JPS5990717A - Intake device for 4-cycle internal-combustion engine - Google Patents
Intake device for 4-cycle internal-combustion engineInfo
- Publication number
- JPS5990717A JPS5990717A JP57200367A JP20036782A JPS5990717A JP S5990717 A JPS5990717 A JP S5990717A JP 57200367 A JP57200367 A JP 57200367A JP 20036782 A JP20036782 A JP 20036782A JP S5990717 A JPS5990717 A JP S5990717A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- fuel
- valve
- combustion
- chamber
- 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
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
-
- 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
- F02B2275/18—DOHC [Double 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)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、１つの気筒に対して３個の互いに隣ｊ４する
吸気弁を有し、吸気通路に燃料を噴射する４ザイクル内
燃（畿関の吸気装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a four cycle internal combustion (Kineki) intake system which has three intake valves adjacent to each other for one cylinder and injects fuel into the intake passage. .
１つの気筒に対して３個の互いに隣接する吸気弁を設け
た４ザイクル内燃イ幾関がある。この種の機関で、１つ
の気筒に１つの燃料噴射弁を用いる場合は、噴射弁の取
付位置が燃焼に大きな影響を与える。例えば１つの吸気
通路の下流を３つの吸気弁に連通させ、この吸気通路内
に燃料を噴射させることが考えられる。しかしこの場合
吸気通路の断面積が太きくなシ、低負荷低速運転時には
吸気流速が小さくなるので、燃料が吸気通路内壁ｒ付着
して壁面流となり易く、燃料の霧化が悪化するという問
題が生じる。There is a four-cycle internal combustion engine in which three adjacent intake valves are provided for one cylinder. When one fuel injection valve is used for one cylinder in this type of engine, the mounting position of the injection valve has a large effect on combustion. For example, it is conceivable to connect the downstream side of one intake passage to three intake valves and inject fuel into this intake passage. However, in this case, the cross-sectional area of the intake passage is not large, and the intake flow velocity is small during low-load, low-speed operation, so fuel tends to adhere to the inner wall of the intake passage and form a wall flow, resulting in the problem of worsening fuel atomization. arise.
そこで吸気弁毎に独立に３つの吸気通路を設け、運転負
荷、速度などの運転条件に応じて一部の吸気通路を開閉
することが考えられる。しかしこの場合１個の燃料噴射
弁から燃料を供給し、ようとすると、低負荷低速用の１
つの吸気通路のみに燃料を噴射するととになる。このだ
め高速時に全ての吸気通路が開くと燃焼室内に燃料は不
均質に分布することになり、燃焼が悪化するという間順
が生じる。Therefore, it is conceivable to provide three intake passages independently for each intake valve, and to open and close some of the intake passages according to operating conditions such as operating load and speed. However, in this case, if you try to supply fuel from one fuel injector, one for low load and low speed will be used.
If fuel is injected into only one intake passage, the result will be . If all the intake passages are opened at high speeds, the fuel will be distributed non-uniformly within the combustion chamber, resulting in poor combustion.
本発明はこのような事情に鑑みなされたものであシ、１
個の燃料噴射弁を用いたにもかかわらす全ての運転領域
で燃料のＮｊ化を向上でき、燃焼を良好にし安定化する
ことが可能な４サイクル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 in view of the above circumstances.
The purpose of the present invention is to provide an intake system for a four-stroke internal combustion engine that can improve fuel Nj in all operating ranges and improve and stabilize combustion even though multiple fuel injection valves are used. do.
本発明はこの目的を達成するだめ、１つの気筒に対し互
いに１ソ「接する３個の吸気弁を有する４サイクル内燃
機関において、前記吸気弁に連通ずる抜数の吸気通路と
、前記吸気弁付近で各吸気通路を連通ずる連通室と、こ
の連通室に設けられ中央の前記吸気弁方向に燃料を噴射
する燃料噴射弁とを備え、少なくとも１つの前記吸気通
路には運転条件に応じて開閉する制御弁を設けたもので
ある。In order to achieve this object, the present invention provides a four-stroke internal combustion engine having three intake valves that are in contact with each other at one angle for one cylinder, including an outstanding number of intake passages communicating with the intake valves, and a plurality of intake passages in the vicinity of the intake valves. A communication chamber that communicates the intake passages with each other, and a fuel injection valve that is provided in the communication chamber and injects fuel toward the central intake valve, and at least one of the intake passages is opened and closed according to operating conditions. It is equipped with a control valve.
