JPH0539706A - Intake device of fuel injection type internal combustion engine - Google Patents
Intake device of fuel injection type internal combustion engineInfo
- Publication number
- JPH0539706A JPH0539706A JP3195482A JP19548291A JPH0539706A JP H0539706 A JPH0539706 A JP H0539706A JP 3195482 A JP3195482 A JP 3195482A JP 19548291 A JP19548291 A JP 19548291A JP H0539706 A JPH0539706 A JP H0539706A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- valve
- port
- fuel injection
- fuel
- 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.)
- Granted
Links
Classifications
-
- 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
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は吸気弁傘部を指向して燃
料噴射を行う燃料噴射式内燃機関の吸気装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake system for a fuel injection type internal combustion engine which directs fuel toward an intake valve head portion.
【０００２】[0002]
【従来の技術】吸気ポートの燃焼室開口部に設けた吸気
弁の傘部を指向して燃料噴射弁からの燃料噴射を行い、
噴射燃料を吸気弁傘部に衝突させることで燃料の微粒化
を促進する技術が例えば実開昭６０−１０５８６９号公
報により従来より公知である。図４に示すように、吸気
通路２１から隔壁２８を介して分岐した吸気ポート１２
ａ、１２ｂが燃焼室１１に開口している。吸気ポート１
２ａ、１２ｂの燃焼室１１開口部にはそれぞれ吸気弁１
６ａ、１６ｂが設けられている。１８ａ、１８ｂは排気
弁である。又、２２は吸気絞り弁であって、吸気絞り弁
２２により吸入空気量を調節している。隔壁２８の上流
には、２つの燃料噴孔２６ａ、２６ｂを備える燃料噴射
弁２６が設置されている。燃料噴孔の開口方向について
は、それぞれの燃料噴口からの燃料噴射方向の１つを吸
気弁１６ａの傘部１７ａに、他方を吸気弁１６ｂの傘部
１７ｂにそれぞれ指向させてある。2. Description of the Related Art Injecting fuel from a fuel injection valve toward an umbrella portion of an intake valve provided at an opening of a combustion chamber of an intake port,
BACKGROUND ART A technique for promoting atomization of fuel by colliding the injected fuel with the intake valve umbrella has been conventionally known, for example, from Japanese Utility Model Laid-Open No. 60-105869. As shown in FIG. 4, the intake port 12 branched from the intake passage 21 via the partition wall 28.
a and 12 b are open to the combustion chamber 11. Intake port 1
An intake valve 1 is provided at each opening of the combustion chambers 11 of 2a and 12b.
6a and 16b are provided. 18a and 18b are exhaust valves. Reference numeral 22 is an intake throttle valve, and the intake throttle valve 22 adjusts the intake air amount. A fuel injection valve 26 including two fuel injection holes 26a and 26b is installed upstream of the partition wall 28. Regarding the opening direction of the fuel injection holes, one of the fuel injection directions from each fuel injection port is directed to the umbrella portion 17a of the intake valve 16a, and the other is directed to the umbrella portion 17b of the intake valve 16b.
【０００３】燃料噴射弁２６から噴射された噴射燃料は
吸気弁傘部１７ａ、１７ｂに衝突し、燃料の微粒化が促
進される。The injected fuel injected from the fuel injection valve 26 collides with the intake valve head portions 17a and 17b, and atomization of the fuel is promoted.
【０００４】[0004]
【発明が解決しようとする課題】ところが、吸入空気流
速の遅い場合、例えば機関低回転時では、吸気弁傘部１
７ａ、１７ｂ上面に衝突した噴射燃料は、衝突した部分
Ａ付近の空間Ｂにのみ飛散し、吸気弁１６ａ、１６ｂ周
りで燃料分布が一様にならないという現象が起こる（空
気流速大であれば、反射または落下した燃料は空気流に
よって飛散されて略一様になる）。そのため吸入空気流
速が遅い場合では、燃焼に際してＮＯX が増加してしま
うという問題が発生するおそれがある。However, when the intake air velocity is low, for example, when the engine is running at low speed, the intake valve head portion 1
The injected fuel that has collided with the upper surfaces of 7a and 17b is scattered only in the space B near the collided portion A, and the phenomenon that the fuel distribution is not uniform around the intake valves 16a and 16b occurs (if the air velocity is high, The reflected or dropped fuel is scattered by the air flow and becomes almost uniform). Therefore, when the intake air flow velocity is low, there is a possibility that a problem that NO X increases during combustion may occur.
