JP3358507B2 - Intake device for internal combustion engine - Google Patents
Intake device for internal combustion engineInfo
- Publication number
- JP3358507B2 JP3358507B2 JP23590797A JP23590797A JP3358507B2 JP 3358507 B2 JP3358507 B2 JP 3358507B2 JP 23590797 A JP23590797 A JP 23590797A JP 23590797 A JP23590797 A JP 23590797A JP 3358507 B2 JP3358507 B2 JP 3358507B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- opening
- intake passage
- passage portion
- cylindrical member
- 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
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
- F02B27/0263—Plenum chambers; Resonance chambers or resonance pipes the plenum chamber and at least one of the intake ducts having a common wall, and the intake ducts wrap partially around the plenum chamber, i.e. snail-type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
- F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
- F02B27/0257—Rotatable plenum chambers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0294—Actuators or controllers therefor; Diagnosis; Calibration
-
- 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)
- Characterised By The Charging Evacuation (AREA)
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、慣性過給効果を利
用する内燃機関の吸気装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake device for an internal combustion engine utilizing an inertial supercharging effect.
【０００２】[0002]
【従来の技術】吸気通路長及び吸気管径等を適切に選択
すると、特定機関回転領域において慣性過給が実現さ
れ、吸気充填効率が増加し機関出力が向上することが公
知である。このような慣性過給を各機関回転数において
実現するために、吸気通路長を変化させる種々の提案が
なされている。例えば、実開昭６３−９６２３０号公報
には、円筒状のケース内に配置された円筒状のサージタ
ンクを有し、ケースとサージタンクとによって形成され
る環状空間を吸気通路の一部として使用する吸気装置が
開示されている。2. Description of the Related Art It is known that, when an intake passage length, an intake pipe diameter, and the like are appropriately selected, inertial supercharging is realized in a specific engine rotation region, intake charging efficiency is increased, and engine output is improved. In order to achieve such inertia supercharging at each engine speed, various proposals have been made to change the intake passage length. For example, Japanese Utility Model Laid-Open Publication No. 63-96230 discloses a cylindrical surge tank disposed in a cylindrical case, and an annular space formed by the case and the surge tank is used as a part of an intake passage. Is disclosed.
【０００３】この吸気装置において、サージタンクは、
軸線方向に流入した吸気を側壁に形成された開口部から
流出させるものであり、それにより、サージタンクを回
動させることによって、吸気通路として使用する環状空
間の長さが連続的に変化し、低回転時から高回転時まで
慣性過給を実現することが可能となる。In this intake device, the surge tank is
The intake air flowing in the axial direction is caused to flow out from the opening formed in the side wall, whereby the length of the annular space used as the intake passage changes continuously by rotating the surge tank, It is possible to realize inertial supercharging from low rotation to high rotation.
【０００４】[0004]
【発明が解決しようとする課題】前述の吸気装置におい
て、慣性過給を実現可能な機関回転範囲の大きさは、サ
ージタンクの回動角度に比例する。サージタンクの回動
角度は、側壁の開口部が環状空間の有効長さを最も短く
するように位置する場合と環状空間の有効長さを最も長
くするように位置する場合との間の角度である。すなわ
ち、サージタンクの回動角度は、３６０°から開口部の
開口角度（回動方向における角度）を減算した角度より
大きくすることはできない。前述の従来技術では、機関
高回転時における多量の吸気を通過させるために、サー
ジタンクの側壁に形成された開口部の面積は比較的大き
くされており、すなわち、開口部の開口角度が大きくさ
れているために、サージタンクの回動角度が小さくな
り、その分、慣性過給を実現可能な機関回転領域が狭く
なっている。In the above-described intake device, the size of the engine rotation range in which inertial supercharging can be realized is proportional to the rotation angle of the surge tank. The rotation angle of the surge tank is an angle between the case where the opening of the side wall is located to minimize the effective length of the annular space and the case where the opening length of the annular space is located to maximize the effective length of the annular space. is there. That is, the rotation angle of the surge tank cannot be greater than 360 ° minus the opening angle of the opening (the angle in the rotation direction). In the above-described prior art, the area of the opening formed in the side wall of the surge tank is made relatively large in order to allow a large amount of intake air to pass at the time of high engine rotation, that is, the opening angle of the opening is made large. Therefore, the rotation angle of the surge tank is reduced, and accordingly, the engine rotation region in which inertial supercharging can be realized is narrowed.