以下図示の実施例に基づき、本発明の詳細な説明する。The present invention will be described in detail below based on the illustrated embodiments.
？：〕１図は本発明の第１実施例を一部断面した平面図
、８１５２図はその■−■線断面図、第３図はトルク特
性図である。第１，２図において符号１０は７リンダボ
デー、１２はシリンダヘッド、１４はピストンであり、
これらにより燃焼室１６が形成される。シリンダへラド
１２には１気筒につき２個の排気弁１８（１８ａ、１８
’ｂ）と、３個の互いに隣接する吸気弁２０ （２０ａ
、２０ｂ、２０ｃ）が設けられている。これらの排・吸
気弁１８゜２０は、それぞれ頭上カム軸２２，２４、ロ
ッカアーム２６．２８などからなる公知の２頭上カム軸
式動弁槻構により開閉される。３０はシリンダへラドカ
バー、３２は排気弁１８に連通ずる排気通路、また第１
図で３４は点火栓である。? :] Fig. 1 is a partially sectional plan view of the first embodiment of the present invention, Fig. 8152 is a sectional view taken along the line ■-■, and Fig. 3 is a torque characteristic diagram. In FIGS. 1 and 2, numeral 10 is a 7 cylinder body, 12 is a cylinder head, and 14 is a piston.
A combustion chamber 16 is formed by these. The cylinder head 12 has two exhaust valves 18 (18a, 18
'b) and three mutually adjacent intake valves 20 (20a
, 20b, 20c) are provided. These exhaust and intake valves 18 and 20 are opened and closed by a known double overhead camshaft type valve mechanism comprising overhead camshafts 22, 24, rocker arms 26, 28, etc., respectively. 30 is a rad cover to the cylinder, 32 is an exhaust passage communicating with the exhaust valve 18, and the first
In the figure, 34 is a spark plug.
３６はサージタンク、３８は各気前毎にサージタンク３
６とシリンダヘッド１２とをつなぐ吸気管である。吸気
管３８内には、第１吸気通路４０ａ 。36 is a surge tank, 38 is a surge tank 3 for each generous
6 and the cylinder head 12. Inside the intake pipe 38 is a first intake passage 40a.
第２吸気通路４０ｂが形成されている。第１吸気通路４
０ａと第２吸気通路４０ｂとは略同径で、丑だこれらの
通路４． Ｏａ 、 ４０ ｂを貫通する弁軸４２には
、第２吸気通路４０ｂを開閉する蝶型の制御弁４４が取
付けられている。この制御弁４４は運転条件、例えば運
転負荷や機関回転速度の増減に対応して開閉するように
制御される。A second intake passage 40b is formed. First intake passage 4
0a and the second intake passage 40b have approximately the same diameter, and these passages 4. A butterfly-shaped control valve 44 that opens and closes the second intake passage 40b is attached to the valve shaft 42 that passes through Oa and 40b. This control valve 44 is controlled to open and close in response to operating conditions, such as increases and decreases in operating load and engine speed.
吸気通路４０の下流側はシリンダヘッド１２に設けた連
通室４６に接続され、この連通室４６は３つの吸気弁２
０に連通ずる。The downstream side of the intake passage 40 is connected to a communication chamber 46 provided in the cylinder head 12, and this communication chamber 46 is connected to the three intake valves 2.
Connects to 0.
４８は電砧式燃旧噴射弁である。この噴射弁４８は第２
図に示すように、吸気管３８の上部に配設した分配管５
０と、シリンダへ、ド１２の連通室４６」二部との間に
位置し、その噴射口は中央の吸気弁２０ｂを指向する。48 is an electric fuel injection valve. This injection valve 48 is the second
As shown in the figure, the distribution pipe 5 disposed at the upper part of the intake pipe 38
0 and the two parts of the communication chamber 46 of the cylinder 12, and its injection port is directed toward the central intake valve 20b.
