JPS60164617A - Four-cycle internal-combustion engine - Google Patents

Four-cycle internal-combustion engine

Info

Publication number
JPS60164617A
JPS60164617A JP59018767A JP1876784A JPS60164617A JP S60164617 A JPS60164617 A JP S60164617A JP 59018767 A JP59018767 A JP 59018767A JP 1876784 A JP1876784 A JP 1876784A JP S60164617 A JPS60164617 A JP S60164617A
Authority
JP
Japan
Prior art keywords
exhaust
diameter
small
valves
suction
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
Application number
JP59018767A
Other languages
Japanese (ja)
Inventor
Takeshi Okada
毅 岡田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP59018767A priority Critical patent/JPS60164617A/en
Publication of JPS60164617A publication Critical patent/JPS60164617A/en
Pending legal-status Critical Current

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
    • 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
    • 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
    • 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
    • F02M35/10268—Heating, cooling or thermal insulating means
    • 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
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Characterised By The Charging Evacuation (AREA)

Abstract

PURPOSE:To improve suction and exhaust efficiencies and exhaust emission control efficiency ever so better over the whole operation range, by installing each of large diametral suction and exhaust valves being large in an overlap and each of small diamtral ones being small in the overlap, while leading secondary air into a small diametral air passage. CONSTITUTION:Both large diametral valves 8 and 10 for suction and exhaust as well as both small diametral valves 9 and 10 for suction and exhaust are all installed in a cylinder head 2, and an overlap in each of these large diametral suction and exhaust valves is made larger but that in each of these small diametral suction and exhaust valves is smaller in design. Secondary air is led into an exhaust passage 6 of the small diametral exhaust valve via an air filter 12 and a reed valve 13, while an outer side of the pipe 6 is wrapped with a heat insulating material. These large diametral suction and exhaust valves 8 and 10 are operated only in time of high load, and in time of light load, only small diametral suction and exhaust valves 9 and 11 are operated with a small overlap each. With this constitution, a degree of blow-by is little, if any, and a suction rate is speedy, making combustion stable enough, and an exhaust rate is also speedy so that the secondary air is much inhaled.

Description

【発明の詳細な説明】 本発明は、俳２清浄化対策が施さｒ′ｌ−１こ四サイク
ル内燃機関に関するものである、 高速四サイクル内燃機関では、吸、排気弁径を大さく丁
乙、吸、排気弁のリフトを高くて乙等の手段で通路面積
を増大させ、以つ″′ｃ高速運転域での吸、わト気効率
を高めろとともに、バルブ万一バーラップ時間（吸−排
気弁が同時に開放さｎ−いる時間）を長くすることによ
り吸、排気の慣性効果を利用し１吸、排気効率を高め”
Ｃ機関の高出力化を計るーしかるに、吸、排２の慣性効
果は、高速運転域では奏し得ろものの、低速運転域では
−吸入混合気の絶対量が減少するＫめ、混合気ＶＣ１１
１当な流速を与えることができなくなるとともに、排気
の環流が生じて燃焼が悪化し、低速出力が減少する傾向
となり、排気中のＨＯ，Ｃｏ＠の増加を招く。[Detailed Description of the Invention] The present invention relates to an r'l-1 four-stroke internal combustion engine that is equipped with a cleanliness measure.In a high-speed four-stroke internal combustion engine, the diameters of the intake and exhaust valves are increased. Increasing the passage area by increasing the lift of the intake and exhaust valves, increasing the efficiency of the intake and exhaust air in the high-speed operating range, and reducing the valve burlap time (suction - By increasing the amount of time the exhaust valves are open at the same time, the inertial effect of suction and exhaust is utilized to increase the efficiency of suction and exhaust.
In order to increase the output of the C engine, the inertia effect of the intake and exhaust gases 2 may be effective in the high-speed operating range, but in the low-speed operating range - the absolute amount of the intake mixture decreases, and the mixture VC11
In addition to being unable to provide a reasonable flow velocity, exhaust gas recirculation occurs, worsening combustion, and tends to reduce low-speed output, leading to an increase in HO and Co@ in the exhaust gas.

