JPH0423094B2 - - Google Patents
Info
- Publication number
- JPH0423094B2 JPH0423094B2 JP57007837A JP783782A JPH0423094B2 JP H0423094 B2 JPH0423094 B2 JP H0423094B2 JP 57007837 A JP57007837 A JP 57007837A JP 783782 A JP783782 A JP 783782A JP H0423094 B2 JPH0423094 B2 JP H0423094B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- valve
- combustion chamber
- engine
- port
- 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 33
- 238000011144 upstream manufacturing Methods 0.000 claims description 4
- 239000000446 fuel Substances 0.000 description 10
- 230000000694 effects Effects 0.000 description 7
- 230000007423 decrease Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 239000000203 mixture Substances 0.000 description 3
- 230000002000 scavenging effect Effects 0.000 description 3
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 238000002156 mixing Methods 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 230000002730 additional effect Effects 0.000 description 1
- 238000000889 atomisation Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 230000010349 pulsation Effects 0.000 description 1
- 239000000779 smoke Substances 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
- F02B31/085—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having two 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B2031/006—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air intake valves
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Characterised By The Charging Evacuation (AREA)
Description
【発明の詳細な説明】
本発明はサイアミーズ吸気２弁式内燃機関の改
良に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement of a Siamese intake two-valve internal combustion engine.
従来、吸気２弁式内燃機関においては、低負荷
時に片側の吸気弁からの新気の流入を中止するこ
とにより、燃焼室内にシリンダ軸回りのスワール
を形成させて燃焼改善を図つている。しかし、吸
気弁と対向した位置に２個の排気弁を設けた所謂
４弁式の場合には、片側の排気弁の冷却が不充分
となり、ノツクキングが発生し易く、圧縮比を高
くとれなく、シリンダの軸と一致する燃焼室中心
に点火栓を配置した場合には、シリンダ軸付近に
吸気の滞留域が形成されて該点火栓付近の吸気流
速が遅くなり、点火栓の周りの掃気が不充分にな
つて、着火性が悪化するばかりか燃焼効率が低下
する。また、さらには、ガソリン噴射エンジンに
おいては、１個のインジエクタで行なう場合に
は、新気の流入を中止している吸気弁には燃料が
噴射できず、高出力時にこの吸気弁からは空気の
み流入するため、燃焼室内の混合気のミキシング
が不充分となり出力低下を来たす。この対策とし
てインジエクタを２個使用すると混合気は均一と
なるが、休止している吸気弁側のインジエクタの
制御が更に必要となり大幅なコストアツプとなる
など種々の問題点がある。 Conventionally, in a two-valve intake internal combustion engine, combustion is improved by stopping the inflow of fresh air from one intake valve during low load to form a swirl around the cylinder axis within the combustion chamber. However, in the case of the so-called four-valve type, in which two exhaust valves are provided opposite the intake valve, cooling of the exhaust valve on one side is insufficient, which tends to cause knocking, making it impossible to maintain a high compression ratio. If the ignition plug is placed at the center of the combustion chamber, which coincides with the cylinder axis, an intake air stagnation area is formed near the cylinder axis, slowing down the intake air flow rate near the ignition plug, and preventing scavenging around the ignition plug. When the amount becomes sufficient, not only the ignitability deteriorates but also the combustion efficiency decreases. Furthermore, in a gasoline injection engine, if one injector is used, fuel cannot be injected into the intake valve where the inflow of fresh air is stopped, and only air flows from this intake valve at high output. This causes insufficient mixing of the air-fuel mixture within the combustion chamber, resulting in a decrease in output. If two injectors are used as a countermeasure to this problem, the air-fuel mixture can be made uniform, but there are various problems such as the need to control the injector on the side of the inactive intake valve, which significantly increases costs.
本発明は上記した問題点に鑑みてなされたもの
であり、シリンダ軸周りのスワールを発生させる
ことなく、点火栓に流速大なる吸気流を指向させ
ることで点火栓付近に吸気が滞流しないように
し、もつて着火性の向上および燃焼効率の増大に
大きく寄与する吸気２弁式内燃機関を提供するこ
とを目的とするものである。 The present invention was made in view of the above-mentioned problems, and aims to prevent intake air from stagnation near the ignition plug by directing a high-velocity intake air flow toward the ignition plug without causing swirl around the cylinder axis. It is an object of the present invention to provide an intake two-valve internal combustion engine that greatly contributes to improving ignition performance and increasing combustion efficiency.
