JPS6075718A - Suction system of engine - Google Patents
Suction system of engineInfo
- Publication number
- JPS6075718A JPS6075718A JP58176777A JP17677783A JPS6075718A JP S6075718 A JPS6075718 A JP S6075718A JP 58176777 A JP58176777 A JP 58176777A JP 17677783 A JP17677783 A JP 17677783A JP S6075718 A JPS6075718 A JP S6075718A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- suction
- valve
- intake passage
- passage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 11
- 238000002485 combustion reaction Methods 0.000 claims description 31
- 238000005192 partition Methods 0.000 abstract description 5
- 239000000446 fuel Substances 0.000 description 13
- 238000002347 injection Methods 0.000 description 5
- 239000007924 injection Substances 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 230000013011 mating Effects 0.000 description 3
- 239000003795 chemical substances by application Substances 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 1
- 230000002238 attenuated effect Effects 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000009434 installation Methods 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
- 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
- F02B31/085—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having two inlet valves
-
- 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
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
-
- 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
- F02B2031/006—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air intake valves
-
- 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
- F02B2275/20—SOHC [Single overhead camshaft]
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、エンノンの吸気装置、特に２ポートｔ・γの
複数の吸気ポートをエンジンの燃焼室に開口させるとと
もに、各吸気ポートに対してこれを開閉する吸気弁を配
置した型式の吸気装置に関するものである。Detailed Description of the Invention (Field of Industrial Application) The present invention provides an intake system for an Ennon, in particular a plurality of 2-port t and γ intake ports that open into the combustion chamber of an engine, and a This invention relates to a type of intake device equipped with an intake valve that opens and closes the intake valve.
（従来技術）
従来より、レシプロエンノンにおしパζ、各燃焼室に対
して、はぼ均等な開１」面積をイｊする２つの吸気ボー
トを開口させて大きな開口面積を確保橿−るとともに、
シリンダヘッド内に形成する吸気通路を各吸気ボートに
燃焼室の軸方向に沿った大角度で接続して吸気を燃焼室
にストレー１に流入させることにより、エンノンの光」
眞効率を最大限向上させ、エンノンの高出力化を図った
エンジンの吸気構造はよく知られている。(Prior art) Conventionally, in the reciprocating engine, two intake boats with approximately equal opening areas were opened for each combustion chamber to ensure a large opening area. Along with
By connecting the intake passage formed in the cylinder head to each intake boat at a large angle along the axial direction of the combustion chamber and allowing the intake air to flow into the combustion chamber into Stray 1, Ennon's Light
The engine's intake structure is well known for maximizing efficiency and increasing Ennon's high output.
かかる２ボ一ト型式の吸気構造は、高負荷運ｔ１ｇ時の
高出力化を図るという点で有利であるが、その反面、吸
気量の少ない低負荷運転１ｆ；’ｉには、吸気流速が弱
まり、燃焼性か１氏下し、燃費の而でも、エミンション
の面でも不利となる欠点かある。Such a two-bottom intake structure is advantageous in that it can achieve high output during high-load operation t1g, but on the other hand, during low-load operation 1f;'i where the intake air amount is small, the intake flow rate is It is weaker, has lower flammability by 1 degree, and has disadvantages in terms of fuel efficiency and emissions.
かかる欠点を解消するため、１店員（ｉｉＪ用吸気通路
とシャンターバルフを介設した高負荷用吸気通路とを上
記２つの吸気ボートに夫々接続し、工ンジンの低負荷′
４１を時には、シャッターバルブを閉じて、低負荷用吸
気通路のみから吸気を行なうようにしたものか知られて
いる（例えば゛、特開昭５６− ＋ｉ、 ４４１ ’：
）号公ｔＡｉ参照）。In order to eliminate this drawback, we connected the intake passage for one clerk (iiJ) and the intake passage for high load with a shunter valve interposed to the above two intake boats, respectively.
41 is known in which the shutter valve is sometimes closed and air is taken only from the low-load intake passage (for example, Japanese Patent Application Laid-open No. 1983-197-+i, 441':
) (see Publication tAi).
しめ化ながら、かかる対策は低負荷対策として必ずしも
有効ではない。即ち、もともと高出力化のため２つの吸
気ポートの開口面積を最大限確保するようにしたもので
あるため、１つの吸気ボートのみを使用するとしでも吸
気量が少ない極低負荷運転時には、開口面積が依然大ぎ
すぎて吸気流速を有効に向上させることができず、燃焼
性の向［、に不可欠なスワールを有効に形成できない。However, such measures are not necessarily effective as low-load measures. In other words, the opening area of the two intake ports was originally designed to be maximized in order to achieve high output, so even if only one intake port is used, during extremely low load operation where the amount of intake air is small, the opening area will be reduced. is still too large to effectively improve the intake flow velocity, and it is not possible to effectively form the swirl that is essential for improving combustibility.
