JPH0368212B2 - - Google Patents
Info
- Publication number
- JPH0368212B2 JPH0368212B2 JP60086784A JP8678485A JPH0368212B2 JP H0368212 B2 JPH0368212 B2 JP H0368212B2 JP 60086784 A JP60086784 A JP 60086784A JP 8678485 A JP8678485 A JP 8678485A JP H0368212 B2 JPH0368212 B2 JP H0368212B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- port
- passage
- swirl
- intake passage
- 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 - Lifetime
Links
- 238000002485 combustion reaction Methods 0.000 claims description 10
- 239000003921 oil Substances 0.000 description 13
- 238000004804 winding Methods 0.000 description 5
- 230000007423 decrease Effects 0.000 description 3
- 230000037431 insertion Effects 0.000 description 3
- 238000003780 insertion Methods 0.000 description 3
- 239000010687 lubricating oil Substances 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 239000011162 core material Substances 0.000 description 1
- 230000009849 deactivation Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Landscapes
- Characterised By The Charging Evacuation (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Description
【発明の詳細な説明】
＜産業上の利用分野＞
本発明は、内燃機関のダブル吸気通路の片通路
休止装置に関し、一方を低速時閉止用吸気通路と
し、他方の常開用吸気通路の吸気ポート部分をヘ
リカルポートで形成して、低速運転時でも強いス
ワールを確保できるものを提供する。[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to a one-way stop device for double intake passages of an internal combustion engine, in which one intake passage is closed at low speeds and the other normally open intake passage is closed. To provide a port part formed with a helical port to ensure strong swirl even during low speed operation.
＜従来技術＞
内燃機関のダブル吸気通路の片通路休止装置の
基本構造を述べると、例えば、第１図に示すよう
に、内燃機関Ｅのシリンダ室１に常開用吸気通路
７０と低速時閉止用吸気通路８０とを並列状に連
通し、内燃機関Ｅが低速運転状態では、通路休止
装置６２の休止弁８１が低速時閉止用吸気通路８
０を閉じて、常開用吸気通路７０のみで吸気を行
なうように構成したものである。<Prior art> To describe the basic structure of a single passage deactivation device for a double intake passage of an internal combustion engine, for example, as shown in FIG. When the internal combustion engine E is operating at low speed, the stop valve 81 of the passage stop device 62 connects the intake passage 80 for closing at low speeds.
0 is closed and intake is performed only through the normally open intake passage 70.
一般に、低速運転時には、吸気量が少なくなつ
て吸気速度が低下するので、スワールが弱くなり
がちである。 Generally, during low-speed operation, the amount of intake air decreases and the intake speed decreases, so swirl tends to become weaker.
そこで、低速運転時にもスワール強度を確保し
ようとする従来技術として、例えば、実公昭54−
8246号公報に係るものがある。 Therefore, as a conventional technology that attempts to ensure swirl strength even during low-speed operation, for example,
There is something related to Publication No. 8246.
即ち、この従来技術は上記基本構造において、
ダブル吸気通路の両吸気ポートをダイレクトポー
トに形成するとともに、両ポート出口をそれぞれ
シリンダ室内のスワールの流れに接線方向に接続
させ、低速運転時に、片通路を休止し常開通路に
吸気を集中せしめて、ダイレクトポート内を流れ
る吸気の速度を増速させ、シリンダ室内に強いス
ワールを起こそうとするものである。 That is, this prior art has the above basic structure,
Both intake ports of the double intake passage are formed into direct ports, and both port outlets are connected tangentially to the swirl flow in the cylinder chamber, so that during low-speed operation, one passage is stopped and intake air is concentrated in the normally open passage. The aim is to increase the speed of intake air flowing through the direct port and create a strong swirl within the cylinder chamber.
＜発明が解決しようとする問題点＞
しかしながら、上記従来装置においては、吸気
を集中せしめるのがダイレクトポートなどで、ス
ワールの旋回成分が不十分であり、小型エンジン
の場合にはシリンダが小容積なので、このスワー
ル不足が顕著になる。<Problems to be Solved by the Invention> However, in the conventional device described above, the intake air is concentrated through a direct port, etc., and the swirl component is insufficient, and in the case of a small engine, the cylinder has a small volume. , this lack of swirl becomes noticeable.
しかも、両ポートがいずれもダイレクトポート
であるため、シリンダ室内にスワールを発生する
ように両ポート出口が接線方向に接続させてあ
る。この結果、ポート入口を開口したシリンダヘ
ツド側面から各ポート出口までの距離が大きく異
なり、従つて各ポート出口を開閉する両吸気弁は
動弁カム軸の軸心からの距離が異なることにな
り、吸気弁の開閉駆動機構が複雑となる。 Moreover, since both ports are direct ports, the outlet ports of both ports are connected in a tangential direction so as to generate a swirl within the cylinder chamber. As a result, the distance from the side of the cylinder head where the port inlet is opened to each port outlet is greatly different, and therefore the distances from the axis of the valve drive camshaft of both intake valves that open and close each port outlet are different. The opening/closing drive mechanism of the intake valve becomes complicated.
