JPS58206815A - Controlling of opening and closing of intake ports for double-intake type internal-combustion engine - Google Patents
Controlling of opening and closing of intake ports for double-intake type internal-combustion engineInfo
- Publication number
- JPS58206815A JPS58206815A JP57090758A JP9075882A JPS58206815A JP S58206815 A JPS58206815 A JP S58206815A JP 57090758 A JP57090758 A JP 57090758A JP 9075882 A JP9075882 A JP 9075882A JP S58206815 A JPS58206815 A JP S58206815A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- valve
- opening
- fuel
- combustion engine
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-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
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F2001/244—Arrangement of valve stems in cylinder heads
- F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は自動車等の車輌に用いられる二吸気式内燃機関
の吸気ボート開閉制御方法に係る。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an intake boat opening/closing control method for a two-intake internal combustion engine used in vehicles such as automobiles.
二吸気式内燃機関として、一つの気筒に、第一の吸気ポ
ート及び第二の吸気ポートと、前記第一の吸気ポート及
び前記第二の吸気ポートを各々個別に開閉する第一の吸
気弁と第二の吸気弁とを備えたものがあり、この内燃機
関に於ては、前記第一の吸気ポートより燃料と空気との
混合気を吸入し、前記第二の吸気ポートより空気のみを
吸入することにより成層燃焼を行う。As a two-intake internal combustion engine, one cylinder has a first intake port, a second intake port, and a first intake valve that individually opens and closes the first intake port and the second intake port. Some internal combustion engines are equipped with a second intake valve, and in this internal combustion engine, a mixture of fuel and air is taken in through the first intake port, and only air is taken in through the second intake port. By doing so, stratified combustion is performed.
上述の如き型の二吸気式内燃機関に於て、第一の吸気ポ
ートに燃料鳴射弁によりガソリンの如き液体燃料を噴射
供給することが考えられており、この場合、第一の吸気
ポートより機関燃焼室に濃混合気を供給するため、第一
の吸気ポートに於ては該ボートを経て機関燃焼室に吸入
される吸入空気量に対して燃料量が多く、このため特に
機関冷間時には吸気ポートの内壁面に付着する液滴燃料
量が一般的な内燃機関に比して多い。このため、加速、
減速の如き過渡運転時には機関燃焼室内に吸入される混
合気の空燃比が大きくばらつき、所謂加速リーン、減速
リッチとなり、加速増量の要求値が大きくなり、燃費が
悪化するばかりでなく排気ガス中の有害成分が増大し、
また点火プラグの燻りが生じ易くなる。In the above-mentioned type of two-intake internal combustion engine, it has been considered to inject and supply liquid fuel such as gasoline to the first intake port using a fuel injection valve. In order to supply a rich mixture to the engine combustion chamber, the amount of fuel at the first intake port is large compared to the amount of intake air sucked into the engine combustion chamber via the boat, and for this reason, especially when the engine is cold. The amount of fuel droplets adhering to the inner wall of the intake port is larger than in a typical internal combustion engine. For this reason, acceleration,
During transient operation such as deceleration, the air-fuel ratio of the air-fuel mixture taken into the engine combustion chamber varies greatly, resulting in so-called acceleration lean and deceleration rich, which increases the required value for acceleration increase, which not only worsens fuel efficiency but also increases the Harmful ingredients increase,
Also, the spark plug becomes more likely to smolder.
本発明は壁面付着燃料を素早く機関燃焼室に供給でき、
また燃料の霧化を促進して壁面付着燃料鏝を減少するこ
とができる二吸気式内燃機関の吸気ポート開閉制御方法
を提供することを目的としている。The present invention can quickly supply fuel adhering to the wall to the engine combustion chamber,
Another object of the present invention is to provide an intake port opening/closing control method for a two-intake internal combustion engine that can promote fuel atomization and reduce fuel particles adhering to walls.
本発明は上述の如き型の二吸気式内燃機関の吸気ポート
開閉制御方法にして、前記第一の吸気弁の開弁開始時期
は前記第二の吸気弁のそれより早く排気行程後期であり
、前記第二の吸気弁の開弁開始時期は排気行程終了時で
あることを特徴とする吸気ポート開閉剖御方法によって
達成される。The present invention provides an intake port opening/closing control method for a two-intake internal combustion engine as described above, in which the opening timing of the first intake valve is earlier than that of the second intake valve and is in the latter half of the exhaust stroke; This is achieved by an intake port opening/closing control method characterized in that the second intake valve starts opening at the end of the exhaust stroke.
