JP2003262164A - Air intake device for internal combustion engine - Google Patents
Air intake device for internal combustion engineInfo
- Publication number
- JP2003262164A JP2003262164A JP2002062363A JP2002062363A JP2003262164A JP 2003262164 A JP2003262164 A JP 2003262164A JP 2002062363 A JP2002062363 A JP 2002062363A JP 2002062363 A JP2002062363 A JP 2002062363A JP 2003262164 A JP2003262164 A JP 2003262164A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- air
- gas
- internal combustion
- combustion engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
- F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10019—Means upstream of the fuel injection system, carburettor or plenum chamber
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10026—Plenum chambers
- F02M35/10032—Plenum chambers specially shaped or arranged connecting duct between carburettor or air inlet duct and the plenum chamber; specially positioned carburettors or throttle bodies with respect to the plenum chamber
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10026—Plenum chambers
- F02M35/10045—Multiple plenum chambers; Plenum chambers having inner separation walls
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10026—Plenum chambers
- F02M35/10052—Plenum chambers special shapes or arrangements of plenum chambers; Constructional details
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
- F02M35/10098—Straight ducts
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
- F02M35/1045—Intake manifolds characterised by the charge distribution between the cylinders/combustion chambers or its homogenisation
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
- F02M35/112—Intake manifolds for engines with cylinders all in one line
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Geometry (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Characterised By The Charging Evacuation (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、内燃機関用吸気装
置に関するものであり、特に吸気混入ガス（ＥＧＲガ
ス、ブローバイガスあるいは燃料蒸気ガス等）を吸入空
気へ混入させる技術に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake system for an internal combustion engine, and more particularly to a technique for mixing intake gas (EGR gas, blow-by gas, fuel vapor gas, etc.) into intake air.
【０００２】[0002]
【従来の技術】吸気混入ガスを吸入空気へ混入させる従
来の技術を図５を参照して説明する。従来の内燃機関用
吸気装置は、スロットルバルブＪ1 からサージタンクＪ
2 へ吸入空気を導くエアコネクタＪ3 を備えるものであ
り、吸気混入ガスを吸入空気へ混入させるためのガス導
入部Ｊ4 は、スロットルバルブＪ1 を通過した吸入空気
との混合性を高める目的でスロットルバルブＪ1 の直下
に設けられていた。2. Description of the Related Art A conventional technique for mixing intake mixed gas with intake air will be described with reference to FIG. The conventional intake system for an internal combustion engine has a surge tank J1 through a throttle valve J1.
2 is equipped with an air connector J3 that guides intake air to the air intake port 2. The gas introduction part J4 for mixing intake air mixed gas into the intake air has a throttle valve for the purpose of enhancing the mixing property with the intake air that has passed through the throttle valve J1. It was located just below J1.
【０００３】[0003]
【発明が解決しようとする課題】吸気混入ガスは、空燃
比に大きく影響を与えるため、内燃機関の各気筒へ均等
に分配されることが要求される。均等に分配されない
と、各気筒の空燃比にバラツキが発生して、各気筒の燃
焼が安定しなくなり、ラフアイドルなどの不具合が発生
してしまう。そこで、上述したように、ガス導入部Ｊ4
をスロットルバルブＪ1 の直下に設けて、吸入空気に対
する吸気混入ガスの混合性を高めているが、吸気混入ガ
スがスロットルバルブＪ1 に付着する現象が発生する。
付着した吸気混入ガスに含まれるオイル、カーボン成分
などが固まると、スロットルバルブＪ1 が作動不良を引
き起こす可能性がある。Since the intake gas mixture greatly affects the air-fuel ratio, it is required to be evenly distributed to each cylinder of the internal combustion engine. If they are not evenly distributed, the air-fuel ratio of each cylinder will vary, combustion in each cylinder will become unstable, and problems such as rough idle will occur. Therefore, as described above, the gas introduction section J4
Is provided immediately below the throttle valve J1 to enhance the mixing property of the intake mixed gas with the intake air, but the phenomenon that the intake mixed gas adheres to the throttle valve J1 occurs.
If the oil, carbon component, etc. contained in the adhered intake gas mixture are solidified, the throttle valve J1 may malfunction.
【０００４】[0004]
【発明の目的】本発明は、上記の事情に鑑みてなされた
ものであり、その目的は、スロットルバルブに吸気混入
ガスが付着しないようにするとともに、各気筒の空燃比
のバラツキの発生を抑えることのできる内燃機関用吸気
装置の提供にある。SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object thereof is to prevent intake mixed gas from adhering to the throttle valve and to suppress the occurrence of variations in the air-fuel ratio of each cylinder. The present invention provides an intake system for an internal combustion engine capable of
【０００５】[0005]
【課題を解決するための手段】〔請求項１の手段〕スロ
ットルバルブから離れた側にガス導入部を設けたため、
ガス導入部からエアコネクタ内に流出した吸気混入ガス
が、スロットルバルブに付着し難くなる。このため、吸
気混入ガスに含まれるオイル、カーボン成分などがスロ
ットルバルブに付着して固まることによって引き起こさ
れるスロットルバルブの作動不良を抑えることができ
る。[Means for Solving the Problems] [Means for Claim 1] Since the gas introducing portion is provided on the side remote from the throttle valve,
The intake mixed gas that has flowed into the air connector from the gas introduction portion is less likely to adhere to the throttle valve. For this reason, it is possible to suppress the malfunction of the throttle valve caused by the oil and carbon components contained in the intake gas mixture sticking to the throttle valve and solidifying.
