JP2556419B2 - Intake device for 4-cycle internal combustion engine - Google Patents
Intake device for 4-cycle internal combustion engineInfo
- Publication number
- JP2556419B2 JP2556419B2 JP4214493A JP21449392A JP2556419B2 JP 2556419 B2 JP2556419 B2 JP 2556419B2 JP 4214493 A JP4214493 A JP 4214493A JP 21449392 A JP21449392 A JP 21449392A JP 2556419 B2 JP2556419 B2 JP 2556419B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- valve
- valves
- center
- fuel
- 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.)
- Expired - Lifetime
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- Valve-Gear Or Valve Arrangements (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、１つの気筒に対して、
シリンダ中心線を含みカム軸と平行な中心面の一側に３
個の吸気弁を他側に２個の排気弁をそれぞれ配し、３つ
の吸気通路が集合する連通室内に燃料噴射弁から燃料を
噴射するようにした４サイクル内燃機関の吸気装置に関
するものである。BACKGROUND OF THE INVENTION The present invention relates to one cylinder,
3 on one side of the center plane including the cylinder center line and parallel to the cam axis
The present invention relates to an intake device for a four-cycle internal combustion engine in which one intake valve is provided on the other side and two exhaust valves are provided on the other side, and fuel is injected from a fuel injection valve into a communication chamber in which three intake passages are gathered. .
【０００２】[0002]
【従来技術】１つの気筒に対し、シリンダ中心線を含み
カム軸と平行な中心面を挟んで一側に３個の吸気弁を、
他側に２個の排気弁をそれぞれ配置した４サイクル内燃
機関がある。2. Description of the Related Art For each cylinder, three intake valves are provided on one side across a center plane that includes the cylinder center line and is parallel to the camshaft.
There is a four-cycle internal combustion engine in which two exhaust valves are arranged on the other side.
【０００３】この種のエンジンで３個の吸気弁のうち両
側の２つの吸気弁を中央の吸気弁よりも前記中心面に対
して接近するようにしたものも公知である。この場合中
心面を挟んで反対側に配置された２つの排気弁は、前記
中心面を挟んで両側の吸気弁に接近することになる。In this type of engine, it is also known that two intake valves on both sides of the three intake valves are closer to the center plane than the central intake valve. In this case, the two exhaust valves arranged on the opposite sides of the center plane approach the intake valves on both sides of the center plane.
【０００４】なおこのような吸・排気弁配置を採用した
場合には、点火栓は通常燃焼室中央付近、すなわちシリ
ンダ中心線上付近に配設される。従って中央の吸気弁と
排気弁との間には点火栓が介在することになるため、中
央の吸気弁と排気弁との距離は両側の吸気弁と排気弁と
の距離よりも大きくなる。When such an intake / exhaust valve arrangement is adopted, the spark plug is usually arranged near the center of the combustion chamber, that is, near the cylinder center line. Therefore, since the spark plug is interposed between the central intake valve and the exhaust valve, the distance between the central intake valve and the exhaust valve is larger than the distance between the intake valves and the exhaust valves on both sides.
【０００５】[0005]
【従来技術の問題点】このように両側の吸気弁が排気弁
に接近すると、これら両側の吸気弁から燃焼室内に流入
した新気のうち排気弁にそのまま吹き抜ける量が増える
ことになる。すなわち通常のエンジンでは排気弁が開く
排気行程の終期は吸気弁が開く吸気行程に重なり、いわ
ゆるバルブタイミングのオーバーラップが発生している
からである。2. Description of the Related Art When the intake valves on both sides approach the exhaust valve in this way, the amount of fresh air that has flowed into the combustion chamber from the intake valves on both sides and blows through to the exhaust valve increases. That is, in a normal engine, the end of the exhaust stroke in which the exhaust valve opens is overlapped with the intake stroke in which the intake valve opens, and so-called valve timing overlap occurs.
