JPH0635835B2 - Internal combustion engine intake system - Google Patents

Internal combustion engine intake system

Info

Publication number
JPH0635835B2
JPH0635835B2 JP60037708A JP3770885A JPH0635835B2 JP H0635835 B2 JPH0635835 B2 JP H0635835B2 JP 60037708 A JP60037708 A JP 60037708A JP 3770885 A JP3770885 A JP 3770885A JP H0635835 B2 JPH0635835 B2 JP H0635835B2
Authority
JP
Japan
Prior art keywords
intake
manifold
valve
high speed
opened
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
Application number
JP60037708A
Other languages
Japanese (ja)
Other versions
JPS61200328A (en
Inventor
敬士 藤井
俊一 青山
加藤　　学
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP60037708A priority Critical patent/JPH0635835B2/en
Publication of JPS61200328A publication Critical patent/JPS61200328A/en
Publication of JPH0635835B2 publication Critical patent/JPH0635835B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
    • F02B27/0252—Multiple plenum chambers or plenum chambers having inner separation walls, e.g. comprising valves for the same group of cylinders
    • 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
    • F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
    • F02B27/0221—Resonance charging combined with oscillating pipe charging
    • 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0242—Fluid communication passages between intake ducts, runners or chambers
    • 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0289—Intake runners having multiple intake valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1816—Number of cylinders four
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/20—Multi-cylinder engines with cylinders all in one line
    • 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】 〈産業上の利用分野〉 本発明は、気筒毎に２つの吸気弁を備えた内燃機関の吸
気系の改善技術に関する。TECHNICAL FIELD The present invention relates to a technique for improving an intake system of an internal combustion engine having two intake valves for each cylinder.

〈従来の技術〉 この種の内燃機関の吸気系としては、例えば、第３図に
示すようなものがある（特願昭５８−２２５３５６号参
照）。<Prior Art> An intake system of this type of internal combustion engine is, for example, as shown in FIG. 3 (see Japanese Patent Application No. 58-225356).

即ち、各気筒毎に２つの吸気弁１Ａ，１Ｂとこれら吸気
弁１Ａ，１Ｂに至る２つの吸気ポート２Ａ，２Ｂを備
え、一方の吸気ポート２Ａに燃料噴射弁３，他方の吸気
ポート２Ｂにはバタフライ式の開閉弁４が備えられてい
る。そして、機関の低速域では前記開閉弁４を閉じて一
方の吸気ポート２Ａのみから吸気を行うことにより、燃
焼室５内にスワールを発生させて燃焼性を改善し、燃
費，出力，排気特性等の改善を図る。That is, each cylinder is provided with two intake valves 1A, 1B and two intake ports 2A, 2B leading to these intake valves 1A, 1B, and one intake port 2A has a fuel injection valve 3 and the other intake port 2B has A butterfly type on-off valve 4 is provided. Then, in the low speed region of the engine, the on-off valve 4 is closed and intake is performed from only one of the intake ports 2A to generate swirl in the combustion chamber 5 to improve combustibility and improve fuel efficiency, output, exhaust characteristics, etc. To improve.

一方、機関の高速域では、開閉弁４を開いて２つの吸気
ポート２Ａ，２Ｂから吸気を行うことにより、通気抵抗
を減少させて吸気充填効率を向上させ、高出力化を図っ
ている。On the other hand, in the high speed region of the engine, the on-off valve 4 is opened to intake air from the two intake ports 2A and 2B, thereby reducing the ventilation resistance and improving the intake charging efficiency to achieve high output.

尚、排気弁６Ａ，６Ｂと排気ポート７Ａ，７Ｂも気筒毎
に２個ずつ備えている。８は点火栓である。Two exhaust valves 6A and 6B and two exhaust ports 7A and 7B are provided for each cylinder. Reference numeral 8 is a spark plug.