【０００６】一方、吸入空気の流れに逆らって吸気混入
ガスを流出するため、吸入空気と吸気混入ガスがエアコ
ネクタ内で混合し易くなる。また、独立ポートの各吸入
口までの距離が略等しくなる位置に、エアコネクタと分
配部の開口部を設けたことにより、エアコネクタ内で混
合された吸入空気と吸気混入ガスの混合エアを、各独立
ポートへムラなく分配できる。On the other hand, since the intake mixed gas flows out against the flow of the intake air, the intake air and the intake mixed gas are easily mixed in the air connector. Further, since the air connector and the opening portion of the distribution portion are provided at positions where the distances to the respective intake ports of the independent port are substantially equal, the mixed air of the intake air and the intake mixed gas mixed in the air connector is Can be evenly distributed to each independent port.
【０００７】つまり、請求項１の手段を採用することに
より、スロットルバルブに吸気混入ガスが付着すること
で発生する作動不良を抑えることができるとともに、吸
入空気と吸気混入ガスの混合性が高まり、各気筒の空燃
比のバラツキを抑えることができる。That is, by adopting the means of claim 1, it is possible to suppress the malfunction caused by the admixture of the intake air mixed gas on the throttle valve, and increase the mixing property of the intake air and the intake air mixed gas. Variations in the air-fuel ratio of each cylinder can be suppressed.
【０００８】〔請求項２の手段〕請求項２の手段を採用
して、サージタンクの略中央に開口部を設けることによ
り、各吸入口までの距離が略等しくなる位置に開口部を
設けることができる。つまり、サージタンクの略中央に
開口部を設けることで、吸入空気と吸気混入ガスの混合
エアを、各独立ポートへ略均等に分配することができ
る。[Means of Claim 2] By adopting the means of Claim 2, by providing an opening at approximately the center of the surge tank, the opening is provided at a position where the distance to each suction port is substantially equal. You can In other words, by providing the opening in the approximate center of the surge tank, the mixed air of the intake air and the intake mixed gas can be distributed to the individual ports substantially evenly.
【０００９】〔請求項３の手段〕請求項３の手段を採用
し、エアコネクタにおける吸入空気の流れ方向の中心よ
り、開口部とは異なった側にガス導入部を設けたことに
より、エアコネクタ内における吸入空気と吸気混入ガス
の混合性が高まる。つまり、分配部（サージタンクを含
む）に流入する前に吸入空気と吸気混入ガスの混合性が
高まる。これにより、サージタンクには吸入空気と吸気
混入ガスが十分混合した混合エアが供給されるため、各
気筒の空燃比のバラツキを十分小さく抑えることができ
る。[Means of Claim 3] By adopting the means of Claim 3, the gas connector is provided on the side different from the opening with respect to the center of the flow direction of the intake air in the air connector. The mixability of the intake air and the intake mixed gas in the inside is enhanced. That is, the mixing property of the intake air and the intake mixed gas is improved before flowing into the distribution unit (including the surge tank). Accordingly, the surge tank is supplied with the mixed air in which the intake air and the intake mixed gas are sufficiently mixed, so that the variation in the air-fuel ratio of each cylinder can be suppressed sufficiently small.
【００１０】[0010]
【発明の実施の形態】本発明の実施の形態を、実施例お
よび変形例を用いて説明する。
〔実施例〕図１〜図３は内燃機関用吸気装置の一例を示
すものであり、内燃機関用吸気装置の要部構造を図１を
参照して説明する。この実施例に示す内燃機関用吸気装
置は、４気筒エンジンの各気筒に吸入空気を分配供給す
る装置であり、スロットルバルブ１、エアコネクタ２、
サージタンク３、および吸気混入ガスを吸入空気へ混入
させるためのガス導入部４を備える。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described using examples and modifications. [Embodiment] FIGS. 1 to 3 show an example of an intake device for an internal combustion engine, and a structure of a main part of the intake device for an internal combustion engine will be described with reference to FIG. The intake device for an internal combustion engine shown in this embodiment is a device for distributing and supplying intake air to each cylinder of a four-cylinder engine, and includes a throttle valve 1, an air connector 2,
A surge tank 3 and a gas introduction unit 4 for mixing intake mixed gas into intake air are provided.
