JPS626274Y2 - - Google Patents
Info
- Publication number
- JPS626274Y2 JPS626274Y2 JP1981002191U JP219181U JPS626274Y2 JP S626274 Y2 JPS626274 Y2 JP S626274Y2 JP 1981002191 U JP1981002191 U JP 1981002191U JP 219181 U JP219181 U JP 219181U JP S626274 Y2 JPS626274 Y2 JP S626274Y2
- Authority
- JP
- Japan
- Prior art keywords
- passage
- fuel
- intake
- air
- negative pressure
- 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
- 239000000446 fuel Substances 0.000 claims description 87
- 239000000203 mixture Substances 0.000 claims description 32
- 238000002485 combustion reaction Methods 0.000 claims description 27
- 230000007246 mechanism Effects 0.000 claims description 21
- 230000001133 acceleration Effects 0.000 claims description 17
- 238000010992 reflux Methods 0.000 claims description 11
- 238000011144 upstream manufacturing Methods 0.000 claims description 3
- 230000001105 regulatory effect Effects 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 239000000498 cooling water Substances 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000011049 filling Methods 0.000 description 2
- 230000001737 promoting effect Effects 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 230000008901 benefit Effects 0.000 description 1
- 238000011109 contamination Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 238000000605 extraction Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000002401 inhibitory effect Effects 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
Landscapes
- Control Of The Air-Fuel Ratio Of Carburetors (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Means For Warming Up And Starting Carburetors (AREA)
Description
【考案の詳細な説明】
本考案は、気化器式の多気筒内燃機関の改良に
関するものである。[Detailed Description of the Invention] The present invention relates to an improvement of a carburetor type multi-cylinder internal combustion engine.
一般の気化器式内燃機関においては、これに混
合気を吸気するための気化器に、スロツトル弁を
急開したときに作動する加速ポンプを設けて、機
関の加速時に燃料を追加供給するようにしている
ことは周知の通りである。 In a typical carburetor-type internal combustion engine, the carburetor that takes in the air-fuel mixture is equipped with an acceleration pump that is activated when the throttle valve is suddenly opened to supply additional fuel when the engine accelerates. It is well known that
そして、このように気化器に加速ポンプを設け
る場合、当該加速ポンプによる燃料の供給量は、
機関の低温状態での運転性を確保するため、多い
量に設定するのが通常であるから、機関の温度が
高い状態では、加速ポンプによる燃料の供給量が
必要以上に多くなり、混合気が過濃になつて加速
性の低下、排気の汚染燃料不経済等の原因とな
る。 When an acceleration pump is provided in the carburetor in this way, the amount of fuel supplied by the acceleration pump is:
In order to ensure engine operability in low-temperature conditions, the amount is normally set to a large amount, so when the engine temperature is high, the amount of fuel supplied by the accelerator pump will be larger than necessary, causing the air-fuel mixture to Excessive concentration may cause deterioration in acceleration, contamination of exhaust gas, and waste of fuel.
そこで先行技術としての実公昭51−22180号公
報は、加速ポンプによる燃料の供給量を機関の温
度が上昇するにつれて減少させることによつて、
前記の不具合を解消することを提案している。 Therefore, Japanese Utility Model Publication No. 51-22180, which is a prior art, reduces the amount of fuel supplied by the accelerator pump as the engine temperature rises.
It is proposed to eliminate the above-mentioned problems.
しかしながら、これにおいても機関の特性、並
びに気化器の機関への取付等のと関係から機関暖
気後の加速時には加速ポンプから燃料を増量供給
してやらねばならないから、燃料消費量が多くな
る点に問題がある。 However, even in this case, due to the characteristics of the engine and the way the carburetor is attached to the engine, an increased amount of fuel must be supplied from the accelerator pump when accelerating after the engine has warmed up, so there is a problem in that fuel consumption increases. be.
本考案は、例えば特開昭54−137515号公報等に
記載されているように、多気筒機関における各気
筒の吸気ポートの相互間を噴流連通通路で連通接
続し、一つの気筒への吸気に際して当該気筒の吸
気ポート内に、前記噴流連通通路を介して他の気
筒の吸気ポート内の混合気を導いて噴出すること
により、燃焼室内への吸気混合気の流速を加速し
て燃焼速度を促進するようにしたいわゆる吸気噴
流式の内燃機関が有する特性を利用することによ
つて、一般の気化器に設けられている加速ポンプ
を廃止し、気化器に低温始動時及び低温加速時に
のみ燃料を増量する低温時燃料増量機構を設ける
ことにより、機関暖気後の燃料の節約を図るもの
である。 As described in, for example, Japanese Unexamined Patent Publication No. 54-137515, the present invention connects the intake ports of each cylinder in a multi-cylinder engine through a jet communication passage, and when air is taken into one cylinder, The air-fuel mixture in the air-fuel mixture in the air-fuel mixture in the air-fuel mixture in the air-fuel mixture in the air-fuel mixture in the air-fuel mixture in the air-fuel mixture in the air-fuel mixture in the combustion chamber is accelerated into the combustion chamber by guiding the air-fuel mixture in the air-fuel mixture in the air-fuel mixture in the air-fuel mixture in the air-fuel mixture in the air-fuel mixture in the combustion chamber into the combustion chamber and promoting the combustion speed. By utilizing the characteristics of the so-called intake jet internal combustion engine, the accelerator pump installed in general carburetors is eliminated, and fuel is supplied to the carburetor only during cold start and low temperature acceleration. By providing a low-temperature fuel increase mechanism that increases the amount of fuel, it is possible to save fuel after the engine is warmed up.
