JP3248587B2 - Engine intake control device - Google Patents
Engine intake control deviceInfo
- Publication number
- JP3248587B2 JP3248587B2 JP24701491A JP24701491A JP3248587B2 JP 3248587 B2 JP3248587 B2 JP 3248587B2 JP 24701491 A JP24701491 A JP 24701491A JP 24701491 A JP24701491 A JP 24701491A JP 3248587 B2 JP3248587 B2 JP 3248587B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- valve
- control valve
- cylinder
- intake control
- 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
Landscapes
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION
【０００１】[0001]
【産業上の利用分野】本発明は、低速回転時等に吸気通
路の断面積を絞り込むことにより、吸入空気量が少ない
場合にも流速を高めることができるようにしたエンジン
の吸気制御装置に関し、詳細には隣接する気筒間の吸入
空気量のばらつきを抑制できるようにした吸気制御弁の
軸受部分の改善に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake control system for an engine, in which the cross-sectional area of an intake passage is narrowed during low-speed rotation so that the flow rate can be increased even when the amount of intake air is small. More specifically, the present invention relates to an improvement in a bearing portion of an intake control valve capable of suppressing a variation in intake air amount between adjacent cylinders.
【０００２】[0002]
【従来の技術】エンジンの燃費向上には、低吸入空気量
時にも流速を高めて燃焼室内に例えば縦スワールを発生
させ、希薄燃焼を安定化させることが有効である。この
ような縦スワールを発生できる吸気制御装置として、従
来から、例えば特公昭５９−５７６７号公報に開示され
ているように、吸気通路の吸気弁開口近傍に制御板を起
伏可能に配置し、低速回転時等に上記制御板を起立させ
て吸気通路面積を絞るようにしたものがある。しかしな
がら上記従来の吸気制御装置では、低速回転時等に制御
板の下流側に空間が生じ、ここに吸気流が巻き込まれて
乱れが生じるので、期待通りの縦スワールが得難いとい
う問題がある。2. Description of the Related Art To improve the fuel efficiency of an engine, it is effective to increase the flow velocity even at a low intake air amount to generate, for example, a vertical swirl in a combustion chamber to stabilize lean combustion. Conventionally, as an intake control device capable of generating such a vertical swirl, as disclosed in, for example, Japanese Patent Publication No. 59-5767, a control plate is arranged so as to be able to undulate near an intake valve opening of an intake passage, and a low-speed There is one in which the control plate is raised during rotation or the like to reduce the area of the intake passage. However, in the above-described conventional intake control device, a space is created downstream of the control plate at the time of low-speed rotation or the like, and the intake flow is caught in the space, causing a turbulence.
【０００３】そこで本出願人は、丸棒に吸気通路形状に
沿った凹部を形成してなる吸気制御弁を吸気通路の底壁
部分に該吸気通路と直角方向に挿入し、該制御弁を回動
させることによって吸気流の乱れを軽減しながら吸気通
路面積を絞ることができ、縦スワールを確実に発生でき
る吸気制御装置を提案している。The applicant of the present invention inserts an intake control valve having a round bar formed with a recess along the shape of an intake passage into a bottom wall portion of the intake passage in a direction perpendicular to the intake passage, and rotates the control valve. An intake control device that can reduce the intake passage area while reducing the turbulence of the intake flow by moving the intake air flow and that can reliably generate vertical swirl has been proposed.
【０００４】[0004]
【発明が解決しようとする課題】ところで上記提案に係
る吸気制御装置を多気筒エンジンに適用する場合、吸気
制御弁を、例えば２つの隣接する気筒用吸気通路を貫通
する形状に設定することとなる。そしてこの隣接する両
気筒の点火時期が異なる場合、一方の吸気通路内の空気
が上記吸気制御弁を挿入する弁穴を通って他方の吸気通
路に漏洩し、その結果、気筒間で吸入空気量にばらつき
が生じることが懸念される。When the intake control device according to the above proposal is applied to a multi-cylinder engine, the intake control valve is set to a shape penetrating, for example, two adjacent cylinder intake passages. . If the ignition timings of the two adjacent cylinders are different, the air in one intake passage leaks into the other intake passage through the valve hole into which the intake control valve is inserted, and as a result, the amount of intake air between the cylinders There is a concern that there will be variations in
【０００５】本発明は、上記従来の問題点に鑑みてなさ
れたもので、吸気流の乱れを抑制して縦スワールを確実
に得ることができ、かつ気筒間の吸入空気量のばらつき
を抑制できるエンジンの吸気制御装置を提供することを
目的としている。The present invention has been made in view of the above-mentioned conventional problems, and it is possible to suppress a turbulence of the intake air flow, to reliably obtain a vertical swirl, and to suppress a variation in an intake air amount between cylinders. It is intended to provide an intake control device for an engine.
