JPS5910737A - Internal combustion engine - Google Patents
Internal combustion engineInfo
- Publication number
- JPS5910737A JPS5910737A JP57119192A JP11919282A JPS5910737A JP S5910737 A JPS5910737 A JP S5910737A JP 57119192 A JP57119192 A JP 57119192A JP 11919282 A JP11919282 A JP 11919282A JP S5910737 A JPS5910737 A JP S5910737A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- passage
- suction
- internal combustion
- 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
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10072—Intake runners
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
- F02M35/112—Intake manifolds for engines with cylinders all in one line
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
- F02M35/1045—Intake manifolds characterised by the charge distribution between the cylinders/combustion chambers or its homogenisation
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
この発明は内燃機関における吸気通路の改良に係り９％
に３気筒内燃機関の吸気マニホルド形状を無理のないも
のとしてスワールの発生を効果的に行い、しかも各吸気
通路の吸気抵抗を同一とし。DETAILED DESCRIPTION OF THE INVENTION This invention relates to the improvement of an intake passage in an internal combustion engine.
To effectively generate swirl, the shape of the intake manifold of a three-cylinder internal combustion engine is made reasonable, and the intake resistance of each intake passage is made the same.
吸気の分配を良好に行い、＠気筒の燃焼性を改善した内
燃機関に関する。This invention relates to an internal combustion engine that achieves good intake air distribution and improves the combustibility of cylinders.
従来、第１図に示す如く、３気筒内燃機関のシリンダヘ
ッド２に形成される吸気ボート３は夫々同形状、同配置
で設けられていた。そのため、該吸気通路６の長さが夫
々異なり、しかも無理な形状となり、吸気抵抗が不等と
なり、スワールの発生が悪化し、しかも吸気の分配が良
好になされず。Conventionally, as shown in FIG. 1, intake boats 3 formed in the cylinder head 2 of a three-cylinder internal combustion engine have been provided with the same shape and the same arrangement. As a result, the lengths of the intake passages 6 are different and the shape is unreasonable, resulting in unequal intake resistance, worsening of swirl, and poor distribution of intake air.
燃焼性を向上することができないという不都合があった
。There was a disadvantage that flammability could not be improved.
そこでこの発明の目的は、３気筒内燃機関の吸気マニホ
ルドの両側の第１と第３吸気通路とを平面図において略
対称に形成配置れ、第２吸気Ａ吸気パルプ近傍部分ケ他
の吸気通路の一方と同方向に指向させて形成配置し、ス
ワールの発生を理Ｎ＝的に行い、第１．２．３吸気通路
の吸気抵抗を均等にすることにより、吸気の分配を良好
に行い。Therefore, an object of the present invention is to form and arrange the first and third intake passages on both sides of the intake manifold of a three-cylinder internal combustion engine substantially symmetrically in a plan view, and to form a portion near the second intake A intake pulp of the other intake passages. By forming and arranging them so that they are oriented in the same direction as the other, the swirl is generated in a logical manner, and the intake resistance of the 1.2.3 intake passages is made equal, thereby achieving good intake air distribution.
燃焼性を改善する内燃機関を実現するにある。The aim is to realize an internal combustion engine with improved combustibility.
以下図面に基づいてこの発明の詳細な説明する。The present invention will be described in detail below based on the drawings.
第２図において、２２は３気筒内燃機関のシリンダヘッ
ド、廿１． ＋−２，亜３は夫々第１．２．３燃焼室、
２４は吸気マニホルド、２６は吸気マニホルドの集合部
、 ２８−１．２８−２．２８−３Ｆｉ夫々第１゜２．
３吸気通路、 ３０−１ 、３０−２ 、 ：（０−３
は夫々第１．２．３吸気バルブ、３２は排気マニホルド
。In FIG. 2, 22 is the cylinder head of a three-cylinder internal combustion engine; +-2 and sub-3 are respectively the 1st, 2nd and 3rd combustion chambers,
24 is an intake manifold, 26 is a gathering part of the intake manifold, 28-1.28-2.28-3Fi, respectively 1st degree 2.