すなわち本考案は、多気筒内燃機関における複
数気筒の吸気ポートに対して一つの可変ベンチユ
リー型気化器を、各吸気ポートの各々に対応する
スロツトル弁を備えたスロツトルボデーを介して
接続する一方、前記複数気筒における各吸気ポー
トの相互間を、その一つの気筒の吸気に際して当
該気筒における吸気ポート内に他の気筒における
吸気ポート内の混合気を導いて噴出させるように
した噴流連通通路を介して接続して成る多気筒内
燃機関において、前記可変ベンチユリー型気化器
には、加速ポンプ機構を設けることなく低温始動
時及び低温加速時のみ作動する低温時燃料増量機
構を設ける一方、前記内燃機関の排気系と前記噴
流連通通路とを繋ぐ排気ガス還流通路中に、ばね
にて常閉に付勢され且つ圧力室に負圧が作用する
と前記ばねに抗して開くようにした還流制御弁を
設け、該還流制御弁における圧力室を、前記スロ
ツトル弁の閉位置より上流側の部位に設けたセン
シングポートに負圧取出通路を介して接続し、該
負圧取出通路中に、圧力室からセンシングポート
への方向にのみ開くようにした逆止弁とオリフイ
スとを並設して成る負圧保持機構を設け、更に、
前記排気ガス還流通路中に、スロツトル弁と一定
の関係をもつて連動するサブ還流制御弁を設けた
ことを要旨とするものである。 That is, the present invention connects one variable ventillary carburetor to the intake ports of a plurality of cylinders in a multi-cylinder internal combustion engine via a throttle body equipped with a throttle valve corresponding to each intake port. Each intake port in a cylinder is connected to each other via a jet flow communication passage that guides and blows out the air-fuel mixture in the intake port of another cylinder into the intake port of that cylinder when intake is taken into that one cylinder. In a multi-cylinder internal combustion engine consisting of a multi-cylinder internal combustion engine, the variable ventule type carburetor is provided with a low temperature fuel increase mechanism that operates only at low temperature start and low temperature acceleration without providing an acceleration pump mechanism. A recirculation control valve is provided in the exhaust gas recirculation passage connecting the jet flow communication passage, and is normally biased by a spring and opened against the spring when negative pressure acts on the pressure chamber. A pressure chamber in the control valve is connected to a sensing port provided upstream of the closed position of the throttle valve via a negative pressure take-out passage, and a direction from the pressure chamber to the sensing port is connected in the negative pressure take-off passage. A negative pressure holding mechanism is provided in which a check valve and an orifice are arranged in parallel to open only when
The gist of the present invention is that a sub-recirculation control valve is provided in the exhaust gas recirculation passageway and interlocks with the throttle valve in a certain relationship.
以下本考案の実施例を図面について説明する
と、図において符号１は、第１気筒Ａ１及び第２
気筒Ａ２を有する２気筒４サイクル機関を示し、
そのシリンダブロツク３の上面に取付くシリンダ
ヘツド２には、各気筒における燃焼室に混合気を
吸気するための吸気弁５，５′付き吸気ポート
４，４′と、排気ガスを放出するための排気弁
７，７′付き排気ポート６，６′を各々備え、両排
気ポート６，６′には排気通路８が接続されてい
る。 An embodiment of the present invention will be described below with reference to the drawings. In the drawings, reference numeral 1 indicates the first cylinder A1 and the second cylinder
It shows a 2-cylinder 4-stroke engine with cylinder A2,
The cylinder head 2 attached to the upper surface of the cylinder block 3 has intake ports 4, 4' with intake valves 5, 5' for intake of air-fuel mixture into the combustion chamber of each cylinder, and intake ports 4, 4' with intake valves 5, 5' for discharging exhaust gas. Exhaust ports 6 and 6' with exhaust valves 7 and 7' are provided, respectively, and an exhaust passage 8 is connected to both exhaust ports 6 and 6'.
