JPS6318128A - Intake air device for rotary piston engine - Google Patents
Intake air device for rotary piston engineInfo
- Publication number
- JPS6318128A JPS6318128A JP16117086A JP16117086A JPS6318128A JP S6318128 A JPS6318128 A JP S6318128A JP 16117086 A JP16117086 A JP 16117086A JP 16117086 A JP16117086 A JP 16117086A JP S6318128 A JPS6318128 A JP S6318128A
- Authority
- JP
- Japan
- Prior art keywords
- intake air
- port
- intake
- auxiliary
- communication
- 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
- 230000000694 effects Effects 0.000 claims description 14
- 230000006835 compression Effects 0.000 abstract description 11
- 238000007906 compression Methods 0.000 abstract description 11
- 230000003111 delayed effect Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 239000000446 fuel Substances 0.000 description 3
- 238000011144 upstream manufacturing Methods 0.000 description 3
- 230000001902 propagating effect Effects 0.000 description 2
- NYVVVBWEVRSKIU-UHFFFAOYSA-N 2,3-dihydroxybutanedioic acid;n,n-dimethyl-2-[6-methyl-2-(4-methylphenyl)imidazo[1,2-a]pyridin-3-yl]acetamide Chemical compound OC(=O)C(O)C(O)C(O)=O.N1=C2C=CC(C)=CN2C(CC(=O)N(C)C)=C1C1=CC=C(C)C=C1 NYVVVBWEVRSKIU-UHFFFAOYSA-N 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 229940051374 intermezzo Drugs 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 239000006228 supernatant Substances 0.000 description 1
Landscapes
- Characterised By The Charging Evacuation (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【発明の詳細な説明】
(、産業上の利用分野)
本発明は、吸気の動的効果を利用して出力の向上を図る
ようにしたロータリピストンエンジンの吸気装置の改良
に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an improvement in an intake system for a rotary piston engine that utilizes the dynamic effect of intake air to improve output.
(従来の技術)
従来、ロータリピストンエンジンの吸気装置として、例
えば特開昭59−70833号公報に開示されるように
、2気筒ロータリピストンエンジンの各気筒の吸気通路
をスロットルバルブ下流において連通部で連通し、該連
通部及びその下流の吸気通路によって形成される内気筒
の吸気ポート間の連通長さを適切に設定し、一方の気筒
の吸気ポート閉口時及び開口時に吸気通路内に発生する
m日時圧縮波及び開口時圧縮波をそれぞれ上記連通部を
介して他方の気筒の全開直1ぎiの吸気ポートに伝播さ
せて気筒間の吸気干渉による動的効果を得ることにより
過給を行うようにしたものが知られている。(Prior Art) Conventionally, as an intake device for a rotary piston engine, as disclosed in, for example, Japanese Patent Laid-Open No. 59-70833, the intake passages of each cylinder of a two-cylinder rotary piston engine are connected to a communication portion downstream of a throttle valve. The length of communication between the intake ports of the inner cylinders formed by the communication portion and the intake passage downstream thereof is appropriately set, and the m that occurs in the intake passage when the intake port of one cylinder is closed and opened is Supercharging is performed by propagating the date/time compression wave and the opening compression wave to the fully open intake port of the other cylinder through the communication portion to obtain a dynamic effect due to intake air interference between the cylinders. It is known what has been done.
(発明が解決しようとする問題点)
ところが、上記従来のものでは、上記連通部及びその下
流の吸気通路によって形成さ礼る内気筒の吸気ポート間
の連通良さが一定であるのて゛、動的効果がこの連通長
さに応じた特定の回転域でしか得られない。(Problem to be Solved by the Invention) However, in the above-mentioned conventional device, since the quality of communication between the intake ports of the inner cylinder formed by the communication portion and the intake passage downstream thereof is constant, the dynamic effect is can only be obtained in a specific rotation range depending on this communication length.