【０００６】このようにバルブオーバーラップによる新
気の吹き抜けがあると、燃料の一部もこの吹き抜ける新
気と共に排気されることになり、燃費の低下を招くこと
になる。また排気が汚れ大気汚染の点からも望ましくな
い。そこでこの新気の吹き抜けによる燃費の低下を防ぐ
ために、バルブオーバーラップを小さくすることも考え
られるが、この場合には特に高速運転時のエンジン出力
が制限されるという問題が生じる。When the fresh air is blown through due to the valve overlap, a part of the fuel is also discharged together with the fresh air that blows through, resulting in a reduction in fuel consumption. Further, the exhaust gas is dirty, which is not desirable in terms of air pollution. Therefore, it is possible to reduce the valve overlap in order to prevent the reduction in fuel consumption due to the fresh air blow-through, but in this case, there is a problem that the engine output is limited especially during high-speed operation.
【０００７】[0007]
【発明の目的】本発明はこのような事情に鑑みなされた
ものであり、バルブオーバーラップによる新気の吹き抜
けがあっても燃費の悪化を招くおそれが少なく、またバ
ルブオーバーラップの設定自由度を広げて特に高速運転
時のエンジン出力の向上を可能にする４サイクル内燃機
関の吸気装置を提供することを目的とする。SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and even if there is a blow-through of fresh air due to valve overlap, there is little risk of degrading fuel efficiency and the degree of freedom in setting valve overlap is increased. It is an object of the present invention to provide an intake system for a four-cycle internal combustion engine which can be widened to improve the engine output especially at high speed operation.
【０００８】[0008]
【発明の構成】本発明によればこの目的は、シリンダ中
心線を含みカム軸と平行な中心面を挟んで一側に３個の
吸気弁を、他側に２個の排気弁をそれぞれ燃焼室中央付
近に臨む点火栓を囲むように配設し、３個の前記吸気弁
のうち両側の吸気弁を中央の吸気弁よりも前記中心面に
接近させた４サイクル内燃機関において、シリンダヘッ
ドの側部に設けられ３個の前記吸気弁に連通する３つの
吸気通路が集合する連通室と、この連通室内に前記シリ
ンダ中心線方向から見て中央の吸気弁を指向して燃料を
噴射する燃料噴射弁と、略平坦な頂面を有するピストン
とを備え、前記燃料噴射弁の中心線を両側の吸気弁の傘
部側端面の中心を結ぶ直線よりも前記中心面から遠い側
で中央の吸気弁の傘部付近に指向させたことを特徴とす
る４サイクル内燃機関の吸気装置により達成される。According to the present invention, the object of the present invention is to combust three intake valves on one side and two exhaust valves on the other side across a center plane including the cylinder center line and parallel to the camshaft. With room center
In a four-cycle internal combustion engine, which is disposed so as to surround a spark plug that is close to , and intake valves on both sides of the three intake valves are closer to the center plane than a central intake valve , a side portion of a cylinder head a communication chamber that three intake passage communicating is set to three of the intake valves provided on the silicon in the communication chamber
Fuel injection valve that injects fuel toward the central intake valve when viewed from the center line of the cylinder , and a piston that has a substantially flat top surface.
And a side farther from the center plane than a straight line connecting the center lines of the fuel injection valves to the centers of the umbrella-side end faces of the intake valves on both sides.
It is achieved by an intake system for a four-cycle internal combustion engine characterized in that it is directed near the central portion of the intake valve .
【０００９】[0009]
【作用】排気弁に接近した両側の吸気弁から燃焼室に流
入する新気は、吸気弁の傘部上面に導かれて、吸気弁周
囲の燃焼室内壁面に沿うように流れる。この新気のう
ち、主として排気弁に接近して流れるのは、両側の吸気
弁の燃焼室側弁軸端すなわち傘部側端面の中心付近より
も排気弁に接近した部分を通る新気である。The fresh air flowing into the combustion chamber from the intake valves on both sides close to the exhaust valve is guided to the upper surface of the umbrella portion of the intake valve and flows along the wall surface of the combustion chamber around the intake valve. Of this fresh air, the fresh air that mainly flows closer to the exhaust valve is fresh air that passes through the portion closer to the exhaust valve than the vicinity of the center of the combustion chamber side valve shaft end of the intake valves on both sides, that is, the end surface on the umbrella portion side. .