図中符号９は、可変ベンチユリー型の気化器
で、該気化器９は従来から良く知られているよう
に、ピストン状の摺動体１０、フロート室１１、
メインノズル１２及びメインノズル１２内に嵌ま
るように前記摺動体１０に取付く針弁１３等から
なり、ピストン状の摺動体１０はその真下におけ
るベンチユリー部１４の負圧に応動して当該負圧
が略一定になるように上下動するもので、気化器
９には従来公知のスロー系燃料ジエツト１５、ス
ローエア通路１６及びスロー系燃料通路１７、並
びに詳しくは後述する低温時燃料増量機構４０を
備えている。 Reference numeral 9 in the figure indicates a variable ventilee type carburetor, and as is well known in the art, the carburetor 9 includes a piston-shaped sliding body 10, a float chamber 11,
Consisting of a main nozzle 12 and a needle valve 13 attached to the sliding body 10 so as to fit inside the main nozzle 12, the piston-shaped sliding body 10 responds to the negative pressure of the ventilate portion 14 directly below it and absorbs the negative pressure. The carburetor 9 is equipped with a conventionally known slow system fuel jet 15, a slow air passage 16, a slow system fuel passage 17, and a low temperature fuel increase mechanism 40, which will be described in detail later. ing.
図中符号１８は、前記気化器９と前記各吸気ポ
ート４，４が開口するシリンダヘツド側面２′と
の間に挟設したスロツトルボデーで、該スロツト
ルボデー１８内には、気化器９からの混合気を両
吸気ポート４，４′に対して導くためのスロツト
ル弁２０，２０′付きスロツトル弁通路１９，１
９′を備え、両スロツトル弁２０，２０′は一本の
軸２１に取付き、レバー２２にて同時に開閉する
ようになつており、また、前記スロツトルボデー
１８におけるシリンダヘツド２への接合面には、
両スロツトル弁通路１９，１９′を互に連通する
ための断面矩形等の適宜形状に形成したバランス
通路２３を刻設し、スロツトルボデー１８には、
両スロツトル通路１９，１９′の間に前記バラン
ス通路２３に連通するポート２４を穿設して、こ
れに前記気化器９におけるスロー系燃料通路１７
を接続すると共に、前記ポート２４の開口面積を
調節するためのアイドル調節ねじ２５を備えてい
る。 Reference numeral 18 in the figure is a throttle body that is sandwiched between the carburetor 9 and the side surface 2' of the cylinder head where each of the intake ports 4, 4 opens. Throttle valve passages 19, 1 with throttle valves 20, 20' for guiding the air to both intake ports 4, 4'
9', both throttle valves 20, 20' are attached to a single shaft 21 and are opened and closed simultaneously by a lever 22, and the throttle body 18 has a joint surface with the cylinder head 2. ,
A balance passage 23 having an appropriate shape such as a rectangular cross section is carved in the throttle body 18 for communicating the two throttle valve passages 19, 19' with each other.
A port 24 communicating with the balance passage 23 is provided between both throttle passages 19, 19', and a port 24 communicating with the balance passage 23 is connected to the slow system fuel passage 17 in the carburetor 9.
It is also provided with an idle adjustment screw 25 for adjusting the opening area of the port 24.
図中符号２６は、シリンダヘツド２において両
吸気ポート４，４′が開口する側面２′に刻設した
噴流連通通路を示し、シリンダヘツド２内には該
噴流連通通路２６から各吸気ポート４，４′内に
向つて噴流孔２７，２７′が穿設され、該両噴流
孔２７，２７′の吸気ポート４，４′内への開口部
は、吸気弁５，５′の略背面箇所において吸気ポ
ート４，４′に対して接線方向に、換言すれば、
噴流孔２７，２７′から吸気ポート４，４′内への
噴流によつて、吸気ポート４，４′内の混合気に
対して旋回流を与え得る方向に方向づけられてい
る。 Reference numeral 26 in the figure indicates a jet communication passage carved in the side surface 2' of the cylinder head 2 where both intake ports 4, 4' open. Jet holes 27, 27' are bored into the intake ports 4, 4', and the openings of the jet holes 27, 27' into the intake ports 4, 4' are located approximately at the rear of the intake valves 5, 5'. tangentially to the intake ports 4, 4', in other words:
The jet flow from the jet holes 27, 27' into the intake ports 4, 4' is directed in a direction that can give a swirling flow to the air-fuel mixture in the intake ports 4, 4'.
図中符号２８は、圧力作動式の還流制御弁で、
該還流制御弁２８の入口は排気ガス還流通路２９
を介して前記排気通路８に、出口はサブ還流制御
弁３０付き排気ガス還流通路３１を介して前記噴
流連通通路２６に各々接続され、還流制御弁２８
における弁体３２は圧力室３３内のばね３４にて
常閉方向に付勢され、且つ圧力室３３を、前記ス
ロツトルボデー１８においていずれか一方のスロ
ツトル弁２０′の閉位置（アイドル開度）より適
宜上流側の部位に設けたセンシングポート３５
に、負圧取出通路２６を介して接続して、センシ
ングポート３５の負圧が大きいとき還流制御弁２
８の弁体３２がばね３４に抗して開くように構成
するにおいて、前記負圧取出通路２６中には、圧
力室３４からセンシングポート３５への方向にの
み開くようにした逆止弁３７とオリフイス３８と
を並設して成る負圧保持機構３９を設ける。一
方、前記サブ還流制御弁３０は、スロツトル弁２
０，２０′とカムリンク機構でもつて連結され、
スロツトル弁とある一定の関係でもつて連動させ
られるようになつている。 Reference numeral 28 in the figure is a pressure-operated reflux control valve.