かかる１；挟合は、低負荷用吸気通路の通路面積を絞れ
ば、それで解消しうるように思えるが、高：」’、ｈ化
を図る１］的から吸気通路のポート接続部は１ｉｉｊ述
したように、燃焼室の軸方向に沿った方向に形成されて
いるため、吸気流速を早めることによって燃焼室内に流
速の早い流れが生成されたとしても燃焼室の周方向に沿
った有効なスワールとして生ｙＩｊ、されない。このた
め、この吸気の流れは圧縮行程において早期に滅哀され
てしまうといった問題がある。そうかといって、流速を
できるだけ高めようとして低負荷用吸気通路を絞りすぎ
れば、それだけ賄いうる負荷範囲か制限され、比較的低
い負荷域でシャッターバルブを開いて商工を筒用吸気通
路からも吸気を供給する必要か生ずる。その場合、２つ
の吸気ボートは、燃焼室の水手方向中心線に関して対向
的に形成されているため、低負荷用吸気ポートから吸入
される吸気流と高負荷用１及気ポートから吸入される吸
気流とが衝突して、スワールが消滅されないまでもます
ます弱められてしまい、スワールによる良好な燃焼性を
確保し難い欠点がある。It seems that such jamming can be solved by narrowing down the passage area of the low-load intake passage, but for high-load applications, the port connection part of the intake passage is As shown above, since the swirl is formed along the axial direction of the combustion chamber, even if a high-velocity flow is generated in the combustion chamber by increasing the intake air velocity, an effective swirl is generated along the circumferential direction of the combustion chamber. As raw yIj, not. For this reason, there is a problem in that this intake air flow is quickly exhausted during the compression stroke. On the other hand, if you restrict the low-load intake passage too much in an attempt to increase the flow velocity as much as possible, the load range that can be covered will be limited. There may be a need to supply In that case, the two intake boats are formed opposite to each other with respect to the centerline of the combustion chamber in the horizontal direction, so the intake flow is taken in from the low-load intake port and the intake flow is taken in from the high-load intake port. There is a drawback that it is difficult to ensure good combustibility due to the swirl because the swirl is further weakened, if not eliminated, due to collision with the flow.
かかる問題を解？’＋’ｉするため、本願出願人は、複
数の吸気ボートをエンジンの燃焼室１こそれぞれ開口さ
せ、各吸気ポー）・を吸気弁で開閉するようにしたエン
ノンの吸気装置において、複数の吸気ボートに接続され
る吸気通路内に開閉弁を配設して、この開閉弁を低負荷
運ｉ１ｊ：時には閉しｒｔ’：ｒ負イ：：ｒ運転時ｌこ
は開くようにエンノンの運転状態に応して１−記吸気通
路の通路面積を増減制御する一方、上記開閉弁よりも上
流の吸気通路の底部から分岐し、上記吸気ボートのいず
れか一つに接続され、通路面積力佳記吸気通路に比べて
小さい補助吸気通路を設けたエンジ゛ンの吸気装置を本
願と同時の出願において提案しでいる。Solve such a problem? In order to increase An on-off valve is installed in the intake passage connected to the boat, and the operating state of the ennon is adjusted so that this on-off valve is closed at times during low load operation and opened during operation. 1- The passage area of the intake passage is controlled to increase or decrease according to An engine intake system having an auxiliary intake passage which is smaller than the intake passage has been proposed in an application filed concurrently with the present application.
即ち、」二記提案のエンジンの吸気装置によれば、開閉
弁が閉しられるエンジンの低負荷運転時、吸気は専ら吸
気通路の底部側に形成された補助吸気通路からこの通路
が接続された吸気ボートを介して早い流速でエンジンの
燃焼室に供給される。その場合、補助吸気通路は、吸気
通路の底部側に形成されていることか呟シリンダヘッド
とシリングブロックとの合せ面に刻して必然的に浅い角
度をなし、燃焼室内に流入した吸気は、燃焼室の周方向
に旋回するスワールを生成することができる。That is, according to the engine intake system proposed in Section 2, during low-load operation of the engine when the on-off valve is closed, intake air is exclusively supplied to the auxiliary intake passage formed at the bottom side of the intake passage. It is supplied to the combustion chamber of the engine at a high flow rate via the intake boat. In that case, the auxiliary intake passage is formed at the bottom side of the intake passage, or is carved into the mating surface of the cylinder head and the silling block, so that it inevitably forms a shallow angle, and the intake air flowing into the combustion chamber is A swirl that rotates in the circumferential direction of the combustion chamber can be generated.