【０００５】従って、本発明の目的は、筒状部材を有
し、吸気系の一部を成す第１吸気通路部分が筒状部材の
内側に軸線方向に延在し、第１吸気通路部分の下流側に
おいて吸気系の一部を成す第２吸気通路部分が筒状部材
の外側に軸線方向に隣接配置された二つの側壁によって
筒状部材の周方向に延在するように形成され、筒状部材
には第１吸気通路部分と第２吸気通路部分とを連通する
ための開口部が形成され、開口部は比較的大きな面積を
有し、筒状部材を軸線回りに回動させることによって開
口部が軸線回りに移動し第２吸気通路部分における有効
長さが変化する内燃機関の吸気装置において、大型化さ
せることなく、慣性過給を実現可能な機関回転領域を従
来に比較して拡大することである。Accordingly, it is an object of the present invention to provide a first intake passage portion having a cylindrical member, wherein a first intake passage portion forming a part of an intake system extends axially inside the cylindrical member. A second intake passage portion forming a part of the intake system on the downstream side is formed so as to extend in the circumferential direction of the tubular member by two side walls disposed adjacent to the outside of the tubular member in the axial direction, and has a cylindrical shape. The member is formed with an opening for communicating the first intake passage portion and the second intake passage portion. The opening has a relatively large area, and is opened by rotating the cylindrical member around an axis. In the intake device of the internal combustion engine in which the portion moves around the axis and the effective length in the second intake passage portion changes, the engine rotation region in which inertial supercharging can be realized is enlarged as compared with the related art without increasing the size. That is.
【０００６】[0006]
【課題を解決するための手段】請求項１に記載の本発明
による内燃機関の吸気装置は、筒状部材を有し、吸気系
の一部を成す第１吸気通路部分が前記筒状部材の内側に
軸線方向に延在し、前記第１吸気通路部分の下流側にお
いて前記吸気系の一部を成す第２吸気通路部分が前記筒
状部材の外側に周方向に延在するように形成され、前記
筒状部材には前記第１吸気通路部分と前記第２吸気通路
部分とを連通するための開口部が形成され、前記開口部
は比較的大きな開口面積を有し、前記筒状部材を軸線回
りに回動させることによって前記開口部が軸線回りに移
動し前記第２吸気通路部分における有効長さが変化する
内燃機関の吸気装置において、前記有効長さが所定長さ
以上とされる時に、前記開口部の開口面積を吸気下流側
から徐々に減少させる遮蔽部材を具備することを特徴と
する。According to a first aspect of the present invention, there is provided an intake system for an internal combustion engine according to the present invention, which has a cylindrical member, and a first intake passage portion forming a part of an intake system is provided with the cylindrical member. A second intake passage portion extending inward in the axial direction and forming a part of the intake system downstream of the first intake passage portion is formed so as to extend circumferentially outside the cylindrical member. An opening for communicating the first intake passage portion and the second intake passage portion is formed in the tubular member, and the opening has a relatively large opening area. In the intake device for an internal combustion engine, in which the opening moves about the axis by rotating about the axis, and the effective length in the second intake passage portion changes, when the effective length is equal to or more than a predetermined length, The opening area of the opening is gradually reduced from the downstream side of the intake air. Characterized by comprising a shield member that.
