JPS6198920A - Suction device of internal-combustion engine - Google Patents
Suction device of internal-combustion engineInfo
- Publication number
- JPS6198920A JPS6198920A JP59218685A JP21868584A JPS6198920A JP S6198920 A JPS6198920 A JP S6198920A JP 59218685 A JP59218685 A JP 59218685A JP 21868584 A JP21868584 A JP 21868584A JP S6198920 A JPS6198920 A JP S6198920A
- Authority
- JP
- Japan
- Prior art keywords
- combustion chamber
- fuel
- intake
- fuel injector
- valve
- 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
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 44
- 239000000446 fuel Substances 0.000 claims abstract description 43
- 238000010791 quenching Methods 0.000 abstract description 7
- 238000002347 injection Methods 0.000 abstract description 4
- 239000007924 injection Substances 0.000 abstract description 4
- 230000007423 decrease Effects 0.000 description 5
- 230000000694 effects Effects 0.000 description 3
- 239000000203 mixture Substances 0.000 description 3
- 230000002093 peripheral effect Effects 0.000 description 3
- 230000002411 adverse Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization 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
-
- 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)
- Fuel-Injection Apparatus (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、気筒毎に2つの吸気弁を備えた内燃機関の吸
気系の改善技術に関する。DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to a technology for improving the intake system of an internal combustion engine having two intake valves for each cylinder.
〈従来の技術〉
この種の内燃機関の吸気系としては、例えば、第4図に
示すようなものがある(特願昭58−225356号)
。<Prior Art> An example of an intake system for this type of internal combustion engine is the one shown in Fig. 4 (Japanese Patent Application No. 58-225356).
.
即ち、各気筒の2つの吸気弁IA、IBを介装した2つ
の吸気弁2A、2Bのうち−・方、例えば吸気弁2Aに
バタフライ式の開閉弁3を設け、該開閉弁3を機関低速
時に閉しることにより他方の吸気ポー1−2Bのみから
燃焼室4周壁に沿って流入する吸気流を利用して燃焼室
内にスワールを大きく発生させて低速時の燃焼性改善を
図ると共に、高速時は開閉弁3を開いて2つの吸気ポー
1−2A、2Bを開通させることにより吸気抵抗を減少
させて吸気充填効率を高め出力向上を図っている。That is, one of the two intake valves 2A and 2B interposed with the two intake valves IA and IB of each cylinder, for example, the intake valve 2A, is provided with a butterfly type on-off valve 3, and the on-off valve 3 is operated at low engine speed. By closing the intake port 1-2B at the same time, the intake air flowing from only the other intake port 1-2B along the 4th peripheral wall of the combustion chamber is used to generate a large swirl in the combustion chamber, improving combustion performance at low speeds, and improving combustion performance at high speeds. At this time, the on-off valve 3 is opened to open the two intake ports 1-2A and 2B to reduce intake resistance, increase intake air filling efficiency, and improve output.
また、開閉弁3は常用運転領域では開く頻度は少ないた
め、安定した空燃比制御の応答性を得るためにフューエ
ルインジェクタ5を常時開通している吸気弁2A側に設
けている。Further, since the on-off valve 3 is opened less frequently in the normal operating range, the fuel injector 5 is provided on the side of the intake valve 2A, which is always open, in order to obtain stable air-fuel ratio control responsiveness.
尚、排気弁6A、6Bと排気ポート7A、7Bも2つず
つ備えられ、点火栓8は燃焼室4の中心近くに設けられ
ている。Note that two exhaust valves 6A, 6B and two exhaust ports 7A, 7B are also provided, and the ignition plug 8 is provided near the center of the combustion chamber 4.
〈発明が解決しようとする問題点〉
ところで、かかる吸気系において、吸気ボート2Bは第
5図に示すようにフューエルインジェクタ5装着部分か
ら吸気弁IB方向に向けて弧状に湾曲しているが、フュ
ーエルインジェクタ5の燃料噴射中心軸は、この吸気ボ
ートIBの湾曲部の内周側に向けて設定しであるため、
後述するように問題を生じる。<Problems to be Solved by the Invention> Incidentally, in such an intake system, the intake boat 2B is curved in an arc shape from the part where the fuel injector 5 is installed toward the intake valve IB, as shown in FIG. Since the fuel injection center axis of the injector 5 is set toward the inner circumferential side of the curved part of the intake boat IB,
This causes problems as described below.