本発明は、両ポート出口をカム軸心と平行に配
置して吸気弁の開閉駆動機構を簡単な構成にする
とともに、低速運転状態でも十分なスワールを確
保することを技術的課題とする。 The technical problem of the present invention is to simplify the structure of the intake valve opening/closing drive mechanism by arranging both port outlets parallel to the cam axis, and to ensure sufficient swirl even in low-speed operating conditions.
＜問題点を解決するための手段＞
上記課題を解決する手段を、実施例に対応する
第１図乃至第８図を用いて説明すると、各吸気通
路７０・８０の吸気ポート２・３をシリンダ室１
内のスワールと同方向に旋回するヘリカルポート
の形状に形成し、常開用吸気通路７０の吸気ポー
ト３を、上記のスワールが両吸気ポート出口１
１・１２間を流れる方向Ｂを基準にして風下側に
位置させるとともに、低速時閉止用吸気通路８０
の吸気ポート２よりも大きく湾曲させて、ポート
出口１２を上記スワールの流れに接線方向で接続
させたものである。<Means for Solving the Problems> The means for solving the above problems will be explained with reference to FIGS. 1 to 8 corresponding to the embodiment. Room 1
The above swirl is formed in the shape of a helical port that rotates in the same direction as the inner swirl, and the intake port 3 of the normally open intake passage 70 is
The intake passage 80 is located on the leeward side with respect to the flow direction B between 1 and 12, and the intake passage 80 is closed at low speeds.
The intake port 2 is curved to a greater extent than the intake port 2, and the port outlet 12 is connected tangentially to the swirl flow.
＜作 用＞
両吸気ポートをヘリカルポートに形成してある
ので、ポート出口を接線方向に接続しなくとも、
吸気は旋回成分を十分与えられてシリンダ室内に
スワールを起こしながら送り込まれる。<Function> Since both intake ports are formed into helical ports, the port outlet can be connected without tangentially.
The intake air is given a sufficient swirling component and is sent into the cylinder chamber while creating a swirl.
しかも、常開用吸気通路のポートを大きく湾曲
させてポート出口を上記スワールの流れに接線方
向で接続させてあるので、ヘリカルポートの巻角
度が大きく形成される。この結果、低速運転状態
では、片吸気通路を休止して巻角度の大きいヘリ
カルポートに吸気が集中するので、吸気は強力な
旋回成分が十分に与えられたうえ流速が増し、吸
気はシリンダ室内へ強いスワールを起こしながら
強力に送り込まれる。 Moreover, since the port of the normally open intake passage is greatly curved and the port outlet is connected tangentially to the swirl flow, the winding angle of the helical port is formed to be large. As a result, during low-speed operation, one intake passage is stopped and the intake air is concentrated at the helical port with a large winding angle, giving the intake a strong swirling component and increasing the flow velocity, allowing the intake air to flow into the cylinder chamber. It is powerfully sent while creating a strong swirl.
＜発明の効果＞
本発明によれば、従来装置のようなダイレクト
ポートと異なり、ポート出口を接線方向に接続し
なくとも吸気はヘリカルポートで旋回成分が十分
与えられてシリンダ室内にスワールを起こしなが
ら送り込まれる。この結果、ポート入口を開口し
たシリンダヘツド側面と平行に両ポート出口を配
置することができ、両ポート出口をカム軸心と平
行に配置して吸気弁の開閉駆動機構を簡単な構成
にすることができる。<Effects of the Invention> According to the present invention, unlike the direct port of conventional devices, the intake air is given a sufficient swirling component through the helical port without having to connect the port outlet in the tangential direction, causing a swirl inside the cylinder chamber. sent. As a result, both port outlets can be arranged parallel to the side surface of the cylinder head with the port inlet open, and both port outlets can be arranged parallel to the cam axis, simplifying the structure of the intake valve opening/closing drive mechanism. I can do it.
しかも、低速運転時には、吸気は巻角度の大き
いヘリカルポートで旋回成分が与えられるので、
吸気抵抗を大きくすることなくシリンダ室内に強
力なスワールを起こすことができる。 Moreover, during low-speed operation, the intake air is given a swirling component by the helical port with a large winding angle.
A strong swirl can be generated within the cylinder chamber without increasing intake resistance.
従つて、内燃機関に本発明を適用すれば、特に
排気量の小さい小型内燃機関に適用する場合であ
つても、動弁機構を簡単な構成にできるものであ
りながら、しかも、低速運転状態でもスワールを
強くして吸気の混合状態を良好にし、もつて排気
ガスを浄化するとともに燃費を向上することがで
きる。 Therefore, if the present invention is applied to an internal combustion engine, even if the present invention is applied to a small internal combustion engine with a small displacement, the valve mechanism can be made simple in structure, and moreover, it can be operated even at low speeds. The swirl is strengthened to improve the mixing condition of intake air, thereby purifying exhaust gas and improving fuel efficiency.