この噴射弁４８は制御器（１゛’′、Ｉ示せず）が出力
する電気信号により所定のタイミングで開弁し、所定圧
に加圧された分配管５０内のり態別を連通室４６内へ間
欠的に噴射する。This injection valve 48 is opened at a predetermined timing by an electric signal output from a controller (1'', I not shown), and the fuel inside the distribution pipe 50 pressurized to a predetermined pressure is injected into the communication chamber 46. Sprays intermittently.
この２１３１実施例の動作は次のとおりである。低１′
ｊ荷・低速運転時には、制御弁４４は閉じ第１吸気つｊ
η路４０ａから吸気は連通室４６へ導かれる。The operation of this 2131 embodiment is as follows. low 1'
During load/low speed operation, the control valve 44 is closed and the first intake air is closed.
Intake air is guided to the communication chamber 46 from the η path 40a.
低速運転では吸気の脈動が大きく、また第１吸気、ｍ’
（路４０ａは小径なので吸気慣性も太きい。このため吸
気弁２０が閉じた時には吸気は第１吸気通路４０ａから
ｊＴＶ通室４６に入って強い乱流を生成する。沖通室４
６に間欠的に噴射された燃料は、１ｔ：′、気の乱流に
Ｊ：って速やかにかつ良好に霧化され、均一化した！：
Ｌ’；合気となって吸気弁２０の開弁に伴い燃焼室１６
に流入する。この際連通室４６内の乱流がス′ノールを
強化することにもなり、燃焼安定化も図れる。During low-speed operation, the pulsation of the intake air is large, and the first intake air, m'
(Since the passage 40a has a small diameter, the intake inertia is also large. Therefore, when the intake valve 20 is closed, the intake air enters the jTV passage chamber 46 from the first intake passage 40a and generates strong turbulence.
The fuel that was injected intermittently at No. 6 was quickly and well atomized and homogenized by 1t:' due to the turbulent flow of air! :
L': Aiki occurs and the combustion chamber 16 opens as the intake valve 20 opens.
flows into. At this time, the turbulent flow within the communication chamber 46 also strengthens the snorl, and combustion can be stabilized.
高負荷・高速運転時には制御弁４４が開き、吸気はｙ’
、４１ 、 第２吸気通路４０ ａ 、 ４０ ｂから
連通室４６に入る。噴射弁４８から噴射されだ燃イ′−
１は成る程度の広か９を持っているばか９でなく比較的
広い連通室４６内を長い距η１ｆの間内壁に当たること
なく拡散する。このため内壁に付着する燃料が減り、燃
料の霧化が促進される。During high load/high speed operation, the control valve 44 opens and the intake air is y'
, 41, enters the communication chamber 46 from the second intake passages 40a, 40b. Fuel is injected from the injection valve 48.
1 diffuses within the relatively wide communication chamber 46 over a long distance η1f without hitting the inner wall. This reduces the amount of fuel adhering to the inner wall and promotes atomization of the fuel.
第３図で実線Ａは制御弁４４を開き続けた場合のトルク
特性であり、中低速での吸気慣性効果の減少によりトル
ク低下が著しいことを示している。In FIG. 3, the solid line A represents the torque characteristic when the control valve 44 is kept open, and shows that the torque decreases significantly due to the decrease in the intake inertia effect at medium and low speeds.
同図釧腺Ｂは制御弁４４を閉じた」場合のトルク特性図
によりこれらの２つの特性Ａ、Ｂを組合わせ、トルク特
性の改善を図ることができる。By combining these two characteristics A and B, it is possible to improve the torque characteristics by combining the two characteristics A and B according to the torque characteristics diagram for the case in which the control valve 44 is closed.
ε１１４図は第２実施例を一部断面した平面図である。Figure ε114 is a partially sectional plan view of the second embodiment.
この実施例は、前記第１実施例における第１吸気通路４
０ａを３３２吸気通路４０ｂより小径に形成したもので
ある。この実施例によれば噴射弁４８の噴射口がａｇｌ
、ｍ２吸気通路４．０ ａ 、 ４０１）間のυ５Ｃよ
り２］Ｓ２吸気通路４． Ｏｂ個に偏位している。This embodiment is similar to the first intake passage 4 in the first embodiment.
0a is formed to have a smaller diameter than the 332 intake passage 40b. According to this embodiment, the injection port of the injection valve 48 is agl.
, m2 intake passage 4.0 a, 401) from υ5C between 2] S2 intake passage 4. The number of deviations is Ob.
