or pressure relief mechanism is disposed in the charge forming system 27 to accomplish this. As can be best seen in Figure 2 an air vent hose 81 extends between the plenum chamber 42 and the air inlet pipe 37. The flow through this hose 81 is controlled by a spring loaded poppet type valve 82. The valve spring 83 engages a diaphragm 84 to which a valve element 85 is fixed. The spring 83 has sufficient preload to cause the valve element 85 to sealingly engage air vent inlet hose 81 until such time as when the pressure of the charge in the plenum chamber 42 is sufficiently high to displace the valve 82 rearward, thereby allowing the pressurized charge to vent back to the atmospheric air inlet 37 through a vent air outlet hose 86. If desired the chamber in which the spring 83 is located may also be connected by a conduit 87 to the intake manifold 46 downstream of the throttle valve 49. When this is done, under extreme decelerations the high intake manifold vacuum will overcome the bias of the spring 83 and cause the valve element 85 to open and relieve the high pressure in the plenum chamber 42. Figure 5 shows in more schematic form an engine constructed in accordance with an embodiment of the invention. In this invention, the bypass passage way provided for by the conduit 81 and the pressure responsive valve 82 is replaced by a bypass conduit 101 in which an electrically operated valve 102 is positioned. In addition, in this embodiment, the induction system air inlet device is shown schematically at 103. As previously noted, this air inlet device may include a silencing system and/or a filter (not shown). In this embodiment, the carburetor 36 is replaced by a small simple variable venturi carburetor, indicated generally by the reference numeral 104 that is positioned between the plenum chamber 42 and the cylinder head intake passage 26. It should be noted that in this figure components which are the same as those of the previously described embodiments have been identified by the same reference numerals and will not be described again, except insofar as to understand the construction and operation of this embodiment. The carburetor 104 is designed so as to provide only the low range fuel requirements for the engine, however, its throttle valve controls the total air flow to the engine 11. The carburetor 104 is supplied with fuel from a fuel tank indicated schematically at 105 under pressure from a pump 106 through a conduit in which a filter 107 is positioned. The main fuel requirements for the engine 11 are supplied by a fuel injector line 108 in which a fuel controlling valve 109 is positioned. This passage 108 sprays fuel through injector, under mid and high speed and high load conditions that may be a manifold type or port type injector. An ECU, indicated generally by the reference numeral 111, receives a signal c from a knock sensor, a signal a indicative of the position of the throttle valve of the carburetor 104 and other signals, such as an engine speed signal indicated at b. The ECU control 111 controls the valve 102 through an electrical conductor 112 and also controls the ignition circuit, indicated at 113. This controls the firing of the spark plug 114. The spark plug 114 was not illustrated in the previous embodiment but is utilized for firing the charge in the combustion chamber. By employing the ECU 111, it is possible to obtain maximum pressure and performance while avoiding knocking. If knocking is detected by the sensor signal c, the valve 102 is opened to lower the boost pressure. Also, ignition timing can be retarded for this same purpose. However, it is better to maintain optimum engine performance by maintaining the ignition firing as required while, at the same time, reducing the actual pressure. This embodiment has the advantage of providing better performance under transient conditions since the charge forming system is closer to the combustion chamber. By utilizing a small primary carburetor and a fuel injection, the size or the plenum chamber 42 still may be maintained large. In addition, engine braking performance will be improved. If desired, the pressure in the plenum chamber 42 may also be relieved under braking conditions to achieve this goal. Figures 6 and 7 show schematically another embodiment not belonging to the invention. This embodiment is more like the embodiment of Figures 1-4. However, in order to improve performance under transient conditions, a simple carburetor 151 is provided in a bypass air flow line 152 that bypasses the main throttle valve 49 in the main air passage 46. The simple carburetor 15↑ has a venturi section 153 that is fed by a small bypass air passage 154. A simple main metering jet 155 supplies fuel from a fuel bowl 156 co the air flowing through the passage 154. Hence, as air flow changes due to transient conditions, adequate fuel will be provided during the time period before the main supply from the main carburetor 36 reaches the intake passage. Figures 8 and 9 show still a further embodiment not belonging to the invention which is more like the embodiment of figure 5. In this embodiment said first carburettor 47 is positioned between the plenum chamber 42 and the cylinder head intake passage 26. This has the effect that in acceleration, increment of fuel can be sent to the combustion chamber 25 soon after the throttle valve of said carburettor 47 is opened, because there is not the crankchamber 22 between the carburettor 47 and the combustion chamber 25, so that high acceleration is achievable. It should be noted that in these figures 8 and 9 components which are the same as those of the previously described embodiments have been identified by the same reference numerals and will not be described again. It should be readily apparent form the foregoing description that the described embodiments of the invention provide a very effective induction system for a crankcase compression internal combustion engine that achieves good throttle response under both braking and acceleration, permits a compact construction, and also provides an arrangement wherein the maximum pressure in the charge delivered to the combustion chambers can be controlled if desired. Of course, the foregoing description is that of preferred embodiments of the invention.