＜実施例＞
以下、本発明の実施例を図面に基いて説明す
る。<Example> Hereinafter, an example of the present invention will be described based on the drawings.
第１図はシリンダヘツドの横断平面図、第２図
は縦型デイーゼルエンジンのシリンダヘツドの要
部平面図、第３図は吸気ロツカアーム軸周辺の要
部縦断面図、第４図は縦型デイーゼルエンジンの
要部縦断側面図であつて、縦型デイーゼルエンジ
ンＥはシリンダブロツク１６に所定間隔を隔てて
複数のシリンダ室１を設け、各シリンダ室１に上
下動自在にピストン１７を内嵌する。 Figure 1 is a cross-sectional plan view of the cylinder head, Figure 2 is a plan view of the main part of the cylinder head of a vertical diesel engine, Figure 3 is a longitudinal cross-sectional view of the main part around the intake rocker arm axis, and Figure 4 is a vertical cross-sectional view of the cylinder head of a vertical diesel engine. This is a vertical sectional side view of the main part of the engine. In the vertical diesel engine E, a cylinder block 16 is provided with a plurality of cylinder chambers 1 at predetermined intervals, and a piston 17 is fitted into each cylinder chamber 1 so as to be vertically movable.
各シリンダ室１の前・後に吸気系及び排気系の
各動弁カム軸５，６５を軸架し、動弁カム軸５を
進角装置１８を介して吸気動弁装置４に、また、
動弁軸６５を排気動弁装置６０に各々連通する。 The valve drive camshafts 5 and 65 of the intake system and the exhaust system are mounted before and after each cylinder chamber 1, and the valve drive camshafts 5 are connected to the intake valve drive device 4 via the advance device 18, and
The valve shafts 65 are communicated with the exhaust valve train 60, respectively.
尚、符号１９はシリンダブロツク１６を左右に
貫く共通伝動軸で、進角装置１８及び一方の吸気
ポート、例えば、後述のパーシヤリーヘリカルポ
ート３に連なる短絡路２０の吸気経路装置切換弁
２１を開閉駆動するものである。 Reference numeral 19 denotes a common transmission shaft passing through the cylinder block 16 from side to side, and serves to control an advance device 18 and one intake port, for example, an intake path device switching valve 21 of a short circuit 20 connected to a partially helical port 3, which will be described later. It is driven to open and close.
シリンダブロツク１６上にはシリンダヘツド６
を載置固定し、シリンダヘツド６の各シリンダ室
１に対応する部位に２本の吸気ポート２・３と排
気ポート２２を配置し、シリンダ室１の中心Ｃに
ユニツトインジエクタ取付孔２４を、さらに、当
該中心Ｃから排気ポート２２寄りにグロープラグ
取付孔２５を各々空ける。 The cylinder head 6 is mounted on the cylinder block 16.
are placed and fixed, two intake ports 2 and 3 and an exhaust port 22 are placed in the portions of the cylinder head 6 corresponding to each cylinder chamber 1, and a unit injector mounting hole 24 is placed in the center C of the cylinder chamber 1. Further, glow plug mounting holes 25 are formed from the center C toward the exhaust port 22, respectively.
上記吸気ポート２・３は前記動弁カム軸５に平
行な方向Ａに並列させてシリンダヘツド６に形成
され、その両ポート入口７・８をシリンダヘツド
６の同じ前側面１０に開口するとともに、そのポ
ート出口１１・１２をシリンダ室中心Ｃよりもポ
ート入口７・８側に偏位する部位でカム軸心Ｓと
平行な方向に並べて位置させる。 The intake ports 2 and 3 are formed in the cylinder head 6 in parallel in the direction A parallel to the valve drive camshaft 5, and both port inlets 7 and 8 are opened on the same front side surface 10 of the cylinder head 6. The port outlets 11 and 12 are located side by side in a direction parallel to the cam axis S at a position that is offset from the cylinder chamber center C toward the port inlets 7 and 8.
いま、シリンダ室１内で発生させようとする吸
気のスワールがダブル吸気ポートの出口１１・１
２の並列部分間１５を流れる方向を符号Ｂで表わ
すと、この方向Ｂを基準にして、その風上側に位
置する吸気ポート２をピユアーヘリカルポート
に、また、風下側に位置する吸気ポート３をパー
シヤリーヘリカルポートに各々形成する。 Now, the intake swirl that is about to be generated in the cylinder chamber 1 is at the outlet 11/1 of the double intake port.
