JPH0343387Y2 - - Google Patents
Info
- Publication number
- JPH0343387Y2 JPH0343387Y2 JP1984069360U JP6936084U JPH0343387Y2 JP H0343387 Y2 JPH0343387 Y2 JP H0343387Y2 JP 1984069360 U JP1984069360 U JP 1984069360U JP 6936084 U JP6936084 U JP 6936084U JP H0343387 Y2 JPH0343387 Y2 JP H0343387Y2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- combustion chamber
- air
- valve
- exhaust gas
- 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
Links
- 238000002485 combustion reaction Methods 0.000 claims description 61
- 239000000446 fuel Substances 0.000 description 41
- 239000007789 gas Substances 0.000 description 35
- 239000000203 mixture Substances 0.000 description 30
- 238000013517 stratification Methods 0.000 description 5
- 238000000889 atomisation Methods 0.000 description 3
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 3
- 238000009834 vaporization Methods 0.000 description 3
- 230000008016 vaporization Effects 0.000 description 3
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 230000006866 deterioration Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000003134 recirculating effect Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Landscapes
- Exhaust-Gas Circulating Devices (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Description
【考案の詳細な説明】
（産業上の利用分野）
本考案は、エンジンの各燃焼室毎に複数個の吸
気ポートと複数個の吸気弁とを有するエンジンの
吸気装置に関し、詳しくは、エンジンの燃焼室に
排気ガスの一部を還流させる場合の混合気の着火
性能の改善対策に関する。[Detailed Description of the Invention] (Field of Industrial Application) The present invention relates to an engine intake system having a plurality of intake ports and a plurality of intake valves for each combustion chamber of the engine. This invention relates to measures to improve the ignition performance of an air-fuel mixture when part of exhaust gas is recirculated into a combustion chamber.
（従来の技術）
従来より、この種のエンジンの吸気装置とし
て、例えば特開昭56−44419号公報に開示される
ように、エンジンの一つの燃焼室に二つの吸気ポ
ートを各々独立して開口し、軽および中負荷運転
時には一方の吸気ポートのみから吸気を供給する
ことにより、吸気を絞つてその流速を速め、且つ
吸気を燃焼室周りに旋回させてスワールを発生さ
せ、このことにより燃焼速度を速めて燃焼性を向
上させる一方、高負荷運転時には他方の吸気ポー
トからも吸気を供給することにより、吸気ポート
の通路面積を増大させて吸気の充填効率を高め、
出力の向上を図るようにしたものが知られてい
る。(Prior Art) Conventionally, as an intake system for this type of engine, two intake ports are opened independently in one combustion chamber of the engine, as disclosed in Japanese Patent Application Laid-Open No. 56-44419, for example. However, during light and medium load operation, by supplying intake air from only one intake port, the intake air is throttled to increase its flow velocity, and the intake air is swirled around the combustion chamber to generate a swirl, thereby increasing the combustion speed. At the same time, during high-load operation, intake air is also supplied from the other intake port, increasing the passage area of the intake port and increasing the intake air filling efficiency.
There are known devices designed to improve output.
（考案が解決しようとする課題）
ところで、車両用エンジンにおいては、通常、
排気ガス浄化を行うべく、排気ガスの一部を燃焼
室に還流して混合気の燃焼温度を低下させること
により、窒素酸化物NOXの発生を抑制すること
が行われるが、この場合、混合気の点火を行う点
火プラグは燃焼室の頂部に臨むように配置される
関係上、燃焼室に還流された排気ガスが燃焼室の
上部にも分布すると、混合気の着火性能が低下す
ることになる。(Problem to be solved by the invention) By the way, in vehicle engines, normally,
In order to purify the exhaust gas, part of the exhaust gas is returned to the combustion chamber to lower the combustion temperature of the mixture, thereby suppressing the generation of nitrogen oxides (NOx ) . Since the spark plug that ignites the air is placed facing the top of the combustion chamber, if the exhaust gas that is returned to the combustion chamber is distributed to the top of the combustion chamber, the ignition performance of the air-fuel mixture will deteriorate. Become.
