JPS6039856B2 - Internal combustion engine with combustion chamber with multiple intake ports - Google Patents
Internal combustion engine with combustion chamber with multiple intake portsInfo
- Publication number
- JPS6039856B2 JPS6039856B2 JP56112283A JP11228381A JPS6039856B2 JP S6039856 B2 JPS6039856 B2 JP S6039856B2 JP 56112283 A JP56112283 A JP 56112283A JP 11228381 A JP11228381 A JP 11228381A JP S6039856 B2 JPS6039856 B2 JP S6039856B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- boat
- combustion chamber
- negative pressure
- internal combustion
- 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
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
- F02M35/104—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
- F02M35/10209—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
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)
- Control Of The Air-Fuel Ratio Of Carburetors (AREA)
Description
【発明の詳細な説明】
本発明は複数個の吸気弁を具えた燃焼室を有する型の内
燃機関に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an internal combustion engine of the type having a combustion chamber with a plurality of intake valves.
従来、低燃費化技術の一つとして燃焼室の吸気ボートを
へＩＪカルポートとして構成することにより吸入新気に
高ススワールを与え燃焼させる方法があったが、特に高
速・高負荷城においてはそのヘリカル形状に起因する大
きな吸気抵抗が大きな問題となり、充填効率が低下し出
力，燃費の悪化を招いていた。Conventionally, one of the techniques for reducing fuel consumption was to configure the intake boat of the combustion chamber as an IJ Calport to give high swirl to the fresh intake air for combustion. The large intake resistance due to the shape was a major problem, reducing charging efficiency and causing deterioration in output and fuel efficiency.
そこでこの欠点を補うためにこのヘリカルポート（第１
吸気ボート）に加え第２の吸気ボートを設けて高速，高
負荷時の充填効率を確保する方法も提案されているが、
そうすると今度は逆に、抵速，低荷城特にスロツトル全
閉時における吸入新気の流速が小さくなり、有効なスワ
ールを発生させることが難しくなり、この城での出力，
燃費の悪化を招いていた。Therefore, in order to compensate for this drawback, we created a helical port (first
A method has also been proposed in which a second intake boat is provided in addition to the intake boat) to ensure charging efficiency at high speeds and high loads.
Then, conversely, the flow velocity of the fresh intake air at low speeds and low loading conditions, especially when the throttle is fully closed, becomes smaller, making it difficult to generate an effective swirl, and the output at this speed,
This led to deterioration in fuel efficiency.
本発明は上述した問題を解消するためになされたもので
、高速，高負荷時における充填効率を確保しつつ特にア
イドル時（スロットル全閉時）には２次吸気ボートを遮
断することによりアイドル時の燃焼安定性を向上せしめ
、減速時及びアイドル時のェミッション（特にＨＣ）の
改善，燃費の向上を達成せんとするものである。The present invention has been made to solve the above-mentioned problems, and while ensuring charging efficiency at high speeds and high loads, it also cuts off the secondary intake boat especially at idle (when the throttle is fully closed). The aim is to improve the combustion stability of the engine, improve emissions (especially HC) during deceleration and idling, and improve fuel efficiency.
以下、本発明の−実施例を図に従って説明する。Embodiments of the present invention will be described below with reference to the drawings.
第１図，第２図において、１はエンジンのシリンダヘッ
ド、２は燃焼室である。燃焼室２の点火栓４近傍に、高
スワール発生用のへＩＪカル型１次吸気ボート３が閉口
し、その対向位置に排気ボート５が閉口している。また
、燃焼室２内の１次吸気ボート３の近傍には、好ましく
は１次吸気ボート３と同一方向のスワールを発生させる
２次吸気ボート（偏心ポ−ト）６が設けられる。In FIGS. 1 and 2, 1 is a cylinder head of an engine, and 2 is a combustion chamber. An IJ Cal type primary intake boat 3 for generating high swirl is closed near the spark plug 4 of the combustion chamber 2, and an exhaust boat 5 is closed at the opposite position. Further, in the vicinity of the primary intake boat 3 in the combustion chamber 2, a secondary intake boat (eccentric port) 6 is provided which preferably generates a swirl in the same direction as the primary intake boat 3.