If the direction of flow between the parallel portions 15 of 2 is represented by the symbol B, then with this direction B as a reference, the intake port 2 located on the windward side is designated as a pure helical port, and the intake port 3 located on the leeward side is designated as a pure helical port. are respectively formed into partial helical ports.
上記ダブル吸気ポートのうち、風上側のピユア
ーヘリカルポート２は、第５図及び第６図に示す
ように、ポート出口１１の周辺を円筒状に高く立
ち上げて、ポート入口７から流入した吸気を当該
ポート出口１１でダイレクト成分を殺し、円筒内
壁１１ａに沿わせてシリンダ室１に略放射状に吹
き入れてスワールを発生させる（第９図参照）。 Of the above-mentioned double intake ports, the upwind pure helical port 2 has the periphery of the port outlet 11 raised high in a cylindrical shape as shown in FIGS. The direct component is killed at the port outlet 11, and it is blown into the cylinder chamber 1 approximately radially along the cylinder inner wall 11a to generate a swirl (see FIG. 9).
風下側のパーシヤリーヘリカルポート３は、ポ
ート全体を緩やかに湾曲させてポート出口１２を
シリンダ室１内のスワールの流れに接線方向で接
続させてあり、このパーシヤリーヘリカルポート
３の巻き角度を大きく形成できるように構成され
ている。そして、第７図及び第８図に示すよう
に、ポート出口１２の一部１２ａを円筒状に立ち
上げ、他の部分１２ｂをポートの入口８から出口
１２へ略上下方向に吹き抜け可能に縦長に形成し
て、吸気の一部を当該縦長部分１２ｂからダイレ
クトにシリンダ室１に流入せしめるとともに、残
部吸気を円筒内壁１２ａに沿わせてスワールを発
生させる（第９図参照）。 The partially helical port 3 on the leeward side has the entire port gently curved so that the port outlet 12 is tangentially connected to the swirl flow in the cylinder chamber 1, and the winding angle of the partially helical port 3 is It is structured so that it can be formed in a large size. As shown in FIGS. 7 and 8, a part 12a of the port outlet 12 is raised up into a cylindrical shape, and the other part 12b is made vertically long so that it can blow through from the inlet 8 of the port to the outlet 12 in a substantially vertical direction. A portion of the intake air flows directly into the cylinder chamber 1 from the vertically long portion 12b, and the remaining intake air is caused to swirl along the cylindrical inner wall 12a (see FIG. 9).
一方、排気ポート２２は、そのポート出口２６
を共通にしてシリンダヘツド６の後側面２７に開
口し、そのポート入口２８・２９を二つに分岐さ
せたうえでシリンダ室中心Ｃよりもポート出口２
６側に偏位させ、排気系の動弁カム軸心Ｓに平行
な方向に並べて位置させる。 On the other hand, the exhaust port 22 has its port outlet 26
are opened in the rear side 27 of the cylinder head 6, and the port inlets 28 and 29 are branched into two, and the port outlet 2 is opened from the center C of the cylinder chamber.
6 side, and position them side by side in a direction parallel to the valve train cam axis S of the exhaust system.
前記の吸気動弁装置４をタペツト３０、プツシ
ユロツド３１、ロツカアーム３２より構成し、動
弁カム軸５の上方に位置するシリンダブロツク１
６及びシリンダヘツド６の対応箇所にプツシユロ
ツド嵌挿孔３３を空ける。 The above-mentioned intake valve train 4 is composed of a tappet 30, a push rod 31, and a rocker arm 32, and the cylinder block 1 is located above the valve train camshaft 5.
6 and the cylinder head 6, a push rod insertion hole 33 is made at a corresponding location.
そして、これにプツシユロツド３１を遊嵌し、
タペツト３０を介して当該プツシユロツド３１の
下端３１ｂを進角装置１８に接当せしめる。 Then, loosely fit the push rod 31 into this,
The lower end 31b of the push rod 31 is brought into contact with the advance device 18 via the tappet 30.
尚、排気系の動弁装置６０も同様に構成する。 Note that the valve train 60 of the exhaust system is also configured in the same manner.
また、シリンダヘツド６の上壁３５の前方及び
後方に各々複数のブラケツト３６を介して２本の
ロツカアーム軸３７・３８を軸架し、前方のロツ
カアーム軸３７に二股状の吸気用ロツカアーム３
２を、また、後方のロツカアーム軸３８に二股状
の排気用ロツカアーム３９を各シリンダ室１毎に
揺動自在に枢支する。 In addition, two rocker arm shafts 37 and 38 are mounted on the front and rear sides of the upper wall 35 of the cylinder head 6 via a plurality of brackets 36, respectively, and a bifurcated intake rocker arm 3 is attached to the front rocker arm shaft 37.
2, and a bifurcated exhaust rocker arm 39 is swingably supported on the rear rocker arm shaft 38 for each cylinder chamber 1.