本発明は、上記目的を達成するため、吸気ポー
トの上流側にサージタンクを設け、前記吸気ポー
トの燃焼室寄りの部分を縦壁により２つの吸気サ
ブポートに分割し、前記吸気サブポートのそれぞ
れを吸気弁を介して燃焼室に連通し、シリンダの
軸と一致する燃焼室の頂部の中心位置に点火栓を
配置すると共に、該点火栓を間に前記吸気弁と反
対側に排気弁を配置した吸気２弁式内燃機関にお
いて、前記縦壁を、前記シリンダの軸と交差させ
た吸気ポートの中心線上に設定すると共に、前記
２つの吸気サブポートを前記縦壁に対して略対称
位置に配置し、前記サージタンクと前記吸気ポー
トとを、前記縦壁に直交する面の上・下にそれぞ
れ下流側出口を配置した２つの吸気通路にて接続
し、該２つの吸気通路のうちの一方を他方より長
尺に形成し、前記２つの吸気通路の吸気ポート側
の合流部または相対的に短い吸気通路内に、機関
の低負荷若しくは低速回転時に該相対的に短い吸
気通路を全閉し前記吸気サブポートの上壁または
下壁に吸気を偏流させ、かつ機関の高負荷若しく
は高速回転時に該相対的に短い吸気通路を全開す
る制御弁を配置したことを特徴とする。そして、
このように構成することにより、機関の低負荷若
しくは低速回転時に制御弁を作動させることによ
り、燃焼室内に左右方向で均等の２軸のたてスワ
ールが発生し、吸気の流線ベクトルが燃焼室の頂
部の中心位置に設けた点火栓に指向して、点火栓
の周りの掃気が充分となる。 In order to achieve the above object, the present invention provides a surge tank on the upstream side of an intake port, divides a portion of the intake port near the combustion chamber into two intake subports by a vertical wall, and separates each of the intake subports into an intake port. An intake valve that communicates with the combustion chamber through a valve and has an ignition plug located at the center of the top of the combustion chamber that coincides with the axis of the cylinder, and an exhaust valve that is located between the ignition plug and the opposite side of the intake valve. In the two-valve internal combustion engine, the vertical wall is set on a center line of the intake port intersecting the axis of the cylinder, and the two intake sub-ports are arranged at substantially symmetrical positions with respect to the vertical wall, and The surge tank and the intake port are connected by two intake passages having downstream outlets arranged above and below a plane perpendicular to the vertical wall, and one of the two intake passages is longer than the other. The intake sub-port is formed into a length, and the relatively short intake passage is completely closed at the confluence of the two intake passages on the intake port side or in the relatively short intake passage when the engine is under low load or rotates at low speed. The engine is characterized in that a control valve is disposed on the upper wall or the lower wall to divert the intake air and to fully open the relatively short intake passage when the engine is under high load or rotates at high speed. and,
With this configuration, by operating the control valve when the engine is under low load or rotating at low speed, an equal two-axis vertical swirl is generated in the left and right directions within the combustion chamber, and the streamline vector of the intake air is aligned with the combustion chamber. The scavenging air around the ignition plug is sufficient to direct the air toward the ignition plug located at the center of the top of the ignition plug.
以下、本発明の実施例を図に基づいて説明す
る。 Embodiments of the present invention will be described below based on the drawings.
第１図は本発明に係る第１実施例を示した断面
図、第２図は第１図の−線に沿う断面図、第
３図は同じく第１実施例を示した４気筒エンジン
の概略平面図、第４図は第２実施例を示した断面
図、第５図は第４図の−線に沿う断面図、第
６図ないし第１０図は他の実施例を示した説明図
である。 FIG. 1 is a sectional view showing a first embodiment of the present invention, FIG. 2 is a sectional view taken along the - line in FIG. 1, and FIG. 3 is a schematic diagram of a four-cylinder engine also showing the first embodiment. 4 is a sectional view showing the second embodiment, FIG. 5 is a sectional view taken along the line - in FIG. 4, and FIGS. 6 to 10 are explanatory views showing other embodiments. be.