また、開閉弁が開かれるエンジンの高負荷運転時には、
複数の吸気ボートから充填効率よく吸気が吸入され、本
来の高出力を保証することがでトるのである。Also, during high load operation of the engine when the on-off valve is opened,
Intake air is drawn in from multiple intake boats with high filling efficiency, ensuring the original high output.
なお、この発明と一見類臥した吸気装置が特開昭５５−
２５５１１号公報に開示されている。該公報には、［１
個の気筒に２個の吸気弁を備え、主吸気通路の燃焼室近
傍に設けられた分岐管によって形成された２個の分岐吸
気通路を備えた内燃機関において、吸気の一部を燃焼室
内へ斜めに噴出する副吸気通路を備えると共に、この副
吸気通路の噴出口はシリンダ内壁面の前記分岐管に対し
略到称をなす位置を指向するよう各分岐吸気通路に形成
されていることを特徴とする内燃機関。」が記載されて
いる。Incidentally, an intake device that is seemingly similar to this invention was published in Japanese Patent Application Laid-Open No. 1986-
It is disclosed in Japanese Patent No. 25511. The publication includes [1
In an internal combustion engine that has two intake valves in each cylinder and two branch intake passages formed by branch pipes installed near the combustion chamber in the main intake passage, a portion of the intake air is directed into the combustion chamber. The sub-intake passage is provided with a sub-intake passage which ejects air at an angle, and each branch intake passage is formed such that the ejection port of the sub-intake passage is oriented at a position substantially in alignment with the branch pipe on the inner wall surface of the cylinder. internal combustion engine. ” is written.
しｈ化なが呟このものは、２つの噴出口から噴出された
吸気が燃焼室の周壁に衝突した後、燃焼室の略中心に臨
設した点火プラグイ・ｊ近で互いに干渉して乱流を生ず
るようにすることを目的としているもので、燃焼室の周
方向に強いスワ−ルを生成することをねらいとしている
上記発明とは観点が全く異なるものである。What happens is that after the intake air ejected from the two nozzles collides with the peripheral wall of the combustion chamber, it interferes with each other near the spark plug installed approximately in the center of the combustion chamber, causing turbulence. This invention is aimed at generating a strong swirl in the circumferential direction of the combustion chamber, and is completely different from the above-mentioned invention, which aims to generate a strong swirl in the circumferential direction of the combustion chamber.
（発明の目的）
本発明は、上記提案の技術思想を基礎とし、開閉弁下流
で吸気通路を分岐させ、各分岐吸気通路を各吸気ボート
に接続したタイプの吸気構造において、補助吸気通路を
流下してくる吸気を分散させることなく燃焼室内に流入
させ、強力なスワールを生成せんとするものである。(Purpose of the Invention) The present invention is based on the technical idea proposed above, and provides an intake structure in which the intake passage is branched downstream of the on-off valve, and each branched intake passage is connected to each intake boat. The aim is to allow the incoming intake air to flow into the combustion chamber without being dispersed, thereby creating a strong swirl.
（発明の構ＪＩＬ）
このため、本発明は、開閉弁下流で分岐される吸気通路
の分岐点と、一つの吸気ボートに接続される補助吸気通
路の開口位置との関係に着目し、その開口位置を吸気通
路の分岐点より下流に設置することによって、補助吸気
通路を流下してくる吸×の全量が、補助吸気通路か接続
された一つの吸気ボートから燃焼室内に流入しうるよう
にしたことを基本的な特徴としている。(Structure of the Invention JIL) Therefore, the present invention focuses on the relationship between the branch point of the intake passage that branches downstream of the on-off valve and the opening position of the auxiliary intake passage connected to one intake boat, and By setting the position downstream of the branch point of the intake passage, the entire amount of intake air flowing down the auxiliary intake passage can flow into the combustion chamber from the auxiliary intake passage or one connected intake boat. This is a basic feature.
〈発明の効果）
本発明によれば、したがって、低負荷運転時において、
強力なスワールを生成することができ、低負荷運転時に
おける燃焼性の向上を図ることができ、燃費性能および
エミッション性能の向上を図ることかで外る。<Effects of the Invention> According to the present invention, therefore, during low load operation,
It is possible to generate a strong swirl, improve combustibility during low-load operation, and improve fuel efficiency and emission performance.
（実施例） 以下、本発明の実施例についてより具体的に説明する。(Example) Examples of the present invention will be described in more detail below.
