JP2630517B2 - Intake device for internal combustion engine - Google Patents
Intake device for internal combustion engineInfo
- Publication number
- JP2630517B2 JP2630517B2 JP3205607A JP20560791A JP2630517B2 JP 2630517 B2 JP2630517 B2 JP 2630517B2 JP 3205607 A JP3205607 A JP 3205607A JP 20560791 A JP20560791 A JP 20560791A JP 2630517 B2 JP2630517 B2 JP 2630517B2
- Authority
- JP
- Japan
- Prior art keywords
- speed
- intake
- pipe
- low
- combustion chamber
- 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 - Fee Related
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
- F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
- F02F1/4221—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder particularly for three or more inlet valves
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、３個の吸気孔と２個以
上の排気孔とを燃焼室内の円周上に対向して配設し、３
個の吸気孔の内の１個を低速・高速用吸気孔となし、残
りの２個の吸気孔を高速用吸気孔となした内燃機関の吸
気装置に関するものである。BACKGROUND OF THE INVENTION The present invention relates to a method of disposing three intake holes and two or more exhaust holes on a circumference of a combustion chamber.
The present invention relates to an intake device for an internal combustion engine in which one of the intake holes is a low-speed / high-speed intake hole and the remaining two intake holes are high-speed intake holes.
【０００２】[0002]
【従来の技術】１つの気筒に対して３個の互いに隣接す
る吸気弁と２個以上の互いに隣接する排気弁を有する４
サイクル内燃機関をおいて、燃料が吸気通路内壁に付着
して壁面流となることを防止するために、３個の吸気弁
に連通する２つ又は３つの吸気通路と、吸気弁付近で各
吸気通路を連通する連通混合室と、この連通混合室に設
けられ吸気弁方向に燃料を噴射する燃料噴射弁とを備
え、少なくとも１つの吸気通路には運転条件に応じて開
閉する制御弁を設けた吸気装置が知られている。（特開
昭５９−９０７１７号公報参照）。この吸気装置におい
ては、低負荷・低速運転時に、前記制御弁は閉鎖され、
吸気は１つ又は２つの吸気通路から連通混合室に流入し
て連通混合室内で強い乱流を生成するが、吸気が３個の
吸気弁から同時にほぼ同じ強さで燃焼室に流入するの
で、流入した流れが燃焼室内で互いに衝突を起こし、燃
焼室全体に効率良くスワールを発生させることができな
かった。2. Description of the Related Art One cylinder has three adjacent intake valves and two or more adjacent exhaust valves.
In a cycle internal combustion engine, in order to prevent fuel from adhering to the inner wall of the intake passage and forming a wall flow, two or three intake passages communicating with the three intake valves and each intake passage near the intake valve are provided. A communication mixing chamber communicating the passage, a fuel injection valve provided in the communication mixing chamber for injecting fuel in the direction of the intake valve is provided, and at least one intake passage is provided with a control valve that opens and closes according to operating conditions. Intake devices are known. (See JP-A-59-90717). In this intake device, at the time of low load / low speed operation, the control valve is closed,
Although the intake air flows into the communication mixing chamber from one or two intake passages and generates strong turbulence in the communication mixing chamber, the intake air simultaneously flows from the three intake valves into the combustion chamber with almost the same strength. The inflows collided with each other in the combustion chamber, and swirl could not be efficiently generated in the entire combustion chamber.
【０００３】[0003]
【発明が解決しようとする課題】本発明は、１つの気筒
に対して３個の互いに隣接する吸気弁と２個以上の互い
に隣接する排気弁を燃焼室内の円周上に対向して配設し
た内燃機関をおいて、低速・高速用吸気管のみから吸気
を供給する場合（アイドリング時、低速運転時）に、吸
気の大部分を低速・高速用吸気孔から強い流れによって
流入させ、吸気の残りの部分を高速用吸気孔から弱い流
れによって流入させて、燃焼室内での流入吸気の衝突を
なくし燃焼室全体に効率良くスワールを発生させること
を課題とする。SUMMARY OF THE INVENTION According to the present invention, three adjacent intake valves and two or more adjacent exhaust valves are provided for one cylinder so as to face each other on a circumference in a combustion chamber. When the intake is supplied only from the low-speed / high-speed intake pipe (idling, low-speed operation) in the internal combustion engine, most of the intake air flows through the low-speed / high-speed intake hole by a strong flow, It is an object of the present invention to cause the remaining portion to flow in from a high-speed intake hole by a weak flow, to eliminate collision of inflowing intake air in a combustion chamber, and to efficiently generate swirl in the entire combustion chamber.