そこで、上記各吸気通路をスロットルバルブ上流で集合
するとともにスロットルバルブ上澄において連通部で連
通し且つ該連通部にエンジンの高回転時に開く制御弁を
設け、エンジンの低回転時には上記制御弁を閉じて内気
筒の吸気ポート間の連通良さを上記集合部及びその下流
の吸気通路によって形成される良いものにする一方、エ
ンジンの高回転時には上記制御弁を開いて内気筒の吸気
ポート間の連通長さを上記連通部及びその下流の吸気通
路によって形成される短いものにすることにより、エン
ジンの全回転域で動的効果を有効に得るようにすること
が考えられる。Therefore, the above-mentioned intake passages are gathered upstream of the throttle valve and communicated through a communication section in the throttle valve supernatant, and a control valve that opens at high engine speeds is provided in the communication section, and the control valve is closed at low engine speeds. The communication between the intake ports of the inner cylinders is made good by the above-mentioned gathering part and the intake passage downstream thereof, while at the same time, when the engine rotates at high speeds, the control valve is opened to improve the communication length between the intake ports of the inner cylinders. It is conceivable that by making the length formed by the communication portion and the intake passage downstream thereof short, the dynamic effect can be effectively obtained over the entire rotation range of the engine.
しかし、この場合、エンジンのトルク特性は、制御弁閉
作動時に得られるエンジン低回転域でピークを形成する
特性曲線と、ν1111弁同作動時に得られるエンジン
高回転域でピークを形成する特性曲線とをつなぎ合わせ
たものになるので、低回転域と高回転域との中間の回転
域でトルクの谷が形成されるという問題を有している。However, in this case, the engine torque characteristics have two characteristic curves: one that forms a peak in the low engine speed range obtained when the control valve is closed, and the other that forms a peak in the high engine speed range that is obtained when the ν1111 valve simultaneously operates. Since the engine is a combination of the following, there is a problem in that a torque valley is formed in the rotation range between the low rotation range and the high rotation range.
ところで、ロータリピストンエンジンの高回転域におけ
るエンジン出力の向上を図る吸気IIとして、例えば実
開昭59−165530号公報に開示されるように、サ
イドハウジングに主吸気ポートを開口するとともに、該
主吸気ボー1〜よりもリーディング側に該主吸気ポート
よりも遅れて開じる補助吸気ポートを開口し且つ該補助
吸気ポートに該補助吸気ポー1−を開I男する補助吸気
ポート弁を設け、エンジンの高回転時に該補助吸気ポー
ト弁を開いて吸気行程の終期を遅らせることにより作動
室に供給する新気の量を増して充填効率を向上させる一
方、エンジンの低回転時に補助吸気ポート弁を閉じてボ
ンピングロスを低減させるようにしたものが知られてい
る。By the way, as an intake II for improving the engine output in the high rotation range of a rotary piston engine, for example, as disclosed in Japanese Utility Model Application Publication No. 59-165530, a main intake port is opened in the side housing, and the main intake port is opened in the side housing. An auxiliary intake port valve that opens an auxiliary intake port that opens later than the main intake port on the leading side of the main intake port and opens the auxiliary intake port 1- is provided in the auxiliary intake port to open the auxiliary intake port 1-. By opening the auxiliary intake port valve at high engine speeds and delaying the end of the intake stroke, the amount of fresh air supplied to the working chamber is increased and filling efficiency is improved, while the auxiliary intake port valve is closed at low engine speeds. There are known devices in which the pumping loss is reduced.
本発明はかかる点に鑑みてなされたものであり、その目
的とするところは、エンジンの中間回転域で補助吸気ポ
ートを利用して吸気行程の終期を遅らせることにより、
吸気ポートの連通良さが長い状態で得られた圧縮波を効
率良く気筒に取り入れてトルク特性におけるトルクの谷
を埋めることにある。The present invention has been made in view of these points, and its purpose is to delay the end of the intake stroke by using an auxiliary intake port in the intermediate rotation range of the engine.
The purpose is to efficiently incorporate compression waves obtained when the intake port has long communication into the cylinder to fill the torque valley in the torque characteristics.
