JPH06123233A - Air intake device of engine - Google Patents
Air intake device of engineInfo
- Publication number
- JPH06123233A JPH06123233A JP4285398A JP28539892A JPH06123233A JP H06123233 A JPH06123233 A JP H06123233A JP 4285398 A JP4285398 A JP 4285398A JP 28539892 A JP28539892 A JP 28539892A JP H06123233 A JPH06123233 A JP H06123233A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- auxiliary intake
- auxiliary
- engine
- air
- 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
Landscapes
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】この発明はエンジンの吸気装置に
係り、特に燃焼室に強い縦方向スワールを生じさせ得
て、圧縮工程における乱流の強度を増大させ得て燃焼性
を改善し得て、また、主吸気ポートからの混合気を副吸
気の夫々の縦方向スワールにより閉じ込め得てシリンダ
壁から離間させ得て、シリンダ壁への燃料の付着を抑制
し得て、燃焼性を悪化を回避し得るエンジンの吸気装置
に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake system of an engine, and more particularly, it can generate a strong vertical swirl in a combustion chamber to increase the intensity of turbulent flow in a compression process and improve combustibility. Also, the air-fuel mixture from the main intake port can be confined by the vertical swirls of the auxiliary intake air and separated from the cylinder wall to prevent fuel from adhering to the cylinder wall and avoid deterioration of combustibility. The present invention relates to an intake device for an engine.
【０００２】[0002]
【従来の技術】車両のエンジンには、燃料消費率や排気
有害成分等の問題の対応策として、燃焼室やシリンダに
吸入される吸気にシリンダ中心線周りに旋回する横方向
スワールやシリンダ中心線方向に旋回する縦方向スワー
ル等を発生させ、燃焼室内の混合気に乱れを生じさせて
燃焼性の改善を図る吸気装置を備えたものがある。2. Description of the Related Art In a vehicle engine, a lateral swirl or a cylinder center line that swirls around the cylinder center line to intake air sucked into a combustion chamber or a cylinder is used as a countermeasure against problems such as fuel consumption rate and exhaust harmful components. 2. Description of the Related Art There is an intake device that includes a vertical swirl that swirls in a certain direction to generate turbulence in an air-fuel mixture in a combustion chamber to improve combustibility.
【０００３】このようなエンジンの吸気装置としては、
特公昭６０−１１２０５号公報に開示されるものがあ
る。この公報に開示されるものは、１気筒に２個の第１
・第２主分岐ポートを設けるとともに２個の第１・第２
副吸気ポートを設け、この２個の第１・第２副吸気ポー
トを燃焼室内に斜めに指向させるとともに第１・第２主
分岐ポートの分岐壁に対して略対称に位置させて第１・
第２主分岐ポートに開口して設けたものである。これに
より、この公報に開示される吸気装置は、燃焼室内に対
称的な２個の渦流を生じさせ、特に点火プラグ近傍の掃
気を向上させている。As an intake device for such an engine,
There is one disclosed in Japanese Examined Patent Publication No. 60-11205. The one disclosed in this publication has two first cylinders.
・ Providing a second main branch port and two first and second
An auxiliary intake port is provided, and these two first and second auxiliary intake ports are obliquely directed into the combustion chamber and are positioned substantially symmetrically with respect to the branch walls of the first and second main branch ports.
It is provided by opening to the second main branch port. As a result, the intake device disclosed in this publication produces two symmetrical vortexes in the combustion chamber, and particularly improves scavenging in the vicinity of the spark plug.
【０００４】[0004]
【発明が解決しようとする課題】ところで、従来のエン
ジンの吸気装置においては、副吸気による一時的な乱れ
による効果を得ることができるが、縦方向スワールによ
る燃焼性の改善効果を望めない問題がある。By the way, in the conventional intake system for an engine, the effect of temporary turbulence due to the auxiliary intake air can be obtained, but there is a problem that the effect of improving the combustibility due to the vertical swirl cannot be expected. is there.
【０００５】例えば、前記公報に開示される吸気装置
は、図１０に示す如く構成されている。図において、４
０２はエンジン、４０４はシリンダブロック、４０６は
シリンダ、４０８はピストン、４１０はシリンダヘッ
ド、４１２は燃焼室用窪所、４１４は燃焼室である。こ
のエンジン４０２の吸気装置４１６は、燃焼室４１４に
混合気を供給する主吸気ポート４１８の燃焼室４１４側
を分岐壁４２０により第１・第２主分岐ポート４２２・
４２４に分岐して設けるとともに、燃焼室４１４に大気
からバイパスされた空気である副吸気を供給する第１・
第２副吸気ポート４２６・４２８を設けている。For example, the intake device disclosed in the above publication is constructed as shown in FIG. In the figure, 4
Reference numeral 02 is an engine, 404 is a cylinder block, 406 is a cylinder, 408 is a piston, 410 is a cylinder head, 412 is a combustion chamber recess, and 414 is a combustion chamber. In the intake device 416 of the engine 402, the main intake port 418 that supplies the air-fuel mixture to the combustion chamber 414 is provided with a branch wall 420 on the combustion chamber 414 side of the main intake port 418.
