JPS6029815B2 - Flow path control device for helical intake port - Google Patents
Flow path control device for helical intake portInfo
- Publication number
- JPS6029815B2 JPS6029815B2 JP56120633A JP12063381A JPS6029815B2 JP S6029815 B2 JPS6029815 B2 JP S6029815B2 JP 56120633 A JP56120633 A JP 56120633A JP 12063381 A JP12063381 A JP 12063381A JP S6029815 B2 JPS6029815 B2 JP S6029815B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- valve
- negative pressure
- boat
- spiral
- 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.)
- Expired
Links
- 238000002485 combustion reaction Methods 0.000 claims description 22
- 230000006835 compression Effects 0.000 description 4
- 238000007906 compression Methods 0.000 description 4
- 238000003780 insertion Methods 0.000 description 4
- 230000037431 insertion Effects 0.000 description 4
- 239000000446 fuel Substances 0.000 description 3
- 230000006870 function Effects 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 240000002853 Nelumbo nucifera Species 0.000 description 1
- 235000006508 Nelumbo nucifera Nutrition 0.000 description 1
- 235000006510 Nelumbo pentapetala Nutrition 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000002457 bidirectional effect Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000012447 hatching Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
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
- F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
- F02M35/10229—Fluid connections to the air intake system; their arrangement of pipes, valves or the like the intake system acting as a vacuum or overpressure source for auxiliary devices, e.g. brake systems; Vacuum chambers
-
- 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
- F02B31/082—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets the main passage having a helical shape around the intake valve axis; Engines characterised by provision of driven charging or scavenging pumps
-
- 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)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】
本発明はへＩＪカル型吸気ボートの流路制御装置に関す
る。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a flow path control device for an IJ cal-type intake boat.
機関高速高負荷運転時における高い充填効率を確保する
と共に機関低速低負荷運転時に強力な旋回流を燃焼室内
に発生せしめるために、第１吸気弁を介して燃焼室内に
連結されたヘリカル型吸気ボートと、第２吸気弁を介し
て燃焼室内に連結された第２の吸気ボートとを具備し、
機関低速低負荷運転時に第２吸気ボートからの吸入空気
の供給を停止してへりカル型吸気ボートのみから吸入空
気を供給することにより燃焼室内に強力な旋回流を発生
せしめ、機関高速高負荷運転時にはへＩＪカル型吸気ボ
ートと第２吸気ボートの双方から吸入空気を燃焼室内に
供給するようにした内燃機関が知られている。A helical intake boat is connected to the combustion chamber via the first intake valve in order to ensure high charging efficiency when the engine is running at high speeds and high loads, and to generate a strong swirling flow inside the combustion chamber when the engine is running at low speeds and low loads. and a second intake boat connected to the combustion chamber via the second intake valve,
When the engine is running at low speed and low load, the supply of intake air from the second intake boat is stopped and intake air is supplied only from the helical type intake boat, which generates a strong swirling flow inside the combustion chamber, allowing the engine to operate at high speed and high load. BACKGROUND ART Internal combustion engines are known in which intake air is sometimes supplied into a combustion chamber from both an IJ Cal type intake boat and a second intake boat.
このようなへＩＪカル型吸気ボートを用いて吸入空気量
の少ない機関低速低負荷運転時に燃焼室内に強力な旋回
流を発生せしめようとするとへりカル型吸気ボートの形
状が流れ抵抗の大きな形状になってしまうので機関高速
高負荷運転時には、たとえ第２吸気ボートから吸入空気
が供給されても十分に高い充填効率を確保するのが困難
となっている。本発明は機関低速低負荷運転時に強力な
旋回流を燃焼室内に発生できると共に機関高速高負荷運
転時に十分に高い充填効率を得ることのできる内燃機関
を提供することにある。If you try to use such a helical IJ intake boat to generate a strong swirling flow in the combustion chamber during low-speed, low-load operation of the engine with a small amount of intake air, the shape of the helical intake boat will create a shape with large flow resistance. Therefore, during engine high-speed, high-load operation, it is difficult to ensure a sufficiently high filling efficiency even if intake air is supplied from the second intake boat. SUMMARY OF THE INVENTION An object of the present invention is to provide an internal combustion engine that can generate a strong swirling flow in a combustion chamber during low-speed, low-load operation of the engine, and can obtain sufficiently high charging efficiency during high-speed, high-load operation of the engine.
以下、添附図面を参照して本発明を詳細に説明する。Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.