The inlet of the recirculation control valve 28 is connected to the exhaust gas recirculation passage 29.
The outlet is connected to the exhaust passage 8 through the reflux control valve 28, and the outlet is connected to the jet flow communication passage 26 via the exhaust gas recirculation passage 31 with a sub-reflux control valve 30.
The valve body 32 is biased in the normally closed direction by a spring 34 in the pressure chamber 33, and the pressure chamber 33 is appropriately moved from the closed position (idle opening degree) of one of the throttle valves 20' in the throttle body 18. Sensing port 35 provided on the upstream side
is connected to the reflux control valve 2 via the negative pressure take-off passage 26 when the negative pressure of the sensing port 35 is large.
In the structure in which the valve body 32 of No. 8 opens against the spring 34, a check valve 37 which opens only in the direction from the pressure chamber 34 to the sensing port 35 is provided in the negative pressure take-off passage 26. A negative pressure holding mechanism 39 is provided in which an orifice 38 is arranged in parallel. On the other hand, the sub-recirculation control valve 30 is connected to the throttle valve 2
0,20' and is also connected by a cam link mechanism,
It is designed to be linked in a certain relationship with the throttle valve.
そして、前記低温時燃料増量機構４０は、機関
の温度が所定温度（例えば冷却水温60℃）以下
で、前記スロツトル弁２０，２０′を急開したの
ち図示しない公知のリンク機構を介して作動する
もので、そのチヤンバー室４１は吸込用逆止弁４
２付き吸込通路４３を介してフロート室１１に連
通すると共に、前記ベンチユリー部に突出するよ
うに設けた低温時燃料供給ノズル４４に吐出弁４
５付き低温時燃料供給通路４６を介して連通して
おり、低温時燃料供給通路４６には、前記チヤン
バー室４１と吐出弁４５との間に余剰燃料をフロ
ート室１１に放出するためのリリーフ弁４７を設
ける一方、吐出弁４５と低温時燃料供給ノズル４
４との間に当該低温時燃料供給通路４６をON・
OFFの二つの位置に開閉作動するための電磁式
の燃料カツト弁４８を設け、該電磁式燃料カツト
弁４８とバツテリー４９とをつなぐ電気回路５０
中には、前記機関１における冷却水、潤滑油又は
シリンダヘツド２等の機関の温度に関連し、機関
の温度が通常の所定温度以上になつたとき、電磁
弁式燃料カツト４８で低温時燃料供給通路４６を
閉じるようにしたサーモスイツチ５１を設けて成
るものである。 The low-temperature fuel increase mechanism 40 operates via a known link mechanism (not shown) after rapidly opening the throttle valves 20, 20' when the engine temperature is below a predetermined temperature (for example, a cooling water temperature of 60° C.). The chamber chamber 41 has a suction check valve 4.
A discharge valve 4 is connected to a low-temperature fuel supply nozzle 44 that communicates with the float chamber 11 through a suction passage 43 with 2 and protrudes from the ventilate section.
The low temperature fuel supply passage 46 is provided with a relief valve between the chamber chamber 41 and the discharge valve 45 for releasing excess fuel into the float chamber 11. 47, while a discharge valve 45 and a low temperature fuel supply nozzle 4 are provided.
4, the low temperature fuel supply passage 46 is turned ON/
An electric circuit 50 is provided with an electromagnetic fuel cut valve 48 for opening and closing operation in two positions, OFF and connecting the electromagnetic fuel cut valve 48 and the battery 49.
Among them, when the temperature of the engine 1 is related to the temperature of the cooling water, lubricating oil, cylinder head 2, etc., and the temperature of the engine exceeds a normal predetermined temperature, the solenoid valve type fuel cut 48 is used to supply low-temperature fuel. A thermoswitch 51 is provided to close the supply passage 46.
なお、低温時燃料増量機構４０は上記のものに
限らず、機関の温度を感知して、機関の低温時に
おいて燃料の供給量を増量制御できるものである
ならどのようなものでも良いのである。 Note that the low-temperature fuel increase mechanism 40 is not limited to the one described above, and may be any mechanism that can sense the temperature of the engine and control the increase in the amount of fuel supplied when the engine is at low temperature.