【０００６】[0006]
【課題を解決するための手段】本発明は、吸気弁用開口
をシリンダヘッド外壁に導出する吸気通路の、吸気弁軸
と上記外壁との間でかつシリンダブロックとの合面側の
底壁部分に、弁穴を、カム軸と平行にかつ軸線が吸気通
路の底壁面付近に位置し、隣接する気筒用吸気通路に連
通するよう形成し、上記弁穴に隣接する気筒用吸気通路
用と共通の吸気制御弁を回動可能に挿入配置し、該吸気
制御弁は、丸棒に吸気通路底部内面形状に対応した形状
の吸気凹部を形成してなり、該吸気制御弁を全開位置に
回動させると上記吸気凹部が吸気通路底部内面と連続面
をなし、全閉位置に回動させると上記吸気凹部が吸気通
路の底壁側部分を絞り込むように構成されており、上記
吸気制御弁の隣接する気筒間部分と上記弁穴との隙間が
上記吸気凹部が形成された部分と上記弁穴との隙間より
小さくなるように、上記吸気制御弁の気筒間部分の外径
が上記吸気凹部が形成された部分の外径より大きく設定
されていることを特徴としている。According to the present invention, a bottom wall portion of an intake passage for leading an intake valve opening to an outer wall of a cylinder head is provided between an intake valve shaft and the outer wall and on a mating side with a cylinder block. The valve hole is formed so that the valve hole is parallel to the camshaft and the axis is located near the bottom wall surface of the intake passage and communicates with the intake passage for the adjacent cylinder, and is common to the intake passage for the cylinder adjacent to the valve hole. The intake control valve is rotatably inserted and arranged. The intake control valve has a round bar formed with an intake recess having a shape corresponding to the shape of the inner surface of the intake passage bottom, and the intake control valve is rotated to the fully open position. The intake recess forms a continuous surface with the inner surface of the bottom of the intake passage when the intake recess is rotated to the fully closed position, and the intake recess narrows the bottom wall side portion of the intake passage, and is adjacent to the intake control valve. The gap between the cylinder and the valve hole forms the intake recess. The outer diameter of the inter-cylinder portion of the intake control valve is set to be larger than the outer diameter of the portion where the intake recess is formed so as to be smaller than the gap between the set portion and the valve hole. .
【０００７】[0007]
【作用】本発明に係る吸気制御装置によれば、低速回転
時等のように吸気量の少ない場合は、吸気制御弁が閉位
置に回動して吸気通路面積を底壁側から絞り込み、これ
により吸気は流速が高められるとともに吸気通路の天井
壁に沿って流れ、燃焼室の中央付近に方向性を持って吹
き込まれ、その結果縦スワールが確実に発生する。また
本発明では、吸気制御弁の隣接する気筒間部分の弁穴と
の隙間を吸気凹部が形成された部分の弁穴との隙間より
狭くしたので、一方の気筒用吸気通路から上記隙間を通
って隣の気筒用吸気通路に漏洩する空気量を軽減でき、
気筒間での吸入空気量のばらつきを抑制できる。According to the intake control apparatus of the present invention, when the amount of intake air is small, such as during low-speed rotation, the intake control valve rotates to the closed position to narrow the intake passage area from the bottom wall side. As a result, the intake air velocity is increased and flows along the ceiling wall of the intake passage, and is blown directionally near the center of the combustion chamber. As a result, vertical swirl is reliably generated. Further, in the present invention, the gap between the valve hole at the portion between adjacent cylinders of the intake control valve is made smaller than the gap between the valve hole at the portion where the intake concave portion is formed. To reduce the amount of air leaking into the adjacent cylinder intake passage,
Variations in the amount of intake air between cylinders can be suppressed.
【０００８】[0008]
【実施例】以下、本発明の実施例を図について説明す
る。図１ないし図９は本発明の一実施例による４バルブ
エンジンの吸気制御装置を説明するための図である。BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 to 9 are views for explaining an intake control device for a four-valve engine according to one embodiment of the present invention.