第１図から第３図を参照すると、１はシリンダブロック
、２はシリンダブロック１内で往復勤するピストン、３
はシリンダブロツクー上に固定されたシリンダヘツド、
４はピストン２とシリンダヘッド３間に形成された燃焼
室、５ａは第１の吸気弁、５ｂは第２の吸気弁、６ａは
第１吸気弁５ａを介して燃焼室４内に連結されたヘリカ
ル型吸気ボート、６ｂは第２吸気弁５ｂを介して燃焼室
４内に連結されたまつすぐに延びる第２吸気ポート、７
ａは第１排気弁、７ｂは第２排気弁、８ａは第１排気ボ
ート、８ｂは第２排気ボートを夫々示す。Referring to FIGS. 1 to 3, 1 is a cylinder block, 2 is a piston that reciprocates within the cylinder block 1, and 3 is a cylinder block.
is the cylinder head fixed on the cylinder block,
4 is a combustion chamber formed between the piston 2 and the cylinder head 3, 5a is a first intake valve, 5b is a second intake valve, and 6a is connected to the combustion chamber 4 via the first intake valve 5a. A helical intake boat, 6b, is connected to the combustion chamber 4 via the second intake valve 5b and immediately extends into a second intake port, 7
7a is a first exhaust valve, 7b is a second exhaust valve, 8a is a first exhaust boat, and 8b is a second exhaust boat.
なお、図には示さないが燃焼室４の頂面中央部には点火
栓が取付けられる。第１吸気弁５ａ並びに第２吸気弁５
ｂは図示しない動弁機構によってほぼ同期して開弁せし
められ、一方第１排気弁７ａ並びに第２排気弁７ｂも図
示しない勤弁機構によってほぼ同期して関弁せしめられ
る。第４図から第６図にへりカル型吸気ボート６ａの形
状を図解的に示す。このヘリカル型吸気ボート６ａは第
５図に示されるように流路軸線ａがわずかに鷲曲した入
口通路部Ａと、第１吸気弁５ａの弁軸周りに形成された
渦巻部Ｂとにより構成され、入口通路部Ａは渦巻部Ｂに
接線状に接続される。第４図、第５図並びに第８図に示
されるように入口通路部Ａの渦巻軸線ｂに近い側の側壁
面９の上方側壁面９ａは下方を向いた傾斜面に形成され
、この傾斜面９ａの中は渦巻部Ｂに近づくに従って広く
なり、入口通路部Ａと渦巻部Ｂとの接続部においては第
８図に示されるように側壁部９の全体が下方に向いた傾
斜部９ａに形成される。側壁面９の上半分は吸気弁ステ
ムガィド１０（第２図）周りの吸気ボート上壁面上に形
成された円筒状突起１１の周壁面に滑らかに接続され、
一方側壁面９の下半分は渦巻部Ｂの渦巻終端部Ｃにおい
て渦巻部Ｂの側壁面１２に接続される。なお、渦巻部Ｂ
の上壁面１３は渦巻終端部Ｃにおいて下向きの急傾斜壁
Ｄに接続される。一方、第４図から第６図に示されるよ
うにシリンダヘッド３内には入口通路部Ａから分岐され
たほぼ一様断面の分岐路１４が形成され、この分岐路１
４は渦巻終端部Ｃに接続される。Although not shown in the figure, an ignition plug is attached to the center of the top surface of the combustion chamber 4. First intake valve 5a and second intake valve 5
The valves b are opened substantially synchronously by a valve operating mechanism (not shown), and the first exhaust valve 7a and the second exhaust valve 7b are also opened substantially synchronously by a valve operating mechanism (not shown). 4 to 6 schematically show the shape of the helical type intake boat 6a. As shown in FIG. 5, this helical intake boat 6a is composed of an inlet passage section A in which the flow path axis a is slightly curved, and a spiral section B formed around the valve axis of the first intake valve 5a. The inlet passage section A is tangentially connected to the spiral section B. As shown in FIGS. 4, 5, and 8, the upper side wall surface 9a of the side wall surface 9 on the side closer to the spiral axis b of the inlet passage A is formed into a downwardly oriented inclined surface, and this inclined surface The inside of the side wall 9 becomes wider as it approaches the spiral part B, and at the connection part between the inlet passage part A and the spiral part B, the entire side wall part 9 is formed into an inclined part 9a facing downward, as shown in FIG. be done. The upper half of the side wall surface 9 is smoothly connected to the peripheral wall surface of a cylindrical projection 11 formed on the upper wall surface of the intake boat around the intake valve stem guide 10 (FIG. 2).