その対策として、一つの気＃［対し吸、排気弁をそｎぞ
ｎ＠数個配設し、低速運転域で各一部の吸、排気弁の作
動を休止させ工、混合気の流速を高め、吸気慣性効果の
向上を計るととて１に、排気環流の絶対量を限定する方
法があり、以つτ排気再循環量、吸気の吹抜は量を低く
抑え、排気中のＨｏ２Ｏ３量を低減化させることができ
る。しかしながら、斯か乙手法を採用し又も、低速運転
域にお（・て排気中のＨｏ２Ｏ３量を十分に低減化させ
るのは難しく、排気清浄化対策上その解決が望：ｉＥｎ
ていた。As a countermeasure, we installed several intake and exhaust valves for one air flow, and stopped the operation of some of the intake and exhaust valves in the low-speed operating range to reduce the flow rate of the air-fuel mixture. One way to improve the intake inertia effect is to limit the absolute amount of exhaust gas recirculation. can be reduced. However, even if this method is adopted, it is difficult to sufficiently reduce the amount of Ho2O3 in the exhaust gas in the low-speed operating range (iEn
was.

本発明の目的は、一つの気筒につさ、吸、排気弁共に大
径お工び小径の少なくとも二個を備えに四サイクル内燃
機関における未燃ガス量を可及的に低減化させる点にあ
る。An object of the present invention is to reduce the amount of unburned gas as much as possible in a four-stroke internal combustion engine by providing at least two large-diameter and small-diameter stems, intake, and exhaust valves in one cylinder. be.

本出願の第一の発明は、一つの気！ＩＣつさ、吸、排気
弁共に大径および小径の少なくとも二個を備え、大径の
吸、排気弁を機関の運転状況に応じ工体止自在とした四
サイクル内燃機関におい又、大径の吸、排気弁の万一バ
ーラップを大きく、小径の吸、排気弁の万一パーラップ
な零乃至負側圧設定し、小径排気弁の近傍ＶＣ″ｃ排気
辿排気外路導入Ｏを設け、かつ排気通路の内径を小径排
気弁の径と一致させたことを特徴とし工いる７ 本出願の第二の発明は、前記構成に加え又、小径排気弁
ＶＣ連なる排気通路の外周に保温部材を何し、その外径
を大径排気弁に連なる排気通路の外径と一致させＫこと
を特徴とし１いる。The first invention of this application is one mind! A four-stroke internal combustion engine is equipped with at least two large-diameter and small-diameter IC stems, intake valves, and exhaust valves, and the large-diameter intake and exhaust valves can be shut off depending on the operating conditions of the engine. Set the burlap of the suction and exhaust valves to be large, set the burlap of the small-diameter suction and exhaust valves to zero or negative side pressure in the event of a burlap, and provide a VC″c exhaust trace exhaust external path introduction O near the small-diameter exhaust valve, and set the exhaust passage. The second invention of the present application is characterized in that the inner diameter of the small-diameter exhaust valve is made to match the diameter of the small-diameter exhaust valve.7 In addition to the above-mentioned configuration, a heat insulating member is provided on the outer periphery of the exhaust passage connected to the small-diameter exhaust valve VC, It is characterized in that its outer diameter matches the outer diameter of the exhaust passage connected to the large-diameter exhaust valve.

以下、［１面を参照しながら本発明の詳細な説明する− 第１図は、シリンダの頂部に設けらｎ　７．：ンリンタ
ヘッド部を概念的に示しτおワ、シリンダｌの頂ｇ［配
設されＴこシリンダヘッドに主吸気通路３、副吸気通路
４、主排気通路５、副シト気通路６が形成さｎ、各通路
１’ｊ対応してそれぞｎ主吸気弁８、副吸気弁９．主排
気弁１０：副排気弁１１が配設さｎｌいる。そし又、主
吸気弁８の弁径が副吸気弁９のそ扛よりも大きく、主排
気弁１０の弁径が副排気弁１１のそれよりも大さくなさ
ｎており、吸、排２弁共に主、副弁の径比が、主：副＝
（１，５〜２）：１程度に設定さｎる。これ等各弁のリ
フト　（揚程）につい−は、主眼、排気弁８．１０のそ
ｎは大きく、副成、排気弁９．１１のそｎは小さくなさ
れる。The present invention will now be described in detail with reference to Figure 1. : This conceptually shows the printer head part, where the cylinder head is provided with a main intake passage 3, an auxiliary intake passage 4, a main exhaust passage 5, and an auxiliary intake passage 6. , n main intake valves 8, auxiliary intake valves 9, corresponding to each passage 1'j, respectively. Main exhaust valve 10: A sub-exhaust valve 11 is provided. Furthermore, the valve diameter of the main intake valve 8 is larger than that of the auxiliary intake valve 9, and the valve diameter of the main exhaust valve 10 is smaller than that of the auxiliary exhaust valve 11. The diameter ratio of both main and sub valves is main: sub=
(1, 5-2): Set to about 1. Regarding the lift (head) of each of these valves, the main one, the exhaust valve 8.10, is made large, and the secondary one, the exhaust valve 9.11, is made small.

