JPH02161168A - Intake device for four-cycle internal combustion engine - Google Patents
Intake device for four-cycle internal combustion engineInfo
- Publication number
- JPH02161168A JPH02161168A JP1297625A JP29762589A JPH02161168A JP H02161168 A JPH02161168 A JP H02161168A JP 1297625 A JP1297625 A JP 1297625A JP 29762589 A JP29762589 A JP 29762589A JP H02161168 A JPH02161168 A JP H02161168A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- fuel
- valve
- injection valve
- fuel injection
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000002485 combustion reaction Methods 0.000 title claims description 18
- 239000000446 fuel Substances 0.000 claims abstract description 61
- 238000002347 injection Methods 0.000 claims abstract description 33
- 239000007924 injection Substances 0.000 claims abstract description 33
- 238000000889 atomisation Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 4
- 230000007423 decrease Effects 0.000 description 3
- 230000002349 favourable effect Effects 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 238000009499 grossing Methods 0.000 description 1
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
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/18—DOHC [Double overhead camshaft]
-
- 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
- F02F2001/244—Arrangement of valve stems in cylinder heads
- F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
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)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、１つの気筒に対して３個の互いに隣接する吸
気弁を有し、吸気通路に１個の燃料噴射弁から燃料を噴
射する４サイクル内燃機関の吸気装置に関するものであ
る。Detailed Description of the Invention (Field of Industrial Application) The present invention has three intake valves adjacent to each other for one cylinder, and fuel is injected from one fuel injection valve into the intake passage. This invention relates to an intake system for a four-stroke internal combustion engine.
（発明の背景）
１つの気筒に対して３個の互いに隣接する吸気弁を設け
た４サイクル内燃機関がある。この種の機関で、１つの
気筒に１つの燃料噴射弁を用い、この噴射弁により吸気
通路に燃料を噴射する場合には、噴射弁の取付は位置が
燃焼に大きな影響を与える。すなわち、吸気弁から遠い
位置に燃料を噴射したのでは、燃料が吸気通路内壁に付
着して壁面流となり、燃料の霧化が悪化する。また吸気
弁にあまり接近して燃料を噴射すると、特定の吸気弁に
のみ燃料が集中して供給されることになり、回転速度な
どの運転状況の変化に対して好ましい燃焼が得られなく
なる状況が生じ得るという問題がある。BACKGROUND OF THE INVENTION There are four-stroke internal combustion engines that have three adjacent intake valves for one cylinder. In this type of engine, when one fuel injection valve is used for one cylinder and this injection valve injects fuel into the intake passage, the mounting position of the injection valve has a large effect on combustion. That is, if fuel is injected far from the intake valve, the fuel will adhere to the inner wall of the intake passage and form a wall flow, resulting in poor atomization of the fuel. Additionally, if fuel is injected too close to the intake valve, the fuel will be concentrated and supplied only to a specific intake valve, resulting in a situation where favorable combustion will not be achieved in response to changes in operating conditions such as rotational speed. There are problems that can arise.
（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、隣
接する３つの吸気弁を有する４サイクル内燃機関で、１
つの燃料噴射弁により燃料を吸気通路に供給する場合に
、燃料の霧化が良好であり、特定の吸気弁にのみ燃料が
集中するのを防止し各吸気弁の吸気の流量に応じた適切
な量の燃料が導かれるようにして燃焼を好ましいものと
することが可能な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ものである。(Object of the Invention) The present invention was made in view of the above circumstances, and is a four-stroke internal combustion engine having three adjacent intake valves.
When fuel is supplied to the intake passage using two fuel injection valves, the fuel is atomized well, prevents the fuel from concentrating on specific intake valves, and allows the fuel to be properly adjusted according to the intake flow rate of each intake valve. It is an object of the present invention to provide an intake system for a four-stroke internal combustion engine, which allows a large amount of fuel to be introduced to achieve favorable combustion.
（発明の構成）
本発明によればこの目的は、１つの気筒に対し互いに隣
接する３個の吸気弁を有する４サイクル内燃機関におい
て、前記吸気弁に連通ずる吸気通路を前記吸気弁付近で
互いに連通ずる連通室と、この連通室に燃料を噴射する
１個の燃料噴射弁とを備え、前記燃料噴射弁は、両側の
２つの吸気弁の傘部側端面の中心を結ぶ直線と、この直
線に平行で中央の吸気弁の傘部側端面の中心を含む直線
とを含む範囲内に燃料を広げて噴射することを特徴とす
る４サイクル内燃機関の吸気装置により達成される。(Structure of the Invention) According to the present invention, in a four-stroke internal combustion engine having three intake valves adjacent to each other for one cylinder, the intake passages communicating with the intake valves are connected to each other near the intake valves. The fuel injection valve includes a communication chamber that communicates with each other and one fuel injection valve that injects fuel into the communication chamber, and the fuel injection valve is connected to a straight line connecting the centers of the umbrella side end surfaces of the two intake valves on both sides, and this straight line. This is achieved by an intake system for a four-stroke internal combustion engine, which is characterized in that it spreads and injects fuel within a range that includes a straight line that is parallel to and includes the center of the umbrella side end surface of the central intake valve.