(問題点を解決するための千82)
上記目的を達成するため、本発明の解決手段は、気筒群
間の圧力伝播により動的効果を得るよう気筒群間の吸気
通路を連通する第1連通部と、該第1連通部による連通
長さよりも短い連通長さで上記気筒群間の吸気通路を連
通する第2連通部と、該第2連通部をrM関する1II
I′m弁と、各気筒に設けられ主吸気ポートよりも遅れ
て閉じる補助吸気ポートと、該各補助吸気ポート内の吸
気の流れを1.Ij御する補助吸気ポート弁と、エンジ
ンの高回転域において、所定回転数以上のときに上記i
11制御弁を開き、少なくとも制御弁が閉じているとき
に上記補助吸気ポート弁を開くよう制御1lIIする制
御装置とを備える構成としたものである。(1,82 points for solving the problems) In order to achieve the above object, the solution means of the present invention provides a first communication passage connecting the intake passages between the cylinder groups so as to obtain a dynamic effect by pressure propagation between the cylinder groups. a second communication section that communicates the intake passages between the cylinder groups with a communication length shorter than the communication length of the first communication section;
I'm valve, an auxiliary intake port provided in each cylinder that closes later than the main intake port, and the flow of intake air in each auxiliary intake port. The auxiliary intake port valve that controls Ij and the above i
11 control valve, and a control device that controls the auxiliary intake port valve to open at least when the control valve is closed.
(作用)
上記構成により、本発明では、エンジン低回転時、上記
制御弁が閉じて両気筒群の連通長さが第1連通部及びそ
の下流の吸気通路で形成される良いものになり、エンジ
ン回転数にマツチングする低周波の動的効果が良好に得
られる。(Function) With the above configuration, in the present invention, when the engine speed is low, the control valve closes and the communication length between both cylinder groups is made good by the first communication part and the intake passage downstream thereof, and the engine A low frequency dynamic effect that matches the rotation speed can be obtained well.
一方、エンジン高回転域において所定回転数以上のとき
、上記制御弁が開いて両気筒群の連通長さが第2連通路
及びその下流の吸気通路で形成される短いものになり、
エンジン回転数にマツチングする^周波の動的効果が良
好に得られる。On the other hand, when the engine speed is higher than a predetermined speed in a high engine speed range, the control valve opens and the communication length between both cylinder groups becomes short, which is formed by the second communication passage and the intake passage downstream thereof;
A good dynamic effect of the frequency that matches the engine speed can be obtained.
また、エンジンの幽回転幽負荷時には、上記補助吸気ポ
ート弁が開いて吸気行程の終期が遅くなるので、新気の
充填効率が向上し、エンジン出力が確保される。Furthermore, when the engine is running at a low speed and under load, the auxiliary intake port valve opens and the end of the intake stroke is delayed, so the filling efficiency of fresh air is improved and the engine output is secured.
さらに、エンジン高回転域において上記11111弁が
閉じているときく上記所定回転数以下のとき)には上記
長い方の連通長さに応じた周波数よりも高い周波数の圧
縮波が発生するが、上記補助吸気ポート弁が問いて吸気
行程の#S期が遅くなるので、遅れて吸気ポートに伝播
する圧縮波が気筒に取り入れられて充填効率が高まり、
トルク特性におけるトルクの谷が埋められる。Furthermore, when the 11111 valve is closed in the engine high speed range (when the engine speed is below the predetermined speed), a compression wave with a frequency higher than the frequency corresponding to the longer communication length is generated. Since the auxiliary intake port valve is activated and the #S period of the intake stroke is delayed, the compression wave that propagates to the intake port is introduced into the cylinder with a delay, increasing the charging efficiency.
Torque valleys in torque characteristics are filled.
(実施例)
以下、本発明の実施例を図1lffiに填づいて説明す
る。(Example) Hereinafter, an example of the present invention will be described with reference to FIG. 1lffi.
第1図ないし第3図は本発明を2気筒ロータリピストン
エンジンに適用した場合の実施例を示す。1 to 3 show an embodiment in which the present invention is applied to a two-cylinder rotary piston engine.