On the other hand, the lower half of the side wall surface 9 is connected to the side wall surface 12 of the spiral portion B at the spiral end C of the spiral portion B. In addition, spiral part B
The upper wall surface 13 is connected to the downwardly inclined wall D at the spiral end C. On the other hand, as shown in FIGS. 4 to 6, a branch passage 14 having a substantially uniform cross section is formed in the cylinder head 3 and branched from the inlet passage A.
4 is connected to the spiral end C.
分岐路１４の入口関口１５は入口通路部Ａの入口開口近
傍において側壁面９上に形成され、分岐路１４の出口閉
口１６は渦巻終端部Ｃにおいて側壁面１２の上３端部に
形成される。更に、シリンダヘッド３内には分岐路１４
を貫通して延びる開閉弁挿入孔１７が穿設され、この開
閉弁挿入孔１７内には夫々開閉弁を構成するロータリ弁
１８が挿入される。このロータリ弁１８は分岐路１４内
に配置されかつ子第１０図に示すように薄板状をなす弁
体１９と、弁体１９と一体形成された弁麹２０とを具備
し、この弁軸２０は開閉弁挿入孔１７内に舷着された案
内スリーブ２１により回転可能に支承される。弁軸２０
は案内スリーブ２１の頂面から上方に突出し、この突出
端部にアーム２２が固着される。第２図並びに第１１図
に示されるようにへりカル型吸気ボート６ａは枝管２３
を介してサージタンク２４に連結され、このサージタン
ク２４はアクセルペダルに連結されたスロツトル弁２５
並びにェアフローメータ（図示せず）を介して大気に蓮
適する。各枝管２３には燃料噴射弁２６が取付けられ、
これらの燃料噴射弁２６から対応するへ０リカル型吸気
ボート６ａ内に燃料が噴射される。一方、第３図並びに
第１１図に示すように第２吸気ボート６ｂは枝管２７を
介してサージタンク２４に連結され、この枝管２７内に
は吸気遮断弁２８が挿入される。吸気遮断弁２８の弁軸
２９は枝タ管２７から上方に突出し、その突出端部にア
ーム３０が固着される。第１１図を参照すると、各気筒
のロータリ弁１８のアーム２２は連結ロッド３１を介し
て互に連結され、この連結ロッド３１は第１負圧ダイア
フラム装置３２のダイアフラム３３に固着された制御ロ
ッド３４に連結される。The entrance gate 15 of the branch passage 14 is formed on the side wall surface 9 near the entrance opening of the entrance passage section A, and the exit closing mouth 16 of the branch passage 14 is formed at the upper three ends of the side wall surface 12 at the spiral terminal end C. . Furthermore, a branch passage 14 is provided in the cylinder head 3.
An on-off valve insertion hole 17 is formed extending through the on-off valve insertion hole 17, and a rotary valve 18 constituting an on-off valve is inserted into each on-off valve insertion hole 17. The rotary valve 18 is disposed within the branch passage 14 and includes a thin plate-shaped valve body 19 as shown in FIG. 10, and a valve mold 20 integrally formed with the valve body 19. It is rotatably supported by a guide sleeve 21 fitted within the opening/closing valve insertion hole 17 . Valve stem 20
protrudes upward from the top surface of the guide sleeve 21, and the arm 22 is fixed to this protruding end. As shown in FIGS. 2 and 11, the helical type intake boat 6a has a branch pipe 23.
The surge tank 24 is connected to a throttle valve 25 connected to an accelerator pedal.
and to the atmosphere via an airflow meter (not shown). A fuel injection valve 26 is attached to each branch pipe 23,
Fuel is injected from these fuel injection valves 26 into the corresponding intake boats 6a. On the other hand, as shown in FIGS. 3 and 11, the second intake boat 6b is connected to the surge tank 24 via a branch pipe 27, into which an intake cutoff valve 28 is inserted. A valve shaft 29 of the intake cutoff valve 28 projects upward from the branch pipe 27, and an arm 30 is fixed to the projecting end thereof. Referring to FIG. 11, the arms 22 of the rotary valves 18 of each cylinder are connected to each other via a connecting rod 31, which connects to a control rod 34 fixed to a diaphragm 33 of a first negative pressure diaphragm device 32. connected to.