3 intake passages, 30-1, 30-2, :(0-3
are the 1st, 2nd, and 3rd intake valves, respectively, and 32 is the exhaust manifold.
：３４−１ 、３４−２ 、３４−３は夫々第１．２．
３排気ＪＩＱ路、 ３（ｉ −１、３（３−２、：３６
−３は夫々第１，２゜３排気バルブである。前記吸気マ
ニホルド２４の両側に位１べする第１吸気通路ｚ８−１
と第３吸気通路２８−３とを第２燃焼室＋−２の中心を
通る中心線Ｃ２に対して、対称に形成配置する。そして
このとき、第１．３吸気通路２８−１．２８−３の吸気
流の中心線ＬＬ、Ｌ３が夫々第１，３燃焼室ヰｌ、＋３
の接線方向に指向するように第１．３吸気通路２８−１
．２８−３を形成する。また、中央に位置する第２吸気
通路２８−２の吸気バルブ：（０−２近傍間分すなわち
前記シリンダヘッド２２に形成した第２吸気ボート：３
Ｂ−２に、他の１例えば第３吸気通路２８−３の吸気バ
ルブ３２−３近傍部分たる第３吸気ボート３Ｂ−３と同
形状に形成配（Ｋする。このように配置すべく、該第２
吸気通路２８−２の上流端部は、８１１記第２燃焼室非
２の中心線Ｃ２より第１吸気通路２８−１１１４１１に
偏在せられ、障壁２９を集合部２６の１ｋＴ−に出現さ
せつつ、吸気ｉニホルド２４の集合部２６に滑らかに連
通されている。この障壁２９により、第２吸気通路２８
−２に分岐流、入する吸気に干渉を与え、この第２吸気
通路の吸気流速を支配する吸気圧を適宜のものに帥整し
１分配の均一化を図る。そして、該吸気流の指向方向前
方には第１゜２、：う点火プラグ４１１−１ 、４（１
−２、４０−３を夫々配設する。また、該吸気の指向方
向の点火プラグ４０後方には、第１．２．：う排気通路
３４−１．３４−２．３４−１の第１．２．３排気バル
ブ３６−１ 、 、’４６−２．市］−：３を夫り配設
する。なお、符号へは第１と第３排気パルプの中心間の
距＃を示すものである。:34-1, 34-2, 34-3 are respectively 1.2.
3 exhaust JIQ path, 3(i -1, 3(3-2, :36
-3 are the first and second and third exhaust valves, respectively. first intake passages z8-1 located on both sides of the intake manifold 24;
and the third intake passage 28-3 are formed and arranged symmetrically with respect to the center line C2 passing through the center of the second combustion chamber +-2. At this time, the center lines LL and L3 of the intake air flow of the 1.3 intake passage 28-1.
1.3 intake passage 28-1 so as to be oriented in the tangential direction of
．． Form 28-3. In addition, the intake valve of the second intake passage 28-2 located at the center: (nearly 0-2, that is, the second intake boat formed in the cylinder head 22: 3
B-2 is formed and arranged (K) in the same shape as another one, for example, the third intake boat 3B-3, which is the portion near the intake valve 32-3 of the third intake passage 28-3. Second
The upstream end of the intake passage 28-2 is unevenly distributed in the first intake passage 28-111411 from the center line C2 of the second combustion chamber No. 811, and the barrier 29 is made to appear at 1kT- of the gathering portion 26. It is smoothly communicated with the gathering part 26 of the intake i-nifold 24. This barrier 29 allows the second intake passage 28
-2, a branch flow is provided to interfere with the incoming intake air, and the intake pressure that governs the intake flow velocity in this second intake passage is adjusted to an appropriate value, thereby achieving uniform distribution. In front of the intake air flow direction are spark plugs 411-1, 4(1).