そこで、上記混合気の着火性能の低下を防止す
べく、上記各燃焼室毎に複数個の吸気ポートと吸
気弁とを備えたエンジンにおいて、例えば、排気
ガスを燃焼室に還流させるための専用ポートと専
用弁とを別途に設け、エンジンの吸気行程時、そ
の途中において燃焼室への排気ガスの還流を停止
させて、その後は混合気の供給のみを続行するこ
とにより、還流された排気ガスを燃焼室内の下部
に分布させるよう混合気と還流された排気ガスと
を燃焼室内で上下に層状化することが考えられる
が、この場合には、排気ガス還流用の専用ポート
や専用弁を別途に要し、構造が複雑になる。 Therefore, in order to prevent the deterioration of the ignition performance of the air-fuel mixture, in an engine equipped with a plurality of intake ports and intake valves for each combustion chamber, for example, a dedicated port for recirculating exhaust gas to the combustion chamber is used. A separate dedicated valve is installed to stop the recirculation of exhaust gas to the combustion chamber during the engine's intake stroke, and then continue to supply only the air-fuel mixture, thereby eliminating the recirculated exhaust gas. It is conceivable to stratify the air-fuel mixture and recirculated exhaust gas vertically within the combustion chamber so that they are distributed in the lower part of the combustion chamber, but in this case, a dedicated port or dedicated valve for exhaust gas recirculation must be separately provided. The structure becomes complicated.
本考案は斯かる点に鑑みてなされたもので、そ
の目的とするところは、上記の如き各燃焼室毎に
各々複数個の吸気ポートと複数個の吸気弁とを備
えたエンジンにおいて、その一部の吸気ポートと
吸気弁とを排気ガス還流用として兼用するように
することにより、簡易な構成でもつて混合気と還
流された排気ガスとを燃焼室内で上下に層状化し
て、混合気の着火性能の向上を図ることにある。 The present invention has been made in view of the above, and its purpose is to improve the efficiency of one of the above-mentioned engines in which each combustion chamber is provided with a plurality of intake ports and a plurality of intake valves. By making the intake port and the intake valve of the front part serve as exhaust gas recirculation, even with a simple configuration, the air-fuel mixture and the recirculated exhaust gas are stratified vertically in the combustion chamber, and the ignition of the air-fuel mixture is achieved. The purpose is to improve performance.
その場合、燃料量の少ないエンジンの軽負荷時
には、その燃料の気化、霧化を良好に行わせて、
混合気の燃焼性を良好に確保することが必要であ
るので、この燃料の気化霧化性能を良好に確保し
ながら、上記のように排気ガスと混合気とを上下
に層状化して、混合気の着火性能の向上を図るこ
ととする。 In that case, when the engine is under light load with a small amount of fuel, the fuel can be vaporized and atomized well.
It is necessary to ensure good combustibility of the air-fuel mixture, so while ensuring good vaporization and atomization performance of this fuel, the exhaust gas and the air-fuel mixture are stratified vertically as described above. The aim is to improve the ignition performance of the
（課題を解決するための手段）
上記目的を達成するため、本考案の解決手段
は、上記の如く燃焼室に各々独立して開口する複
数個の吸気ポートをそれぞれ複数個の吸気弁によ
り開閉するようにしたエンジンの吸気装置におい
て、上記複数個の吸気弁の各吸気ポートを閉じる
タイミングを相互に異なるように設定するととも
に、他の吸気弁よりも閉タイミングが早い吸気弁
によつて開閉される吸気ポートに、排気ガス還流
通路を開口させるとともに、該排気ガス還流通路
が開口する吸気ポート以外の何れかの吸気ポート
に対し、燃焼室の周方向に向つて該燃焼室に開口
する軽負荷用吸気通路を連通させると共に、上記
各吸気ポートに連通する中高負荷用吸気通路に対
し、軽負荷時に該中高負荷用吸気通路を閉じるシ
ヤツタバルブを設ける構成としている。(Means for Solving the Problems) In order to achieve the above object, the solving means of the present invention opens and closes a plurality of intake ports each independently opening into the combustion chamber as described above using a plurality of intake valves. In such an engine intake system, each intake port of the plurality of intake valves is set to have a different closing timing, and is opened and closed by an intake valve whose closing timing is earlier than other intake valves. For light loads, an exhaust gas recirculation passage is opened in the intake port, and any intake port other than the intake port to which the exhaust gas recirculation passage is opened opens into the combustion chamber in the circumferential direction of the combustion chamber. In addition to communicating the intake passages, a shutter valve is provided for the medium and high load intake passages communicating with each of the above-mentioned intake ports to close the medium and high load intake passages during light loads.
