JP2004052606A - Engine intake device - Google Patents

Engine intake device Download PDF

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Publication number
JP2004052606A
JP2004052606A JP2002208630A JP2002208630A JP2004052606A JP 2004052606 A JP2004052606 A JP 2004052606A JP 2002208630 A JP2002208630 A JP 2002208630A JP 2002208630 A JP2002208630 A JP 2002208630A JP 2004052606 A JP2004052606 A JP 2004052606A
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JP
Japan
Prior art keywords
intake
engine
throttle valve
surge tank
rectifying plate
Prior art date
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Granted
Application number
JP2002208630A
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Japanese (ja)
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JP4075494B2 (en
Inventor
Yuichi Sumi
角　祐一
Koichi Hiratsuka
平塚　公一
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Toyota Motor Corp
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Toyota Motor Corp
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    • 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

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine intake device having smaller intake resistance than conventional one when a midspan between a throttle valve and a surge tank is divided into four ports. <P>SOLUTION: (1) In the engine intake device, the midspan between the throttle valve 3 and the surge tank 4 for an engine with a variable intake valve 2 is formed into a two-by-two matrix sectional portion 5 and divided into four ports, and a straightening plate 6 in an I-shaped cross section is provided at the upstream end of a partition wall of the two-by-two matrix sectional portion 5 utilizing a dead space S on the upstream side of the upstream end. (2) The straightening plate 6 is tapered toward the upstream side. (3) The straightening plate 6 is directed in parallel to the in-plane direction of a curve 1b on the upstream side of the throttle valve 3 in an intake passage 1a. <P>COPYRIGHT: (C)2004,JPO