第１図ないし第３図において、１はシリンダヘ
ツド、２は１気筒あたり２個設けた排気弁、３は
シリンダ２０の軸を中心として排気弁２と点対称
位置に設けた２個の吸気弁、２１はシリンダ２０
の軸と一致する燃焼室の頂部の中心位置に配置し
た点火栓、４は吸気ポートである。吸気ポート４
は、その燃焼室寄りの部分がシリンダの軸と交差
させた該吸気ポートの中心線上に設けた縦壁２２
により２つの吸気サブポート４ａ，４ｂに分割さ
れ、各吸気サブポート４ａ，４ｂは吸気弁３を介
して燃焼室に連通している。５は吸気弁３に向つ
て燃料を噴射するインジエクタ、５１は各気筒の
インジエクタ５に燃料を供給するデリバリーパイ
プ、６は全閉時に吸気ポート４の上部からのみ新
気を流入する切欠きを有した制御弁、７は制御弁
６が全開時に上下に２段に仕切られるブランチ、
７１は制御弁６より上流側のブランチ７およびサ
ージタンク９を上下に２段に仕切つて距離の長い
第１のブランチ８と距離の短い第２のブランチ１
０とを形成するバツフル板である。なお、第１図
において、l1は第１のブランチ８の長さを、l2は
第２のブランチ１０の長さをそれぞれ示してい
る。また、７２は制御弁６がある角度まで、切欠
き部を有する側の反対側の端部が沿う曲面と、制
御弁６の全閉時、該制御弁６の背面の一部接触す
る平面とよりなる壁面である。また、第３図にお
いて、１１は冷間始動時に第２ブランチ１０に燃
料を供給するスタートインジエクタ、６１は各気
筒の制御弁６を連結する回転軸、６２は回転軸６
１の端部に取付けたレバー、６３はレバー６２を
駆動するアクチユエータであり、エンジンの負荷
あるいは回転数に応じて制御弁６の開閉動作を司
るものである。１２はアクセルペダル１３に連動
したスロツトル弁である。 In Figures 1 to 3, 1 is a cylinder head, 2 is two exhaust valves per cylinder, and 3 is two intake valves located symmetrically with the exhaust valve 2 with the axis of the cylinder 20 as the center. , 21 is the cylinder 20
The ignition plug is located at the center of the top of the combustion chamber, which coincides with the axis of the combustion chamber, and 4 is the intake port. Intake port 4
is a vertical wall 22 provided on the center line of the intake port, the part of which is closer to the combustion chamber intersects the axis of the cylinder.
The intake subport 4a, 4b is divided into two intake subports 4a, 4b, and each intake subport 4a, 4b communicates with the combustion chamber via the intake valve 3. 5 is an injector that injects fuel toward the intake valve 3; 51 is a delivery pipe that supplies fuel to the injector 5 of each cylinder; and 6 is a notch that allows fresh air to flow in only from the upper part of the intake port 4 when the intake port 4 is fully closed. 7 is a branch that is partitioned into two upper and lower stages when the control valve 6 is fully open;
71 divides the branch 7 and surge tank 9 upstream from the control valve 6 into two stages, the first branch 8 having a longer distance and the second branch 1 having a shorter distance.
It is a full board that forms 0 and 0. In FIG. 1, l 1 indicates the length of the first branch 8, and l 2 indicates the length of the second branch 10. Further, 72 is a curved surface along which the end of the control valve 6 opposite to the side having the notch extends up to a certain angle, and a plane that partially contacts the back surface of the control valve 6 when the control valve 6 is fully closed. It is a wall surface made up of Further, in FIG. 3, 11 is a start injector that supplies fuel to the second branch 10 during a cold start, 61 is a rotating shaft that connects the control valves 6 of each cylinder, and 62 is a rotating shaft 6.
A lever 63 attached to the end of the engine 1 is an actuator that drives the lever 62, and controls the opening and closing operations of the control valve 6 according to the load or rotational speed of the engine. 12 is a throttle valve linked to an accelerator pedal 13.
第１実施例の構成は以上述べた如くであるが、
次に作用を説明する。 The configuration of the first embodiment is as described above,
Next, the action will be explained.