この構成において、機関の運転に際して例えば
第１気筒Ａ１が吸気行程のとき、その吸気弁５は
開で、当該第１気筒Ａ１における吸気ポート４内
の吸気負圧が真空側に大きい一方、第２気筒Ａ２
における吸気弁５′は閉で、当該第２気筒Ａ２に
おける吸気ポート４′内の吸気負圧は大気圧に近
いように小さくて第１気筒における吸気ポート４
と第２気筒における吸気ポート４′との間に圧力
差が生じるから、第２気筒における吸気ポート
４′に入つている混合気が、前記圧力差によつて
噴流孔２７′、噴流連通通孔２６を通り噴流孔２
７から吸気行程中の第１気筒Ａ１における吸気ポ
ート４内に噴出することになり、この噴出流によ
り吸気ポート４から燃焼室への吸気混合気の流れ
は加速されると共に旋回流が与えられて燃焼室内
で激しく流動するから燃焼速度が促進されるので
あり、また、第２気筒Ａ２の吸気行程に際して
は、第２気筒における吸気ポート４′内に第１気
筒における吸気ポート４内の混合気が噴流孔２
７′から噴出することにより、第２気筒Ａ２での
燃焼速度が同様に促進できるのである。 In this configuration, when the engine is operated, for example, when the first cylinder A1 is in the intake stroke, its intake valve 5 is open, and the intake negative pressure in the intake port 4 of the first cylinder A1 is large toward the vacuum side, while the second cylinder Cylinder A2
The intake valve 5' in the second cylinder A2 is closed, and the intake negative pressure in the intake port 4' in the second cylinder A2 is so small that it is close to atmospheric pressure.
Since there is a pressure difference between the air-fuel mixture and the intake port 4' in the second cylinder, the air-fuel mixture entering the intake port 4' in the second cylinder flows through the jet hole 27' and the jet communication hole due to the pressure difference. 26 through the jet hole 2
7 into the intake port 4 of the first cylinder A1 during the intake stroke, and this jet flow accelerates the flow of the intake air-fuel mixture from the intake port 4 to the combustion chamber and gives a swirling flow. The combustion speed is accelerated by the intense flow in the combustion chamber, and during the intake stroke of the second cylinder A2, the air-fuel mixture in the intake port 4 of the first cylinder flows into the intake port 4' of the second cylinder. Jet hole 2
By ejecting from 7', the combustion speed in the second cylinder A2 can be similarly promoted.
この場合、両スロツトル弁２０，２０′の開度
が小さい程、両吸気ポート４，４′間の圧力差が
大きくなつて、噴出流が強くなるから、噴流によ
る燃焼速度促進の効果は、機関の負荷が低負荷に
なる程大きくなる。 In this case, the smaller the opening degree of both throttle valves 20, 20', the larger the pressure difference between both intake ports 4, 4', and the stronger the jet flow. The lower the load, the larger the load.
また、機関が所定温度に暖つた暖気後において
スロツトル弁２０，２０′を急開して行う加速時
には、センシングポート３５の箇所に大きい負圧
が発生し、この負圧が、負圧取出通路３６中の負
圧遅延機構３０における逆止弁３７の開によつて
時間的に遅れなく還流制御弁２８における圧力室
３３に伝達して、その弁体３２がばね３４に抗し
て開くことにより、排気通路８内における一部の
排気ガスが、排気ガス還流通路２９，３１を介し
て噴流連通通路２６に供給される。 Furthermore, during acceleration by rapidly opening the throttle valves 20 and 20' after the engine has warmed up to a predetermined temperature, a large negative pressure is generated at the sensing port 35, and this negative pressure is transferred to the negative pressure outlet passage 36. When the check valve 37 in the negative pressure delay mechanism 30 opens, the pressure is transmitted to the pressure chamber 33 in the reflux control valve 28 without a time delay, and the valve element 32 opens against the spring 34. A part of the exhaust gas in the exhaust passage 8 is supplied to the jet communication passage 26 via the exhaust gas recirculation passages 29 and 31.
このようにして噴流連通通路２６に供給された
排気ガスは、第１気筒Ａ１における噴流孔２７及
び第２気筒Ａ２における噴流孔２７′より交互に
噴出して、吸気ポート４，４′内の吸気混合気の
流れ速度を促進すると共に、吸気混合気の流れに
旋回流を付与できるから、前記燃焼速度の促進の
効果を、機関の加速時においても維持できるので
ある。 The exhaust gas thus supplied to the jet communication passage 26 is alternately ejected from the jet holes 27 in the first cylinder A1 and the jet holes 27' in the second cylinder A2, and the exhaust gas is ejected from the jet holes 27 in the first cylinder A1 and the jet holes 27' in the second cylinder A2. Since the flow speed of the air-fuel mixture can be promoted and a swirling flow can be imparted to the flow of the intake air-fuel mixture, the effect of promoting the combustion speed can be maintained even when the engine is accelerated.