【０００４】[0004]
【課題を解決するための手段】前記課題を解決するため
に、本発明の内燃機関の吸気装置においては、３個の吸
気孔と２個以上の排気孔とを燃焼室内の円周上に対向し
て配設し、３個の吸気孔の内の１個を低速・高速用吸気
孔（低速用及び高速用の吸気孔）となし、残りの２個の
吸気孔を高速用吸気孔となし、２個の高速用吸気孔が互
いに隣接して配置され、高速用吸気管が燃焼室の近くで
分岐されて各高速用吸気孔に接続され、高速用吸気管の
分岐部分の近傍と低速・高速用吸気孔に接続された低速
・高速用吸気管（低速用及び高速用の吸気管）とが連通
管によって連通され、低速・高速用吸気管と連通管とが
分流の抵抗の少ない鋭角で交差されているようにした。
そして、低速・高速用吸気管と高速用吸気管とを互い
に傾斜して配置させ、連通管を低速・高速用吸気管よ
りも小径となし、連通管を低速・高速用吸気管と高速
用吸気管のシリンダ本体外部の部分において連通させ、
高速用吸気管については、高速用中央吸気孔に連通す
る部分は直線状となし、高速用サイド吸気孔に連通する
部分は傾斜状となすことができる。In order to solve the above-mentioned problems, in an intake device for an internal combustion engine according to the present invention, three intake holes and two or more exhaust holes are opposed on a circumference in a combustion chamber. And one of the three intake holes is used as a low-speed / high-speed intake hole (low-speed and high-speed intake holes), and the remaining two intake holes are used as high-speed intake holes. , two high-speed intake holes of each other
The high-speed intake pipe is branched near the combustion chamber and connected to each high-speed intake port, and connected near the branch of the high-speed intake pipe and to the low-speed / high-speed intake port. The low-speed and high-speed intake pipes (low-speed and high-speed intake pipes) are communicated by a communication pipe, and the low-speed and high-speed intake pipe and the communication pipe intersect at an acute angle with little resistance to branch flow.
The low-speed and high-speed intake pipes and the high-speed intake pipe are arranged at an angle to each other, the communication pipe has a smaller diameter than the low-speed and high-speed intake pipe, and the communication pipe has a low-speed and high-speed intake pipe and a high-speed intake pipe. The pipe is connected to the outside of the cylinder body,
In the high-speed intake pipe, a portion communicating with the high-speed central intake hole may be formed in a straight shape, and a portion communicating with the high-speed side intake hole may be formed in an inclined shape.
【０００５】前記の構成において、「燃焼室内の円周
上」とは燃焼室をほぼ水平な面で切った断面上で概ね円
周に沿って配設されることを意味し、「傾斜」について
も前記と同様な断面上でみて互いに傾斜し交差するよう
に配置されていることを意味する。また、燃料を供給す
る装置としては、気化器の他に燃料噴射装置をも使用す
ることができる。[0005] In the above configuration, "on the circumference of the combustion chamber" means that the combustion chamber is disposed substantially along the circumference on a cross section taken along a substantially horizontal plane. Also means that they are arranged so as to be inclined and intersect with each other when viewed on the same cross section as described above. As a device for supplying fuel, a fuel injection device can be used in addition to the carburetor.