Description

【０００１】
【発明の属する技術分野】
本発明は、自動車の内燃機関のエンジン吸気装置に関する。
【０００２】
【従来の技術】
サージタンクが隔壁によって左右スペースに分けられたエンジン吸気装置が知られている（たとえば、実開昭６２−８８８３２号公報）。
また、スロットルバルブとサージタンクとの間を４つのポート（通路）に分けたエンジン吸気装置も知られている（たとえば、実開昭６２−１１６１２４号公報）。
【０００３】
【発明が解決しようとする課題】
スロットルバルブとサージタンクとの間を４つのポートに分けているので、４つのポートに分ける隔壁の上流側端に気流が当る。気流が隔壁の上流側端に当ると、流れが乱れ吸気抵抗が大きくなる。
本発明の目的は、スロットルバルブとサージタンクとの間を４つのポートに分けた場合に、吸気抵抗が従来より小となるエンジン吸気装置を提供することにある。
【０００４】
【課題を解決するための手段】
上記目的を達成する本発明はつぎの通りである。
（１）　可変吸気バルブ付エンジンのスロットルバルブとサージタンクとの間を、断面田字部とし４つのポートに分けた、エンジン吸気装置であって、
前記断面田字部の隔壁の上流側端に、該上流側端の上流側のデッドスペースを利用して断面Ｉ字形の整流板を設けた、エンジン吸気装置。
（２）　前記整流板は上流側に向って先細り形状とされている（１）記載のエンジン吸気装置。
（３）　前記整流板は吸気通路のスロットルバルブ上流側の曲がりの面内方向と平行な方向に向けられている、（１）または（２）記載のエンジン吸気装置。
【０００５】
上記（１）または（２）のエンジン吸気装置では、断面田字部の隔壁の上流側端にデッドスペースを利用した整流板を設けたので、整流板の形状を上流側に向って先細り形状とすることで、スロットルバルブを流れてきた吸気が整流板に当っても流れは乱れにくくなる。そのため、整流板が設けられていない場合（従来）に比べて、吸気抵抗は小となる。
上記（３）のエンジン吸気装置では、整流板が吸気通路のスロットルバルブ上流側の曲がりの面内方向と平行な方向に向けられているので、整流板を設けた場合でも偏流を助長することはない。
【０００６】
【発明の実施の形態】
以下に、本発明の実施例に係るエンジン吸気装置を、図１〜図４を参照して説明する。
本発明のエンジン吸気装置は、可変吸気バルブがあり、サージタンク内が２分割されており、サージタンクとスロットルバルブとの間が４つのポートに分けられたエンジンに適用される。
エンジン吸気装置１は、図１、図２に示すように、可変吸気バルブ２付エンジンのスロットルバルブ３とサージタンク４との間を、断面田字部５とし４つのポートａ、ａ’、ｂ、ｂ’に分けたエンジン吸気装置であって、断面田字部５の吸気流れ方向上流側端５ｂに整流板６が設けられたエンジン吸気装置である。
【０００７】
スロットルバルブ３は、図１に示すように、サージタンク４の吸気流れ方向上流側に配置される。スロットルバルブ３が設けられている部位では、吸気通路１ａは１つである。吸気通路１ａはスロットルバルブ３の吸気流れ方向上流側で曲げられている（図１では、吸気流れ方向上流側に向って紙面内で右側に曲げられている場合を示している）。この曲げられている部分を、以下、曲がり１ｂという。
サージタンク４内は、隔壁４ａによって第１のスペース４ｂと第２のスペース４ｃとに分けられている。隔壁４ａは、サージタンク４内だけでなく、サージタンク４より吸気流れ方向上流側にも設けられている。隔壁４ａの吸気流れ方向上流側端は、スロットルバルブ３より吸気流れ方向下流側にある。隔壁４ａは、断面田字部５の隔壁の１つである。
【０００８】
断面田字部５は、吸気流れ方向でスロットルバルブ３とサージタンク４との間の一部に設けられている。断面田字部５は、図２に示すように、１つの吸気通路１ａが２つの隔壁４ａ、５ａで４つのポート（通路）ａ、ｂ、ａ’、ｂ’に分けわれている部分である。
隔壁５ａは、サージタンク４の剛性を高めるために設けられている。隔壁５ａは、吸気流れ方向に延びている。隔壁５ａの吸気流れ方向上流側端の位置は、隔壁４ａの吸気流れ方向上流側端の位置と同じである。隔壁５ａの吸気流れ方向下流側端の位置は、サージタンク４の吸気流れ方向上流側端の位置と同じであるか、またはほぼ同じである。隔壁５ａは、図３に示すように、サージタンク４内には設けられていない。
断面田字部５とスロットルバルブ３との間には、図１に示すように、デッドスペースＳがある。デッドスペースＳができるのは、スロットルバルブ３の開閉と断面田字部５の隔壁４ａ、５ａとが干渉しないように吸気流れ方向にスペースが必要となるからである。
ポートａ、ｂは、サージタンク４の第１のスペース４ｂに連なる。ポートａ’、ｂ’は、サージタンク４の第２のスペース４ｃに連なる。
断面田字部５を吸気流れ方向と直交する方向に切ったときの断面形状は「田」字となっている。ただし、厳密に「田」字になっていなくてもよく、吸気通路１ａが４つのポートａ、ａ’、ｂ、ｂ’に分かれていればよい。
【０００９】
整流板６は、断面田字部５の吸気流れ方向上流側端５ｂに設けられる。整流板６は、隔壁４ａ、５ａの吸気流れ方向上流側端に設けられる。整流板６は、隔壁４ａまたは隔壁５ａに一体に形成されていてもよく、隔壁４ａまたは隔壁５ａと別体に形成されて隔壁４ａまたは隔壁５ａに固定して取り付けられていてもよい。整流板６は、デッドスペースＳのうち、隔壁４ａ、５ａの吸気流れ方向上流側端の上流側のデッドスペースの一部を利用して設けられる。
整流板６を、吸気流れ方向と直交する方向に切ったときの断面形状は、Ｉ字形である。整流板６は、図２に示すように、隔壁４ａと隔壁５ａとの合流部とその近傍にのみ設けられる。整流板６が隔壁４ａと隔壁５ａとの合流部とその近傍にのみ設けられる理由は、整流板６を設けた場合でも吸気長を変えないためである。
整流板６は、吸気流れ方向上流側に向って先細り形状（たとえば、船底形状）とされている。先細り形状としたのは、吸気抵抗を小とするためである。
整流板６は、吸気通路１ａのスロットルバルブ３上流側の曲がり１ｂの面内方向と平行な方向に向けられている。図１では、曲がり１ｂが吸気流れ方向上流側に向って紙面内で右側に曲がっているため、曲がり１ｂの面内方向は紙面と平行な方向である。そのため、整流板６は、図１では、紙面と平行な方向に向けられている。
【００１０】
つぎに、作用を説明する。
本発明実施例のエンジン吸気装置では、断面田字部５の隔壁４ａ、５ａの吸気流れ方向上流側端にデッドスペースＳを利用した整流板６を設けたので、整流板６の形状を吸気流れ方向上流側に向って先細り形状とすることで、スロットルバルブ３を流れてきた吸気が整流板６に当っても流れは乱れにくくなる。そのため、整流板６が設けられていない場合（従来）に比べて、吸気抵抗は小となる。
【００１１】
整流板６が吸気通路１ｂのスロットルバルブ３上流側の曲がり１ｂの面内方向と平行な方向に向けられているので、整流板６を設けた場合でも偏流を助長することはない。
図１、図４を用いてさらに詳しく説明すると、図４に示すように、スロットルバルブ３より上流側の吸気管が右に曲がっている場合、左側のサージタンクスペース（第１のスペース４ｂ）への吸気流量が大となり、右側のサージタンクスペース（第２のスペース４ｃ）への流量が小となる（左右のサージタンクスペースへの空気の入りが不均一になる）。そのため、断面Ｉ字形の整流板６を、隔壁４ａと平行する方向に設けると偏流が助長される（図４参照）。しかし、本発明実施例では、図１に示すように、隔壁４ａと直交する方向に設けるので、整流板６を設けた場合でも偏流を助長することはない。
【００１２】
【発明の効果】
請求項１または請求項２記載のエンジン吸気装置によれば、断面田字部の隔壁の上流側端にデッドスペースを利用した整流板を設けたので、整流板の形状を上流側に向って先細り形状とすることで、スロットルバルブを流れてきた吸気が整流板に当っても流れは乱れにくくなる。そのため、整流板が設けられていない場合（従来）に比べて、吸気抵抗は小となる。
請求項３記載のエンジン吸気装置によれば、整流板が吸気通路のスロットルバルブ上流側の曲がりの面内方向と平行な方向に向けられているので、整流板を設けた場合でも偏流を助長することはない。
【図面の簡単な説明】
【図１】本発明実施例のエンジン吸気装置の概略断面図である。
【図２】図１のＡ−Ａ線拡大断面図である。
【図３】図１のＢ−Ｂ線断面図である。
【図４】整流板を、サージタンクを第１のスペースと第２のスペースとに分ける隔壁と平行する方向に設けた場合の、エンジン吸気装置の概略断面図である。
【符号の説明】
１　エンジン吸気装置
１ａ　吸気通路
１ｂ　曲がり
２　可変吸気バルブ
３　スロットルバルブ
４　サージタンク
４ａ　サージタンクを２つのスペースに分ける隔壁
４ｂ　第１のスペース
４ｃ　第２のスペース
５　断面田字部
５ａ　隔壁
６　整流板
ａ、ｂ、ａ’、ｂ’　ポート[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an engine intake device for an internal combustion engine of an automobile.
[0002]
[Prior art]
An engine intake device in which a surge tank is divided into left and right spaces by a partition wall is known (for example, Japanese Utility Model Publication No. 62-88832).
An engine intake device in which a throttle valve and a surge tank are divided into four ports (passages) is also known (for example, Japanese Utility Model Publication No. 62-116124).
[0003]
[Problems to be solved by the invention]
Since the space between the throttle valve and the surge tank is divided into four ports, the airflow hits the upstream end of the partition wall divided into four ports. When the airflow hits the upstream end of the partition wall, the flow is disturbed and the intake resistance increases.
An object of the present invention is to provide an engine intake device in which the intake resistance is smaller than that in the conventional case when the throttle valve and the surge tank are divided into four ports.
[0004]
[Means for Solving the Problems]
The present invention for achieving the above object is as follows.