第１図に示すように、エンジン１ミの１つの気筒１のｌ
ｔＪ室２には、エンジンＥのシリンダブロック（第２図
の３参照）の幅方向中心線Ｃに関してほぼ刻称に、はぼ
同径の第１．第２の吸気ボート４゜５が開口され、長手
方向中心線ｍをはさんで第２吸気ポート５と対向する位
置には、初−気ボート６が開口されている。As shown in Figure 1, one cylinder 1 of engine 1
In the tJ chamber 2, there is a first cylinder block of approximately the same diameter approximately inscribed with respect to the center line C in the width direction of the cylinder block of the engine E (see 3 in FIG. 2). The second intake boat 4.degree. 5 is opened, and a first air boat 6 is opened at a position facing the second intake port 5 across the longitudinal centerline m.
第１．＠２吸気ボート４，５に吸気を供給する１吸気通
路７は、シリングへ・ンド（第２図の８参照）内におい
て徐々に分岐され、第１．第２吸気ボート４，５の手前
では、上記幅方向中心線ρにほぼ沿って突出するように
形成された仕切壁９によって二叉に分岐され、これら分
岐吸気通路１０．１１が、第１．第２吸気ポート４，５
にそれぞれ接続されている。図示の如く、吸気通路７の
中心ｍｉ’は、前記幅方向中心線ｌにＪ）Ｊして第１吸
気ポート４側に僅かに偏心させて、第２吸気ポート５に
比して第１吸気ボート４にストレートに接続される設定
とし、その上流側にはシャッターバルブ１２を介設して
いる。このシャッターバルブ１２は具体的に図示しない
が、周知の開閉制御機構（例えば、スロットルバルブに
連結されるリンク機構）によりエンジンＥの低負荷運転
時には吸気通路７を閉じ、高負荷運転時には、負荷に応
じて開くようにその開閉が制御される。そして、吸気通
路７のシャッターバルブ１２より上流側には、吸気通路
７の中心線Ｃ゛に関して、第２吸気ポート５側に片寄せ
て補助吸気通路１３の上流側聞口１３ａを吸気通路７の
底壁に開１コさせている。この補助吸気通１１８＋３１
．ｔ、ｍ ｌｌＪ’Ａｆｉホー ） ４）：近接Ｌ１１
ＪＩ！ｊＤＬターＦ流側開Ｌ’ｌ １ 、Ｅ ｌ）を有
し、上記中心線ｅ゛を横切るようにゆるやかに湾曲して
、上流側聞１］１３ａと１ζ流１１１１１１ＪｉＪＤ
１３ ＋）とを連通する。この補助吸気通路１：（は、
第２図により具体的に示すように、吸気通路°ｉの底部
を形成する底壁１４に形成され、その１：流側１＃１口
１３１Ｊは上記仕切壁９の上流側端部、即ち分岐吸気通
路１ｏ、ｉｉの分岐点より下流で吸気弁１５によって開
閉される第１吸気ボート４にで外るだけ接近した位置に
設定されている。このため、補助吸気通路１３を流下す
る吸気の全量は、第１吸気ボート４から燃焼室２内に流
入することとなる。補助吸気通路１３は、第１吸気ボー
ト４の直上流で気筒１の軸方向に大きな曲率で湾曲され
ている分岐吸気通路１０に対し、シリングブロック３と
シリンダヘッド８との合せ面Ａに対して僅かな傾き角を
なすように交差しており、したがって、燃焼室２の周方
向に指向した方向性を有するようになる。1st. @2 The 1st intake passage 7 that supplies intake air to the 1st intake boats 4 and 5 is gradually branched within the shilling (see 8 in Fig. 2). In front of the second intake boats 4, 5, the branched intake passages 10, 5 are branched into two by a partition wall 9 formed to protrude substantially along the width direction center line ρ, and these branched intake passages 10.11 are connected to the first. 2nd intake port 4, 5
are connected to each. As shown in the figure, the center mi' of the intake passage 7 is slightly eccentric to the first intake port 4 side with respect to the width direction center line l, and the center mi' of the intake passage 7 It is set to be connected straight to the boat 4, and a shutter valve 12 is interposed on the upstream side thereof. Although not specifically shown, this shutter valve 12 closes the intake passage 7 during low load operation of the engine E by a well-known opening/closing control mechanism (for example, a link mechanism connected to a throttle valve), and closes the intake passage 7 during high load operation. Its opening/closing is controlled so that it opens accordingly. Then, on the upstream side of the shutter valve 12 of the intake passage 7, an upstream port 13a of the auxiliary intake passage 13 is placed toward the second intake port 5 side with respect to the center line C' of the intake passage 7. There is an opening in the bottom wall. This auxiliary intake vent 118+31
．． t, m llJ'Afi Ho) 4): Proximity L11
JI! The upstream side 1] 1] 13a and 1ζ flow 111111JiJD have a downstream opening L'l 1, E l) and are gently curved to cross the center line e.