Ｔ瓦、副排気弁６の弁径ｄ１と、副排気通路６の内径ｄ
、ｌ　とは等しくなされる。T tile, valve diameter d1 of the sub-exhaust valve 6, and inner diameter d of the sub-exhaust passage 6
, l are made equal.

さらｖｃ、第２図図示の如く、シリンダヘッド２には、
副排気通路６に開口する外気導入路（二次空気導入路）
　７が形成さｎ、該外気導入路７ＦＣは、エアクリーナ
ー１２−　リード弁１３を介し１外気が誘導さする様に
なさｎている。Furthermore, vc, as shown in the second figure, the cylinder head 2 has:
Outside air introduction passage (secondary air introduction passage) opening into the sub-exhaust passage 6
7 is formed, and the outside air introduction passage 7FC is configured to introduce outside air through an air cleaner 12 and a reed valve 13.

そし工、副成、排気弁９．１１は、低速域から高速域に
亘り常時動作せしめられ、主眼、排気弁８、ｌＯは低速
域におい１休止せしめらｎるのであるが、ム吸、排気弁
８、ＩＯのバルブタイミングはｆｊＲ３１１！３’の如
くに設定され、副成、排気弁９．１１のバルブタイミン
グは、第４図乃至第５図の如くに設定さｎ石。即ち、套
吸、排気弁＋１１．１０１７）万一パーラップは比較的
大きく、虱吸、排気弁９．１１０τ−バーラップは零（
ゼロ・ラップ）乃至負側（マイナス・ラップ）に設定さ
ｎ−いる。加５るに、主眼、排気弁８．１０のリフト　
（揚程）は大きく、副成、排気弁９．１１のリフトは小
さくなさｎ石。The exhaust valves 9 and 11 are always operated from low speed range to high speed range, and the main exhaust valves 8 and 11 are paused in the low speed range. The valve timings of the valves 8 and IO are set as shown in fjR311!3', and the valve timings of the sub-generation and exhaust valves 9 and 11 are set as shown in FIGS. 4 and 5. That is, if the mantle suction, exhaust valve + 11.1017) parlap is relatively large, the lice suction, exhaust valve 9.110τ - burlap is zero (
(zero lap) to the negative side (minus lap). In addition, the main focus is the lift of the exhaust valve 8.10.
(Lifting head) is large, and the lift of the by-product and exhaust valves 9.11 is small.

斯かる構成を採用下ることにより、下記の作用、効果が
得らｎる、 （１）中、高速運転域では、主副吸気弁８．９−五副排
気弁１０．１１が全１動作さｎ、しかも主眼、排気弁８
−１０の弁径およびリフトが大きくなされτいるため、
吸、排気通路面積は十分大さく、流路抵抗が少ない。し
かも、第３図図示の如く、主眼、排気弁８．１０の万一
バーラップ時間が長いため、吸、排気の慣性効果を利用
することがでさる。斯つ）る理由により、吸、排気効率
が向上し、機関の出力アップ、未燃ガス量の低減化を企
図し得る７（２）低速運転域、甲には低負荷運転域では
、吸気が絞られ″Ｃ混合気量が減少するのに対しｔ、主
吸気弁８が休止し、小径な副吸気弁９が小さなリフトで
動作する。ΩでＭ路面積が小さく、混合気の適当な流速
を得ることができ、しかも小径なる副排気弁１１との万
一バーラップが零乃至マイナスであるから吸気開始時点
での新気の吹言抜けあるいは排気環流が防止さｎること
から、吸入効率が向上し１低速運転域（丁には低負荷運
転域）での出方が向上するとともに、排気中の未燃ガス
量が減少し、排気流路中に設置さｎｒ、−触媒の負担が
軽減化さｎ、かつ燃費が改善さ八る。By adopting such a configuration, the following functions and effects can be obtained: (1) In medium and high speed operating ranges, all of the main and sub-intake valves 8.9 to 5 sub-exhaust valves 10 and 11 operate once. n, and the main focus, exhaust valve 8
-10 valve diameter and lift are large,
The suction and exhaust passage areas are sufficiently large and flow resistance is low. Moreover, as shown in FIG. 3, since the burlap time of the main exhaust valve 8.10 is long, it is possible to utilize the inertial effect of suction and exhaust. For this reason, the intake and exhaust efficiency can be improved, increasing engine output and reducing the amount of unburned gas. The main intake valve 8 is stopped and the small-diameter auxiliary intake valve 9 operates with a small lift.The M passage area is small at Ω, and the flow rate of the mixture is appropriate. Moreover, since the burlap with the small-diameter sub-exhaust valve 11 is zero or negative, blowing of fresh air or exhaust recirculation at the start of intake is prevented, which improves the intake efficiency. This improves the output in the low-speed operating range (low-load operating range), reduces the amount of unburned gas in the exhaust, and reduces the burden on the catalyst installed in the exhaust flow path. fuel efficiency and fuel efficiency.