このエンジンは、中央に配置されたインタメゾイエイト
ハウジング1と、該インタメゾイエイトハウジング1の
両側に配置され!・ロコイド状内周面を有するフロント
及びリヤのロータハウジング2a、2bと、該各ロータ
ハウジング2a、2bの前後に配置されたフロント及び
リヤのサイドハウジング3a 、3bとを備え、これら
のハウジングによってその内方に2つの気筒C,Cが形
成されている。該容気筒C内にはそれぞれ多角形状のロ
ータ4が配置され、該各ロータ4はエキセントリックシ
ャフト5に支承されていて、該各ロータ4が遊星回転運
動することによって、各気筒C内に区画形成される3つ
の作動室6.6.6に吸気、圧縮、爆発、膨張及び排気
の各行程を順に行わせるものである。This engine has an intermediate housing 1 located in the center and an intermediate housing 1 arranged on both sides of the intermediate housing 1!・Equipped with front and rear rotor housings 2a and 2b having locoidal inner circumferential surfaces, and front and rear side housings 3a and 3b arranged before and after each of the rotor housings 2a and 2b. Two cylinders C, C are formed inside. A polygonal rotor 4 is arranged in each cylinder C, and each rotor 4 is supported by an eccentric shaft 5, and by planetary rotation of each rotor 4, a partition is formed in each cylinder C. The three working chambers 6.6.6 are made to perform intake, compression, explosion, expansion, and exhaust strokes in sequence.
また、上記インタメゾイエイトハウジング1には、全運
転域で上記各気筒Cの作動室6に新気を供給するプライ
マリポート(主吸気ポート)7゜7が間口している。さ
らに、上記各丈イドハウジング3a、3bの上記プライ
マリポート7よりもロータ回転方向リーディング側には
、エンジンの高負荷時にのみ各気筒Cの作動室6に新気
を供給するセカンダリ−メインポート(主吸気ボー1−
)8が開口し、また、該各セカンダリーメインポート8
よりもロータ回転方向リーディング側には、エンジンの
高回転高負荷時、上記セカンダリ−メインポート8より
も遅れて閉じて各気筒Cの作動室6に新気を供給するセ
カンダリ−補助ポート(補助吸気ポート)9が開口して
いる。Furthermore, a primary port (main intake port) 7.degree. 7 for supplying fresh air to the working chamber 6 of each cylinder C in all operating ranges is opened in the intermezzo housing 1. Further, on the leading side of the primary port 7 in the rotor rotational direction of each length of the idle housings 3a, 3b, there is a secondary main port (main port) that supplies fresh air to the working chamber 6 of each cylinder C only when the engine is under high load. Intake bow 1-
) 8 is open, and each secondary main port 8
On the leading side in the rotor rotational direction, there is a secondary auxiliary port (auxiliary intake port) that closes later than the secondary main port 8 and supplies fresh air to the working chamber 6 of each cylinder C when the engine is at high speed and high load. port) 9 is open.
ざらに、上記各プライマリポート7には1次吸気通路1
0が接続され、容気WJCの1次吸気通路10.10は
その上流側でエアクリーナ11に接続されている。また
、上記各セカンダリーメーインポート8及びセカンダリ
−補助ポート9には2次吸気通路12が接続され、容気
nCの2次吸気通路12.12はその上流端でエアクリ
ーナ11に接続されている。該2次吸気通路12の下流
端には、該2次吸気通路12のセカンダリ−補助ポート
9への遭遇を開閉する補助吸気ポート弁14が設けられ
、該補助吸気ポート弁14は吸気負圧を作動源とするダ
イヤフラム式のアクチュエータ15により駆動され、該
アクチュエータ15はM t&I]装置としてのコント
ローラ16によって制御される。Roughly speaking, each primary port 7 has a primary intake passage 1.
0 is connected, and the primary intake passage 10.10 of the air WJC is connected to the air cleaner 11 on its upstream side. Further, a secondary intake passage 12 is connected to each of the secondary main ports 8 and secondary auxiliary ports 9, and the secondary intake passage 12.12 of the air volume nC is connected to the air cleaner 11 at its upstream end. An auxiliary intake port valve 14 is provided at the downstream end of the secondary intake passage 12 to open and close the encounter of the secondary intake passage 12 with the secondary auxiliary port 9, and the auxiliary intake port valve 14 receives negative intake pressure. It is driven by a diaphragm actuator 15 which serves as an actuation source, and the actuator 15 is controlled by a controller 16 as an M t&I] device.