13 +). This auxiliary intake passage 1: (ha,
As shown more specifically in FIG. 2, it is formed in the bottom wall 14 forming the bottom of the intake passage °i, and the 1: Stream side 1 #1 port 131J is located at the upstream end of the partition wall 9, that is, the branch The first intake boat 4, which is opened and closed by the intake valve 15 downstream of the branching point of the intake passages 1o and ii, is set at a position as close as possible to the first intake boat 4, which is opened and closed by the intake valve 15. Therefore, the entire amount of intake air flowing down the auxiliary intake passage 13 flows into the combustion chamber 2 from the first intake boat 4. The auxiliary intake passage 13 is connected to a branch intake passage 10 that is curved with a large curvature in the axial direction of the cylinder 1 immediately upstream of the first intake boat 4, and to a mating surface A between the silling block 3 and the cylinder head 8. They intersect at a slight angle of inclination, and therefore have directionality in the circumferential direction of the combustion chamber 2.
上記補助吸気通路１３の上流側聞口１３ａより僅か下流
には、吸気通路７を開閉するシャンク−バルブ１２を下
流に向って斜め下向きに傾斜させて配設し、さらにシャ
ッターバルブ１２より僅が下流の吸気通路７の土壁１６
に予め設けた取（，１部１６ａには、燃料噴射弁１７を
取付けている。この場合、燃料噴射口１８は、シャッタ
ーバルブ１２の回転軸１２ａより僅が下流側でかつ吸気
通路７の中心線！゛上に位置するように設定している（
第１図参照）。 よく知られているように、燃料噴射弁
１７１こよって噴射された燃料は、ある距離までは拡が
らずｌこ直進し、それ以後コーン状に拡散する。したか
って、」−記のように、燃料噴射口１８を吸気通路７の
中心線ｐ゛上１こ設定すれば、中心線Ｃ′が、第１吸気
ポー［４側に予め偏心されているｔこめ、コーン状に拡
散する燃料の第１．第２吸気ポート４，５に対する配分
比は、第１吸気ボート４１則で多くなる。A shank valve 12 for opening and closing the intake passage 7 is disposed slightly downstream of the upstream opening 13a of the auxiliary intake passage 13 so as to be inclined diagonally downward toward the downstream, and further downstream of the shutter valve 12 Earthen wall 16 of intake passage 7
A fuel injection valve 17 is attached to a pre-installed hole (16a). It is set to be located above the line!
(See Figure 1). As is well known, the fuel injected by the fuel injection valve 171 does not spread until a certain distance, but travels straight ahead, and then diffuses into a cone shape. Therefore, if the fuel injection port 18 is set one point above the center line P' of the intake passage 7, the center line C' will be set at one point above the center line P' of the first intake port [4] as shown in the figure. The first part of the fuel spreads in a cone shape. The distribution ratio for the second intake ports 4 and 5 increases according to the first intake boat 41 rule.
このため、第１吸気ポート・１から専ら吸気が行なわれ
るエンシ゛ンＥの低負荷運転時において、より多くの燃
料か吸気とミキシングされることとなり、混合気の燃焼
性が向−１−される。Therefore, during low-load operation of the engine E where air is taken exclusively from the first intake port 1, more fuel is mixed with the intake air, and the combustibility of the air-fuel mixture is improved.
また、シャッターパル７１２を補助吸気通路１３の−１
，−）ズこ側聞ｌ”Ｉ］３ａ と燃料１１１１躬１’ｌ
］ ｒｌとの開で、斜めＦ力に傾けて配置して、第２
図に実線で示す全開位置（イ）からｌ／ｉｆ想線で・示
す全開位置（ロ）まで時ｆｉｔｊｌりに開く設定とすれ
ば、シャッターバルブ１２の閉１、連こおけるシャンタ
ーバルブ下流の吸気通路ボリュームを最小限とすること
ができる。燃料噴射弁１７の設置位置は、第１．第２吸
気ポート４．、Ｓの仕切壁９の」−；左側で、燃料を両
力の分岐吸気通路Ｎ）、１１にまたがってコーン状に分
散させる必要があることから、むやみに下；Ａコに設定
することはできないが、その上流＋１１１１ ｉこ設置
する必要があるシャッターバルブ１２を１：、記のよう
に配設すれば、燃料噴射弁１７に最も近接し、しかも！
小の専有スペースでシャッターバルブ１２を設置するこ
とができるｔこめ、シャッターバルブ１２の閉時プント
ボリュームとなるシャンターバルブ１２下；嘉の吸気通
路ボリュームを最小限とすることかて゛きる。In addition, the shutter pal 712 is connected to -1 of the auxiliary intake passage 13.
