JPH04203320A - Air intake device of engine - Google Patents
Air intake device of engineInfo
- Publication number
- JPH04203320A JPH04203320A JP2334838A JP33483890A JPH04203320A JP H04203320 A JPH04203320 A JP H04203320A JP 2334838 A JP2334838 A JP 2334838A JP 33483890 A JP33483890 A JP 33483890A JP H04203320 A JPH04203320 A JP H04203320A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- closing
- cylinder
- delayed closing
- air intake
- 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
- 238000010992 reflux Methods 0.000 claims description 18
- 238000009825 accumulation Methods 0.000 claims description 3
- 239000000203 mixture Substances 0.000 abstract description 25
- 230000006835 compression Effects 0.000 abstract description 18
- 238000007906 compression Methods 0.000 abstract description 18
- 238000002485 combustion reaction Methods 0.000 abstract description 7
- 230000003111 delayed effect Effects 0.000 abstract 9
- 239000000446 fuel Substances 0.000 description 15
- 238000011144 upstream manufacturing Methods 0.000 description 5
- 235000014676 Phragmites communis Nutrition 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000001965 increasing effect Effects 0.000 description 3
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
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
- F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
- F02B53/04—Charge admission or combustion-gas discharge
- F02B53/06—Valve control therefor
-
- 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
- F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
- F02B2053/005—Wankel engines
-
- 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)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は吸気遅閉じシステムを採用したエンジンの吸気
装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an intake system for an engine that employs an intake late closing system.
（従来の技術）
エンジンの各気筒にメイン吸気ポートと該メイン吸気ポ
ートより遅れて閉じられる吸気遅閉じポートを設けると
ともに、各気筒の吸気遅閉じポートをそれぞれ他の気筒
の吸気遅閉じポートに連通させる吸気遅閉じ通路を設け
て、圧縮行程初期の気筒の吸気の一部を吸気行程前段の
他の気筒に流入させるようにし、それによって、吸気行
程にある気筒の吸気負圧を抑えボンピングロスを低減す
るようにした吸気遅閉じシステムが、例えば特開昭６３
’−７１５２５号公報に記載されているように従来か
ら提案されている。このような吸気遅閉じシステムは、
二つの気筒が背中合わせに並ぶロータリピストンエンジ
ンにおいては中間ハウジングを貫通するように吸気遅閉
じ通路を設けるだけで実現でき、その場合に、吸気行程
にある気筒のポンピングロスが低減できるという効果に
加えて、圧縮行程側の気筒では圧縮圧力が下がるために
アペックスシールを押圧する力が弱まり摺動抵抗が低減
されるという効果も生じる。また、過給手段を併用して
、圧縮行程の初期に他の気筒に逃げる分だけ予めメイン
吸気ポートから多めに吸気を送り込むようにすれば、エ
ンジン運転領域の広い範囲で吸気遅閉じによる所謂ミラ
ーサイクルを成立させることができ、それによって燃費
を改善できることも知られている。(Prior art) Each cylinder of an engine is provided with a main intake port and an intake slow-close port that closes later than the main intake port, and each cylinder's intake slow-close port is communicated with the intake slow-close port of another cylinder. An intake slow-closing passage is provided to allow a portion of the intake air from the cylinder at the beginning of the compression stroke to flow into other cylinders at the front stage of the intake stroke, thereby suppressing the intake negative pressure of the cylinder during the intake stroke and reducing the pumping loss. For example, an intake slow closing system designed to reduce the
It has been proposed in the past as described in Japanese Patent No. '-71525. This kind of intake slow closing system is
In a rotary piston engine where two cylinders are lined up back to back, this can be achieved by simply providing an intake slow closing passage that penetrates the intermediate housing. In the cylinder on the compression stroke side, the compression pressure is lowered, so the force pressing the apex seal is weakened, and the sliding resistance is reduced. In addition, if a turbocharging means is used in advance to send in more intake air from the main intake port in advance to compensate for the amount that escapes to other cylinders at the beginning of the compression stroke, the so-called mirror effect due to late intake closing can be achieved over a wide range of engine operating ranges. It is also known that a cycle can be established, thereby improving fuel efficiency.