（作用）
上記の構成により、本考案では、エンジンの
軽、中、及び高負荷時において、そのエンジンの
吸気行程時、その当初では閉タイミングの早い吸
気弁の閉作動により排気ガスの一部が排気ガス還
流通路を経て燃焼室内に還流するとともに、その
後は上記閉タイミングの早い吸気弁の閉作動によ
り排気ガスの還流が停止して、他の吸気弁からの
混合気の供給のみが続行されることによつて、混
合気と還流された排気ガスとが燃焼室内でそれぞ
れ上下に層状化されて、混合気の燃焼性が向上す
ることになる。(Function) With the above configuration, in the present invention, when the engine is under light, medium, and high loads, during the intake stroke of the engine, a portion of the exhaust gas is removed by the closing operation of the intake valve, which initially has an early closing timing. The exhaust gas recirculates into the combustion chamber via the exhaust gas recirculation passage, and after that, the exhaust gas recirculation is stopped by the closing operation of the intake valve with the earlier closing timing, and only the air-fuel mixture continues to be supplied from other intake valves. As a result, the air-fuel mixture and the recirculated exhaust gas are stratified vertically within the combustion chamber, thereby improving the combustibility of the air-fuel mixture.
しかも、燃料量が少ないエンジンの軽負荷時に
は、燃料の気化、霧化性能が良好に確保されるこ
とが必要な状況であるが、この場合には、シヤツ
タバルブが閉じることによつて吸気が通路面積の
小さい軽負荷用吸気通路のみからその流速を速め
て燃焼室に供給されるので、燃料の気化霧化が良
好に確保され、混合気の燃焼性が良好に確保され
る。しかも、上記のように燃焼室内の下側に排気
ガスが位置するように層状化された状況であつて
も、軽負荷用吸気通路から燃焼室に供給される吸
気は、その燃焼室の周方向に沿つて該燃焼室内に
導入されるので、上記の層状化に影響を及ぼさな
い。 Moreover, when the engine is under light load with a small amount of fuel, it is necessary to ensure good fuel vaporization and atomization performance. Since the fuel is supplied to the combustion chamber only through the light-load intake passageway, which has a small flow rate, the fuel is vaporized and atomized well, and the combustibility of the air-fuel mixture is ensured well. Furthermore, even in a stratified situation where the exhaust gas is located at the bottom of the combustion chamber as described above, the intake air supplied from the light-load intake passage to the combustion chamber is directed in the circumferential direction of the combustion chamber. Since it is introduced into the combustion chamber along the direction, it does not affect the stratification described above.
（実施例）
以下、本考案の技術的手段の具体例としての実
施例を図面に基づいて説明する。(Example) Hereinafter, an example as a specific example of the technical means of the present invention will be described based on the drawings.
第１図および第２図は本考案に係るエンジンの
吸気装置を示し、一つの燃焼室に対して２つの吸
気ポートを備えたエンジンに適用したものであ
る。 1 and 2 show an engine intake system according to the present invention, which is applied to an engine having two intake ports for one combustion chamber.
同図において、１はシリンダ２が形成されたシ
リンダブロツク、３は該シリンダブロツク１の上
部に接合されたシリンダヘツドであつて、上記シ
リンダブロツク１のシリンダ２内にはピストン４
が摺動自在に嵌挿されており、上記シリンダ２と
シリンダヘツド３下面とによつてピストン４上方
に燃焼室５が形成されている。 In the figure, 1 is a cylinder block in which a cylinder 2 is formed, 3 is a cylinder head joined to the upper part of the cylinder block 1, and a piston 4 is inside the cylinder 2 of the cylinder block 1.
A combustion chamber 5 is formed above the piston 4 by the cylinder 2 and the lower surface of the cylinder head 3.