〈発明が解決しようとする問題点〉 ところで、このものにおいては、開閉弁４を閉じる低速
域と開閉弁４を開く中・高速域とでは、吸気ポート２
Ａ，２Ｂの分岐点より上流側の吸気通路の大部分は共通
に使用されるため、該吸気通路の気柱の固有振動数は殆
ど変化せず、したがって、吸気脈動を利用したいわゆる
慣性過給を行う場合、低速域と中・高速域との双方で良
好な慣性過給効果を得ることはできなかった。<Problems to be Solved by the Invention> By the way, in this, in the low speed region where the on-off valve 4 is closed and in the middle and high speed regions where the on-off valve 4 is opened, the intake port 2
Most of the intake passages upstream of the branch points of A and 2B are commonly used, so that the natural frequency of the air column of the intake passages hardly changes. Therefore, so-called inertial supercharging using intake pulsation is performed. However, good inertia supercharging effect could not be obtained in both low speed range and middle and high speed range.

このため、第４図に示すように、２つの吸気ポート２
Ａ，２Ｂに夫々通路形状（長さ，断面積等）の異なる独
立したブランチ部９Ａ，９Ｂを介してコレクタ部９Ｃと
接続するマニホールド９を取り付けたものが本出願人に
より提案された（昭和60年２月28日出願）。10は吸気絞
り弁である。Therefore, as shown in FIG. 4, the two intake ports 2
The applicant of the present invention has proposed that A and 2B each have a manifold 9 connected to a collector portion 9C through independent branch portions 9A and 9B having different passage shapes (length, cross-sectional area, etc.) (Showa 60). (February 28, application). Reference numeral 10 is an intake throttle valve.

即ち、低速域では通路長が長く断面積の小さい低速用の
ブランチ９Ａにより低速域にマッチングした慣性過給を
行い、中・高速域では通路長が短く断面積の大きな高速
用のブランチ部９Ｂを開通させることにより、中・高速
域にマッチングした慣性過給を行うことを狙ったもので
ある。That is, in the low speed region, the branch 9A for low speed, which has a long passage length and a small cross-sectional area, performs inertia supercharging matching the low speed region, and in the middle and high speed regions, the branch portion 9B for high speed, which has a short passage length and a large cross-sectional area, By opening it, it aims to perform inertial supercharging matching the middle and high speed ranges.

しかしながら、このものにおいては、コレクタ部９Ｃは
１個で低速域と中・高速域とで共通に用いられるため、
開閉弁４が開く中・高速域においては、低速用のブラン
チ部９Ａにおいて生じる吸気脈動と中・高速用のブラン
チ部９Ｂにおいて生じる吸気脈動とがコレクタ部９Ｃに
おいて夫々の脈動を打ち消しあって減衰させる方向に干
渉してしまうため、慣性過給効果が十分に発揮されない
という問題を残していた。However, in this case, one collector unit 9C is commonly used in the low speed region and the medium and high speed regions.
In the middle / high speed range where the on-off valve 4 opens, the intake pulsation generated in the low speed branch portion 9A and the intake pulsation generated in the middle / high speed branch portion 9C cancel each other out in the collector portion 9C and attenuate them. Since they interfere with each other in the direction, the problem remains that the effect of inertial supercharging cannot be fully exerted.

本発明は、上記の実情に着目してなされたもので、開閉
弁が開く中・高速域においても慣性過給効果を十分に発
揮させることができ、トルク向上をより促進した内燃機
関の吸気装置を提供することを目的とする。The present invention has been made by paying attention to the above situation, and it is possible to sufficiently exert the effect of inertial supercharging even in the middle / high speed range where the opening / closing valve is opened, and the intake device of the internal combustion engine which further promotes the torque improvement. The purpose is to provide.