,-) Zuko side interview l"I]3a and fuel 1111 1'l
] Open with rl, place it with an oblique F force, and
If the shutter valve 12 is closed 1, and the shunter valve downstream of the shutter valve 12 is The intake passage volume can be minimized. The installation position of the fuel injection valve 17 is the first one. 2nd intake port 4. Since it is necessary to distribute the fuel in a cone shape across the bifurcated branch intake passages N) and 11 on the left side of the partition wall 9 of S, it is not possible to unnecessarily set it in the lower part A. However, if you install the shutter valve 12 as shown in the following, it will be closest to the fuel injection valve 17, and moreover!
Since the shutter valve 12 can be installed in a small dedicated space, it is possible to minimize the volume of the intake passage under the shunter valve 12, which becomes the volume when the shutter valve 12 is closed.
なお、第１吸気ボート４を開閉する吸気弁１５゜第２吸
気ボーＩ・５を開閉する吸気すｒ−（図示せず）および
ル１気ボート６を開閉するダＩ気弁１０は、周知のオー
バーへラドカム機構２０により、エンジンＥの回転に同
Ｊυルた所定のタイミ／グで人々開閉駆動される。The intake valve 15 for opening and closing the first intake boat 4, the intake valve 15 for opening and closing the second intake boat I and 5 (not shown), and the daI air valve 10 for opening and closing the second intake boat 6 are well-known. The overdrive cam mechanism 20 opens and closes the door at a predetermined timing based on the rotation of the engine E.
また、第１図に示すように、点火プラク２１は、第１．
第２吸気ポート４．５お上び硯１気ボート６か設けられ
ていない部分、より只体的には、補助吸気通路１３が開
「１する第１吸気ボート４に燃焼室２の縦方向中心線Ｉ
ＯをはさんでＪ＝１向する位置に配置する。Further, as shown in FIG. 1, the ignition plaque 21 has the first.
In the part where the second intake port 4.5 and the first intake port 6 are not provided, more simply, the auxiliary intake passage 13 is opened in the first intake port 4 in the longitudinal direction of the combustion chamber 2. Center line I
Place it at a position facing J=1 across O.
このプラグ配置では、補助吸気通路】３によって形成さ
れるスワールの旋回軌跡上に点火プラグ２１が位置する
ことになるため、点火プラグ２１によって渭１合気を良
好な着火性でもって着火させることができる。In this plug arrangement, the ignition plug 21 is located on the swirl locus formed by the auxiliary intake passage 3, so the ignition plug 21 can ignite the Wei 1 Aiki with good ignitability. can.
次に、第３図（１）〜（９）に、第５４図の断面（１）
〜（１〕）にｔ＝１応した吸気通路７のシリングへノド
８内の断面形状の変化を示すように、最初円形断面の吸
気通路７は、下流に向かうにしたがって、楕円形状から
かいこ形状に変化して、最後は２つの円形断面を右［る
分岐吸気通路Ｈ）、１．Ｉに分岐される。Next, in Fig. 3 (1) to (9), the cross section (1) of Fig. 54 is shown.
As shown in the figure, the cross-sectional shape of the intake passage 7 changes from an elliptical shape to a square shape as it goes downstream. Finally, there are two circular cross sections on the right (branch intake passage H), 1. Branched into I.
そして、吸気弁７の下側に位置する偏平な長刀形状の断
面を有し、かつ吸気通路７の通路断面積に比して１−分
車さい通路断面積を有する補助吸気通路１３は、最初吸
電通路７の第２吸気ポート５側（図の右側）に偏心した
位置から、徐々に第１吸気ポート４側（図の左側）に変
位していき、第１吸気ボート４に接続される分岐吸気通
路１ ｆｉｔの底面に交わって最終的には、第１吸×ボ
ート４の直」１流で開口する。The auxiliary intake passage 13, which is located below the intake valve 7 and has a flat long sword-shaped cross section and has a passage cross-sectional area of 1-min compared to the passage cross-sectional area of the intake passage 7, is initially From a position eccentric to the second intake port 5 side (right side in the figure) of the electricity absorption passage 7, it is gradually displaced to the first intake port 4 side (left side in the figure) and connected to the first intake boat 4. The branch intake passage 1 intersects with the bottom surface of the fit and finally opens in the direct line of the first intake boat 4.