本発明によれば、混合気を供給する側の吸気ポートの排
気弁が他方の吸気ポートの吸気弁より早く開くことによ
り、その他方の吸気弁が開くまでの間は吸入空気の全て
が燃料供給側の吸気ポートを通過するため、この吸気ボ
ー′トに速い流速の空気流が生じ、これにより吸気ポー
トの内壁面や吸気弁に付着していた液滴燃料が速やかに
機関燃焼室に運ばれるようになる。また燃料供給側の吸
気弁の開弁開始時期が排気行程後期であることにより、
これの開弁初期にその吸気ポートに排気ガスの吹返しが
生じ、この排気ガスの吹返しにより吸気ポートの内壁面
や吸気弁に付着していた液滴燃料の微粒子化及び気化が
行われ、これら燃料が吸気行程時に速やかに機関燃焼室
内に吸入されるようになる。また、空気のみを供給する
吸気ポートの吸気弁は排気行程が終了すると同時に開弁
するので、上述の如き効果が得られた上で大きい吸入空
気量を確保でき、内燃機関の充填効率の低下が回避され
る。According to the present invention, by opening the exhaust valve of the intake port on the side that supplies the air-fuel mixture earlier than the intake valve of the other intake port, all of the intake air is supplied with fuel until the other intake valve opens. Since the fuel passes through the intake port on the side, a high-velocity airflow is generated in this intake boat, which quickly transports fuel droplets adhering to the inner wall of the intake port and the intake valve to the engine combustion chamber. It becomes like this. In addition, since the intake valve on the fuel supply side starts opening in the latter half of the exhaust stroke,
At the beginning of opening of this valve, exhaust gas blows back to the intake port, and this blowback of exhaust gas atomizes and vaporizes the fuel droplets that were attached to the inner wall surface of the intake port and the intake valve. These fuels are quickly drawn into the engine combustion chamber during the intake stroke. In addition, since the intake valve at the intake port that supplies only air opens at the same time as the exhaust stroke ends, it is possible to obtain the above-mentioned effects and to secure a large amount of intake air, which reduces the reduction in the filling efficiency of the internal combustion engine. Avoided.
上述の如く燃料が機、関燃焼室内に速やかに供給される
ことにより、加速、減速等の過渡運転時に機関燃焼室内
に供給される混合気の空燃比が人きくばらつくことが防
止され、過渡運転性が改善される。また機関冷間時、の
加速増量を低減でき、これにより排気ガス中の１有害成
分を減少でき、また点火プラグの燻りを回避することが
できる。As mentioned above, by quickly supplying fuel into the engine combustion chamber, it is possible to prevent the air-fuel ratio of the mixture supplied into the engine combustion chamber from fluctuating greatly during transient operations such as acceleration and deceleration. sex is improved. Further, it is possible to reduce the increase in acceleration when the engine is cold, thereby reducing one harmful component in the exhaust gas, and avoiding smoldering of the spark plug.
以下に添付の図を参照して本発明を実施例について詳細
に説明する。第１図は本発明による吸気ポート開閉制御
方法を実施する二吸気式内燃機関の一つの実施例を示を
概略構成図である。図に於て、１は多気筒内燃機関を示
しており、該内燃機関はシリンダブロック２とシリンダ
ヘッド３とを有している。シリンダブロック２はその内
部に形成されたシリンダボア〈気筒〉内にピストン４を
受入れており、そのピストン４の上方に前記シリンダヘ
ッドと共働して燃焼室５を郭定している。The invention will now be described in detail by way of example embodiments with reference to the accompanying drawings. FIG. 1 is a schematic configuration diagram showing one embodiment of a two-intake internal combustion engine implementing the intake port opening/closing control method according to the present invention. In the figure, 1 indicates a multi-cylinder internal combustion engine, and the internal combustion engine has a cylinder block 2 and a cylinder head 3. The cylinder block 2 receives a piston 4 in a cylinder bore formed therein, and defines a combustion chamber 5 above the piston 4 in cooperation with the cylinder head.