-2 and 40-3 are respectively arranged. Also, behind the spark plug 40 in the direction of direction of the intake air, there are No. 1, No. 2, and No. 2. : No. 1.2.3 exhaust valve 36-1 of exhaust passage 34-1.34-2.34-1, '46-2. city]-: 3 is arranged. Note that the symbol indicates the distance # between the centers of the first and third exhaust pulps.
次に作用について説明する。Next, the effect will be explained.
吸気の燃・焼室への流入に際して、まず、第１燃焼室廿
ｌに対しては、集合部２６部分からの吸気は第１吸気通
路２８−１を円軌道を通過する如く進行し、右方向の指
向性を強化しつつ、そのまま燃焼室＋ ｌ ＶＣ流入す
る。このため、従来の如く蛇行して形成された吸気通路
とは異なり、吸気の運動エネルギが犬となり、燃焼室廿
Ｊ中での強大なスワールの生起が呆される。When the intake air flows into the combustion chamber, first, the intake air from the gathering part 26 moves through the first intake passage 28-1 as if passing through a circular orbit, and then moves toward the right side of the first combustion chamber. +l VC flows into the combustion chamber as it is while strengthening its directivity. Therefore, unlike the conventional intake passage which is formed in a meandering manner, the kinetic energy of the intake air is increased, and a strong swirl is prevented from occurring in the combustion chamber.
この第１吸気通路２８−１と対称形状の第３吸気通路２
８−３における作用は、この第１吸灸（Ａ路２８−１の
場合と略同様であり９強力なスワール７５！ ／：４Ｅ
起される。A third intake passage 2 having a symmetrical shape with this first intake passage 28-1
The action in 8-3 is approximately the same as in the case of this first moxibustion (Route A 28-1, 9 strong swirl 75! /: 4E
wake up
また、中央の吸気通路たる第２＠気通路２８−２におい
又は、この吸気通路は他の前述２本の吸気通路とは異な
り、路長が短いものである。このため、この吸気通路２
８−２には少許の吸気抵抗を付与すぺ〈、障壁２９が設
けられ、またこの第２吸気通路は少々蛇行して形成され
る。これにより、吸気の燃焼室廿２への流入に際しては
、他の前述２本の吸気通路とのバランスをとりつつ流入
することとなり２分覧性を向上する。また、前述同様に
吸気ボードは燃焼室の接線方向に指向して設けられてい
るので、スワール強化に寄与し得る。Furthermore, the second @air passage 28-2, which is the central intake passage, has a short path length, unlike the other two intake passages. Therefore, this intake passage 2
A barrier 29 is provided at 8-2 to provide a small amount of intake resistance, and this second intake passage is formed in a slightly meandering manner. As a result, when the intake air flows into the combustion chamber part 2, it flows in while maintaining a balance with the other two intake passages, thereby improving visibility. Further, as described above, since the intake board is provided oriented in the tangential direction of the combustion chamber, it can contribute to strengthening the swirl.
また吸気ボートを上述の如く構成配置したので。Also, the intake boat was configured and arranged as described above.
両側の排気ボート、つまり第１と８ｒ！；３リド気ボー
１・３７−１と３７−３は、中央に寄り集る配置とな
る。Exhaust boats on both sides, ie 1st and 8r! ;3 Lido Ki Bo 1・37-1 and 37-3 are arranged in the center.
このため、夫々の排気通路は全体として短くなり。Therefore, each exhaust passage becomes shorter as a whole.
排気効果が高まり、燃焼室中での排気残留が涯少し、こ
れにより実質的な充填効率が向上し１機関出力が改善さ
れる。The exhaust effect is enhanced, and the residual amount of exhaust gas in the combustion chamber is minimized, which substantially improves charging efficiency and improves engine output.