上記吸気用ロツカアーム３２はクラツチ機構よ
りなる通路休止装置６２を介して主動アーム３２
ａと従動アーム３２ｂを係脱自在に連動して構成
される。 The intake rocker arm 32 is connected to the main drive arm 32 via a passage stopping device 62 consisting of a clutch mechanism.
a and a driven arm 32b are interlocked in a detachable manner.
主動アーム３２ａにはロツカアーム入力部３４
と出力部５８が形成され、従動アーム３２ｂには
出力部５９のみが形成される。 The main arm 32a has a rocker arm input section 34.
and an output section 58 are formed, and only an output section 59 is formed on the driven arm 32b.
以下、上記通路休止装置６２の構造を第３図に
基いて詳述する。 Hereinafter, the structure of the passage stopping device 62 will be explained in detail with reference to FIG. 3.
吸気用ロツカアーム軸３７の中央に貫通した通
油孔４４の一端をデイーゼルエンジンの潤滑油系
内に組込んだブースターポンプＰに接続し、通油
孔４４の中途部をロツカアーム軸の径方向に貫通
する分岐通油孔４５に連通する。 One end of the oil hole 44 penetrating through the center of the intake rocker arm shaft 37 is connected to a booster pump P incorporated in the lubricating oil system of the diesel engine, and the middle part of the oil hole 44 is passed through in the radial direction of the rocker arm shaft. It communicates with a branch oil hole 45.
吸気用ロツカアーム軸３７のうち、ブラケツト
３６・３６に挟まれた部位４６の中央にユニツト
インジエクタ用ロツカアーム４７を枢支し、これ
を両側から挟む形で主動アーム３２ａ及び従動ア
ーム３２ｂを揺動自在に枢支する。 A unit injector rocker arm 47 is pivotally supported at the center of a portion 46 of the intake rocker arm shaft 37 sandwiched between the brackets 36 and 36, and the main drive arm 32a and the driven arm 32b can swing freely by sandwiching this from both sides. It is centrally supported.
従動アーム３２ｂの左方に油室４８を設け、こ
の油室４８を上記ロツカアーム軸の分岐通油孔４
５に接続するとともに、当該アーム３２ｂの右端
にクラツチ爪５０を形成する。 An oil chamber 48 is provided on the left side of the driven arm 32b, and this oil chamber 48 is connected to the branch oil passage hole 4 of the rocker arm shaft.
5, and a clutch pawl 50 is formed at the right end of the arm 32b.
また、主動アーム３２ａの左端にクラツチ爪５
１を形成し、このクラツチ爪５１を上記従動アー
ム３２ｂのクラツチ爪５０に係合可能に構成し、
両クラツチ爪５０・５１の周方向複数箇所にバネ
室５２を設ける。 Further, a clutch pawl 5 is provided at the left end of the main drive arm 32a.
1, and the clutch pawl 51 is configured to be engageable with the clutch pawl 50 of the driven arm 32b,
Spring chambers 52 are provided at a plurality of locations in the circumferential direction of both clutch pawls 50 and 51.
当該バネ室５２には弾圧バネ５３を収容し、両
アームが互いに離れ合う方向に付勢する。 A compression spring 53 is housed in the spring chamber 52 and biases both arms in a direction away from each other.
尚、符号８２はバネのずれを矯正する芯材であ
る。 Incidentally, reference numeral 82 is a core material that corrects misalignment of the spring.
一方、従動アーム３２ｂの左端にはガイド５４
が外嵌し、ガイド５４の左方を油室４８に臨ま
せ、その右方をユニツトインジエクタ用ロツカア
ーム４７の停止壁５５に接当可能に構成する。 On the other hand, a guide 54 is provided at the left end of the driven arm 32b.
is fitted onto the outside, so that the left side of the guide 54 faces the oil chamber 48, and the right side thereof is constructed so as to be able to come into contact with the stop wall 55 of the unit injector rocker arm 47.
前・後のロツカアーム軸３７・３８の中間に
は、各シリンダ室１毎に２本の吸気弁４０・４１
及び２本の排気弁５６・５７が上下動自在に配置
され、吸気弁４０の下端をピユアーヘリカルポー
トの出口１１に、また、吸気弁４１の下端７３を
パーシヤリーヘリカルポートの出口１２に各々臨
ませる。 Two intake valves 40 and 41 are provided for each cylinder chamber 1 between the front and rear rocker arm shafts 37 and 38.
And two exhaust valves 56 and 57 are arranged to be able to move up and down, and the lower end of the intake valve 40 is connected to the outlet 11 of the private helical port, and the lower end 73 of the intake valve 41 is connected to the outlet 12 of the partial helical port. Let each of you come.
そして、吸気弁４０・４１の上端７４を吸気用
ロツカアーム３２の２つの出力部５８・５９に接
当させる。 Then, the upper ends 74 of the intake valves 40 and 41 are brought into contact with the two output parts 58 and 59 of the intake rocker arm 32.