【０００５】そこで本発明が目的とすることは、吸気弁
傘部に衝突した燃料を傘部全周に導くガイド手段を吸気
弁に設けることで、吸気弁周りの空間に燃料を一様に分
布させることで燃焼性向上を図ることである。Therefore, an object of the present invention is to provide a guide means for guiding the fuel colliding with the intake valve head portion to the entire circumference of the head valve portion, so that the fuel is evenly distributed in the space around the intake valve. By doing so, it is intended to improve the combustibility.
【０００６】[0006]
【課題を解決するための手段】かかる目的を達成するた
めに本発明の第１の態様は、燃焼室に接続される吸気ポ
ートと、吸気ポートの燃焼室開口部に吸気弁を備え、前
記吸気弁傘部を指向して燃料噴射を行う燃料噴射弁を備
える燃料噴射式内燃機関の吸気装置において、前記吸気
弁の傘部上面に略同心円状のガイド手段を設けることを
特徴とするものである。To achieve the above object, a first aspect of the present invention is provided with an intake port connected to a combustion chamber and an intake valve at a combustion chamber opening of the intake port. In an intake device for a fuel injection type internal combustion engine equipped with a fuel injection valve for injecting fuel toward a valve head portion, substantially concentric guide means is provided on an upper surface of the head portion of the intake valve. ..
【０００７】更に本発明の第２の態様は、燃焼室内に吸
気スワールを生じさせる形状のスワールポートとストレ
ートポートとの２つの吸気ポートと、前記スワールポー
ト及びストレートポートそれぞれの燃焼室開口部に設置
した第１、第２の吸気弁と、前記２つの吸気ポートに接
続される互いに独立した吸気通路と、所定の機関負荷条
件において前記ストレートポートに続く吸気通路を遮断
する吸気制御弁とを備えるとともに、前記第１、第２の
吸気弁それぞれの傘部に指向させて燃料噴射を行う燃料
噴射弁を備える燃料噴射式内燃機関の吸気装置におい
て、前記第２の吸気弁の傘部上面に略同心円状のガイド
手段を設けることを特徴とするものである。Further, a second aspect of the present invention is to install two intake ports, a swirl port and a straight port having a shape for generating an intake swirl in the combustion chamber, and a combustion chamber opening of each of the swirl port and the straight port. The first and second intake valves, the independent intake passages connected to the two intake ports, and the intake control valve that shuts off the intake passage that follows the straight port under a predetermined engine load condition. In the intake device for a fuel injection type internal combustion engine, which is provided with a fuel injection valve for injecting fuel toward the umbrella portions of the first and second intake valves, a substantially concentric circle is formed on the upper surface of the umbrella portion of the second intake valve. It is characterized in that a guide means having a shape of a circle is provided.
【０００８】[0008]
【作用】請求項１に基づく第１の態様によれば、吸気弁
傘部を指向して噴射された燃料が吸気弁傘部上面に衝突
し、吸気弁傘部に付着した燃料はガイド手段により吸気
弁傘部の全周域に略一様に導かれた後に燃焼室内に吸入
されるため、燃料の一様な分布域が形成される。According to the first aspect of the present invention, the fuel injected toward the intake valve head portion collides with the upper surface of the intake valve head portion, and the fuel attached to the intake valve head portion is guided by the guide means. Since it is introduced into the combustion chamber after being guided substantially uniformly over the entire circumference of the intake valve umbrella portion, a uniform distribution region of fuel is formed.