以上詳細に説明した如くこの発明によれば、：つ気筒内
燃機関の吸気マニホルドの両側の第１と第３吸気通路と
を略左右対称に形成配置し、第２吸気通路の吸気パルフ
近傍部分を他の吸気通路１例えば第３吸気通路と同方向
に指向させて形成配置したので、特ＶＣ第１吸気通路を
無理のない吸気マニホルド形状とし得て理想的なスワー
ルを発生させることができ、燃焼性を改善し得る。また
各吸気通路の吸気抵抗を均等にし得るので、各気筒への
分配性が向上し、この点からも燃焼性を改善し機関出力
の敵前に寄与し得る。As described in detail above, according to the present invention, the first and third intake passages on both sides of the intake manifold of a two-cylinder internal combustion engine are formed and arranged substantially symmetrically, and the portion of the second intake passage near the intake pulse is Since the other intake passages 1, for example, are formed and arranged to be oriented in the same direction as the third intake passage, the special VC first intake passage can be formed into a reasonable intake manifold shape, and an ideal swirl can be generated. It can improve sex. Furthermore, since the intake resistance of each intake passage can be equalized, the distribution to each cylinder is improved, which also improves combustibility and contributes to an increase in engine output.
また、従来に比し、排気マニホルドの両側通路の中心間
距離を小さく、つまシ排気通路を短くすることができる
ので、排気効果を向上させ１機関出力改善を果すことが
できる。また排気マニホルドを小型化することがで含１
重量軽減に寄与し得る。Furthermore, compared to the conventional art, the distance between the centers of the passages on both sides of the exhaust manifold can be made smaller, and the pick exhaust passage can be made shorter, so that the exhaust effect can be improved and the output of one engine can be improved. In addition, the exhaust manifold can be made smaller, including 1
This can contribute to weight reduction.
第１図は従来技術を示す３気筒内燃機関の概略平面図で
ある。
第２図はこの発明の実施例を示す３気筒内燃機関の概略
平面図である。
（２）において、≠１．−４ｌ＝２． ＝ｌ？３は夫り
第１．第２、第３燃焼室、２２はシリンダヘッド、２４
は吸気マニホルド、２８は吸気通路、３２は排気マニホ
ルド。
３４は排気通路である。
代理人 弁理士 西 郷 義 美
第 １ 図
第２図
千 彫、°Ｌ ？山 Ｉ［−： （
自 イ己）開用５７＜１″ ）；月１（）口
１１１ｒ訂庁）こ゛１″〜名杉和人 １１（鷺１、事件
の表示
２１！「願昭５７−Ｉ Ｌ ！ｌ １９２ ”；２、発
明の名称
内燃機関
３．１山市をするＨ
串（’ｌとの関係 特許出願人
住 所 静岡県〆兵名郡ｉＪ美利高塚３ （１０ｆ６
地４′、 称 （２０１３）鈴木自１肋屯工り
株式会？１代表者 鈴 木 １１２８
４、代 理 人 〒ｌ Ｏ５Ｔｈ＋ （１３−４３８
−２２４１（代表）４） 所 東京都氾区虎ノ門３
日ｉ；ｔ’ｒ１７号６．７市正の文・ｌ象
図面
７、補正の内容FIG. 1 is a schematic plan view of a three-cylinder internal combustion engine showing the prior art. FIG. 2 is a schematic plan view of a three-cylinder internal combustion engine showing an embodiment of the present invention. In (2), ≠1. -4l=2. =l? 3 is husband first. 2nd and 3rd combustion chambers, 22 a cylinder head, 24
is an intake manifold, 28 is an intake passage, and 32 is an exhaust manifold. 34 is an exhaust passage. Agent Patent Attorney Yoshimi Saigo Figure 1 Figure 2 Senbori, °L? Mountain I [-: (
Self i) Opening 57 <1"); Month 1 () mouth 111r revision office) Ko 1" ~ Kazuto Nasugi 11 (Sagi 1, display of incident 21! "Gan-Sho 57-I L !l 192" 2. Name of the invention Internal combustion engine 3.1 Relationship with Yamaichi H Kushi ('l) Patent applicant address 3, iJ Miritakatsuka, Hyona-gun, Shizuoka Prefecture (10f6
Earth 4', name (2013) Suzuki Jichi 1 Rikutonkori Co., Ltd.? 1. Representative Suzuki 1128 4. Agent 〒l O5Th+ (13-438
-2241 (Representative) 4) Address: 3 Toranomon, Fukui-ku, Tokyo
Japan I;t'r No. 17 6.7 City Masaru's Text/Illustrated Drawing 7, Contents of Amendments