（３）低速運転域まＫは低負荷運転域では、主排気弁１
０が休止して小径な副排気弁１１が小さなリフトで動作
するところ、副排気弁１１１Ｃ連なる副排気通路６の内
径が副排５郵弁１１と同径で小さく、排気量が少ないに
もかかわらず比較的大きな排気流速が得らｎ、副排気通
路６内の圧力低下により、リード弁１３を備えた外気導
入路７を通じ１副排気通路６因に二次１気が導入さ几、
しかも導入さｎＫ二次空気がシリンダ室から排出さｎ７
：直後の高温の排気と混合さｎるので、００、ＨＯ等の
未燃ガスの酸化が促進さｒＬ石。(3) In the low speed operating range or low load operating range, K is the main exhaust valve 1.
0 is at rest and the small diameter sub-exhaust valve 11 operates with a small lift, even though the inner diameter of the sub-exhaust passage 6 connected to the sub-exhaust valve 111C is the same diameter as the sub-exhaust valve 11 and the displacement is small. When a relatively large exhaust flow rate is not obtained, secondary air is introduced into the first sub-exhaust passage 6 through the outside air introduction passage 7 equipped with the reed valve 13 due to the pressure drop in the sub-exhaust passage 6.
Moreover, the introduced nK secondary air is discharged from the cylinder chamber n7
: Since it mixes with the high-temperature exhaust immediately after, the oxidation of unburned gases such as 00 and HO is promoted.

（４）そし工、第２図図示の如く、副排２ボ１路６を、
内管５ａ、断熱材層（例、グラスウール）６ｂ、外管６
ＣＶｒ、％形成しに場合には、排気温の低下が少ないた
め、前項における未燃ガスの酸化がさらに促進さｎる。(4) As shown in Figure 2, the auxiliary exhaust 2 holes 1 road 6 are installed.
Inner tube 5a, insulation layer (e.g. glass wool) 6b, outer tube 6
In the case of forming CVr, %, the decrease in exhaust gas temperature is small, so the oxidation of the unburned gas mentioned in the previous section is further promoted.

なお、この様Ｉｃ内管６ａ、断ｆｆｉ材層６ｂ、外管６
ＣＶＣＴ−排気管６Ａを形成する際、その外径を、主排
気通路５を画成する排気管５Ａの外径に一致させろこと
により、両排気管のアンバランスが生ずることなく、外
観上有利である、促進され、低速運転域Ｃ：ｆ７．−は
低負荷運転域１１Ｃおい又も、００．ＨＯ等の未燃ガス
の浄化が確実に行わｎ乙。なお、触媒Ｃとし１三元触媒
を使用下ｎげＮＯｘ量も低減化し得るが、第７図図示の
如く、主排気弁ｌｏ側の排気管５ＡＫ連なる消音器５Ｂ
内にも三元触媒０．を装填することにより、中、高速運
転域におい又もＮＯｘ量を低減化させることができる。In addition, in this way, the Ic inner tube 6a, the ffi material layer 6b, the outer tube 6
When forming the CVCT-exhaust pipe 6A, by making its outer diameter match the outer diameter of the exhaust pipe 5A that defines the main exhaust passage 5, an imbalance between the two exhaust pipes will not occur, and this will be advantageous in terms of appearance. Yes, accelerated, low speed driving range C: f7. - indicates low load operating range 11C Oimata, 00. Ensure that unburned gas such as HO is purified. Note that the NOx amount can also be reduced by using a 1-way catalyst as catalyst C, but as shown in FIG.
There is also a three-way catalyst inside. By loading the engine, the amount of NOx can be reduced even in medium and high speed operating ranges.