【００１１】ここで、吸気混入ガスは、ＥＧＲガス、ブ
ローバイガス、燃料蒸気ガス等、吸入空気に混入される
燃料以外のガスの総称である。なお、ＥＧＲガスは、排
気ガス再循環のためのガスであり、具体的には排気ガス
の一部である。ブローバイガスは、ピストンとシリンダ
間からクランクケース内に漏れてくるガス、あるいはカ
ムカバー内に漏れてくるガスである。燃料蒸気ガスは、
燃料タンクから蒸発するガスであり、具体的にはキャニ
スタに吸着されたガスである。Here, the intake gas mixture is a general term for gases other than fuel mixed in intake air, such as EGR gas, blow-by gas, and fuel vapor gas. The EGR gas is a gas for exhaust gas recirculation, and is specifically a part of the exhaust gas. Blow-by gas is gas that leaks into the crankcase from between the piston and the cylinder, or gas that leaks into the cam cover. The fuel vapor gas is
It is the gas that evaporates from the fuel tank, and is specifically the gas that is adsorbed by the canister.
【００１２】スロットルバルブ１は、空気通路の開度を
調整してエンジンの各気筒に吸い込まれる吸入空気量を
可変する周知な装置である。エアコネクタ２は、スロッ
トルバルブ１とサージタンク３とを連通させるパイプ形
状を呈した空気通路である。サージタンク３は、吸気脈
動を調整するとともに、複数の独立ポートに吸入空気を
分配する容器状を呈した周知なものである。The throttle valve 1 is a well-known device that adjusts the opening of the air passage to change the amount of intake air taken into each cylinder of the engine. The air connector 2 is a pipe-shaped air passage that connects the throttle valve 1 and the surge tank 3 to each other. The surge tank 3 is a well-known container having a container shape for adjusting intake pulsation and distributing intake air to a plurality of independent ports.
【００１３】ガス導入部４は、エンジンの吸気側に発生
する吸気負圧によって吸気混入ガスを吸気通路内に流出
させるものであって、エアコネクタ２に接続されてい
る。なお、吸気混入ガスがＥＧＲガスの場合、ガス導入
部４はエンジンの排気ガスの一部を吸気側に導くもので
あり、ガス導入部４は図示しないパイプを介してＥＧＲ
バルブに接続される。吸気混入ガスがブローバイガスの
場合、ガス導入部４はカムカバー内あるいはクランクケ
ース内のガスを吸気側に導くものであり、ガス導入部４
は図示しないパイプを介してカムカバーやクランクケー
スに接続される。吸気混入ガスが燃料蒸気ガスの場合、
ガス導入部４はキャニスタに蓄えられたガスを吸気側に
導くものであり、ガス導入部４は図示しないパイプを介
してキャニスタに接続される。The gas introduction section 4 is for introducing the intake mixed gas into the intake passage by the intake negative pressure generated on the intake side of the engine, and is connected to the air connector 2. When the intake gas mixture is EGR gas, the gas introduction part 4 guides a part of the exhaust gas of the engine to the intake side, and the gas introduction part 4 passes through an unillustrated pipe to EGR gas.
Connected to the valve. When the intake mixed gas is blow-by gas, the gas introduction part 4 guides the gas inside the cam cover or the crankcase to the intake side.
Is connected to the cam cover and crankcase via a pipe (not shown). When the intake gas mixture is fuel vapor gas,
The gas introduction unit 4 guides the gas stored in the canister to the intake side, and the gas introduction unit 4 is connected to the canister via a pipe (not shown).
【００１４】この実施例の内燃機関用吸気装置は、ガス
導入部４から流出された吸気混入ガスがスロットルバル
ブ１に付着する不具合をなくし、且つ吸入空気と吸気混
入ガスの混合性を高めて各気筒の空燃比のバラツキを抑
えるために、次の４つの手段が講じられている。The intake system for an internal combustion engine of this embodiment eliminates the problem that the intake mixed gas flowing out from the gas introducing portion 4 adheres to the throttle valve 1 and enhances the mixing property of the intake air and the intake mixed gas. The following four measures are taken to suppress the variation in the air-fuel ratio of the cylinders.
【００１５】エアコネクタ２とサージタンク３とを連
通接続させる開口部５を、サージタンク３の略中央に設
けている。このように設けることによって、開口部５か
ら各独立ポート６の吸入口６ａまでの距離が略等しくな
り、エアコネクタ２内で混合された混合エア（吸入空気
と吸気混入ガスの混合物）が略均等に各独立ポート６へ
分配される。An opening 5 for connecting the air connector 2 and the surge tank 3 to each other is provided substantially at the center of the surge tank 3. By providing in this way, the distance from the opening 5 to the intake port 6a of each independent port 6 becomes substantially equal, and the mixed air (mixture of intake air and intake mixed gas) mixed in the air connector 2 is substantially equal. To each independent port 6.
