JPS59108821A - Double intake valve type 4-cycle engine - Google Patents
Double intake valve type 4-cycle engineInfo
- Publication number
- JPS59108821A JPS59108821A JP57219701A JP21970182A JPS59108821A JP S59108821 A JPS59108821 A JP S59108821A JP 57219701 A JP57219701 A JP 57219701A JP 21970182 A JP21970182 A JP 21970182A JP S59108821 A JPS59108821 A JP S59108821A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- valve
- air
- intake valve
- cylinder
- 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
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
- F02M35/1015—Air intakes; Induction systems characterised by the engine type
- F02M35/10183—Engines having intake ducts fed from a separate carburettor or injector, the idling system being considered as a separate carburettor
-
- 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
- F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
- F02M35/10275—Means to avoid a change in direction of incoming fluid, e.g. all intake ducts diverging from plenum chamber at acute angles; Check valves; Flame arrestors for backfire prevention
-
- 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
- F02M35/108—Intake manifolds with primary and secondary intake passages
- F02M35/1085—Intake manifolds with primary and secondary intake passages the combustion chamber having multiple intake valves
-
- 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
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/20—SOHC [Single overhead camshaft]
-
- 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)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、各気筒Ｉこ複数の吸気弁を設けてなる複吸気
弁式の４サイクルエンジンｆこ関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a multiple intake valve type four-cycle engine in which each cylinder is provided with a plurality of intake valves.
近時、乗用車用のエンジン等に対しては、燃料経済性の
向上と定常出力の向上とをより高い次元で両立させるこ
とが要求されており、高速高負荷運転時の用カの低下を
招くことないこ、より低い回転領域での安定した燃焼を
確保できるようｌこすることがエンジン開発の一つの大
きな課題となっている。In recent years, engines for passenger cars, etc. are required to achieve a higher level of both improved fuel economy and improved steady output, which leads to a decrease in power during high-speed, high-load operation. One of the major challenges in engine development is to ensure stable combustion in the lower rotation range.
ところで、このような要求１こ応えるための一手段とし
て、いわゆる可変バルブタイミング方式が挙げらノ１．
る。すなわち、この方式は、低速低負荷運転時には、吸
気弁の開弁時期を短くし、圧縮行程における新気吹返し
の減少ｌこより高い充填効率を確保して、出力の向上を
はかるとともぎこ、弁重合期間の短縮化１こより残留ガ
ス割合を低減させて安定Ｉた燃焼を維持することができ
るようｌ（−する−万、高速高負荷運転時ｌこは、吸気
弁の開成期間を長くして硯い充填効率を確保し出力の向
上を図る等、負荷に応じた開弁時期の制御Ｉこよって幅
広い俊れｔこ特性をエンジンに与え得るようにしたもの
である。ところが、このような方式を実施しようとする
と、現時点では動弁系の大幅な複雑化が避けられないｊ
こめ、コスト高並びに信頼性の低下を招くという問題が
あり、今まだ、実用化されていないのが現状である。By the way, one way to meet these demands is the so-called variable valve timing system.
Ru. In other words, this method shortens the opening timing of the intake valve during low-speed, low-load operation, reduces fresh air blowback during the compression stroke, ensures higher charging efficiency, and improves output. Shortening the valve polymerization period1 In order to reduce the residual gas proportion and maintain stable combustion, the intake valve opening period is lengthened during high-speed, high-load operation. By controlling the valve opening timing according to the load, it is possible to provide the engine with a wide range of flexible characteristics, such as ensuring high charging efficiency and improving output. At present, if we try to implement this method, it is unavoidable that the valve train system will become significantly more complicated.
However, there are problems of high cost and low reliability, and the current situation is that it has not been put into practical use yet.