（６）　Ｉ　ｒ、：、副排気通路６のみならず、副吸気
通路４を小径にし１混合気の流速を大きく丁乙と同時に
、気化器のベンチュリ径を小さくして霧化な促進させ燃
焼を改善すれば、排気中の００、ＨＯ＠の未燃ガス量を
低減化し得る。(6) Ir: Not only the auxiliary exhaust passage 6 but also the auxiliary intake passage 4 are made smaller in diameter to increase the flow velocity of the mixture, and at the same time, the venturi diameter of the carburetor is reduced to promote atomization and combustion. If this is improved, the amount of unburned gas such as 00 and HO@ in the exhaust gas can be reduced.

（７）第２歯、第６図、第７図の場合には、副排気通路
６を画成する排気管６Ａを、断熱材層６ｂを含む積層管
とじ又干渉することにより、排２温の低下を防止しｋが
、多気筒機関においｔ、小径なる副排気弁１１を隣従さ
せ、その二本の排気ボートを１本ＶＣＸとめにサイ了ミ
ーズ形排気ボートを採用することによつ工も排気温度を
高く維持するごとができ、加えτ排気管５Ａ、６Ａを第
８図図示の如く合体させ、内管６Ｃを排気管５Ａ内に配
役することにより副排気通路６内の排気流の温度低下を
さらに効果的に抑制し得る。なお、この様な二車管方式
は、サイアミーズ形排気ボート以外の場合にも採用し得
ろことは勿論である。(7) In the case of the second tooth, FIG. 6, and FIG. In order to prevent a drop in k in a multi-cylinder engine, the small-diameter auxiliary exhaust valve 11 is placed next to the auxiliary exhaust valve 11, and one of the two exhaust boats is connected to the VCX. In addition, by combining the τ exhaust pipes 5A and 6A as shown in FIG. temperature drop can be further effectively suppressed. It goes without saying that such a dual-vehicle system can also be used in cases other than the Siamese type exhaust boat.

（８）第６図、第７図図示の例では、排気管５Ａに比し
又排気管６Ａが長尺になさ几１いるが、こｎは排気の脈
動効果を利用し１、機関の出力を増大させるためである
。即ち、低速運転域（Ｔ尺は低負荷運転域）では長尺管
を用いることにより機関出力を増大させ乙ことかでさ、
高速側転域では短尺管を用いることにより機関出力を増
大させ得ろことが知らｎｌおり、第６図、第７図図示の
例では、低速から高速に亘ろ範囲で排気の脈動効果を利
用し１機関出力を増大させ得る８ 以上実施例の説明′ｔＪ）ら明らかな様に本屋１第一の
発明では、一つの気筒につき、吸、排気弁共に大径およ
び小径の少なくとも二個を備え、大径の吸、排気弁を機
関の運転状況ｖｃ応じ１休止自在とし１こ四サイクル内
燃機関にお（１、大径の吸、排気弁の万一パーラノブを
大さく、小径の吸、排気弁のτ−バーラソブヶ零乃至負
側に設定し、小径排気弁の近傍に１排気通路に外気導入
口を設け、かつ排気通路の内径を小径排２弁の径と一致
させ１こので、低速運転域よ１こは低負荷運転域では、
主眼、排気弁が木圧し、小径な乙副成、排気弁のみの動
作により、新気の吹き抜け、排気の環流がない状態で、
吸、排気流速を大さく維持し、さらに外気′４ 導入口を通じ℃排仰中に二次空気を加え、燃焼を促進さ
せ、外気に放出さ几る排気中の未燃ガス量の低減化を企
図し得るとともに、燃費の向上を計り得る。(8) In the example shown in Figures 6 and 7, the exhaust pipe 6A is longer than the exhaust pipe 5A, but this takes advantage of the pulsating effect of the exhaust gas to increase the engine output. This is to increase the In other words, in the low speed operating range (T scale is the low load operating range), the engine output can be increased by using a long pipe.
It is known that the engine output can be increased by using short pipes in the high-speed cartwheel range, and in the examples shown in Figures 6 and 7, the exhaust pulsation effect is utilized in the range from low speed to high speed. As is clear from the above description of the embodiments, in the first invention, each cylinder is provided with at least two intake and exhaust valves, one with a large diameter and one with a small diameter, The large-diameter intake and exhaust valves can be freely paused depending on the engine's operating conditions (vc) for use in a one-four-cycle internal combustion engine (1. In the event that the large-diameter intake and exhaust valves' parallaxes are enlarged and the small-diameter intake and exhaust valves Set the τ-variety valve to zero or the negative side, provide an outside air inlet in the first exhaust passage near the small-diameter exhaust valve, and match the inside diameter of the exhaust passage with the diameter of the small-diameter exhaust valve 2. In the low load operating range,
The main focus is on the exhaust valve, which has a small diameter, and only the exhaust valve operates, so there is no blow-through of fresh air and no recirculation of exhaust gas.
The intake and exhaust flow velocities are maintained at a high level, and secondary air is added through the outside air inlet while exhausting to ℃ to promote combustion and reduce the amount of unburned gas in the exhaust that is released into the outside air. It is possible to plan and improve fuel efficiency.