(1) An engine intake device having a section between the throttle valve and surge tank of an engine with a variable intake valve divided into four ports and having four ports.
An engine air intake apparatus, wherein a rectifying plate having an I-shaped cross section is provided at an upstream end of a partition wall of the cross-sectional shape portion using an upstream dead space of the upstream end.
(2) The engine intake device according to (1), wherein the current plate is tapered toward the upstream side.
(3) The engine intake device according to (1) or (2), wherein the rectifying plate is oriented in a direction parallel to an in-plane direction of bending of the intake passage upstream of the throttle valve.
[0005]
In the engine intake device of the above (1) or (2), since the rectifying plate using the dead space is provided at the upstream end of the partition wall having the cross-sectional shape, the shape of the rectifying plate is tapered toward the upstream side. By doing so, even if the intake air flowing through the throttle valve hits the rectifying plate, the flow is less likely to be disturbed. Therefore, the intake resistance is small compared to the case where the current plate is not provided (conventional).
In the engine intake device of the above (3), since the rectifying plate is directed in a direction parallel to the in-plane direction of the curve on the upstream side of the throttle valve in the intake passage, even when the rectifying plate is provided, it is possible to promote drift Absent.
[0006]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an engine intake device according to an embodiment of the present invention will be described with reference to FIGS.
The engine intake device of the present invention is applied to an engine having a variable intake valve, the inside of the surge tank being divided into two, and the space between the surge tank and the throttle valve being divided into four ports.
As shown in FIGS. 1 and 2, the engine intake device 1 has a cross-sectional shape 5 between the throttle valve 3 and the surge tank 4 of the engine with the variable intake valve 2 and has four ports a, a ′, b , B ′, which is an engine intake device in which a rectifying plate 6 is provided at the upstream end 5b of the cross-sectional shape portion 5 in the intake flow direction.
[0007]
As shown in FIG. 1, the throttle valve 3 is disposed upstream of the surge tank 4 in the intake flow direction. In the portion where the throttle valve 3 is provided, there is one intake passage 1a. The intake passage 1a is bent upstream of the throttle valve 3 in the intake flow direction (FIG. 1 shows a case where the intake passage 1a is bent rightward in the drawing toward the upstream side of the intake flow direction). This bent part is hereinafter referred to as a bend 1b.
The inside of the surge tank 4 is divided into a first space 4b and a second space 4c by a partition wall 4a. The partition wall 4 a is provided not only in the surge tank 4 but also upstream of the surge tank 4 in the intake flow direction. The upstream end of the partition wall 4a in the intake flow direction is downstream of the throttle valve 3 in the intake flow direction. The partition wall 4 a is one of the partition walls having a cross-sectional shape 5.
[0008]
The cross-sectional shape portion 5 is provided at a part between the throttle valve 3 and the surge tank 4 in the intake flow direction. As shown in FIG. 2, the cross-sectional shape portion 5 is a portion in which one intake passage 1 a is divided into four ports (passages) a, b, a ′, b ′ by two partition walls 4 a, 5 a. .
The partition wall 5 a is provided to increase the rigidity of the surge tank 4. The partition wall 5a extends in the intake flow direction. The position of the upstream end of the partition wall 5a in the intake flow direction is the same as the position of the upstream end of the partition wall 4a in the intake flow direction. The position of the downstream end of the partition wall 5a in the intake flow direction is the same as or substantially the same as the position of the upstream end of the surge tank 4 in the intake flow direction. The partition wall 5a is not provided in the surge tank 4 as shown in FIG.
As shown in FIG. 1, there is a dead space S between the section-shaped section 5 and the throttle valve 3. The dead space S is formed because a space is required in the intake air flow direction so that the opening / closing of the throttle valve 3 and the partition walls 4a, 5a of the cross-sectional shape portion 5 do not interfere with each other.
The ports a and b are connected to the first space 4 b of the surge tank 4. The ports a ′ and b ′ are connected to the second space 4 c of the surge tank 4.
The cross-sectional shape when the cross-sectional field portion 5 is cut in a direction orthogonal to the intake flow direction is a “field” character. However, it does not have to be strictly a “field” character, and the intake passage 1a only needs to be divided into four ports a, a ′, b, and b ′.
[0009]