【０００６】[0006]
【作用】低速・高速用吸気管のみから吸気を供給する場
合（アイドリング時、低速運転時）には、吸気の大部分
は低速・高速用吸気孔を通って強い流れによって燃焼室
に流入し、吸気の残りの部分は連通管から高速用吸気管
の１つに入り、高速用中央吸気孔を通って弱い流れによ
って燃焼室に流入する。流入した吸気が燃焼室内で衝突
を起こすことがなく、かつスワールが燃焼室の中央寄り
の部分にも生じ、燃焼室全体にスワールが発生する。ま
た、この場合には、吸気が連通管を通って高速用吸気管
に入り、吸気孔から高速用吸気管へ既燃ガスが逆流する
ことがない。[Function] When the intake air is supplied only from the low-speed and high-speed intake pipes (during idling and during low-speed operation), most of the intake air flows into the combustion chamber through the low-speed and high-speed intake holes by a strong flow, The rest of the intake is from the communication pipe to the high-speed intake pipe
And enters the combustion chamber by a weak flow through the high speed central air intake. The inflow air does not collide in the combustion chamber, and swirl also occurs in a portion near the center of the combustion chamber, and swirl occurs in the entire combustion chamber. Also, in this case, the intake air enters the high-speed intake pipe through the communication pipe , and the burned gas does not flow backward from the intake hole to the high-speed intake pipe.
【０００７】低速・高速用吸気管及び高速用吸気管から
吸気を供給する場合（中速運転時、高速運転時）には、
吸気が低速・高速用吸気孔及び高速用吸気孔の両方を通
って燃焼室に流入し、充分な吸気量を確保することがで
きる。When supplying intake air from the low-speed / high-speed intake pipe and the high-speed intake pipe (medium-speed operation, high-speed operation),
The intake air flows into the combustion chamber through both the low-speed / high-speed intake hole and the high-speed intake hole, so that a sufficient intake amount can be secured.
【０００８】[0008]
【実施例】図１を参照して実施例の説明をする。内燃機
関のシリンダ本体１０に気筒１，１ａが配設され、その
燃焼室２（２ａ）の上面には、図１に示すように燃焼室
内の円周上に高速用サイド吸気孔３（３ａ）、高速用中
央吸気孔４（４ａ）、低速・高速用吸気孔５（５ａ）の
３個の吸気孔と２個の排気孔６（６ａ）、７（７ａ）が
それぞれ対向して配設されている。３個の吸気孔はそれ
ぞれ３個の吸気弁（図示せず）を介して各吸気管に接続
され、２個の排気孔６（６ａ）、７（７ａ）はそれぞれ
２個の排気弁（図示せず）を介して各排気管１８（１８
ａ），１９（１９ａ）に接続される。An embodiment will be described with reference to FIG. Cylinders 1 and 1a are arranged in a cylinder body 10 of an internal combustion engine, and high-speed side intake holes 3 (3a) are formed on the upper surface of a combustion chamber 2 (2a) on the circumference of the combustion chamber as shown in FIG. , Three high-speed intake holes 4 (4a) and three low-speed / high-speed intake holes 5 (5a) and two exhaust holes 6 (6a), 7 (7a) are disposed to face each other. ing. The three intake holes are respectively connected to the respective intake pipes via three intake valves (not shown), and the two exhaust holes 6 (6a) and 7 (7a) are each provided with two exhaust valves (FIG. Each exhaust pipe 18 (18 is not shown)
a), 19 (19a).
【０００９】内燃機関の気化器１１（１１ａ）、１２に
は、負圧に応動して上下動するピストン弁１３（１３
ａ）、１４及び絞り弁１５（１５ａ）、１６がそれぞれ
設けられている。気化器１１（１１ａ）は高速用吸気管
８（８ａ）に接続され、高速用吸気管８（８ａ）の端部
（図１の右端部）は図示のとおり分岐して２つの接続孔
２０（２０ａ）及び２１（２１ａ）に接続され、接続孔
２０（２０ａ）は高速用サイド吸気孔３（３ａ）に連通
され、接続孔２１（２１ａ）は高速用中央吸気孔４（４
ａ）に連通される。また、気化器１１（１１ａ）から高
速用中央吸気孔４（４ａ）に至る流路は図示のとおり直
線状であり、気化器１１（１１ａ）から高速用サイド吸
気孔３（３ａ）に至る流路は図示のとおり前記直線状の
流路に対して傾斜している。気化器１２は低速・高速用
吸気管９（９ａ）に接続され、低速・高速用吸気管９
（９ａ）は、図示のとおり高速用吸気管８（８ａ）に対
して傾斜し交差するように低速・高速用吸気孔５（５
ａ）の方向に伸長し、低速・高速用吸気管９（９ａ）の
端部（図１の右端部）が低速・高速用吸気孔５（５ａ）
に連通される。The carburetors 11 (11a) and 12 of the internal combustion engine have piston valves 13 (13) which move up and down in response to a negative pressure.