第１ダイアフラム装置３２はダイアフラム３３によって
大気から隔離された負圧室３５を有し、負圧室３５内に
ダイアフラム押圧用圧縮ばね３６が挿入される。この負
圧室３５は大気に蓮通可能な電磁切換弁３７並びに負圧
導管３８を介して負圧アキュムレータ３９に連結され、
電磁切換弁３７のソレノィド４０は電子制御ユニット５
０の出力端子に接続される。一方、各気筒の吸気遮断弁
２８のアーム３川ま連結ロッド４０を介して互に連結さ
れ、この連結ロッド４０は第２負圧ダイアフラム装置４
１のダイアフラム４２に固着された制御ロッド４３に連
結される。第２ダイアフラム装置４１はダイアフラム４
２によって大気から隔離された負圧室４４を有し、負圧
室４４内にダイアフラム押圧用圧縮ばね４５が挿入され
る。この負圧室４４は大気に蓮通可能な電磁切換弁４６
並びに負圧導管４７を介して負圧アキュムレータ３９に
連結され、電磁切換弁４６のソレノィド４８は電子制御
ユニット５０の出力端子に接続される。第１１図に示す
ように負圧アキュムレータ３９は負圧アキュムレータ３
９からサージタンク２４内に向けてのみ流通可能な逆止
弁４９を介してサージタンク２４内に連結される。従っ
て逆止弁４９はサージタンク２４内の負圧が負圧アキュ
ムレータ３９内の負圧よりも大きくなると関弁し、サー
ジタンク２４内の負圧が負圧アキュムレー夕３９内の負
圧よりも小さくなると閉弁するので負圧アキムレータ３
９内の負圧はサージタンク２４内に発生する最大員圧に
維持される。電子制御ユニット５０はディジタルコンビ
ユー夕からなり、各種の演算処理を行なうマイクロプロ
セッサ（ＭＰＵ）５１、ランダムアクセスメモリ（ＲＡ
Ｍ）５２、制御プログラム、演算定数等が予め格納され
ているリードオンリメモリ（ＲＯＭ）５３、入力ボート
５４並びに出力ボート５５が双方向性バス５６を介して
互に接続されている。The first diaphragm device 32 has a negative pressure chamber 35 isolated from the atmosphere by a diaphragm 33, and a compression spring 36 for pressing the diaphragm is inserted into the negative pressure chamber 35. This negative pressure chamber 35 is connected to a negative pressure accumulator 39 via an electromagnetic switching valve 37 and a negative pressure conduit 38 that can communicate with the atmosphere.
The solenoid 40 of the electromagnetic switching valve 37 is connected to the electronic control unit 5
Connected to the 0 output terminal. On the other hand, the arms 3 of the intake cutoff valves 28 of each cylinder are connected to each other via a connecting rod 40, and this connecting rod 40 is connected to the second negative pressure diaphragm device 4.
It is connected to a control rod 43 fixed to a diaphragm 42 of one. The second diaphragm device 41 is the diaphragm 4
It has a negative pressure chamber 44 isolated from the atmosphere by 2, and a compression spring 45 for pressing the diaphragm is inserted into the negative pressure chamber 44. This negative pressure chamber 44 has a solenoid switching valve 46 that can communicate with the atmosphere.
It is also connected to the negative pressure accumulator 39 via a negative pressure conduit 47, and the solenoid 48 of the electromagnetic switching valve 46 is connected to the output terminal of the electronic control unit 50. As shown in FIG. 11, the negative pressure accumulator 39 is
9 into the surge tank 24 via a check valve 49 that allows flow only into the surge tank 24. Therefore, the check valve 49 becomes a valve when the negative pressure in the surge tank 24 becomes larger than the negative pressure in the negative pressure accumulator 39, and the negative pressure in the surge tank 24 becomes smaller than the negative pressure in the negative pressure accumulator 39. When this happens, the valve closes and the negative pressure accumulator 3
The negative pressure in the surge tank 9 is maintained at the maximum pressure generated in the surge tank 24. The electronic control unit 50 consists of a digital computer, a microprocessor (MPU) 51 that performs various calculation processes, and a random access memory (RA).
M) 52, a read-only memory (ROM) 53 in which control programs, calculation constants, etc. are stored in advance, an input port 54, and an output port 55 are interconnected via a bidirectional bus 56.