【０００９】図において、１は水冷式４サイクル並列４
気筒４バルブエンジンであり、これはクランクケース２
上にシリンダブロック３，シリンダヘッド４を前傾状態
に積層してヘッドボルト６で結合し、該シリンダヘッド
４の上側合面にヘッドカバー５を被せた構造のものであ
る。上記シリンダブロック３に形成された４つのシリン
ダボア３ａ内にはそれぞれピストン７が摺動自在に挿入
されており、該各ピストン７はコンロッド８でクランク
軸（図示せず）に連結されている。In the drawing, 1 is a water-cooled 4-cycle parallel 4
It is a four-cylinder cylinder engine, which has two crankcases.
The cylinder block 3 and the cylinder head 4 are stacked on the upper side in a forwardly inclined state, connected by a head bolt 6, and a head cover 5 is put on the upper mating surface of the cylinder head 4. A piston 7 is slidably inserted into each of the four cylinder bores 3a formed in the cylinder block 3, and each piston 7 is connected to a crankshaft (not shown) by a connecting rod 8.
【００１０】上記シリンダヘッド４のシリンダブロック
３側の下側合面４ａには燃焼室を構成する燃焼凹部４ｂ
が凹設されている。該燃焼凹部４ｂの中央には点火プラ
グ９が螺挿されており、また該プラグ９の周囲には吸気
弁開口４ｃ；排気弁開口４ｄがそれぞれ２つづつ開口し
ている。この各俳気弁開口４ｄには排気弁１０の弁板１
０ａが、吸気弁開口４ｃには吸気弁１１の弁板１１ａが
それぞれ各開口４ｄ，４ｃを開閉可能に配置されてい
る。該排気，吸気弁１０，１１の弁軸１０ｂ，１１ｂは
カム軸方向に見ると所定の挟み角をなすように気筒軸方
向に斜め上方に延びており、その上端には排気，吸気リ
フタ１２，１３がそれぞれ装着されている。該各リフタ
１２，１３上には、これを駆動する排気，吸気カム軸１
４，１５が気筒軸と直角方向に向けて、かつ相互に平行
に配設されている。この排気，吸気カム軸１４，１５と
クランク軸とを接続するカムチェン（図示せず）は上記
４つのシリンダボア３ａの中央に形成されたチェン室４
ｅ内に配置されている。A lower surface 4a of the cylinder head 4 on the side of the cylinder block 3 has a combustion recess 4b constituting a combustion chamber.
Is recessed. A spark plug 9 is screwed into the center of the combustion recess 4b, and two intake valve openings 4c and two exhaust valve openings 4d are respectively opened around the plug 9. The valve plate 1 of the exhaust valve 10 is provided in each of the air valve openings 4d.
In the intake valve opening 4c, a valve plate 11a of the intake valve 11 is disposed so as to open and close the openings 4d and 4c, respectively. The valve shafts 10b and 11b of the exhaust and intake valves 10 and 11 extend obliquely upward in the cylinder axis direction so as to form a predetermined included angle when viewed in the cam axis direction. 13 are mounted. Exhaust and intake camshafts 1 for driving the lifters 12 and 13 are provided on the respective lifters 12 and 13.
4 and 15 are arranged in a direction perpendicular to the cylinder axis and parallel to each other. A cam chain (not shown) connecting the exhaust / intake camshafts 14, 15 and the crankshaft is provided with a chain chamber 4 formed in the center of the four cylinder bores 3a.
e.