a), 14 and throttle valves 15 (15a), 16 are provided, respectively. The carburetor 11 (11a) is connected to the high-speed intake pipe 8 (8a), and the end (the right end in FIG. 1) of the high-speed intake pipe 8 (8a) branches as shown in the drawing to form two connection holes 20 ( 20a) and 21 (21a), the connection hole 20 (20a) communicates with the high-speed side intake hole 3 (3a), and the connection hole 21 (21a) is connected to the high-speed central intake hole 4 (4).
a). The flow path from the carburetor 11 (11a) to the high-speed central intake hole 4 (4a) is linear as shown, and the flow from the carburetor 11 (11a) to the high-speed side intake hole 3 (3a). The path is inclined with respect to the straight flow path as shown. The carburetor 12 is connected to the low-speed / high-speed intake pipe 9 (9a).
(9a) is a low-speed / high-speed intake hole 5 (5a) that is inclined and intersects the high-speed intake pipe 8 (8a) as shown in the figure.
The end of the low-speed / high-speed intake pipe 9 (9a) (the right end in FIG. 1) is extended in the direction of a), and the low-speed / high-speed intake hole 5 (5a) is formed.
Is communicated to.
【００１０】低速・高速用吸気管９（９ａ）と高速用吸
気管８（８ａ）とは、低速・高速用吸気管９（９ａ）よ
りも小径の連通管１７（１７ａ）によって互いに連通さ
れる。連通管１７（１７ａ）によって連通される部分
は、シリンダ本体１０の外部であり、連通管１７（１７
ａ）と高速用吸気管８（８ａ）とが交差する角度は略直
角であり、連通管１７（１７ａ）と低速・高速用吸気管
９（９ａ）とが交差する角度は、分流の抵抗の少ない鋭
角である。また、高速用吸気管８（８ａ）に連通管１７
（１７ａ）の端部が接続される個所は、図示のとおり高
速用吸気管８（８ａ）の端部（図１の右端部）の分岐す
る部分の近傍であり、燃焼室２に近い個所である。従っ
て、低速・高速用吸気管９（９ａ）のみから吸気を供給
する場合（アイドリング時、低速運転時）には、低速・
高速用吸気管９（９ａ）を流れる吸気の一部が少ない抵
抗で連通管１７（１７ａ）へ分流し、連通管１７（１７
ａ）から高速用吸気管８（８ａ）に流れる吸気は、接続
孔２１（２１ａ）、高速用中央吸気孔４（４ａ）を通っ
て燃焼室に確実に流入する。The low-speed / high-speed intake pipe 9 (9a) and the high-speed intake pipe 8 (8a) are connected to each other by a communication pipe 17 (17a) having a smaller diameter than the low-speed / high-speed intake pipe 9 (9a). . Portion are communicated by a communicating pipe 17 (17a) is outside of the cylinder body 10, a communicating pipe 17 (17
a) intersects the high-speed intake pipe 8 (8a) at a substantially straight angle.
Communication pipe 17 (17a) and low-speed / high-speed intake pipe
9 (9a) intersects at an acute angle with little resistance to shunting.
Is the corner. The communication pipe 17 is connected to the high-speed intake pipe 8 (8a).
Place the end portion is connected to (17a), the Ri vicinity der branching portion of the end portion of the high speed intake pipe 8 as shown (8a) (right end in FIG. 1), points closer to the combustion chamber 2 der Ru. Therefore, intake air is supplied only from the low speed / high speed intake pipe 9 (9a).
(When idling or running at low speeds)
A part of the intake air flowing through the high-speed intake pipe 9 (9a) is
The flow is diverted to the communication pipe 17 (17a) by a resistance, and the communication pipe 17 (17a) is separated.
The intake air flowing from a) into the high-speed intake pipe 8 (8a) surely flows into the combustion chamber through the connection hole 21 (21a) and the high-speed central intake hole 4 (4a).