（作用）
燃料噴射弁は、両側の吸気弁の傘部側の端面の中心を結
ぶ直線と、この直線に平行で中央の吸気弁の傘部側端面
の中心を含む直線とを含む範囲内に燃料を広げて噴射す
るから、燃料は吸気通路の壁面に殆ど付着することなく
、また特定の吸気弁のみに集中的に供給されることなく
各吸気弁に分散して供給される。燃料は吸気弁に到達す
る前に拡散するので、吸気流量が吸気弁毎に相違すれば
、燃料は吸気流量が多い吸気弁に多くまた吸気流量の少
ない吸気弁に少なくなるように自動的に配分される。(Function) The fuel injection valve operates within a range that includes a straight line connecting the centers of the end surfaces of the umbrella side of the intake valves on both sides, and a straight line that is parallel to this straight line and includes the center of the end surface of the central intake valve on the umbrella side. Since the fuel is spread out and injected, the fuel hardly adheres to the wall of the intake passage, and is not concentratedly supplied to any particular intake valve, but is distributed and supplied to each intake valve. Since fuel diffuses before reaching the intake valve, if the intake flow rate differs between intake valves, the fuel is automatically distributed so that more fuel is distributed to the intake valve with a higher intake flow rate and less fuel is distributed to the intake valve with a lower intake flow rate. be done.
（実施例）
第１図は本発明の第１実施例を一部断面した平面図、第
２図はそのＩＩ −ＩＩ線断面図、第３図はトルク特性
図である・、第１．２図において符号ｌＯ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。シリンダヘッ
ド１２には１気筒につき２個の排気弁１８ （１８ａ、
１８ｂ）と、３個の互いに隣接する吸気弁２０ （２０
ａ、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２２．２４、
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
通ずる排気通路、また第１図で３４は点火栓である。(Example) Fig. 1 is a partially sectional plan view of the first embodiment of the present invention, Fig. 2 is a sectional view taken along the line II-II, and Fig. 3 is a torque characteristic diagram. In the figure, 10 is a cylinder body; 12 is a cylinder head; 14 is a piston, and a combustion chamber 16 is formed by these. The cylinder head 12 has two exhaust valves 18 (18a,
18b) and three mutually adjacent intake valves 20 (20
a, 20b, 20C) are provided. These wastes and
The intake valves 18.20 each have an overhead camshaft 22.24,
It is opened and closed by a known swing arm double overhead camshaft valve mechanism comprising swing arms 26 and 28. 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.
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４
０ｂが形成されている。36 is a surge tank, and 38 is an intake pipe that connects the surge tank 36 and the cylinder head 12 for each cylinder. Inside the intake pipe 38, there are a first intake passage 40a and a second intake passage 4.
0b is formed.
第１吸気通路４０ａと第２吸気通路４０ｂとは略同径で
、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。吸気通路４０の下流側はシリンダヘッ
ド１２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。The first intake passage 40a and the second intake passage 40b have approximately the same diameter, and a valve shaft 42 passes through these passages 40a and 40b.
includes a butterfly-shaped control valve 44 that opens and closes the second intake passage 40b.
is installed. This control valve 44 is controlled to open and close in response to operating conditions, such as increases and decreases in operating load and engine speed. The downstream side of the intake passage 40 is connected to a communication chamber 46 provided in the cylinder head 12.
is close to and communicates with the three intake valves 20.