The rectifying plate 6 is provided at the upstream end 5 b of the cross-sectional shape portion 5 in the intake flow direction. The rectifying plate 6 is provided at the upstream end of the partition walls 4a and 5a in the intake flow direction. The rectifying plate 6 may be formed integrally with the partition wall 4a or the partition wall 5a, or may be formed separately from the partition wall 4a or the partition wall 5a and fixedly attached to the partition wall 4a or the partition wall 5a. The rectifying plate 6 is provided using a part of the dead space upstream of the upstream end of the partition walls 4a and 5a in the intake flow direction in the dead space S.
The cross-sectional shape when the rectifying plate 6 is cut in a direction orthogonal to the intake flow direction is an I-shape. As shown in FIG. 2, the rectifying plate 6 is provided only at the junction between the partition 4 a and the partition 5 a and in the vicinity thereof. The reason why the rectifying plate 6 is provided only at the junction between the partition 4a and the partition 5a and in the vicinity thereof is that the intake length is not changed even when the rectifying plate 6 is provided.
The rectifying plate 6 has a tapered shape (for example, a ship bottom shape) toward the upstream side in the intake flow direction. The tapered shape is used to reduce the intake resistance.
The rectifying plate 6 is directed in a direction parallel to the in-plane direction of the bend 1b on the upstream side of the throttle valve 3 in the intake passage 1a. In FIG. 1, since the bend 1b is bent to the right side in the drawing toward the upstream side in the intake flow direction, the in-plane direction of the turn 1b is a direction parallel to the drawing. Therefore, the current plate 6 is directed in a direction parallel to the paper surface in FIG.
[0010]
Next, the operation will be described.
In the engine intake device according to the embodiment of the present invention, the flow regulating plate 6 using the dead space S is provided at the upstream end in the intake flow direction of the partition walls 4a and 5a of the cross-sectional shape portion 5, so that the shape of the flow straightening plate 6 is the intake flow. By forming the taper shape toward the upstream side in the direction, even if the intake air flowing through the throttle valve 3 hits the rectifying plate 6, the flow is hardly disturbed. Therefore, compared with the case where the current plate 6 is not provided (conventional), the intake resistance is small.
[0011]
Since the rectifying plate 6 is directed in a direction parallel to the in-plane direction of the bend 1b on the upstream side of the throttle valve 3 in the intake passage 1b, even when the rectifying plate 6 is provided, the drift is not promoted.
Referring to FIG. 1 and FIG. 4 in more detail, as shown in FIG. 4, when the intake pipe upstream of the throttle valve 3 is bent to the right, the left surge tank space (first space 4b) is entered. And the flow rate to the right surge tank space (second space 4c) becomes small (the air flow into the left and right surge tank spaces becomes uneven). Therefore, if the rectifying plate 6 having an I-shaped cross section is provided in a direction parallel to the partition wall 4a, the drift is promoted (see FIG. 4). However, in the embodiment of the present invention, as shown in FIG. 1, since it is provided in the direction orthogonal to the partition wall 4a, even when the rectifying plate 6 is provided, the drift is not promoted.
[0012]
【The invention's effect】
According to the engine intake device of the first or second aspect, since the rectifying plate using the dead space is provided at the upstream end of the partition wall having the cross-sectional shape, the shape of the rectifying plate is tapered toward the upstream side. By adopting the shape, even if the intake air flowing through the throttle valve hits the rectifying plate, the flow is less likely to be disturbed. Therefore, the intake resistance is small compared to the case where the current plate is not provided (conventional).
According to the engine intake device of the third aspect, since the rectifying plate is directed in a direction parallel to the in-plane direction of the curve on the upstream side of the throttle valve of the intake passage, even when the rectifying plate is provided, the drift is promoted. There is nothing.
[Brief description of the drawings]
FIG. 1 is a schematic cross-sectional view of an engine intake device according to an embodiment of the present invention.
FIG. 2 is an enlarged cross-sectional view taken along line AA of FIG.
FIG. 3 is a cross-sectional view taken along line BB in FIG.
FIG. 4 is a schematic cross-sectional view of an engine intake device when a rectifying plate is provided in a direction parallel to a partition wall that divides a surge tank into a first space and a second space.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Engine intake device 1a Intake passage 1b Bending 2 Variable intake valve 3 Throttle valve 4 Surge tank 4a Partition wall 4b which divides the surge tank into two spaces 4b First space 4c Second space 5 , B, a ', b' ports