【００１１】低速・高速用吸気管９（９ａ）のみから吸
気を供給する場合（アイドリング時、低速運転時）に
は、気化器１２で発生した混合気は低速・高速用吸気管
９（９ａ）に流れ、その大部分は低速・高速用吸気孔５
（５ａ）を通って燃焼室内に流入し、混合気の残りの部
分は連通管１７（１７ａ）介して高速用吸気管８（８
ａ）に流れ、接続孔２１（２１ａ）、高速用中央吸気孔
４（４ａ）を通って燃焼室に流入する。この場合、高速
用吸気管８（８ａ）の分岐する部分の位置によっては、
連通管を通って流入した吸気が高速用サイド吸気孔３
（３ａ）にも流れ得るが、前記のとおり、高速用吸気管
８（８ａ）の分岐する部分の近傍で燃焼室２に近い部分
に連通管１７（１７ａ）の端部が接続されるので、高速
用中央吸気孔４（４ａ）を通って燃焼室に流れる。しか
も、接続孔２１（２１ａ）は低速・高速用吸気管９（９
ａ）に接近する方向に傾斜して延びているので、低速・
高速用吸気孔５（５ａ）を通って燃焼室内に流入する流
れに対して、高速用中央吸気孔４（４ａ）を通って燃焼
室に流れる流れが交差する。混合気の大部分が低速・高
速用吸気孔５（５ａ）を強い流れによって通り、残りの
混合気が高速用中央吸気孔４（４ａ）を弱い流れによっ
て通って高速用中央吸気孔４（４ａ）から燃焼室に流入
し前記強い流れに交差するので、図１の燃焼室２(2a)に
おいて反時計方向（時計方向）のスワールが助長され
て、スワールが燃焼室全体に効率良く発生する。When intake air is supplied only from the low-speed / high-speed intake pipe 9 (9a) (during idling or low-speed operation), the air-fuel mixture generated by the carburetor 12 is supplied to the low-speed / high-speed intake pipe 9 (9a). And the majority of the air flow is
(5a) and flows into the combustion chamber, and the remaining portion of the air-fuel mixture flows through the communication pipe 17 (17a) to the high-speed intake pipe 8 (8).
a), and flows into the combustion chamber through the connection hole 21 (21a) and the high-speed central intake hole 4 (4a). In this case, depending on the position of the branching portion of the high-speed intake pipe 8 (8a),
The intake air that has flowed in through the communication pipe is the high-speed side intake hole 3
Although it may flow to (3a), as described above, the end of the communication pipe 17 (17a) is connected to a portion close to the combustion chamber 2 near the branch portion of the high-speed intake pipe 8 (8a). It flows into the combustion chamber through the high-speed central intake hole 4 (4a). Only
Also, the connection hole 21 (21a) is connected to the low-speed / high-speed intake pipe 9 (9
Because it extends in a direction approaching a),
Flow flowing into the combustion chamber through the high-speed intake hole 5 (5a)
On the other hand, it burns through the high speed central air intake hole 4 (4a).
The flows flowing into the chambers intersect. Most of the air-fuel mixture passes through the low-speed / high-speed intake hole 5 (5a) by strong flow, and the remaining air-fuel mixture passes through the high-speed central intake hole 4 (4a) by a weak flow, and the high-speed central intake hole 4 (4a). ) Flows into the combustion chamber and intersects the strong flow, so that the swirl in the counterclockwise direction (clockwise) is promoted in the combustion chamber 2 (2a) in FIG. 1 and swirl is efficiently generated in the entire combustion chamber.