【０００９】又、請求項２に基づく第２の態様によれ
ば、所定の機関負荷条件で吸気制御弁によりストレート
ポートが遮断した場合には、ストレートポート内を流れ
る空気流はスワールポートを流れる空気流に比較して非
常に遅い流れとなるが、吸気弁傘部に指向して噴射され
た燃料が傘部に衝突し、第２の吸気弁傘部上面に付着し
た燃料は同心円状のガイド手段により傘部の全周に導か
れた後、ガイド手段の外周接線方向に飛散し、よって燃
料の一様の分布域が形成される。According to the second aspect of the present invention, when the straight port is shut off by the intake control valve under a predetermined engine load condition, the air flow in the straight port is the air flowing in the swirl port. Although the flow is much slower than the flow, the fuel injected toward the intake valve umbrella portion collides with the umbrella portion, and the fuel attached to the upper surface of the second intake valve umbrella portion has concentric guide means. After being guided to the entire circumference of the umbrella portion by means of, it scatters in the tangential direction of the outer circumference of the guide means, thus forming a uniform fuel distribution region.
【００１０】[0010]
【実施例】請求項１に基づく本発明の第１の実施例につ
いて、図１、図２により説明する。図１において、１０
はシリンダヘッド、１１は燃焼室、１４は点火栓であ
る。又、吸気絞り弁２２下流の吸気管２１から隔壁２８
を介して分岐している第１、第２の吸気ポート１２ａ、
１２ｂにはそれぞれ吸気弁１６ａ、１６ｂが設けられて
いる。そして燃焼室１１内で燃焼済のガスは排気弁１８
ａ、１８ｂを介して図示しない排気通路を経て排出され
ている。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention based on claim 1 will be described with reference to FIGS. In FIG. 1, 10
Is a cylinder head, 11 is a combustion chamber, and 14 is a spark plug. In addition, from the intake pipe 21 downstream of the intake throttle valve 22 to the partition 28
The first and second intake ports 12a branching through
Intake valves 16a and 16b are provided at 12b, respectively. The gas burned in the combustion chamber 11 is exhausted by the exhaust valve 18
It is discharged through an exhaust passage (not shown) via a and 18b.
【００１１】吸気管２１には第１、第２の吸気ポート１
２ａ、１２ｂに燃料を噴射する燃料噴射弁２６が設置さ
れている。燃料噴射弁２６は１つの本体に２つの噴射孔
２６ａ、２６ｂを備えており、これらの噴射孔２６ａ、
２６ｂはそれぞれの吸気弁１６ａ、１６ｂの傘部１７
ａ、１７ｂに指向している。また、燃料噴射弁２６から
の噴射燃料は末広がりしない、いわゆる柱状となる。The intake pipe 21 has first and second intake ports 1
A fuel injection valve 26 that injects fuel is installed in 2a and 12b. The fuel injection valve 26 is provided with two injection holes 26a and 26b in one body.
26b is the umbrella portion 17 of each intake valve 16a, 16b.
It is directed to a and 17b. Further, the fuel injected from the fuel injection valve 26 has a so-called columnar shape that does not spread.
【００１２】吸気弁１６ａ、１６ｂは図２に示すような
構成を持つ。即ち、吸気弁１６ａ、１６ｂの傘部１７
ａ、１７ｂ上面には弁軸を中心とした同心円状の溝２０
が５本設けられている。尚、溝２０の本数はこの限りで
なく、自由に本数を選択できる。又、溝２０の断面形状
はＵ字形、Ｖ字形等適宜選択してよい。The intake valves 16a and 16b have a structure as shown in FIG. That is, the umbrella portion 17 of the intake valves 16a and 16b
Concentric grooves 20 centered on the valve shaft are provided on the upper surfaces of a and 17b.
5 are provided. The number of the grooves 20 is not limited to this, and the number can be freely selected. Further, the cross-sectional shape of the groove 20 may be appropriately selected such as U-shape and V-shape.
【００１３】この第１実施例によれば、吸気弁１６ａ、
１６ｂの傘部１７ａ、１７ｂには溝２０が設けられてい
るため、吸気絞り弁２２の全閉時（アイドル運転時）あ
るいは機関低回転時等のように吸入空気流速が遅い場合
でも燃料噴射弁２６から傘部１７ａ、１７ｂを指向して
噴射された柱状の燃料は、傘部１７ａ、１７ｂに付着し
た後に溝２０に沿って吸気弁１６ａ、１６ｂの全周に導
かれ、その後溝２０の接線方向に飛散したり吸気弁１６
ａ、１６ｂの外周から燃焼室１１内に吸い込まれたりす
る。従って燃料の濃い部分と燃料の希薄な部分が形成さ
れることなく、燃焼が改善されるのである。According to the first embodiment, the intake valve 16a,
Since the groove portions 20 are provided in the umbrella portions 17a and 17b of the fuel injection valve 16b, even if the intake air flow velocity is slow, such as when the intake throttle valve 22 is fully closed (idle operation) or when the engine is running at low speed. The columnar fuel injected from the nozzle 26 toward the umbrella portions 17a, 17b is attached to the umbrella portions 17a, 17b and then guided along the groove 20 along the entire circumference of the intake valves 16a, 16b, and then the tangent line of the groove 20. Intake valve 16
It may be sucked into the combustion chamber 11 from the outer periphery of a and 16b. Therefore, the combustion is improved without forming a fuel rich portion and a fuel lean portion.