′ｆｋ本願第二の発明では、前記第一の発明の横殴に加
え１小径排気弁に運なる排気通路の外周に保温部材を何
丁とともに、その外径を大径排気弁ＩＣ匣なる排気通路
の外径と一致させたので、該排気通路囚を流れる排気の
放熱が抑制され、外気導入口を通じて排気中に加えらｎ
る二次空気による未燃ガス（００、ＨＯ等１　の酸化が
促進さｎ、しかも大、小排気弁に連なる排気管の外径が
一致し又いろＫめ外観を損なわｎない。'fk In the second invention of the present application, in addition to the side punch of the first invention, a number of heat insulating members are provided on the outer periphery of the exhaust passage leading to the small diameter exhaust valve, and the outer diameter of the heat insulating member is set as the large diameter exhaust valve IC box. Since the outer diameter of the passage is made to match the outer diameter of the passage, the heat radiation of the exhaust gas flowing through the exhaust passage is suppressed, and no heat is added to the exhaust gas through the outside air inlet.
The oxidation of unburned gases (00, HO, etc.) by secondary air is promoted.Moreover, the outer diameters of the exhaust pipes connected to the large and small exhaust valves are the same and do not spoil the exterior appearance.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は四サイクル内燃機関のシリンダヘッド部を示す
概念図、第２図は同じくシリンダヘッド部とこｎに連な
る排気管の一部を示す概念図、第３図は主眼、排気弁の
弁開閉期線図、−４図、第５図は開眼、排気弁の弁開閉
刻線テ、第６図乃至第８図はそれぞれシリンダヘッド部
に連なる排気、管の異なる態様を示す概念図である。 ｌ・°°シリンダ、２・・・シリンダヘッド−３・・・
主吸気通路−４・・・副吸気通路、５・・・主排気通路
、５Ａ・・・排気管、６・・・副排気通路、６Ａ・・・
排気管、６Ｂ・・・消音器、６α・・・円管、６ｂ・・
°断熱材層、６ｃ・・・外管、７・・・外気導入路、８
・・・主吸気弁、９・・・副吸気弁、１０・・・主排気
弁、１１・・・副排気弁、１２・・・エアクリーナー、
１３・・・盲Ｉ〜　ド弁、 Ｃ・・・触媒、０．・・・三元触ｌＦ、６代理人　弁理
士　江　原　望 外２名 第３図 月４図　尾５図 第６図 帛８７Figure 1 is a conceptual diagram showing the cylinder head of a four-cycle internal combustion engine, Figure 2 is a conceptual diagram showing a part of the exhaust pipe connected to the cylinder head, and Figure 3 is the main focus, opening and closing the exhaust valve. Fig. 4 and Fig. 5 are conceptual diagrams showing the opening and closing of the exhaust valve, and Figs. 6 to 8 are conceptual diagrams showing different aspects of the exhaust and pipes connected to the cylinder head, respectively. l・°°Cylinder, 2...Cylinder head-3...
Main intake passage-4... Sub-intake passage, 5... Main exhaust passage, 5A... Exhaust pipe, 6... Sub-exhaust passage, 6A...
Exhaust pipe, 6B...silencer, 6α...circular pipe, 6b...
°Insulating material layer, 6c...Outer pipe, 7...Outside air introduction path, 8
...Main intake valve, 9...Sub-intake valve, 10...Main exhaust valve, 11...Sub-exhaust valve, 12...Air cleaner,
13...Blind I~ door valve, C...Catalyst, 0. ... Sangen 1F, 6 agents, patent attorney Ehara Mogai, 2 people Figure 3 Moon Figure 4 Tail 5 Figure 6 Figure 87