Claims (1)
１吸気通路と第３吸気通路とを中心線ｃ２ンこ対して略
対称に形成配置し、第２吸気通路の吸気バルブ近傍ｆ＜
８分の通路を他の吸気通路の一方の吸気バルブ近傍部分
の通路と同方向に指向させて形成配置したことを特徴と
する内燃機関。: The first intake passage and the third intake passage located on both sides of the intake manifold of the double-cylinder internal combustion engine are formed and arranged approximately symmetrically with respect to the center line c2, and the vicinity of the intake valve of the second intake passage is f<
An internal combustion engine characterized in that an eight-minute passage is formed and arranged so as to be oriented in the same direction as a passage near one of the intake valves of another intake passage.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57119192A JPS5910737A (en) | 1982-07-10 | 1982-07-10 | Internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57119192A JPS5910737A (en) | 1982-07-10 | 1982-07-10 | Internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5910737A true JPS5910737A (en) | 1984-01-20 |
| JPH0552405B2 JPH0552405B2 (en) | 1993-08-05 |
Family
ID=14755191
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57119192A Granted JPS5910737A (en) | 1982-07-10 | 1982-07-10 | Internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5910737A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6098124A (en) * | 1983-11-02 | 1985-06-01 | Daihatsu Motor Co Ltd | Suction system for 3-cylindered engine |
| JPS6098123A (en) * | 1983-11-02 | 1985-06-01 | Daihatsu Motor Co Ltd | Suction system for 3-cylindered engine |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS56110519A (en) * | 1980-02-02 | 1981-09-01 | Hino Motors Ltd | Cylinder head |
| JPS5770947A (en) * | 1980-10-21 | 1982-05-01 | Nippon Denso Co Ltd | Intake pipe device for internal combustion engine |
| JPS6046264A (en) * | 1983-08-25 | 1985-03-13 | Nippon Telegr & Teleph Corp <Ntt> | Porous type thermal head |
| JPS6326259A (en) * | 1986-07-01 | 1988-02-03 | エレクトロバ−ト・リミテッド | Heater and method of forming predetermined temperature contour |
-
1982
- 1982-07-10 JP JP57119192A patent/JPS5910737A/en active Granted
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS56110519A (en) * | 1980-02-02 | 1981-09-01 | Hino Motors Ltd | Cylinder head |
| JPS5770947A (en) * | 1980-10-21 | 1982-05-01 | Nippon Denso Co Ltd | Intake pipe device for internal combustion engine |
| JPS6046264A (en) * | 1983-08-25 | 1985-03-13 | Nippon Telegr & Teleph Corp <Ntt> | Porous type thermal head |
| JPS6326259A (en) * | 1986-07-01 | 1988-02-03 | エレクトロバ−ト・リミテッド | Heater and method of forming predetermined temperature contour |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6098124A (en) * | 1983-11-02 | 1985-06-01 | Daihatsu Motor Co Ltd | Suction system for 3-cylindered engine |
| JPS6098123A (en) * | 1983-11-02 | 1985-06-01 | Daihatsu Motor Co Ltd | Suction system for 3-cylindered engine |
| JPH0251043B2 (en) * | 1983-11-02 | 1990-11-06 | Daihatsu Motor Co Ltd | |
| JPH0251045B2 (en) * | 1983-11-02 | 1990-11-06 | Daihatsu Motor Co Ltd |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0552405B2 (en) | 1993-08-05 |
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