Firstly, the auxiliary intake air, which is air bypassed from the atmosphere, is provided to the combustion chamber 414 while branching to 424.
The second auxiliary intake ports 426 and 428 are provided.
【０００６】このエンジン４０２の吸気装置４１６は、
第１・第２副吸気ポート４２６・４２８を燃焼室４１４
内に斜めに指向させるとともに第１・第２主部分岐ポー
ト４２２・４２４の分岐壁４２０に対して略対称に位置
させて、第１・第２分岐主吸気ポート４２２・４２４に
開口して設けている。The intake device 416 of the engine 402 is
The first and second auxiliary intake ports 426 and 428 are connected to the combustion chamber 414.
The first and second main part branch ports 422 and 424 are positioned substantially symmetrically with respect to the branch wall 420 of the first and second main part branch ports 422 and 424, and are opened to the first and second branch main intake ports 422 and 424. ing.
【０００７】ところが、このエンジン４０２の吸気装置
４１６は、第１・第２副吸気ポート４２６・４２８を燃
焼室４１４内に斜めに指向させて第１・第２主分岐ポー
ト４２２・４２４に開口して設けていることにより、燃
焼室４１４に供給される副吸気が第１・第２吸気弁４３
０・４３２の第１・第２笠部４３４・４３６に衝突され
ことになる。However, the intake device 416 of the engine 402 has the first and second auxiliary intake ports 426 and 428 obliquely directed into the combustion chamber 414 and opens to the first and second main branch ports 422 and 424. Since the auxiliary intake air supplied to the combustion chamber 414 is provided in the first and second intake valves 43
It will be collided with the first and second cap portions 434 and 436 of 0.432.
【０００８】このため、第１・第２副吸気ポート４２６
・４２８から燃焼室４１４に供給される副吸気は、図１
０の実線矢印に示す如く拡散されてしまい、第１・第２
副吸気ポート４２６・４２８から離間する第１・第２弁
座４３８・４４０の離間部位Ａ側に十分に導入すること
ができず、この離間部位Ａ側の副吸気の流速ｖA と第１
・第２副吸気ポート４２６・４２８に近接する第１・第
２弁座４３８・４４０の近接部位Ｂ側の副吸気の流速ｖ
B との比（ｖA ／ｖB ）が小となり、燃焼室４１４に十
分に強い縦方向スワールを生じさせることができない不
都合があった。Therefore, the first and second auxiliary intake ports 426
The auxiliary intake air supplied from 428 to the combustion chamber 414 is as shown in FIG.
It is diffused as shown by the solid arrow 0, and the first and second
The first and second valve seats 438 and 440 separated from the auxiliary intake ports 426 and 428 cannot be sufficiently introduced to the separated portion A side, and the flow rate vA of the auxiliary intake air on the separated portion A side and the first
Flow velocity v of the auxiliary intake air on the side of the first and second valve seats 438, 440 near the second auxiliary intake port 426, 428
The ratio with B (vA / vB) becomes small, and there is an inconvenience that a sufficiently strong vertical swirl cannot be generated in the combustion chamber 414.
【０００９】また、第１・第２副吸気ポート４２６・４
２８が無い場合には、図１１に矢印に示す如く、第１・
第２主分岐ポート４２２・４２４から燃焼室４１４に供
給される混合気が拡散されて流速ｖが遅くなり、燃焼室
４１４に十分に強い縦方向スワールを生じさせることが
できない不都合があった。Further, the first and second auxiliary intake ports 426.4
If there is no 28, as shown by the arrow in FIG.
The air-fuel mixture supplied from the second main branch ports 422 and 424 to the combustion chamber 414 is diffused and the flow velocity v becomes slow, which causes a disadvantage that a sufficiently strong vertical swirl cannot be generated in the combustion chamber 414.
【００１０】[0010]
【課題を解決するための手段】そこで、この発明は、上
述不都合を除去するために、エンジンの燃焼室に混合気
を供給する主吸気ポートを設けるとともに前記エンジン
の燃焼室に副吸気を供給する第１・第２副吸気ポートを
設け、これら第１・第２副吸気ポートを前記エンジンの
シリンダヘッドのヘッドデッキ面に対して平行に指向さ
せるとともに相互に離間し且つシリンダ壁に近接する側
に位置させて前記主吸気ポートに開口して設けたことを
特徴とする。Therefore, in order to eliminate the above-mentioned inconvenience, the present invention provides a main intake port for supplying an air-fuel mixture to the combustion chamber of an engine and supplies auxiliary intake air to the combustion chamber of the engine. First and second auxiliary intake ports are provided, and these first and second auxiliary intake ports are oriented parallel to the head deck surface of the cylinder head of the engine and are separated from each other and close to the cylinder wall. It is characterized in that it is positioned and opened to the main intake port.