シリンダヘッド３には各気筒毎に一つの入口端６と燃焼
￥５へ開口した二つの出口端７及び８とを有する吸気ポ
ート９と、排気ポート２５が形成されている。第２図に
良く示されている如く、吸気ポート９の開口端７は比較
的大きく、この開口端７と入口端６とはヘリカル通路１
０により接続されており、これに対し開口端８は比較的
小さく、この開口端８と入口端６とはストレート通路１
１により接続されている。開口端７は第一の吸気弁１２
により開閉され、また開口端８は第二の吸気弁１３によ
り開閉されるようになっている。排気ポート２５は排気
弁２６により開閉されるようになっている。The cylinder head 3 is formed with an intake port 9 and an exhaust port 25, each having one inlet end 6 and two outlet ends 7 and 8 open to the combustion chamber 5 for each cylinder. As clearly shown in FIG. 2, the opening end 7 of the intake port 9 is relatively large, and the opening end 7 and the inlet end 6 are connected to the helical passage 1.
0, whereas the open end 8 is relatively small, and the open end 8 and the inlet end 6 are connected by a straight passage 1.
1. The open end 7 is the first intake valve 12
The opening end 8 is opened and closed by a second intake valve 13. The exhaust port 25 is opened and closed by an exhaust valve 26.
またシリンダヘッド３には点火プラグ２４が取付けられ
てあり、この点火プラグ２４の火花放電部は燃焼室５の
中央領域より周縁側へ偏倚した位置にある。Further, an ignition plug 24 is attached to the cylinder head 3, and a spark discharge portion of the ignition plug 24 is located at a position offset from the central region of the combustion chamber 5 toward the peripheral edge.
吸気ポート９はその人口端６にて吸気マニホールド１４
に接続されている。吸気マニホールド１４はサージタン
ク１５と一体に形成され、このサージタンク１５にはエ
アクリーナ１６、エアフロメータ１７、スロットル弁１
９を備えたスロットルボデー２０を経て空気が供給され
るようになっている。また、スロットルボデー２０のス
ロットル弁１９より上流側とサージタンク１５とは途中
にエアバルブ２１を有するバイパス通路２２によって接
続されている。The intake port 9 is connected to the intake manifold 14 at its artificial end 6.
It is connected to the. The intake manifold 14 is formed integrally with a surge tank 15, and the surge tank 15 includes an air cleaner 16, an air flow meter 17, and a throttle valve 1.
Air is supplied through a throttle body 20 provided with 9. Further, the upstream side of the throttle body 20 from the throttle valve 19 and the surge tank 15 are connected by a bypass passage 22 having an air valve 21 in the middle.
内燃機関１は各気筒毎に燃料噴射弁２３を有しており、
この燃料噴射弁２３は、第２図によく示されている如く
、吸気ポート９の開口端７へ向けてガソリンの如き液体
燃料を噴射するようになっている。The internal combustion engine 1 has a fuel injection valve 23 for each cylinder,
As clearly shown in FIG. 2, this fuel injection valve 23 is designed to inject liquid fuel such as gasoline toward the open end 7 of the intake port 9.
第−及び第二の吸気弁１２．１３及び排気弁２６は各々
図示されていないそれ自身周知の動弁装置により各々個
別に開閉駆動されるようになっており、第一の吸気弁１
２の開弁開始時期は第二の吸気弁１３のそれより早く、
排気行程後期、即ち排気弁２６がまだ開いている時であ
り、第二の吸気弁１３の開弁開始時期は排気行程終了時
、即ち排気弁２６が閉じた時である。The first and second intake valves 12 and 13 and the exhaust valve 26 are individually driven to open and close by a well-known valve operating device (not shown).
The opening timing of the second intake valve 13 is earlier than that of the second intake valve 13,
This is the latter half of the exhaust stroke, ie, when the exhaust valve 26 is still open, and the opening timing of the second intake valve 13 is at the end of the exhaust stroke, ie, when the exhaust valve 26 is closed.