【００１２】低速・高速用吸気管９（９ａ）及び高速用
吸気管８（８ａ）から吸気を供給する場合（中速運転時
又は高速運転時）には、気化器１２で発生した混合気は
低速・高速用吸気管９（９ａ）から低速・高速用吸気孔
５（５ａ）を通って燃焼室内に流入し、かつ気化器１１
（１１ａ）で発生した混合気は高速用吸気管８（８ａ）
から高速用サイド吸気孔３（３ａ）及び高速用中央吸気
孔４（４ａ）を通って燃焼室内に流入する。多量の混合
気が燃焼室内に流入できるので、高い充填効率を確保し
必要な出力を発生することができる。When the intake air is supplied from the low-speed / high-speed intake pipe 9 (9a) and the high-speed intake pipe 8 (8a) (during medium-speed operation or high-speed operation), the air-fuel mixture generated by the carburetor 12 is The low-speed / high-speed intake pipe 9 (9a) flows into the combustion chamber through the low-speed / high-speed intake hole 5 (5a), and the carburetor 11
The air-fuel mixture generated in (11a) is the high-speed intake pipe 8 (8a)
Then, the air flows into the combustion chamber through the high-speed side intake hole 3 (3a) and the high-speed central intake hole 4 (4a). Since a large amount of air-fuel mixture can flow into the combustion chamber, high filling efficiency can be ensured and required output can be generated.
【００１３】[0013]
【発明の効果】低速・高速用吸気管のみから吸気を供給
する場合（アイドリング時、低速運転時）には、吸気の
大部分は低速・高速用吸気孔を通って強い流れによって
燃焼室に流入し、吸気の残りの部分は連通管から高速用
吸気管、中央に位置する高速用吸気孔（高速用中央吸気
孔）を通って弱い流れによって燃焼室に流入するので、
３個の吸気孔から同時にほぼ同じ強さの流れによって流
入される従来技術に比べて、燃焼室内におけるスワール
（低速・高速用吸気孔を通った強い流れによる）が連通
管・高速用中央吸気孔を通って流入する吸気によって助
長されて、効率良くスワールが発生する。そして、低速
・高速用吸気孔と連通管とが分流抵抗の少ない鋭角で交
差されているので、連通管への吸気が効率よく吸入さ
れ、また連通管が高速用吸気管の分岐部分の近傍で燃焼
室の近くに連通されているので、連通管を通った吸気が
確実に高速用中央吸気孔に流れる。しかも、スワールが
燃焼室の中央寄りの部分にも発生し、燃焼室全体にスワ
ールが発生することとなるので、点火栓が燃焼室上面の
中央部分に設置される場合等においても、点火が確実か
つ容易となる。このことは、特にスタート時に有効であ
る。When the intake air is supplied only from the low speed / high speed intake pipe (idling, low speed operation), most of the intake air flows into the combustion chamber through a low speed / high speed intake hole due to a strong flow. Then, the remaining part of the intake air flows from the communication pipe through the high-speed intake pipe and the centrally located high-speed intake hole (high-speed central intake hole) into the combustion chamber with a weak flow.
The swirl in the combustion chamber as compared to the prior art in which the three inlets simultaneously flow by flows of almost the same strength.
(Due to strong flow through low and high speed intake holes)
Assisted by intake air flowing through the central intake for pipes and high speed
Prolonged and efficiently generates swirl. And slow
・ The high-speed intake hole and the communication pipe intersect at an acute angle with little branch resistance.
So that air is efficiently sucked into the communication pipe.
Combustion near the branch of the high-speed intake pipe
Because it is connected near the room, the intake air through the communication pipe
It surely flows into the high-speed central air intake. In addition, swirl is also generated in the portion near the center of the combustion chamber, and swirl is generated in the entire combustion chamber.Therefore, ignition is ensured even when an ignition plug is installed in the center of the upper surface of the combustion chamber. And easier. This is especially true at the start.
【００１４】また、低速・高速用吸気管のみから吸気を
供給する場合（アイドリング時、低速運転時）には、吸
気の一部が連通孔を通って高速用吸気管に入るので、高
速用吸気管内が負圧となることがなく、吸気孔から高速
用吸気管へ既燃ガスが逆流することがない。従って、低
速運転から高速運転に移行するときに燃焼効率の低下を
防ぐことができる。When the intake air is supplied only from the low-speed / high-speed intake pipe (idling, low-speed operation), a part of the intake air enters the high-speed intake pipe through the communication hole. There is no negative pressure in the pipe, and the burned gas does not flow backward from the intake hole to the high-speed intake pipe. Therefore, it is possible to prevent a decrease in combustion efficiency when shifting from low-speed operation to high-speed operation.