Claims (3)

可変吸気バルブ付エンジンのスロットルバルブとサージタンクとの間を、断面田字部とし４つのポートに分けた、エンジン吸気装置であって、
前記断面田字部の隔壁の上流側端に、該上流側端の上流側のデッドスペースを利用して断面Ｉ字形の整流板を設けた、エンジン吸気装置。An engine air intake device that is divided into four ports with a cross-sectional shape between the throttle valve and the surge tank of an engine with a variable intake valve,
An engine air intake apparatus, wherein a rectifying plate having an I-shaped cross section is provided at an upstream end of a partition wall of the cross-sectional shape portion using an upstream dead space of the upstream end. 前記整流板は上流側に向って先細り形状とされている請求項１記載のエンジン吸気装置。The engine intake device according to claim 1, wherein the current plate is tapered toward the upstream side. 前記整流板は吸気通路のスロットルバルブ上流側の曲がりの面内方向と平行な方向に向けられている、請求項１または請求項２記載のエンジン吸気装置。3. The engine intake device according to claim 1, wherein the rectifying plate is directed in a direction parallel to an in-plane direction of bending of the intake passage upstream of the throttle valve.
JP2002208630A 2002-07-17 2002-07-17 Engine intake system Expired - Fee Related JP4075494B2 (en)