【００１１】[0011]
【作用】この発明の構成によれば、吸気装置は、エンジ
ンの燃焼室に副吸気を供給する第１・第２副吸気ポート
をエンジンのシリンダヘッドのヘッドデッキ面に対して
平行に指向させて主吸気ポートに開口して設けたことに
よって、第１・第２副吸気ポートからの副吸気がヘッド
デッキ面に対して平行に供給されることにより、副吸気
を拡散させることなく第１・第２副吸気ポートから離間
する離間部位側に十分に供給し得て、第１・第２副吸気
ポートに近接する近接部位側の副吸気の流速に対して離
間部位側の副吸気の流速を十分に速めることができる。
燃焼性を改善し得る。According to the structure of the present invention, in the intake system, the first and second auxiliary intake ports for supplying the auxiliary intake air to the combustion chamber of the engine are oriented parallel to the head deck surface of the cylinder head of the engine. By opening the main intake port, the auxiliary intake air from the first and second auxiliary intake ports is supplied in parallel to the head deck surface, so that the first and second auxiliary intake air are not diffused. 2 It can be sufficiently supplied to the separated portion side away from the auxiliary intake port, and the flow velocity of the auxiliary intake air on the separated portion side is sufficient with respect to the flow velocity of the auxiliary intake side on the adjacent portion side close to the first and second auxiliary intake ports. You can speed it up.
Flammability can be improved.
【００１２】また、吸気装置は、エンジンの燃焼室に副
吸気を供給する第１・第２副吸気ポートを相互に離間し
且つシリンダ壁に近接する側に位置させて主吸気ポート
に開口して設けたことによって、主吸気ポートからの混
合気を第１・第２副吸気ポートから供給される副吸気の
夫々の縦方向スワールにより閉じ込め得て、シリンダ壁
から離間させることができる。In the intake system, the first and second auxiliary intake ports for supplying the auxiliary intake air to the combustion chamber of the engine are separated from each other and are located close to the cylinder wall, and are opened to the main intake port. By providing the air-fuel mixture, the air-fuel mixture from the main intake port can be confined by the vertical swirls of the auxiliary intake air supplied from the first and second auxiliary intake ports, and can be separated from the cylinder wall.
【００１３】[0013]
【実施例】以下図面に基づいてこの発明の実施例を説明
する。Embodiments of the present invention will be described below with reference to the drawings.
【００１４】図１〜図４は、この発明の第１実施例を示
すものである。図において、２はエンジン、４はシリン
ダブロック、６はシリンダ、８はピストン、１０はシリ
ンダヘッド、１２は燃焼室用窪所、１４は燃焼室であ
る。1 to 4 show a first embodiment of the present invention. In the figure, 2 is an engine, 4 is a cylinder block, 6 is a cylinder, 8 is a piston, 10 is a cylinder head, 12 is a recess for a combustion chamber, and 14 is a combustion chamber.
【００１５】このエンジン２の吸気装置１６は、燃焼室
１４に混合気を供給する主吸気ポート１８の燃焼室１６
側を分岐壁２０により第１・第２主分岐ポート２２・２
４に分岐して設けるとともに、燃焼室１４に大気からバ
イパスされた空気である副吸気を供給する第１・第２副
吸気ポート２６・２８を設けている。The intake device 16 of the engine 2 includes a combustion chamber 16 of a main intake port 18 for supplying an air-fuel mixture to the combustion chamber 14.
The first and second main branch ports 2
The first and second auxiliary intake ports 26 and 28 for supplying the auxiliary intake air, which is the air bypassed from the atmosphere, to the combustion chamber 14 are provided.
【００１６】なお、符号３０・３２は第１・第２吸気
弁、符号３４・３６は第１・第２笠部、符号３８・４０
は第１・第２弁座、符号４２・４４は第１・第２弁ステ
ム、符号４６は点火プラグ、符号４８は燃料噴射弁であ
る。Reference numerals 30 and 32 are first and second intake valves, reference numerals 34 and 36 are first and second cap portions, and reference numerals 38 and 40.
Are first and second valve seats, reference numerals 42 and 44 are first and second valve stems, reference numeral 46 is an ignition plug, and reference numeral 48 is a fuel injection valve.
【００１７】このエンジン２の吸気装置１６は、第１・
第２副吸気ポート２６・２８を、シリンダヘッド１０の
ヘッドデッキ面１０Ａに対して平行に指向させるととも
に相互に離間し且つシリンダ壁６Ａに近接する側に位置
させて、各々第１・第２主分岐ポート２２・２４に開口
して設けている。The intake device 16 of the engine 2 has a first
The second auxiliary intake ports 26, 28 are oriented parallel to the head deck surface 10A of the cylinder head 10 and are located on the side separated from each other and close to the cylinder wall 6A, respectively. The branch ports 22 and 24 are opened.
【００１８】このように、吸気装置１４は、第１・第２
副吸気ポート２６・２８を、第１・第２弁ステム４２・
４４の外側に分岐壁２０に対して対称な位置に設けてい
る。As described above, the intake device 14 includes the first and second intake devices.
The auxiliary intake ports 26 and 28 are connected to the first and second valve stems 42 and
It is provided on the outer side of 44 at a position symmetrical with respect to the branch wall 20.