本発明は、吸気系の改良Ｉこより、かかる可変バルブタ
イミング方式Ｉこ準じｔこ特性を得るととも１こ、低速
、低負荷運転時Ｉζおける吸気流速の増大等１こより前
述しｔこ要望１こ応えようとするものであるが、その先
行技術として実開昭５７−２２１５号Ｉこ示されるよう
なものがある。すなわち、このものは、各気筒５こ高負
萄向きの曲伸特性を有した主吸気弁と低負仙向きの開弁
特性を有した副吸気弁とを設けるとともに、機関負荷を
制御する第１スロツトル弁後流の吸気系路を前記主吸気
弁Ｉこ向う主吸気系路と前記副吸気弁１ζ向う副吸気系
路とｌこ分割し、前記主吸気系路の途中ｌこ第２スロツ
トルを介設するととも１こ、該第２スロツトル弁をアク
チュエータとリンク機榴等を組合せてなる第２スロッ１
−ル弁制御装置１１こよって吸入空気ｔ【が大きなとき
にだけ開成させるようにしたものである。しかして、こ
のような構成ｌこよれは、低速・低負荷運転時Ｉこは、
第２スロツトル弁が閉じ低負荷向き■こ設定された副吸
気弁のみを通して混合気が燃焼室内着乙供イ；１される
一方、高速・面負荷運転時には、１〕１丁記第２スロッ
トル弁が開いて低負荷向きｌこ設定さノコ１コ主吸気弁
からも混合気が燃焼室内Ｉこ供給さＪ］ること普こなる
ため、可変バルブタイミング方式ｌこ準じた特性が得ら
れるものである。しかしながら、このような構成のもの
は、第１スロツトル弁の下流部分で主吸気系路と副吸気
糸路とが相互１こつなかっているため、前記第１スロツ
トル弁と前記副吸気弁との間ｌこ存在する空間の８柚が
非常ｌこ大きなものになる。そのため、燃料供給装置と
して第１スロットル部ｌこ気化器を用いた構造のもので
は低速・低負荷運転状態からＩｒ１ｆ記第１スロツトル
を急速に開いて加速しようとしても、適正な混合比を有
する混合気がｍｒ記側副吸気弁経て、燃焼室１こ到達す
るのに比較的長い時間を要することＩこなる。すなわち
、レスポンスが悪く、十分な加速応答性を得ることがで
きないという不都合がある。The present invention aims to improve the intake system so as to obtain the same characteristics as the variable valve timing system, and also to increase the intake flow velocity during low-speed, low-load operation. In order to address this problem, there is a prior art as disclosed in Japanese Utility Model Application No. 57-2215 I. In other words, each cylinder is provided with a main intake valve having a bending/extending characteristic in the high negative direction and a sub intake valve having a valve opening characteristic in the low negative direction. The intake system path downstream of the first throttle valve is divided into a main intake system path facing the main intake valve I and an auxiliary intake system path facing the sub-intake valve 1ζ. In addition, the second throttle valve is connected to a second slot 1 formed by combining an actuator, a link mechanism, etc.
- The valve control device 11 is designed to open only when the intake air t is large. However, this type of configuration is difficult to achieve during low-speed and low-load operation.
The second throttle valve is closed and the air-fuel mixture enters the combustion chamber only through the set auxiliary intake valve. Since it is common for air-fuel mixture to be supplied to the combustion chamber from the main intake valve, which is open and set for low load, characteristics similar to those of the variable valve timing system can be obtained. . However, in such a configuration, since the main intake system path and the sub-intake line path are not connected to each other in the downstream portion of the first throttle valve, there is no connection between the first throttle valve and the sub-intake valve. The 8 yuzu in the existing space become very large. Therefore, in a fuel supply device that uses a carburetor in the first throttle section, even if you try to accelerate by rapidly opening the first throttle in low-speed/low-load operating conditions, the fuel supply system will not be able to produce a mixture with an appropriate mixture ratio. This means that it takes a relatively long time for the air to reach one combustion chamber via the auxiliary intake valve. That is, there is a problem that the response is poor and sufficient acceleration responsiveness cannot be obtained.
また、このようなものでは、多気筒エンジンにおいては
各気筒毎Ｉこ設けられた複数の第２スロツトル弁を制御
装置により一斉に開閉させなければならないため、構造
が複雑化するという問題がありさらに、スロットル弁の
支軸を吸気系路外へ導出させる部分のシールを略完全Ｉ
こ行なわないとエンジン性能Ｅこ悪影響を及ぼすという
難しさがある。In addition, in such a multi-cylinder engine, a plurality of second throttle valves provided for each cylinder must be opened and closed all at once by a control device, resulting in a complicated structure. , the seal at the part where the throttle valve support shaft is guided out of the intake system path is almost completely sealed.
If this is not done, engine performance will be adversely affected.
才だ、このものは、低速・低負荷運転時１こ複数の第２
スロツトル弁がそれぞれ完全に閉止するようＩＣ設定し
なけれはならないため、組付・調整に手間がかかるとい
う問題もある。It's amazing, this thing has multiple 2nd one during low speed/low load operation.
Since the IC must be set so that each throttle valve is completely closed, there is also the problem that assembly and adjustment are time consuming.