【０００７】[0007]
【発明の実施の形態】図１は、本発明による内燃機関の
吸気装置を示す概略断面図である。同図において、１は
四気筒機関本体、２はピストン、３は燃焼室、４は吸気
弁、５は吸気ポート、６は排気弁、７は吸気通路枝管、
８は吸気通路長可変装置をそれぞれ示している。図２
は、吸気通路長可変装置８の断面を示す図１のＡ−Ａ断
面図である。図１及び２を参照すると、吸気通路長可変
装置８は、円筒状の固定のケース１１と、ケース１１内
に同心配置された円筒状の筒状部材１２を具備してい
る。ケース１１と筒状部材１２との間の空間は、略Ｃ形
状の三つの仕切壁１３によって軸線方向に四分割されて
いる。分割された四つの空間は、それぞれ、一方の端部
において端部壁１５によって閉塞され、他方の端部にお
いて気筒毎の吸気ポート５を介して各燃焼室３に連通し
ている。FIG. 1 is a schematic sectional view showing an intake device for an internal combustion engine according to the present invention. In the figure, 1 is a four-cylinder engine main body, 2 is a piston, 3 is a combustion chamber, 4 is an intake valve, 5 is an intake port, 6 is an exhaust valve, 7 is an intake passage branch pipe,
Reference numeral 8 denotes an intake passage length varying device. FIG.
FIG. 2 is a sectional view taken along the line AA in FIG. 1, showing a section of the variable intake passage length device 8. Referring to FIGS. 1 and 2, the variable intake passage length device 8 includes a fixed cylindrical case 11 and a cylindrical tubular member 12 concentrically arranged in the case 11. The space between the case 11 and the tubular member 12 is divided into four in the axial direction by three substantially C-shaped partition walls 13. Each of the four divided spaces is closed at one end by an end wall 15 and communicates with each combustion chamber 3 via an intake port 5 for each cylinder at the other end.
【０００８】筒状部材１２には、前述の四つの空間それ
ぞれに開口する四つの開口部１６が形成されている。こ
の開口部１６は、筒状部材１２への加工を容易にするた
めに、四つの空間全てに開口する細長い単一の開口部と
しても良い。筒状部材１２の両端部における側面は、仕
切壁１３の環状端面と同じ位置とされたケース１１の側
壁に対して摺動し、吸気が筒状部材１２の開口部１６を
介してだけケース１１の四つの空間へ流入するようにな
っている。ケース１１の両端部は閉鎖され、一方の端部
には、吸気管１７が接続されている。吸気管１７内には
スロットル弁１８が配置されている。The cylindrical member 12 is formed with four openings 16 opening to the above-mentioned four spaces. The opening 16 may be a single elongated opening that opens in all four spaces in order to facilitate processing of the tubular member 12. The side surfaces at both ends of the cylindrical member 12 slide with respect to the side wall of the case 11 positioned at the same position as the annular end surface of the partition wall 13, and the intake air flows only through the opening 16 of the cylindrical member 12. Into the four spaces. Both ends of the case 11 are closed, and an intake pipe 17 is connected to one end. A throttle valve 18 is arranged in the intake pipe 17.
【０００９】筒状部材１２の吸気管１７側の端部はその
ままの形状で開放されているが、反対側の端部は、小径
円筒部１２ａに接続されている。この小径円筒部の外面
には、外歯（図示せず）が形成されている。この外歯に
噛合する歯車２１ａが設けられ、歯車２１ａには、ケー
ス１１の端部を貫通して第１駆動装置２１の駆動軸が接
続されている。それにより、筒状部材１２は、第１駆動
装置２１によって、固定のケース１１及び吸気管１７に
対して軸線回りに回動可能となっている。The end of the cylindrical member 12 on the side of the intake pipe 17 is open in its shape, but the opposite end is connected to the small-diameter cylindrical portion 12a. External teeth (not shown) are formed on the outer surface of the small diameter cylindrical portion. A gear 21a meshing with the external teeth is provided, and a drive shaft of the first drive device 21 is connected to the gear 21a through an end of the case 11. Thereby, the cylindrical member 12 is rotatable around the axis with respect to the fixed case 11 and the intake pipe 17 by the first driving device 21.