【００１９】次に作用を説明する。Next, the operation will be described.
【００２０】吸気装置１４は、エンジン２を運転時に、
大気圧と吸気圧との差圧により第１・第２副吸気ポート
２６・２８から副吸気を供給する。The intake device 14 operates when the engine 2 is in operation.
The auxiliary intake air is supplied from the first and second auxiliary intake ports 26 and 28 by the pressure difference between the atmospheric pressure and the intake pressure.
【００２１】この副吸気は、第１・第２副吸気ポート２
６・２８をシリンダヘッド１０のヘッドデッキ面１０Ａ
に対して平行に指向させて第１・第２主分岐ポート２２
・２４に開口して設けたことによって、第１・第２副吸
気ポート２６・２８からヘッドデッキ面１０ａに対して
平行に供給されることになる。This auxiliary intake air is supplied to the first and second auxiliary intake ports 2
6.28 is the head deck surface 10A of the cylinder head 10.
The first and second main branch ports 22 are oriented parallel to
By providing the opening at 24, the air is supplied from the first and second auxiliary intake ports 26 and 28 in parallel to the head deck surface 10a.
【００２２】ヘッドデッキ面１０ａに対して平行な副吸
気は、第１・第２笠部３４・３６に衝突されずに、第１
・第２副吸気ポート２６・２８から離間する第１・第２
弁座３８・４０の離間部位Ａ側に供給されることにな
る。これにより、吸気装置１４は、第１・第２副吸気ポ
ート２６・２８から離間する第１・第２弁座３８・４０
の離間部位Ａ側に副吸気を十分に導入することができ、
この離間部位Ａ側の副吸気の流速ｖA と第１・第２副吸
気ポート２６・２８に近接する第１・第２弁座３８・４
０の近接部位Ｂ側の副吸気の流速ｖB との比（ｖA ／ｖ
B ）を、特に低負荷の高負圧域において著しく大きくす
ることができる。The sub-intake air parallel to the head deck surface 10a is not collided with the first and second cap portions 34 and 36, and the first intake air is absorbed.
First and second separated from the second auxiliary intake ports 26 and 28
It is supplied to the separated portion A side of the valve seats 38 and 40. As a result, the intake device 14 has the first and second valve seats 38 and 40 separated from the first and second auxiliary intake ports 26 and 28.
It is possible to sufficiently introduce the auxiliary intake air to the separated portion A side of
The flow velocity vA of the auxiliary intake air on the side of the separated portion A and the first and second valve seats 38.4 that are close to the first and second auxiliary intake ports 26 and 28.
The ratio (vA / v
B) can be significantly increased, especially in a low negative pressure and high negative pressure range.
【００２３】したがって、吸気装置１６は、副吸気を第
１・第２弁座３８・４０によって拡散させることなく、
図３に示す如く第１・第２副吸気ポート２６・２８から
離間する離間部位Ａ側に十分に供給することができ、第
１・第２副吸気ポートに近接する近接部位Ｂ側の副吸気
の流速ｖB に対して離間部位Ａ側の副吸気の流速ｖAを
十分に速めることができる。Therefore, the intake device 16 does not diffuse the auxiliary intake air by the first and second valve seats 38 and 40,
As shown in FIG. 3, the auxiliary intake air can be sufficiently supplied to the separated portion A side separated from the first and second auxiliary intake ports 26 and 28, and the auxiliary intake air on the adjacent portion B side close to the first and second auxiliary intake ports. The flow velocity vA of the auxiliary intake air on the side of the separated portion A can be sufficiently increased with respect to the flow velocity vB of.
【００２４】この流速の速い副吸気は、燃焼室１４内に
図１・図２に実線で示す如く、強い縦方向スワールを生
じさせる。この縦方向スワールは、エンジン２の圧縮行
程の後半まで保存された後に、点火直前に崩壊して乱れ
を増大させる。このため、燃焼性を改善することができ
る。The auxiliary intake air having a high flow velocity causes a strong vertical swirl in the combustion chamber 14, as shown by the solid line in FIGS. This vertical swirl is stored until the latter half of the compression stroke of the engine 2 and then collapses immediately before ignition to increase turbulence. Therefore, the combustibility can be improved.
【００２５】また、吸気装置１６は、エンジン２の燃焼
室１４に副吸気を供給する第１・第２副吸気ポート２６
・２８を相互に離間し且つシリンダ壁６Ａに近接する側
に位置させて、第１・第２主分岐ポート２２・２４に開
口して設けている。Further, the intake device 16 includes the first and second auxiliary intake ports 26 for supplying auxiliary intake air to the combustion chamber 14 of the engine 2.
28 are spaced apart from each other and located on the side close to the cylinder wall 6A, and are provided so as to open to the first and second main branch ports 22 and 24.