〈問題点を解決するための手段〉 このため、本発明は、吸気遮断手段を備えない吸気ポー
ト同士と、吸気遮断手段を備えた吸気ポートとに夫々低
速域と中・高速域との慣性過給に適合した異なる通路形
状のブランチ部とコレクタ部とからなる第１マニホール
ドと第２マニホールドとを接続し、これら２つのマニホ
ールドの上流端部に夫々吸気絞り弁を設けると共に、２
つのマニホールドのコレクタ部相互間を連通する連通路
と、該連通路に介装され前記吸気遮断手段が開かれる機
関の中・高速領域において前記第２マニホールドの慣性
過給の最大トルクが得られるマッチング点に近い速度領
域では閉じ、マッチング点から離れた速度領域では開く
ように開閉制御される制御弁とを設ける構成とする。<Means for Solving Problems> Therefore, according to the present invention, the inertia ports of the low speed region and the medium / high speed regions are respectively provided in the intake ports not provided with the intake air blocking unit and in the intake ports provided with the intake air blocking unit. A first manifold and a second manifold, each of which has a branch portion and a collector portion having different passage shapes suitable for supply, are connected to each other, and an intake throttle valve is provided at an upstream end of each of the two manifolds.
Matching for obtaining a maximum torque for inertial supercharging of the second manifold in a medium / high speed region of an engine in which the collector portions of the two manifolds communicate with each other and the intake air blocking means is opened in the communication passage. A control valve that is controlled to open and close so as to close in a speed range close to the point and open in a speed range away from the matching point.

〈作用〉 かかる構成において、吸気遮断手段が閉じる低速域で
は、第１マニホールドにより低速域に適合した慣性過給
が行え、また吸気遮断手段が開く運転領域では、中・高
速域の慣性過給に良好にマッチングする周辺の領域で
は、制御弁を閉じて第１マニホールドと第２マニホール
ドとで夫々生じる吸気脈動の干渉を防止して慣性過給を
積極的に利用し、慣性過給のマッチング点から離れ慣性
過給を行うことにより却って充填効率が低下する領域で
は、制御弁を開いて吸気脈動を干渉させて減衰させるこ
とにより充填効率の低下を防止するように切換制御す
る。<Operation> In such a configuration, in the low speed range where the intake air shutoff means is closed, the first manifold can perform inertial supercharging adapted to the low speed area, and in the operating area where the intake air shutoff means is opened, it is possible to perform inertial supercharging in the middle and high speed areas. In the peripheral region where the excellent matching is achieved, the control valve is closed to prevent the interference of the intake pulsation generated in each of the first manifold and the second manifold, and the inertia supercharging is positively used. In a region where the charging efficiency is rather reduced by performing the separate inertia supercharging, the control valve is opened to cause the intake pulsation to interfere and attenuate the switching control so that the charging efficiency is prevented from being reduced.

〈実施例〉 以下、本発明の実施例を図に基づいて説明する。<Example> An example of the present invention will be described below with reference to the drawings.

一実施例を示す第１図において、４気筒内燃機関の気筒
毎に第１吸気弁11Ａ及び第２吸気弁11Ｂと、これら吸気
弁に至る第１吸気ポート12Ａ及び第２吸気ポート12Ｂを
備える。また、第１吸気ポート12Ａには燃料噴射弁13、
第２吸気ポート12Ｂには機関の所定回転数未満の低速域
で閉じ、所定回転数以上の中・高速域では開くように開
閉制御される開閉弁14が夫々介装されている。In FIG. 1 showing an embodiment, a first intake valve 11A and a second intake valve 11B are provided for each cylinder of a 4-cylinder internal combustion engine, and a first intake port 12A and a second intake port 12B leading to these intake valves are provided. Further, the fuel injection valve 13,
The second intake port 12B is provided with an on-off valve 14 that is controlled to open and close so as to close in a low speed region of the engine lower than a predetermined rotation speed and open in a medium or high speed region of a predetermined rotation speed or higher.