上記燃焼室５には、一方側に各々独立して開口
する第１および第２の２つの吸気ポート６ａ，６
ｂが開口されているとともに、他方側に吸気ポー
ト７が開口されている。上記第１の吸気ポート６
ａおよび第２の吸気ポート６ｂはその上流側で一
つに集合されて中、高負荷用の吸気通路８に接続
されているとともに、排気ポート７は排気通路９
に接続されている。上記中、高負荷用の吸気通路
８の途中には、エンジンの軽負荷時に閉じ、中負
荷時から負荷の増大に応じて開くシヤツタバルブ
１０が介設されているとともに、該シヤツタバル
ブ１０上流側の吸気通路８は、通路面積の小さい
軽負荷用吸気通路１１を介して第１吸気ポート６
ａの燃焼室５近傍に燃焼室５の周方向に向つて開
口する軽負荷用吸気ポート１２に連通されてい
る。そして、エンジンの軽負荷時にはシヤツタバ
ルブ１０の閉作動により吸気通路８を閉じて、吸
気を軽負荷用吸気通路１１のみから軽負荷用吸気
ポート１２及び第１吸気ポート６ａを経て燃焼室
５に供給する一方、エンジンの中、高負荷時には
シヤツタバルブ１０の開作動により第１および第
２の吸気ポート６ａ，６ｂからも吸気を供給する
ように構成されている。 The combustion chamber 5 has two intake ports 6a and 6, a first and a second intake port, each opening independently on one side.
b is opened, and the intake port 7 is opened on the other side. The first intake port 6
a and the second intake port 6b are gathered together on the upstream side and connected to an intake passage 8 for medium and high loads, and the exhaust port 7 is connected to an exhaust passage 9.
It is connected to the. Among the above, a shutter valve 10 is interposed in the middle of the intake passage 8 for high loads, which closes when the engine is under a light load and opens when the load increases from a medium load. The passage 8 connects to the first intake port 6 via a light-load intake passage 11 with a small passage area.
It communicates with a light-load intake port 12 that opens toward the circumferential direction of the combustion chamber 5 near the combustion chamber 5 of a. When the engine is under light load, the intake passage 8 is closed by closing the shutter valve 10, and intake air is supplied to the combustion chamber 5 only from the light-load intake passage 11 through the light-load intake port 12 and the first intake port 6a. On the other hand, when the engine is under high load, the shutter valve 10 is opened to supply intake air from the first and second intake ports 6a and 6b as well.
また、上記第１の吸気ポート６ａの燃焼室５へ
の開口部には該第１吸気ポート６ａを開閉する第
１の吸気弁（図示せず）が、また第２の吸気ポー
ト６ｂの燃焼室５への開口部には該第２吸気ポー
ト６ｂを開閉する第２の吸気弁１５ｂがそれぞれ
配設されているとともに、排気ポート７の燃焼室
５への開口部には該排気ポート７を開閉する排気
弁１６が配設され、該第１の吸気弁および第２の
吸気弁１５ｂ並びに排気弁１６はそれぞれ、シリ
ンダヘツド３上にシリンダ列方向に配置した一対
のロツカーシヤフト１７，１８の各々に支持され
た吸気用および排気用ロツカーアーム１９，２０
の一端に連係され、該各ロツカーアーム１９，２
０の他端は上記ロツカーシヤフト１７，１８と平
行に延びるカムシヤフト２１に連係されており、
カムシヤフト２１の回転に同期して第１および第
２の吸気ポート６ａ，６ｂをそれぞれエンジンの
吸気行程時において開くよう第１の吸気弁および
第２の吸気弁１５ｂを開閉制御する一方、排気ポ
ート７をエンジンの排気行程時おいて開くよう排
気弁１６を開閉制御するようなされている。 Further, a first intake valve (not shown) for opening and closing the first intake port 6a is provided at the opening of the first intake port 6a to the combustion chamber 5, and a first intake valve (not shown) for opening and closing the first intake port 6a is provided at the opening of the first intake port 6a to the combustion chamber 5. A second intake valve 15b for opening and closing the second intake port 6b is disposed at the opening to the combustion chamber 5, and a second intake valve 15b for opening and closing the second intake port 6b is disposed at the opening to the combustion chamber 5. The first intake valve, the second intake valve 15b, and the exhaust valve 16 are each supported by a pair of rocker shafts 17 and 18 arranged on the cylinder head 3 in the cylinder row direction. intake and exhaust rocker arms 19, 20
each rocker arm 19, 2.