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Cited By (1)

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JP2007023986A (en) * 2005-07-21 2007-02-01 Nissan Motor Co Ltd Intake device

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JPS60195960U (en) * 1984-06-07 1985-12-27 マツダ株式会社 engine intake manifold
JPS6288832U (en) * 1985-11-22 1987-06-06
JPS62116124U (en) * 1986-01-14 1987-07-23
JPH04272464A (en) * 1991-02-27 1992-09-29 Calsonic Corp Intake manifold of pipe structure
JPH04137255U (en) * 1991-06-10 1992-12-21 カルソニツク株式会社 Intake manifold
JPH11141420A (en) * 1997-11-10 1999-05-25 Toyota Motor Corp Intake foreign sound reducing structure
JP2001289132A (en) * 2000-04-04 2001-10-19 Denso Corp Air intake device

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JPS60195960U (en) * 1984-06-07 1985-12-27 マツダ株式会社 engine intake manifold
JPS6288832U (en) * 1985-11-22 1987-06-06
JPS62116124U (en) * 1986-01-14 1987-07-23
JPH04272464A (en) * 1991-02-27 1992-09-29 Calsonic Corp Intake manifold of pipe structure
JPH04137255U (en) * 1991-06-10 1992-12-21 カルソニツク株式会社 Intake manifold
JPH11141420A (en) * 1997-11-10 1999-05-25 Toyota Motor Corp Intake foreign sound reducing structure
JP2001289132A (en) * 2000-04-04 2001-10-19 Denso Corp Air intake device

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007023986A (en) * 2005-07-21 2007-02-01 Nissan Motor Co Ltd Intake device
JP4595726B2 (en) * 2005-07-21 2010-12-08 日産自動車株式会社 Intake device

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