また、上記1次吸気通路10.10及び2次吸気通路1
2.12には、気筒間の圧力伝播により低周波の動的効
果を18るよう気筒間の1次吸気通路10.10及び2
次吸気通路12.12をそれぞれ連通ずる1次吸気通路
用の第1連通部17a及び2次吸気通路用の第1連通部
18aが設けられている。ざらに、該各第1連通部下流
の1次吸気通路10.10及び2次吸気通路12.12
には、気筒間の圧力伝播により高周波の動的効果を得る
よう各第1連通部17a、18aによる連通長さよりし
短い連通長さで気筒間の1次吸気通路10.10及び2
次吸気通路12.12をそれぞれ連通する1次吸気通路
用の第2連通部17b及び2次吸気通路用の第2連通部
18bが設けられている。In addition, the above-mentioned primary intake passage 10.10 and secondary intake passage 1
2.12, the primary intake passages 10.10 and 2 between the cylinders are designed to reduce low frequency dynamic effects due to pressure propagation between the cylinders.
A first communication portion 17a for the primary intake passage and a first communication portion 18a for the secondary intake passage are provided, which communicate with the secondary intake passages 12, 12, respectively. Roughly, the primary intake passage 10.10 and the secondary intake passage 12.12 downstream of each of the first communication parts.
In order to obtain a high-frequency dynamic effect through pressure propagation between the cylinders, the primary intake passages 10, 10 and 2 between the cylinders are formed with a communication length shorter than that of each first communication portion 17a, 18a.
A second communication portion 17b for the primary intake passage and a second communication portion 18b for the secondary intake passage are provided, which communicate with the secondary intake passages 12, 12, respectively.
そして、上記1次吸気通路用の第2連通部17bにシよ
該第2連通部17bを開閉する1次1ii1112I]
弁21が設けられ、2次吸気通路用の第2連通部18b
には該第2連通部18bを開閉する2次11i制御弁2
2が設けられている。該1次制紳弁21及び2次υ制御
弁22は共に円筒形ロータリバルブよりなり、吸気負圧
を作動源とするダイヤフラム式のアクチュエータ24に
より連動して駆動される。Then, the primary 1ii1112I opens and closes the second communicating portion 17b for the primary intake passage.
A valve 21 is provided, and a second communication portion 18b for the secondary intake passage
The secondary 11i control valve 2 opens and closes the second communication portion 18b.
2 is provided. The primary control valve 21 and the secondary υ control valve 22 are both cylindrical rotary valves, and are driven in conjunction with a diaphragm actuator 24 whose operation source is intake negative pressure.
該各アクチュエータ24は上記コントローラ16により
制御される。該コントローラ16には、エアフローセン
サ28の信号及びエンジン回転数信号が入力されている
。尚、25は各吸気通路10゜12に配設され上記コン
トローラ16により制御されるインジェクタ、26は各
ロータハウジング2a、2bに配設された点火プラグ、
27a〜27Cはスロットル弁である。Each actuator 24 is controlled by the controller 16 described above. A signal from an air flow sensor 28 and an engine rotation speed signal are input to the controller 16 . In addition, 25 is an injector arranged in each intake passage 10° 12 and controlled by the controller 16, 26 is a spark plug arranged in each rotor housing 2a, 2b,
27a to 27C are throttle valves.
次に、上記コントローラ16の作動を第4図〜第6図に
基づいて説明するに、第4図の破線よりも左側の領域で
示すエンジン低回転時、上記1次ルリ御弁21及び2次
制御弁22が開じて、山気筒C1Cのプライマリポート
間の連通良さが第1連通部17a及びその下流の1次吸
気通路10で形成される長いものになるとともに山気筒
C9Cのセカンダリ−メインポート間の連通長さが第1
連通部18a及びその下流の2次吸気通路12で形成さ
れる長いものになるので、第5図の実線で示すようなエ
ンジン回転数にマツチングする低周波の動的効果を良好
に得ることができる。Next, the operation of the controller 16 will be explained based on FIGS. 4 to 6. At low engine speeds shown in the region to the left of the broken line in FIG. The control valve 22 opens, and the communication between the primary ports of the mountain cylinder C1C becomes long, which is formed by the first communication portion 17a and the primary intake passage 10 downstream thereof, and the secondary main port of the mountain cylinder C9C becomes longer. The communication length between
Since it is a long one formed by the communication part 18a and the secondary intake passage 12 downstream thereof, it is possible to obtain a good low-frequency dynamic effect that matches the engine speed as shown by the solid line in FIG. .