（発明が解決しようとする課題）
しかしながら、このようにミラーサイクルを実現する手
段として吸気遅閉じシステムを用いると、圧縮行程に入
っても吸気遅閉じポートが閉じるまでは断熱圧縮が始ま
らないため、圧縮トップでの混合気の温度が低くなり、
特に軽負荷時において燃焼が不安定になるという問題が
生ずる。そこで、軽負荷時には吸気遅閉じを行わないよ
う制御することも考えられるが、軽負荷域というのは本
来燃費改善効果が最も期待できる領域であって、この領
域で吸気遅閉じを止めるのでは期待通りの燃費改善が行
えないことになる。また、例えば吸気遅閉じ通路に流量
制御弁を設けて開閉制御を行おうとしても、過渡時に応
答良くこれを行うことば実際上不可能でもある。(Problem to be Solved by the Invention) However, when the intake late closing system is used as a means to realize the Miller cycle, adiabatic compression does not start until the intake late closing port closes even after entering the compression stroke. The temperature of the mixture at the compression top becomes lower,
A problem arises in that combustion becomes unstable, especially when the load is light. Therefore, it may be possible to control the intake late closing at light loads, but since the light load range is originally the area where the effect of improving fuel efficiency is most expected, it is not expected to stop the intake late closing in this area. This means that it will not be possible to improve fuel efficiency on the street. Further, even if it is attempted to perform opening/closing control by providing a flow rate control valve in the intake slow closing passage, for example, it is practically impossible to perform this with a good response during a transient period.
本発明は上記問題点に鑑みてなされたものであって、吸
気遅閉じを行うことにより圧縮トップでの混合気温度が
低下するのを防いで軽負荷時の燃焼を安定化させること
を目的とする。The present invention was made in view of the above-mentioned problems, and an object of the present invention is to prevent the mixture temperature at the compression top from decreasing by closing the intake air late, thereby stabilizing combustion at light loads. do.
（課題を解決するための手段）
本発明に係るエンジンの吸気装置は、各気筒にメイン吸
気ポートと該メイン吸気ポートより遅れて閉じられる二
つの吸気遅閉じポートを設けるとともに、各気筒の前記
遅閉じ還流ポートを他の気筒の遅閉じ還流ポートにそれ
ぞれ連通させる吸気遅閉じ通路を設け、さらに、吸気遅
閉じ通路に一方の気筒側の圧力が他方の気筒側の圧力よ
りも所定圧以上高い場合に一方の気筒側から他方の気筒
側へ開く制御バルブを設け、かつ、この制御バルブと遅
閉じ還流ポートとの間を所定容積の畜圧室とすることに
よって、脊圧室内で断熱圧縮された混合気の熱により燃
焼室内混合気温度を高めるようにしたものである。(Means for Solving the Problems) An intake system for an engine according to the present invention is provided with a main intake port and two intake late-closing ports that close later than the main intake port in each cylinder. An intake slow-closing passage is provided that communicates the closed recirculation port with the late-closing recirculation port of the other cylinder, and furthermore, when the pressure on one cylinder side is higher than the pressure on the other cylinder side by a predetermined pressure or more in the intake late closing passage. By providing a control valve that opens from one cylinder side to the other cylinder side, and creating an accumulating pressure chamber with a predetermined volume between this control valve and the slow-closing reflux port, adiabatic compression is achieved in the spinal pressure chamber. The temperature of the mixture in the combustion chamber is increased by the heat of the mixture.