本発明は、このような事情に着目してなされたもので、
各気筒ｌこ対をなす第１・第２の吸気弁を設けるととも
に、第１スロツトル弁から前記第１吸気弁に至る第１吸
気系路と、第２スロツトル弁から前記第２吸気弁に至る
第２吸気系路とを相互Ｉこ独立させて設けておき、前記
第１吸気弁の開成時期を前記第２吸気弁の開成時期より
も遅らせるととも身こ、前記第２吸気系路の途中に逆止
弁を設けるとともに、前記第１吸気弁の閉弁時期を前記
第２吸気弁の閉弁時期よりも早めることによって、前述
した不都合をことごとく解消することができるようにし
た複吸気弁式４サイクルエンジンを提供するものである
。The present invention was made with attention to such circumstances, and
A pair of first and second intake valves are provided for each cylinder, and a first intake system path runs from the first throttle valve to the first intake valve, and a first intake system path runs from the second throttle valve to the second intake valve. If the opening timing of the first intake valve is delayed from the opening timing of the second intake valve, the opening timing of the first intake valve is delayed from the opening timing of the second intake valve. A double intake valve type that can eliminate all of the above-mentioned disadvantages by providing a check valve in the valve and making the closing timing of the first intake valve earlier than the closing timing of the second intake valve. It provides a 4-stroke engine.
以下、本発明の一実施例を第１図〜第８図を参照して説
明する。An embodiment of the present invention will be described below with reference to FIGS. 1 to 8.
エアクリーナ１から取り入れた空気を気化器２Ｉこ導く
ことｔこよって混合気を生成させ、この混合気を各気筒
８・・・の燃焼室４・・・内へ導入するようｌこしてい
る。気化器２は、プフイマリー系２ａとセカンダリ−系
２ｂとを備えてなる２連形のもので、プライマリ−系２
ａには低速・低負荷運転状態から開き始める第１スロツ
トル弁５が設けであるとともに、セカンダリ−系２ｔｚ
ζは、中・高速高負荷運転領域で開成する第２スロツト
ル弁６が設けである。まｔコ、前記各気筒８Ｉこ、第１
の吸気弁７と、この第１の吸気弁７よりも大径な第２の
吸気弁８とをそれぞれ設けている。第２の吸気弁８は、
例えば、第８図に実線ａで示すように、通常の４サイク
ルエンジンの吸気弁（破線ｂ 参照）と略同様な態様で
開閉するように設定されている。The air taken in from the air cleaner 1 is guided through the carburetor 2I to generate an air-fuel mixture, and this air-air mixture is strained to be introduced into the combustion chamber 4 of each cylinder 8. The vaporizer 2 is of a double type, comprising a primary system 2a and a secondary system 2b.
A is provided with a first throttle valve 5 that starts to open from low speed and low load operating conditions, and a secondary system 2tz
ζ is provided with a second throttle valve 6 that opens in the medium/high speed/high load operating range. 8I for each cylinder, 1st
A second intake valve 8 having a larger diameter than the first intake valve 7 is provided. The second intake valve 8 is
For example, as shown by the solid line a in FIG. 8, it is set to open and close in substantially the same manner as the intake valve of a normal four-stroke engine (see broken line b).
また、第１の吸気弁７は、一点鎖線Ｃで示すようｉこ、
前記第２の吸気弁８よりも遅れて開成するとともＩこ、
Ｏ■記第２の吸気弁８と略同−あるいは、早目の時期ｉ
こ閉成するようＩｎ設定されている。そして、前記第１
スロツトル弁５を通過した混合気を前記第１の吸気弁７
・・・を介して各気筒８・・・の燃焼室４・・・Ｅこ供
給するための第１吸気系路１１と、前記第２スロッｌ−
ル弁６を通過した混合気を前記第２の吸気弁８・・・を
介して各気筒８・・・の燃焼室４・・・１こ供給するｔ
コめの第２吸気系路１２とを相互１こ独立させて設けて
いる。第１吸気系路１１は、各気筒８・・・に対応させ
てシリンダヘッド１８＋こ穿設した第１吸気ボート１４
・・・と、前記気化器２のプフィマリー系２ａを前記各
第１吸気ボート１４・・・ｇこ連通させる第１インテー
クマニボルド１５とから構成されている。また、第２吸
気系路１２は、各気筒３・・・１こ対応させてシリンダ
ヘッド１８−穿設した複数の第２吸気ボート１６・・・
と、前記気化器２のセカンダリ−系２ｂを前記各第２吸
気ボート１６・・・に連通させるｍ２インテークマニホ
ルド１７とから構成されている。そして、この第２吸気
系路１２の各気筒８・・・に向う分岐通路部、例えば、
前記各第２吸気ボート１６・・・と前記第２インテーク
マニポルド１７との接合部Ｓこ逆止弁１８・・・をそれ
ぞれ介設している。逆止弁１８は、リード弁と称されろ
構成のもので、第２スロツトル弁６側から燃焼室４・・
・側へ向う給気の流れのみを通過させ得るように設定さ
れている。Further, the first intake valve 7 is arranged as shown by a dashed line C.