【００２６】これより、吸気装置１６は、図１・図２の
破線矢印及び図４に黒矢印で示す第１・第２主分岐ポー
ト２２・２４からの混合気を、図１・図２の実線矢印及
び図４の白矢印で示す第１・第２副吸気ポート２６・２
８から供給される副吸気の夫々の縦方向スワールにより
閉じ込めることができ、シリンダ壁６Ａから離間させる
ことができる。このため、シリンダ壁６Ａへの燃料の付
着を抑制し得て、燃焼性を悪化を回避することができ
る。As a result, the intake device 16 supplies the air-fuel mixture from the first and second main branch ports 22 and 24 indicated by the broken arrows in FIGS. 1 and 2 and the black arrows in FIG. First and second auxiliary intake ports 26.2 shown by solid arrows and white arrows in FIG.
8 can be confined by the respective vertical swirls of the auxiliary intake air and can be separated from the cylinder wall 6A. Therefore, it is possible to prevent the fuel from adhering to the cylinder wall 6A and prevent deterioration of the combustibility.
【００２７】図５・図６は、この発明の第２実施例を示
すものである。5 and 6 show a second embodiment of the present invention.
【００２８】この第２実施例において、１０２はエンジ
ン、１０４はシリンダブロック、１０６はシリンダ、１
０８はピストン、１１０はシリンダヘッド、１１２は燃
焼室用窪所、１１４は燃焼室、１１６は吸気装置、１１
８は主吸気ポート、１２０は分岐壁、１２２は第１主分
岐ポート、１２６は第１副吸気ポート、１３０は第１吸
気弁、１３４は第１笠部、１３８は第１弁座、１４２は
第１弁ステム、１４６は点火プラグ、１４８は第１制御
弁、１５２は制御部である。In the second embodiment, 102 is an engine, 104 is a cylinder block, 106 is a cylinder, 1
08 is a piston, 110 is a cylinder head, 112 is a recess for the combustion chamber, 114 is the combustion chamber, 116 is an intake device, 11
8 is the main intake port, 120 is the branch wall, 122 is the first main branch port, 126 is the first sub intake port, 130 is the first intake valve, 134 is the first cap portion, 138 is the first valve seat, and 142 is The first valve stem, 146 is a spark plug, 148 is a first control valve, and 152 is a control unit.
【００２９】なお、第２実施例においては、第２主分岐
ポート、第２副吸気ポート、第２吸気弁、第２笠部、第
１弁座、第１弁ステム、第２制御弁を省略して説明す
る。In the second embodiment, the second main branch port, the second auxiliary intake port, the second intake valve, the second cap portion, the first valve seat, the first valve stem and the second control valve are omitted. And explain.
【００３０】エンジン１０２は、第１実施例と同様の構
成を有している。このエンジン１０２の吸気装置１１６
は、第１副吸気ポート１２６の途中に、第１制御弁１４
８を介装している。第１制御弁１４８は、制御部１５２
に接続されている。The engine 102 has the same structure as that of the first embodiment. Intake device 116 of this engine 102
In the middle of the first auxiliary intake port 126, the first control valve 14
8 is interposed. The first control valve 148 controls the control unit 152.
It is connected to the.
【００３１】制御部１５２は、エンジン１０２の運転状
態信号を入力し、図６に示す如く、アイドル運転時及び
高負荷運転域において第１制御弁１４８を閉鎖制御して
副吸気の供給を停止し、前記運転域以外においてスロッ
トル開度に応じて開放制御する。同様に、制御部１５２
は、図示しない第２副吸気ポートの途中に介装された第
２制御弁を第１制御弁１４８と同様に制御する構成とす
る。The control section 152 receives the operating state signal of the engine 102, and controls the first control valve 148 to be closed to stop the supply of the auxiliary intake air during the idling operation and the high load operation area as shown in FIG. The opening control is performed in accordance with the throttle opening degree other than the operating range. Similarly, the control unit 152
Is configured to control the second control valve interposed in the middle of the second auxiliary intake port (not shown) in the same manner as the first control valve 148.
【００３２】この第２実施例によれば、第１実施例と同
様の効果を奏し得て、また、第１制御弁１４８及び第２
制御弁（図示せず）を制御部１５２によって開閉制御す
ることにより、副吸気の流量をエンジン１０２の運転状
態に応じて制御でき、より適切に縦方向スワールを形成
し得て、燃焼性の改善をより効果的に果たすことができ
る。According to the second embodiment, the same effect as that of the first embodiment can be obtained, and the first control valve 148 and the second control valve 148
By controlling the opening and closing of the control valve (not shown) by the control unit 152, the flow rate of the auxiliary intake air can be controlled according to the operating state of the engine 102, and the vertical swirl can be formed more appropriately, and the combustibility is improved. Can be achieved more effectively.