アイドル時あるいは低負荷時あるいは低速低回
転時等においては、アクチユエータ６３がそのエ
ンジン状態の信号により作動し、制御弁６は閉方
向に回動してサージタンク９から第１のブランチ
８を通つた新気は、制御弁６の上部の切欠きを通
つて吸気ポート４の上壁に偏流し、そのまゝ吸気
サブポート４ａ，４ｂの上壁に偏流して各吸気弁
３より燃焼室に流入し、排気弁２に向かつた後、
たて方向に渦巻き状に流れて、所謂２軸のたてス
ワールを形成する。このとき、排気弁２は新気に
より充分冷却され、また、点火栓の掃気も充分に
行なわれるので、着火性と耐ノツク性の向上が従
来技術における不具合を解消して果せる。また、
制御弁６と壁面７２との働きにより、第２のブラ
ンチ１０には新気が流れないので、サージタンク
９で反射した正圧波が長い第１のブランチ８を流
れてシリンダ内のピストン運動にうまくマツチン
グし、所謂吸気慣性効果により出力（トルク）の
向上が果せる。 At idle, at low load, at low speed, at low rotation speed, etc., the actuator 63 is actuated by a signal representing the engine condition, and the control valve 6 is rotated in the closing direction to allow the flow from the surge tank 9 to pass through the first branch 8. The fresh air flows through the notch in the upper part of the control valve 6 to the upper wall of the intake port 4, flows directly to the upper wall of the intake subports 4a and 4b, and flows into the combustion chamber from each intake valve 3. , after heading towards exhaust valve 2,
It flows in a spiral in the vertical direction, forming a so-called biaxial vertical swirl. At this time, the exhaust valve 2 is sufficiently cooled by fresh air, and the spark plug is sufficiently scavenged, so that the ignition performance and knock resistance can be improved, eliminating the problems in the prior art. Also,
Due to the action of the control valve 6 and the wall surface 72, fresh air does not flow into the second branch 10, so the positive pressure wave reflected from the surge tank 9 flows through the long first branch 8 and effectively controls the piston movement in the cylinder. By matching, the output (torque) can be improved due to the so-called intake inertia effect.
高負荷時あるいは高速回転時においては、制御
弁６は全開となり、短い第２のブランチ１０から
も新気が吸気ポート４内に流入するので、吸気慣
性効果は高速回転用にマツチングし、低速回転時
と同様に出力が向上する。なお、第１図において
２点鎖線で示すものは、制御弁６が全閉時から開
動作に移る中途を示している。 During high load or high speed rotation, the control valve 6 is fully open and fresh air flows into the intake port 4 from the short second branch 10, so the intake inertia effect is matched for high speed rotation and low speed rotation. The output will improve as time goes on. In FIG. 1, the two-dot chain line indicates a state in which the control valve 6 moves from a fully closed state to an open state.
第４図は本発明に係る第２実施例を示したもの
であり、第５図は第４図の−線に沿う断面図
である。本実施例と第１実施例との相違点は、第
１実施例においては、バタフライ弁式で上部に切
欠きを有する制御弁６をインジエクタ５の上流側
に配設したが、本実施例においては、インジエク
タ５の下流側の吸気ポート４に制御ボデイ１４を
形成し、該制御ボデイ１４内に第５図に示すよう
に中心部に長穴状の開口部１５１を有するロータ
リ弁１５を配設したことにある。したがつて、第
４図においては、第１実施例と同一構成要素のも
のには同一の符号を付し、それらの説明は省略す
る。 FIG. 4 shows a second embodiment of the present invention, and FIG. 5 is a sectional view taken along the - line in FIG. 4. The difference between this embodiment and the first embodiment is that in the first embodiment, a butterfly valve type control valve 6 having a notch at the top is disposed upstream of the injector 5; A control body 14 is formed in the intake port 4 on the downstream side of the injector 5, and a rotary valve 15 having an elongated hole-shaped opening 151 in the center is disposed within the control body 14 as shown in FIG. It's what I did. Therefore, in FIG. 4, the same components as in the first embodiment are given the same reference numerals, and their explanation will be omitted.