If it opens later than the second intake valve 8,
Almost the same as the second intake valve 8 marked O■, or at an earlier time i
In is set so that this is closed. And the first
The air-fuel mixture that has passed through the throttle valve 5 is transferred to the first intake valve 7.
A first intake system path 11 for supplying combustion chambers 4...E of each cylinder 8 via...
The air-fuel mixture that has passed through the first intake valve 6 is supplied to the combustion chamber 4 of each cylinder 8 through the second intake valve 8.
The second air intake system passage 12 of the rice bran and the second air intake system passage 12 are provided independently of each other. The first intake system passage 11 includes a first intake boat 14 bored through the cylinder head 18 and corresponding to each cylinder 8.
. . . and a first intake manibold 15 that connects the pfimary system 2a of the carburetor 2 with each of the first intake boats 14...g. Further, the second intake system passage 12 includes a plurality of second intake boats 16 formed in the cylinder head 18 corresponding to each cylinder 3...
and an m2 intake manifold 17 that connects the secondary system 2b of the carburetor 2 to each of the second intake boats 16. Then, branch passage portions of the second intake system path 12 toward each cylinder 8, for example,
Check valves 18 are interposed at the joints S between the second intake boats 16 and the second intake manipold 17, respectively. The check valve 18 has a configuration called a reed valve, and is configured to open the combustion chamber 4 from the second throttle valve 6 side.
・It is set so that only the flow of supply air toward the side can pass through.
なお、１９は排気弁であり、この排気弁１９は第８図に
実線ｄで示すような閉弁特性を有している。また、２０
は前記各吸気弁７・・・、８・・・および前記排気弁１
９・・・を駆動するためのカム、２１は点火プラグ、２
２はピストンである。Note that 19 is an exhaust valve, and this exhaust valve 19 has a valve-closing characteristic as shown by the solid line d in FIG. Also, 20
represents each of the intake valves 7..., 8... and the exhaust valve 1.
A cam for driving 9, 21 is a spark plug, 2
2 is a piston.
次いで、この実施例の作用および効果を下記の（イ）、
（ロ）の場合ｆこ分けて説明する。Next, the functions and effects of this example are described in (a) below.
In case (b), f will be explained separately.
（イ） 低負荷運転時
この場合には、気化器２の第２スロツトル弁６が閉じて
いるので、第１スロツトル弁５を通過しｔコ混合気のみ
が第１吸気通路１１を通して第１吸気弁７・・・へ導び
かれ、該第１吸気弁７を介して各気筒８・・・の燃焼室
４・・・内に導入される。(b) During low load operation In this case, the second throttle valve 6 of the carburetor 2 is closed, so only the air-fuel mixture passes through the first throttle valve 5 and enters the first intake air through the first intake passage 11. The air is introduced into the combustion chambers 4 of the cylinders 8 through the first intake valves 7.
しかして、この実施例では、前記第１吸気弁７と排気弁
１９どの弁重合期間が短かく設定されているので、既燃
ガスが前記第１吸気系路１１円Ｉこ吹返すのを有効ｌζ
防止することができる。−万第２吸気弁８と排気弁１９
との弁重合萌間は比較的長いものになるが、この第２０
＆気弁８化接続した第２吸気系路１２の分岐通路部分に
は逆止弁１８が設けであるので、前記第２吸気系路への
既燃ガスの吹返しも効果的ｌこ抑制される。そのため、
いわゆる新気暑こ対する残留ガス旭の比率の比吸的高い
低負荷運転時においても残留ガス社を非常ｌこ少なくす
ることができる。In this embodiment, since the polymerization period of the first intake valve 7 and the exhaust valve 19 is set short, it is effective to blow back the burned gas to the first intake system path 11. lζ
It can be prevented. - No. 2 intake valve 8 and exhaust valve 19
Although the period of valve polymerization with the 20th
Since the check valve 18 is provided in the branch passage portion of the second intake system passage 12 connected to the air valve 8, the blowback of burnt gas to the second intake system passage is also effectively suppressed. Ru. Therefore,
Even during low-load operation when the ratio of residual gas to so-called fresh air is relatively high, residual gas can be extremely reduced.