【００３３】前記第１制御弁１４８としては、単に開閉
制御される電磁弁やデューティ制御される電磁弁とする
ことができる。図６において、実線は、第１制御弁１４
８として単に開閉制御される電磁弁を使用した場合を示
す。また、図６において、一点鎖線は、第１制御弁１４
８としてデューティ制御される電磁弁を使用した場合を
示す。第１制御弁１４８をデューティ制御される電磁弁
とした場合には、ＯＮ−ＯＦＦ切換時のトルクショック
を軽減し得て、フィーリングを向上することができる。The first control valve 148 may be a solenoid valve that is simply controlled to be opened or closed or a duty-controlled solenoid valve. In FIG. 6, the solid line indicates the first control valve 14
8 shows a case where a solenoid valve whose opening / closing is simply controlled is used. Further, in FIG. 6, the alternate long and short dash line indicates the first control valve 14
8 shows a case where a duty-controlled solenoid valve is used. If the first control valve 148 is a duty-controlled solenoid valve, the torque shock at the time of ON-OFF switching can be reduced, and the feeling can be improved.
【００３４】図７は、第３実施例を示すものである。FIG. 7 shows a third embodiment.
【００３５】図７において、２０２はエンジン、２０６
はシリンダ、２１４は燃焼室、２１６は吸気装置、２１
８は主吸気ポート、２２０は分岐壁、２２２は第１主分
岐ポート、２２４は第２主分岐ポート、２２６は第１副
吸気ポート、２２８は第２副吸気ポート、２４６は点火
プラグである。In FIG. 7, reference numeral 202 denotes an engine, 206
Is a cylinder, 214 is a combustion chamber, 216 is an intake device, 21
8 is a main intake port, 220 is a branch wall, 222 is a first main branch port, 224 is a second main branch port, 226 is a first auxiliary intake port, 228 is a second auxiliary intake port, and 246 is an ignition plug.
【００３６】エンジン２０２は、第１実施例と同様の構
成を有している。このエンジン２０２の吸気装置２１６
は、点火プラグ２４６をシリンダ２０６の中心から偏倚
させて設けている。第１副吸気ポート２２６及び第２副
吸気ポート２２８は、このように偏倚させた点火プラグ
２４６に対して離間する側の第２副吸気ポート２２８の
開口面積を大として副吸気量を大とする。The engine 202 has the same structure as that of the first embodiment. Intake device 216 of this engine 202
Is provided so that the spark plug 246 is deviated from the center of the cylinder 206. The first auxiliary intake port 226 and the second auxiliary intake port 228 increase the opening area of the second auxiliary intake port 228 on the side separated from the spark plug 246 thus biased, and increase the auxiliary intake amount. .
【００３７】この第３実施例によれば、第１実施例と同
様の効果を奏し得て、また、第２副吸気ポート２２８か
ら供給される大なる量の副吸気による縦方向スワール
を、第１副吸気ポート２２６側に偏倚させることができ
る。このため、混合気を点火プラグ２４６の方向に偏倚
させることができ、掃気を向上することができる。According to the third embodiment, the same effect as that of the first embodiment can be obtained, and the vertical swirl due to the large amount of the auxiliary intake air supplied from the second auxiliary intake port 228 can be reduced. It can be biased to the side of the first auxiliary intake port 226. Therefore, the air-fuel mixture can be biased toward the spark plug 246, and the scavenging can be improved.
【００３８】図８は、第４実施例を示すものである。FIG. 8 shows a fourth embodiment.
【００３９】図８において、３０２はエンジン、３０６
はシリンダ、３１４は燃焼室、３１６は吸気装置、３１
８は主吸気ポート、３２６は第１副吸気ポート、３２８
は第２副吸気ポート、３３０は吸気弁、３４６は点火プ
ラグである。In FIG. 8, 302 is an engine and 306 is an engine.
Is a cylinder, 314 is a combustion chamber, 316 is an intake device, 31
8 is a main intake port, 326 is a first auxiliary intake port, 328
Is a second auxiliary intake port, 330 is an intake valve, and 346 is a spark plug.
【００４０】このエンジン３０２の吸気装置３１６は、
燃焼室３１４に混合気を供給する単一の主吸気ポート３
１８を設けるとともに、燃焼室３１４に大気からバイパ
スされた空気である副吸気を供給する第１・第２副吸気
ポート３２６・３２８を設けている。The intake device 316 of the engine 302 is
Single main intake port 3 for supplying air-fuel mixture to combustion chamber 314
18, and first and second auxiliary intake ports 326 and 328 for supplying auxiliary intake air, which is air bypassed from the atmosphere, to the combustion chamber 314.
【００４１】このエンジン３０２の吸気装置３１６は、
第１・第２副吸気ポート３２６・３２８を、図示しない
シリンダヘッドのヘッドデッキ面に対して平行に指向さ
せるとともに相互に離間し且つシリンダ壁６Ａに近接す
る側に位置させて、主吸気ポート３１８に開口して設け
ている。The intake device 316 of the engine 302 is
The first and second auxiliary intake ports 326 and 328 are oriented parallel to the head deck surface of a cylinder head (not shown), and are located apart from each other and close to the cylinder wall 6A. It is opened and provided.
【００４２】このように、吸気装置３１６は、第１・第
２副吸気ポート３２６・３２８を弁ステム３４２の外側
に対称な位置に設けている。As described above, in the intake device 316, the first and second auxiliary intake ports 326 and 328 are provided at positions symmetrical to the outside of the valve stem 342.