そして、各気筒の第１吸気ポート12Ａには、機関の低速
域での慣性過給効果を高めるべく、通路長が大きく断面
積の小さな各ブランチ部15Ａと、これらブランチ部15Ａ
が集合するコレクタ部15Ｂとからなる第１マニホールド
15を接続する。The first intake port 12A of each cylinder is provided with branch portions 15A having a large passage length and a small cross-sectional area and these branch portions 15A in order to enhance the effect of inertia supercharging in the low speed region of the engine.
First manifold consisting of collector section 15B where
Connect 15

一方、各気筒の第２吸気ボート12Ｂには、機関の中・高
速域での慣性過給効果を高めるべく、通路長が小さく断
面積の大きな各ブランチ部16Ａと、これらブランチ部16
Ａが集合するコレクタ部16Ｂとからなる第２マニホール
ド16を接続する。On the other hand, in the second intake boat 12B of each cylinder, in order to enhance the inertia supercharging effect in the middle and high speed regions of the engine, each branch portion 16A having a small passage length and a large cross-sectional area, and these branch portions 16A
The second manifold 16 including the collector portion 16B where A is assembled is connected.

これら第１マニホールド15の上流端部及び第２マニホー
ルド16の上流端部には、夫々アクセル操作に連動して開
度制御される第１吸気絞り弁17及び第２吸気絞り弁18が
設けられる。At the upstream end of the first manifold 15 and the upstream end of the second manifold 16, a first intake throttle valve 17 and a second intake throttle valve 18 whose opening degrees are controlled in association with accelerator operation are provided.

この場合、第２吸気絞り弁18は、第１吸気絞り弁17と同
時に開かれるようにしてもよいが、第１吸気絞り弁17が
全開となった後に開かれるようにしてもよい。後者の場
合には、第２吸気絞り弁18が吸気遮断手段の機能を兼ね
るので開閉弁14を省略してもよい。但し、第２吸気ポー
ト12Ｂへの排気の吹き返し量を十分減少させるためには
残しておいてもよい。In this case, the second intake throttle valve 18 may be opened simultaneously with the first intake throttle valve 17, but may be opened after the first intake throttle valve 17 is fully opened. In the latter case, the on-off valve 14 may be omitted because the second intake throttle valve 18 also functions as the intake air cutoff means. However, it may be left in order to sufficiently reduce the amount of exhaust gas blown back to the second intake port 12B.

また、第１マニホールド15のコレクタ部15Ｂと第２マニ
ホールド16のコレクタ部16Ｂとの間を連通する連通路19
と、該連通路19に介装され機関運転条件に応じて開閉制
御される制御弁20とが設けられる。In addition, a communication passage 19 that connects the collector portion 15B of the first manifold 15 and the collector portion 16B of the second manifold 16 to each other.
And a control valve 20 provided in the communication passage 19 and controlled to open / close in accordance with engine operating conditions.

次に作用を説明する。Next, the operation will be described.

機関の低速域においては、開閉弁14が閉じ、吸気は第１
マニホールド15から各気筒の第１吸気ポート12Ａを経由
して第１吸気弁11Ａのみから燃焼室内に供給される。In the low speed region of the engine, the on-off valve 14 is closed and the intake is the first
It is supplied into the combustion chamber from the manifold 15 only via the first intake valve 11A via the first intake port 12A of each cylinder.

したがって、第１マニホールド15のブランチ部15Ａの通
路形状によって定まる気柱の固有振動数により機関の低
速域にマッチングした慣性過給が良好に行われ、吸気充
填効率が高められて第２図のＡ特性に示すように低速域
でのトルクを十分に高めることができる。Therefore, due to the natural frequency of the air column determined by the passage shape of the branch portion 15A of the first manifold 15, the inertia supercharging matched to the low speed region of the engine is favorably performed, and the intake charging efficiency is increased to improve the intake charging efficiency. As shown in the characteristics, the torque in the low speed range can be sufficiently increased.