【００１４】続いて請求項２に基づく本発明の第２の実
施例について説明する。図３において、前述の第１実施
例と同じ構成のものは同一番号を付してある。１２ａ、
１２ｂはそれぞれスワールポート、ストレートポートで
ある吸気ポート、１６ａはスワールポート１２ａ側の第
１の吸気弁、１６ｂはストレートポート１２ｂ側の第２
の吸気弁、１８ａ、１８ｂは排気弁である。Next, a second embodiment of the present invention based on claim 2 will be described. In FIG. 3, the same components as those in the first embodiment described above are designated by the same reference numerals. 12a,
12b is a swirl port, an intake port that is a straight port, 16a is a first intake valve on the swirl port 12a side, and 16b is a second intake port on the straight port 12b side.
The intake valves 18a and 18b are exhaust valves.
【００１５】ストレートポート１２ｂに続く吸気通路に
は蝶型弁としての吸気制御弁３２が設けられており、吸
気制御弁３２の閉鎖状態ではスワールポート１２ａから
吸入空気の大部分が導入され、エンジンシリンダ内に吸
気の強力なスワール（旋回流）を形成するため安定した
希薄混合気の燃焼が可能となる。吸気制御弁３２が開放
されると双方の吸気ポート１２ａ、１２ｂより空気の導
入が行われ、吸気量が増大する。各気筒の吸気制御弁３
２の弁軸にはレバー３４が取り付けられ、このレバー３
４はロッド３６を介して負圧アクチュエータ３８に連結
されている。負圧アクチュエータ３８はダイヤフラム４
０とスプリング４１から構成される。ダイヤフラム４０
に負圧が印加されていないときは、スプリング４１の働
きで、ダイヤフラム４０は図の左方向に押され、吸気制
御弁３２は開放位置（実線）をとる。ダイヤフラム４０
に負圧が印加されると、ダイヤフラム４０はスプリング
４１に抗して右方向に引かれ、吸気制御弁３２は吸気ポ
ート１２ｂを閉鎖する位置（破線）をとる。An intake control valve 32 as a butterfly valve is provided in the intake passage continuing to the straight port 12b. When the intake control valve 32 is closed, most of the intake air is introduced from the swirl port 12a, and the engine cylinder Since a powerful swirl (swirl flow) of intake air is formed inside, stable combustion of a lean mixture becomes possible. When the intake control valve 32 is opened, air is introduced from both intake ports 12a and 12b, and the intake amount increases. Intake control valve 3 for each cylinder
A lever 34 is attached to the valve shaft of No. 2, and this lever 3
4 is connected to a negative pressure actuator 38 via a rod 36. The negative pressure actuator 38 is the diaphragm 4
0 and spring 41. Diaphragm 40
When the negative pressure is not applied to the diaphragm 41, the diaphragm 41 is pushed to the left by the action of the spring 41, and the intake control valve 32 takes the open position (solid line). Diaphragm 40
When a negative pressure is applied to the diaphragm 40, the diaphragm 40 is pulled rightward against the spring 41, and the intake control valve 32 assumes the position (broken line) that closes the intake port 12b.