また、前記のよう着ζ第２スロットル弁６が閉じている
Ｍ６域においては、混合気は比較的断面積の小さなｉ１
記第１吸気系路だけを扼れるので混合気流速は当然増大
する。この混合気流速の増大は、低速運転時１こおいて
も、前記燃焼室８円で混合気の強力なスワールを発生さ
せると同時に、前記第１吸気系路１１１；’］で、燃料
の露化を促進する。Furthermore, as mentioned above, in the M6 region where the second throttle valve 6 is closed, the air-fuel mixture is i1, which has a relatively small cross-sectional area.
Since only the first intake system passage is squeezed, the air-fuel mixture flow rate naturally increases. This increase in the air-fuel mixture flow velocity generates a strong swirl of the air-fuel mixture in the combustion chamber 8 even during low-speed operation, and at the same time, the air-fuel mixture is exposed to air in the first intake system passage 111; promote the development of
以りのような作用の結果としてｎｕ記燻燃焼室８内こお
ける混合気の燃焼速反が増大するとともに、燃焼は安定
化し、撚効率の向上を図ることができる。As a result of the above-mentioned actions, the combustion velocity of the air-fuel mixture in the combustion chamber 8 increases, the combustion is stabilized, and the twisting efficiency can be improved.
さら暑こ第１スロツトル弁５と第１吸気弁７との間に存
在する空間の容積が小さくなるので、低負荷運転時Ｉこ
おいて、前記第１吸気系路１１１こ存在する混合気組お
よび糸路Ｗ面への燃料付着量は減少する。したがっで、
前記気化器２から各気筒８への混合気の到達時間が短縮
され、低速域からの加速レスポンスが向上されること相
まってＡ／Ｆ（空燃比）またはＥＧＲ／Ｉ′’のリーン
化が可能となリ、燃料経済性を向とさせることができる
ものである。Since the volume of the space existing between the first throttle valve 5 and the first intake valve 7 becomes smaller, during low-load operation, the air-fuel mixture group existing in the first intake system passage 111 becomes smaller. And the amount of fuel adhering to the yarn path W surface decreases. Therefore,
The arrival time of the air-fuel mixture from the carburetor 2 to each cylinder 8 is shortened, and the acceleration response from low speed range is improved, which makes it possible to make the A/F (air fuel ratio) or EGR/I'' leaner. Moreover, fuel economy can be improved.
（ロ）高負荷運転時
この場合、気化器９０両スロットル弁５．６が同時に開
成しない場合と開成する場合がある。(b) During high load operation In this case, both throttle valves 5 and 5 of the carburetor 90 may not open at the same time or may open at the same time.
マス、エンジンの低速・運転時においては、前記第１ス
ロツトル弁はほぼ全開して０るが、第２スロツトル弁は
開成していない。このような条件のもとでは、前（イ）
項でも記した様に、第１吸気弁７の開閉タイミングを選
定することで、従来型エンジンより、残留既燃ガスを減
少させ、新気の充填効率を高めることができる。たｔご
し、この低速運転時においては、周知のように前記充填
効率を高めるだけでは、ねらいとする高効率、高出力化
にはつながらない。すなわち、ノッキングの防止を行う
ことが必要である。しかるに、本発明では、ＯｔＪ （
イ）項でも説明した杼に混合気流速の増大および前記第
１吸気弁７のシリンダー軸芯とσ）偏位置が大きくなる
ことにより、強力なスワールが発生するとともに混合気
の乱れが起り、燃焼速度は増大する。When the engine is operating at low speed, the first throttle valve is almost fully open, but the second throttle valve is not open. Under these conditions, the previous (a)
As described in the section above, by selecting the opening/closing timing of the first intake valve 7, residual burnt gas can be reduced and fresh air filling efficiency can be increased compared to conventional engines. During this low-speed operation, as is well known, simply increasing the filling efficiency does not lead to the desired high efficiency and high output. That is, it is necessary to prevent knocking. However, in the present invention, OtJ (
Due to the increase in the flow rate of the air-fuel mixture in the shuttle as explained in section a) and the increase in the offset position of the first intake valve 7 from the cylinder axis, a strong swirl is generated and the air-fuel mixture is turbulent, resulting in combustion. Speed increases.
この結果、燃焼時間は短縮され、ノッキングは改善され
るので、比較的高圧縮比を採用することなどが可能で、
このことはもちろんエンジンの高効率化あるいは、高出
力化を実現するものである。As a result, combustion time is shortened and knocking is improved, making it possible to use relatively high compression ratios.