この結果高負荷・高速時に制御弁４４が開くと第２吸気
通路４０１）から連通室４６に流入した吸気は、８ｉ’
！： １実施例に比べ、噴射弁４８から噴射されだｌｌ
フ？ｊ−別に一層よく当たり、燃料の霧化がさらに促進
される。また第２吸気通路４０ｂが小径なので、８［′
ｌｊ１実／Ｊ’ｆＨ例に比べて一層低速から吸気慣性に
よるＩ・ルク増加を図ることができる。さらに第１吸気
通路４０ａの連通室４６に対する偏位量は、第１実施例
に比べて大きくなるから、制御弁４４が閉じている低速
時に連通室４６に生成される渦流が一層強くなり、吸気
弁２０の開弁時にはこの渦流によシ燃焼室１６内に一層
強いスワール（吸入渦流）が発生する。この／ζめ低速
時の燃焼か安定化され、低速運転が円滑になる効果が一
層顕著になる。As a result, when the control valve 44 opens under high load and high speed, the intake air flowing into the communication chamber 46 from the second intake passage 401) is 8i'
! : Compared to the first embodiment, less water was injected from the injection valve 48.
centre? j - better contact and atomization of the fuel is further promoted. In addition, since the second intake passage 40b has a small diameter, 8['
Compared to the lj1 actual/J'fH example, it is possible to increase I-lux due to intake inertia from a lower speed. Furthermore, since the amount of deviation of the first intake passage 40a with respect to the communication chamber 46 is larger than that in the first embodiment, the vortex generated in the communication chamber 46 becomes even stronger at low speeds when the control valve 44 is closed, and the intake air When the valve 20 is opened, an even stronger swirl (suction vortex) is generated within the combustion chamber 16 due to this vortex. This /ζ stabilizes combustion at low speeds, making the effect of smoothing low speed operation even more noticeable.
第５図は第３実施例の一部断面した平面図であり２、こ
の実施例は棺１吸気通路４０ａを中央に配置する一方第
２吸気通路４０ｂを２つに分割し、それぞれに制御弁４
４．４４を設けたものである。FIG. 5 is a partially sectional plan view of the third embodiment. In this embodiment, the coffin 1 intake passage 40a is arranged in the center, while the second intake passage 40b is divided into two, each with a control valve. 4
4.44.
この実施例によれば、制御弁４４が閉じる低負荷・低速
時に第１吸気通路を通る吸気は、噴射弁４８から噴射さ
れた燃料に良好に当たり、特に低負荷・低速時の霧化が
前記第１，２実施例に比べて一層改善される。According to this embodiment, the intake air passing through the first intake passage when the control valve 44 is closed at low load and low speed hits the fuel injected from the injection valve 48 well, and the atomization is particularly good at low load and low speed. This is further improved compared to the first and second embodiments.
第６図は第４実施例の一部断面した平面図であり、この
実施例は第１．第２．第３吸気通路４０ａ。FIG. 6 is a partially sectional plan view of the fourth embodiment, and this embodiment is similar to the first embodiment. Second. Third intake passage 40a.
４０ｂ、４０ｃを備え、第１吸気通路４０ａを挾む９’
、’４２＋第３吸気通路４０ｂ、４０ｃには、開閉時期
か互いに異彦る制御弁４４ａ、４４ｂを配設した。40b and 40c, and 9' sandwiching the first intake passage 40a.
, '42+, the third intake passages 40b, 40c are provided with control valves 44a, 44b whose opening and closing timings differ from each other.
この実施例によれば第３実施例（つ２５図）と同様に低
速時の霧化が促進されるだけでなく、トルク特性の改善
も同時に図れる。すなわち第７図はこの第４実施例のト
ルク特性図であり、この図の実ＭＡは制御弁４４ ａ
、４４ｂを開き続けた場合の特性、破線Ｂは低速域でイ
ｉ＋制御弁４４ ａ 、 ４４ ｂの両方を閉じだ場合
の特性、また鎖ｆ！ｉＩｃは中速域で制御弁４４’ｂの
みを開いた場合の特性である。According to this embodiment, as in the third embodiment (Fig. 25), not only atomization at low speeds is promoted, but also torque characteristics can be improved at the same time. That is, FIG. 7 is a torque characteristic diagram of this fourth embodiment, and the actual MA in this diagram is the control valve 44a.