【００１６】ダイヤフラム４０は電磁三方切換弁４４を
介して負圧タンク４５に接続されている。又、負圧タン
ク４５はチェック弁４６を介して吸気管２１のスロット
ル弁２２の下流側に設けた負圧取り出しポート２４に接
続されている。チェック弁４６はダイヤフラム４０に加
わる負圧を保持するものである。切換弁４４は３つのポ
ート４４ａ、４４ｂ、４４ｃを具備しており、通電時は
ポート４４ａと44ｂとが連通されることでダイヤフラム
４０が負圧ポート２４に連通され、除電時はポート４４
ａと４４ｃとが連通されることでダイヤフラム４０が大
気に連通される。切換弁４４はエンジンの電子制御装置
（ＥＣＵ）５０により作動を制御されている。The diaphragm 40 is connected to a negative pressure tank 45 via an electromagnetic three-way switching valve 44. Further, the negative pressure tank 45 is connected via a check valve 46 to a negative pressure take-out port 24 provided on the intake pipe 21 downstream of the throttle valve 22. The check valve 46 holds the negative pressure applied to the diaphragm 40. The switching valve 44 includes three ports 44a, 44b, and 44c. When the power is supplied, the ports 44a and 44b communicate with each other, so that the diaphragm 40 communicates with the negative pressure port 24, and when the charge is removed, the port 44a.
The diaphragm 40 is communicated with the atmosphere by communicating a and 44c. The operation of the switching valve 44 is controlled by an electronic control unit (ECU) 50 of the engine.
【００１７】又、スワールポート１２ａ側の吸気通路と
ストレートポート１２ｂ側の吸気通路とを仕切る隔壁２
８には両方の吸気通路を連通する連通孔２７が開口して
おり、この隔壁２８の連通孔２７部分には燃料噴射弁２
６が配置されている。燃料噴射弁２６は１つの本体に２
つの噴射孔２６ａ、２６ｂを備えており、これらの噴射
孔２６ａ、２６ｂはそれぞれ第１の吸気弁１６ａの傘部
１７ａ、第２の吸気弁１６ｂの傘部１７ｂとを指向して
いる。燃料噴射弁２６からの噴射燃料は柱状であり、吸
気弁傘部１７ａ、１７ｂ上面に衝突する。又、この第２
実施例では噴射孔２６ｂから噴射された燃料は、噴射方
向中心線を吸気弁１６ｂ軸よりもスワールポート１２ａ
側にオフセットされている。The partition wall 2 for partitioning the intake passage on the side of the swirl port 12a and the intake passage on the side of the straight port 12b.
8 has a communication hole 27 communicating with both of the intake passages, and the communication hole 27 of the partition wall 28 has a communication hole 27.
6 are arranged. The fuel injection valve 26 has two in one body.
Two injection holes 26a and 26b are provided, and these injection holes 26a and 26b are directed to the umbrella portion 17a of the first intake valve 16a and the umbrella portion 17b of the second intake valve 16b, respectively. The fuel injected from the fuel injection valve 26 has a columnar shape and collides with the upper surfaces of the intake valve umbrella portions 17a and 17b. Also, this second
In the embodiment, the fuel injected from the injection hole 26b has a swirl port 12a whose center line in the injection direction is greater than that of the intake valve 16b axis.
Offset to the side.
【００１８】第２の吸気弁１６ｂは第１実施例の図２で
示した吸気弁と同じ形状をしている。つまり、第２の吸
気弁１６ｂの傘部１７ｂ上面には弁軸から傘部１７ｂ外
周に向けて同心円状の溝２０が５本設けられている。溝
２０の本数については、第１実施例同様規定するもので
ない。一方第１の吸気弁１６ａは通常の吸気弁を用いて
いる。The second intake valve 16b has the same shape as the intake valve shown in FIG. 2 of the first embodiment. That is, five concentric grooves 20 are provided on the upper surface of the umbrella portion 17b of the second intake valve 16b from the valve shaft toward the outer circumference of the umbrella portion 17b. As with the first embodiment, the number of grooves 20 is not specified. On the other hand, the first intake valve 16a is a normal intake valve.
【００１９】機関低負荷時等で吸気制御弁３２がストレ
ートポート１２ｂ側の吸気通路を閉鎖すると、スワール
ポート１２ａ内に比較してスワールポート１２ａ内圧が
負圧となるため、隔壁２８の燃料噴射弁２６取付部の連
通孔２７を通り、スワールポート１２ａ側吸気通路から
ストレートポート１２ｂ側に流入する空気流が生じる。
この空気流によってストレートポート１２ｂ内に生じる
空気流速は、吸気通路２１内の吸入空気が吸気制御弁３
２により絞られるため増大したスワールポート１２ａ内
の空気流速に比較して極めて遅いものである。When the intake control valve 32 closes the intake passage on the side of the straight port 12b when the engine load is low, the internal pressure of the swirl port 12a becomes negative compared to that in the swirl port 12a. An air flow that flows from the swirl port 12a side intake passage to the straight port 12b side through the communication hole 27 of the mounting portion 26 is generated.