４８は電磁式燃料噴射弁である。この噴射弁４８は第２
図に示すように、吸気管３８の上部に配設した分配管５
０と、シリンダヘッド１２の連通室４６上部との間に位
置する。その噴射口すなわち噴射弁４８の中心線Ｚは、
第２図に示すように、両側の２つの吸気弁２０ａ、２０
ｃの傘部側端面の中心を結ぶ直線Ｘと、この直線Ｘと平
行でかつ中央の吸気弁２０ｂの傘部側端面の中心を含む
直線ｙとの間を指向している。またこの中心線Ｚは第１
図に示すように、平面視で中央の吸気弁２０ｂを指向し
ている。この燃料噴射弁４８はまた、第２図に示すよう
に、中心線Ｚの回りの角度θの円錐形の範囲内に燃料を
広げて噴射する。この噴射法がり角度θの範囲内には、
直線Ｘ及びｙが共に含まれるようになっている。48 is an electromagnetic fuel injection valve. This injection valve 48 is the second
As shown in the figure, the distribution pipe 5 disposed at the upper part of the intake pipe 38
0 and the upper part of the communication chamber 46 of the cylinder head 12. The center line Z of the injection port, that is, the injection valve 48 is
As shown in FIG. 2, two intake valves 20a, 20 on both sides
It is oriented between a straight line X connecting the centers of the end surfaces on the side of the umbrella portion of c and a straight line y parallel to this straight line X and including the center of the end surface on the side of the umbrella portion of the central intake valve 20b. Also, this center line Z is the first
As shown in the figure, it is directed toward the central intake valve 20b in plan view. The fuel injection valve 48 also spreads and injects fuel within a conical area of an angle θ around the center line Z, as shown in FIG. Within the range of this injection angle θ,
Straight lines X and y are both included.
この燃料噴射弁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じ、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 fuel injection valve 48 opens at a predetermined timing in response to an electric signal output from a controller (not shown), and intermittently injects fuel in the distribution pipe 50 pressurized to a predetermined pressure into the communication chamber 46. .
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。低速運転では吸気の脈
動が大きく、また第１吸気通路４０ａは小径なので吸気
慣性も大きい、このため吸気弁２０が閉じた時には吸気
は第１吸気通路４０ａから連通室４６に入って強い乱流
を生成する。連通室４６に間欠的に噴射された燃料は、
吸気の乱流によって速やかにかつ良好に霧化され、均一
化した混合気となって吸気弁２０の開弁に伴い燃焼室１
６に流入する。この際連通室４６内の乱流がスワールを
強化することにもなり、燃焼安定化も図れる。The operation of this first embodiment is as follows. During low load/low speed operation, the control valve 44 is closed and intake air is guided from the first intake passage 40a to the communication chamber 46. During low-speed operation, the intake air pulsates greatly, and since the first intake passage 40a has a small diameter, the intake inertia is also large. Therefore, when the intake valve 20 closes, the intake air enters the communication chamber 46 from the first intake passage 40a, creating strong turbulence. generate. The fuel intermittently injected into the communication chamber 46 is
The turbulent flow of intake air quickly and well atomizes the air mixture, creating a homogenized air-fuel mixture that flows into the combustion chamber 1 as the intake valve 20 opens.
6. At this time, the turbulent flow within the communication chamber 46 also strengthens the swirl, and combustion can be stabilized.
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。During high-load/high-speed operation, the control valve 44 opens and the intake air flows into the first
, enters the communication chamber 46 from the second intake passages 40a, 40b.
噴射弁４８から噴射された燃料は角度θの広がりを持っ
ているるばかりでなく比較的広い連通室４６内を長い距
離の間内壁に当たることなく拡散する。このため内壁に
付着する燃料が減り、燃料の霧化が促進される。The fuel injected from the injection valve 48 not only has a spread of angle θ but also diffuses within the relatively wide communication chamber 46 over a long distance without hitting the inner wall. This reduces the amount of fuel adhering to the inner wall and promotes atomization of the fuel.
第３図で実線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。同図鎖線Ｂは制御弁
４４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。In FIG. 3, the solid line A represents the torque characteristic when the control valve 44 is kept open, and shows that the torque decreases significantly due to the decrease in the intake inertia effect at medium and low speeds. The dashed line B in the figure is the torque characteristic when the control valve 44 is closed. These two characteristics A and B can be adjusted by opening and closing the control valve 44 in the medium speed range.
By combining these, it is possible to improve the torque characteristics.
第４図は第２実施例を一部断雪した平面図である。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。FIG. 4 is a plan view of the second embodiment with some snow removed. This embodiment is similar to the first intake passage 40a in the first embodiment.
is formed to have a smaller diameter than the second intake passage 40b.