Claims: Internal combustion engine (11) comprising a cylinder block (13) and a cylinder head (24) affixed thereto and defining at least one cylinder bore (15), a piston (16) reciprocating in said cylinder bore (15) and defining a combustion chamber at one end of said cylinder bore (15), a crankcase chamber (22) formed at the other end of said cylinder bore (15) accommodating a rotatably supported crankshaft (21) operatively connected to said piston (16) via a connecting rod (18) for driving said crankshaft (21) upon reciprocation of said piston (16), said crankcase chamber (22), said crankshaft (21), said connecting rod (18) and said piston (16) being formed so that said crankcase chamber (22) functions as a compressor as said piston (16) reciprocates in said cylinder bore (15), said crankcase chamber (22) forming a portion of an induction system for delivering atmospheric air provided by air intake pipe (37) under pressure to said combustion chamber via a pressure air conduit (46), and a plenum chamber (42) provided within said pressure air conduit (46), characterised in that a first carburettor (104) is provided within said pressure air conduit (46) downstream of said plenum chamber (42), said first carburettor (104) is responsible for low speed operations and connected to a fuel pump (106), said fuel pump (106) is connected through a fuel injection passage (108) having a flow control valve (109) to said pressure air conduit (46) and downstream of said carburettor (104), said fuel pump (106) is for mid-to-high speed operating ranges. Internal combustion engine (11) according to claim 1, wherein a second carburettor (103) is provided within said air intake pipe (37) characterised in that a throttle valve (47) is provided downstream of said plenum chamber (42). Internal combustion engine (11) according to claim 1 or 2, characterised in that a first bypass passage (101) is provided between said air intake pipe (37) and said plenum chamber (42). Internal combustion engine (11) according to claim 3, characterised in that said bypass passage (101) controlled by a bypass valve (102). Internal combustion engine (11) according to at least one of the preceding claims 1 to 4, characterised by a muffler (103) provided within said air intake pipe (37). Internal combustion engine (11) according to at least one of the preceding claims 1 to 5, characterised in that said carburettor (104) comprises a throttle valve of variable venturi type, having a piston valve cooperable by negative air pressure. Internal combustion engine (11) according to at least one of the preceding claims 4 to 6, characterised by an ECU (111) processing throttle aperture signals (a), engine RPM signals (b) and knocking detection signals (c) to control an ignition coil (113) controlling the ignition timing of a spark plug (114) and the aperture of the bypass valve (101).

Inventors: JUN TAUE, JUN, TAUE
Applicants: YAMAHA MOTOR CO LTD, YAMAHA HATSUDOKI KABUSHIKI KAISHA
Application year: 1995
Main classification: F02B33
IPC codes: F02B25, F02B75, F02B33, F01M1