, 44b are kept open, and the broken line B shows the characteristics when both control valves 44a and 44b are closed in the low speed range, and the chain f! iIc is the characteristic when only the control valve 44'b is opened in the medium speed range.
制御弁４４ ａ 、４４ｂを異なる運転速度で開閉させ
てこれら特性Ａ、、Ｂ 、Ｃを組み合わせるととにより
、１）１」配気１〜３実施例に比べ中速域でのトルク改
善を図ることができる。By opening and closing the control valves 44a and 44b at different operating speeds and combining these characteristics A, B, and C, it is possible to: 1) improve torque in the medium speed range compared to Examples 1 to 3; be able to.
、コ（１８図は第５実施例の一部断面した平面図であり
、この実施例は第４実施例（第６図）における第】吸気
通路４０ａと第２吸気通路４０ｂとの位置を入れ換えた
ものである。, ko (Figure 18 is a partially sectional plan view of the fifth embodiment, and this embodiment is the same as that of the fourth embodiment (Figure 6)) by swapping the positions of the intake passage 40a and the second intake passage 40b. It is something that
この実施例によれば前記第４実施例（第６図）と同様に
、中速域でのトルクを増加できるだけでなく、ｒ’＋ｉ
ｉ記’：ｊ’： ２実施例（第４図）と同様に低速域で
スワールが強化されるので、低速運転時の回転が一層円
滑になる。According to this embodiment, as in the fourth embodiment (FIG. 6), not only can the torque in the medium speed range be increased, but also r'+i
Note i': j': As in the second embodiment (FIG. 4), the swirl is strengthened in the low speed range, so rotation during low speed operation becomes even smoother.
なお、ブー！’； ４ 、５ 、６ 、８図では第１図
と同一部分に同一符号を４・ｊシたので、その説明は繰
シ返えさな因。In addition, Boo! '; In Figures 4, 5, 6, and 8, the same parts as in Figure 1 are designated by the same symbols 4.j, so the explanations will not be repeated.
本発明は以上のように、複数の吸気通路を３つの吸気弁
側近に設けた連通室で連通させ、中央の１１支気弁方向
を指向して゛連通室内へ燃料を噴射させる一方、少なく
とも１つの吸気通路には制御弁を設けて運転９倚や逆転
速度の増減によってこの制御弁を開閉するように構成し
た。このため低負荷・低速時には制御弁が閉じ一部の吸
気通路のみを吸気は通るので、吸気慣性を有効に利用し
て給気効率の向上と出力の増大か図れる。この時吸気脈
動により連通室内には強い乱流が生成され、ここに噴射
される燃料はこの乱流により吸気と良好に混合され、燃
料の霧化が促進される。このだめ燃焼が改善され燃費向
上が図れる。なお連通室の乱流は、燃焼室へ流入する吸
気の乱れ（スワール）を強化することにもなり、サイク
ル毎の燃焼の変動が減り運転か謂らかになる。As described above, the present invention allows a plurality of intake passages to communicate with each other through communication chambers provided near three intake valves, and injects fuel into the communication chamber oriented toward the central 11 branch valves. A control valve was provided in the intake passage, and the control valve was configured to open and close depending on the operation and the increase/decrease of the reverse rotation speed. Therefore, when the load is low and the engine speed is low, the control valve closes and the intake air passes through only a portion of the intake passage, making it possible to effectively utilize intake inertia to improve air supply efficiency and increase output. At this time, a strong turbulent flow is generated in the communication chamber due to the intake pulsation, and the fuel injected into the communication chamber is mixed well with the intake air due to this turbulence, and atomization of the fuel is promoted. This wasteful combustion is improved and fuel efficiency can be improved. Note that the turbulent flow in the communication chamber also strengthens the turbulence (swirl) of the intake air flowing into the combustion chamber, reducing fluctuations in combustion from cycle to cycle and making operation easier.
一方燃料は連通室中央側近に斜めに噴射されること（で
なるから、噴射された燃料は比較的長い距離を内壁に当
たることカく拡散でき、全ての運転条件下で燃料の霧化
が向」ニし、燃焼の改善、燃費の向上を図ることができ
る。On the other hand, the fuel is injected obliquely near the center of the communication chamber, so the injected fuel can spread over a relatively long distance without hitting the inner wall, and the atomization of the fuel is favorable under all operating conditions. This makes it possible to improve combustion and fuel efficiency.