This, of course, makes it possible to achieve higher efficiency or higher output of the engine.
一万、エンジンの中・高速運転時においては気化器２の
両スロットル弁５．６が開成するため第１スロツトル弁
５を通過した混合気が第１吸気弁７・・・を介して燃焼
室４・・・へ供給されるとともｌζ第２スロットル弁６
を通過した混合気が逆止弁１８・・・を通して第２吸気
弁８・・・へ導びかね該第２吸気弁８・・・を介して前
記燃焼室４へ供給される。During medium/high speed engine operation, both throttle valves 5 and 6 of the carburetor 2 are opened, so the air-fuel mixture that has passed through the first throttle valve 5 is transferred to the combustion chamber via the first intake valve 7. 4... and lζ second throttle valve 6.
The air-fuel mixture that has passed through the check valves 18 is guided to the second intake valves 8, and is supplied to the combustion chamber 4 via the second intake valves 8.
しか゛して、このようＩこ２つの吸気弁７．８を通して
混合気を燃焼室内１ζ供給し得るようｌこすると、単一
の吸気弁を有したものに比べて弁開口時間面積を拡大す
ることができるので、全開スロットル時の吸気抵抗を減
少させることができる。また、第２吸気系路１２の分岐
通路部１こ逆止弁１８・・・を設けかつ８１吸気弁７と
排気弁１９との弁重合期間を短く設定しているので、全
開スロットル時１こも残留ガスおよび新気吹返しを減少
させることができる。したがって、これらの事情から、
本実施例では、逆止弁１８・・・１こよる吸気抵抗があ
まり問題ｌこならない低、中速域ｌこおける充填効率を
特１こ向上させることが可能であり、また、このようｆ
こ吸気系を２系統にして逆止弁を取付けると、連間の異
る混合気流速が６Ｔｆ記両吸気弁７．８を経て燃焼室３
へ流入するので、燃焼室内における混合ワ（の乱れを増
大させることで燃焼が改善できる。Therefore, by supplying the air-fuel mixture to the combustion chamber through these two intake valves 7.8, the valve opening time area is expanded compared to the case with a single intake valve. Therefore, intake resistance at full throttle can be reduced. In addition, since the check valve 18 is provided in the branch passage section 1 of the second intake system path 12, and the valve overlap period between the intake valve 7 and the exhaust valve 19 is set short, the check valve 81 is set short when the throttle is fully open. Residual gas and fresh air blowback can be reduced. Therefore, due to these circumstances,
In this embodiment, it is possible to particularly improve the filling efficiency in the low and medium speed ranges where the intake resistance caused by the check valves 18...1 is not much of a problem.
If the intake system is made into two systems and check valves are installed, the air-fuel mixture flow rate at different stations will be 6Tf.
Since the mixture flows into the combustion chamber, combustion can be improved by increasing the turbulence of the mixing vessel within the combustion chamber.
以、トの結果、高負荷運転時においても定常出力の向！
−と、燃料経済性の向上とを同時に図ることができるも
のである。As a result of (g), steady output is maintained even during high load operation!
- and improve fuel economy at the same time.
なお、ｔ３ｉｌ記実施例では、第１吸気系路と第２吸気
系路の両方から混合気を燃焼室ｌこ供給する場合ニつい
て説明しｔこが、第２吸気系路は空気のみを倶縞オる糸
路であってもよい。In addition, in the embodiment described above, a case will be described in which the air-fuel mixture is supplied to the combustion chamber from both the first intake system passage and the second intake system passage, but the second intake system passage only receives air. It may be a striped yarn path.
まｊコ、前記実施例では、本発明を気化器式のエンジン
１こ適用し１こ場合１ごついて説明したが、本発明はイ
ンジェクンヨン方式のエンジンにも同様に適用が可能で
ある。In the above embodiment, the present invention was applied to one carburetor type engine and explained in one case, but the present invention can be similarly applied to an injection type engine.
さらｌこ、第１、第２の吸気弁の開弁特性も前記実施例
のもの１こ限られないのは勿論であり、例えば、第４回
着こ示すように、前記両吸気弁（実線ａＩおよび一点鎖
線ＣＩ参照）の開成時期を一般のもの（破線す参照）よ
りも進めたり、第１吸気弁の閉成時期を第２吸気弁の閉
成時期よりも進めることによって中、低速域での充填効
率をさらＩこ高める等、求められるエンジンの性格ｌこ
応じて種々変形が可能である。Of course, the opening characteristics of the first and second intake valves are not limited to those of the embodiment described above. aI and the dot-dash line CI) are opened earlier than normal ones (refer to the dashed line CI), and the first intake valve's closing timing is advanced than the second intake valve's closing timing. Various modifications can be made depending on the required characteristics of the engine, such as further increasing the charging efficiency.