第３図は第−及び第二の吸気弁１２．１３及び排気弁２
６の開閉時期を示すグラフである。尚、このグラフに於
て、Ａは排気弁２６の開弁特性を、Ｂは第一の吸気弁１
２の開弁特性を、Ｃは第二の吸気弁１３の開弁特性を各
々示している。このグラフからも明らかな如く、第一の
吸気弁１２の開弁開始時期は第二の吸気弁の１３のそれ
より早く、期間りに於て排気弁２６とオーバラップして
おり、第二の吸気弁１３は排気弁２６が完全に閉弁じた
とき開弁し始める。また第−及び第二の吸気弁１２．１
３の閉弁時期は互いに同じであり、これは吸気行程終了
時である。Figure 3 shows the first and second intake valves 12.13 and exhaust valve 2.
6 is a graph showing the opening/closing timing of No. 6. In this graph, A represents the opening characteristic of the exhaust valve 26, and B represents the opening characteristic of the first intake valve 1.
C shows the valve opening characteristic of the second intake valve 13, and C shows the valve opening characteristic of the second intake valve 13, respectively. As is clear from this graph, the opening timing of the first intake valve 12 is earlier than that of the second intake valve 13, and overlaps with the exhaust valve 26 for a period of time. The intake valve 13 begins to open when the exhaust valve 26 is completely closed. Also the first and second intake valves 12.1
The valve closing timings of No. 3 are the same, and this is at the end of the intake stroke.
上述の如く第−及び第二の吸気弁１２．１３の開閉時期
が設定されていることにより、燃料噴射弁２３より吸気
ポート９の開口端７へ向けて噴射された液体燃料が速や
かに燃焼室５内に供給され、またオーバラップ時に生じ
る排気ガスの吹返しによりその燃料の気化及び微粒子化
が促進され、より一層速やかにその燃料が燃焼室５内に
吸入されるようになる。また、開口端８には排気ガスの
吹返しが生じず、この開口端８か開いている時期が可及
的に長く、これによって大きい吸入空気量が確保され、
機関の充填効率の低下が回避され、機関の最大出力の低
下が防止される。Since the opening and closing timings of the first and second intake valves 12 and 13 are set as described above, the liquid fuel injected from the fuel injection valve 23 toward the open end 7 of the intake port 9 quickly enters the combustion chamber. The blowback of exhaust gas generated during overlap promotes vaporization and atomization of the fuel, and the fuel is drawn into the combustion chamber 5 more quickly. In addition, exhaust gas does not blow back at the open end 8, and the open end 8 remains open for as long as possible, thereby ensuring a large amount of intake air.
A decrease in engine charging efficiency is avoided, and a decrease in maximum output of the engine is prevented.
以上に於ては本発明を特定の実施例について詳細に説明
したが、本発明はこれに限定されるものではなく本発明
の範囲内にて種々の実施例が可能であることは当業者に
とって明らかであろう。Although the present invention has been described in detail with respect to specific embodiments above, it will be appreciated by those skilled in the art that the present invention is not limited thereto and that various embodiments can be made within the scope of the present invention. It should be obvious.
第１図は本発明による吸気ポート開閉制御方法を実施す
る二吸気式内燃機関の一つの実施例を示す概略構成図、
第２図は第１図に示された二吸気式内燃機関の一つの気
筒に於（ブる吸、排気ポートの位置関係を示す平面図、
第３図は本発明による吸気ポート開閉制御方法に於ける
吸気弁及び排気弁の開閉時期を示すグラフである。
１・・・内燃機関、２・・・シリンダブロック、３・・
・シリンダヘッド、４・・・ピストン、５・・・燃焼室
、６・・・入口端、７．８・・・出口端、９・・・吸気
ポート、１０・・・ヘリカル通路、１１・・・ストレー
ト通路、１２．１３・・・吸気弁、１４・・・吸気マニ
ホールド、１５・・・サージタンク、１６・・・エアク
リーナ、１７・・・エアフロメータ、１８・・・吸気チ
ューブ、１９・・・スロットル弁、２０・・・スロット
ルボデー、２１・・・エアバルブ、２２・・・バイパス
通路、２３・・・燃料噴射弁。
２４・・・点火プラグ、２５・・・排気ポート、２６・
・・排気弁
特許出願人 トヨタ自動車工業株式会社代 理
人 弁理士 明 石 昌
毅第２図
第３図FIG. 1 is a schematic configuration diagram showing one embodiment of a two-intake internal combustion engine implementing the intake port opening/closing control method according to the present invention;
Figure 2 is a plan view showing the positional relationship of the intake and exhaust ports in one cylinder of the two-intake internal combustion engine shown in Figure 1.