【００１０】一方、燃料噴射弁の噴射中心線は、両側の
吸気弁の傘部側端面中心よりも中心面から遠い側を指向
しているので、これら両側の吸気弁から排気弁側へ流れ
る新気に混入する燃料の量は少なくなる。このため排気
弁から吹き抜ける燃料の量が減るものである。On the other hand, the injection center line of the fuel injection valve is directed toward the side farther from the center surface than the center of the end surface of the intake valve on both sides of the umbrella side, so that a new flow from these intake valves on both sides to the exhaust valve side. The amount of fuel mixed in is reduced. Therefore, the amount of fuel blown through the exhaust valve is reduced.
【００１１】[0011]
【実施例】図１は本発明の第１実施例を一部断面した平
面図、図２はそのII−II線断面図、図３はトルク特性図
である。図１、２において、符号１０はシリンダボデ
ー、１２はシリンダヘッド、１４はピストンであり、こ
れらにより燃焼室１６が形成される。ここにピストン１
４は略平坦な頂面を有する。 DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a plan view of a part of the first embodiment of the present invention partially sectioned, FIG. 2 is a sectional view taken along the line II--II, and FIG. 1 and 2, reference numeral 10 is a cylinder body, 12 is a cylinder head, and 14 is a piston, and these form a combustion chamber 16. Piston 1 here
4 has a substantially flat top surface.
【００１２】シリンダヘッド１２には１気筒につき２個
の排気弁１８、１８と、３個の互いに隣接する吸気弁２
０（２０ａ、２０ｂ、２０ｃ）が設けられている。これ
らの排・吸気弁１８、２０は、それぞれ頭上カム軸２
２、２４、スイングアーム２６、２８などからなる公知
のスイングアーム方式の２頭上カム軸式動弁機構により
開閉される。３０はシリンダヘッドカバー、３２は排気
弁１８に連通する排気通路、また図１で３４は点火栓で
ある。The cylinder head 12 has two exhaust valves 18, 18 per cylinder and three intake valves 2 adjacent to each other.
0 (20a, 20b, 20c) is provided. These exhaust / intake valves 18 and 20 are respectively connected to the overhead camshaft 2
It is opened and closed by a well-known swing arm type two-head camshaft type valve operating mechanism composed of 2, 24, swing arms 26, 28 and the like. Reference numeral 30 is a cylinder head cover, 32 is an exhaust passage communicating with the exhaust valve 18, and 34 in FIG. 1 is an ignition plug.
【００１３】ここに３個の吸気弁２０ａ、２０ｂ、２０
ｃは、シリンダ中心線αを通りカム軸２２、２４に平行
な面（中心面）βの一側に配設されている。また２個の
排気弁１８、１８はこの中心面βの他側にある。これら
吸気弁２０と排気弁１８とは、燃焼室１６の中央付近に
臨む点火栓３４を中心として、これを囲むように平面図
（図１）上においてほぼ等間隔に配列されている。Here, three intake valves 20a, 20b, 20
c is disposed on one side of a plane (center plane) β that passes through the cylinder center line α and is parallel to the cam shafts 22 and 24. The two exhaust valves 18, 18 are on the other side of this center plane β. The intake valve 20 and the exhaust valve 18 are arranged at substantially equal intervals on the plan view (FIG. 1) so as to surround the spark plug 34 facing the center of the combustion chamber 16 as a center.
【００１４】この結果３個の吸気弁２０のうち両側の吸
気弁２０ａ、２０ｃは、中央の吸気弁２０ｂよりも中心
面βに接近する。また２個の排気弁１８、１８は両側の
吸気弁２０ａ、２０ｃに接近することになる。As a result, the intake valves 20a, 20c on both sides of the three intake valves 20 are closer to the center plane β than the central intake valve 20b. Further, the two exhaust valves 18, 18 approach the intake valves 20a, 20c on both sides.