即ち、吸気ボー)IBの湾曲部を吸気が流れるとき遠心
力により吸気圧力は湾曲部の外周側で大、内周側で小と
なるため、第6図に点線で示すように、吸気ボー1−2
B内中央部を内周側から外周側に流れ、吸気ボート2B
壁に沿って外周側から内周側に戻る2次的流れが形成さ
れる。That is, when the intake air flows through the curved part of the intake bow (IB), the intake pressure becomes large on the outer circumference side of the curved part and small on the inner circumference side due to centrifugal force. -2
The air flows through the center part of B from the inner circumferential side to the outer circumferential side, and the intake boat 2B
A secondary flow is formed along the wall from the outer circumferential side back to the inner circumferential side.
したがって、フューエルインジェクタ5から噴射され吸
気ボート2B壁に付着した燃料は壁流となって吸気流と
共にゆっくり移動するが、吸気ボート2B壁近傍は前記
したように吸気の2次的流れを支配的に生じるため、こ
の2次的流れにより、吸気ボー)2B湾曲部の外周側°
(頂壁側)に付着した燃料も内周側に集束される。そし
て、このように内周側に集束された燃料が直接内周側に
付着した燃料と合流して大半の燃料が吸気ボー1−2B
の内周側から燃焼室4内に流入することになり、燃焼室
4の端部に燃料が偏在し、厚いクエンチ層が形成されて
未燃のまま排出されるHC(以下未燃HCという)が増
大するという問題があった。Therefore, the fuel injected from the fuel injector 5 and attached to the wall of the intake boat 2B forms a wall flow and moves slowly along with the intake air flow, but the area near the wall of the intake boat 2B dominates the secondary flow of intake air as described above. As a result, this secondary flow causes the intake bow) to
The fuel adhering to the top wall (top wall side) is also focused on the inner circumferential side. The fuel concentrated on the inner circumferential side in this way merges with the fuel directly attached to the inner circumferential side, and most of the fuel flows into the intake bow 1-2B.
HC flows into the combustion chamber 4 from the inner peripheral side of the combustion chamber 4, and the fuel is unevenly distributed at the end of the combustion chamber 4, forming a thick quench layer and being discharged unburned (hereinafter referred to as unburned HC). There was a problem of increasing
特に、開閉弁3が閉から開に切り換わる機関の中速域で
は、吸気弁2Bの流速が低下するため、吸気ボー)2B
内での燃料の気化が良好に行われず、かつ、2つの吸気
弁2A、2Bから略同量の空気が平行に燃焼室4内に流
入するため、スワールも生成されにり<、前記クエンチ
層の偏在が助長され、未燃HCの増大が著しい。In particular, in the medium speed range of the engine where the on-off valve 3 switches from closed to open, the flow velocity of the intake valve 2B decreases, so the intake valve 2B
Since the fuel is not vaporized well in the combustion chamber 4 and approximately the same amount of air flows in parallel from the two intake valves 2A and 2B into the combustion chamber 4, swirl is not generated. The uneven distribution of HC is promoted, and the amount of unburned HC increases significantly.
尚、排気ターボ過給機付内燃機関の場合、タービンロー
タの耐熱上、排気温度を下げるために空燃比を濃くせざ
るを得ないので、未fiHc増大は一層顕著となる。In the case of an internal combustion engine with an exhaust turbo supercharger, the increase in non-fiHc becomes even more significant because the air-fuel ratio must be enriched in order to lower the exhaust gas temperature due to the heat resistance of the turbine rotor.
また、厚いクエンチ層が形成される結果、燃焼室4内の
混合気濃度分布が不均一となることによる出力低下の悪
影響も無視できなくなる。Furthermore, as a result of the formation of a thick quench layer, the adverse effect of a reduction in output due to uneven air-fuel mixture concentration distribution within the combustion chamber 4 cannot be ignored.