The air flow velocity generated in the straight port 12b by this air flow is the same as the intake air in the intake passage 21.
Since it is throttled by 2, it is extremely slow compared to the increased air flow velocity in the swirl port 12a.
【００２０】第２の吸気弁１６ｂの傘部１７ｂに溝２０
を設けていない従来構造では、吸気制御弁３２の閉時に
噴射された燃料は、空気流速が遅いため吸気弁周りに噴
射燃料を一様に分布させることができないという問題を
有するが、第２実施例によればこの問題が解決されてい
る。A groove 20 is formed in the umbrella portion 17b of the second intake valve 16b.
In the conventional structure in which the intake control valve 32 is not provided, the fuel injected when the intake control valve 32 is closed has a problem that the injected fuel cannot be uniformly distributed around the intake valve because the air velocity is slow. An example solves this problem.
【００２１】即ち、ストレートポート１２ｂ内に噴射さ
れ第２の吸気弁１６ｂの傘部１７ｂに衝突した燃料は、
傘部１７ｂに付着した後に溝２０に沿って吸気弁１６ｂ
の全周に導かれ、その後溝２０の接線方向に飛散したり
吸気弁１６ｂの外周から燃焼室11内に吸い込まれたりす
る。従って吸気弁１６ｂ周りには略一様な燃料分布域が
形成され、燃焼性が向上するのである。That is, the fuel injected into the straight port 12b and colliding with the umbrella portion 17b of the second intake valve 16b is
After adhering to the umbrella portion 17b, the intake valve 16b is moved along the groove 20.
Of the groove 20 and then scattered in the tangential direction of the groove 20 or sucked into the combustion chamber 11 from the outer periphery of the intake valve 16b. Therefore, a substantially uniform fuel distribution region is formed around the intake valve 16b, and the combustibility is improved.
【００２２】又、第２の実施例では燃料噴射弁２６のス
トレートポート１２ｂ側噴射孔26ｂからの噴射方向中心
線が吸気弁１６ｂ軸よりスワールポート１２ａ側にオフ
セットされているため、吸気制御弁３２の閉時に生じる
スワールポート１２ａ側から連通孔２７を経てストレー
トポート１２ｂ側へ向かう空気流により、噴射孔26ｂか
らの燃料噴射方向がスワールポート１２ａから遠ざかる
方向に偏流されても、ストレートポート１２ｂ壁面に燃
料が付着することを防止できる。Further, in the second embodiment, since the center line of the fuel injection valve 26 in the injection direction from the straight port 12b side injection hole 26b is offset from the intake valve 16b axis toward the swirl port 12a side, the intake control valve 32 Even if the fuel injection direction from the injection hole 26b is diverted in the direction away from the swirl port 12a by the air flow from the side of the swirl port 12a generated toward the side of the straight port 12b through the communication hole 27, the wall surface of the straight port 12b is It is possible to prevent the fuel from adhering.
【００２３】更に第２実施例では、第１の吸気弁１６ａ
の傘部１７ａには溝を設けていないが、これはスワール
ポート１２ａ内の吸入空気流速は吸気制御弁の閉時には
開時よりも速くなるため、溝等がなくても吸気弁１６ａ
周りに十分一様な燃料分布域を形成できるのである。従
って吸気弁傘部１７ａに溝を設ける必要がなく、傘部に
溝を持つ吸気弁の個数を燃焼室１つ当たりに１つとする
ことができ製造コストを低減できるという効果もある。Further, in the second embodiment, the first intake valve 16a
No groove is provided in the umbrella portion 17a of the intake valve 16a because the intake air flow velocity in the swirl port 12a is faster when the intake control valve is closed than when it is opened.