（作用）
エンジンの各気筒に設けられた遅閉じ還流ポートからは
圧縮行程の初期において混合気が高速で流出する。その
際、流出した混合気は吸気遅閉じ通路に形成された畜圧
室において断熱圧縮されて昇温し、所定圧以上で開く制
御バルブを介して吸気行程にある他気筒の遅閉じ還流ポ
ートに流れ込む。そして、この遅閉じ還流ポートから流
れ込む混合気の熱によって燃焼室内混合気の温度が高め
られ、それにより、吸気遅閉じで圧縮開始時期が遅れる
ことによる混合気温度上昇の不足分が補イっれる。(Operation) The air-fuel mixture flows out at high speed from the slow-closing recirculation ports provided in each cylinder of the engine at the beginning of the compression stroke. At this time, the air-fuel mixture that flows out is adiabatically compressed in the accumulator pressure chamber formed in the intake slow-closing passage, increases in temperature, and is sent to the slow-closing reflux port of another cylinder on the intake stroke via a control valve that opens at a predetermined pressure or higher. Flow into. Then, the temperature of the mixture in the combustion chamber is increased by the heat of the mixture flowing in from this late-closing reflux port, thereby making up for the lack of increase in the mixture temperature due to the delay in the start of compression due to the late closing of the intake air. .
（実施例） 以下、実施例を図面に基づいて説明する。(Example) Examples will be described below based on the drawings.
第１図は本発明の第■実施例を示す２気筒ロークリピス
トンエンジンのシステム図である。このロータリピスト
ンエンジン１は、中間ハウジング２を共有して直列に配
置されたフロント側とリヤ側の二つの気筒３，４を備え
ている。ただし、図では便宜上これら二つの気筒を左右
に分けて記載している。FIG. 1 is a system diagram of a two-cylinder rotary piston engine showing a second embodiment of the present invention. This rotary piston engine 1 includes two cylinders 3 and 4, one on the front side and the other on the rear side, which are arranged in series and share an intermediate housing 2. However, in the figure, these two cylinders are shown separated into left and right for convenience.
＝４−
各気筒３，４は、上記中間ハウジング２．ロータハウジ
ング５．６および図示しないサイドハウジングによって
構成されるケーシングを備え、これらケーシングの内部
には共通の偏心軸７に支持され上記ロータハウジング５
，６のトロコイド状内周面に沿って遊星回転する略三角
形のロータ８゜９が配設されている。各気筒３，４のケ
ーシング内部には、上記ロータ８，９のフランク面によ
って図にＩＯａ、１０ｂで示す各三つの作動室ｌＯが区
画され、各作動室１０ａ、ＩＯｂはロータ８゜９の回転
につれ移動しその容積が変化することにより順次、吸入
、圧縮、爆発および排気を繰り返す。=4- Each cylinder 3, 4 is connected to the intermediate housing 2. The rotor housing 5.6 is provided with a casing composed of a rotor housing 5.6 and a side housing (not shown).
, 6 is provided with a substantially triangular rotor 8.9 that rotates planetarily along the trochoidal inner circumferential surface of the rotor. Inside the casing of each cylinder 3, 4, three working chambers 1O, shown as IOa and 10b in the figure, are divided by the flank surfaces of the rotors 8 and 9, and each working chamber 10a and IOb is divided into As it moves and its volume changes, it repeats inhalation, compression, explosion, and exhaust in sequence.
このような構成のロータリピストンエンジンにおいて、
各気筒３．４の吸気行程の作動室１０ａ。In a rotary piston engine with such a configuration,
Working chamber 10a for the intake stroke of each cylinder 3.4.
１０ｂに対応する中間ハウジング２の両面にはそれぞれ
吸気ポートｌｌａ、ｌｌｂが形成され、また、短軸部を
挟んで上記吸気ポートｌｌａ、１１ｂと対向する位置の
ロータハウジング５．６内面には排気ポート１２ａ、１
２ｂが形成されている。Intake ports lla and llb are formed on both sides of the intermediate housing 2 corresponding to 10b, respectively, and an exhaust port is formed on the inner surface of the rotor housing 5.6 at a position facing the intake ports lla and 11b across the short shaft portion. 12a, 1
2b is formed.
そして、二つの気筒３，４の上記吸気ポート１．１ａ、
ｌｌｂに連通ずる各吸気通路１３．１４は、上流で一つ
の上流側吸気通路１５に集合され、該上流側吸気通路１
５にはスロットル弁１６が配設されている。また、この
上流側吸気通路１５はその上流部が二つの分岐通路１７
．１８に分岐され、各分岐通路１７．１８には排気ター
ボ過給機Ｉ９の二つのタービン２０．２１によって駆動
されるブロア２２，２３がそれぞれ配設されている。ま
た、上流側吸気通路１５には、分岐点の下流にインター
クーラ２４が設けられている。and the intake ports 1.1a of the two cylinders 3 and 4,
The intake passages 13, 14 that communicate with Ilb are gathered upstream into one upstream intake passage 15.