尚、この場合、開閉弁14は閉じているので、制御弁20は
開または閉のいずれでも気柱の固有振動数は殆ど変わら
ず、トルク特性に大差はない。In this case, since the on-off valve 14 is closed, whether the control valve 20 is open or closed does not significantly change the natural frequency of the air column, and there is no great difference in torque characteristics.

又、第１吸気弁11Ａの閉時期は、下死点付近と早めに設
定すれば、低速域にマッチングする吸気通路長を少しで
も短くコンパクト化できると共に、実圧縮比を大きくな
るため、この面からも吸気充填効率が高められ、トルク
を向上できる。If the closing timing of the first intake valve 11A is set early near the bottom dead center, the intake passage length matching the low speed range can be shortened as much as possible and the actual compression ratio can be increased. Also, the intake charging efficiency is increased and the torque can be improved.

一方、機関の所定回転数以上の中・高速域においては、
開閉弁14が開かれ、第２マニホールド16，第２吸気ポー
ト12Ｂを経て第２吸気弁11Ｂからも吸気が行われる。On the other hand, in the medium and high speed range above the specified engine speed,
The on-off valve 14 is opened, and intake is also performed from the second intake valve 11B via the second manifold 16 and the second intake port 12B.

かかる中・高速域で制御弁20を閉じた場合は、第１マニ
ホールド15と第２マニホールド16とで夫々生じる吸気脈
動の干渉が防止されるので、第２マニホールド16のブラ
ンチ部16Ａ形状による慣性過給を利用したトルク特性が
得られ、第２図のＢで示すように最大トルクを十分に高
めることができる。When the control valve 20 is closed in such a medium / high speed range, the interference of the intake pulsation generated in the first manifold 15 and the second manifold 16 is prevented, so that the inertial excess due to the branch portion 16A shape of the second manifold 16 is prevented. A torque characteristic using the supply is obtained, and the maximum torque can be sufficiently increased as shown by B in FIG.

これに対し、制御弁20を開いた場合は、第１マニホール
ド15と第２マニホールド16とで夫々生じる吸気脈動が連
通路19を介して夫々のコレクタ部15Ｂ，16Ｂ内で干渉し
合い、脈動は減衰されてトルク特性は第２図のＣで示す
ようになる。On the other hand, when the control valve 20 is opened, the intake pulsations generated in the first manifold 15 and the second manifold 16 interfere with each other in the collector portions 15B and 16B via the communication passage 19, and the pulsation is reduced. After being damped, the torque characteristic becomes as shown by C in FIG.

この特性Ｃを、前記制御弁20を閉じた時の慣性過給を有
効利用した特性Ｂと比較すると、慣性過給のマッチング
点から離れた領域では脈動の負圧波が吸気行程に同期し
てしまうため、脈動を減衰させた方が吸気充填効率が向
上し、高いトルクを得られる。Comparing this characteristic C with the characteristic B that effectively utilizes the inertial supercharging when the control valve 20 is closed, the pulsating negative pressure wave is synchronized with the intake stroke in a region away from the inertial supercharging matching point. Therefore, when the pulsation is damped, the intake charging efficiency is improved and a high torque can be obtained.

したがって、第２図に示すように、慣性過給のマッチン
グ点（最大トルク点）周辺の領域では、制御弁20を閉じ
て慣性過給を積極的に活用し、マッチング点から低速側
と高速側とに大きく離れた領域では制御弁20を開いて常
にトルクが高い側となるように切換制御する。但し、実
用上は機関回転数のみで制御弁20を制御しても殆ど支障
はない。Therefore, as shown in FIG. 2, in a region around the matching point (maximum torque point) of inertia supercharging, the control valve 20 is closed to positively utilize the inertia supercharging, and the low speed side and the high speed side from the matching point. In a region greatly separated from and, the control valve 20 is opened to perform switching control so that the torque is always on the high side. However, in practice, controlling the control valve 20 only by the engine speed will cause almost no problem.