このようにスロツトル２０，２０′を急開して
の加速に際して、スロツトル弁２０，２０′が、
前記センシングポート３５を通り過ぎる大きい開
度になつて、センシングポート35箇所の負圧が大
気圧に近付くように小さくなつても、負圧取出通
路３６中の負圧保持機構３９における逆止弁３７
の閉により、還流制御弁２８における圧力室３３
内の圧力が大気圧に近付くように小さくなること
が遅れて、還流制御弁２８の弁体３２を開いた状
態をスロツトル弁２０，２０′の大きい開度のと
きにも保持できるから、噴流連通通路２６に対す
る排気ガスの供給を或る時間にわたつて持続で
き、換言すると、排気ガスの噴流連通通路２６に
対する供給による燃焼速度の促進を、或る時間に
わたつて持続できるのである。 In this way, when accelerating by opening the throttles 20, 20' rapidly, the throttle valves 20, 20'
Even if the opening degree becomes large enough to pass through the sensing port 35 and the negative pressure at the sensing port 35 becomes so small that it approaches atmospheric pressure, the check valve 37 in the negative pressure holding mechanism 39 in the negative pressure take-out passage 36
By closing, the pressure chamber 33 in the reflux control valve 28
The internal pressure decreases to approach atmospheric pressure with a delay, and the valve body 32 of the reflux control valve 28 can be kept open even when the throttle valves 20, 20' are opened to a large degree, thereby preventing jet flow communication. The supply of exhaust gas to the passage 26 can be maintained for a certain period of time, and in other words, the acceleration of the combustion rate due to the supply of exhaust gas to the jet communication passage 26 can be maintained for a certain period of time.
しかも、この機関１に対して可変ベンチユリー
型の気化器９をインテークマニホールドを用いず
にスロツトルボデー１８を介して直接シリンダヘ
ツド２に取付けたことにより、当該気化器９から
吸気ポート４，４′までの距離を非常に短く構成
できるから、その間における吸気混合気の流れ抵
抗が小さくなつて燃焼室への充填効率を向上でき
ると共に、スロツトル弁２０，２０′の開閉時に
対するメインノズル１２からの燃料の応答性が向
上する。 Furthermore, by attaching the variable ventillary type carburetor 9 to the engine 1 directly to the cylinder head 2 via the throttle body 18 without using an intake manifold, the air flow from the carburetor 9 to the intake ports 4, 4' is Since the distance can be configured to be very short, the flow resistance of the intake air-fuel mixture during that distance is reduced, improving the filling efficiency into the combustion chamber, and the response of the fuel from the main nozzle 12 to the opening and closing of the throttle valves 20, 20'. Improves sex.
つまり、前記吸気混合気の流れ抵抗に減少によ
る充填効率の向上及びメインノズル１２からの燃
料の応答性の向上、更には機関の加速時において
噴流連通通路２６に対して排気ガスを或る時間に
わたつて供給することによる燃焼速度の促進との
三者が相俟つて機関の加速時における出力を著し
く向上できるから、機関の加速に際して、加速ポ
ンプによる燃料の追加供給がなくても十分な出力
を得ることができ、加速時における燃料の追加供
給を省略できるのである。 In other words, the filling efficiency is improved by reducing the flow resistance of the intake air-fuel mixture, the response of the fuel from the main nozzle 12 is improved, and furthermore, when the engine is accelerated, the exhaust gas is directed to the jet communication passage 26 at a certain time. Together with the acceleration of the combustion rate by supplying fuel across the board, the output of the engine during acceleration can be significantly improved. Therefore, when accelerating the engine, sufficient output can be obtained without additional fuel supply from the accelerator pump. This means that additional fuel supply during acceleration can be omitted.
しかし、このように加速に際して排気ガスを吸
気系に還流する場合において、その排気ガスの還
流量が多いときには、吸気混合気の燃焼がむしろ
阻害されることになるから、吸気系に還流する排
気ガスの量は、吸気混合気の燃焼を阻害しない範
囲に規制するようにしなければならないが、前記
還流制御弁２８は、ON・OFF的な開閉作動であ
るから、還流排気ガス量を微細に制御することは
できない。 However, when exhaust gas is recirculated to the intake system during acceleration, if the amount of exhaust gas recirculated is large, combustion of the intake air-fuel mixture is actually inhibited, so the exhaust gas recirculated to the intake system is The amount of exhaust gas must be regulated within a range that does not inhibit the combustion of the intake air-fuel mixture. However, since the recirculation control valve 28 is an ON/OFF opening/closing operation, it is possible to finely control the amount of recirculated exhaust gas. It is not possible.
これに対して本考案は、排気ガス還流通路３１
中に、スロツトル弁２０，２０′と或一定の関係
をもつて連動するサブ還流制御弁３０を設けたも
ので、このサブ還流制御弁３０が、スロツトル弁
２０，２０′の開閉に連動して開閉することによ
つて、吸気系に対する還流排気ガス量を、スロツ
トル弁２０，２０′の開度に応じて微細に調節す
ることができるから、排気ガスの還流過度による
燃焼性の阻害を回避できるのである。 In contrast, in the present invention, the exhaust gas recirculation passage 31
A sub-reflux control valve 30 is provided therein, which operates in a certain relationship with the throttle valves 20, 20'. By opening and closing, the amount of exhaust gas recirculated to the intake system can be finely adjusted in accordance with the opening degree of the throttle valves 20 and 20', so it is possible to avoid inhibiting combustibility due to excessive recirculation of exhaust gas. It is.