A throttle valve 16 is disposed at 5. Further, the upstream side intake passage 15 has two branch passages 17 at its upstream part.
．． 18, and each branch passage 17.18 is provided with a blower 22, 23 driven by two turbines 20.21 of the exhaust turbo supercharger I9, respectively. Further, an intercooler 24 is provided in the upstream intake passage 15 downstream of the branch point.
中間ハウジング２の両面には、上記吸気ポート＋１ａ、
Ｉｌｂよりリーディング側において各気筒の作動室１０
ａ、ＩＯｂに開口する第１の遅閉じ還流ポート２５２Ｌ
、２５ｂがそれぞれ設けられ、また、これら第１の遅閉
じ還流ポート２５ａ、２５ｂと隣接し同じタイミングで
開閉する第２の遅閉じ還流ポート２６ａ、２６ｂがそれ
ぞれ設けられている。これら第１の遅閉じ還流ポート２
５ａ。On both sides of the intermediate housing 2, the above-mentioned intake port +1a,
Working chamber 10 of each cylinder on the leading side from Ilb
a, first slow-closing reflux port 252L opening to IOb
, 25b are provided, respectively, and second slow-closing reflux ports 26a, 26b that are adjacent to these first slow-closing reflux ports 25a, 25b and open and close at the same timing are provided, respectively. These first slow closing reflux ports 2
5a.
２５ｂおよび第２の遅閉じ還流ポート２６ａ、２６ｂは
、ロータ８．９によって上記吸気ポートｌｌａ、Ｉｌｂ
よりも遅く開かれ、かつ吸気ポート１１ａ、ｆｌｂより
も遅くまで開いて圧縮行程初期に閉じられるよう設定さ
れ、フロント側の気筒３の第１の遅閉じ還流ポート２５
２Ｌとリヤ側の気筒４の第２の遅閉じ還流ポート２６ｂ
とが第１の吸気遅閉じ通路２７ａによって連通され、ま
た、リヤ側の気筒４の第１の遅閉し還流ポート２５ｂと
フロント側の気筒３の第２の遅閉じ還流ポート２６ａと
が第２の吸気遅閉じ通路２７ｂによって連通されている
。また、上記第１および第２の吸気遅閉じ通路２７ａ、
２７ｂの途中には、それぞれ脊圧室２８２Ｌ、２８ｂが
設けられ、これら脊圧室２８ａ、２８ｂの第２の遅閉じ
還流ポート２７ａ、２７ｂ側の接続部には、脊圧室２８
ｉ、２８ｂ内が所定圧以上となった時に開くリードバル
ブ２９２Ｌ、２９ｂが設けられている。25b and the second slow closing reflux ports 26a, 26b are connected to the intake ports lla, Ilb by the rotor 8.9.
The first late closing recirculation port 25 of the front cylinder 3 is set to open later than the intake ports 11a and flb and close at the beginning of the compression stroke.
2L and the second slow closing recirculation port 26b of the rear cylinder 4
are communicated with each other by the first intake slow closing passage 27a, and the first slow closing recirculation port 25b of the rear cylinder 4 and the second slow closing recirculation port 26a of the front cylinder 3 are connected to each other by the second slow closing recirculation port 25b of the rear cylinder 4 They are communicated by an intake slow closing passage 27b. Further, the first and second intake slow closing passages 27a,
Spinal pressure chambers 282L and 28b are provided in the middle of the spinal pressure chambers 282L and 28b, respectively, and the spinal pressure chambers 282L and 28b are connected to the second slow closing reflux ports 27a and 27b of these spinal pressure chambers 28a and 28b.
Reed valves 292L and 29b are provided which open when the internal pressure of the reed valves i and 28b reaches a predetermined pressure or higher.