尚、第２吸気弁11Ｂは、第１吸気弁11Ａに比べて閉時期
を圧縮行程半ば近くまで遅らせて設定し、実圧縮比を小
さくして耐ノック性を向上させることによってもトルク
向上を図るのがよい。The second intake valve 11B is set to have a closing timing delayed to near the middle of the compression stroke as compared with the first intake valve 11A, and the actual compression ratio is reduced to improve knock resistance, thereby improving the torque. Is good.

上記実施例では吸気遮断手段として開閉弁14によった
が、これに代え第２吸気弁11Ｂを低速時閉塞停止するこ
とにより吸気遮断手段としてもよい。Although the on-off valve 14 is used as the intake cutoff means in the above embodiment, it may be replaced with an intake cutoff means by stopping the second intake valve 11B at low speed.

〈発明の効果〉 以上説明したように、本発明によれば、吸気遮断手段非
装着側の吸気ポートに接続されるマニホールドと、吸気
遮断手段装着側の吸気ポートに接続されるマニホールド
とを別個に設け、夫々のコレクタ部相互を連通させた連
通路を吸気遮断手段が開かれる機関の中・高速領域にお
いて前記第２マニホールドの慣性過給の最大トルクが得
られるマッチング点に近い速度領域では閉じ、マッチン
グ点から離れた速度領域では開くように制御される制御
弁によって開閉切換する構成としたため、吸気遮断手段
が閉じる低速域は勿論のこと、特に吸気遮断手段が開か
れる中・高速域においても慣性過給を十分有効に利用す
ることができ、また、慣性過給特性が却って悪影響を及
ぼす領域では慣性過給機能を低下させることにより、全
運転領域に亘って吸気充填効率の向上を図れ、トルク特
性を改善することができる。<Effects of the Invention> As described above, according to the present invention, the manifold connected to the intake port on which the intake blocking means is not mounted and the manifold connected to the intake port on the intake blocking means are separately provided. A communication passage that connects the respective collector parts to each other is closed in a speed region close to a matching point where the maximum torque of inertial supercharging of the second manifold is obtained in the medium and high speed regions of the engine in which the intake cutoff means is opened, Since the control valve is controlled to open and close in the speed range away from the matching point, inertia is maintained not only in the low speed range where the intake cutoff unit closes but also in the middle and high speed ranges where the intake cutoff unit opens. Supercharging can be used sufficiently effectively, and by reducing the inertial supercharging function in the area where the inertial supercharging characteristic adversely affects, The intake charging efficiency can be improved over the rotation range, and the torque characteristics can be improved.

【図面の簡単な説明】[Brief description of drawings]

第１図は本発明の一実施例の概要構成を示す断面図、第
２図は同上実施例のトルク特性を示す線図、第３図は本
出願人による第１の先願例の概要構成を示す断面図、第
４図は同じく本出願人による第２の先願例の概要構成を
示す断面図である。 11Ａ……第１吸気弁、11Ｂ……第２吸気弁、12Ａ……第
１吸気ポート、12Ｂ……第２吸気ポート、14……開閉
弁、15……第１マニホールド、15Ａ……ブランチ部、15
Ｂ……コレクタ部、16……第２マニホールド、16Ａ……
ブランチ部、16Ｂ……コレクタ部、17……第１吸気絞り
弁、18……第２吸気絞り弁、19……連通路、20……制御
弁FIG. 1 is a cross-sectional view showing a schematic configuration of an embodiment of the present invention, FIG. 2 is a diagram showing torque characteristics of the above-mentioned embodiment, and FIG. 3 is a schematic configuration of a first prior application example by the applicant. FIG. 4 is a sectional view showing a schematic configuration of a second prior application example also by the present applicant. 11A ... first intake valve, 11B ... second intake valve, 12A ... first intake port, 12B ... second intake port, 14 ... open / close valve, 15 ... first manifold, 15A ... branch part , 15
B …… Collector section, 16 …… Second manifold, 16A ……
Branch section, 16B ... Collector section, 17 ... First intake throttle valve, 18 ... Second intake throttle valve, 19 ... Communication passage, 20 ... Control valve