【００４３】この第３実施例によれば、燃焼室３１４に
混合気を供給する単一の主吸気ポート３１８を設けたエ
ンジン３０２においても、第１実施例と同様の効果を奏
し得て、燃焼性を改善することができる。According to the third embodiment, even in the engine 302 provided with the single main intake port 318 for supplying the air-fuel mixture to the combustion chamber 314, the same effect as that of the first embodiment can be obtained, and the combustion is performed. The sex can be improved.
【００４４】なお、上述の各実施例における副吸気ポー
トの要求開口面積は、図９に示す如く構成される。図９
においては、主吸気ポートの流量と副吸気ポートの流量
との比を１：１とした場合の、要求開口面積の比で表し
ている。図９から、低回転・高負圧域（図９の一点鎖線
で囲まれる領域）における燃焼速度を上げるには、上述
の各実施例における主吸気ポートの開口面積と副吸気ポ
ートの開口面積との比（Ａin／Ａmain）をＡin／Ａmain
＜１％とすることが望ましい。The required opening area of the auxiliary intake port in each of the above-described embodiments is constructed as shown in FIG. Figure 9
In (1), the ratio of the required opening area is shown when the ratio of the flow rate of the main intake port and the flow rate of the auxiliary intake port is 1: 1. From FIG. 9, in order to increase the combustion speed in the low rotation / high negative pressure region (the region surrounded by the alternate long and short dash line in FIG. 9), the opening area of the main intake port and the opening area of the auxiliary intake port in each of the above-described embodiments are The ratio (Ain / Amain) of Ain / Amain
<1% is desirable.
【００４５】よって、上述の各実施例における主吸気ポ
ートの開口面積と副吸気ポートの開口面積との比（Ａin
／Ａmain）をＡin／Ａmain＜１％とすることにより、副
吸気ポートをシリンダヘッドのヘッドデッキ面に対して
平行に指向させるとともに相互に離間し且つシリンダ壁
に近接する側に位置させて主吸気ポートに開口して設け
る構成と相俟って、さらに燃焼性の改善を果たすことが
できるものである。Therefore, the ratio of the opening area of the main intake port to the opening area of the auxiliary intake port (Ain
/ Amain) is set to Ain / Amain <1% so that the auxiliary intake ports are oriented parallel to the head deck surface of the cylinder head, and are positioned apart from each other and close to the cylinder wall for main intake air. In combination with the structure provided by opening in the port, the combustibility can be further improved.
【００４６】[0046]
【発明の効果】このように、この発明によれば、第１・
第２副吸気ポートからの副吸気がヘッドデッキ面に対し
て平行に供給されることにより、副吸気を拡散させるこ
となく第１・第２副吸気ポートから離間する離間部位側
に十分に供給し得て、第１・第２副吸気ポートに近接す
る近接部位側の副吸気の流速に対して離間部位側の副吸
気の流速を十分に速めることができる。このため、燃焼
室に強い縦方向スワールを生じさせ得て、圧縮工程にお
ける乱流の強度を増大させ得て、燃焼性を改善し得る。As described above, according to the present invention,
By supplying the auxiliary intake air from the second auxiliary intake port in parallel to the head deck surface, the auxiliary intake air is sufficiently supplied to the separated part side away from the first and second auxiliary intake ports without being diffused. As a result, it is possible to sufficiently increase the flow velocity of the auxiliary intake air on the separated side with respect to the flow velocity of the auxiliary intake air on the adjacent site side close to the first and second auxiliary intake ports. Therefore, a strong vertical swirl can be generated in the combustion chamber, the intensity of turbulent flow in the compression process can be increased, and the combustibility can be improved.
【００４７】また、主吸気ポートからの混合気を第１・
第２副吸気ポートから供給される副吸気の夫々の縦方向
スワールにより閉じ込め得て、シリンダ壁から離間させ
ることができる。このため、シリンダ壁への燃料の付着
を抑制し得て、燃焼性を悪化を回避し得る。Further, the air-fuel mixture from the main intake port is
The respective secondary swirls of the secondary intake air supplied from the second secondary intake port can be confined and separated from the cylinder wall. Therefore, it is possible to prevent the fuel from adhering to the cylinder wall and prevent the deterioration of the combustibility.
【図１】この発明の第１実施例を示す吸気装置の断面構
成図である。FIG. 1 is a cross-sectional configuration diagram of an intake device showing a first embodiment of the present invention.
【図２】図１の吸気装置の平面構成図である。FIG. 2 is a plan configuration diagram of the intake device of FIG.
【図３】図１の吸気装置による吸気流速の説明図であ
る。FIG. 3 is an explanatory diagram of an intake flow velocity by the intake device of FIG.
【図４】図１の吸気装置による吸気流の流れの説明図で
ある。FIG. 4 is an explanatory diagram of a flow of an intake air flow by the intake device of FIG.
【図５】第２実施例を示す吸気装置の断面構成図であ
る。FIG. 5 is a cross-sectional configuration diagram of an intake device showing a second embodiment.