この実施例によれば噴射弁４８の噴射口が第１、第２吸
気通路４０ａ、４０ｂ間の壁より第２吸気通路４０ｂ側
に偏位している。この結果高負荷・高速時に制御弁４４
が開くと第２吸気通路４０ｂから連通室４６に流入した
吸気は、第１実施例に比べ、噴射弁４８から噴射された
燃料に一層よく当たり、燃料の霧化がさらに促進される
。また第２吸気通路４０ｂが小径なので、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。さらに第１吸気通路４０ａの連通室４６に
対する偏位量は、第１実施例に比べて大きくなるから、
制御弁４４が閉じている低速時には連通室４６に生成さ
れる渦流が一層強くなり、吸気弁２０の開弁時にはこの
渦流により燃焼室１６内に一層強いスワール（吸入渦流
）が発生する。このため低速時の燃焼が安定化され、低
速運転が円滑になる効果が一層顕著になる。According to this embodiment, the injection port of the injection valve 48 is offset toward the second intake passage 40b from the wall between the first and second intake passages 40a and 40b. As a result, the control valve 44
When the second intake passage 40b opens, the intake air flowing into the communication chamber 46 from the second intake passage 40b hits the fuel injected from the injection valve 48 more effectively than in the first embodiment, and the atomization of the fuel is further promoted. Furthermore, since the second intake passage 40b has a small diameter, it is possible to increase the torque due to intake inertia from a lower speed than in the first embodiment. Furthermore, since the amount of deviation of the first intake passage 40a with respect to the communication chamber 46 is larger than that in the first embodiment,
At low speeds when the control valve 44 is closed, the vortex generated in the communication chamber 46 becomes even stronger, and when the intake valve 20 is opened, this vortex generates an even stronger swirl (intake vortex) in the combustion chamber 16. Therefore, combustion at low speeds is stabilized, and the effect of smoothing low speed operation becomes even more pronounced.
第５図は第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。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４８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。FIG. 5 is a partially sectional plan view of the third embodiment, in which the first intake passage 40a is arranged in the center, while the second
The intake passage 40b is divided into two parts, each with a control valve 44.
．． 44. According to this embodiment, the intake air passing through the first intake passage during low load and low speed when the control valve 44 is closed hits the fuel injected from the injection valve 48 well.
In particular, atomization at low load and low speed is further improved compared to the above-mentioned Embodiment 1.2.
第６図は第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４０゜ａ、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。FIG. 6 is a partially sectional plan view of the fourth embodiment, which includes first, second, and third intake passages 40°a, 40b,
40c, and control valves 44a and 44b, which open and close at different times, are disposed in second and third intake passages 40b and 40c sandwiching the first intake passage 40a.
この実施例によれば第３実施例〔第５図〕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。すなわち第７図はこの第４実施例のトク
ル特性図であり、この図の実線へは制御弁４４ａ、４４
ｂを開き続けた場合の特性、破線Ｂは低速域で制御弁４
４ａ、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。According to this embodiment, as in the third embodiment (FIG. 5), not only atomization at low speeds is promoted, but also torque characteristics can be improved at the same time. That is, FIG. 7 is a torque characteristic diagram of this fourth embodiment, and the solid line in this diagram shows the control valves 44a, 44.
Characteristics when b is kept open, broken line B shows control valve 4 in the low speed range.
The characteristic when both control valves 4a and 44b are closed, and the chain line C is the characteristic when only the control valve 44b is opened in the medium speed range.
制御弁４４ａ、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。By opening and closing the control valves 44a 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 compared to the first to third embodiments.
第８図は第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（第６図）における第１吸気通路４
０ａと第２吸気通路４０ｂとの位置を入れ換えたもので
ある。この実施例によれば前記第４実施例〔第６図〕と
同様に、中速域でのトルクを増加できるだけでなく、前
記第２実施例（第４図）と同様に低速域でスワールが強
化されるので、低速運転時の回転が一層円滑になる。FIG. 8 is a partially sectional plan view of the fifth embodiment, and this embodiment shows the first intake passage 4 in the fourth embodiment (FIG. 6).
0a and the second intake passage 40b are interchanged in position. According to this embodiment, like the fourth embodiment (Fig. 6), it is possible not only to increase the torque in the medium speed range, but also to reduce the swirl in the low speed range as in the second embodiment (Fig. 4). Since it is reinforced, rotation becomes smoother during low speed operation.
なお第２〜５実施例においても、燃料噴射弁４８の中心
線は第１実施例と同様に、直線Ｘと直線ｙとの間であっ
てかつ中央の吸気弁２０ｂ方向を指向し、またその燃料
噴射の広がり角度θ内に直線Ｘとｙとが含まれる。In the second to fifth embodiments as well, the center line of the fuel injection valve 48 is between the straight line Straight lines X and y are included within the fuel injection spread angle θ.
なお、第４．５．６．８図では第１図と同一部分に同一
符号を付したので、その説明は繰り返さない。In addition, in FIG. 4.5.6.8, the same parts as in FIG. 1 are given the same reference numerals, so the description thereof will not be repeated.