各々のボート３，６，５には、夫々のカムにより独立的
に作動せしめられる１次吸気バルブ７，２次吸気バルブ
８、および排気バルブ（図示せず）が配置される。１次
吸気ボート３は十分な高スワールが得られるようにへＩ
Ｊカルポートとなっており、一方、２次吸気ボート６は
吸気抵抗をできるだけ小さくできるように１次吸気ポ−
トよりも小型に形成され、且つ１次吸気ボート３より発
生したスワールを適切に付勢するようシリンダ壁に沿う
偏流を与える偏心ボートとなっている。Each boat 3, 6, 5 is provided with a primary intake valve 7, a secondary intake valve 8, and an exhaust valve (not shown) which are independently operated by respective cams. The primary intake boat 3 is set to I to obtain a sufficiently high swirl.
On the other hand, the secondary intake boat 6 has a primary intake port in order to minimize intake resistance.
The eccentric boat is formed smaller than the first intake boat 3, and provides a biased flow along the cylinder wall so as to appropriately urge the swirl generated from the primary intake boat 3.
２次吸気ボート６の上流には中高負荷域で開く流路制御
バルブ（副スロットルバルブ）９が設けられる。Upstream of the secondary intake boat 6, a flow path control valve (sub-throttle valve) 9 that opens in a medium to high load range is provided.
この流路制御バルブ９はエンジン負荷あるいは回転数に
応じて作動する。図示の実施例ではバルブ９は負圧作動
式アクチュェータ２０によりエンジン負荷に応じて開閉
制御せしめられる。This flow path control valve 9 operates according to the engine load or rotation speed. In the illustrated embodiment, the valve 9 is controlled to open and close by a negative pressure actuator 20 in accordance with the engine load.
そのためバルブ９はリンク機構２３を介してアクチュヱ
ータ２０の作動ロッド２５に連結される。アクチュェー
タ２川まダイヤフラム２７により仕切られる負圧作動室
３１と大気圧に開放する室３３とを有し、ロッド２５は
ダイヤフラム２７に連結されダイヤフラムに連動する。
負圧作動室３１は管路３７を介して吸気員圧領域、例え
ば１次吸気ボート３の上流に連結される。尚、３５はダ
イヤフラム２７のリターンスプリングである。本発明に
よれば負圧回路３７内には好ましくは電磁弁の形態をし
た功換制御弁４１が設けられる。Therefore, the valve 9 is connected to the actuating rod 25 of the actuator 20 via the link mechanism 23. The two actuators have a negative pressure working chamber 31 partitioned by a diaphragm 27 and a chamber 33 open to atmospheric pressure, and the rod 25 is connected to the diaphragm 27 and interlocks with the diaphragm.
The negative pressure working chamber 31 is connected to an intake pressure area, for example, upstream of the primary intake boat 3 via a conduit 37 . Note that 35 is a return spring for the diaphragm 27. According to the invention, a functional control valve 41 is provided in the negative pressure circuit 37, preferably in the form of a solenoid valve.
制御弁４１は例えば気化器１６のスロットルバルブ１７
の全閉位置を感知するアイドルスイッチ４５からの信号
Ｓ、に応答して作動せしめられる。アイドルスイッチ４
５は例えばス。ツトルバルブ１７の全開位置を検出する
電気的なりミットスイッチでよい。切換スイッチ４５は
通常は負圧管路３７を大気Ａにブリードし、アイドル信
号Ｓを受けたときのみ負圧管路３７を吸気負圧に蓮通せ
しめる。アクチユェータ２０は吸気負圧が作用したとき
のみ副スロットルバルブ９を閉じ、２次吸気ボート６か
らの吸気をカットする。上述した構成を有するエンジン
では、アイドル時あるいは急減遠時等のスロットル全閉
時において、流路制御バルブ９は前述の如く閉じている
。The control valve 41 is, for example, the throttle valve 17 of the carburetor 16.
It is activated in response to a signal S from the idle switch 45 which senses the fully closed position of the idle switch 45. Idle switch 4
For example, 5 is Su. An electric limit switch that detects the fully open position of the tuttle valve 17 may be used. The changeover switch 45 normally bleeds the negative pressure line 37 to the atmosphere A, and allows the negative pressure line 37 to pass through the intake negative pressure only when receiving the idle signal S. The actuator 20 closes the sub-throttle valve 9 only when negative intake pressure is applied, and cuts off the intake air from the secondary intake boat 6. In the engine having the above-mentioned configuration, the flow path control valve 9 is closed as described above when the throttle is fully closed, such as when idling or when the throttle is suddenly reduced.
従って、新混合気は１次吸気ボート３のみから燃焼室２
内に吸入されることになるので、十分に大きな流速が得
られ高スワールが発生する。その結果特にアイドル時に
おける層状燃焼が可能となり、高出力，低燃費が達成で
きる。一方中高速，中高負荷時には、１次吸気ボート３
内の流速も上がり十分な高スワールが得られるものの吸
気抵抗が大となり、１次欧気ボート３だけでの吸入空気
量では不足するが、アクチュェ−夕２０‘こ作用する負
圧が切換弁４１により大気にブリードされるので２次吸
気ボート６側の流藤制御バルブ９が開き不足分の新混合
気が吸入される。Therefore, the new air-fuel mixture is transferred only from the primary intake boat 3 to the combustion chamber 2.
Since the liquid is inhaled into the air, a sufficiently large flow rate is obtained and a high swirl is generated. As a result, stratified combustion becomes possible, especially during idling, and high output and low fuel consumption can be achieved. On the other hand, at medium-high speeds and medium-high loads, the primary intake boat 3
Although the flow velocity in the actuator 20' increases and a sufficiently high swirl can be obtained, the intake resistance becomes large and the amount of intake air from the primary steam boat 3 alone is insufficient, but the negative pressure acting on the actuator 20' Since the air is bled into the atmosphere, the flow control valve 9 on the side of the secondary intake boat 6 opens and the new air-fuel mixture is sucked in.
この場合、１次吸気ボート３側の流速が若干低下しスワ
ールが弱まるものの２次吸気ボート６側のシリンダ壁に
沿う偏流によりそのスワールが付勢され、結果的には十
分なスヮールが得られることになり、アイドル時におけ
るのと同様の良好な層状燃焼が可能となる。従って中高
遠、中高負荷時においても高出力，低燃費が達成できる
ことになる。なお、１次吸気ボート３は好ましくは２次
吸気ボート６より大きい断面を有するが、それは小蓬で
は十分なスワールが発生しないこと、及び、一次吸気ポ
−ト３のみから２次吸気ボート６が通加される継ぎの部
分が常用使用域にあった場合、ドライバビリティの悪化
をできるだけ少なくするためである。以上説明したこと
から明らかな如く、本発明によれば２次吸気ボートにス
ロットル全閉時のみ閉鎖する流路制御弁を設けることに
より、中高遠，中高負荷領域における十分なスワールと
充填効率を確保しつつ、アイドル時あるいは減速時の高
スワールの確保と燃焼性の向上を達成することができる
。In this case, although the flow velocity on the primary intake boat 3 side decreases slightly and the swirl weakens, the swirl is energized by the drifting flow along the cylinder wall on the secondary intake boat 6 side, and as a result, a sufficient swirl can be obtained. This enables good stratified combustion similar to that at idle. Therefore, high output and low fuel consumption can be achieved even at medium to high altitudes and under medium to high loads. Note that the primary intake boat 3 preferably has a larger cross section than the secondary intake boat 6, but this is because sufficient swirl does not occur in Koyogi, and the secondary intake boat 6 is formed only from the primary intake port 3. This is to minimize deterioration of drivability when the joint portion to be joined is in a commonly used area. As is clear from the above explanation, according to the present invention, by providing the secondary intake boat with a flow path control valve that closes only when the throttle is fully closed, sufficient swirl and filling efficiency are ensured in the mid-to-high range and mid-to-high load ranges. At the same time, it is possible to ensure high swirl during idling or deceleration and to improve combustibility.
第１図は本発明の一実施例を示す内燃機関の燃焼室まわ
りの概略平面図、第２図は第１図の０−０線断面図であ
る。
２・・・燃焼室、′４・・・点火栓、３・・・１次吸気
ボート、６・・・２次吸気ボート、９・・・流路制御バ
ルブ、１５…気化器、１７…スロットルバルプ、２０…
ァクチュェータ、４１…功換制御弁、４５．．．アイド
ルスイッチ。
第１図
第２図FIG. 1 is a schematic plan view of the combustion chamber and surroundings of an internal combustion engine showing an embodiment of the present invention, and FIG. 2 is a sectional view taken along the line 0-0 in FIG. 2... Combustion chamber, '4... Spark plug, 3... Primary intake boat, 6... Secondary intake boat, 9... Flow path control valve, 15... Carburetor, 17... Throttle Valp, 20...
actuator, 41... functional control valve, 45. ．． ．． idle switch. Figure 1 Figure 2
Claims (1)
吸気ポートと吸気負圧に応動するアクチユエータにより
作動せしめられる流路制御弁を具えた２次吸気ポートと
を設けた燃焼室を有する内燃機関において、上記アクチ
ユエータの作動負圧回路中に気化器のスロツトルバルブ
の全閉位置を感知して該作動負圧回路を選択的に大気に
プリードする切換制御弁を設けたことを特徴とする複数
吸気ポート付燃焼室を有する内燃機関。1. In an internal combustion engine having a combustion chamber provided with a primary intake port for high swirl generation in the form of a helical port and a secondary intake port equipped with a flow path control valve operated by an actuator responsive to intake negative pressure, A plurality of intake ports characterized in that a switching control valve is provided in the operating negative pressure circuit of the actuator for sensing the fully closed position of the throttle valve of the carburetor and selectively leading the operating negative pressure circuit to the atmosphere. An internal combustion engine with a combustion chamber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56112283A JPS6039856B2 (en) | 1981-07-20 | 1981-07-20 | Internal combustion engine with combustion chamber with multiple intake ports |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56112283A JPS6039856B2 (en) | 1981-07-20 | 1981-07-20 | Internal combustion engine with combustion chamber with multiple intake ports |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5828511A JPS5828511A (en) | 1983-02-19 |
| JPS6039856B2 true JPS6039856B2 (en) | 1985-09-07 |
Family
ID=14582812
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56112283A Expired JPS6039856B2 (en) | 1981-07-20 | 1981-07-20 | Internal combustion engine with combustion chamber with multiple intake ports |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6039856B2 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6018227U (en) * | 1983-07-15 | 1985-02-07 | 本田技研工業株式会社 | Two-valve intake internal combustion engine |
| JPS6018226U (en) * | 1983-07-15 | 1985-02-07 | 本田技研工業株式会社 | Two-valve intake internal combustion engine |
| US4548175A (en) * | 1983-12-05 | 1985-10-22 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine with two intake valves |
| JPS60224921A (en) * | 1984-04-23 | 1985-11-09 | Toyota Motor Corp | Combustion chamber for two suction valve type internal-combustion engine |
| JPS6114426A (en) * | 1984-06-29 | 1986-01-22 | Honda Motor Co Ltd | Suction system device for direct-injection type diesel engine |
| JPS6119632U (en) * | 1984-07-10 | 1986-02-04 | トヨタ自動車株式会社 | double intake valve engine |
| US4856473A (en) * | 1987-08-25 | 1989-08-15 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine with multiple intake valves and EGR arrangement |
-
1981
- 1981-07-20 JP JP56112283A patent/JPS6039856B2/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5828511A (en) | 1983-02-19 |
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