第４図において、２点鎖線で示すものは、ロー
タリ弁１５の全閉時を示しており、このとき、第
１のブランチ８を通つた吸気は、斜めに傾いてい
る開口部１５１を通るため、吸気ポート４の下壁
に偏流して燃焼室に流入する。また、同図におい
て実線で示すロータリ弁１５は全開の場合である
が、いずれにしても本第２実施例の作用、効果は
第１実施例と同等である。 In FIG. 4, the two-dot chain line indicates when the rotary valve 15 is fully closed, and at this time, the intake air that has passed through the first branch 8 passes through the diagonally inclined opening 151. , the air flows unevenly toward the lower wall of the intake port 4 and flows into the combustion chamber. Further, although the rotary valve 15 shown by a solid line in the figure is fully open, the operation and effect of the second embodiment are the same as those of the first embodiment.
第６図イ，ロは第３実施例を示したもので、制
御弁１０１を第２ブランチ側に設けたものであ
る。 6A and 6B show a third embodiment, in which the control valve 101 is provided on the second branch side.
第７図イ，ロは第４実施例を示したもので、制
御弁１０２が出没するタイプのものである。 FIGS. 7A and 7B show a fourth embodiment, in which the control valve 102 is retractable.
以上、述べたように本発明にかゝる吸気２弁内
燃機関によれば、機関の低負荷若しくは低速回転
時に制御弁を作動させることにより燃焼室内に左
右均等の２軸のたてスワールが発生し、燃焼室の
頂部の中心位置に設けた点火栓の周りの掃気が充
分となつて着火性が向上するばかりか燃焼効率も
向上する効果が得られる。また、２個の排気弁を
有する４弁式内燃機関に適用した場合には、前記
たてスワールが発生によつて排気弁の冷却も充分
となり、耐ノツキング性の低下を未然に防止でき
る。さらに、機関の低負荷時または低速回転時に
は相対的に長い方の吸気サブ通路を選択的に吸気
が流れるので、吸気慣性効果が低速回転用にマツ
チングする一方、高速回転時には短い方の吸気サ
ブ通路も開かれるので、吸気慣性効果は高速回転
用にマツチングし、低速回転、高速回転の双方に
おいて出力の向上が果せる。しかも、１つの制御
弁にたてスワールを発生させる作用と吸気慣性慣
性を最大限に発揮させる作用とを併せ持たせるよ
うにしたので、構造は簡単となる。 As described above, according to the two-valve intake internal combustion engine according to the present invention, by operating the control valve when the engine is under low load or rotating at low speed, vertical swirls on two axes equally on the left and right sides are generated in the combustion chamber. However, the scavenging air around the ignition plug provided at the center of the top of the combustion chamber becomes sufficient, which not only improves ignition performance but also improves combustion efficiency. Furthermore, when the present invention is applied to a four-valve internal combustion engine having two exhaust valves, the generation of the vertical swirl sufficiently cools the exhaust valves, thereby preventing a decrease in knocking resistance. Furthermore, when the engine is under low load or running at low speeds, the intake air flows selectively through the relatively long intake subpassage, so the intake inertia effect is matched for low speed rotation, while at high speeds the short intake subpassage flows through the relatively long intake subpassage. Since the engine is also opened, the intake inertia effect is matched to high-speed rotation, and output can be improved at both low-speed and high-speed rotation. Moreover, since one control valve has both the function of generating a vertical swirl and the function of maximizing intake inertia, the structure is simple.
また、本発明は第１、第２実施例に示した如
く、ガソリン噴射エンジンに適用すれば、インジ
エクタを吸気サブポートの集合部に１個配置する
だけで、燃料を各吸気弁から燃焼室に均等に供給
することができるので、混合気のミキシングの不
充分による出力低下を防止できるという効果が追
加される。 Furthermore, if the present invention is applied to a gasoline injection engine as shown in the first and second embodiments, by simply arranging one injector at the gathering part of the intake sub-port, fuel can be distributed evenly from each intake valve to the combustion chamber. This has the additional effect of preventing a decrease in output due to insufficient mixing of the air-fuel mixture.
また燃料供給装置として、インジエクタに代え
て各気筒に気化器を用いても本発明は同等の効果
を奏するものである。 Further, the present invention can achieve the same effect even if a carburetor is used for each cylinder instead of an injector as a fuel supply device.