【００１１】上記２つの排気弁開口４ｄは二叉状の排気
通路１６でシリンダヘッド４の前壁４ｆ側に導出されて
おり、該排気通路１６の壁面開口１６ａには排気管（図
示せず）が接続されている。また上記２つの吸気弁開口
４ｃは二叉状の吸気通路１７でシリンダヘッド４の後壁
４ｇ側に導出されている。該吸気通路１７は気筒軸方向
に見ると、カム軸１５と略直角方向に延びており、また
カム軸方向に見ると、上記吸気弁開口４ｃからシリンダ
後壁４ｇ側に円弧状に屈曲した後、略直線状に延びてい
る。そしてこの吸気通路１７の壁面開口１７ａにはキャ
ブジョイント１８を介して気化器１９が接続されてい
る。この気化器１９はスロットル操作によって開閉する
バタフライ式スロットルバルブ１９ａと、エンジンの吸
気負圧で自動的に開閉するピストンバルブ１９ｂとを有
する自動可変ベンチュリ式のものである。またこの気化
器１９の吸込口１９ｃにはエアクリーナ２０が接続され
ている。The two exhaust valve openings 4d are led out to the front wall 4f side of the cylinder head 4 through a bifurcated exhaust passage 16, and an exhaust pipe (not shown) is formed in the wall opening 16a of the exhaust passage 16. Is connected. The two intake valve openings 4c are led out to the rear wall 4g side of the cylinder head 4 through a forked intake passage 17. The intake passage 17 extends in a direction substantially perpendicular to the camshaft 15 when viewed in the cylinder axis direction, and after being bent in an arc shape from the intake valve opening 4c to the cylinder rear wall 4g side when viewed in the camshaft direction. , And extend substantially linearly. A carburetor 19 is connected to a wall opening 17 a of the intake passage 17 via a cab joint 18. The carburetor 19 is of an automatic variable venturi type having a butterfly type throttle valve 19a which opens and closes by a throttle operation, and a piston valve 19b which automatically opens and closes by negative pressure of the intake air of the engine. An air cleaner 20 is connected to a suction port 19 c of the vaporizer 19.
【００１２】そして上記吸気通路１７の上記円弧状に屈
曲した屈曲部１７ｂには、弁穴１７ｃがカム軸方向に形
成されている。この弁穴１７ｃは、その軸線が該吸気通
路１７の底壁面１７ｄ付近で、かつ上記吸気弁軸１１ｂ
とヘッドボルト６との間の上記屈曲部１７ｂ寄りに位置
するように形成されており、隣接する２つの吸気通路１
７，１７を連通している。この弁穴１７ｃ内には、吸気
通路１７の通路断面積を変化させるための吸気制御弁２
１が回動自在に配設されている。この制御弁２１は上記
カムチェンを挟んで左，右一対配設されており、丸捧に
４つの吸気凹部２１ａを切り欠き形成してなるものであ
る。この吸気凹部２１ａは、図５に示すように、全開時
に吸気通路１７の底壁面１７ｄ及び側壁面１７ｅの一部
をなすようになっている。またこの吸気凹部２１ａの下
流側端部は図８に示すように円弧状に形成されており、
これにより上記屈曲部１７ｂと連続するようになってい
る。さらにまたこの吸気凹部２１ａは、図２に示すよう
に、全閉時には吸気通路１７の底壁面１７ｄ側部分を絞
り込み、天壁面１７ｆ側部分のみを開口させるようにな
っている。なお、図示していないが、上記吸気制御弁２
１はスロットル操作によって開閉されるようになってい
る。この場合吸気制御弁２１は、スロットル開度が所定
の低開度になるまでは、全閉状態に保持され、スロット
ル開度がこれより大きくなるに従って開かれ、所定の高
開度以上で全開となる。A valve hole 17c is formed in the bent portion 17b of the intake passage 17 in the arc shape in the cam axis direction. The valve hole 17c has an axis near the bottom wall surface 17d of the intake passage 17 and the intake valve shaft 11b.
And between the head bolt 6 and the bent portion 17b.
7, 17 are communicated. An intake control valve 2 for changing the passage sectional area of the intake passage 17 is provided in the valve hole 17c.
1 is rotatably disposed. The control valve 21 is disposed in a pair on the left and right sides with the cam chain interposed therebetween, and is formed by cutting out four intake recesses 21a. As shown in FIG. 5, the intake recess 21a forms a part of the bottom wall surface 17d and the side wall surface 17e of the intake passage 17 when fully opened. The downstream end of the intake recess 21a is formed in an arc shape as shown in FIG.
Thereby, it is continuous with the bent portion 17b. Further, as shown in FIG. 2, the intake recess 21a narrows the bottom wall 17d side portion of the intake passage 17 and opens only the top wall 17f side when fully closed. Although not shown, the intake control valve 2
1 is opened and closed by a throttle operation. In this case, the intake control valve 21 is maintained in a fully closed state until the throttle opening becomes a predetermined low opening, and is opened as the throttle opening becomes larger than this. Become.