第４図に示すように、吸気通路７の底面を形成する底壁
１４内に補助吸気通路１３を形成することにより、補助
吸気通路１３は、シリングブロック３とシリングヘッド
８との合せ面ノ＼に対して比較的小さい傾斜角度に形Ｉ
＆され、また平面形状としてみたときに、第２吸気ボー
ト５側から第１吸気ボート４側にクロスしてなめらかに
湾曲されていることにより、特に、シャッターパル７１
２か全閉されているエンジンｒ＝の低負荷運転１１、テ
において、専ら補助吸気通路１３を通して流下する吸気
は絞り込まれて流速を早め、燃焼室２の“周方向を指向
しつつ第１吸気ボート４からその全量が燃焼室２内に流
れ込んで、燃焼室２内に周方向のスワールを生成する。As shown in FIG. 4, by forming the auxiliary intake passage 13 in the bottom wall 14 that forms the bottom surface of the intake passage 7, the auxiliary intake passage 13 is formed between the mating surfaces of the sill block 3 and the sill head 8. Shape I at a relatively small angle of inclination to
In addition, when viewed as a planar shape, the shutter pallet 71 is curved smoothly crossing from the second intake boat 5 side to the first intake boat 4 side.
During low-load operation 11, te with the engine r= fully closed, the intake air flowing down exclusively through the auxiliary intake passage 13 is throttled to increase the flow velocity, and the first intake air is oriented in the circumferential direction of the combustion chamber 2. The entire amount flows into the combustion chamber 2 from the boat 4 and generates a circumferential swirl within the combustion chamber 2.
このスワールは、周方向に形成されているため、容易に
は減衰されず、圧縮行程終期において、点火プラク２１
の点大により良好に着火燃焼する。Since this swirl is formed in the circumferential direction, it is not easily attenuated, and at the end of the compression stroke, the ignition plaque 21
The larger the point, the better the ignition and combustion.
以上の実施例では、シャンク−バルブ１２の下流で吸気
通路７を分岐させるとともに、補助吸気通路１ｊ）を第
２吸気ポート５側から第１吸気ポート４測にクロスさせ
て形成したが、本発明はこれに限定されるものではない
。In the above embodiment, the intake passage 7 was branched downstream of the shank valve 12, and the auxiliary intake passage 1j) was formed by crossing from the second intake port 5 side to the first intake port 4 side. is not limited to this.
即ち、第５図に示すように、補助吸気通路２３を第１吸
気ポート４に接続される分岐吸気通路１０の延長線に沿
ってストレートに形成してもよい。That is, as shown in FIG. 5, the auxiliary intake passage 23 may be formed straight along an extension of the branched intake passage 10 connected to the first intake port 4.
、４、図面の簡単な説明
第１図は本発明の実施例を示すエンノンの要部断面説明
図、第２図は第１図のＩＩ−ＩＩ線方向の縦断面図、第
３図（１）〜（９）は吸気通路断面形状の変化を示す各
断面説明図、第４図は第３図（１）〜（９）の各断面位
置を示す縦断面説明図、第５図は本発明の池の実施例を
示す第１図と同様のエンノンの要部断面説明図である。, 4. Brief description of the drawings FIG. 1 is a cross-sectional explanatory diagram of the main part of Ennon showing an embodiment of the present invention, FIG. 2 is a vertical cross-sectional view taken along line II-II in FIG. ) to (9) are cross-sectional explanatory diagrams showing changes in the cross-sectional shape of the intake passage, FIG. 4 is a vertical cross-sectional explanatory diagram showing the cross-sectional positions of FIGS. 3 (1) to (9), and FIG. 5 is a diagram showing the present invention. FIG. 2 is a cross-sectional explanatory view of the main parts of Ennon, similar to FIG. 1, showing an embodiment of the pond.
２・・・燃焼室
４．５・・・第１．第２吸気ボード
７・・・吸気通路
９・・・仕切壁
１０、］ｌ・・・分岐吸気通路
１２・・・シャッターパル７
１３・・・補助吸気通路
１４・・・底壁
】５・・・吸気弁
特許出願人 東洋二り業株式会社
代 理 人 弁理士 前出 葆ばか２名手続補正書咋発
ン
１．事件の表示
昭和５８年特許願第 １７６７７７ 号２発明の名称
エンジンの吸気装置
３補正をする者
事件との関係 特許出願人 ！・１１：’：；：ｉ’、
１’［ｍ！］１５ｉ］冨゛′ソ゛二５仮一括）ア ヤ
グ／フｆＩ″Ｔｆ−１゛°ｊ１．７／ゾ 。2... Combustion chamber 4.5... 1st. Second intake board 7...Intake passage 9...Partition wall 10, ]l...Branch intake passage 12...Shutter pal 7 13...Auxiliary intake passage 14...Bottom wall]5...・Intake valve patent applicant Toyo Nirigyo Co., Ltd. Agent Patent attorney Issuance of two idiots' procedure amendment letter 1. Display of the case 1982 Patent Application No. 176777 2 Name of the invention Person who makes corrections to the engine intake system 3 Relationship to the case Patent applicant!・11:':;:i',
1' [m! ]15i] 冨゛′so゛25 provisional lump sum) aya
g/fI″Tf−1゛°j1.7/zo.