また、前記のような機関であつても、機関が所
定の温度まで暖まつていない状態、つまり暖機運
転中においては、燃料の気化が悪いために、機関
の始動性、及び加速に際してのドライバービリテ
イリーが低下することになるが、本考案において
は機関の暖機運転中では、低温時燃料供給通路４
６中の電磁式燃料カツト弁４８を開いてスロツト
ル弁２０，２０′の急開に連動する低温時燃料増
量機構４０の作動にて燃料が追加供給され、暖機
運転中における機関の始動性及び加速時のドライ
バービリテイーの低減が防止できるのであり、機
関が所定の温度に暖まると、電磁式燃料カツト弁
４８が低温時燃料供給通路４６を閉じるので、低
温時燃料増量機構４０が作動しても機関の加速時
において燃料の追加供給は行なわれず、換言すれ
ば燃料の供給カツトの状態になり、不必要な燃料
の消費を防止できるのである。 In addition, even with the above-mentioned engine, when the engine has not warmed up to the specified temperature, that is, during warm-up operation, the vaporization of the fuel is poor, making it difficult for the engine to start and for the driver to accelerate. However, in this invention, during warm-up operation of the engine, the low-temperature fuel supply passage 4
Additional fuel is supplied through the operation of the low temperature fuel increase mechanism 40 which opens the electromagnetic fuel cut valve 48 in 6 and is linked to the sudden opening of the throttle valves 20 and 20', improving engine startability and improving engine startability during warm-up operation. This prevents a reduction in drivability during acceleration, and when the engine warms up to a predetermined temperature, the electromagnetic fuel cut-off valve 48 closes the low-temperature fuel supply passage 46, so the low-temperature fuel increase mechanism 40 operates. Even when the engine is accelerating, no additional fuel is supplied; in other words, the fuel supply is cut off, and unnecessary fuel consumption can be prevented.
以上の通り本考案は、機関の低温始動時及び低
温加速時には、低温時燃料増量機構により燃料の
追加供給を行うが、機関が所定の温度に暖まつた
状態での加速に際しては、吸気噴流式の内燃機関
の特徴を生かして、燃料の追加供給を行うことな
く、噴流連通通路に、スロツトル弁に連動するサ
ブ還流制御弁によつて適正量に規制された排気ガ
スを或る時間にわたつて供給することにより、加
速性を向上するようにしたものであるから、機関
の加速時において必要な燃料の消費量を低減する
ことができて、燃料消費率を向上できる効果を有
する。 As described above, the present invention uses the low-temperature fuel increase mechanism to supply additional fuel when starting the engine at low temperatures and accelerating at low temperatures.However, when accelerating with the engine warmed to a predetermined temperature, the intake By taking advantage of the characteristics of the internal combustion engine, the exhaust gas is regulated to an appropriate amount by the sub-recirculation control valve linked to the throttle valve and is regulated to a proper amount in the jet communication passage for a certain period of time without additional fuel supply. Since it is designed to improve acceleration performance by supplying fuel, it is possible to reduce the amount of fuel consumed when accelerating the engine, and has the effect of improving the fuel consumption rate.
図面は本考案の実施例を示し、第１図は機関要
部の断面図、第２図は第１図の−視断面図、
第３図は第１図の−視断面図、第４図は第３
図の−視断面図、第５図は第１図の−視
拡大断面図である。
１……機関、Ａ１，Ａ２……気筒、４，４′…
…吸気ポート、９……可変ベンチユリー型気化
器、１８……スロツトルボデー、１９，１９′…
…スロツトル通路、２０，２０′……スロツトル
弁、２３……バランス通路、２６……噴流連通通
路、２７，２７′……噴流孔、２９，３１……排
気ガス還流通路、３２……還流制御弁、３３……
圧力室、３６……負圧取出通路、３７……逆止
弁、３８……オリフイス、３９……負圧保持機
構、４０……低温時燃料増量機構、４４……燃料
供給ノズル、４６……低温時燃料供給通路、４８
……電磁式燃料カツト弁、５１……サーモスイツ
チ。
The drawings show an embodiment of the present invention, and FIG. 1 is a sectional view of the main parts of the engine, FIG. 2 is a sectional view taken from the side of FIG. 1,
Figure 3 is a cross-sectional view of Figure 1, and Figure 4 is a cross-sectional view of Figure 1.
FIG. 5 is an enlarged cross-sectional view taken from FIG. 1. 1... Engine, A1, A2... Cylinder, 4, 4'...
...Intake port, 9...Variable ventilate carburetor, 18...Throttle body, 19, 19'...
...Throttle passage, 20, 20'...Throttle valve, 23...Balance passage, 26...Jet communication passage, 27, 27'...Jet flow hole, 29, 31...Exhaust gas recirculation passage, 32...Recirculation control Ben, 33...