Claims (1)

【特許請求の範囲】 （［）一つの気筒に大径および小径σノ少なくとも二個
の吸気弁と、大径および小径の少なくとも二個のわト気
弁とを有し、該両大径の吸気弁および排２弁を機関の運
転状況に応じ１休止自在としＴこ四サイクル内燃機関に
おい又、吸、排気弁開閉時期に関しτ、前記大径の吸、
排気弁の万一ノく一ラップを大きく設定するとともに、
前記小径の吸、排気弁の万一パーランプを零乃至負１１
１１［設定し、′ｏ）つ前記小径の排気弁の近傍にてシ
ト気通路に外気導入口を設け、該排気通路の内径を該小
径な乙排気弁＆’１径と一致させｋことを特徴とする四
サイクル内燃機関。 （２）一つの気′ｒ＃Ｒに大径および小径の少なくとも
二個の吸気弁と、大径および小径の少なくとも二個の排
気弁とを有し、該画大径の吸気弁および排気弁を機関の
運転状況に応じ１休止自在とじに四サイクル内燃機関に
おい工、前記大径の吸、おト気弁の万一パーランプを大
きく設定下るとともに、前記小径の吸、排気弁の万一パ
ーラノブを零乃至負側に設定し、Ｄ）つ前記小径の排気
弁の近傍に一排気通路に外気導入口を設け、該排気ｉｆ
ｌ路の内径を該小径なる排気弁の径と一致させるととも
に、該排気通路の外周に尿温部材を何し、この外径を、
前記大径ｆＬ乙排気弁側の排気ポ１路の外径と一致させ
Ｔこことを特徴とする四サイクル内燃機関。[Claims] ([) One cylinder has at least two intake valves with a large diameter and a small diameter σ, and at least two intake valves with a large diameter and a small diameter, In a four-stroke internal combustion engine, the intake valve and the two exhaust valves can be paused for one period depending on the operating conditions of the engine.
In addition to setting a large lap for the exhaust valve,
In the unlikely event that the small-diameter intake and exhaust valves have a par ramp of zero to negative 11
11 [Setting,'o) An outside air inlet is provided in the air passage in the vicinity of the small-diameter exhaust valve, and the inner diameter of the exhaust passage is made to match the diameter of the small-diameter exhaust valve &'1. Features a four-stroke internal combustion engine. (2) One air 'r#R has at least two intake valves with a large diameter and a small diameter, and at least two exhaust valves with a large diameter and a small diameter, and the intake valve and the exhaust valve have the large diameter. Depending on the operating conditions of the engine, the four-stroke internal combustion engine odor control can be freely closed for one stop, and the large-diameter intake and exhaust valves should be set to a large size, and the small-diameter intake and exhaust valves should be adjusted to a large value. D) An outside air inlet is provided in one exhaust passage near the small-diameter exhaust valve, and the exhaust if
The inner diameter of the l passage is made to match the diameter of the small exhaust valve, and a urine temperature member is provided on the outer periphery of the exhaust passage, and this outer diameter is
A four-cycle internal combustion engine characterized in that the large diameter fL is made to match the outer diameter of the exhaust port 1 on the exhaust valve side.
JP59018767A 1984-02-04 1984-02-04 Four-cycle internal-combustion engine Pending JPS60164617A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP59018767A JPS60164617A (en) 1984-02-04 1984-02-04 Four-cycle internal-combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP59018767A JPS60164617A (en) 1984-02-04 1984-02-04 Four-cycle internal-combustion engine

Publications (1)

Publication Number Publication Date
JPS60164617A true JPS60164617A (en) 1985-08-27

Family

ID=11980786

Family Applications (1)

Application Number Title Priority Date Filing Date
JP59018767A Pending JPS60164617A (en) 1984-02-04 1984-02-04 Four-cycle internal-combustion engine

Country Status (1)

Country Link
JP (1) JPS60164617A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5269270A (en) * 1991-03-20 1993-12-14 Honda Giken Kogyo Kabushiki Kaisha Four-stroke cycle internal-combustion engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5269270A (en) * 1991-03-20 1993-12-14 Honda Giken Kogyo Kabushiki Kaisha Four-stroke cycle internal-combustion engine

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