【００１６】ガス導入部４は、スロットルバルブ１か
ら離れた側のエアコネクタ２に設けられる。具体的にこ
の実施例では、ガス導入部４は、図１に示されるよう
に、スロットルバルブ１から最も離れた側に設けられて
いる。このように設けることによって、エアコネクタ２
内に供給された吸気混入ガスがスロットルバルブ１に付
着し難くなる。The gas inlet 4 is provided in the air connector 2 on the side remote from the throttle valve 1. Specifically, in this embodiment, the gas introduction part 4 is provided on the side farthest from the throttle valve 1, as shown in FIG. By providing in this way, the air connector 2
The intake mixed gas supplied inside is less likely to adhere to the throttle valve 1.
【００１７】ガス導入部４は、図１に示されるよう
に、エアコネクタ２内を流れる吸入空気の流れ（図中矢
印Ａ参照）に逆らう方向（図中矢印Ｂ参照）に向けて吸
気混入ガスを流出するように設けられている。このよう
に設けることにより、エアコネクタ２内を流れる吸入空
気と吸気混入ガスとが効率的に混ざり合うことになり、
混合性が高まる。As shown in FIG. 1, the gas introducing portion 4 is a mixture of intake gas in a direction (see arrow B in the figure) that opposes the flow of intake air flowing in the air connector 2 (see arrow A in the figure). It is provided so as to flow out. By providing in this way, the intake air flowing in the air connector 2 and the intake mixed gas are efficiently mixed,
Mixability is enhanced.
【００１８】ガス導入部４は、エアコネクタ２におけ
る吸入空気の流れ方向の中心（図中一点鎖線α参照）よ
り、開口部５とは異なった側（図３における矢印β側の
領域参照）に設けられている。詳述すると、中心αに対
し、開口部５が設けられる側とは離れる側にガス導入部
４が設けられるのであるから、吸入空気と吸気混入ガス
とが相反する方向からぶつかり合った後の混合された混
合エアは、そのぶつかり合った位置からエアコネクタ２
の中心を経由して開口部５に至るまでに所定の経路長さ
を確保できる。この確保された所定の経路を前記した混
合エアが開口部５に向けて通過する際において、混合エ
アの混合状態がさらに促進される。このようにガス導入
部４を設けることにより、エアコネクタ２内における吸
入空気と吸気混入ガスの混合性が高まる。つまり、サー
ジタンク３に流入する前に、吸入空気と吸気混入ガスの
混合性が高まる。このため、サージタンク３内において
吸気混入ガスの濃淡分布が発生する不具合が抑えられる
ことになり、混合性の高い混合エアを各独立ポート６へ
分配供給できる。The gas introducing portion 4 is located on the side different from the opening 5 (see the area on the arrow β side in FIG. 3) with respect to the center in the flow direction of the intake air in the air connector 2 (see the chain line α in the figure). It is provided. More specifically, since the gas introduction part 4 is provided on the side away from the side where the opening 5 is provided with respect to the center α, the mixing after the intake air and the intake mixed gas collide with each other in opposite directions. The mixed air that has been generated is blown from the position where it collides with the air connector 2
It is possible to secure a predetermined path length before reaching the opening 5 via the center of the. When the above-described mixed air passes through the secured predetermined path toward the opening 5, the mixed state of the mixed air is further promoted. By providing the gas introduction part 4 in this way, the mixing property of the intake air and the intake mixed gas in the air connector 2 is enhanced. That is, the mixing property of the intake air and the intake mixed gas is increased before flowing into the surge tank 3. Therefore, it is possible to suppress the problem that the concentration distribution of the intake mixed gas is generated in the surge tank 3, and it is possible to distribute and supply the mixed air having a high mixing property to each independent port 6.
【００１９】上記の内容を、図２、図３を参照して説
明する。図２（ａ）に示すように、ガス導入部４を、開
口部５の近傍で、且つ中心αより開口部５側に設ける
と、ガス導入部４から流出した吸気混入ガスがエアコネ
クタ２内で吸入空気と十分に混合されることなくサージ
タンク３内に導かれることになり、サージタンク３内に
吸気混入ガスの濃淡分布が発生してしまう。すると、各
気筒が吸い込む吸気混入ガスの割合にバラツキが生じて
しまい、ラフアイドル等の要因になってしまう。なお、
図２（ａ）の下部に示す数字は、各気筒が吸い込む吸気
混入ガスの混入割合を示すものである。The above contents will be described with reference to FIGS. As shown in FIG. 2A, when the gas introduction part 4 is provided in the vicinity of the opening part 5 and closer to the opening part 5 side than the center α, the intake mixed gas flowing out from the gas introduction part 4 is inside the air connector 2. Therefore, the air is introduced into the surge tank 3 without being sufficiently mixed with the intake air, so that a concentration distribution of the intake mixed gas occurs in the surge tank 3. Then, the ratio of the intake mixed gas sucked by each cylinder varies, which causes a rough idle or the like. In addition,
The numbers shown in the lower part of FIG. 2A indicate the mixing ratio of the intake mixed gas sucked by each cylinder.