この場合、パーシヤリーヘリカルポート３に臨
む吸気弁４１には上記主動アーム３２ａの出力部
５８が接当し、ピユアーヘリカルポート２に臨む
吸気弁４０には従動アーム３２ｂの出力部５９が
接当するが、低速時には従動アーム３２ｂは作動
解除されることから、吸気弁４０が上記通路休止
装置６２の休止弁８１を兼ねることになる。 In this case, the output portion 58 of the driving arm 32a is in contact with the intake valve 41 facing the partial helical port 3, and the output portion 59 of the driven arm 32b is in contact with the intake valve 40 facing the private helical port 2. However, since the driven arm 32b is deactivated at low speeds, the intake valve 40 also serves as the stop valve 81 of the passage stop device 62.
そして、前記吸気系のプツシユロツド３１の上
端３１ａを吸気用ロツカアーム３２の入力部３４
に接当し、動弁カム軸５の回転により２本の吸気
弁４０・４１を開・閉可能に駆動する。 Then, the upper end 31a of the push rod 31 of the intake system is connected to the input part 34 of the intake rocker arm 32.
The two intake valves 40 and 41 are driven to open and close by the rotation of the valve drive camshaft 5.
このとき、吸気系のロツカアーム軸３７と動弁
カム軸５と吸気ポート２・３の二つの出口１１・
１２とは共に平行に並ぶので、ロツカアーム３２
による二つの吸気弁４０・４１の押圧力を均等に
できる。 At this time, the rocker arm shaft 37 of the intake system, the valve train camshaft 5, and the two outlets 11 and 2 of the intake ports 2 and 3 are connected to each other.
12 are both parallel to each other, so Rotsuka arm 32
The pressing force of the two intake valves 40 and 41 can be made equal.
一方、排気弁５６・５７の下端を排気ポート入
口２８・２９に臨ませ、この上端６６を上記排気
用ロツカアーム３９の二つの出力部６７・６８に
接当させる。 On the other hand, the lower ends of the exhaust valves 56 and 57 face the exhaust port inlets 28 and 29, and the upper ends 66 are brought into contact with the two output parts 67 and 68 of the exhaust rocker arm 39.
尚、符号６９はユニツトインジエクタ嵌挿孔２
４に嵌入されるユニツトインジエクタで吸・排気
ポートの略中央に配置され、また、符号７１はグ
ロープラグ嵌挿孔２５に嵌入されるグロープラグ
で排気ポート２２寄りに配置される。 Furthermore, the reference numeral 69 indicates the unit injector insertion hole 2.
A unit injector 4 is fitted into the unit injector and is located approximately at the center of the intake/exhaust port.A glow plug 71 is fitted into the glow plug insertion hole 25 and is located near the exhaust port 22.
そして、符号７２は、吸・排気弁を閉弁付勢す
る閉弁バネである。 Reference numeral 72 is a valve closing spring that biases the intake/exhaust valves to close.
斯くしてなる片通路休止装置の機能を第３図に
より説明すると、まず、エンジン回転数が上昇し
てブースターポンプＰの油圧が増大すると、通油
孔４４・４５を介して当該ポンプＰに連通する油
室４８の油圧が増す。 The function of the one-passage stop device constructed in this way will be explained with reference to FIG. 3. First, when the engine speed increases and the oil pressure of the booster pump P increases, it communicates with the pump P through the oil holes 44 and 45. The oil pressure in the oil chamber 48 increases.
従つて、エンジン回転数が、例えば、略
2300rpmを越えると、この油圧が弾圧バネ５３の
付勢力に打ち克ち、従動アーム３２ｂ及びガイド
５４を矢印Ｃ方向に摺動し、ガイド５４がユニツ
トインジエクタ用ロツカアーム４７の停止壁５５
に打ち当たつて摺動を終了させたのちも、従動ア
ーム３２ｂはＣ方向への摺動を続行する。 Therefore, if the engine speed is, for example, approximately
When the speed exceeds 2300 rpm, this oil pressure overcomes the biasing force of the elastic spring 53 and slides the driven arm 32b and guide 54 in the direction of arrow C, causing the guide 54 to close to the stop wall 55 of the unit injector rocker arm 47.
Even after the driven arm 32b hits and finishes sliding, the driven arm 32b continues sliding in the C direction.
そして、従動アーム３２ｂのクラツチ爪５０が
主動アーム３２ｂのクラツチ爪５１に係合してク
ラツチ機構６２が作動すると、従動アーム３２ｂ
に主動アーム３２ａが連動し、吸気弁４０・４１
は両弁駆動を行なう。 Then, when the clutch pawl 50 of the driven arm 32b engages with the clutch pawl 51 of the main drive arm 32b and the clutch mechanism 62 is operated, the driven arm 32b
The main drive arm 32a is interlocked with the intake valves 40 and 41.
drives both valves.