【００１５】３６はサージタンク、３８は各気筒ごとに
サージタンク３６とシリンダヘッド１２とをつなぐ吸気
管である。吸気管３８内には、第１吸気通路４０ａ、第
２吸気通路４０ｂが形成されている。第１吸気通路４０
ａと第２吸気通路４０ｂとは略同径である。またこれら
の通路４０ａ、４０ｂを貫通する弁軸４２には、第２吸
気通路４０ｂを開閉する蝶型の制御弁４４が取付けられ
ている。この制御弁４４は運転条件、例えば運転負荷や
機関回転速度の増減に対応して開閉するように制御され
る。Reference numeral 36 is a surge tank, and 38 is an intake pipe connecting the surge tank 36 and the cylinder head 12 for each cylinder. A first intake passage 40a and a second intake passage 40b are formed in the intake pipe 38. First intake passage 40
a and the second intake passage 40b have substantially the same diameter. A butterfly type control valve 44 that opens and closes the second intake passage 40b is attached to the valve shaft 42 that passes through the passages 40a and 40b. The control valve 44 is controlled to open and close according to operating conditions such as operating load and increase / decrease in engine speed.
【００１６】吸気通路４０の下流側はシリンダヘッド１
２の吸気弁２０側の側部に設けた連通室４６に接続さ
れ、この連通室４６は３つの吸気弁２０に接近してこれ
らに連通している。すなわち各吸気弁２０に連通する３
つの吸気通路はこの連通室４６で集合し、この連通室４
６の上流側の吸気通路４０が２つに分岐している。The cylinder head 1 is located downstream of the intake passage 40.
The second intake valve 20 is connected to a communication chamber 46 provided on the side of the intake valve 20. The communication chamber 46 approaches and communicates with the three intake valves 20. That is, 3 communicating with each intake valve 20
The two intake passages are gathered in this communication chamber 46, and this communication chamber 4
The intake passage 40 on the upstream side of 6 is branched into two.
【００１７】４８は電磁式燃料噴射弁である。この燃料
噴射弁４８は図２に示すように、吸気管３８の上部に配
設した分配管５０と、シリンダヘッド１２の連通室４６
上部との間に位置する。すなわち、この燃料噴射弁４８
は吸気側のスイングアーム２８の支点２８ａの外側下方
に位置し、このスイングアーム２８と吸気弁２０とで囲
まれる空間を利用して、燃料噴射弁４８が噴射する燃料
が通る空間である連通室４６が形成される。Reference numeral 48 is an electromagnetic fuel injection valve. As shown in FIG. 2, the fuel injection valve 48 includes a distribution pipe 50 arranged above the intake pipe 38 and a communication chamber 46 of the cylinder head 12.
Located between the upper part. That is, this fuel injection valve 48
Is located below the fulcrum 28a of the intake-side swing arm 28, and utilizes the space surrounded by the swing arm 28 and the intake valve 20 to communicate with the communication chamber which is a space through which fuel injected by the fuel injection valve 48 passes. 46 is formed.
【００１８】この燃料噴射弁４８の中心線ｚ上に位置す
る噴射口は、図２に示すように、両側の２つの吸気弁２
０ａ、２０ｃの傘部側端面の中心を結ぶ直線ｘよりも前
記中心面βから遠い側を指向している。またこの中心線
ｚは図１に示すように、平面視で中央の吸気弁２０ｂを
指向している。The injection port located on the center line z of the fuel injection valve 48 has two intake valves 2 on both sides, as shown in FIG.
It is directed to the side farther from the center plane β than the straight line x connecting the centers of the end faces of the umbrella portions 0a and 20c. Further, as shown in FIG. 1, the center line z is directed to the central intake valve 20b in plan view.
【００１９】この噴射弁４８は制御器（図示せず）が出
力する電気信号により所定のタイミングで開弁し、所定
圧に加圧された分配管５０内の燃料を連通室４６内へ間
欠的に噴射する。The injection valve 48 is opened at a predetermined timing by an electric signal output from a controller (not shown), and the fuel in the distribution pipe 50 pressurized to a predetermined pressure is intermittently introduced into the communication chamber 46. To spray.