【００１３】そして上記吸気制御弁２１の隣接する各気
筒用吸気凹部２１ａ，２１ａ間部分、及び外端部分には
軸受保持部２１ｂが他の部分より小径に形成されてお
り、該各軸受部２１ｂには、軸受２２が回動自在に装着
されている。この軸受２２は、その軸芯を含む面で２分
割されており、その外径は上記弁穴１７ｃとの隙間が他
の部分より大幅に小さくなるように設定されている。A bearing holding portion 21b is formed at a portion between the adjacent intake concave portions 21a, 21a of the cylinder and an outer end portion of the intake control valve 21 so as to have a smaller diameter than other portions. , A bearing 22 is rotatably mounted. The bearing 22 is divided into two parts by a plane including the axis thereof, and the outer diameter thereof is set so that the gap between the bearing 22 and the valve hole 17c is much smaller than the other parts.
【００１４】次に本実施例の作用効果について説明す
る。エンジンの低速回転，又は低負荷運転時のように吸
気量が少ない場合は、図２，図４に示すように、上記吸
気制御弁２１は全閉位置に回動される。そのため吸気通
路１７はその底壁１７ｄ側から絞られ、天壁１７ｆ側の
みが開口することとなる。これにより吸気は上記絞り部
で流速が高められ、かつ吸気通路１７の天壁１７ｆ面に
沿って流れ、燃焼室の中央付近に方向性をもって吹き込
まれ、図２に矢印で示すように縦スワールが発生する。
この場合、吸気制御弁２１を円柱状に形成したことか
ら、該制御弁２１を吸気弁開口４ｃに近接させることが
できるとともに、該制御弁２１の下流側に空間が生じる
ことがなく吸気流の巻き込みを防止できるので、上記方
向性をさらに確実なものにできる。その結果、空燃比を
希薄にしても燃焼を安定化でき、燃費の向上を図ること
ができる。Next, the operation and effect of this embodiment will be described. When the intake air amount is small as in the case of low-speed rotation of the engine or low-load operation, the intake control valve 21 is rotated to the fully closed position as shown in FIGS. Therefore, the intake passage 17 is narrowed from the bottom wall 17d side, and only the top wall 17f side is opened. As a result, the flow rate of the intake air is increased in the throttle section, and flows along the top wall 17f surface of the intake passage 17, and is blown directionally near the center of the combustion chamber. As shown by the arrow in FIG. appear.
In this case, since the intake control valve 21 is formed in a cylindrical shape, the control valve 21 can be brought close to the intake valve opening 4c, and no space is generated downstream of the control valve 21 so that the intake flow can be reduced. Since the entanglement can be prevented, the directionality can be further ensured. As a result, even if the air-fuel ratio is made lean, combustion can be stabilized, and fuel efficiency can be improved.
【００１５】エンジンの高速回転，又は高負荷運転時の
ように吸気量が多い場合は、図５に示すように、上記吸
気制御弁２１は全開位置に回動され、これにより吸気凹
部２１ａが吸気通路１７と連続面をなし、吸気制御弁２
１が吸気抵抗となることはない。また吸気凹部２１ａの
先端部を円弧状にしたので、制御弁２１の全閉時におい
ても吸気抵抗を軽減できる。When the amount of intake air is large, such as during high-speed rotation of the engine or during high-load operation, as shown in FIG. 5, the intake control valve 21 is rotated to the fully open position, whereby the intake recess 21a is taken in. The intake control valve 2 forms a continuous surface with the passage 17.
1 does not become the intake resistance. Further, since the distal end of the intake recess 21a is formed in an arc shape, the intake resistance can be reduced even when the control valve 21 is fully closed.
【００１６】また吸気制御弁２１を棒状のものにしたの
で、上述のように吸気弁開口に近接させて配置できると
ともに配置スペースが小さくて済むことから、吸気制御
弁２１を弁軸１１ｂとヘッドボルト６の間に配置でき、
シリンダヘッド回りをコンパクト化できる。Further, since the intake control valve 21 is formed in a rod shape, the intake control valve 21 can be disposed close to the intake valve opening and the arrangement space can be reduced as described above. Can be placed between 6,
Compact around the cylinder head.