このような吸気系において、圧縮行程初期にある気筒３
（又は４）の作動室１０ａ（又は１０ｂ）から第１の遅
閉じ還流ボー）２５ａ （又は２５ｂ）を介し吸気遅閉
じ通路２７ａ（又は２７ｂ）に混合気が流出する。そし
て、流出した混合気は圧縮行程が進むにつれて蓄圧室２
８ａ、２８ｂ内で断熱圧縮され、脊圧室２８ａ、２８ｂ
内が所定圧力に達するとリードバルブ２９ａ、２９ｂを
開いて他方の気筒４（又は３）の第２の遅閉じ還流ポー
ト２６ｂ（又は２６ａ）から吸気行程の作動室１０ｂ（
又はｌＯλ）に送り込まれる。その際、蓄圧室２８ａ、
２８ｂ内で断熱圧縮された混合気の熱によって作動室１
０ｂ（又は１０ａ）内の混合気が昇温する。In such an intake system, cylinder 3 at the beginning of the compression stroke
The air-fuel mixture flows out from the working chamber 10a (or 10b) of (or 4) to the intake slow-closing passage 27a (or 27b) via the first slow-closing reflux bow) 25a (or 25b). As the compression stroke progresses, the mixture that flows out flows into the pressure accumulator chamber 2.
The spinal pressure chambers 28a, 28b are compressed adiabatically within the chambers 8a, 28b.
When the internal pressure reaches a predetermined pressure, the reed valves 29a and 29b are opened, and the second slow-closing reflux port 26b (or 26a) of the other cylinder 4 (or 3) is drained from the working chamber 10b (or 26a) during the intake stroke.
or lOλ). At that time, the pressure accumulation chamber 28a,
The working chamber 1 is heated by the heat of the mixture adiabatically compressed in 28b.
The temperature of the air-fuel mixture in 0b (or 10a) increases.
この作動室内混合気の温度特性を図示すると第２図のよ
うになる。図で実線ａがこの実施例の場合の温度特性曲
線である。また、−点鎖線すは従来システムによる吸気
遅閉じの場合を、破線Ｃは吸気遅閉じを行わない場合を
それぞれ示している。The temperature characteristics of the air-fuel mixture in the operating chamber are illustrated in FIG. 2. In the figure, the solid line a is the temperature characteristic curve in this example. Furthermore, the dashed line C indicates the case where the intake late closing is performed by the conventional system, and the broken line C indicates the case where the intake late closing is not performed.
この実施例の場合（ａ）は、他気筒３（又は４）の第１
の遅閉じ還流ポート２５ａ（又は２５ｂ）から出て山気
筒４（又は３）の第２の遅閉じ還流ポート２６ｂ（又は
２６ａ）から作動室１０ｂ（又は１０ａ）に流入する混
合気の流入期間（Δθ。。）の間に、断熱圧縮された混
合気の熱による昇温効果があられれ、その効果が、山気
筒４（又は３）の第１の遅閉じ還流ポート２５ｂ（又は
２５２Ｌ）から他気筒３（又は４）へ混合気が流れ出る
期間（Δθ。ｕｔ）の間持続するため、第１の遅閉じ還
流ポート２５ｂ（又は２５ａ）が閉じ山気筒の圧縮が開
始される時点で既に混合気温度が高く、したがって、従
来の吸気遅閉じシステムの場合（ｂ）と比較して圧縮ト
ップにおける混合気温度が明らかに高くなり、吸気遅閉
じを行わない場合（Ｃ）とほぼ同等の混合気温度が得ら
れる。In the case of this embodiment (a), the first cylinder of the other cylinder 3 (or 4)
The inflow period ( During the period Δθ...), there is a temperature increasing effect due to the heat of the adiabatically compressed air-fuel mixture, and this effect is transferred from the first slow-closing reflux port 25b (or 252L) of the mountain cylinder 4 (or 3) to the others. Since it lasts for a period (Δθ.ut) during which the air-fuel mixture flows into cylinder 3 (or 4), the air-fuel mixture is already closed when the first late-closing reflux port 25b (or 25a) is closed and compression of the mountain cylinder starts. The temperature is higher, and therefore the mixture temperature at the compression top is clearly higher than in the case of the conventional intake late closing system (b), and the mixture temperature is almost the same as in the case without the intake late closing (C). is obtained.