従つて、吸気はピユアーヘリカルポート２及び
パーシヤリーヘリカルポート３の二つを通つてシ
リンダ室１内に流入する。 Therefore, intake air flows into the cylinder chamber 1 through the private helical port 2 and the partial helical port 3.
一方、エンジンの回転数が2300rpmより低い低
速運転域では、ブースターポンプＰの吐出圧は低
くなるので、弾圧バネ５３の付勢力が当該油室４
８の油圧に打ち克つて従動アーム３２ｂをＤ方向
に移動せしめ、当該アーム３２ｂのクラツチ爪５
０は主動アーム３２ｂのクラツチ爪５１から外れ
る。 On the other hand, in a low-speed operating range where the engine speed is lower than 2300 rpm, the discharge pressure of the booster pump P is low, so the urging force of the elastic spring 53 is applied to the oil chamber 4.
8, the driven arm 32b is moved in the D direction, and the clutch pawl 5 of the arm 32b is moved.
0 is removed from the clutch pawl 51 of the driving arm 32b.
従つて、クラツチ機構６２は解除され、主動ア
ーム３２ａのみがプツシユロツド３１で揺動さ
れ、パーシヤリーヘリカルポート３に臨む吸気弁
４１が単独作動する。 Therefore, the clutch mechanism 62 is released, only the main drive arm 32a is swung by the push rod 31, and the intake valve 41 facing the partial helical port 3 is operated independently.
従つて、ダブル吸気装置は片弁作動を行ない、
パーシヤリーヘリカルポート３のみで吸気の供給
を行なうことになる。 Therefore, the double intake system performs single-valve operation,
Intake air is supplied only through the partially helical port 3.
この場合、低速運転域では、吸気量は少なくな
るがパーシヤリーヘリカルポート１本に絞るの
で、吸気は当該ヘリカルポートに集中して流速を
高めるうえ、巻き角度の大きいヘリカルポートに
より吸気を強く旋回させてスワールを強くでき
る。 In this case, in the low-speed operating range, the amount of intake air is reduced, but it is limited to one partially helical port, so the intake air is concentrated in that helical port, increasing the flow velocity, and the helical port with a large winding angle causes the intake air to be strongly swirled. You can make the swirl stronger.
又、高速運転域では、吸気管が大きくなるの
で、パーシヤリー吸びピユアーの両ヘリカルポー
トから強力なスワールをシリンダ室に引き起こす
ことができる。 Also, in high-speed operating ranges, the intake pipe becomes larger, so a strong swirl can be generated in the cylinder chamber from both helical ports of the partial suction pipe.
以上のように、本発明は、低速運転時にもスワ
ールを強化するためにダブル吸気通路のうちの片
通路を休止するものなので、常開用吸気通路７０
の吸気ポート３はヘリカルポートであればピユア
ーヘリカルポート或いはパーシヤリーヘリカルポ
ートのどちらでも良い。 As described above, in the present invention, one of the double intake passages is stopped in order to strengthen the swirl even during low-speed operation, so the normally open intake passage 70
The intake port 3 may be either a pure helical port or a partial helical port as long as it is a helical port.
また、上記実施例では、一方の吸気通路を休止
する装置６２を吸気用ロツカアーム３２の周囲に
組込み、休止弁８１を吸気弁４０に兼用したが、
吸気通路の途上に通路閉止装置を設けても良い。 Further, in the above embodiment, the device 62 for stopping one intake passage is built around the intake rocker arm 32, and the stopping valve 81 is also used as the intake valve 40.
A passage closing device may be provided in the middle of the intake passage.
例えば、エンジン回転数の増減を潤滑油温若し
くは排気温から検出するセンサーと、このセンサ
ーで駆動するソレノイド弁とで通路閉止装置を構
成し、これを、低速時閉止用吸気通路８０のうち
吸気ポート２の上流側に設定しても差し支えな
い。 For example, a passage closing device is composed of a sensor that detects an increase or decrease in engine speed from lubricating oil temperature or exhaust temperature, and a solenoid valve driven by this sensor, and this is connected to an intake port of the intake passage 80 for closing at low speeds. There is no problem even if it is set upstream of 2.