住所 広島１「２安芸ｔｒｙ： ＋ｒ＋中町（１１地３
番１１シ゛名称 （シ１．（） −マ ツ タ （′１
、式会社代２【と＋’ Ｉｌｌ １ｌｌｌ’＆ ラ５
樹４代理人
特許請求の範囲
「（１）それぞれ吸気弁により開閉される複数の吸気ボ
ートを燃焼室に開口させるとともに、低負荷運転時閉じ
高負荷運転時開く開閉弁によって開閉され、該開閉弁の
下流で分岐され、各分岐端が吸気ボートにそれぞれ接続
された吸気通路を備え、上記開閉弁よりも上流の吸気通
路から分岐し」１記吸気ボートのいずれか一つに接続さ
れる補助吸気通路を設け、吸気通路の分岐点は補助吸気
通路が」１記−っの吸気ボートに開口する開し１部位置
より」１流に設定されたことを特徴とするエンジンの吸
気装置。」Address Hiroshima 1, 2 Aki try: +r+Nakamachi (11-3
No. 11 Sea name (S1. () - Matsuta ('1
, Shikisha Dai 2 [and +' Ill 1llll'& La 5
Claims of the 4th agent: ``(1) A plurality of intake boats each opened and closed by an intake valve are opened into a combustion chamber, and the opening and closing valves are opened and closed by an on-off valve that closes during low-load operation and opens during high-load operation, and the on-off valve an auxiliary intake air passage branched downstream from the intake passageway, each branch end of which is connected to an intake boat; 1. An intake system for an engine, characterized in that a branching point of the intake passage is set in the first direction from the opening position where the auxiliary intake passage opens into the intake boat. ”
Claims (1)
トを燃焼室に開口させるとともに、低負荷運転時閉じ高
負荷運転時開く開閉弁によって開閉され、該開閉弁の下
流で分岐され、各分岐端が吸気ポートにそれぞれ接続さ
れた吸気通路を備え、上記開閉弁よりも上流の吸気通路
の底部から分岐し−に記吸気ポートのいずれか−っに接
続される補助吸気通路を設け、吸気通路の分岐点は補助
吸気通路が上記一つの吸気ポートに開１コする開口部位
置より−Ｌ流に設定されたことを特徴とするエンジンの
吸気装置。(1) A plurality of intake boats each opened and closed by an intake valve are opened into the combustion chamber, and are opened and closed by an on-off valve that closes during low-load operation and opens during high-load operation, and are branched downstream of the on-off valve, with each branch end an auxiliary intake passage branched from the bottom of the intake passage upstream of the on-off valve and connected to one of the intake ports; An intake system for an engine, wherein the branch point is set to -L flow from the opening position where the auxiliary intake passage opens to the one intake port.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58176777A JPS6075718A (en) | 1983-09-24 | 1983-09-24 | Suction system of engine |
| EP84111361A EP0137393B1 (en) | 1983-09-24 | 1984-09-24 | Intake arrangement for internal combustion engine |
| DE8484111361T DE3475419D1 (en) | 1983-09-24 | 1984-09-24 | Intake arrangement for internal combustion engine |
| US06/815,287 US4625687A (en) | 1983-09-24 | 1985-12-27 | Intake arrangement for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58176777A JPS6075718A (en) | 1983-09-24 | 1983-09-24 | Suction system of engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6075718A true JPS6075718A (en) | 1985-04-30 |
| JPH0217690B2 JPH0217690B2 (en) | 1990-04-23 |
Family
ID=16019649
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58176777A Granted JPS6075718A (en) | 1983-09-24 | 1983-09-24 | Suction system of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6075718A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0554813U (en) * | 1991-12-27 | 1993-07-23 | 株式会社ニフコ | Fixing parts to wall materials |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5638122U (en) * | 1979-08-30 | 1981-04-10 | ||
| JPS5644418A (en) * | 1979-09-20 | 1981-04-23 | Honda Motor Co Ltd | Device for improving combustion of mixture in four-cycle internal combustion engine |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53118525A (en) * | 1977-03-28 | 1978-10-17 | Fuji Kaseiyaku Kk | Production of smoking agent of substance having envading * insecticide * bactericide or contorolling propert0y of harmful organism |
-
1983
- 1983-09-24 JP JP58176777A patent/JPS6075718A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5638122U (en) * | 1979-08-30 | 1981-04-10 | ||
| JPS5644418A (en) * | 1979-09-20 | 1981-04-23 | Honda Motor Co Ltd | Device for improving combustion of mixture in four-cycle internal combustion engine |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0554813U (en) * | 1991-12-27 | 1993-07-23 | 株式会社ニフコ | Fixing parts to wall materials |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0217690B2 (en) | 1990-04-23 |
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