（発明の効果）
本発明は以上のように、燃料噴射弁（４８）は両側の吸
気弁（２０ａ、 ｃ）の傘部側の端面の中心を結ぶ直線
（Ｘ、）と、この直線（Ｘ）に平行でかつ中央の吸気弁
（２０ｂ）の傘部側端面の中心を含む直線（ｙ）とを含
む範囲内に燃料を広げて連通室（４６）内に燃料を噴射
するから、燃料は吸気通路（４０）の壁面に殆ど付着す
ることなく連通室（４６）内の比較的長い距離を飛散す
る間に拡散し霧化が良好となる。このため燃料は特定の
吸気弁のみに集中的に供給されることがなくなる。燃料
は吸気弁に到達する前に連通室内で吸気中に拡散される
ので、吸気流量が吸気弁毎に相違すれば、燃料は吸気流
量が多い吸気弁に多くまた吸気流量の少ない吸気弁に少
なくなるように燃料が自動的に配分される。このため常
に好ましい燃料量が各吸気弁に供給され燃焼が良好にな
る。(Effects of the Invention) As described above, the present invention provides a fuel injection valve (48) that is connected to a straight line ( ) and a straight line (y) that includes the center of the umbrella side end surface of the central intake valve (20b) and injects the fuel into the communication chamber (46). It spreads while scattering over a relatively long distance within the communication chamber (46) without almost adhering to the wall surface of the intake passage (40), resulting in good atomization. Therefore, fuel is no longer concentratedly supplied only to a specific intake valve. Fuel is diffused into the intake air in the communication chamber before reaching the intake valve, so if the intake flow rate is different for each intake valve, more fuel will be in the intake valve with a higher intake flow rate and less in the intake valve with a lower intake flow rate. The fuel will be automatically distributed accordingly. Therefore, a preferable amount of fuel is always supplied to each intake valve, resulting in good combustion.
第１図は本発明の第１実施例を一部断面した平面図、第
２図はそのＩＩ −ＩＩ ｉｌｌ断面図、第３図はトル
ク特性図である。また第４．５．６．８図は他の実施例
の一部断面した平面図、第７図は第６図の実施例のトル
ク特性図である。
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、
ｘ、ｙ・・・直線、θ・・・燃料噴射法がり角度。
特許出願人 ヤマハ発動機株式会社FIG. 1 is a partially sectional plan view of a first embodiment of the present invention, FIG. 2 is a sectional view taken along II-II ill, and FIG. 3 is a torque characteristic diagram. 4.5.6.8 is a partially sectional plan view of another embodiment, and FIG. 7 is a torque characteristic diagram of the embodiment of FIG. 6. 20a, 20c... Intake valves on both sides, 20b... Central intake valve, 40... Intake passage, 46... Communication chamber, 48... Fuel injection valve, x, y... Straight line, θ...Fuel injection angle. Patent applicant Yamaha Motor Co., Ltd.
Claims (1)
４サイクル内燃機関において、 前記吸気弁に連通する吸気通路を前記吸気弁付近で互い
に連通する連通室と、この連通室に燃料を噴射する１個
の燃料噴射弁とを備え、前記燃料噴射弁は、両側の２つ
の吸気弁の傘部側端面の中心を結ぶ直線と、この直線に
平行で中央の吸気弁の傘部側端面の中心を含む直線とを
含む範囲内に燃料を広げて噴射することを特徴とする４
サイクル内燃機関の吸気装置。[Scope of Claims] A four-stroke internal combustion engine having three intake valves adjacent to each other for one cylinder, comprising: a communication chamber in which an intake passage communicating with the intake valve communicates with each other near the intake valve; one fuel injection valve that injects fuel into the chamber, and the fuel injection valve is connected to a straight line connecting the centers of the umbrella side end surfaces of the two intake valves on both sides, and a line that is parallel to this straight line and connects the center of the central intake valve. 4. The fuel is spread and injected within a range including a straight line including the center of the side end surface of the umbrella part.
Cycle internal combustion engine intake system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1297625A JPH02161168A (en) | 1989-11-17 | 1989-11-17 | Intake device for four-cycle internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1297625A JPH02161168A (en) | 1989-11-17 | 1989-11-17 | Intake device for four-cycle internal combustion engine |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57200367A Division JPS5990717A (en) | 1982-11-17 | 1982-11-17 | Intake device for 4-cycle internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH02161168A true JPH02161168A (en) | 1990-06-21 |
Family
ID=17848989
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1297625A Pending JPH02161168A (en) | 1989-11-17 | 1989-11-17 | Intake device for four-cycle internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH02161168A (en) |
Citations (5)
| 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 |
-
1989
- 1989-11-17 JP JP1297625A patent/JPH02161168A/en active Pending
Patent Citations (5)
| 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 |
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