図面は本発明の実施例を示し、第１図はシリン
ダヘツドの横断平面図、第２図は縦型デイーゼル
エンジンのシリンダヘツドの要部平面図、第３図
は吸気ロツカアーム軸周辺の要部縦断面図、第４
図は縦型デイーゼルエンジンの要部縦断側面図、
第５図はピユアーヘリカルポートの縦断正面図、
第６図は第５図の−線断面図、第７図はパー
シヤリーヘリカルポートの縦断正面図、第８図は
第７図の−線断面図、第９図はダブル吸気ポ
ートの流れを示す概略図である。
１…シリンダ室、２…低速時閉止用吸気通路の
吸気ポート、３…常開用吸気通路の吸気ポート、
１１・１２…吸気ポート出口、６２…通路休止装
置、７０…常開用吸気通路、８０…低速時閉止用
吸気通路、８１…休止弁、Ｂ…シリンダ室内のス
ワールが両吸気ポート出口間を流れる方向、Ｅ…
内燃機関。
The drawings show an embodiment of the present invention, in which Fig. 1 is a cross-sectional plan view of a cylinder head, Fig. 2 is a plan view of the main part of the cylinder head of a vertical diesel engine, and Fig. 3 is a longitudinal cross-section of the main part around the intake rocker arm axis. Front view, 4th
The figure is a vertical side view of the main parts of a vertical diesel engine.
Figure 5 is a longitudinal sectional front view of the Pure Helical Port.
Figure 6 is a sectional view taken along the - line in Figure 5, Figure 7 is a longitudinal sectional front view of the partially helical port, Figure 8 is a sectional view taken along the - line in Figure 7, and Figure 9 shows the flow of the double intake port. FIG. 1...Cylinder chamber, 2...Intake port of the intake passage for closing at low speeds, 3...Intake port of the normally open intake passage,
11, 12... Intake port outlet, 62... Passage stop device, 70... Normally open intake passage, 80... Intake passage for closing at low speed, 81... Stop valve, B... Swirl in the cylinder chamber flows between both intake port outlets Direction, E...
Internal combustion engine.
Claims (1)
７０と低速時閉止用吸気通路８０とを並列状に連
通し、 内燃機関Ｅが低速運転状態では、通路休止装置
６２の休止弁８１が低速時閉止用吸気通路８０を
閉じて、常開用吸気通路７０のみで吸気を行なう
ように構成した内燃機関のダブル吸気通路の片通
路休止装置において、 各吸気通路７０・８０の吸気ポート２・３をシ
リンダ室１内のスワールと同方向に旋回するヘリ
カルポートの形状に形成し、 常開用吸気通路７０の吸気ポート３を、上記ス
ワールが両吸気ポート出口１１・１２間を流れる
方向Ｂを基準にして風下側に位置させるととも
に、低速時閉止用吸気通路８０の吸気ポート２よ
りも大きく湾曲させて、ポート出口１２を上記ス
ワールの流れに接線方向で接続させた事を特徴と
する内燃機関のダブル吸気通路の片通路休止装
置。[Claims] 1. A normally open intake passage 70 and a low speed closing intake passage 80 are connected in parallel to the cylinder chamber 1 of the internal combustion engine E, and when the internal combustion engine E is in a low speed operating state, a passage stopping device 62 is provided. In a single-passage stop device for a double intake passage for an internal combustion engine configured such that a stop valve 81 closes a closing intake passage 80 at low speeds and intake is performed only through the normally open intake passage 70, each intake passage 70, 80 The intake ports 2 and 3 of the cylinder chamber 1 are formed in the shape of a helical port that rotates in the same direction as the swirl inside the cylinder chamber 1, and the intake port 3 of the normally open intake passage 70 is formed so that the swirl is between the two intake port outlets 11 and 12. is located on the leeward side with respect to the flow direction B, and is curved more than the intake port 2 of the intake passage 80 for closing at low speeds, so that the port outlet 12 is connected tangentially to the swirl flow. This is a single-passage shutoff device for double intake passages for internal combustion engines.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60086784A JPS61244830A (en) | 1985-04-23 | 1985-04-23 | One passage stopping device for double intake passages in internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60086784A JPS61244830A (en) | 1985-04-23 | 1985-04-23 | One passage stopping device for double intake passages in internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61244830A JPS61244830A (en) | 1986-10-31 |
| JPH0368212B2 true JPH0368212B2 (en) | 1991-10-25 |
Family
ID=13896378
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60086784A Granted JPS61244830A (en) | 1985-04-23 | 1985-04-23 | One passage stopping device for double intake passages in internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61244830A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20140023584A (en) * | 2012-08-16 | 2014-02-27 | 엘지이노텍 주식회사 | Optical system |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2580404Y2 (en) * | 1990-04-28 | 1998-09-10 | 本田技研工業株式会社 | Internal combustion engine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS615539A (en) * | 1984-06-20 | 1986-01-11 | Hitachi Ltd | Semiconductor device |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58142330U (en) * | 1982-03-23 | 1983-09-26 | トヨタ自動車株式会社 | Internal combustion engine intake system |
-
1985
- 1985-04-23 JP JP60086784A patent/JPS61244830A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS615539A (en) * | 1984-06-20 | 1986-01-11 | Hitachi Ltd | Semiconductor device |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20140023584A (en) * | 2012-08-16 | 2014-02-27 | 엘지이노텍 주식회사 | Optical system |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61244830A (en) | 1986-10-31 |
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