また、本発明によれば、過給機と組み合せた場
合には過給圧をアクチユエータの制御圧力に用い
て過給が本格的に作動するまでのトルク低下を吸
気慣性効果により補うことができる。また、第
１、第２ブランチを共有させて過給機の作動時期
を低回転から行なうこともできる。 Further, according to the present invention, when combined with a supercharger, the supercharging pressure can be used as the control pressure of the actuator to compensate for the decrease in torque until supercharging is fully activated by the intake inertia effect. Further, by sharing the first and second branches, the supercharger can be operated from a low rotation speed.
また、本発明を水噴射によるノツキング防止と
組み合せた場合には、第２実施例と同様な位置よ
り水を噴射させて偏流による霧化を促進できる。 Furthermore, when the present invention is combined with knocking prevention by water jetting, water can be jetted from the same position as in the second embodiment to promote atomization by drifting.
また、本発明をサージタンク内に燃料を供給す
る方法と組み合せた場合には、ブランチ状を脈動
によつて高速で流動することにより気化が促進さ
れる。 Furthermore, when the present invention is combined with a method of supplying fuel into a surge tank, vaporization is promoted by flowing the branch shape at high speed through pulsation.
また、デイーゼルエンジンと本発明を組み合せ
た場合には、デイーゼルノツクの防止、スモーク
の減少ができる。 Furthermore, when the present invention is combined with a diesel engine, diesel knock can be prevented and smoke can be reduced.
なお、実施例の吸気ポートの一方または両方に
ヘリカルポートを用いた場合には、吸気ポートの
上壁面に沿つた偏流を作る方が望ましい。 Note that when a helical port is used for one or both of the intake ports in the embodiment, it is preferable to create a biased flow along the upper wall surface of the intake port.
第１図は本発明に係る第１実施例の断面図、第
２図は第１図の−線に沿う断面図、第３図は
第１実施例における４気筒エンジンの概略平面
図、第４図は第２実施例の断面図、第５図は第４
図の−線に沿う断面図、第６図イ，ロは第３
実施例の説明図、第７図イ，ロは第４実施例の説
明図である。
３……吸気弁、４……吸気ポート、６，１５，
１０１，１０２，１０３，１０４，１０５，１０
６……制御弁、７……ブランチ、８……第１のブ
ランチ、９……サージタンク、１０……第２のブ
ランチ、７１……バツフル板。
1 is a sectional view of a first embodiment of the present invention, FIG. 2 is a sectional view taken along the - line in FIG. 1, FIG. 3 is a schematic plan view of a four-cylinder engine in the first embodiment, and FIG. The figure is a sectional view of the second embodiment, and FIG. 5 is a sectional view of the fourth embodiment.
A cross-sectional view along the - line in the figure, Figure 6 A and B are the 3rd
Explanatory diagrams of the embodiment, FIGS. 7A and 7B are explanatory diagrams of the fourth embodiment. 3... Intake valve, 4... Intake port, 6, 15,
101, 102, 103, 104, 105, 10
6...Control valve, 7...Branch, 8...First branch, 9...Surge tank, 10...Second branch, 71...Battery plate.
Claims (1)
前記吸気ポートの燃焼室寄りの部分を縦壁により
２つの吸気サブポートに分割し、前記吸気サブポ
ートのそれぞれを吸気弁を介して燃焼室に連通
し、シリンダの軸と一致する前記燃焼室の頂部の
中心位置に点火栓を配置すると共に、該点火栓を
間に前記吸気弁と反対側に排気弁を配置した吸気
２弁式内燃機関において、前記縦壁を、前記シリ
ンダの軸と交差させた吸気ポートの中心線上に設
定すると共に、前記２つの吸気サブポートを前記
縦壁に対して略対称位置に配置し、前記サージタ
ンクと前記吸気ポートとを、前記縦壁に直交する
面の上・下にそれぞれ下流側出口を配置した２つ
の吸気通路にて接続すると共に、該２つの吸気通
路のうちの一方を他方より長尺に形成し、前記２
つの吸気通路の吸気ポート側の合流部または相対
的に短い吸気通路内に、機関の低負荷若しくは低
速回転時に該相対的に短い吸気通路を全閉し前記
吸気サブポートの上壁または下壁に吸気を偏流さ
せ、かつ機関の高負荷若しくは高速回転時に該相
対的に短い吸気通路を全開する制御弁を配置した
ことを特徴とする吸気２弁式内燃機関。1 Install a surge tank upstream of the intake port,
A portion of the intake port near the combustion chamber is divided into two intake subports by a vertical wall, each of the intake subports is communicated with the combustion chamber via an intake valve, and a portion of the top of the combustion chamber that is aligned with the axis of the cylinder is connected to the combustion chamber. In an intake two-valve internal combustion engine, in which an ignition plug is arranged at a central position, and an exhaust valve is arranged between the ignition plug and the intake valve on the opposite side, the intake valve is arranged such that the vertical wall intersects with the axis of the cylinder. The surge tank and the intake port are set on the center line of the port, and the two intake sub-ports are arranged at substantially symmetrical positions with respect to the vertical wall, and the surge tank and the intake port are placed above and below a plane perpendicular to the vertical wall. The two intake passages are connected by two intake passages each having a downstream outlet, and one of the two intake passages is formed longer than the other.