更に、電子制御ユニット５０内には各種のクロック信号
を発生するクロツク発生器５７が設けられる。入力ボー
ト５４には負圧センサ５８がＡＤ変換器５９を介して接
続され、更に入力ボート５４には回転数センサ６０が接
続される。負圧センサ５８はサージタンク２４内の負圧
に比例した出力電圧を発生し、この電圧がＡＤ変換器５
９において対応する２進数に変換されてこの２進数が入
力ボート５４並びにバス５６を介してＭＰＵ５１に読み
込まれる。回転数センサ６０はクランクシャフトが所定
クランク角度回転する毎にパルスを発生し、このパルス
が入力ボート５４並びにバス５６を介してＭＰＵ５１に
読み込まれる。一方、出力ボート５５は電力増中回路６
１，６２を介して夫々電磁切換弁３７，４６のソレノィ
ド４０，４８に接続される。第１２図は電磁切換弁３７
，４６を作動すべき機関回転数Ｎ（ｒ．ｐ．ｍ）とサー
ジタンク２４内の負圧Ｐ（一肌Ｈｇ）の関係を示してい
る。Furthermore, a clock generator 57 is provided within the electronic control unit 50 for generating various clock signals. A negative pressure sensor 58 is connected to the input boat 54 via an AD converter 59, and a rotation speed sensor 60 is further connected to the input boat 54. The negative pressure sensor 58 generates an output voltage proportional to the negative pressure inside the surge tank 24, and this voltage is applied to the AD converter 5.
9, the binary number is converted into a corresponding binary number, and this binary number is read into the MPU 51 via the input port 54 and the bus 56. The rotation speed sensor 60 generates a pulse every time the crankshaft rotates by a predetermined crank angle, and this pulse is read into the MPU 51 via the input boat 54 and the bus 56. On the other hand, the output boat 55 is connected to the power increasing circuit 6
1 and 62 to solenoids 40 and 48 of electromagnetic switching valves 37 and 46, respectively. Figure 12 shows the electromagnetic switching valve 37.
, 46, and the negative pressure P (in Hg) in the surge tank 24.
第１２図において曲線Ｔは第１の設定空気量を示してお
り、曲線Ｓは第２の設定空気量を示しており、第１２図
から第２設定空気量Ｓのほうが第１設定空気量Ｔよりも
大きいことがわかる。第１２図において曲線Ｓの下方領
域では電磁切襖弁３７のソレノィド４０が消勢されて第
１ダイアフラム装置３２の負圧室３５が負圧アキュムレ
ータ３９に連結されており、ハッチングで示す曲線Ｓの
上方領域ではソレノィド４０が付勢されて負圧室３５が
大気に蓮通せしめられている。一方、第１２図において
曲線Ｔの下方領域では電磁切換弁４６のソレノィド４８
が消勢されて第２ダイアフラム装置４１の負圧室４４が
負圧アキュムレータ３９に連結されており、ハッチング
で示す曲線Ｔの上方領域ではソレノィド４８が付勢され
て負圧室４４が大気に通過せしめられている。第１２図
の曲線Ｓ，Ｔで示す機関回転数Ｎと負圧Ｐとの関係は関
数の形で或はデータテーブルの形で予めＲＯＭ５３内に
格納されている。ＭＰＵ５１では回転数センサ６０の出
力信号から機関回転数Ｎが計算され、この機関回転数Ｎ
と負圧Ｐを表わす負圧センサ５８の出力信号とがＲＯＭ
５３内に記憶された関数Ｓ，Ｔと比較される。このとき
機関回転数Ｎと負圧Ｐとの交点が曲線Ｔと曲線Ｓとの間
にあるとすると出力ボート５５にはＭＰＵ５１から電磁
切換弁４６のソレノィド４８を付勢すべきデータと、電
磁切換弁３７のソレノィド４０を消勢すべきデータが書
込まれる。第１２図において機関回転数Ｎと負圧Ｐとの
交点が曲線Ｔの下方領域にあると前述したように両電磁
切換弁３７，４６のソレノィド４０，４８は消勢される
ので両負圧ダイアフラム装置３２，４１の負圧室３５，
４４は負圧アキュムレー夕３９に接続され、斯くして両
負圧室３５，４４内には負圧が作用している。In FIG. 12, the curve T shows the first set air amount, and the curve S shows the second set air amount. From FIG. 12, the second set air amount S is higher than the first set air amount T. It can be seen that it is larger than In FIG. 12, in the region below the curve S, the solenoid 40 of the electromagnetic sliding valve 37 is deenergized and the negative pressure chamber 35 of the first diaphragm device 32 is connected to the negative pressure accumulator 39, and the curve S shown by hatching In the upper region, the solenoid 40 is energized to vent the negative pressure chamber 35 to the atmosphere. On the other hand, in the region below the curve T in FIG.
is deenergized and the negative pressure chamber 44 of the second diaphragm device 41 is connected to the negative pressure accumulator 39, and in the area above the hatched curve T, the solenoid 48 is energized and the negative pressure chamber 44 passes to the atmosphere. I'm being forced to do it. The relationship between engine speed N and negative pressure P shown by curves S and T in FIG. 12 is stored in advance in the ROM 53 in the form of a function or data table. The MPU 51 calculates the engine rotation speed N from the output signal of the rotation speed sensor 60, and calculates the engine rotation speed N.
and the output signal of the negative pressure sensor 58 representing the negative pressure P are stored in the ROM.