【００２０】この第１実施例の動作は次の通りである。
低負荷・低速運転時には、制御弁４４は閉じ第１吸気通
路４０ａから吸気は連通室４６へ導かれる。高負荷・高
速運転時には制御弁４４が開き、吸気は第１、第２吸気
通路４０ａ、４０ｂから連通室４６に入る。The operation of the first embodiment is as follows.
At the time of low load / low speed operation, the control valve 44 is closed and the intake air is guided to the communication chamber 46 from the first intake passage 40a. During high load / high speed operation, the control valve 44 opens and intake air enters the communication chamber 46 from the first and second intake passages 40a and 40b.
【００２１】このため低速運転時には第１吸気通路を通
る吸気の慣性を利用してトルク特性の向上が図れる。図
３で実線Ａは制御弁４４を開き続けた場合のトルク特性
であり、中低速での吸気慣性効果の減少によりトルク低
下が著しいことを示している。同図で鎖線Ｂは制御弁４
４を閉じた場合のトルク特性である。制御弁４４を中速
域で開閉させることによりこれらの２つの特性Ａ、Ｂを
組合せ、トルク特性の改善を図ることができる。Therefore, during low speed operation, the torque characteristic can be improved by utilizing the inertia of the intake air passing through the first intake passage. In FIG. 3, the solid line A indicates the torque characteristic when the control valve 44 is continuously opened, and shows that the torque decrease is remarkable due to the decrease in the intake inertia effect at medium and low speeds. In the figure, the chain line B is the control valve 4.
4 is a torque characteristic when No. 4 is closed. By opening and closing the control valve 44 in the medium speed range, these two characteristics A and B can be combined to improve the torque characteristics.
【００２２】燃料噴射弁４８から噴射される燃料は、中
心線ｚを中心にして或る程度広がりを持つが、この中心
線ｚは両側の吸気弁２０ａ、２０ｃの傘部側端面の中心
を結ぶ直線ｘよりも中心面βから遠い側を指向してい
る。このため直線ｘよりも中心面βから遠い側に多くの
燃料が供給され易くなる。The fuel injected from the fuel injection valve 48 spreads to some extent around the center line z, and this center line z connects the centers of the end surfaces of the intake valves 20a and 20c on both sides on the umbrella side. It is directed toward the side farther from the center plane β than the straight line x. Therefore, a large amount of fuel is likely to be supplied to the side farther from the center plane β than the straight line x.
【００２３】 一方吸・排気弁２０、１８のバルブタイ
ミングのオーバーラップ時には、新気の吹き抜けが発生
し得る。この場合両側の吸気弁２０ａ、２０ｃが排気弁
１８、１８に接近しているため、これら両側の吸気弁２
０ａ、２０ｃの直線ｘより中心面β側から燃焼室１６に
入る新気が排気弁１８、１８に主として吹き抜ける。こ
の新気の吹き抜けは、ピストン１４の頂面が平坦である
ために一層多くなる。 On the other hand, when the valve timings of the intake / exhaust valves 20 and 18 overlap, fresh air may blow through. In this case, since the intake valves 20a and 20c on both sides are close to the exhaust valves 18 and 18, the intake valves 2 on both sides are
Fresh air entering the combustion chamber 16 from the center plane β side of the straight line x of 0a and 20c mainly blows through the exhaust valves 18 and 18. This
In the fresh air blowout, the top surface of the piston 14 is flat
Because of more.
【００２４】しかし燃料はこの直線ｘよりも中心面βか
ら遠い側に多く供給されるから、新気の吹き抜けが発生
しても、燃料を多く含む新気は排気弁１８に吹き抜けに
くくなる。そして燃料が少ない新気が主として排気弁１
８に吹き抜けることになるから、燃料の無駄になる量が
少なくなる。However, since a large amount of fuel is supplied to the side farther from the center plane β than the straight line x, even if fresh air blows through, the fresh air containing a large amount of fuel is less likely to blow through the exhaust valve 18. And fresh air with less fuel is mainly exhaust valve 1
As a result, the amount of wasted fuel is reduced.