一方、第4図の破線よりも右側の領域つまりエンジン高
回転域において所定回転数以下ヒのとさ、上記1次制御
弁21及び2次制御弁22が問いて、山気筒C9Cのプ
ライマリポート間の連通長さが第2連通部17b及びそ
の下流の1次吸気通路10で形成される短いものになる
とともに山気rtc。On the other hand, in the region to the right of the broken line in FIG. 4, that is, in the high engine speed range, when the engine speed is below a predetermined speed, the primary control valve 21 and the secondary control valve 22 are in contact with the primary port of the mountain cylinder C9C. The communication length is shortened by the second communication portion 17b and the primary intake passage 10 downstream thereof, and the mountain air RTC.
Cのセカンダリ−メインポート間の連通良さが第2連通
部18b及びその下流の2次吸気通路12で形成される
短いものになるので、第5図の一点鎖線で示すようなエ
ンジン回転数にマツチングする高周波の動的効果を良好
に1りることができる。Since the communication between the secondary and main ports of C is short, which is formed by the second communication part 18b and the secondary intake passage 12 downstream thereof, it is matched to the engine speed as shown by the dashed line in FIG. It is possible to satisfactorily eliminate the dynamic effects of high frequencies.
しかも、この運転領域では、上記補助吸気ポート弁14
が開いて第6図に実線で示すように吸気行程の終期が遅
(なるので、新気の充填効率が向上し、エンジン出力を
確保することができる。Moreover, in this operating region, the auxiliary intake port valve 14
opens, and the end of the intake stroke is delayed (as shown by the solid line in FIG. 6), thereby improving the filling efficiency of fresh air and ensuring engine output.
さらに、第4図に斜線で示すようにエンジンの高回転域
において1次制御弁21及び2次制御弁22が閉じてい
るときく上記所定回転数以下のとき)、上記補助吸気ポ
ート弁14が聞いて、吸気行程の終期が遅くなる。この
ことにより、上記良い方の連通長さに応じた周波数より
も高い周波数で発生し主吸気ポート7.8に遅れて伝播
する圧縮波が効率良く気筒Cに取り入れられるとともに
、第6図に示すように補助吸気ポート弁14の開作動に
より圧縮波の伝播に要する時間がtlからtz(jz>
j+)に変化してエンジン回転数の上昇につれて圧縮波
の伝播のタイミングがエンジン回転数によくマツチング
するようになり、第5図の点線で示すように充填効率が
高まり、トルク特性におけるトルクの谷を埋めることが
できる。Furthermore, as shown by diagonal lines in FIG. 4, when the primary control valve 21 and the secondary control valve 22 are closed in the high engine speed range (when the engine speed is below the predetermined speed), the auxiliary intake port valve 14 is closed. Listen, the end of the intake stroke is delayed. As a result, the compression waves generated at a frequency higher than the frequency corresponding to the better communication length and propagating to the main intake port 7.8 with a delay are efficiently introduced into the cylinder C, as shown in FIG. As shown in FIG.
j+), and as the engine speed rises, the timing of the propagation of the compression wave better matches the engine speed, and as shown by the dotted line in Figure 5, the charging efficiency increases and the torque valley in the torque characteristic can be filled.
また、第4図に示すように、エンジン低負荷時には、リ
ヤ側気8Cのインジェクタ25への燃料供給がカットさ
れてフロント側気筒のみを稼働する減筒運転が行われ、
フロント側気筒の燃焼性が高められて燃費の向上等を図
ることができる。さらに、エンジン極低負荷時には、山
気筒c、cのインジェクタ25への燃料供給がカットさ
れる。Further, as shown in FIG. 4, when the engine load is low, the fuel supply of the rear side air 8C to the injector 25 is cut off, and a cylinder reduction operation is performed in which only the front side cylinders are operated.
The combustibility of the front cylinder is enhanced, and fuel efficiency can be improved. Furthermore, when the engine load is extremely low, the fuel supply to the injectors 25 of the mountain cylinders c and c is cut off.