【００１０】このような構成において、筒状部材１２内
の空間９は、サージタンクとして機能する吸気系の一部
を成す第１吸気通路部分９であり、筒状部材１２の軸線
方向に延在している。また、前述の四つの空間は、それ
ぞれ、サージタンク等の吸気系拡管部の下流側で吸気系
の一部を成す第２吸気通路部分１４として、筒状部材１
２の外側に周方向に延在している。筒状部材１２に形成
された開口部１６によって第１吸気通路部分と第２吸気
通路部分とは連通されている。それにより、吸気は、吸
気管１７からスロットル弁１８を介して第１吸気通路部
分９に流入し、開口部１６を介して各第２吸気通路部分
１４へ流入し、各吸気通路枝管７及び各吸気ポート５を
介して各気筒へ供給される。吸気通路長可変装置８にお
いて、各第２吸気通路部分１４は隣接しているが、各吸
気通路枝管７によって互いに離間する各気筒の吸気ポー
ト５への接続が可能となっている。In such a configuration, the space 9 in the tubular member 12 is the first intake passage portion 9 forming a part of an intake system functioning as a surge tank, and extends in the axial direction of the tubular member 12. are doing. Further, the above-mentioned four spaces are respectively cylindrical members 1 as second intake passage portions 14 which form a part of the intake system on the downstream side of the intake system expansion section such as a surge tank.
2 and extends in the circumferential direction. The first intake passage portion and the second intake passage portion communicate with each other through an opening 16 formed in the tubular member 12. Thereby, the intake air flows from the intake pipe 17 through the throttle valve 18 into the first intake passage portion 9, flows through the opening 16 into each second intake passage portion 14, and flows into each of the intake passage branch pipes 7 and It is supplied to each cylinder via each intake port 5. In the variable intake passage length device 8, the second intake passage portions 14 are adjacent to each other, but the respective intake passage branch pipes 7 enable connection of the cylinders separated from each other to the intake port 5.
【００１１】本実施形態においては、筒状部材１２内の
空間９には、筒状部材１２の内側に当接する筒状の遮蔽
部材３０が配置されている。この遮蔽部材３０には、筒
状部材１２の各開口部１６と同形状の開口部３１が形成
されている。遮蔽部材３０の吸気管１７側の端部は、筒
状部材１２と同様に開放されているが、反対側の端部
は、筒状部材１２の小径円筒部１２ａの内側に同心に位
置する円盤部材３０ａによって閉鎖されている。この円
盤部材３０ａの中心には作動軸３０ｂが接続され、この
作動軸３０ｂがケース１１の端部を貫通して外部へ突出
している。作動軸３０ｂの端部には、歯車３０ｃが取り
付けられている。この歯車３０ｃに噛合する歯車２２ａ
が設けられ、この歯車２２ａには第２駆動装置２２が接
続されている。それにより、遮蔽部材３０は、第２駆動
装置２２によって、固定のケース１１及び吸気管１７に
対して軸線回りに回動可能となっている。遮蔽部材３０
の円盤部材３０ａと筒状部材１２の小径部分１２ａとの
間には、ベアリング４１が配置され、それにより、筒状
部材１２と遮蔽部材３０とは、互いに自由に回動するこ
とができる。また、遮蔽部材３０の作動軸３０ｂとケー
ス１１の端部との間にもベアリング４２が配置されてい
る。In the present embodiment, a cylindrical shielding member 30 which is in contact with the inside of the cylindrical member 12 is disposed in the space 9 within the cylindrical member 12. An opening 31 having the same shape as each opening 16 of the tubular member 12 is formed in the shielding member 30. The end of the shielding member 30 on the side of the intake pipe 17 is open similarly to the cylindrical member 12, but the opposite end is a disc located concentrically inside the small-diameter cylindrical portion 12 a of the cylindrical member 12. It is closed by the member 30a. An operating shaft 30b is connected to the center of the disc member 30a, and the operating shaft 30b protrudes to the outside through an end of the case 11. A gear 30c is attached to an end of the operating shaft 30b. The gear 22a meshed with the gear 30c
The second driving device 22 is connected to the gear 22a. Thereby, the shielding member 30 is rotatable around the axis with respect to the fixed case 11 and the intake pipe 17 by the second driving device 22. Shielding member 30
A bearing 41 is disposed between the disc member 30a and the small-diameter portion 12a of the tubular member 12, so that the tubular member 12 and the shielding member 30 can freely rotate with respect to each other. Further, a bearing 42 is also arranged between the operating shaft 30 b of the shielding member 30 and the end of the case 11.