【００２５】図４は第２実施例を一部断面した平面図で
ある。この実施例は、前記第１実施例における第１吸気
通路４０ａを第２吸気通路４０ｂより小径に形成したも
のである。この実施例によれば第１吸気通路４０ａによ
る吸気慣性を前記第１実施例に比べて強化することがで
きる。このため第１実施例に比べて一層低速から吸気慣
性によるトルク増加を図ることができる。FIG. 4 is a plan view of the second embodiment with a partial cross section. In this embodiment, the first intake passage 40a in the first embodiment has a smaller diameter than the second intake passage 40b. According to this embodiment, the intake inertia by the first intake passage 40a can be enhanced as compared with the first embodiment. Therefore, compared to the first embodiment, it is possible to increase the torque due to the intake inertia from a lower speed.
【００２６】図５は第３実施例の一部断面した平面図で
あり、この実施例は第１吸気通路４０ａを中央に配置す
る一方、第２吸気通路４０ｂを２つに分割し、それぞれ
に制御弁４４、４４を設けたものである。FIG. 5 is a partially sectioned plan view of the third embodiment. In this embodiment, the first intake passage 40a is arranged at the center, while the second intake passage 40b is divided into two parts. The control valves 44, 44 are provided.
【００２７】この実施例によれば、制御弁４４が閉じる
低負荷・低速時に第１吸気通路を通る吸気は、噴射弁４
８から噴射された燃料に良好に当たり、特に低負荷・低
速時の霧化が前記第１、２実施例に比べて一層改善され
る。According to this embodiment, the intake air that passes through the first intake passage at the time of low load and low speed when the control valve 44 is closed is
The fuel injected from No. 8 is satisfactorily hit, and atomization especially at low load and low speed is further improved as compared with the first and second embodiments.
【００２８】図６は第４実施例の一部断面した平面図で
あり、この実施例は第１、第２、第３吸気通路４０ａ、
４０ｂ、４０ｃを備え、第１吸気通路４０ａを挟む第
２、第３吸気通路４０ｂ、４０ｃには、開閉時期が互い
に異なる制御弁４４ａ、４４ｂを配設した。この実施例
によれば第３実施例（図５）と同様に低速時の霧化が促
進されるだけでなく、トルク特性の改善も同時に図れ
る。FIG. 6 is a partially sectioned plan view of the fourth embodiment. This embodiment shows the first, second and third intake passages 40a,
Control valves 44a and 44b having opening and closing timings different from each other are provided in the second and third intake passages 40b and 40c, which are provided with 40b and 40c and sandwich the first intake passage 40a. According to this embodiment, as in the third embodiment (FIG. 5), not only the atomization at low speed is promoted but also the torque characteristic is improved.
【００２９】図７はこの第４実施例のトクル特性図であ
り、この図の実線Ａは制御弁４４ａ、４４ｂを開き続け
た場合の特性、破線Ｂは低速域で制御弁４４ａ、４４ｂ
の両方を閉じた場合の特性、また鎖線Ｃは中速域で制御
弁４４ｂのみを開いた場合の特性である。制御弁４４
ａ、４４ｂを異なる運転速度で開閉させてこれら特性
Ａ、Ｂ、Ｃを組み合わせることにより、前記第１〜３実
施例に比べ中速域でのトルク改善を図ることができる。FIG. 7 is a Tokule characteristic diagram of the fourth embodiment. The solid line A in the figure is the characteristic when the control valves 44a and 44b are kept open, and the broken line B is the control valves 44a and 44b in the low speed region.
2 is a characteristic when both are closed, and a chain line C is a characteristic when only the control valve 44b is opened in the medium speed range. Control valve 44
By opening and closing a and 44b at different operating speeds and combining these characteristics A, B, and C, it is possible to improve the torque in the medium speed range as compared with the first to third embodiments.