本発明は、上記の実状に鑑みなされたもので、フューエ
ルインジェクタの噴射方向を変えることにより、クエン
チ層の偏在を抑制して、未燃HCを効果的に低減でき、
出力低下も防止できるようにした内燃機関の吸気装置を
提供することを目的とする。The present invention was made in view of the above-mentioned circumstances, and by changing the injection direction of the fuel injector, uneven distribution of the quench layer can be suppressed and unburned HC can be effectively reduced.
It is an object of the present invention to provide an intake system for an internal combustion engine that can prevent a decrease in output.
く問題点を解決するための手段〉
このため、本発明は、フューエルインジェクタをその燃
料噴射中心軸を燃焼室中心に近い吸気ボート頂壁部分に
向けて配設した構成とする。Means for Solving the Problems> For this reason, the present invention has a configuration in which the fuel injector is arranged with its fuel injection center axis directed toward the top wall portion of the intake boat near the center of the combustion chamber.
く作用)
このようにすれば、燃料は主として吸気ボートの燃焼室
中心に近い側から供給されて燃焼室内に拡散するため、
厚いクエンチ層の偏在が抑制され、未QgHCが低減し
、出力低下も防止される。In this way, fuel is mainly supplied from the side of the intake boat near the center of the combustion chamber and diffused into the combustion chamber,
Uneven distribution of the thick quench layer is suppressed, unQgHC is reduced, and output decrease is also prevented.
〈実施例〉
以下、本発明を排気ターボ過給機付内燃機関に適用した
実施例を第1図〜第3図に基づいて説明する。<Example> Hereinafter, an example in which the present invention is applied to an internal combustion engine with an exhaust turbo supercharger will be described based on FIGS. 1 to 3.
図示しない排気ターボ過給機を備えた内燃機関の各気筒
に第1.第2の吸気弁11A、IIBと、これらを介装
した第1.第2の吸気ボート12A、 12B及び第1
.第2の排気弁13A、 13Bとこれらを介装した第
1.第2の排気ボート14A、14Bが設けられ、また
第1の吸気弁12Aに開閉弁15、第2の吸気ボート1
2Bにフューエルインジェクタ16が夫々装着される。A first engine is installed in each cylinder of an internal combustion engine equipped with an exhaust turbo supercharger (not shown). The second intake valve 11A, IIB, and the first intake valve 11A, IIB with these intake valves interposed therebetween. the second intake boats 12A, 12B and the first
.. The second exhaust valves 13A, 13B and the first exhaust valve with these valves interposed therein. Second exhaust boats 14A and 14B are provided, and the first intake valve 12A has an on-off valve 15, and the second intake boat 1
A fuel injector 16 is attached to each of the fuel injectors 2B.
前記開閉弁15はその支軸15aがリンク機構を介して
ダイアフラム式アクチュエーク18の出力ロット18a
に連結し、該アクチュエータ18の圧力作動室18bに
導かれる過給圧が機関回転速度が急増するインターセプ
ト点付近の圧力以上になると、リターンスプリング18
cの付勢力に抗して出力ロット18aが延び出して開閉
弁15を閉から開に切換作動するようになっている。The opening/closing valve 15 has its support shaft 15a connected to the output rod 18a of the diaphragm actuator 18 via a link mechanism.
When the supercharging pressure introduced into the pressure working chamber 18b of the actuator 18 exceeds the pressure near the intercept point where the engine rotational speed rapidly increases, the return spring 18
The output rod 18a extends against the biasing force c, thereby switching the on-off valve 15 from closed to open.
ここで、本発明に係る構成として、前記フューエルイン
ジェクタ16はその燃料噴射中心軸が燃焼室19中心に
近い吸気ボート128頂壁部分に向けて配設されている
。20は点火栓である。Here, as a configuration according to the present invention, the fuel injector 16 is arranged so that its fuel injection center axis faces the top wall portion of the intake boat 128 near the center of the combustion chamber 19. 20 is a spark plug.