また、逆止弁は、第２吸気系路の合流部分に設けてもよ
いが、前記実施例のようｌこ分岐通路部に設けておけば
、該逆止弁と′各組２吸気弁との間に存在する空間の容
積がきわめて小さなものになる１こめ、残留ガスおよび
新気吸返しを特憂こ効果的ｔこ減少させることができる
。Further, the check valve may be provided at the confluence part of the second intake system passage, but if it is provided at the branch passage part as in the above embodiment, the check valve and the two intake valves in each group may be connected to each other. Since the volume of the space existing between the two is extremely small, residual gas and fresh air intake can be particularly effectively reduced.
本発明は、以上のような構成であるから、次のような効
果が得られる。Since the present invention has the above configuration, the following effects can be obtained.
（ｉ） ます、各気筒ｆこ開弁タイミングの異なる第
１第２の吸気弁を設け、スロットル弁と逆止弁の働きに
よりこれら両吸気弁を低負荷運転時と高負荷運転時とで
使い分けることができるようＩこしているので、動弁糸
の複雑化や信頼性の低下等を一切招くことなしに可変バ
ルブタイミング方式１こ準じｔこ特性を得ることができ
る。すなわち、亮速毘負荷域での出力の低下を招くこと
なしｌζ低速・低負荷域での大幅な充填効率の向上や燃
焼の安定化を図っｔこり、低負荷域での性能と高速・高
負楠城での性能とを共１こバランスよく向上させるよう
にする等、要求に応じてエンジンに種々の優れた特性を
伺与することができる。(i) First and second intake valves with different opening timings are provided for each cylinder, and these intake valves are used differently during low-load operation and high-load operation by the action of the throttle valve and check valve. Therefore, the same characteristics as those of the variable valve timing system can be obtained without complicating the valve train or reducing reliability. In other words, without causing a decrease in output in the low speed/low load range, it significantly improves charging efficiency and stabilizes combustion in the low speed/low load range, improving performance in the low load range and improving high speed/high speed performance. Depending on your requirements, you can give the engine various excellent characteristics, such as improving its performance in a well-balanced manner.
（ｉリ さらに、第１吸気系路を第２吸気系路から独
立させているので、特に低速域での吸気流速の増大を図
ることができると同時に気化器より燃焼室までの混合気
の到達時間を短縮することが可能でレスポンスの向上、
並び１こノッキングの改善等により定常出力の向上と燃
料経済性の向上とを高い次元で両立させることが可能と
なる。Furthermore, since the first intake system passage is made independent from the second intake system passage, it is possible to increase the intake flow velocity, especially in the low speed range, and at the same time, the air-fuel mixture reaches the combustion chamber from the carburetor. It is possible to shorten time and improve response,
By improving knocking, etc., it becomes possible to achieve both improved steady output and improved fuel economy at a high level.
（ｌｉ６ また、先行技術のような制御装置が不用で
ある１こめ、溝造が簡単で製造Ｉこ際しても高精度の加
工工程などの必要がなく、また、微妙な調整も全く不用
である。したがって、信頼性が高く保守点検に手間を要
することのない優れた生産性のあるエンジンを提供でき
るものである。(li6) In addition, it does not require a control device like the prior art, it is easy to create grooves, and there is no need for high-precision machining processes, and there is no need for delicate adjustments at all. Therefore, it is possible to provide an engine that is highly reliable, requires no maintenance and inspection, and has excellent productivity.
第１図〜第３図は本発明の一実施例を示し、第１図は、
原理説明図、第２図はエンジンの概略平断面図、第８図
は吸気弁および排気弁の開弁時期を示す図である。第４
図は、本発明の他の実施例を示す第８図相当の図である
。
８・・・気筒 ４・・・燃焼室
５・・・第１スロツトル弁
６・・・第２スロツトル弁
７・・・第１吸気弁 ８・・・第２吸気弁１１・・・
第１吸気系路 １２・・・第２吸気系路１８・・・逆
圧弁
代理人 弁理士 赤澤−博FIGS. 1 to 3 show an embodiment of the present invention, and FIG.