Claims (1)

【特許請求の範囲】[Claims] 【請求項１】気筒毎に２つの吸気弁と、これら吸気弁に
至る２つの独立した吸気ポートとを備えると共に、一方
の吸気ポートに機関の低速域で閉じ、中・高速域で開く
ように開閉制御される吸気遮断手段を備えてなる内燃機
関の吸気装置において、 各気筒の吸気遮断手段を備えない側の吸気ポート同士に
は、低速域での慣性過給に適合した通路形状を有するブ
ランチ部及びコレクタ部からなる第１マニホールドを接
続し、 吸気遮断手段を備えた側の吸気ポート同士には、中・高
速域での慣性過給に適合した通路性状を有するブランチ
部及びコレクタ部からなる第２マニホールドを接続し、 かつ、これら２つのマニホールドの上流端部に夫々吸気
絞り弁を設けると共に、 ２つのマニホールドのコレクタ部相互間を連通する連通
路と、 該連通路に介装され前記吸気遮断手段が開かれる機関の
中・高速領域において前記第２マニホールドの慣性過給
の最大トルクが得られるマッチング点に近い速度領域で
は閉じ、マッチング点から離れた速度領域では開くよう
に開閉制御される制御弁と、 を設けたことを特徴とする内燃機関の吸気装置。1. A cylinder is provided with two intake valves and two independent intake ports leading to these intake valves, and one of the intake ports is closed in a low speed region of the engine and opened in a medium or high speed region. In an intake system for an internal combustion engine, which is provided with an intake cutoff device that is controlled to open and close, a branch having a passage shape suitable for inertia supercharging in a low speed range is provided between intake ports of each cylinder on the side not provided with the intake cutoff device. And a collector section are connected to each other, and the intake ports on the side provided with the intake cutoff means are composed of a branch section and a collector section having passage characteristics suitable for inertial supercharging in the middle / high speed range. A second manifold is connected, and an intake throttle valve is provided at an upstream end of each of the two manifolds, and a communication passage that communicates between the collector portions of the two manifolds and the communication passage. In the middle / high speed region of the engine in which the intake cutoff means is opened, the second manifold is closed in the velocity region close to the matching point where the maximum torque of inertial supercharging is obtained, and opened in the velocity region distant from the matching point. An intake device for an internal combustion engine, comprising: a control valve that is controlled to open and close as described above.
JP60037708A 1985-02-28 1985-02-28 Internal combustion engine intake system Expired - Lifetime JPH0635835B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP60037708A JPH0635835B2 (en) 1985-02-28 1985-02-28 Internal combustion engine intake system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP60037708A JPH0635835B2 (en) 1985-02-28 1985-02-28 Internal combustion engine intake system

Publications (2)

Publication Number Publication Date
JPS61200328A JPS61200328A (en) 1986-09-04
JPH0635835B2 true JPH0635835B2 (en) 1994-05-11

Family

ID=12505022

Family Applications (1)

Application Number Title Priority Date Filing Date
JP60037708A Expired - Lifetime JPH0635835B2 (en) 1985-02-28 1985-02-28 Internal combustion engine intake system

Country Status (1)

Country Link
JP (1) JPH0635835B2 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02140419A (en) * 1988-04-19 1990-05-30 Nippon Denso Co Ltd Air intake control device of internal combustion engine and internal combustion engine with its device
JP2501520Y2 (en) * 1989-07-20 1996-06-19 三菱自動車工業株式会社 Engine intake inertia supercharger

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS613925U (en) * 1984-06-13 1986-01-11 マツダ株式会社 Diesel engine intake system

Also Published As

Publication number Publication date
JPS61200328A (en) 1986-09-04

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