また、吸気弁11Δ、11B及び排気弁13A、 13
Bの作動特性は、第3図に示すようになっており、開閉
弁15の閉じる低速域では閉時期の遅れ小の吸気弁11
Aの作用により実圧縮比を高めて吸気充填効率を向上さ
せ、開閉弁15が開く高速域では閉時期の遅れ大の吸気
弁11Bの作用により慣性を利用した過給を行ってノ・
ノキングの発生を抑制しつつ出力向上を図っている。In addition, intake valves 11Δ, 11B and exhaust valves 13A, 13
The operating characteristics of B are as shown in FIG.
The action of A increases the actual compression ratio and improves the intake air filling efficiency, and in the high speed range where the on-off valve 15 opens, supercharging is performed using inertia by the action of the intake valve 11B, which has a large delay in closing timing.
The aim is to improve output while suppressing knocking.
次に、前記本発明の構成に係る作用について説明する。Next, the operation related to the configuration of the present invention will be explained.
前記のように燃料噴射軸方向を設定したフューエルイン
ジェクタ16から噴射され吸気弁12Bに付着して生じ
る燃料の壁流は、前記2次的流れの作用により吸気弁1
2B湾曲部の内周側へ向かう傾向は残るものの、噴射中
心軸を外周側に向けているため、燃料の大半は吸気弁1
2Bの外周側、即ち、燃焼室19中心に近い側から燃焼
室19内に流入する。従って、燃料は燃焼室19内流入
後燃焼室10中心から周囲に向けて広範囲に拡散さるた
め、クエンチ層が薄く拡げられ、気化が促進される結果
、未燃HCの排出量を大幅に低減できる。The wall flow of fuel injected from the fuel injector 16 whose fuel injection axis direction is set as described above and adhering to the intake valve 12B is caused by the effect of the secondary flow on the intake valve 1.
2BAlthough there is a tendency toward the inner circumference of the curved part, most of the fuel is directed toward the outer circumference of the intake valve 1 because the injection center axis is directed toward the outer circumference.
It flows into the combustion chamber 19 from the outer peripheral side of 2B, that is, from the side closer to the center of the combustion chamber 19. Therefore, after the fuel flows into the combustion chamber 19, it is diffused over a wide range from the center of the combustion chamber 10 to the periphery, so the quench layer is spread thinly and vaporization is promoted, resulting in a significant reduction in the amount of unburned HC discharged. .
また、燃焼室19内に形成される混合気イ震度も均一化
して燃焼性も良好となり、出力低下を抑制できる。Further, the intensity of the air-fuel mixture formed in the combustion chamber 19 is also made uniform, resulting in good combustibility, and a decrease in output can be suppressed.
〈発明の効果〉
以上説明したように、本発明によれば、噴射燃料の大半
が燃焼室中心に近い部分から燃焼室内に流入するため、
燃焼室内で広範囲に拡散してクエンチ層が薄く拡げられ
るため、未q4Hcの排出量を大幅に低減でき、混合気
濃度分布も均一となって出力低下も防止できる。<Effects of the Invention> As explained above, according to the present invention, since most of the injected fuel flows into the combustion chamber from a portion close to the center of the combustion chamber,
Since it is diffused over a wide area in the combustion chamber and the quench layer is spread thin, the amount of unq4Hc emitted can be significantly reduced, the air-fuel mixture concentration distribution will be uniform, and a decrease in output can be prevented.