When the engine is under low load or rotates at low speed, the relatively short intake passages are completely closed and air is drawn into the upper or lower wall of the intake subport. 1. A two-valve intake internal combustion engine, characterized in that a control valve is disposed to bias the flow of air and fully open the relatively short intake passage when the engine is under high load or at high speed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57007837A JPS58124019A (en) | 1982-01-21 | 1982-01-21 | Two suction valve type internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57007837A JPS58124019A (en) | 1982-01-21 | 1982-01-21 | Two suction valve type internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58124019A JPS58124019A (en) | 1983-07-23 |
| JPH0423094B2 true JPH0423094B2 (en) | 1992-04-21 |
Family
ID=11676715
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57007837A Granted JPS58124019A (en) | 1982-01-21 | 1982-01-21 | Two suction valve type internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58124019A (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3924544A1 (en) * | 1989-07-25 | 1991-02-07 | Porsche Ag | FLOW CHANNEL |
| JP3426296B2 (en) * | 1993-08-27 | 2003-07-14 | ヤマハ発動機株式会社 | Engine intake system |
| JPH07119472A (en) * | 1993-10-19 | 1995-05-09 | Fuji Heavy Ind Ltd | Intake device for engine |
| US5950582A (en) * | 1998-06-08 | 1999-09-14 | Ford Global Technologies, Inc. | Internal combustion engine with variable camshaft timing and intake valve masking |
| US5957096A (en) * | 1998-06-09 | 1999-09-28 | Ford Global Technologies, Inc. | Internal combustion engine with variable camshaft timing, charge motion control valve, and variable air/fuel ratio |
| US5960755A (en) * | 1998-06-09 | 1999-10-05 | Ford Global Technologies, Inc. | Internal combustion engine with variable camshaft timing and variable duration exhaust event |
| DE19907398A1 (en) * | 1999-02-20 | 2000-08-31 | Volkswagen Ag | Air intake system for an internal combustion engine |
| JP4498402B2 (en) * | 2007-09-27 | 2010-07-07 | ムネカタ株式会社 | Rotary valve used in variable intake system of automobile engine, mold for molding the rotary valve, and method for molding the rotary valve using the mold |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS517243A (en) * | 1974-07-08 | 1976-01-21 | Teijin Ltd | KANSHITAINO SENBETSU ISOCHI |
| JPS5844843A (en) * | 1981-09-11 | 1983-03-15 | Canon Inc | Data exchange system for communication network |
| JPS5843633U (en) * | 1981-09-18 | 1983-03-24 | 松下電器産業株式会社 | rotating head device |
| JPS6011205A (en) * | 1983-06-24 | 1985-01-21 | Nippon Furnace Kogyo Kaisha Ltd | Apparatus for regulating volume of oxygen enriched air |
-
1982
- 1982-01-21 JP JP57007837A patent/JPS58124019A/en active Granted
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS517243A (en) * | 1974-07-08 | 1976-01-21 | Teijin Ltd | KANSHITAINO SENBETSU ISOCHI |
| JPS5844843A (en) * | 1981-09-11 | 1983-03-15 | Canon Inc | Data exchange system for communication network |
| JPS5843633U (en) * | 1981-09-18 | 1983-03-24 | 松下電器産業株式会社 | rotating head device |
| JPS6011205A (en) * | 1983-06-24 | 1985-01-21 | Nippon Furnace Kogyo Kaisha Ltd | Apparatus for regulating volume of oxygen enriched air |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58124019A (en) | 1983-07-23 |
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