The other end of 0 is linked to a camshaft 21 extending parallel to the rocker shafts 17 and 18,
In synchronization with the rotation of the camshaft 21, the opening and closing of the first intake valve and the second intake valve 15b are controlled so that the first and second intake ports 6a, 6b are opened during the intake stroke of the engine, while the exhaust port 7 is opened and closed. The opening and closing of the exhaust valve 16 is controlled so that the exhaust valve 16 opens during the exhaust stroke of the engine.
そして、上記第１の吸気弁と第２の吸気弁１５
ｂとの、吸気ポート６ａ，６ｂを開閉するタイミ
ングは、第３図ロに示すように、開タイミングが
同一時期で、且つ閉タイミングが第２の吸気弁１
５ｂの方が第１の吸気弁よりも早くなるように相
互に異なつて設定されている。 Then, the first intake valve and the second intake valve 15
As shown in FIG. 3B, the opening and closing timings of the intake ports 6a and 6b are the same, and the closing timing is the same as that of the second intake valve 1.
The intake valves 5b and 5b are set to be earlier than the first intake valve.
また、上記閉タイミングの早い第２の吸気弁１
５ｂによつて開閉される第２の吸気ポート６ｂに
は、排気ガスの一部を還流させる排気ガス還流通
路２５の下流端が開口している。尚、吸気通路８
のシヤツタバルブ１０下流側には燃料を噴射供給
する燃料噴射弁２６が配設されており、燃料を吸
気通路８のシヤツタバルブ１０下流側から第１お
よび第２の吸気ポート６ａ，６ｂを経て燃焼室５
内に供給するようになされている。また、燃焼室
５の頂部近傍には点火プラグ２７が該燃焼室５内
に臨ましめて装着されており、燃焼室５内の混合
気を点火プラグ２７で点火するようにしている。 In addition, the second intake valve 1 whose closing timing is earlier
A downstream end of an exhaust gas recirculation passage 25 that recirculates a portion of exhaust gas is open to the second intake port 6b, which is opened and closed by the second intake port 5b. In addition, intake passage 8
A fuel injection valve 26 is disposed on the downstream side of the shutter valve 10 and supplies fuel from the downstream side of the shutter valve 10 in the intake passage 8 to the combustion chamber 5 through the first and second intake ports 6a and 6b.
It is designed to be supplied internally. Further, an ignition plug 27 is installed near the top of the combustion chamber 5 so as to face the inside of the combustion chamber 5, so that the air-fuel mixture within the combustion chamber 5 is ignited by the ignition plug 27.
したがつて、上記実施例においては、例えばエ
ンジンの中および高負荷運転時、その吸気行程時
には、第１の吸気弁および第２の吸気弁１５ｂが
同時に開作動し始めると、混合気が第１および第
２の吸気ポート６ａ，６ｂから燃焼室５に流入す
るとともに、排気ガスの一部が排気ガス還流通路
２５から第２の吸気ポート６ｂを経て燃焼室５内
に還流されるが、その後、第２の吸気弁１５ｂが
閉作動すると、排気ガスの還流が停止されて、第
１の吸気ポート６ａからの混合気の流入のみが続
行されるので、燃焼室５内では混合気が上層に、
還流された排気ガスが下層に層状化され、その結
果、点火プラグ２７による混合気の点火が良好に
行われて、混合気の着火性能が向上する。 Therefore, in the above embodiment, when the first intake valve and the second intake valve 15b start to open at the same time, for example, during the engine's middle and high load operation and during its intake stroke, the air-fuel mixture The exhaust gas flows into the combustion chamber 5 from the second intake ports 6a and 6b, and part of the exhaust gas is recirculated from the exhaust gas recirculation passage 25 into the combustion chamber 5 via the second intake port 6b. When the second intake valve 15b is closed, the recirculation of exhaust gas is stopped and only the air-fuel mixture continues to flow through the first intake port 6a, so that the air-fuel mixture flows into the upper layer in the combustion chamber 5.
The recirculated exhaust gas is stratified in the lower layer, and as a result, the air-fuel mixture is ignited favorably by the spark plug 27, and the ignition performance of the air-fuel mixture is improved.
ここにおいて、混合気と還流された排気ガスと
の層状化は第２の吸気ポート６ｂと第２の吸気弁
１５ｂとの利用によつて行われるので、排気ガス
の還流専用ポートや専用弁の追設が不要となり、
装置全体を簡易に構成することができる。 Here, stratification of the air-fuel mixture and the recirculated exhaust gas is performed by using the second intake port 6b and the second intake valve 15b, so a dedicated port or dedicated valve for exhaust gas recirculation is added. There is no need to set up
The entire device can be easily configured.