第１図は第１実施例の一部を断面した平面図、第２Ｍは
そのｎ−ｎ１断面図、第３図はトルク特性図、第４．５
．６図はそれぞれ第２．第３．第４実施例の一部断面し
た平面図、第７図は第４実施例のトルク特性図、′ｉ！
Ａ８図は第５実施例の一部ｉ：’ｆ’を面した平面図で
ある。
２０・・・吸気弁、４０・・・吸気通路、４４・・・制
御弁、４６・・・連通室、４８・・・燃料噴射弁。
特許出願人 ヤマ八発動機株式会社Fig. 1 is a partially sectional plan view of the first embodiment, 2M is an n-n1 sectional view thereof, Fig. 3 is a torque characteristic diagram, and Fig. 4.5
．． Figure 6 is the second. Third. A partially sectional plan view of the fourth embodiment, and FIG. 7 is a torque characteristic diagram of the fourth embodiment, 'i!
Figure A8 is a plan view of part i:'f' of the fifth embodiment. 20... Intake valve, 40... Intake passage, 44... Control valve, 46... Communication chamber, 48... Fuel injection valve. Patent applicant Yamahachi Motor Co., Ltd.
Claims (1)
４ザイクル内燃機関において、前記吸気弁に辿通ずる複
数の吸気通路と、前記吸気弁付近で名吸気通路を連通ず
る連通室と、この連通室に設けられ中央の前記吸気弁方
向に燃料を噴射する燃料噴射弁とを（ｉｉｉｉえ、少な
くとも１つの前記吸気ｊＵＬ路には運転条件に応じて開
閉する制御弁を設けたことを特徴とする４ザイクル内燃
機関の吸気装置。In a four cycle internal combustion engine having three intake valves adjacent to each other for one intake valve, a plurality of intake passages leading to the intake valve, a communication chamber communicating the intake passage near the intake valve, and A fuel injection valve is provided in the communication chamber and injects fuel toward the central intake valve (iii) At least one of the intake JUL paths is provided with a control valve that opens and closes depending on operating conditions Intake system for 4-cycle internal combustion engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57200367A JPS5990717A (en) | 1982-11-17 | 1982-11-17 | Intake device for 4-cycle internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57200367A JPS5990717A (en) | 1982-11-17 | 1982-11-17 | Intake device for 4-cycle internal-combustion engine |
Related Child Applications (8)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1297627A Division JP2576905B2 (en) | 1989-11-17 | 1989-11-17 | Intake device for 4-cycle internal combustion engine |
| JP1297630A Division JPH02161124A (en) | 1989-11-17 | 1989-11-17 | Intake device for four-cycle internal combustion engine |
| JP29762989A Division JPH02161169A (en) | 1989-11-17 | 1989-11-17 | Intake device for four-cycle internal combustion engine |
| JP1297624A Division JPH0781544B2 (en) | 1989-11-17 | 1989-11-17 | Intake device for 4-cycle internal combustion engine |
| JP29762689A Division JPH02161111A (en) | 1989-11-17 | 1989-11-17 | Suction system of four-cycle internal combustion engine |
| JP1297631A Division JPH0759922B2 (en) | 1989-11-17 | 1989-11-17 | Intake device for 4-cycle internal combustion engine |
| JP1297625A Division JPH02161168A (en) | 1989-11-17 | 1989-11-17 | Intake device for four-cycle internal combustion engine |
| JP1297628A Division JPH02161125A (en) | 1989-11-17 | 1989-11-17 | Intake device for four-cycle internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5990717A true JPS5990717A (en) | 1984-05-25 |
| JPH057555B2 JPH057555B2 (en) | 1993-01-29 |
Family
ID=16423120
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57200367A Granted JPS5990717A (en) | 1982-11-17 | 1982-11-17 | Intake device for 4-cycle internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5990717A (en) |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3508763A1 (en) * | 1984-07-10 | 1986-01-23 | Toyota Jidosha K.K., Toyota, Aichi | INTERNAL COMBUSTION ENGINE WITH SEVERAL INLET VALVES |
| JPS6325369A (en) * | 1986-07-17 | 1988-02-02 | Yamaha Motor Co Ltd | Air intake device for fuel injection type engine |