【００３０】図８は第５実施例の一部断面した平面図で
あり、この実施例は第４実施例（図６）における各吸気
通路４０ａ、４０ｂ、４０ｃの配置を変えたものであ
る。すなわち制御弁４４ａ、４４ｂを有する第２、第３
吸気通路４０ｂ、４０ｃを隣接させ、制御弁の無い第１
吸気弁４０ａを第２吸気通路４０ｂを挟んで第３吸気通
路４０ｃの反対側に配置した。この実施例によれば前記
第４実施例（図６）と同様に、中速域でのトルクを増加
できる。FIG. 8 is a partially sectional plan view of the fifth embodiment, which is different from the fourth embodiment (FIG. 6) in the arrangement of the intake passages 40a, 40b, 40c. That is, the second and third control valves 44a and 44b are provided.
The intake passages 40b and 40c are adjacent to each other, and the first control valve is not provided.
The intake valve 40a is arranged on the opposite side of the third intake passage 40c with the second intake passage 40b interposed therebetween. According to this embodiment, as in the fourth embodiment (FIG. 6), the torque in the medium speed range can be increased.
【００３１】 なお図４、５、６、８では図１と同一部
分に同一符号を付したので、その説明は繰り返さない。In FIGS. 4, 5, 6, and 8, the same parts as those in FIG. 1 are designated by the same reference numerals, and the description thereof will not be repeated.
【００３２】[0032]
【発明の効果】本発明は以上のように、３個の吸気弁
（２０）のうち両側の吸気弁（２０ａ、２０ｃ）の傘部
側端面の中心を結ぶ直線（ｘ）よりも、シリンダ中心軸
αを含みカム軸（２２、２４）に平行な面（中心面β）
から遠い側に、燃料噴射弁（４８）の中心線（ｚ）を指
向させたものであるから、吸・排気弁（２０、１８）の
バルブオーバーラップに伴う新気の吹き抜けによって排
出される燃料の量、すなわち無駄になる燃料の量を減ら
すことができる。As described above, according to the present invention, the center of the cylinder is better than the straight line (x) connecting the centers of the end surfaces of the intake valves (20a, 20c) on both sides of the three intake valves (20). A plane including the axis α and parallel to the cam shafts (22, 24) (center plane β)
Since the center line (z) of the fuel injection valve (48) is directed to the side farther from the fuel, the fuel discharged by the blow-through of fresh air accompanying the valve overlap of the intake / exhaust valves (20, 18). The amount of fuel, that is, the amount of fuel wasted can be reduced.
【００３３】このため燃費の向上が図れると共に、排気
の浄化にも適する。またバルブオーバーラップを大きく
しても不都合がなくなるから、バルブオーバーラップの
設定自由度が広がる効果もある。Therefore, the fuel consumption can be improved and the exhaust gas can be purified. Further, since there is no problem even if the valve overlap is increased, there is an effect that the degree of freedom in setting the valve overlap is expanded.
【図１】本発明の一実施例を一部断面した平面図FIG. 1 is a plan view in which an embodiment of the present invention is partially sectioned.
【図２】そのII−II線断面図FIG. 2 is a sectional view taken along the line II-II.
【図３】トルク特性図[Fig. 3] Torque characteristic diagram
【図４】他の実施例の平面図FIG. 4 is a plan view of another embodiment.
【図５】他の実施例の平面図FIG. 5 is a plan view of another embodiment.
【図６】他の実施例の平面図FIG. 6 is a plan view of another embodiment.
【図７】図６の実施例のトルク特性図FIG. 7 is a torque characteristic diagram of the embodiment of FIG.
【図８】他の実施例の一部断面した平面図FIG. 8 is a partial cross-sectional plan view of another embodiment.