しかも、吸入空気量及び燃料量の少ないエンジ
ンの軽負荷時には、シヤツタバルブ１０が閉動作
し、中、高負荷用の吸気通路８が閉じるので、吸
気は通路面積の小さい軽負荷用吸気通路１１を経
て軽負荷用ポート１２及び第１吸気ポート６ａか
ら燃焼室５に供給され、該燃焼室５内での吸気の
流速が速いので、この流速の速い吸気によつて燃
料噴射弁２６から噴射された燃料の気化霧化が良
好に行われて、混合気が良好に燃焼する。 Moreover, when the engine is under light load with a small amount of intake air and fuel, the shutter valve 10 closes and the intake passage 8 for medium and high loads is closed, so that the intake air passes through the intake passage 11 for light loads, which has a small passage area. The intake air is supplied to the combustion chamber 5 from the light load port 12 and the first intake port 6a, and the flow rate of the intake air within the combustion chamber 5 is fast, so that the fuel injected from the fuel injection valve 26 is The mixture is vaporized and atomized well, and the air-fuel mixture burns well.
しかも、排気ガスの一部が排気ガス還流通路２
５を経て第２吸気ポート６ｂから燃焼室５に供給
された後、第２の吸気弁が閉じても、第１の吸気
弁の開作動中は吸気が上記軽負荷用吸気通路１１
を経て燃焼室５に供給されて、排気ガスと混合気
とが上下に２層に層状化されるが、上記軽負荷用
吸気通路１１から供給される吸気は、燃焼室５の
周方向に沿つて燃焼室５内に導入されるので、こ
の層状化が吸気によつて壊されることがなく、こ
の層状化による混合気の着火性は良好に確保され
る。 Moreover, part of the exhaust gas is transferred to the exhaust gas recirculation passage 2.
Even if the second intake valve is closed after being supplied to the combustion chamber 5 from the second intake port 6b via the intake valve 5, the intake air is supplied to the light load intake passage 11 during the opening operation of the first intake valve.
The exhaust gas and the air-fuel mixture are stratified into two layers vertically. However, the intake air supplied from the light-load intake passage 11 is Since the air-fuel mixture is introduced into the combustion chamber 5, this stratification is not destroyed by intake air, and the ignitability of the air-fuel mixture due to this stratification is ensured well.
尚、上記実施例では、第１の吸気弁と第２の吸
気弁１５ｂとの開タイミングを同一時期に設定し
たが、その他、第３図イに示す如く第１の吸気弁
側を早く設定してもよく、この場合、第１の吸気
ポート６ａから燃焼室５に流入する吸気流によつ
て大きなスワールが生成されるので、燃焼速度が
速められて燃焼性が向上する。 In the above embodiment, the opening timings of the first intake valve and the second intake valve 15b were set at the same time, but in addition, as shown in FIG. 3A, the first intake valve side may be set earlier. In this case, a large swirl is generated by the intake air flow flowing into the combustion chamber 5 from the first intake port 6a, so that the combustion speed is increased and the combustibility is improved.
（考案の効果）
以上説明したように、本考案のエンジンの吸気
装置によれば、一つの燃焼室に対して複数個設け
られた吸気ポートのうち、他の吸気弁よりも閉タ
イミングの早い吸気弁によつて開閉される吸気ポ
ートに排気ガス還流通路を開口すると共に、エン
ジンの軽負荷時には、燃焼室の周方向に向つて開
口させた通路面積の小さい軽負荷用吸気通路を経
て吸気を燃焼室に供給したので、エンジンの吸気
行程時、燃焼室内で混合気と還流された排気ガス
とをそれぞれ上下に層状化して、装置を簡易に構
成しながら混合気の着火性能の向上を図ることが
できると共に、エンジンの軽負荷時であつても、
燃料の気化霧化性能を向上させながら、上記の層
状化を確保して、混合気の燃焼性能の向上を図る
ことができるものである。(Effects of the invention) As explained above, according to the engine intake system of the invention, among the plurality of intake ports provided for one combustion chamber, the intake valve whose closing timing is earlier than that of other intake valves. An exhaust gas recirculation passage is opened in the intake port, which is opened and closed by a valve, and when the engine is under light load, the intake air is combusted through a light-load intake passage with a small passage area that opens toward the circumferential direction of the combustion chamber. Since the air-fuel mixture is supplied to the combustion chamber during the intake stroke of the engine, the air-fuel mixture and the recirculated exhaust gas are stratified vertically within the combustion chamber, thereby improving the ignition performance of the air-fuel mixture while simplifying the structure of the device. Not only that, but even when the engine is under light load,
It is possible to improve the combustion performance of the air-fuel mixture by ensuring the stratification described above while improving the vaporization and atomization performance of the fuel.