【００１２】機関吸気系の諸元によって特定機関回転数
において吸気充填効率が向上する慣性過給効果を得るこ
とができる。この特定機関回転数Ｎは、次式で示す吸気
系諸元によって表される。 Ｎ＝３０Ｃ（Ｓ／Ｌ・Ｖｈ）1/2 ／２π ここで、Ｃは音速、Ｓは吸気通路断面積、Ｌは吸気通路
長、Ｖｈはエンジン行程容積である。According to the specifications of the engine intake system, it is possible to obtain an inertia supercharging effect in which the intake charging efficiency is improved at a specific engine speed. The specific engine speed N is represented by the intake system specifications expressed by the following equation. N = 30C (S / L · Vh) 1/2 / 2π where C is the sonic speed, S is the intake passage cross-sectional area, L is the intake passage length, and Vh is the engine stroke volume.
【００１３】本実施形態の吸気通路長可変装置８は、回
転センサ等によって検出される機関回転数に基づき、筒
状部材１２を、機関回転数が低い時ほど図１において時
計方向に回動させ、機関回転数が高い時ほど図１におい
て反時計方向に回動させるようになっている。それによ
り、機関回転数が低い時ほど、筒状部材１２の開口部１
６は、吸気通路枝管７側から離間し、各第２吸気通路部
分１４における有効長さが長くなる。すなわち、機関回
転数が低い時ほど、吸気系における吸気通路長Ｌが長く
される。The variable intake passage length device 8 of this embodiment rotates the tubular member 12 clockwise in FIG. 1 as the engine speed decreases, based on the engine speed detected by a rotation sensor or the like. In addition, the higher the engine speed, the more counterclockwise in FIG. Thus, as the engine speed decreases, the opening 1 of the tubular member 12 decreases.
6 is separated from the intake passage branch pipe 7 side, and the effective length of each second intake passage portion 14 is increased. That is, the lower the engine speed, the longer the intake passage length L in the intake system.
【００１４】図１は筒状部材１２の開口部１６が端部壁
１５に接するまで時計方向に最大に回動された状態を示
しており、図３は筒状部材１２の開口部１６が端部壁１
５に接するまで反時計方向に最大に回動された状態を示
している。筒状部材１２の開口部１６は、機関高回転時
における多量の吸気を通過させるために、比較的大きな
開口面積を有している。開口部１６の幅は第２吸気通路
部分１４の幅により規制されるために、このような開口
面積を確保するには必然的に開口部１６の周方向長さを
長くしなければならない。すなわち、開口部１６の開口
角度ＴＡ１を比較的大きくしなければならない。FIG. 1 shows a state in which the opening 16 of the tubular member 12 is rotated clockwise to the maximum until it contacts the end wall 15, and FIG. Part wall 1
5 shows a state in which it has been rotated to the maximum in a counterclockwise direction until it touches 5. The opening 16 of the tubular member 12 has a relatively large opening area to allow a large amount of intake air to pass at the time of high engine rotation. Since the width of the opening 16 is regulated by the width of the second intake passage portion 14, in order to secure such an opening area, the circumferential length of the opening 16 must be necessarily increased. That is, the opening angle TA1 of the opening 16 must be relatively large.
【００１５】こうして、従来においては、慣性過給を実
現可能な機関回転範囲は、筒状部材１２の開口部１６に
よる第２吸気通路部分１４の有効吸気通路長さの変化範
囲、すなわち、筒状部材１２の回動角度（約３６０°−
ＴＡ１）に相当するものとされていた。As described above, conventionally, the engine rotation range in which inertial supercharging can be realized is a change range of the effective intake passage length of the second intake passage portion 14 due to the opening portion 16 of the tubular member 12, that is, a cylindrical shape. The rotation angle of the member 12 (about 360 °-
TA1).
【００１６】本実施形態では、筒状部材１２の内側には
遮蔽部材３０が配置されており、遮蔽部材３０の開口部
３１は、第２吸気通路部分１４の有効吸気通路長を最も
短くする機関高回転時（図３）において、筒状部材１２
の開口部１６と一致している。それにより、機関高回転
時の多量の吸気は、筒状部材１２の開口部１６における
比較的大きな開口面積を通過し、十分な通気性能が保証
される。In the present embodiment, a shielding member 30 is disposed inside the tubular member 12, and an opening 31 of the shielding member 30 is used to minimize the effective intake passage length of the second intake passage portion 14. At the time of high rotation (FIG. 3), the cylindrical member 12
Opening 16. As a result, a large amount of intake air at the time of high engine rotation passes through a relatively large opening area in the opening 16 of the tubular member 12, and sufficient ventilation performance is guaranteed.