Pressure chamber, 36... Negative pressure extraction passage, 37... Check valve, 38... Orifice, 39... Negative pressure holding mechanism, 40... Low temperature fuel increase mechanism, 44... Fuel supply nozzle, 46... Low temperature fuel supply passage, 48
...Solenoid fuel cut valve, 51...Thermo switch.
Claims (1)
に対して一つの可変ベンチユリー型気化器を、各
吸気ポートの各々に対応するスロツトル弁を備え
たスロツトルボデーを介して接続する一方、前記
複数気筒における各吸気ポートの相互間を、その
一つの気筒の吸気に際して当該気筒における吸気
ポート内に他の気筒における吸気ポート内の混合
気を導いて噴出させるようにした噴流連通通路を
介して接続して成る多気筒内燃機関において、前
記可変ベンチユリー型気化器には、加速ポンプ機
構を設けることなく低温始動時及び低温加速時の
み作動する低温時燃料増量機構を設ける一方、前
記内燃機関の排気系と前記噴流連通通路とを繋ぐ
排気ガス還流通路中に、ばねにて常閉に付勢され
且つ圧力室に負圧が作用すると前記ばねに抗して
開くようにした還流制御弁を設け、該還流制御弁
における圧力室を、前記スロツトル弁の閉位置よ
り上流側の部位に設けたセンシングポートに負圧
取出通路を介して接続し、該負圧取出通路中に、
圧力室からセンシングポートへの方向にのみ開く
ようにした逆止弁とオリフイスとを並設して成る
負圧保持機構を設け、更に、前記排気ガス還流通
路中に、スロツトル弁と一定の関係をもつて連動
するサブ還流制御弁を設けたことを特徴とする多
気筒内燃機関。 One variable ventilary carburetor is connected to the intake ports of a plurality of cylinders in a multi-cylinder internal combustion engine via a throttle body having a throttle valve corresponding to each intake port, while each intake port in the plurality of cylinders A multi-cylinder internal combustion engine in which the air-fuel mixtures in the intake ports of other cylinders are connected to each other through jet communication passages that guide and eject the air-fuel mixture in the intake ports of the other cylinders into the intake ports of the cylinders when the cylinders take in air. In the engine, the variable ventilee type carburetor is provided with a low temperature fuel increase mechanism that operates only at low temperature start and low temperature acceleration without providing an acceleration pump mechanism, and is connected to the exhaust system of the internal combustion engine and the jet flow communication passage. A reflux control valve is provided in the exhaust gas reflux passage connecting the reflux control valve, which is biased normally closed by a spring and opens against the spring when negative pressure acts on the pressure chamber. is connected to a sensing port provided at an upstream side of the closed position of the throttle valve via a negative pressure take-off passage, and in the negative pressure take-off passage,
A negative pressure holding mechanism is provided in which a check valve and an orifice are arranged in parallel to open only in the direction from the pressure chamber to the sensing port, and the exhaust gas recirculation passage is provided with a certain relationship with the throttle valve. A multi-cylinder internal combustion engine characterized by being provided with a sub-recirculation control valve that interlocks with each other.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1981002191U JPS626274Y2 (en) | 1981-01-09 | 1981-01-09 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1981002191U JPS626274Y2 (en) | 1981-01-09 | 1981-01-09 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57115940U JPS57115940U (en) | 1982-07-17 |
| JPS626274Y2 true JPS626274Y2 (en) | 1987-02-13 |
Family
ID=29800634
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1981002191U Expired JPS626274Y2 (en) | 1981-01-09 | 1981-01-09 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS626274Y2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11927275B2 (en) | 2019-04-03 | 2024-03-12 | Eagle Industry Co., Ltd. | Capacity control valve |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5254653U (en) * | 1975-10-17 | 1977-04-20 | ||
| JPS5371724A (en) * | 1976-12-07 | 1978-06-26 | Fuji Heavy Ind Ltd | Exhaust gas reflux device for internal combustion engine |
| JPS54137515A (en) * | 1978-04-18 | 1979-10-25 | Toyota Motor Corp | Intake device for multicylinder internal combustion engine |
| JPS5598647A (en) * | 1979-01-24 | 1980-07-26 | Toyota Motor Corp | Exhaust gas recirculating device for multicylinder internal combustion engine |
-
1981
- 1981-01-09 JP JP1981002191U patent/JPS626274Y2/ja not_active Expired
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5254653U (en) * | 1975-10-17 | 1977-04-20 | ||
| JPS5371724A (en) * | 1976-12-07 | 1978-06-26 | Fuji Heavy Ind Ltd | Exhaust gas reflux device for internal combustion engine |
| JPS54137515A (en) * | 1978-04-18 | 1979-10-25 | Toyota Motor Corp | Intake device for multicylinder internal combustion engine |
| JPS5598647A (en) * | 1979-01-24 | 1980-07-26 | Toyota Motor Corp | Exhaust gas recirculating device for multicylinder internal combustion engine |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11927275B2 (en) | 2019-04-03 | 2024-03-12 | Eagle Industry Co., Ltd. | Capacity control valve |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57115940U (en) | 1982-07-17 |
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