【図６】図５の吸気装置によるスロットル開度と副吸気
流量との関係を示す図である。6 is a diagram showing a relationship between a throttle opening degree and an auxiliary intake flow rate by the intake device of FIG.
【図７】第３実施例を示す吸気装置の平面構成図であ
る。FIG. 7 is a plan configuration diagram of an intake device showing a third embodiment.
【図８】第４実施例を示す吸気装置の平面構成図であ
る。FIG. 8 is a plan configuration diagram of an intake device showing a fourth embodiment.
【図９】主吸気ポートの流量と副吸気ポートの流量との
比を１：１とした場合の副吸気ポートの要求開口面積を
表す図である。FIG. 9 is a diagram showing a required opening area of the auxiliary intake port when the ratio of the flow rate of the main intake port to the flow rate of the auxiliary intake port is 1: 1.
【図１０】従来例を示す吸気装置の断面構成図である。FIG. 10 is a cross-sectional configuration diagram of an intake device showing a conventional example.
【図１１】従来例の吸気装置による吸気流の流れの説明
図である。FIG. 11 is an explanatory diagram of a flow of an intake air flow by an intake device of a conventional example.
２ エンジン ４ シリンダブロック ６ シリンダ ６Ａ シリンダ壁 ８ ピストン １０ シリンダヘッド １０Ａ ヘッドデッキ面 １２ 燃焼室用窪所 １４ 燃焼室 １６ 吸気装置 １８ 主吸気ポート ２０ 分岐壁 ２２・２４ 第１・第２主分岐ポート ２６・２８ 第１・第２副吸気ポート ３０・３２ 第１・第２吸気弁 ３４・３６ 第１・第２笠部 ３８・４０ 第１・第２弁座 ４２・４４ 第１・第２弁ステム ４６ 点火プラグ 2 Engine 4 Cylinder Block 6 Cylinder 6A Cylinder Wall 8 Piston 10 Cylinder Head 10A Head Deck Surface 12 Combustion Chamber Recess 14 Combustion Chamber 16 Intake Device 18 Main Intake Port 20 Branch Wall 22/24 First / Second Main Branch Port 26・ 28 1st ・ 2nd auxiliary intake port 30 ・ 32 1st ・ 2nd intake valve 34 ・ 36 1st ・ 2nd cap part 38 ・ 40 1st ・ 2nd valve seat 42 ・ 44 1st ・ 2nd valve stem 46 Spark plug
─────────────────────────────────────────────────────
─────────────────────────────────────────────────── ───
【手続補正書】[Procedure amendment]
【提出日】平成４年１２月４日[Submission date] December 4, 1992
【手続補正１】[Procedure Amendment 1]
【補正対象書類名】図面[Document name to be corrected] Drawing
【補正対象項目名】全図[Correction target item name] All drawings
【補正方法】変更[Correction method] Change
【補正内容】[Correction content]
【図１】 [Figure 1]
【図２】 [Fig. 2]
【図３】 [Figure 3]
【図４】 [Figure 4]
【図５】 [Figure 5]
【図６】 [Figure 6]
【図７】 [Figure 7]
【図８】 [Figure 8]
【図９】 [Figure 9]
【図１０】 [Figure 10]
【図１１】 FIG. 11
Claims (1)
吸気ポートを設けるとともに前記エンジンの燃焼室に副
吸気を供給する第１・第２副吸気ポートを設け、これら
第１・第２副吸気ポートを前記エンジンのシリンダヘッ
ドのヘッドデッキ面に対して平行に指向させるとともに
相互に離間し且つシリンダ壁に近接する側に位置させて
前記主吸気ポートに開口して設けたことを特徴とするエ
ンジンの吸気装置。1. A main intake port for supplying air-fuel mixture to a combustion chamber of an engine is provided, and first and second auxiliary intake ports for supplying auxiliary intake air to the combustion chamber of the engine are provided. The intake port is oriented parallel to the head deck surface of the cylinder head of the engine, is located away from each other and is close to the cylinder wall, and is opened in the main intake port. Engine intake device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4285398A JPH06123233A (en) | 1992-09-30 | 1992-09-30 | Air intake device of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4285398A JPH06123233A (en) | 1992-09-30 | 1992-09-30 | Air intake device of engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH06123233A true JPH06123233A (en) | 1994-05-06 |
Family
ID=17691019
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4285398A Pending JPH06123233A (en) | 1992-09-30 | 1992-09-30 | Air intake device of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH06123233A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6053145A (en) * | 1996-10-07 | 2000-04-25 | Yamaha Hatsudoki Kabushiki Kaisha | Direct injected engine |
| EP1167719A3 (en) * | 2000-06-28 | 2002-12-18 | AVL List GmbH | Combustion engine with at least two intake channels per cylinder |
-
1992
- 1992-09-30 JP JP4285398A patent/JPH06123233A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6053145A (en) * | 1996-10-07 | 2000-04-25 | Yamaha Hatsudoki Kabushiki Kaisha | Direct injected engine |
| EP1167719A3 (en) * | 2000-06-28 | 2002-12-18 | AVL List GmbH | Combustion engine with at least two intake channels per cylinder |
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