なお、本発明はロータリピストンエンジン以外にも適用
することが可能である。Note that the present invention can be applied to other than rotary piston engines.
（発明の効果）
本発明は以上のように構成されているので、吸気遅閉じ
通路において断熱圧縮された混合気の熱によって燃焼室
内混合気を昇温させ燃焼安定性を向上させることができ
、したがって、軽負荷時においても吸気遅閉じを行って
燃費向」二を図ることが可能となる。 −(Effects of the Invention) Since the present invention is configured as described above, it is possible to raise the temperature of the air-fuel mixture in the combustion chamber by the heat of the air-fuel mixture compressed adiabatically in the intake late closing passage, thereby improving combustion stability. Therefore, it is possible to improve fuel efficiency by closing the intake air late even under light loads. −
第１図は本発明の一実施例を示す２気筒ロークリピスト
ンエンジンのシステム図、第２図は同実施例における作
動室内混合気温度の特性図である。
■＝ロータリピストンエンジン、３．気筒（フロント側
）、４：気筒（リヤ側）、１０ａ、１０ｂ：作動室、ｌ
ｌａ、ｌｌｂ：吸気ポート（メイン吸気ポート）、２５
ａ、２５ｂ：第１の遅閉じ還流ポート、２Ｂ２Ｌ、２６
ｂ：第２の遅閉じ還流ポート、２７ａ、２７ｂ：吸気遅
閉じ通路、２８ａ、２８ｂ：蓄圧室、２９ａ、２９ｂ：
リードバルブ（制御バルブ）。
代理人 弁理士 進 藤 純 −FIG. 1 is a system diagram of a two-cylinder rotary piston engine showing one embodiment of the present invention, and FIG. 2 is a characteristic diagram of the air-fuel mixture temperature in the operating chamber in the same embodiment. ■=Rotary piston engine, 3. Cylinder (front side), 4: Cylinder (rear side), 10a, 10b: Working chamber, l
la, llb: intake port (main intake port), 25
a, 25b: first slow closing reflux port, 2B2L, 26
b: Second slow closing reflux port, 27a, 27b: Intake slow closing passage, 28a, 28b: Pressure accumulation chamber, 29a, 29b:
Reed valve (control valve). Agent Patent Attorney Jun Susumu Fuji −
Claims (1)
より遅れて閉じられる二つの遅閉じ還流ポートを設ける
とともに、各気筒の前記遅閉じ還流ポートを他の気筒の
遅閉じ還流ポートにそれぞれ連通させる吸気遅閉じ通路
を設け、さらに、前記吸気遅閉じ通路に一方の気筒側の
圧力が他方の気筒側の圧力よりも所定圧以上高い場合に
一方の気筒側から他方の気筒側へ開く制御バルブを設け
、かつ、該制御バルブと前記一方の気筒側の遅閉じ還流
ポートとの間を所定容積の蓄圧室としたことを特徴とす
るエンジンの吸気装置。(1) Each cylinder is provided with a main intake port and two late closing reflux ports that close later than the main intake port, and the late closing reflux ports of each cylinder are communicated with the late closing reflux ports of other cylinders, respectively. An intake late-closing passage is provided, and the intake late-closing passage further includes a control valve that opens from one cylinder side to the other cylinder side when the pressure on one cylinder side is higher than the pressure on the other cylinder side by a predetermined pressure or more. An intake system for an engine, characterized in that a pressure accumulation chamber of a predetermined volume is formed between the control valve and the slow-closing recirculation port on the one cylinder side.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2334838A JPH04203320A (en) | 1990-11-29 | 1990-11-29 | Air intake device of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2334838A JPH04203320A (en) | 1990-11-29 | 1990-11-29 | Air intake device of engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH04203320A true JPH04203320A (en) | 1992-07-23 |
Family
ID=18281788
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2334838A Pending JPH04203320A (en) | 1990-11-29 | 1990-11-29 | Air intake device of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH04203320A (en) |
-
1990
- 1990-11-29 JP JP2334838A patent/JPH04203320A/en active Pending
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