【００１７】図４は、機関回転数に対する遮蔽部材３０
と筒状部材１２との角度差（例えば、図３の機関高回転
時が基準とされる）を示すマップである。前述したよう
に、筒状部材１２は、機関回転数の低下に伴い徐々に時
計方向に回動される。図４のマップに示すように、所定
機関回転数となって第２吸気通路部分１４の有効長さが
所定長さとなった時以降は、角度差が０から徐々に大き
くされる。すなわち、この時以降は、遮蔽部材３０が、
筒状部材１２より徐々に大きく時計方向に回動され、遮
蔽部材３０の開口部３１が筒状部材１２の開口部１６よ
り先行する。FIG. 4 shows the shielding member 30 with respect to the engine speed.
4 is a map showing an angle difference between the cylinder member 12 and the cylindrical member 12 (for example, based on the high engine speed in FIG. 3). As described above, the tubular member 12 is gradually rotated clockwise as the engine speed decreases. As shown in the map of FIG. 4, after the predetermined engine speed has been reached and the effective length of the second intake passage portion 14 has reached the predetermined length, the angle difference is gradually increased from zero. That is, after this time, the shielding member 30
The opening 31 of the shielding member 30 precedes the opening 16 of the cylindrical member 12 by being gradually rotated clockwise more than the cylindrical member 12.
【００１８】こうして、言わば、第２吸気通路部分１４
の有効長さが所定長さとなった時以降は、筒状部材１２
の開口部１６における開口面積は、遮蔽部材３０によっ
て吸気下流側から徐々に減少される。この時には、機関
回転数はそれほど高くなく、必要吸気量が少なくなるた
めに、筒状部材１２の開口部１６における開口面積が減
少されても十分な通気性能は確保される。Thus, so to speak, the second intake passage portion 14
After the effective length of the cylindrical member 12 becomes the predetermined length, the cylindrical member 12
The opening area of the opening 16 is gradually reduced by the shielding member 30 from the intake downstream side. At this time, the engine speed is not so high, and the required intake air amount is reduced. Therefore, even if the opening area of the opening 16 of the tubular member 12 is reduced, sufficient ventilation performance is secured.
【００１９】第２吸気通路部分１４の有効長さは筒状部
材１２の開口部１６における開口中心から始まると考え
ることができ、このように、機関回転数が低下するほど
筒状部材１２の開口部１６における開口面積を吸気下流
側から減少させると、言わば、開口部１６の開口中心が
徐々に吸気通路枝管７側から離間するようになり、第２
吸気通路部分１４の有効長さを延長することができる。
これは、従来に比較して、さらに低回転時にも慣性過給
を実現可能とし、慣性過給を実現可能な機関回転範囲を
拡大することが可能となる。It can be considered that the effective length of the second intake passage portion 14 starts from the center of the opening in the opening 16 of the tubular member 12, and thus the opening of the tubular member 12 decreases as the engine speed decreases. When the opening area of the portion 16 is reduced from the downstream side of the intake air, the center of the opening of the opening 16 is gradually separated from the intake passage branch pipe 7 side,
The effective length of the intake passage section 14 can be extended.
This makes it possible to achieve inertial supercharging even at a lower rotation speed than in the past, and to expand the engine rotation range in which inertial supercharging can be realized.
【００２０】図４のマップにおける点線は、機関高負荷
時における角度差を示しており、実線に比較して角度差
が小さくされている。これは、同じ機関回転数において
機関負荷が高いほど、必要空気量が多くなるためであ
り、筒状部材１２の開口部１６における開口面積の減少
分が少なくされ、通気性能を確保するようになってい
る。逆に、機関低負荷時は、必要空気量が少なくなり、
筒状部材１２の開口部１６における開口面積の減少分の
多くするように、角度差を大きくするようにしても良
い。The dotted line in the map of FIG. 4 indicates the angle difference at the time of high engine load, and the angle difference is smaller than the solid line. This is because the required air amount increases as the engine load increases at the same engine speed, and the decrease in the opening area at the opening 16 of the tubular member 12 is reduced, so that the ventilation performance is ensured. ing. Conversely, when the engine is under low load, the required air volume decreases,
The angle difference may be increased so as to increase the decrease in the opening area of the opening 16 of the tubular member 12.