【図１】内燃機関の吸気装置の一部を断面で示した概略
図である。FIG. 1 is a schematic view showing a cross section of a part of an intake device of an internal combustion engine.
１，１ａ 気筒 ２，２ａ 燃焼室 ３，３ａ 高速用サイド吸気孔 ４，４ａ 高速用中央吸気孔 ５，５ａ 低速・高速用吸気孔 ６，６ａ，７，７ａ 排気孔 ８，８ａ 高速用吸気管 ９，９ａ 低速・高速用吸気管 10 シリンダ本体 11，11ａ，12，気化器 13，13ａ，14，ピストン弁 15，15ａ，16 絞り弁 17，17ａ 連通管 18，18ａ，19，19ａ 排気管 1,1a cylinder 2,2a combustion chamber 3,3a high-speed side intake hole 4,4a high-speed central intake hole 5,5a low-speed / high-speed intake hole 6,6a, 7,7a exhaust hole 8,8a high-speed intake pipe 9, 9a Low-speed / high-speed intake pipe 10 Cylinder main body 11, 11a, 12, carburetor 13, 13a, 14, piston valve 15, 15a, 16 Throttle valve 17, 17a Communication pipe 18, 18a, 19, 19a Exhaust pipe
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｆ０２Ｍ 35/10 ３０１Ａ ──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. 6 Identification code Agency reference number FI Technical indication F02M 35/10 301A
Claims (1)
焼室内の円周上に対向して配設し、３個の吸気孔の内の
１個を低速・高速用吸気孔となし、残りの２個の吸気孔
を高速用吸気孔となした内燃機関において、２個の高速
用吸気孔が互いに隣接して配置され、高速用吸気管が燃
焼室の近くで分岐されて各高速用吸気孔に接続され、高
速用吸気管の分岐部分の近傍と低速・高速用吸気孔に接
続された低速・高速用吸気管とが連通管によって連通さ
れ、低速・高速用吸気管と連通管とが分流の抵抗の少な
い鋭角で交差されていることを特徴とする内燃機関の吸
気装置。1. A three-inlet port and two or more exhaust ports are disposed on the circumference of a combustion chamber so as to face each other, and one of the three intake ports is used as a low-speed / high-speed intake port. In an internal combustion engine in which the remaining two intake holes are high-speed intake holes, the two high-speed intake holes are arranged adjacent to each other , and the high-speed intake pipe is branched near the combustion chamber. The vicinity of the branch of the high-speed intake pipe is connected to each high-speed intake port, and the low-speed / high-speed intake pipe connected to the low-speed / high-speed intake port is communicated by a communication pipe. An intake device for an internal combustion engine, wherein the communication pipe intersects with the communication pipe at an acute angle with a small resistance to branch flow.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3205607A JP2630517B2 (en) | 1991-07-23 | 1991-07-23 | Intake device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3205607A JP2630517B2 (en) | 1991-07-23 | 1991-07-23 | Intake device for internal combustion engine |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15547084A Division JPS6134344A (en) | 1984-07-27 | 1984-07-27 | Intake device for internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0626411A JPH0626411A (en) | 1994-02-01 |
| JP2630517B2 true JP2630517B2 (en) | 1997-07-16 |
Family
ID=16509671
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3205607A Expired - Fee Related JP2630517B2 (en) | 1991-07-23 | 1991-07-23 | Intake device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2630517B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101294894B1 (en) * | 2011-12-26 | 2013-08-08 | 재단법인 포항산업과학연구원 | Apparatus for Converting Thermal Energy |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5933852Y2 (en) * | 1980-05-02 | 1984-09-20 | トヨタ自動車株式会社 | Two-intake valve internal combustion engine |
| JPS57188944U (en) * | 1981-05-25 | 1982-11-30 | ||
| JPS5844235A (en) * | 1981-09-10 | 1983-03-15 | Honda Motor Co Ltd | Operation controller for engine |
| JPS5849705A (en) * | 1981-09-19 | 1983-03-24 | Dainippon Ink & Chem Inc | Preparation of modified polyolefin |
-
1991
- 1991-07-23 JP JP3205607A patent/JP2630517B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0626411A (en) | 1994-02-01 |
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| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |