JPS6060216A - Internal-combustion engine - Google Patents
Internal-combustion engineInfo
- Publication number
- JPS6060216A JPS6060216A JP58166924A JP16692483A JPS6060216A JP S6060216 A JPS6060216 A JP S6060216A JP 58166924 A JP58166924 A JP 58166924A JP 16692483 A JP16692483 A JP 16692483A JP S6060216 A JPS6060216 A JP S6060216A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- intake
- combustion chamber
- boats
- intake ports
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
-
- 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)
Abstract
Description
【発明の詳細な説明】
本発明は、機関の燃焼室への吸気弁を、１つの気筒につ
いて２つにしたいわゆる２吸気弁弐の内燃機関に関する
ものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a so-called two-intake valve two internal combustion engine in which each cylinder has two intake valves to a combustion chamber of the engine.
機関の出力等を改善する目的で燃焼室への吸気弁を２つ
にすることは特開昭５８−１０１３０号公報等によって
提案されている。Japanese Patent Laid-Open No. 10130/1983 proposes to provide two intake valves to the combustion chamber for the purpose of improving the output of the engine.
一方、内燃機関における熱効率の向上には、圧縮比を高
くすることが有効であるが、圧縮比を高くすると低回転
域等においてノッキングが発生するから、圧縮比を高く
することには一定の限界がある。そして、ノッキングの
発生を抑制するには、火炎伝播速度を高めて燃焼時間を
短縮すれば良く、このためには、燃焼室への混合気の吸
気に際して燃焼室内の吸気混合気にスワール流を与える
のが有効であることが知られている。On the other hand, increasing the compression ratio is effective in improving thermal efficiency in internal combustion engines, but increasing the compression ratio causes knocking in the low rotation range, so there is a certain limit to increasing the compression ratio. There is. In order to suppress the occurrence of knocking, it is sufficient to increase the flame propagation speed and shorten the combustion time.To do this, it is necessary to create a swirl flow in the intake air-fuel mixture in the combustion chamber when the air-fuel mixture is taken into the combustion chamber. is known to be effective.
しかるに、前記公報のものは、燃焼室に２つの吸気ボー
トから混合気を吸気するに際して、両吸気ボートを、機
関の平面視においてクランク軸線に対して直角で、且つ
互いに平行としているので、この両吸気ボートから燃焼
室に流入する混合気は、燃焼室内で大きいスワール流と
なる度合が少なく、従ってスワール流による燃焼時間短
縮化の効果は低いのであった。However, in the above-mentioned publication, when the air-fuel mixture is taken into the combustion chamber from two intake boats, both intake boats are perpendicular to the crank axis and parallel to each other in a plan view of the engine. The air-fuel mixture that flows into the combustion chamber from the intake boat has a low degree of forming a large swirl flow within the combustion chamber, and therefore the effect of shortening the combustion time due to the swirl flow is low.
本発明は、前記のように吸気弁を２つにした内燃機関に
おいて、燃焼室への吸気ボートを、機関の平面視におい
て、クランク軸線に対して直角にすることなく、燃焼室
に向って末広りのハ字状になるように傾斜状に配設する
ことによって、燃焼室内でのスワール効果を増大したも
のである。The present invention provides an internal combustion engine having two intake valves as described above, in which the intake boat to the combustion chamber is not made perpendicular to the crank axis in a plan view of the engine, but widens toward the combustion chamber. The swirl effect within the combustion chamber is increased by arranging the combustion chamber in an inclined manner so as to form a V-shape inside the combustion chamber.
以下本発明を実施例の図面について説明すると、図にお
いて１は３つの気筒を有する副型の３気筒内燃機関を示
し、各気筒の部分にピストン２内蔵のシリンダボア３を
有するシリンダブロック４の上面に締結したシリンダヘ
ッド５の下面には、燃焼室６が凹み形成され、この燃焼
室６は、機関の平面視において、シリンダボア３の中心
点を通ってクランク軸線゛と同方向の長手中心線７の左
右両側に、シリンダボア３の中心線８に向って斜め上向
きに延びる傾斜状内壁面９．１ｏを備え、且つ、該両傾
斜状内壁面９．１ｏが前記長手中心線７と平行な稜線部
１１で交わるようにしたベントルーフ型で、該燃焼室６
内には、平面視においてシリンダボア３の中心点の近傍
の位置においてシリンダヘット５に螺着した点火栓１２
がのぞんでいる。The present invention will be explained below with reference to drawings of embodiments. In the drawings, reference numeral 1 indicates a sub-type three-cylinder internal combustion engine having three cylinders, and the upper surface of the cylinder block 4 has a cylinder bore 3 with a built-in piston 2 in each cylinder portion. A combustion chamber 6 is recessed in the lower surface of the fastened cylinder head 5, and the combustion chamber 6 extends along a longitudinal centerline 7 in the same direction as the crank axis, passing through the center point of the cylinder bore 3 in a plan view of the engine. The left and right sides are provided with inclined inner wall surfaces 9.1o extending obliquely upward toward the center line 8 of the cylinder bore 3, and both of the inclined inner wall surfaces 9.1o are ridgeline portions 11 parallel to the longitudinal center line 7. The combustion chamber 6 is of a vent roof type that intersects at
Inside, there is an ignition plug 12 screwed onto the cylinder head 5 at a position near the center point of the cylinder bore 3 in plan view.
is looking out.
１３及び１４は一つの燃焼室６に対する２つの吸気ボー
ト、１５及び１６は同じく−っの燃焼室６に対する２つ
の排気ポートを各々示し、両吸気ポート１３．１４と両
排気ボート１５．１６とは、平面視において、前記長手
中心線７を挟む左右両側に分けて設けられ、両吸気ポー
ト１３．１４はシリンダヘッド５の一側面１７と燃焼室
６における一方の傾斜状内壁面９とに、各々別々に独立
して開口しているが、両排気ボー１−１５．１６は、燃
焼室６にお＆Ｊる他方の傾斜状内壁面１０には別々に、
シリンダヘット５の他側面１８には一つに合流して各々
開口しており、この両吸気ボート１３．１４及び排気ポ
ート１５．１６の燃焼室６への開口部は、機関の平面視
においてシリンダボア３の中心点を通って前記長手中心
線７と直角方向の直交中心線１９を挟む両側の領域に各
々位置し、且つ、これら燃焼室６への開口部には、ポペ
ット型の吸気弁２０．２１と排気弁２２．２３が各々設
けられている。13 and 14 are two intake boats for one combustion chamber 6, 15 and 16 are two exhaust ports for the same combustion chamber 6, and both intake ports 13.14 and both exhaust boats 15.16 are , in plan view, are provided separately on both left and right sides sandwiching the longitudinal center line 7, and both intake ports 13 and 14 are provided on one side surface 17 of the cylinder head 5 and one inclined inner wall surface 9 of the combustion chamber 6, respectively. Both exhaust bows 1-15, 16 have separate openings on the other inclined inner wall surface 10 which enters the combustion chamber 6.
The other side surface 18 of the cylinder head 5 merges into one opening, and the openings of both the intake boats 13.14 and the exhaust ports 15.16 to the combustion chamber 6 are the cylinder bores in a plan view of the engine. Poppet-type intake valves 20. 21 and exhaust valves 22 and 23 are provided, respectively.
そして、前記一つの燃焼室６に対する２つの吸気ポート
１３．１４を、その各々の軸線２４．２５が機関の平面
視において、前記長手中心線７に対して互いに逆向きに
傾斜し、且つ燃焼室６に向って末広りのハ字状となるよ
うに配設すると共に、両吸気ポート１３．１４を、その
軸線２４．２５がシリンダボア３内に向かうように斜め
下向きに傾斜状に構成して成るものである。The two intake ports 13.14 for the one combustion chamber 6 are arranged such that their respective axes 24.25 are inclined in opposite directions with respect to the longitudinal centerline 7 in a plan view of the engine, and The intake ports 13, 14 are arranged in a V-shape that widens towards the cylinder bore 3, and both intake ports 13, 14 are configured to be inclined diagonally downward so that their axes 24, 25 are directed into the cylinder bore 3. It is something.
なお、２６はエアクリーナ（図示せず）からの大気吸入
通路２７を接続したサージタンクを示し、該サージタン
ク２６からの空気を、各気筒における吸気ポート１３．
１４に、互いに独立した吸気管２８．２９を介して慣性
吸気するものであり、この場合サージタンク２６から燃
焼室６への開口部までの吸気通路の長さは、機関の特定
の回転数において吸入空気量が最大となるように設定さ
れている。また、３０は両吸気ポート１３．１４に対し
て同時に燃料を供給するための燃料噴射ノズルであり、
シリンダヘッド５の下面には、吸気弁２０．２１及び排
気弁２２．２３より外側の部分に、ピストン２が上死点
にきたときその頂面３３との間で燃焼室６に向ってスキ
ッシュ流を発生させるようにしたスキッシュエリア３１
．３２が設けられている。Note that 26 indicates a surge tank to which an atmospheric air intake passage 27 from an air cleaner (not shown) is connected, and air from the surge tank 26 is transferred to the intake port 13.
In this case, the length of the intake passage from the surge tank 26 to the opening to the combustion chamber 6 is determined at a specific rotation speed of the engine. The intake air amount is set to be maximum. Further, 30 is a fuel injection nozzle for simultaneously supplying fuel to both intake ports 13 and 14,
On the lower surface of the cylinder head 5, a squish flow flows toward the combustion chamber 6 between the top surface 33 of the piston 2 and the top surface 33 thereof when the piston 2 reaches the top dead center. Squish area 31 that causes
．． 32 are provided.
この構成において、ピストン２の下降に伴う吸気行程時
に、燃焼室６及びシリンダボア３内には、両吸気ボー１
−１３．１４から混合気が吸入される。In this configuration, during the intake stroke accompanying the descent of the piston 2, both intake bows 1 are placed inside the combustion chamber 6 and the cylinder bore 3.
-13.The air-fuel mixture is inhaled from 14.
この場合、両吸気ボート１３．１４を、その軸線２４．
２５がシリンダボア３内に向かうように斜め下向きの傾
斜状に構成したことにより、当該両吸気ボート１３．１
４からの吸入混合気の主流は、第３図に矢印３４で示す
ように、両吸気ボート１３．１４が燃焼室６に開口する
一方の傾斜内壁面９と反対側、つまり排気ポート１５．
１６が開口する他方の傾斜内壁面１０に対してまともに
衝突することがないから、混合気をそあ流人速度の減殺
を伴うことなく、相当の流速を持った状態のもとてシリ
ンダボア３内に導入できる。In this case, both intake boats 13.14 are connected to their axes 24.
25 is configured to be inclined diagonally downward toward the inside of the cylinder bore 3, so that both intake boats 13.1
The main flow of the intake air-fuel mixture from ports 15, 14 is directed to the side opposite to one inclined inner wall surface 9 where both intake boats 13, 14 open into the combustion chamber 6, as shown by arrows 34 in FIG.
16 does not directly collide with the other inclined inner wall surface 10 where the air-fuel mixture is opened. It can be introduced internally.
一方、前記に加えて両吸気ボート１３．１４を、機関の
平面視において、燃焼室６に向って末広りのハ字状にな
るように傾斜状に配設したことによリ、混合気の吸入時
にシリンダボア３内に大きい２つのスワール流を発生す
ることができるのである。On the other hand, in addition to the above, by arranging both the intake boats 13 and 14 in an inclined manner so as to form a widening V-shape toward the combustion chamber 6 when viewed from above of the engine, it is possible to improve the air-fuel mixture. Two large swirl flows can be generated within the cylinder bore 3 during suction.
すなわち、両吸気ポート１３．１４からの流入混合気は
、両吸気ボートを平面視ハ字状に傾斜配設したことに基
づいて、第４図の平面図に矢印３５．３６で示すように
当該混合気流の間隔が末広りに広がりながら前記で述べ
たように相当の流速を持った状態でシリンダボア３内に
流入し、次いでシリンダボア３の円周内壁面に沿って内
向きにガイドされることにより、同図に矢印３７．３８
で示すようなスワール流になるから、ここに得られる２
つのスワール流は、両吸気ボート１３．１４が平面視に
おいて長手中心線７に対して直角である場合よりも大き
い半径のスワール流になり、且ツ両スワール流の流速も
、シリンダボア３内への流入時に流速の減殺がないこと
がら早くなるのであり、加えて、矢印３７．３８のスワ
ール流の間の部分では両スワール流の一部が激しく衝突
するのである。That is, based on the fact that both intake boats are arranged in an inclined V-shape in plan view, the inflow air-fuel mixture from both intake ports 13 and 14 flows as indicated by arrows 35 and 36 in the plan view of FIG. As described above, the air mixture flows into the cylinder bore 3 at a considerable flow velocity while the interval between the air mixtures widens toward the end, and is then guided inward along the circumferential inner wall surface of the cylinder bore 3. , arrow 37.38 in the same figure
Since the swirl flow is as shown in , the result 2 obtained here is
The two swirl flows have a larger radius than when both intake boats 13 and 14 are perpendicular to the longitudinal centerline 7 in plan view, and the flow velocity of both swirl flows also increases as the flow velocity into the cylinder bore 3 increases. This is because there is no reduction in flow velocity during inflow, and in addition, in the portion between the swirl flows shown by arrows 37 and 38, parts of both swirl flows collide violently.
従って、この吸気行程における大きくて早い２つのスワ
ーノＣ流の生成、及び両スワール流の一部の衝突によっ
て、吸気行程に続く圧縮行程時に燃焼室６に押し込めた
混合気を激しい撹乱状態にすることができ、火炎伝播速
度を促進できるのである。Therefore, due to the generation of two large and fast Swirno C flows during this intake stroke and the collision of a portion of both swirl flows, the air-fuel mixture forced into the combustion chamber 6 during the compression stroke following the intake stroke is brought into a state of severe disturbance. This allows the flame propagation speed to be accelerated.
以上の通り本発明は、機関におけるシリンダヘッドの下
面に凹み形成した燃焼室に、機関の一側面に別々に開口
する２つの吸気ボートを開口し、この２つの吸気ボート
から混合気を吸気するようにした内燃機関において、前
記２つの吸気ボートを、機関の平面視において、その各
々の軸線が燃焼室に向って末広りのハ字状になるように
傾斜状に構成すると共に、その軸線がシリンダポア内に
向かうように斜め下向きの傾斜状に構成したことを特徴
とする内燃機関であって、２つの吸気ボートを、機関の
平面視において、その各々の軸線が燃焼室に向って末広
りのハ字状になるように傾斜状に構成すると共に、その
軸線がシリンダポア内に向かうように斜め下向きの傾斜
状に構成したことにより、燃焼室での火炎伝播速度を促
進して燃焼時間を可なり短縮化できるから、耐ノツク性
が高くなり、この分だけ圧縮比を高めて、機関の出力と
燃料消費率とをより改善できる効果を有する。As described above, the present invention provides two intake boats that are opened separately on one side of the engine in a combustion chamber recessed in the lower surface of a cylinder head of an engine, and air-fuel mixture is taken in from these two intake boats. In the internal combustion engine, the two intake boats are configured to be inclined so that their respective axes form a V-shape that widens toward the combustion chamber when viewed from the top of the engine, and their axes are aligned with the cylinder pore. An internal combustion engine characterized by an internal combustion engine configured to be inclined diagonally downward inward, and in which the two intake boats are arranged in such a way that their respective axes extend toward the combustion chamber in a plan view of the engine. By slanting the cylinder so that it resembles a letter, and slanting downward so that its axis points toward the inside of the cylinder pore, the flame propagation speed in the combustion chamber is promoted and the combustion time is significantly shortened. Since it can be made more compact, the anti-knock property is increased, and the compression ratio can be increased by that amount, which has the effect of further improving the output and fuel consumption rate of the engine.
図面は本発明の実施例を示し、第１図は機関の平面図、
第２図は第１図のｎ−ｎ面断面図、第３図は第１図のｍ
−ｍ視拡大断面図、第４図は第３図の］Ｖ−ｒＶ視底面
図、第５図は第１図のＶ−Ｖ視拡大断面図、第６図は第
３図のＶｌ−Ｖｌ視断面図である。
１・・・・機関、２・・・・ピストン、３・・・・シリ
ンダボア、４・・・・シリンダブロック、５・・・・シ
リンダヘッド、６・・・・燃焼室、７・・・・長手中心
線、８・・・・シリンダボア中心線、１２・・・・点火
栓、１３．１４・・・・吸気ボート、１５．１６・・・
・排気ボート、２０．２１・・・吸気弁。The drawings show an embodiment of the invention, and FIG. 1 is a plan view of the engine;
Figure 2 is a sectional view taken along the n-n plane of Figure 1, and Figure 3 is a cross-sectional view of Figure 1.
-m enlarged cross-sectional view, FIG. 4 is a bottom view taken from ]VrV of FIG. 3, FIG. FIG. 1... Engine, 2... Piston, 3... Cylinder bore, 4... Cylinder block, 5... Cylinder head, 6... Combustion chamber, 7... Longitudinal center line, 8... Cylinder bore center line, 12... Spark plug, 13.14... Intake boat, 15.16...
・Exhaust boat, 20.21...Intake valve.
Claims (1)
み形成した燃焼室に、機関の一側面に別々に開口する２
つの吸気ボートを開口し、この２つの吸気ボートから混
合気を吸気するようにした内燃機関において、前記２つ
の吸気ボートを、機関の平面視において、その各々の軸
線が燃焼室に向って末広りのハ字状になるように傾斜状
に構成すると共に、その軸線がシリンダボア内に向かう
ように斜め下向きの傾斜状に構成したことを特徴とする
内燃機関。Two openings are made separately on one side of the engine in the combustion chamber recessed on the lower surface of the cylinder head at the u+ and tx'M connections.
In an internal combustion engine in which two intake boats are opened and air-fuel mixture is taken in from these two intake boats, the two intake boats are arranged such that their respective axes diverge toward the combustion chamber in a plan view of the engine. What is claimed is: 1. An internal combustion engine characterized in that the internal combustion engine is configured to be inclined so as to have a V-shape, and to be configured to be inclined obliquely downward so that the axis thereof is directed into the cylinder bore.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58166924A JPS6060216A (en) | 1983-09-09 | 1983-09-09 | Internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58166924A JPS6060216A (en) | 1983-09-09 | 1983-09-09 | Internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6060216A true JPS6060216A (en) | 1985-04-06 |
Family
ID=15840178
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58166924A Pending JPS6060216A (en) | 1983-09-09 | 1983-09-09 | Internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6060216A (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5623518A (en) * | 1979-08-06 | 1981-03-05 | Honda Motor Co Ltd | Combustion improving device for 4-stroke cycle internal combustion engine |
| JPS5644419A (en) * | 1979-09-20 | 1981-04-23 | Honda Motor Co Ltd | Device for improving combustion of mixture in four-cycle internal combustion engine |
-
1983
- 1983-09-09 JP JP58166924A patent/JPS6060216A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5623518A (en) * | 1979-08-06 | 1981-03-05 | Honda Motor Co Ltd | Combustion improving device for 4-stroke cycle internal combustion engine |
| JPS5644419A (en) * | 1979-09-20 | 1981-04-23 | Honda Motor Co Ltd | Device for improving combustion of mixture in four-cycle internal combustion engine |
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