FIG. 3 is a graph showing the opening/closing timing of the intake valve and exhaust valve in the intake port opening/closing control method according to the present invention. 1... Internal combustion engine, 2... Cylinder block, 3...
・Cylinder head, 4...Piston, 5...Combustion chamber, 6...Inlet end, 7.8...Outlet end, 9...Intake port, 10...Helical passage, 11...・Straight passage, 12. 13... Intake valve, 14... Intake manifold, 15... Surge tank, 16... Air cleaner, 17... Air flow meter, 18... Intake tube, 19... - Throttle valve, 20... Throttle body, 21... Air valve, 22... Bypass passage, 23... Fuel injection valve. 24...Spark plug, 25...Exhaust port, 26.
...Exhaust valve patent applicant Toyota Motor Corporation Representative Patent attorney Masa Akashi
Tsuyoshi Figure 2 Figure 3
Claims (1)
と前記第一の吸気ポート及び前記第二の吸気ポートを各
々個別に開閉する第一の吸気弁と第二の吸気弁とを有し
、前記第一の吸気ポートより燃料と空気との混合気を吸
入し、前記第二の吸気ポートより空気を吸入する二吸気
式内燃機関の吸気ボート開閉制御方法にして、前記第一
の吸気弁の開弁開始位置は前記第二の吸気弁のそれより
早く排気行程後期であり、前記第二の吸気弁の開弁開始
時期は排気行程終了時であることを特徴とする吸気ボー
ト開閉制御方法。A first intake port, a second intake port, and a first intake valve and a second intake valve that individually open and close the first intake port and the second intake port in one cylinder. and a method for controlling the opening and closing of an intake boat for a two-intake internal combustion engine, in which a mixture of fuel and air is taken in from the first intake port, and air is taken in from the second intake port, The opening/closing of the intake boat is characterized in that the opening start position of the intake valve is earlier than that of the second intake valve and is in the latter half of the exhaust stroke, and the opening start time of the second intake valve is at the end of the exhaust stroke. Control method.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57090758A JPS58206815A (en) | 1982-05-28 | 1982-05-28 | Controlling of opening and closing of intake ports for double-intake type internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57090758A JPS58206815A (en) | 1982-05-28 | 1982-05-28 | Controlling of opening and closing of intake ports for double-intake type internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58206815A true JPS58206815A (en) | 1983-12-02 |
| JPH0137572B2 JPH0137572B2 (en) | 1989-08-08 |
Family
ID=14007502
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57090758A Granted JPS58206815A (en) | 1982-05-28 | 1982-05-28 | Controlling of opening and closing of intake ports for double-intake type internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58206815A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5925015A (en) * | 1982-07-31 | 1984-02-08 | Nissan Motor Co Ltd | Suction device of internal combustion engine |
| JPS60195913U (en) * | 1984-06-08 | 1985-12-27 | 日産自動車株式会社 | Multi-intake valve internal combustion engine |
| JPS6223510A (en) * | 1985-07-22 | 1987-01-31 | Nissan Motor Co Ltd | Multi-cylinder internal combustion engine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5015906B2 (en) * | 1973-06-15 | 1975-06-09 |
-
1982
- 1982-05-28 JP JP57090758A patent/JPS58206815A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5015906B2 (en) * | 1973-06-15 | 1975-06-09 |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5925015A (en) * | 1982-07-31 | 1984-02-08 | Nissan Motor Co Ltd | Suction device of internal combustion engine |
| JPS60195913U (en) * | 1984-06-08 | 1985-12-27 | 日産自動車株式会社 | Multi-intake valve internal combustion engine |
| JPS6223510A (en) * | 1985-07-22 | 1987-01-31 | Nissan Motor Co Ltd | Multi-cylinder internal combustion engine |
| JPH0568603B2 (en) * | 1985-07-22 | 1993-09-29 | Nissan Motor |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0137572B2 (en) | 1989-08-08 |
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