【００１７】そして本実施例では、吸気制御弁２１の気
筒間部分及び外端部の軸受保持部２１ｂに装着された軸
受２２とシリンダヘッド４の弁穴１７ｃとの隙間を他の
部分より小さく設定したので、一方の気筒用吸気通路内
から上記隙間を通って他方の気筒用吸気通路内に漏洩す
る空気の量を低減でき、これにより各気筒用吸入空気量
のばらつきを抑制できる。また上記軸受保持部２１ｂを
他の部分より小径に設定したので、吸気制御弁２１の開
閉動作に必要な回転力を低減でき、吸気制御を容易確実
に行うことができる。In this embodiment, the clearance between the bearing 22 mounted on the inter-cylinder portion of the intake control valve 21 and the bearing holding portion 21b at the outer end and the valve hole 17c of the cylinder head 4 is set smaller than the other portions. Therefore, the amount of air leaking from the intake passage for one cylinder through the gap to the intake passage for the other cylinder can be reduced, thereby suppressing the variation in the intake air amount for each cylinder. Further, since the diameter of the bearing holding portion 21b is set smaller than that of the other portions, the rotational force required for opening and closing the intake control valve 21 can be reduced, and the intake control can be easily and reliably performed.
【００１８】図１０は上記実施例の変形例を示し、図
中、図１と同一符号は同一又は相当部分を示す。この例
では、弁穴１７ｃ内に挿入された吸気制御弁２１の、図
示左，右の気筒用吸気通路１７，１７間に位置する中央
部２１ｄを他の部分より大径に設定し、これにより中央
部２１ｄと弁穴１７ｃとの隙間を他の部分の隙間より小
さくしている。FIG. 10 shows a modification of the above embodiment, in which the same reference numerals as those in FIG. 1 denote the same or corresponding parts. In this example, the central portion 21d of the intake control valve 21 inserted into the valve hole 17c, which is located between the left and right cylinder intake passages 17 and 17 in the drawing, is set to have a larger diameter than other portions. The gap between the central portion 21d and the valve hole 17c is smaller than the gaps in the other portions.
【００１９】この例では、吸気制御弁２１の中央部２１
ｄと弁穴１７ｃとの隙間を小さくしたので、該隙間を通
って隣の気筒に流入する空気量を軽減でき、その結果、
吸入空気量の気筒間でのばらつきを軽減できる。In this example, the central portion 21 of the intake control valve 21
Since the gap between d and the valve hole 17c is reduced, the amount of air flowing into the adjacent cylinder through the gap can be reduced.
Variations in intake air amount between cylinders can be reduced.
【００２０】[0020]
【００２１】[0021]
【００２２】[0022]
【発明の効果】以上のように本発明に係るエンジンの吸
気制御装置によれば、吸気量の少ない運転域では吸気制
御弁で吸気通路の底壁側を絞り込んで吸気流を天壁側に
偏流させるようにしたので、縦スワールを確実に発生さ
せることができ、また吸気制御弁の隣接する気筒間部分
とシリンダヘッドの弁穴との隙間を吸気凹部が形成され
た部分より小さく設定したので、一方の気筒から他方の
気筒に漏洩する空気量を軽減でき、吸入空気量の気筒間
ばらつきを抑制できる効果がある。As described above, according to the intake control system for an engine according to the present invention, in the operating range where the amount of intake air is small, the intake control valve narrows the bottom wall side of the intake passage to shift the intake air flow to the top wall side. Since the vertical swirl can be reliably generated, and the gap between the adjacent cylinder portion of the intake control valve and the valve hole of the cylinder head is set smaller than the portion where the intake recess is formed, The amount of air leaking from one cylinder to the other cylinder can be reduced, and there is an effect that variation in intake air amount between cylinders can be suppressed.
【図１】請求項１の発明に係る第１実施例によるエンジ
ンの吸気制御装置を示す断面正面図である。FIG. 1 is a sectional front view showing an intake control device for an engine according to a first embodiment of the present invention;
【図２】上記第１実施例エンジンの断面側面図である。FIG. 2 is a sectional side view of the engine of the first embodiment.
【図３】図２のIII-III 線断面図である。FIG. 3 is a sectional view taken along line III-III of FIG. 2;
【図４】図２のIV-IV 線断面図である。FIG. 4 is a sectional view taken along line IV-IV of FIG. 2;
【図５】図４の高速運転状態を示す断面図である。FIG. 5 is a sectional view showing a high-speed operation state of FIG.
【図６】上記第１実施例エンジンのシリンダヘッドの底
面図である。FIG. 6 is a bottom view of the cylinder head of the engine of the first embodiment.