【００２１】本実施形態において、遮蔽部材３０は、筒
状部材１２の開口部１６と同じ大きさの開口部３１を有
するようにしたが、これは、本発明を限定するものでは
なく、開口部３１の開口角度ＴＡ２は、図１において時
計方向にかなり拡大することが可能である。すなわち、
遮蔽部材３０は、最低限、筒状部材１２の開口部１６に
おける開口面積を減少するだけの幅を有する湾曲板部材
としても良く、このような板部材であれば、筒状部材１
２の外側に配置することも可能である。In this embodiment, the shielding member 30 has the opening 31 having the same size as the opening 16 of the cylindrical member 12, but this does not limit the present invention. The opening angle TA2 of 31 can be considerably increased clockwise in FIG. That is,
The shielding member 30 may be, at a minimum, a curved plate member having a width enough to reduce the opening area of the opening 16 of the cylindrical member 12.
It is also possible to arrange them outside of 2.
【００２２】また、本実施形態において、第１吸気通路
部分はサージタンクとして機能するものであるが、これ
は本発明を限定するものではなく、例えば、筒状部材の
回りの第２吸気通路部分を単一として、各気筒毎にこの
ような構造を有するようにしても良い。Further, in the present embodiment, the first intake passage portion functions as a surge tank, but this does not limit the present invention. For example, the second intake passage portion around the cylindrical member , And such a structure may be provided for each cylinder.
【００２３】[0023]
【発明の効果】このように、本発明による内燃機関の吸
気装置によれば、吸気系の一部を成す第１吸気通路部分
が筒状部材の内側に軸線方向に延在し、第１吸気通路部
分の下流側において吸気系の一部を成す第２吸気通路部
分が筒状部材の外側に周方向に延在するように形成さ
れ、筒状部材には第１吸気通路部分と第２吸気通路部分
とを連通するための開口部が形成され、開口部は比較的
大きな開口面積を有し、筒状部材を軸線回りに回動させ
ることによって開口部が軸線回りに移動し第２吸気通路
部分における有効長さが変化する内燃機関の吸気装置に
おいて、第２吸気通路部分における有効長さが所定長さ
以上とされる時に、遮蔽部材が、開口部の開口面積を吸
気下流側から徐々に減少させる。それにより、第２吸気
通路部分の有効長さが所定長さより短くなる機関高回転
時には、比較的大きな開口面積を有する開口部によって
多量の吸気を通過させることができる。また、第２吸気
通路部分の有効長さが所定長さより長くなる機関低回転
時には、吸気量が少なくなるために、開口部の開口面積
を吸気下流側から徐々に減少しても問題はなく、こうし
て、吸気装置を大型化することなく、第２吸気通路部分
の有効長さの基準となる開口面積中心を吸気上流側に移
動させることができ、これは、第２吸気通路部分の有効
長さの実質的な延長となり、慣性過給を実現可能な機関
回転領域を従来に比較して拡大することができる。As described above, according to the intake system for an internal combustion engine according to the present invention, the first intake passage portion forming a part of the intake system extends in the axial direction inside the cylindrical member, and the first intake passage portion is formed. A second intake passage portion that forms a part of the intake system downstream of the passage portion is formed to extend in the circumferential direction outside the tubular member, and the first intake passage portion and the second intake passage portion are formed in the tubular member. An opening for communicating with the passage portion is formed, the opening has a relatively large opening area, and the opening moves around the axis by rotating the cylindrical member around the axis, so that the second intake passage is formed. In the intake device of the internal combustion engine in which the effective length of the portion changes, when the effective length of the second intake passage portion is equal to or longer than a predetermined length, the shielding member gradually increases the opening area of the opening from the intake downstream side. Decrease. Accordingly, when the engine is running at a high engine speed where the effective length of the second intake passage portion is shorter than the predetermined length, a large amount of intake air can be passed through the opening having a relatively large opening area. In addition, when the engine is running at a low engine speed where the effective length of the second intake passage portion is longer than the predetermined length, the intake air amount is reduced. Therefore, there is no problem even if the opening area of the opening is gradually reduced from the intake downstream side. In this way, it is possible to move the center of the opening area, which is a reference for the effective length of the second intake passage portion, to the intake upstream side without increasing the size of the intake device, which is equivalent to the effective length of the second intake passage portion. And the engine rotation range in which inertial supercharging can be realized can be expanded as compared with the related art.
