JP2006257976A - Intake device of internal combustion engine - Google Patents

Intake device of internal combustion engine Download PDF

Info

Publication number
JP2006257976A
JP2006257976A JP2005076891A JP2005076891A JP2006257976A JP 2006257976 A JP2006257976 A JP 2006257976A JP 2005076891 A JP2005076891 A JP 2005076891A JP 2005076891 A JP2005076891 A JP 2005076891A JP 2006257976 A JP2006257976 A JP 2006257976A
Authority
JP
Japan
Prior art keywords
intake
manifold
internal combustion
combustion engine
flap 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.)
Granted
Application number
JP2005076891A
Other languages
Japanese (ja)
Other versions
JP4529746B2 (en
Inventor
Hiroshi Isaji
洋 伊佐治
Koichi Mori
浩一 森
Shunichi Mitsuishi
俊一 三石
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP2005076891A priority Critical patent/JP4529746B2/en
Publication of JP2006257976A publication Critical patent/JP2006257976A/en
Application granted granted Critical
Publication of JP4529746B2 publication Critical patent/JP4529746B2/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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

  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide an intake device for controlling a flow of intake air by opening/closing a flap valve which is disposed in the middle of an intake passage of an engine, reducing cost of a whole device, and generating a stable flow of gas without disturbing the intake air flow. <P>SOLUTION: A partition wall 18 for defining the intake passage is joined to an inner face of an intake port 6 formed in a cylinder head 3 of the engine, the flap valve 19 for controlling the intake air flow by its opening/closing operation is attached to the inside of an intake manifold 11 connected with the cylinder head 3. The flap valve 19 is housed on a housing part 11b in closing operation when it is rotated in an arrow B direction, and its tip part 19a is housed in the intake manifold 11. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、内燃機関の吸気流路の途中に設けられたフラップ弁を開閉操作して吸気の流れを制御する吸気装置に関し、詳しくは、シリンダヘッド側の加工部位を減らして装置全体の低コスト化を図ると共に、吸気の流れを乱さずに安定したガス流動を生成可能な内燃機関の吸気装置に関する。   The present invention relates to an intake device that controls the flow of intake air by opening and closing a flap valve provided in the middle of an intake flow path of an internal combustion engine, and more specifically, reducing the machining site on the cylinder head side and reducing the cost of the entire device. The present invention relates to an intake device for an internal combustion engine capable of generating a stable gas flow without disturbing the flow of intake air.

従来から、エンジンの吸気流路を区画してエンジンの運転条件に応じて吸気の流れを変化させたり、燃焼室内に吸入される混合気流にタンブルやスワール等の旋回流を生成する吸気装置が提案されている。このような内燃機関の吸気装置の一例として、エンジンの燃焼室に連通する吸気ポートの通路内に、吸気流路を区画する隔壁と、吸気流路内で開閉して吸気の流れを制御するシャッタ弁とを設けておき、シャッタ弁の開閉を制御することによって、燃焼室内におけるタンブルの生成を制御するものがあった（特許文献１参照）。このエンジンの吸気装置は、燃料の霧化促進を図るため、シャッタ弁に電気ヒータが内蔵されていた。
実開平７−２５２６４号公報 Conventionally, an intake system that partitions the intake air flow path of the engine and changes the flow of intake air according to the operating conditions of the engine, or generates a swirl flow such as tumble or swirl in the mixed air flow sucked into the combustion chamber has been proposed Has been. As an example of such an intake device for an internal combustion engine, a partition wall defining an intake passage in a passage of an intake port communicating with a combustion chamber of the engine, and a shutter for opening and closing the intake passage to control the flow of intake air There is one that controls the generation of tumble in the combustion chamber by providing a valve and controlling the opening and closing of the shutter valve (see Patent Document 1). In this engine intake device, an electric heater is incorporated in the shutter valve in order to promote fuel atomization.
Japanese Utility Model Publication No. 7-25264

しかしながら、上記特許文献１に記載のエンジンの吸気装置においては、エンジンのシリンダヘッドに形成された吸気ポートの内側に、電気ヒータを内蔵したシャッタ弁と、隔壁とが取付け加工されており、機械的な構成が複雑であった。また、エンジンのシリンダヘッド側の加工部位が多く、装置全体の製造コストが高かった。
そこで、本発明は、エンジンのシリンダヘッド側の加工部位を減らして装置全体の低コスト化を図ると共に、吸気の流れを乱さずに安定したガス流動を生成することができる内燃機関の吸気装置を提供することを目的とする。 However, in the engine intake device described in Patent Document 1, a shutter valve incorporating an electric heater and a partition wall are attached and processed inside an intake port formed in a cylinder head of the engine. The configuration was complicated. In addition, there are many machining parts on the cylinder head side of the engine, and the manufacturing cost of the entire apparatus was high.
Accordingly, the present invention provides an intake device for an internal combustion engine capable of reducing the cost of the entire device by reducing the machining portion on the cylinder head side of the engine and generating a stable gas flow without disturbing the flow of the intake air. The purpose is to provide.

本発明は、内燃機関の燃焼室に空気と燃料との混合気を供給する吸気装置を提供する。本発明に係る内燃機関の吸気装置は、シリンダヘッドに形成された吸気ポート側に吸気流路を区画する隔壁を設けると共に、吸気ポートの吸気上流側に接続されるマニホールド側に、開閉操作により吸気の流れを制御するフラップ弁を設け、フラップ弁の開操作時に、その先端部がマニホールド側に収まるように構成されたものである。   The present invention provides an intake device that supplies a mixture of air and fuel to a combustion chamber of an internal combustion engine. An intake device for an internal combustion engine according to the present invention is provided with a partition wall defining an intake passage on an intake port side formed in a cylinder head, and on the manifold side connected to an intake upstream side of the intake port by an opening / closing operation. A flap valve for controlling the flow of the valve is provided, and when the flap valve is opened, the tip end of the flap valve is placed on the manifold side.