It is compared with functions S and T stored in 53. At this time, if the intersection of the engine speed N and the negative pressure P is between the curve T and the curve S, the output boat 55 contains data from the MPU 51 to energize the solenoid 48 of the electromagnetic switching valve 46 and Data is written to deenergize the solenoid 40 of the valve 37. In FIG. 12, when the intersection of the engine speed N and the negative pressure P is in the region below the curve T, the solenoids 40 and 48 of both the electromagnetic switching valves 37 and 46 are deenergized, so that both negative pressure diaphragms are Negative pressure chamber 35 of device 32, 41,
44 is connected to a negative pressure accumulator 39, so that negative pressure acts within both negative pressure chambers 35 and 44.
このとき、ロータリ弁１８は分岐路１４を閉鎖し、吸気
遮断弁２８が全閉している。従って吸入空気はへりカル
型吸気ボート６ａの入口通路部Ａ並びに渦巻部Ｂを介し
て燃焼室４内に供給される。このとき入口通路部Ａ内に
送り込まれた吸入空気は渦巻部Ｂの上壁面１３に沿って
旋回しつつ渦巻部Ｂ内を下降し、次いで旋回しつつ燃焼
室４内に流入するので燃焼室４内には強力な旋回流が発
生せしめられる。次いで、第１２図において機関回転数
Ｎと負圧Ｐとの交点が曲線Ｔと曲線Ｓとの間の領域にな
ると電磁切襖弁４６のソレノィド４８が付勢されるため
に第２ダイアフラム装置４１の負圧室４４は大気に運通
せしめられる。At this time, the rotary valve 18 closes the branch passage 14, and the intake cutoff valve 28 is fully closed. Therefore, intake air is supplied into the combustion chamber 4 through the inlet passage section A and the spiral section B of the helical intake boat 6a. At this time, the intake air sent into the inlet passage part A descends inside the swirl part B while swirling along the upper wall surface 13 of the swirl part B, and then flows into the combustion chamber 4 while swirling. A strong swirling flow is generated inside. Next, in FIG. 12, when the intersection of the engine speed N and the negative pressure P falls in the area between the curve T and the curve S, the solenoid 48 of the electromagnetic sliding valve 46 is energized, so that the second diaphragm device 41 The negative pressure chamber 44 is communicated with the atmosphere.
その結果、ダイアフラム４２は圧縮ばね４５のばね力に
より下降して吸気遮断弁２８が全開し、斯くして第２吸
気ボート６ｂからも吸入空気が燃焼室４内に供給される
。この第２吸気ボート６ｂは流れ抵抗の小さなまつすぐ
に延びる形状をなしており、従って吸気遮断弁２８が全
開するとへりカル型吸気ボート６ａから供給される吸入
空気量が減少するために旋回流は弱められ、更に流れ抵
抗の小さな第２吸気ポ−ト６ｂから吸入空気が供給され
るために充填効率が高くなる。次いで第１２図において
機関回転数Ｎと負圧Ｐとの交点が曲線Ｓの上方領域にな
ると電磁切換弁３７のソレノィド４０が付勢されるため
に第１ダイアフラム装置３２の負圧室３５は大気に蓮通
せしめられる。As a result, the diaphragm 42 is lowered by the spring force of the compression spring 45, and the intake cutoff valve 28 is fully opened, so that intake air is also supplied into the combustion chamber 4 from the second intake boat 6b. The second intake boat 6b has a straight-extending shape with low flow resistance. Therefore, when the intake cutoff valve 28 is fully opened, the amount of intake air supplied from the helical intake boat 6a decreases, and the swirling flow is reduced. Since the intake air is supplied from the second intake port 6b which is weakened and has a smaller flow resistance, the filling efficiency is increased. Next, in FIG. 12, when the intersection of the engine speed N and the negative pressure P is in the area above the curve S, the solenoid 40 of the electromagnetic switching valve 37 is energized, so that the negative pressure chamber 35 of the first diaphragm device 32 is exposed to the atmosphere. It is forced to pass through the lotus.