A sufficiently uniform fuel distribution area can be formed around it. Therefore, it is not necessary to provide a groove in the intake valve umbrella portion 17a, and the number of intake valves having a groove in the umbrella portion can be set to one per combustion chamber, and the manufacturing cost can be reduced.
【００２４】なお、第１実施例では吸気弁１６ａ、１６
ｂの傘部１７ａ、１７ｂに、また第２実施例では吸気弁
１６ｂの傘部１７ｂに溝２０を設けているが、略同心円
状のリブを傘部１７ａ、１７ｂに複数設けても、吸気弁
傘部に溝２０を設けた場合と同様の効果を得ることがで
きる。つまりリブを設けた吸気弁を第１、第２実施例で
用いた吸気弁１７ａ、１７ｂにかえて設置してもよいの
である。又、第１、第２実施例では燃料噴射弁は吸気管
２１毎に１つであるが、各吸気ポートそれぞれに燃料噴
射弁２６を配置して吸気管２１毎に２つとしてもよい。In the first embodiment, the intake valves 16a, 16
Although the groove 20 is provided in the umbrella portions 17a, 17b of b and in the second embodiment in the umbrella portion 17b of the intake valve 16b, even if a plurality of substantially concentric ribs are provided in the umbrella portions 17a, 17b, the intake valve is not provided. The same effect as when the groove 20 is provided in the umbrella portion can be obtained. That is, the intake valve provided with the ribs may be installed instead of the intake valves 17a and 17b used in the first and second embodiments. Further, in the first and second embodiments, one fuel injection valve is provided for each intake pipe 21, but the fuel injection valve 26 may be arranged at each intake port to provide two fuel injection valves for each intake pipe 21.
【００２５】[0025]
【発明の効果】以上の構成をもつことにより、吸入空気
流速が遅い場合、即ち第１の態様では機関低回転等の場
合、第２の態様では吸気制御弁を閉じるような機関負荷
条件の場合において、吸気弁傘部を指向して噴射した燃
料が一部に偏ることなく略一様に分布することができる
ため燃焼が改善され、ＮＯX の増加を防止できるのであ
る。With the above structure, when the intake air flow velocity is slow, that is, when the engine speed is low in the first mode, and when the engine load condition is such that the intake control valve is closed in the second mode. in, fuel injected directed to the intake valve umbrella portion is improved combustion since it is possible to substantially uniformly distributed without being biased to a part, it can prevent an increase in NO X.
【図１】本発明の第１実施例を示す平面概略図。FIG. 1 is a schematic plan view showing a first embodiment of the present invention.
【図２】本発明の特徴である吸気弁の外観図。FIG. 2 is an external view of an intake valve that is a feature of the present invention.
【図３】本発明の第２実施例を示す平面概略図。FIG. 3 is a schematic plan view showing a second embodiment of the present invention.
【図４】従来の燃料噴射式内燃機関の吸気装置平面概略
図。FIG. 4 is a schematic plan view of an intake system for a conventional fuel injection type internal combustion engine.
１６ａ・・・・・第１の吸気弁 １６ｂ・・・・・第２の吸気弁 １７ａ、ｂ・・・吸気弁傘部 ２０・・・・・・同心円状溝 ２６・・・・・・燃料噴射弁 ３２・・・・・・吸気制御弁 16a ... 1st intake valve 16b ... 2nd intake valve 17a, b ... Intake valve head part 20 ... Concentric groove 26 ... Fuel Injection valve 32 ... Intake control valve
Claims (2)
ポートの燃焼室開口部に吸気弁を備え、前記吸気弁傘部
を指向して燃料噴射を行う燃料噴射弁を備える燃料噴射
式内燃機関の吸気装置において、前記吸気弁の傘部上面
に略同心円状のガイド手段を設けたことを特徴とする燃
料噴射式内燃機関の吸気装置。1. A fuel injection internal combustion engine comprising an intake port connected to a combustion chamber, an intake valve at an opening of the combustion chamber of the intake port, and a fuel injection valve for injecting fuel toward the intake valve head portion. An intake system for an internal combustion engine, characterized in that guide means of substantially concentric circles are provided on an upper surface of the umbrella portion of the intake valve.