第1図は本発明の一実施例に係る内燃機関の吸気装置の
燃焼室周辺を示す横断面図、第2図は第1図のI−I矢
視断面図、第3図は同上実施例における吸・排気弁の作
動特性を示す図、第4図は本出願人による先願例の燃焼
室周辺を示す横断面図、第5図は第4図のn−n矢視断
面図、第6図囚は2次的流れの発生理由を説明するだめ
の斜視図、同図0は同図(5)のm−m矢視断面図であ
る。
11A・・・第1の吸気弁 11B・・・第2の吸気
弁12A・・・第1の吸気ポー) 12B・・・第
2の吸気弁 15・・・開閉弁 16・・・フュー
エルインジェクタ 19・・・燃焼室Fig. 1 is a cross-sectional view showing the vicinity of the combustion chamber of an intake system for an internal combustion engine according to an embodiment of the present invention, Fig. 2 is a sectional view taken along the line II in Fig. 1, and Fig. 3 is an embodiment of the same. FIG. 4 is a cross-sectional view showing the vicinity of the combustion chamber of the earlier application by the present applicant; FIG. 5 is a cross-sectional view taken along the line nn in FIG. Figure 6 is a perspective view for explaining the reason why the secondary flow occurs, and Figure 0 is a sectional view taken along the line mm in Figure (5). 11A...First intake valve 11B...Second intake valve 12A...First intake port) 12B...Second intake valve 15...Opening/closing valve 16...Fuel injector 19 ...combustion chamber
Claims (1)
の吸気ポートとを備えると共に、各気筒の一方の吸気ポ
ートに機関運転条件に応じて開閉する開閉弁を備え、か
つ、他方の吸気ポートに燃料を供給するフューエルイン
ジェクタを備えてなる内燃機関の吸気装置において、前
記フューエルインジェクタをその燃料噴射中心軸を燃焼
室中心に近い吸気ポート頂壁部分に向けて配設したこと
を特徴とする内燃機関の吸気装置。Each cylinder is equipped with two intake valves and two intake ports with these intake valves interposed therein, and one intake port of each cylinder is equipped with an on-off valve that opens and closes according to engine operating conditions, and the other An intake system for an internal combustion engine comprising a fuel injector that supplies fuel to an intake port, characterized in that the fuel injector is disposed with its fuel injection center axis facing a top wall portion of the intake port near the center of the combustion chamber. intake system for internal combustion engines.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP59218685A JPS6198920A (en) | 1984-10-19 | 1984-10-19 | Suction device of internal-combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP59218685A JPS6198920A (en) | 1984-10-19 | 1984-10-19 | Suction device of internal-combustion engine |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS6198920A true JPS6198920A (en) | 1986-05-17 |
Family
ID=16723809
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP59218685A Pending JPS6198920A (en) | 1984-10-19 | 1984-10-19 | Suction device of internal-combustion engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS6198920A (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0258207A2 (en) * | 1986-08-14 | 1988-03-02 | AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH.Prof.Dr.Dr.h.c. Hans List | Intake conduit for internal-combustion engines |
-
1984
- 1984-10-19 JP JP59218685A patent/JPS6198920A/en active Pending
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0258207A2 (en) * | 1986-08-14 | 1988-03-02 | AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH.Prof.Dr.Dr.h.c. Hans List | Intake conduit for internal-combustion engines |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US4317438A (en) | High power output engine | |
JPS6060010B2 (en) | Intake system for multi-cylinder internal combustion engine | |
JPS5918533B2 (en) | Multi-point ignition engine partial cylinder combustion device | |
US6131554A (en) | Engine having combustion control system | |
JPH0821342A (en) | Fuel injection type engine | |
US4185598A (en) | Internal combustion engine | |
JPS5943922A (en) | Suction device of 2-suction valve type internal- combustion engine | |
JPS6198920A (en) | Suction device of internal-combustion engine | |
JPH09317476A (en) | Cylinder fuel injection type engine | |
JPS5821090B2 (en) | air injection gasoline engine | |
JP2762301B2 (en) | Fuel supply device for internal combustion engine | |
JPH02305319A (en) | Combustion chamber structure of engine | |
JPS61229908A (en) | Intake device for internal-combustion engine | |
JPS5990719A (en) | Intake device for engine | |
JP2717960B2 (en) | Engine combustion chamber | |
JP3060689B2 (en) | Direct injection spark ignition engine | |
KR200157990Y1 (en) | Intake structure for internal combustion engines | |
JPS6170132A (en) | Intake device of internal-combustion engine | |
JPS6385218A (en) | Suction air system device for internal combustion engine | |
KR100222848B1 (en) | The structure for generating of intake swirl in an internal combustion engine | |
JPH0236905Y2 (en) | ||
JPH0355790Y2 (en) | ||
JPS641650B2 (en) | ||
JPS6187939A (en) | Suction device for internal-combusion engine | |
JPS6193229A (en) | Suction device for internal-combustion engine |