FIG. 2 is a schematic plan cross-sectional view of the engine, and FIG. 8 is a diagram showing the opening timings of the intake valve and exhaust valve. Fourth
The figure is a diagram corresponding to FIG. 8 showing another embodiment of the present invention. 8... Cylinder 4... Combustion chamber 5... First throttle valve 6... Second throttle valve 7... First intake valve 8... Second intake valve 11...
First intake system path 12...Second intake system path 18...Return pressure valve agent Patent attorney Hiroshi Akazawa
Claims (1)
るとともに、低負荷用の第１スロツトル弁を通過した給
気を前記第１吸気弁を介して各気筒の燃焼室ｌこ供給す
るための第１吸気系路と、高負荷用の第２スロツトル弁
を通過した給気を前記第２吸気弁を介して各気筒の燃焼
室に供給するための８２吸気系路とを相互に独立させて
設けておき、前記第１吸気弁の開成時期を前記第２吸気
弁の開成時期よりも遅らせるとともＪこ、前記第２吸気
系路の途中１こスロットル伸側から燃焼室側へ向う給気
の流れのみを通過させる逆止弁を設けたことを特徴とす
る複吸気弁式４サイクルエンジン。 （２） 前記逆止弁を、前記第２吸気系路の各気筒１
ζ向う分岐通路部ｌこそねぞれ設け１こことを特徴とす
る特許請求の範囲第１項記載の複吸気弁式４サイクルエ
ンジン。 （８） ａ’ｆｆ記第１吸気弁の閉弁時期８−前記第
２吸気弁の閉弁時期よりも早めたことを特徴とする特許
請求の範囲第１項ないし第２項記載の複吸気弁式４％式
％[Scope of Claims] (1) Each cylinder is provided with a pair of first and second intake valves, and supply air that has passed through a first throttle valve for low load is passed through the first intake valve to each cylinder. a first intake system passage for supplying the combustion chambers of the cylinders, and a second intake system 82 for supplying the intake air that has passed through the second throttle valve for high load to the combustion chambers of each cylinder via the second intake valves. The opening timing of the first intake valve is delayed from the opening timing of the second intake valve. A multiple intake valve type four-stroke engine characterized by being provided with a check valve that allows only the flow of intake air from the expansion side to the combustion chamber side to pass through. (2) The check valve is connected to each cylinder 1 of the second intake system path.
A dual intake valve type four-stroke engine according to claim 1, characterized in that the branch passage portion L on the other side is also provided with a groove. (8) The double intake according to claim 1 or 2, characterized in that the closing timing 8 of the first intake valve a'ff is earlier than the closing timing of the second intake valve. Valve type 4% type%
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57219701A JPS59108821A (en) | 1982-12-14 | 1982-12-14 | Double intake valve type 4-cycle engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57219701A JPS59108821A (en) | 1982-12-14 | 1982-12-14 | Double intake valve type 4-cycle engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS59108821A true JPS59108821A (en) | 1984-06-23 |
Family
ID=16739607
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57219701A Pending JPS59108821A (en) | 1982-12-14 | 1982-12-14 | Double intake valve type 4-cycle engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59108821A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61197719A (en) * | 1985-02-25 | 1986-09-02 | Nissan Motor Co Ltd | Intake device for internal-combustion engine |
| US4957070A (en) * | 1989-12-05 | 1990-09-18 | Thunder Power, Inc. | Engine air-fuel intake triple manifold |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS54114637A (en) * | 1978-02-27 | 1979-09-06 | Daihatsu Motor Co Ltd | Intake device of internal combustion engine |
| JPS636448U (en) * | 1986-06-30 | 1988-01-16 | ||
| JPS6454545A (en) * | 1987-08-25 | 1989-03-02 | Nec Corp | Remote debug device |
-
1982
- 1982-12-14 JP JP57219701A patent/JPS59108821A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS54114637A (en) * | 1978-02-27 | 1979-09-06 | Daihatsu Motor Co Ltd | Intake device of internal combustion engine |
| JPS636448U (en) * | 1986-06-30 | 1988-01-16 | ||
| JPS6454545A (en) * | 1987-08-25 | 1989-03-02 | Nec Corp | Remote debug device |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61197719A (en) * | 1985-02-25 | 1986-09-02 | Nissan Motor Co Ltd | Intake device for internal-combustion engine |
| JPH0574690B2 (en) * | 1985-02-25 | 1993-10-19 | Nissan Motor | |
| US4957070A (en) * | 1989-12-05 | 1990-09-18 | Thunder Power, Inc. | Engine air-fuel intake triple manifold |
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