【図７】上記第１実施例の吸気制御弁の正面図である。FIG. 7 is a front view of the intake control valve of the first embodiment.
【図８】図７のVII-VII 線断面図である。8 is a sectional view taken along the line VII-VII in FIG. 7;
【図９】上記吸気制御弁の吸気凹部部分の拡大図であ
る。FIG. 9 is an enlarged view of an intake concave portion of the intake control valve.
【図１０】上記第１実施例の変形例の断面正面図であ
る。FIG. 10 is a sectional front view of a modification of the first embodiment.
１ エンジン ４ シリンダヘッド ４ｃ 吸気弁用開口 ４ｇ シリンダヘッド外壁 ４ｈ 外気導入通路 １７ 吸気通路 １７ｃ 弁穴 １７ｄ 底壁 １５ カム軸 ２１ 吸気制御弁 ２１ｄ，２２ 大径部，軸受（吸気制御弁の隣接する気
筒間部分）Reference Signs List 1 engine 4 cylinder head 4c intake valve opening 4g cylinder head outer wall 4h outside air introduction passage 17 intake passage 17c valve hole 17d bottom wall 15 camshaft 21 intake control valve 21d, 22 large diameter portion, bearing (cylinder adjacent to intake control valve) Between)
───────────────────────────────────────────────────── フロントページの続き (58)調査した分野(Int.Cl.7，ＤＢ名) F02B 31/00 331 F01L 7/02 F01L 7/06 ──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. 7 , DB name) F02B 31/00 331 F01L 7/02 F01L 7/06
Claims (1)
出する吸気通路の、吸気弁軸と上記外壁との間でかつシ
リンダブロックとの合面側の底壁部分に、弁穴を、カム
軸と平行にかつ軸線が吸気通路の底壁面付近に位置し、
隣接する気筒用吸気通路に連通するよう形成し、上記弁
穴に隣接する気筒用吸気通路用と共通の吸気制御弁を回
動可能に挿入配置し、該吸気制御弁は、丸棒に吸気通路
底部内面形状に対応した形状の吸気凹部を形成してな
り、該吸気制御弁を全開位置に回動させると上記吸気凹
部が吸気通路底部内面と連続面をなし、全閉位置に回動
させると上記吸気凹部が吸気通路の底壁側部分を絞り込
むように構成されており、上記吸気制御弁の隣接する気
筒間部分と上記弁穴との隙間が上記吸気凹部が形成され
た部分と上記弁穴との隙間より小さくなるように、上記
吸気制御弁の気筒間部分の外径が上記吸気凹部が形成さ
れた部分の外径より大きく設定されていることを特徴と
するエンジンの吸気装置。1. A intake passage for deriving an opening for the intake valve in the cylinder head outer wall, the bottom wall portion of the mating face side and between a and a cylinder block of the intake valve shaft and the outer wall, the valve hole, the cam shaft And the axis is located near the bottom wall of the intake passage,
The valve is formed so as to communicate with an adjacent cylinder intake passage.
Turns the common intake control valve for the cylinder intake passage adjacent to the hole.
The intake control valve is movably inserted, and the intake control valve is
Do not form intake recesses that correspond to the bottom inner surface shape.
When the intake control valve is rotated to the fully open position,
Part is continuous with the inner surface of the bottom of the intake passage and rotates to the fully closed position
When this is done, the intake recess narrows the bottom wall side of the intake passage
Uselessly is configured, the gap between the inter-cylinder portion and the valve bore adjacent the intake control valve is the intake recess is formed
So that it is smaller than the gap between the
The outside diameter of the inter-cylinder portion of the intake control valve is such that the intake recess is formed.
An intake device for an engine, wherein the outer diameter is set to be larger than the outer diameter of the part .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24701491A JP3248587B2 (en) | 1991-08-30 | 1991-08-30 | Engine intake control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24701491A JP3248587B2 (en) | 1991-08-30 | 1991-08-30 | Engine intake control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH06137152A JPH06137152A (en) | 1994-05-17 |
| JP3248587B2 true JP3248587B2 (en) | 2002-01-21 |
Family
ID=17157115
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP24701491A Expired - Fee Related JP3248587B2 (en) | 1991-08-30 | 1991-08-30 | Engine intake control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3248587B2 (en) |
-
1991
- 1991-08-30 JP JP24701491A patent/JP3248587B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH06137152A (en) | 1994-05-17 |
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