【００２０】一方、図２（ｂ）に示すように、ガス導入
部４が開口部５の近傍であっても、ガス導入部４を中心
αより開口部５とは異なる側β（図３参照）に設ける
と、ガス導入部４から流出した吸気混入ガスがエアコネ
クタ２内で吸入空気と十分に混合されることになり、サ
ージタンク３内における吸気混入ガスの濃淡分布の発生
が抑えられる。このように、各気筒が吸い込む吸気混入
ガスの割合が略等しくなり、各気筒の空燃比が一定とな
るため、エンジンが安定作動する。なお、図２（ｂ）の
下部に示す数字も、各気筒が吸い込む吸気混入ガスの混
入割合を示すものである。On the other hand, as shown in FIG. 2B, even if the gas introduction part 4 is near the opening 5, the side β different from the center α of the gas introduction part 4 (see FIG. 3). In this case, the intake mixed gas flowing out from the gas introduction section 4 is sufficiently mixed with the intake air in the air connector 2, and the generation of the concentration distribution of the intake mixed gas in the surge tank 3 is suppressed. In this way, the ratio of the intake mixed gas sucked by each cylinder becomes substantially equal, and the air-fuel ratio of each cylinder becomes constant, so that the engine operates stably. The numbers shown in the lower part of FIG. 2B also indicate the mixing ratio of the intake mixed gas sucked by each cylinder.
【００２１】また、ガス導入部４を開口部５の近傍に設
ける条件において、ガス導入部４の位置を図３（ａ）に
示すように種々変更し、エンジンの全気筒における空燃
比のバラツキ値（σ値）を測定した結果を図３（ｂ）に
示す。この測定結果からも分かるように、ガス導入部４
を中心αよりも開口部５の側に設けた場合（図３中Ａ〜
Ｃ）は空燃比のバラツキが大きくなり、ガス導入部４を
中心αより開口部５とは異なる側βに設けた場合（図３
中Ｄ〜Ｉ）は空燃比のバラツキが小さくなる。Further, under the condition that the gas introducing portion 4 is provided in the vicinity of the opening 5, the position of the gas introducing portion 4 is variously changed as shown in FIG. 3A, and the variation value of the air-fuel ratio in all cylinders of the engine is changed. The result of measuring the (σ value) is shown in FIG. As can be seen from this measurement result, the gas introduction part 4
Is provided closer to the opening 5 than the center α (A to A in FIG. 3).
In the case of (C), the variation of the air-fuel ratio becomes large, and the gas introduction part 4 is provided on the side β different from the center α (FIG.
In the medium D to I), the variation in the air-fuel ratio becomes small.
【００２２】〔実施例の効果〕上述したように、エアコ
ネクタ２のスロットルバルブ１から離れた側にガス導入
部４を設けたため、エアコネクタ２内に流出した吸気混
入ガスがスロットルバルブ１に付着し難くなる。この結
果、吸気混入ガスに含まれるオイル、カーボン成分など
がスロットルバルブ１に付着して固まることによって引
き起こされるスロットルバルブ１の作動不良の発生が極
めて少なくなる。[Effects of the Embodiment] As described above, since the gas introducing portion 4 is provided on the side of the air connector 2 which is remote from the throttle valve 1, the intake mixed gas flowing out into the air connector 2 adheres to the throttle valve 1. Hard to do. As a result, the occurrence of malfunction of the throttle valve 1 caused by the oil and carbon components contained in the intake gas mixture sticking to the throttle valve 1 and solidifying is extremely reduced.
【００２３】一方、吸入空気の流れに逆らう方向に吸気
混入ガスを流出する構造であるため、吸入空気に対して
吸気混入ガスが効率的に混ざり合うとともに、エアコネ
クタ２の中心αより開口部５とは異なった側βにガス導
入部４を設けたため、エアコネクタ２内において吸入空
気と吸気混入ガスの混合性が高まる。つまり、スロット
ルバルブ１から離れた側のエアコネクタ２にガス導入部
４を接続しているが、エアコネクタ２内で十分吸入空気
と吸気混入ガスが混合する。このように、サージタンク
３に流入する前に、吸入空気と吸気混入ガスの混合性が
高まるため、サージタンク３から各独立ポート６へ略一
定の空燃比の混合エアを分配供給できる。On the other hand, since the intake mixed gas flows out in the direction opposite to the flow of the intake air, the intake mixed gas is efficiently mixed with the intake air, and the opening 5 is opened from the center α of the air connector 2. Since the gas introduction portion 4 is provided on the side β different from the above, the mixing property of the intake air and the intake mixed gas in the air connector 2 is enhanced. That is, although the gas introduction part 4 is connected to the air connector 2 on the side away from the throttle valve 1, the intake air and the intake mixed gas are sufficiently mixed in the air connector 2. As described above, the mixing property of the intake air and the intake mixed gas is improved before flowing into the surge tank 3, so that the mixed air having a substantially constant air-fuel ratio can be distributed and supplied from the surge tank 3 to each independent port 6.
【００２４】〔変形例〕上記実施例では、ガス導入部４
をスロットルバルブ１から最も離れたエアコネクタ２に
設けた例を示したが、ガス導入部４はスロットルバルブ
１から離れた側のエアコネクタ２に接続されるものであ
れば良く、例えば図４に示すように、エアコネクタ２の
途中部分にガス導入部４を設けても良い。このように設
けても、吸気混入ガスがスロットルバルブ１に付着する
不具合が抑えられるとともに、吸気混入ガスと吸入空気
との混合性が高まり、実施例と同様の効果を得ることが
できる。[Modification] In the above embodiment, the gas introduction part 4 is used.
Although the example is shown in which the air connector 2 is provided on the air connector 2 farthest from the throttle valve 1, the gas introduction part 4 may be connected to the air connector 2 on the side far from the throttle valve 1. For example, in FIG. As shown, the gas introduction part 4 may be provided in the middle of the air connector 2. Even with such a configuration, it is possible to suppress the problem that the intake mixed gas adheres to the throttle valve 1 and increase the mixing property of the intake mixed gas and the intake air, and it is possible to obtain the same effect as that of the embodiment.
【００２５】また、ガス導入部４を開口部５よりも少し
上流側に設ける場合は、吸入空気と吸気混入ガスの混合
性が高まるため、エアコネクタ２の中心αより開口部５
側にガス導入部４を設けても良い。Further, when the gas introducing portion 4 is provided slightly upstream of the opening portion 5, the mixing property of the intake air and the intake mixed gas is increased, so that the opening portion 5 is opened from the center α of the air connector 2.
The gas introduction part 4 may be provided on the side.
【００２６】上記の実施例では、ガス導入部４をエアコ
ネクタ２の内壁面に沿って開口させる例を示したが、ガ
ス導入部４の先端を、エアコネクタ２の内部へ延長配置
しても良い。上記の実施例では、分配部としてサージタ
ンク３を用いた例を示したが、サージタンク３に代えて
吸気分配器（インテークマニホールド）を用いても良
い。上記の実施例では、４気筒エンジンを例に示した
が、もちろん他の気筒数のエンジンに本発明を適用して
も良い。In the above embodiment, the gas inlet 4 is opened along the inner wall surface of the air connector 2, but the tip of the gas inlet 4 may be extended inside the air connector 2. good. Although the surge tank 3 is used as the distributor in the above embodiment, an intake distributor (intake manifold) may be used instead of the surge tank 3. Although the four-cylinder engine is shown as an example in the above embodiment, the present invention may of course be applied to an engine having a different number of cylinders.
【図１】内燃機関用吸気装置の概略図である（実施
例）。FIG. 1 is a schematic diagram of an intake system for an internal combustion engine (embodiment).
【図２】吸気混入ガスの濃度分布を示す図である（実施
例）。FIG. 2 is a diagram showing the concentration distribution of intake mixed gas (Example).
【図３】ガス導入部の位置と空燃比のバラツキを示す図
である（実施例）。FIG. 3 is a diagram showing a position of a gas introduction portion and variations in an air-fuel ratio (Example).
【図４】内燃機関用吸気装置の概略図である（変形
例）。FIG. 4 is a schematic view of an intake system for an internal combustion engine (modification).
【図５】内燃機関用吸気装置の概略図である（従来
例）。FIG. 5 is a schematic view of an intake device for an internal combustion engine (conventional example).
１ スロットルバルブ ２ エアコネクタ ３ サージタンク（分配部） ４ ガス導入部 ５ 開口部 ６ 独立ポート ６ａ 独立ポートの吸入口 α エアコネクタの中心 1 Throttle valve 2 Air connector 3 Surge tank (distributor) 4 Gas introduction section 5 openings 6 independent ports 6a Inlet port inlet Center of α air connector
───────────────────────────────────────────────────── フロントページの続き (72)発明者 山中 哲爾 愛知県刈谷市昭和町１丁目１番地 株式会 社デンソー内 (72)発明者 茶谷 隆 愛知県刈谷市昭和町１丁目１番地 株式会 社デンソー内 ─────────────────────────────────────────────────── ─── Continued front page (72) Inventor Tetsuji Yamanaka 1-1, Showa-cho, Kariya city, Aichi stock market Inside the company DENSO (72) Inventor Takashi Chatani 1-1, Showa-cho, Kariya city, Aichi stock market Inside the company DENSO
Claims (3)
と、 内燃機関の各気筒へ独立して吸入空気を導く複数の独立
ポートに吸入空気を分配する分配部と、 前記スロットルバルブと前記分配部を連通させるパイプ
状のエアコネクタと、 ＥＧＲガス、ブローバイガスあるいは燃料蒸気ガス等の
吸気混入ガスを吸入空気へ混入させるガス導入部と、を
備えた内燃機関用吸気装置において、 前記エアコネクタと前記分配部とを連通接続させる開口
部は、前記複数の独立ポートの各吸入口までの距離が略
等しくなる位置に設けられるとともに、 前記ガス導入部は、前記スロットルバルブから離れた側
の前記エアコネクタに設けられるとともに、前記エアコ
ネクタ内を流れる吸入空気の流れに逆らう方向に吸気混
入ガスを流出するように設けられることを特徴とする内
燃機関用吸気装置。1. A throttle valve for varying the amount of intake air, a distributor for distributing the intake air to a plurality of independent ports for independently guiding the intake air to each cylinder of an internal combustion engine, the throttle valve and the distributor. An air intake device for an internal combustion engine, comprising: a pipe-shaped air connector that communicates with each other; and a gas introduction unit that mixes intake mixed gas such as EGR gas, blow-by gas, or fuel vapor gas into intake air. The opening for communicating connection with the portion is provided at a position where the distances to the respective intake ports of the plurality of independent ports are substantially equal to each other, and the gas introduction portion is provided on the air connector on the side remote from the throttle valve. It is provided so that the intake mixed gas flows out in a direction against the flow of the intake air flowing in the air connector. An internal combustion engine air intake device according to claim.
いて、 前記分配部は、吸気脈動を調整するサージタンクであ
り、 前記開口部は、前記サージタンクの略中央に設けられて
いることを特徴とする内燃機関用吸気装置。2. The intake system for an internal combustion engine according to claim 1, wherein the distributor is a surge tank that adjusts intake pulsation, and the opening is provided substantially in the center of the surge tank. An intake system for an internal combustion engine, characterized by:
用吸気装置において、 前記ガス導入部は、前記エアコネクタにおける吸入空気
の流れ方向の中心より、前記開口部とは異なった側に設
けられることを特徴とする内燃機関用吸気装置。3. The intake system for an internal combustion engine according to claim 1, wherein the gas introduction portion is located on a side different from the opening with respect to a center of a flow direction of intake air in the air connector. An intake device for an internal combustion engine, which is provided.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2002062363A JP2003262164A (en) | 2002-03-07 | 2002-03-07 | Air intake device for internal combustion engine |
| GB0305174A GB2386158B (en) | 2002-03-07 | 2003-03-06 | Intake system for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2002062363A JP2003262164A (en) | 2002-03-07 | 2002-03-07 | Air intake device for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2003262164A true JP2003262164A (en) | 2003-09-19 |
Family
ID=19193015
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2002062363A Pending JP2003262164A (en) | 2002-03-07 | 2002-03-07 | Air intake device for internal combustion engine |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP2003262164A (en) |
| GB (1) | GB2386158B (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009091952A (en) * | 2007-10-05 | 2009-04-30 | Keihin Corp | Engine intake manifold |
| JP2014055540A (en) * | 2012-09-12 | 2014-03-27 | Mitsubishi Automob Eng Co Ltd | Exhaust gas recirculation device |
| JP2014511967A (en) * | 2011-03-31 | 2014-05-19 | ヴァレオ システム テルミク | Intake gas distribution box for an engine, in particular an automobile engine, and a gas supply module comprising said box |
| CN104074644A (en) * | 2013-03-27 | 2014-10-01 | 通用汽车环球科技运作有限责任公司 | Engine assembly |
| JP2016128660A (en) * | 2015-01-09 | 2016-07-14 | 富士重工業株式会社 | Gas recirculation device |
| JP2021525847A (en) * | 2018-06-08 | 2021-09-27 | ルノー エス．ア．エス．Ｒｅｎａｕｌｔ Ｓ．Ａ．Ｓ． | Intake manifold for heat engine with optimized recirculating gas mixer |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2008070895A1 (en) * | 2006-12-13 | 2008-06-19 | Geoffrey Russell Turner | Engine manifold and fuel delivery system |
| JP4332900B2 (en) | 2007-02-01 | 2009-09-16 | 株式会社デンソー | Intake module |
| FR2927957B1 (en) * | 2008-02-21 | 2013-03-29 | Mark Iv Systemes Moteurs Sa | INTAKE DISTRIBUTOR FOR INTERNAL COMBUSTION ENGINE HAVING AN EXHAUST GAS INJECTION DEVICE |