【図１】本発明による内燃機関の吸気装置を示す概略断
面図である。FIG. 1 is a schematic sectional view showing an intake device for an internal combustion engine according to the present invention.
【図２】図１のＡ−Ａ断面図である。FIG. 2 is a sectional view taken along line AA of FIG.
【図３】機関高回転時における吸気通路長可変装置を示
す概略断面図である。FIG. 3 is a schematic sectional view showing an intake passage length varying device at the time of high engine rotation.
【図４】機関回転数に対する遮蔽部材と筒状部材との角
度差を示すマップである。FIG. 4 is a map showing an angle difference between a shielding member and a cylindrical member with respect to an engine speed.
１…機関本体 ４…吸気弁 ５…吸気ポート ７…吸気通路枝管 ８…吸気通路長可変装置 ９…第１吸気通路部分 １２…筒状部材 １４…第２吸気通路部分 １６…開口部 ３０…遮蔽部材 ３１…開口部 DESCRIPTION OF SYMBOLS 1 ... Engine main body 4 ... Intake valve 5 ... Intake port 7 ... Intake passage branch pipe 8 ... Intake passage length variable device 9 ... First intake passage part 12 ... Cylindrical member 14 ... Second intake passage part 16 ... Opening 30 ... Shielding member 31 ... opening
Claims (1)
１吸気通路部分が前記筒状部材の内側に軸線方向に延在
し、前記第１吸気通路部分の下流側において前記吸気系
の一部を成す第２吸気通路部分が前記筒状部材の外側に
周方向に延在するように形成され、前記筒状部材には前
記第１吸気通路部分と前記第２吸気通路部分とを連通す
るための開口部が形成され、前記開口部は比較的大きな
開口面積を有し、前記筒状部材を軸線回りに回動させる
ことによって前記開口部が軸線回りに移動し前記第２吸
気通路部分における有効長さが変化する内燃機関の吸気
装置において、前記有効長さが所定長さ以上とされる時
に、前記開口部の開口面積を吸気下流側から徐々に減少
させる遮蔽部材を具備することを特徴とする内燃機関の
吸気装置。1. A first intake passage portion having a cylindrical member and forming a part of an intake system extends axially inside the cylindrical member, and the first intake passage portion is provided on a downstream side of the first intake passage portion. A second intake passage portion forming a part of an intake system is formed so as to extend in a circumferential direction outside the tubular member, and the tubular member has the first intake passage portion and the second intake passage portion. The opening has a relatively large opening area, and the opening is moved around the axis by rotating the cylindrical member around the axis, so that the second opening is formed. An intake device for an internal combustion engine in which an effective length in an intake passage portion changes, comprising a shielding member that gradually reduces the opening area of the opening from the intake downstream side when the effective length is equal to or longer than a predetermined length. An intake device for an internal combustion engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23590797A JP3358507B2 (en) | 1997-09-01 | 1997-09-01 | Intake device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23590797A JP3358507B2 (en) | 1997-09-01 | 1997-09-01 | Intake device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH1182034A JPH1182034A (en) | 1999-03-26 |
| JP3358507B2 true JP3358507B2 (en) | 2002-12-24 |
Family
ID=16993013
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP23590797A Expired - Fee Related JP3358507B2 (en) | 1997-09-01 | 1997-09-01 | Intake device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3358507B2 (en) |
-
1997
- 1997-09-01 JP JP23590797A patent/JP3358507B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH1182034A (en) | 1999-03-26 |
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