１６ 燃焼室 １８ 排気弁 ２０ａ、２０ｃ 両側の吸気弁 ２０ｂ 中央の吸気弁 ４０ 吸気通路 ４６ 連通室 ４８ 燃料噴射弁 α シリンダ中心線 β 中心面 ｘ 両側の吸気弁の傘部側端面中心を結ぶ直線 ｚ 燃料噴射弁の中心線 16 Combustion chamber 18 Exhaust valves 20a, 20c Intake valves on both sides 20b Central intake valve 40 Intake passage 46 Communication chamber 48 Fuel injection valve α Cylinder center line β Center plane x Straight line connecting the end faces of the intake valves on the umbrella section side z Fuel injector centerline
Claims (1)
心面を挟んで一側に３個の吸気弁を、他側に２個の排気
弁をそれぞれ燃焼室中央付近に臨む点火栓を囲むように
配設し、３個の前記吸気弁のうち両側の吸気弁を中央の
吸気弁よりも前記中心面に接近させた４サイクル内燃機
関において、シリンダヘッドの側部に設けられ３個の前
記吸気弁に連通する３つの吸気通路が集合する連通室
と、この連通室内に前記シリンダ中心線方向から見て中
央の吸気弁を指向して燃料を噴射する燃料噴射弁と、略
平坦な頂面を有するピストンとを備え、前記燃料噴射弁
の中心線を両側の吸気弁の傘部側端面の中心を結ぶ直線
よりも前記中心面から遠い側で中央の吸気弁の傘部付近
に指向させたことを特徴とする４サイクル内燃機関の吸
気装置。1. A spark plug that surrounds a center plane that includes a cylinder center line and is parallel to a camshaft, and that has three intake valves on one side and two exhaust valves on the other side that face the vicinity of the center of the combustion chamber. <br/> arranged so as, on both sides of the intake valve center of the three of the intake valve
Wherein the 4-cycle internal combustion engine which is closer to the central plane than the intake valve, a communication chamber that three intake passage communicating with three of the intake valves provided on the side of the cylinder head is set, to the communication chamber Middle viewed from the cylinder center line direction
A fuel injection valve for injecting fuel directed to the intake valve of the central, substantially
A piston having a flat top surface, and the vicinity of the central umbrella portion of the intake valve on the side farther from the central plane than the straight line connecting the center lines of the fuel injection valves to the centers of the umbrella valve side end faces of the intake valves on both sides. An intake system for a four-cycle internal combustion engine characterized by being oriented to <br/>.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4214493A JP2556419B2 (en) | 1992-07-20 | 1992-07-20 | Intake device for 4-cycle internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4214493A JP2556419B2 (en) | 1992-07-20 | 1992-07-20 | Intake device for 4-cycle internal combustion engine |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP29762689A Division JPH02161111A (en) | 1989-11-17 | 1989-11-17 | Suction system of four-cycle internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH05209580A JPH05209580A (en) | 1993-08-20 |
| JP2556419B2 true JP2556419B2 (en) | 1996-11-20 |
Family
ID=16656626
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4214493A Expired - Lifetime JP2556419B2 (en) | 1992-07-20 | 1992-07-20 | Intake device for 4-cycle internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2556419B2 (en) |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5770914A (en) * | 1980-10-20 | 1982-05-01 | Yamaha Motor Co Ltd | Air intake controller for multi-valvetype internal combustionn engine |
| JPS57102516A (en) * | 1980-12-13 | 1982-06-25 | Yamaha Motor Co Ltd | Intake device for engine |
| JPS57105534A (en) * | 1980-12-22 | 1982-07-01 | Yamaha Motor Co Ltd | Intake structure of multiple intake valve engine |
| JPS57176311A (en) * | 1981-04-22 | 1982-10-29 | Yamaha Motor Co Ltd | Four-cycle engine |
| JPS5990717A (en) * | 1982-11-17 | 1984-05-25 | Yamaha Motor Co Ltd | Intake device for 4-cycle internal-combustion engine |
| JPH0781544B2 (en) * | 1989-11-17 | 1995-08-30 | ヤマハ発動機株式会社 | Intake device for 4-cycle internal combustion engine |
-
1992
- 1992-07-20 JP JP4214493A patent/JP2556419B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH05209580A (en) | 1993-08-20 |
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