図面は本考案の実施例を示し、第１図は概略縦
断面図、第２図は同横断面図、第３図イおよびロ
は第１の吸気弁および第２の吸気弁の開閉タイミ
ング特性を示す図である。
５……燃焼室、６ａ，６ｂ……吸気ポート、８
……中高負荷用吸気通路、１１……軽負荷用吸気
通路、１０……シヤツタバルブ、１５ｂ……吸気
弁、２５……排気ガス還流通路。
The drawings show an embodiment of the present invention, in which Fig. 1 is a schematic vertical cross-sectional view, Fig. 2 is a cross-sectional view thereof, and Fig. 3 A and B show the opening/closing timing characteristics of the first intake valve and the second intake valve. FIG. 5... Combustion chamber, 6a, 6b... Intake port, 8
...Intake passage for medium and high loads, 11...Intake passage for light loads, 10...Shutter valve, 15b...Intake valve, 25...Exhaust gas recirculation passage.
Claims (1)
ートをそれぞれ複数個の吸気弁により開閉するよ
うにしたエンジンの吸気装置において、上記複数
個の吸気弁は各吸気ポートを閉じるタイミングが
異なるように設定されていて、他の吸気弁よりも
閉タイミングが早い吸気弁によつて開閉される吸
気ポートに、排気ガス還流通路が開口されている
とともに、該排気ガス還流通路が開口する吸気ポ
ート以外の何れかの吸気ポートには、燃焼室の周
方向に向つて該燃焼室に開口する軽負荷用吸気通
路が連通し、上記各吸気ポートに連通する中高負
荷用吸気通路には、軽負荷時に該中高負荷用吸気
通路を閉じるヤツタバルブが設けられていること
を特徴とするエンジンの吸気装置。 In an engine intake system in which a plurality of intake ports each independently opening into a combustion chamber are opened and closed by a plurality of intake valves, each of the plurality of intake valves is configured to close each intake port at different timings. The exhaust gas recirculation passage is opened in the intake port that is opened and closed by the intake valve whose closing timing is earlier than other intake valves. A light-load intake passage that opens into the combustion chamber in the circumferential direction of the combustion chamber communicates with any of the intake ports, and a medium- and high-load intake passage that communicates with each intake port communicates with the intake passage that opens into the combustion chamber in the circumferential direction of the combustion chamber. An engine intake system characterized by being provided with a Yatsuta valve that closes an intake passage for medium and high loads.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6936084U JPS60180725U (en) | 1984-05-12 | 1984-05-12 | engine intake system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6936084U JPS60180725U (en) | 1984-05-12 | 1984-05-12 | engine intake system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60180725U JPS60180725U (en) | 1985-11-30 |
| JPH0343387Y2 true JPH0343387Y2 (en) | 1991-09-11 |
Family
ID=30604962
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6936084U Granted JPS60180725U (en) | 1984-05-12 | 1984-05-12 | engine intake system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60180725U (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009293388A (en) * | 2008-06-02 | 2009-12-17 | Aisin Seiki Co Ltd | Structure of air flow controller |
| JP2010031688A (en) * | 2008-07-25 | 2010-02-12 | Yamaha Motor Co Ltd | Spark-ignition internal combustion engine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5549565A (en) * | 1978-10-04 | 1980-04-10 | Nissan Motor Co Ltd | Exhaust gas recirculating system for compression ignition type internal combustion engine |
-
1984
- 1984-05-12 JP JP6936084U patent/JPS60180725U/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5549565A (en) * | 1978-10-04 | 1980-04-10 | Nissan Motor Co Ltd | Exhaust gas recirculating system for compression ignition type internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60180725U (en) | 1985-11-30 |
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