| US4856473A (en) * | 1987-08-25 | 1989-08-15 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine with multiple intake valves and EGR arrangement |
| JPH02161169A (en) * | 1989-11-17 | 1990-06-21 | Yamaha Motor Co Ltd | Intake device for four-cycle internal combustion engine |
| JPH02161168A (en) * | 1989-11-17 | 1990-06-21 | Yamaha Motor Co Ltd | Intake device for four-cycle internal combustion engine |
| JPH02161170A (en) * | 1989-11-17 | 1990-06-21 | Yamaha Motor Co Ltd | Intake device for four-cycle internal combustion engine |
| JPH02185666A (en) * | 1989-11-17 | 1990-07-20 | Yamaha Motor Co Ltd | Suction device of four-cycle internal combustion engine |
| JPH05209581A (en) * | 1992-07-20 | 1993-08-20 | Yamaha Motor Co Ltd | Air intake device for four-cycle internal combustion engine |
| JPH05209580A (en) * | 1992-07-20 | 1993-08-20 | Yamaha Motor Co Ltd | Intake device for four-cycle internal combustion engine |
| JPH05215049A (en) * | 1992-07-20 | 1993-08-24 | Yamaha Motor Co Ltd | Intake device for four-cycle internal combustion engine |
| JPH0666233A (en) * | 1992-07-20 | 1994-03-08 | Yamaha Motor Co Ltd | Intake device of four-cycle internal combustion engine |
| JPH06173828A (en) * | 1993-07-19 | 1994-06-21 | Yamaha Motor Co Ltd | Intake air device for fuel injection type engine |
| JP2020033901A (en) * | 2018-08-28 | 2020-03-05 | ダイハツ工業株式会社 | cylinder head |
-
1982
- 1982-11-17 JP JP57200367A patent/JPS5990717A/en active Granted
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3508763A1 (en) * | 1984-07-10 | 1986-01-23 | Toyota Jidosha K.K., Toyota, Aichi | INTERNAL COMBUSTION ENGINE WITH SEVERAL INLET VALVES |
| JPS6325369A (en) * | 1986-07-17 | 1988-02-02 | Yamaha Motor Co Ltd | Air intake device for fuel injection type engine |
| US4856473A (en) * | 1987-08-25 | 1989-08-15 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine with multiple intake valves and EGR arrangement |
| JPH02185666A (en) * | 1989-11-17 | 1990-07-20 | Yamaha Motor Co Ltd | Suction device of four-cycle internal combustion engine |
| JPH02161168A (en) * | 1989-11-17 | 1990-06-21 | Yamaha Motor Co Ltd | Intake device for four-cycle internal combustion engine |
| JPH02161170A (en) * | 1989-11-17 | 1990-06-21 | Yamaha Motor Co Ltd | Intake device for four-cycle internal combustion engine |
| JPH02161169A (en) * | 1989-11-17 | 1990-06-21 | Yamaha Motor Co Ltd | Intake device for four-cycle internal combustion engine |
| JPH05209581A (en) * | 1992-07-20 | 1993-08-20 | Yamaha Motor Co Ltd | Air intake device for four-cycle internal combustion engine |
| JPH05209580A (en) * | 1992-07-20 | 1993-08-20 | Yamaha Motor Co Ltd | Intake device for four-cycle internal combustion engine |
| JPH05215049A (en) * | 1992-07-20 | 1993-08-24 | Yamaha Motor Co Ltd | Intake device for four-cycle internal combustion engine |
| JPH0666233A (en) * | 1992-07-20 | 1994-03-08 | Yamaha Motor Co Ltd | Intake device of four-cycle internal combustion engine |
| JP2556420B2 (en) * | 1992-07-20 | 1996-11-20 | ヤマハ発動機株式会社 | Intake device for 4-cycle internal combustion engine |
| JPH06173828A (en) * | 1993-07-19 | 1994-06-21 | Yamaha Motor Co Ltd | Intake air device for fuel injection type engine |
| JP2020033901A (en) * | 2018-08-28 | 2020-03-05 | ダイハツ工業株式会社 | cylinder head |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH057555B2 (en) | 1993-01-29 |
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