状のスワールポートとストレートポートとの２つの吸気
ポートと、前記スワールポート及びストレートポートそ
れぞれの燃焼室開口部に設置した第１、第２の吸気弁
と、前記２つの吸気ポートに接続される互いに独立した
吸気通路と、所定の機関負荷条件において前記ストレー
トポートに続く吸気通路を遮断する吸気制御弁とを備え
るとともに、燃料噴射を前記第１、第２の吸気弁それぞ
れの傘部に指向させて行う燃料噴射弁を備える燃料噴射
式内燃機関の吸気装置において、前記第２の吸気弁の傘
部上面に略同心円状のガイド手段を設けたことを特徴と
する燃料噴射式内燃機関の吸気装置。2. A two-intake port, a swirl port and a straight port having a shape that creates an intake swirl in the combustion chamber, and first and second intake ports installed at the combustion chamber openings of the swirl port and the straight port, respectively. A valve, an independent intake passage connected to the two intake ports, and an intake control valve that shuts off the intake passage that follows the straight port under a predetermined engine load condition. In an intake device for a fuel injection type internal combustion engine including a fuel injection valve that is directed toward the umbrella portion of each of the second intake valves, substantially concentric guide means is provided on the upper surface of the umbrella portion of the second intake valve. An intake system for a fuel injection type internal combustion engine, characterized by:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3195482A JP2976601B2 (en) | 1991-08-05 | 1991-08-05 | Intake system for fuel injection type internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3195482A JP2976601B2 (en) | 1991-08-05 | 1991-08-05 | Intake system for fuel injection type internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0539706A true JPH0539706A (en) | 1993-02-19 |
| JP2976601B2 JP2976601B2 (en) | 1999-11-10 |
Family
ID=16341823
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3195482A Expired - Lifetime JP2976601B2 (en) | 1991-08-05 | 1991-08-05 | Intake system for fuel injection type internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2976601B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2287450A1 (en) | 2009-08-07 | 2011-02-23 | Yamaha Hatsudoki Kabushiki Kaisha | Inlet valve, internal combustion engine and transportation apparatus including the same |
-
1991
- 1991-08-05 JP JP3195482A patent/JP2976601B2/en not_active Expired - Lifetime
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2287450A1 (en) | 2009-08-07 | 2011-02-23 | Yamaha Hatsudoki Kabushiki Kaisha | Inlet valve, internal combustion engine and transportation apparatus including the same |
| US8245682B2 (en) | 2009-08-07 | 2012-08-21 | Yamaha Hatsudoki Kabushiki Kaisha | Inlet valve, internal combustion engine and transportation apparatus including the same |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2976601B2 (en) | 1999-11-10 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JPS5950850B2 (en) | Internal combustion engine intake system | |
| JPS6011205B2 (en) | internal combustion engine | |
| EP1607601B1 (en) | Engine with primary and secondary intake passages | |
| US4726341A (en) | Induction arrangement for internal combustion engine having multiple inlet valves per cylinder | |
| JPS6248927A (en) | Suction port device for internal combustion engine | |
| JP3433851B2 (en) | Engine intake control device | |
| JP2976601B2 (en) | Intake system for fuel injection type internal combustion engine | |
| JPH04252822A (en) | Intake device for internal combustion engine of double intake valve type | |
| JP3586963B2 (en) | Engine intake system | |
| JPH0555691B2 (en) | ||
| JPS581268B2 (en) | Internal combustion engine exhaust recirculation control device | |
| JPH0693941A (en) | Fuel feeding device for internal combustion engine | |
| JPH1122470A (en) | Fuel injection device of lean burn engine | |
| KR0134202Y1 (en) | Injector for dual intake system | |
| JP2523564Y2 (en) | Intake device for internal combustion engine | |
| JPS6185535A (en) | Suction device for internal-combustion engine | |
| JPS61226563A (en) | Fuel injection device for engine | |
| JPH0217689B2 (en) | ||
| JP2508636Y2 (en) | Intake port structure of internal combustion engine | |
| JPH036854Y2 (en) | ||
| JPS6258019A (en) | Suction port device for internal combustion engine | |
| JPS59702B2 (en) | Intake system for fuel-injected internal combustion engines | |
| JPS61232382A (en) | Air intake device of engine | |
| JPH09222063A (en) | Intake device for internal combustion engine | |
| JPS5851375Y2 (en) | Internal combustion engine intake system |