その結果、ダイアフラム３３は圧縮ばね３６のばね力に
より下降してロータリ弁１８が回転せしめられ、ロータ
リ弁１８が分岐路１４を全開する。このとき入口通路部
Ａ内に送り込まれた空気の一部が流れ抵抗の小さな分岐
路１４を介して渦巻部Ｂ内に送り込まれる。渦巻部Ｂの
上壁面１３に沿って進む混合気流は渦巻終端部Ｃの急傾
斜壁Ｄによって下向きに流路が偏向せしめられるため渦
巻終端部Ｃ、即ち分岐路１４の出口開ロー６には大きな
負圧が発生する。従って入口通路部Ａと渦巻終端部Ｃと
の圧力差が大きいのでロータリ弁１８が開弁すると大量
の空気が分岐路１４を介して渦巻部Ｂ内に送り込まれる
。このように機関高速高負荷運転時にはロータリ弁１８
が開弁することによって全体の流路面積が増大するばか
りでなく大量の吸入空気が流れ抵抗の小さな分岐路１４
を介して渦巻部Ｂ内に送り込まれるので高い充填効率を
確保することができる。また、入口通路部Ａに傾斜面９
ａを設けることによって入口通路部Ａに送り込まれた空
気の一部は下向きの力を与えられ、その結果この空気は
旋回することなく入口通路部Ａの下壁面に沿って渦巻部
Ｂ内に流入するために流入抵抗は小さくなり、斯くして
高速高負荷運転時における充填効率を更に高めることが
できる。以上述べたように本発明によれば吸入空気量の
少ない機関低速低負荷運転時にはへＩＪカル型吸気ボー
トのみから吸入空気を燃焼室内に供給することによって
燃焼室内に強力な旋回流を発生でき、吸入空気量が増大
したときには第２吸気ボートからも吸入空気を供給する
ことによって充填効率を向上でき、吸入空気量が更に増
大した機関高速高負荷運転時にはへりカル型吸気ポ−ト
の分岐路を全開することによって高い充填効率を確保す
ることができる。As a result, the diaphragm 33 is lowered by the spring force of the compression spring 36, causing the rotary valve 18 to rotate, and the rotary valve 18 fully opens the branch passage 14. At this time, a part of the air sent into the inlet passage section A is sent into the spiral section B via the branch path 14 with low flow resistance. The air mixture flowing along the upper wall surface 13 of the vortex B is deflected downward by the steeply inclined wall D of the vortex end C, so there is a large Negative pressure is generated. Therefore, since the pressure difference between the inlet passage section A and the spiral end section C is large, when the rotary valve 18 is opened, a large amount of air is sent into the spiral section B via the branch passage 14. In this way, when the engine is operating at high speed and high load, the rotary valve 18
By opening the valve, not only does the overall flow path area increase, but also a large amount of intake air flows through the branch path 14 with low resistance.
Since it is fed into the spiral portion B through the vortex, high filling efficiency can be ensured. In addition, an inclined surface 9 is provided in the entrance passage section A.
By providing the section A, a part of the air sent into the inlet passage A is given a downward force, and as a result, this air flows into the spiral part B along the lower wall surface of the inlet passage A without swirling. Therefore, the inflow resistance becomes small, and thus the filling efficiency during high-speed, high-load operation can be further improved. As described above, according to the present invention, when the engine is operated at low speed and under low load with a small amount of intake air, a strong swirling flow can be generated in the combustion chamber by supplying intake air into the combustion chamber only from the IJ Cull type intake boat. When the amount of intake air increases, the filling efficiency can be improved by supplying intake air from the second intake boat, and when the engine is operated at high speed and under high load when the amount of intake air increases, the branching path of the helical type intake port can be used. High filling efficiency can be ensured by fully opening.