| FR2958336B1 (en) | 2010-03-31 | 2013-03-15 | Valeo Systemes Thermiques | MANIFOLD FOR GAS DISTRIBUTION IN THE CYLINDER HEAD OF AN ENGINE WITH RECIRCULATED EXHAUST GAS MIXTURE WITH COUNTER-CURRENT ADMISSION GASES. |
| SE536919C2 (en) * | 2013-01-04 | 2014-10-28 | Scania Cv Ab | Device for recirculating exhaust gases in an internal combustion engine |
| DE102013021662A1 (en) * | 2013-12-19 | 2015-06-25 | Daimler Ag | Charged internal combustion engine |
| DE102014214591A1 (en) * | 2014-07-24 | 2016-01-28 | Mahle International Gmbh | Intake module with integrated exhaust gas recirculation for an internal combustion engine |
| CN104389704A (en) * | 2014-11-10 | 2015-03-04 | 天津大学 | Visualized internal combustion engine air passage device |
| GB2560743B (en) * | 2017-03-23 | 2020-04-15 | Jaguar Land Rover Ltd | Intake manifold with a secondary gas inlet |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3916466C2 (en) * | 1989-05-20 | 1996-03-14 | Audi Ag | Exhaust gas recirculation device |
| US6138651A (en) * | 1997-05-30 | 2000-10-31 | Nissan Motor Co., Ltd. | Exhaust gas recirculation system for engine |
| DE19811634A1 (en) * | 1998-03-18 | 1999-09-23 | Pierburg Ag | Air intake channel system for Diesel engine |
-
2002
- 2002-03-07 JP JP2002062363A patent/JP2003262164A/en active Pending
-
2003
- 2003-03-06 GB GB0305174A patent/GB2386158B/en not_active Expired - Fee Related
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009091952A (en) * | 2007-10-05 | 2009-04-30 | Keihin Corp | Engine intake manifold |
| US8176889B2 (en) | 2007-10-05 | 2012-05-15 | Keihin Corporation | Intake manifold for engine |
| JP2014511967A (en) * | 2011-03-31 | 2014-05-19 | ヴァレオ システム テルミク | Intake gas distribution box for an engine, in particular an automobile engine, and a gas supply module comprising said box |
| JP2014055540A (en) * | 2012-09-12 | 2014-03-27 | Mitsubishi Automob Eng Co Ltd | Exhaust gas recirculation device |
| CN104074644A (en) * | 2013-03-27 | 2014-10-01 | 通用汽车环球科技运作有限责任公司 | Engine assembly |
| JP2016128660A (en) * | 2015-01-09 | 2016-07-14 | 富士重工業株式会社 | Gas recirculation device |
| JP2021525847A (en) * | 2018-06-08 | 2021-09-27 | ルノー エス．ア．エス．Ｒｅｎａｕｌｔ Ｓ．Ａ．Ｓ． | Intake manifold for heat engine with optimized recirculating gas mixer |
Also Published As
| Publication number | Publication date |
|---|---|
| GB0305174D0 (en) | 2003-04-09 |
| GB2386158B (en) | 2005-07-06 |
| GB2386158A (en) | 2003-09-10 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP2003262164A (en) | Air intake device for internal combustion engine | |
| JP2016125467A (en) | Suction device of internal combustion engine | |
| US20180347520A1 (en) | Air intake apparatus for internal combustion engine | |
| US5813375A (en) | Method and system for distributing vapors or gases to each cylinder of a multicylinder engine | |
| US7520271B2 (en) | Evaporated fuel adsorbing mechanism for internal combustion engine | |
| EP0972931A3 (en) | Method and apparatus for processing vapor fuel of lean-burn internal combustion engine | |
| JPH1182197A (en) | Intake device for internal combustion engine | |
| JP2006200475A (en) | Intake system for engine | |
| US7395817B2 (en) | Evaporated fuel adsorbing apparatus | |
| JP3265940B2 (en) | Evaporative fuel processing device | |
| US6155223A (en) | Distribution reservoir for an internal combustion engine | |
| JPH04237860A (en) | Evaporated fuel processor | |
| JPH08105359A (en) | Internal combustion engine intake manifold device | |
| JP2003028007A (en) | Multi-cylinder gas engine mixer | |
| JPH07189817A (en) | Canister purge system for engine | |
| US6354284B1 (en) | Intake device for multi-cylinder engine | |
| JPH0746765Y2 (en) | Engine intake system | |
| GB2087479A (en) | Ic engine mixture intake system | |
| JP2009057844A (en) | Vaporized fuel gas introducing apparatus | |
| JPH0599079A (en) | Intake system in internal combustion engine | |
| JP6965835B2 (en) | Engine intake system | |
| KR20050108562A (en) | Conneting apparatus for a pcv hose and a pcsv hose | |
| JP3383337B2 (en) | Intake collector | |
| JPS61149562A (en) | Purge control device for fuel evaporated gas | |
| JPS6019966Y2 (en) | Intake system for multi-cylinder engines |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A621 | Written request for application examination |
Free format text: JAPANESE INTERMEDIATE CODE: A621 Effective date: 20040518 |
|
| A977 | Report on retrieval |
Free format text: JAPANESE INTERMEDIATE CODE: A971007 Effective date: 20060216 |
|
| A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20060221 |
|
| A521 | Written amendment |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20060414 |
|
| A02 | Decision of refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A02 Effective date: 20060530 |