(発明の効果)
以上説明したように、本発明のロータリピストンエンジ
ンの吸気装置によれば、気筒群間の吸気通路の連通長さ
をエンジン回転数に応じて切換えるとともに、エンジン
の高回転域において少なくとも上記連通長さが長いとき
゛に主吸気ポートよりも遅れて開じる補助吸気ポートを
開き、遅れて吸気ポートに伝mする圧縮波を効率良く気
筒に取り入れるようにしたので、1〜ルク特性におtJ
るトルクの谷を埋めてエンジンの全回転域で圧力伝播に
より動的効果を良好に得て効果的にエンジン出力の向上
を図ることができる。(Effects of the Invention) As explained above, according to the intake system for a rotary piston engine of the present invention, the communication length of the intake passage between the cylinder groups can be changed according to the engine speed, and the communication length of the intake passage between the cylinder groups can be changed according to the engine speed. At least when the above-mentioned communication length is long, the auxiliary intake port opens later than the main intake port, and the compression wave that is transmitted to the intake port with a delay is efficiently introduced into the cylinder. NitJ
It is possible to effectively improve the engine output by filling the torque valley and obtaining good dynamic effects through pressure propagation throughout the engine rotation range.
図面は本発明の実施例を示し、第1図は全体概略構成図
、第2図はエンジンの側面図、第3図はエンジンの平面
図、第4図は補助吸気ポートj?及び制御弁の作動を示
す説明図、第5図はトルク特性を示す図、第6図は気筒
間の圧縮波の伝播を示す説明図である。
7・・・プライマリポート、8・・・セカンダリ−メイ
ンポート、9・・・セカンダリ−補助ポート、10・・
・1次吸気通路、12・・・2次吸気通路、14・・・
補助吸気ポート弁、17a、18a・・・第1連通部、
17b、18b・・・第2連通部、21・・・1次制御
弁、22・・・2次制御弁、C・・・気筒。The drawings show an embodiment of the present invention, in which Fig. 1 is a general schematic diagram, Fig. 2 is a side view of the engine, Fig. 3 is a plan view of the engine, and Fig. 4 is an auxiliary intake port. FIG. 5 is a diagram showing torque characteristics, and FIG. 6 is an explanatory diagram showing the propagation of compression waves between cylinders. 7...Primary port, 8...Secondary main port, 9...Secondary auxiliary port, 10...
・Primary intake passage, 12... Secondary intake passage, 14...
Auxiliary intake port valve, 17a, 18a... first communication part,
17b, 18b...Second communication part, 21...Primary control valve, 22...Secondary control valve, C...Cylinder.
Claims (1)
筒群間の吸気通路を連通する第1連通部と、該第1連通
部による連通長さよりも短い連通長さで上記気筒群間の
吸気通路を連通する第2連通部と、該第2連通部を開閉
する制御弁と、各気筒に設けられ主吸気ポートよりも遅
れて閉じる補助吸気ポートと、該各補助吸気ポート内の
吸気の流れを制御する補助吸気ポート弁と、エンジンの
高回転域において、所定回転数以上のときに上記制御弁
を開き、少なくとも制御弁が閉じているときに上記補助
吸気ポート弁を開くよう制御する制御装置とを備えたこ
とを特徴とするロータリピストンエンジンの吸気装置。(1) A first communication section that communicates the intake passages between the cylinder groups so as to obtain a dynamic effect through pressure propagation between the cylinder groups, and a communication length that is shorter than the communication length of the first communication section between the cylinder groups. a second communication part that communicates the intake passages, a control valve that opens and closes the second communication part, an auxiliary intake port that is provided in each cylinder and closes later than the main intake port, and an intake air in each of the auxiliary intake ports. an auxiliary intake port valve that controls the flow of the engine, and controls to open the control valve when the engine speed is higher than a predetermined speed in a high engine speed range, and to open the auxiliary intake port valve at least when the control valve is closed. An intake device for a rotary piston engine, characterized by comprising a control device.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP16117086A JPH079185B2 (en) | 1986-07-09 | 1986-07-09 | Intake device for rotary piston engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP16117086A JPH079185B2 (en) | 1986-07-09 | 1986-07-09 | Intake device for rotary piston engine |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS6318128A true JPS6318128A (en) | 1988-01-26 |
JPH079185B2 JPH079185B2 (en) | 1995-02-01 |
Family
ID=15729921
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP16117086A Expired - Lifetime JPH079185B2 (en) | 1986-07-09 | 1986-07-09 | Intake device for rotary piston engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH079185B2 (en) |
-
1986
- 1986-07-09 JP JP16117086A patent/JPH079185B2/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
JPH079185B2 (en) | 1995-02-01 |
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