第１図は本発明に係る内燃機関のシリンダヘッドの平面
断面図、第２図は第１図のローＤ線に沿ってみた側面断
面図、第３図は第１図のｍ−ｍ線に沿ってみた側面断面
図、第４図はへりカル型吸気ボートの形状を示す斜視図
、第６図は第４図の平面図、第６図は第１図の分岐路に
沿って切断した側面断面図、第７図は第５図の肌一皿線
に沿ってみた断面図、第８図は第５図の側一肌線に沿っ
てみた断面図、第９図は第５図のＫ−Ｋ線に沿ってみた
断面図、第１０図はロータリ弁の斜視図、第１１図は流
路制御装置の全体図、第１２図は電磁切換弁の作動領域
を示す図である。
５ａ・・…・第１吸気弁、５ｂ・・・・・・第２吸気弁
、６ａ・…・・ヘリカル型吸気ボート、６ｂ・・・・・
・第２吸気ボート、１４・・…・分岐路、１８・・・・
・・ロータリ弁、２８・・…・吸気遮断弁、３１・・・
・・・第１ダイアフラム装置、４１・・・・・・第２ダ
イアフラム装置、３７，４６・・・・・・電磁切換弁。
第１図第２図
第３図
第６図
第７図
第８図
第９図
第４図
第５図
第１０図
第１２図
第１１図1 is a plan sectional view of a cylinder head of an internal combustion engine according to the present invention, FIG. 2 is a side sectional view taken along the low D line in FIG. 1, and FIG. 3 is a side sectional view taken along the line mm in FIG. 1. Figure 4 is a perspective view showing the shape of the helical intake boat, Figure 6 is a plan view of Figure 4, and Figure 6 is a side view taken along the branch path in Figure 1. 7 is a cross-sectional view taken along the skin line in Figure 5, Figure 8 is a cross-sectional view taken along the side skin line in Figure 5, and Figure 9 is K in Figure 5. 10 is a perspective view of the rotary valve, FIG. 11 is an overall view of the flow path control device, and FIG. 12 is a diagram showing the operating area of the electromagnetic switching valve. 5a...First intake valve, 5b...Second intake valve, 6a...Helical intake boat, 6b...
・Second intake boat, 14... Branch road, 18...
...Rotary valve, 28...Intake cutoff valve, 31...
...First diaphragm device, 41...Second diaphragm device, 37, 46...Solenoid switching valve. Figure 1 Figure 2 Figure 3 Figure 6 Figure 7 Figure 8 Figure 9 Figure 4 Figure 5 Figure 10 Figure 12 Figure 11
Claims (1)
型吸気ポートと、第２吸気弁を介して該燃焼室内に連結
された第２の吸気ポートとを具備し、該第２吸気ポート
内に吸入空気量が予め定められた第１の設定空気量を越
えたときに開弁する吸気遮断弁を設けた内燃機関におい
て、上記ヘリカル型吸気ポートが吸気弁周りに形成され
た渦巻部と、該渦巻部に接線状に接続されかつほぼまつ
すぐに延びる入口通路部とにより構成され、該入口通路
部から分岐されて該渦巻部の渦巻終端部に連通する分岐
路をシリンダヘツド内に形成すると共に該分岐路内に吸
入空気量が上記第１設定空気量よりも大の予め定められ
た第２の設定空気量を越えたときに開弁する開閉弁を設
けたヘリカル型吸気ポートの流路制御装置。1 A helical intake port connected to the combustion chamber via the first intake valve, and a second intake port connected to the combustion chamber via the second intake valve, In an internal combustion engine provided with an intake cutoff valve that opens when an intake air amount exceeds a predetermined first set air amount, the spiral portion in which the helical intake port is formed around the intake valve; an inlet passage connected tangentially to the spiral part and extending substantially straight, forming a branch passage in the cylinder head that branches from the inlet passage and communicates with the end of the spiral of the spiral part; and a flow path of a helical intake port, which is provided in the branch path with an on-off valve that opens when the intake air amount exceeds a predetermined second set air amount that is larger than the first set air amount. Control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56120633A JPS6029815B2 (en) | 1981-08-03 | 1981-08-03 | Flow path control device for helical intake port |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56120633A JPS6029815B2 (en) | 1981-08-03 | 1981-08-03 | Flow path control device for helical intake port |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5823223A JPS5823223A (en) | 1983-02-10 |
| JPS6029815B2 true JPS6029815B2 (en) | 1985-07-12 |
Family
ID=14791047
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56120633A Expired JPS6029815B2 (en) | 1981-08-03 | 1981-08-03 | Flow path control device for helical intake port |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6029815B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0125134Y2 (en) * | 1984-06-07 | 1989-07-28 | ||
| JPH02115817U (en) * | 1989-03-07 | 1990-09-17 |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60164620A (en) * | 1984-02-06 | 1985-08-27 | Toyota Motor Corp | Suction device for internal-combustion engine |
-
1981
- 1981-08-03 JP JP56120633A patent/JPS6029815B2/en not_active Expired
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0125134Y2 (en) * | 1984-06-07 | 1989-07-28 | ||
| JPH02115817U (en) * | 1989-03-07 | 1990-09-17 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5823223A (en) | 1983-02-10 |
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