本発明によれば、エンジンのシリンダヘッドとは別体のマニホールド側にフラップ弁を設けたことで、加工が比較的困難なシリンダヘッド側の加工部位が少なくて済み、装置全体の低コスト化を図ることができる。また、あらかじめマニホールド側に取り付けられるフラップ弁は、その先端部が吸気ポート側に突出しないので、マニホールドのシリンダヘッドへの取り付けを容易に行うことができると共に、フラップ弁の損傷をも防止できる。   According to the present invention, the flap valve is provided on the manifold side that is separate from the cylinder head of the engine, so that there are fewer processing parts on the cylinder head side that are relatively difficult to process, and the overall cost of the apparatus is reduced. Can be planned. In addition, since the tip of the flap valve that is attached to the manifold side in advance does not protrude toward the intake port, the manifold can be easily attached to the cylinder head, and damage to the flap valve can be prevented.

以下に図面を参照して、本発明の実施の形態について説明する。
図１は、本発明の第１の実施形態に係る内燃機関の吸気装置の全体構成を示す説明図であって、エンジンに設けられた複数のシリンダのうちの一つを図示している。各シリンダ１内にはピストン２が上下動可能に設けられ、このピストン２の冠面と、シリンダ１の上側開口部に取付けられたシリンダヘッド３との間には燃焼室４が形成されている。このシリンダヘッド３の上部には、燃焼室４内に送り込まれた燃料を火花点火する点火プラグ５が設けられている。また、シリンダヘッド３には、吸気ポート６と排気ポート７とが互いに対向してそれぞれ２個ずつ形成されている（図１では各１個ずつ示す）。これらの吸気ポート６及び排気ポート７は、それぞれ吸気弁８及び排気弁９によって開閉するようになっており、これらの吸気弁８及び排気弁９は図示省略の動弁機構により駆動する。 Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is an explanatory diagram showing the overall configuration of an intake device for an internal combustion engine according to a first embodiment of the present invention, and shows one of a plurality of cylinders provided in the engine. A piston 2 is provided in each cylinder 1 so as to be movable up and down, and a combustion chamber 4 is formed between a crown surface of the piston 2 and a cylinder head 3 attached to an upper opening of the cylinder 1. . An ignition plug 5 for spark-igniting the fuel fed into the combustion chamber 4 is provided at the upper part of the cylinder head 3. Further, two intake ports 6 and two exhaust ports 7 are formed in the cylinder head 3 so as to face each other (one in each case is shown in FIG. 1). The intake port 6 and the exhaust port 7 are opened and closed by an intake valve 8 and an exhaust valve 9, respectively. The intake valve 8 and the exhaust valve 9 are driven by a valve operating mechanism (not shown).

吸気ポート６の途中には、燃焼室４内に燃料を噴射するインジェクタ１０が設けられている。このインジェクタ１０は、噴射した燃料が空気とよく混ざるように、燃料を細かく霧状にする構造を有している。この吸気ポート６の吸気上流側には、後述するインテークマニホールド１１が接続されている。
このインテークマニホールド１１の上流側には、さらに吸気管１２が接続されている。この吸気管１２には、吸気上流側から、空気吸入量を計測するエアフローメータ１３と、燃焼室４内に送り込む空気量を調節するスロットルバルブ１４と、送り込まれた空気を一時的に貯めておくコレクタ１５とが設けられている。エアフローメータ１３で計測した空気吸入量のデータは、エンジンの動作を集中制御するエンジンコントロールユニット（以下「ＥＣＵ」と略称する。）１６に出力される。このＥＣＵ１６は、入力した空気吸入量のデータなどの運転条件に基づいて、インジェクタ１０の燃料噴射時期や、点火プラグ５の点火時期等を制御している。 In the middle of the intake port 6, an injector 10 that injects fuel into the combustion chamber 4 is provided. The injector 10 has a structure in which the fuel is finely atomized so that the injected fuel is well mixed with air. An intake manifold 11 described later is connected to the intake upstream side of the intake port 6.
An intake pipe 12 is further connected to the upstream side of the intake manifold 11. The intake pipe 12 temporarily stores the air flow meter 13 for measuring the air intake amount from the upstream side of the intake air, the throttle valve 14 for adjusting the air amount sent into the combustion chamber 4, and the supplied air. A collector 15 is provided. Data of the air intake amount measured by the air flow meter 13 is output to an engine control unit (hereinafter abbreviated as “ECU”) 16 that centrally controls the operation of the engine. The ECU 16 controls the fuel injection timing of the injector 10, the ignition timing of the spark plug 5, and the like based on operating conditions such as input air intake amount data.

また、吸気管１２の空気吸込み口にはエアクリーナ１７が取付けられており、燃焼室４内に送り込む空気中にホコリや異物が混入するのを防止している。
なお、本発明においては、吸気管１２と、インテークマニホールド１１と、シリンダヘッド３の吸気ポート６とで、内燃機関の吸気流路を構成する。
ここで、本発明による内燃機関の吸気装置においては、図２に示すように、シリンダヘッド３の吸気ポート６の内側面に隔壁１８が設けられると共に、シリンダヘッド３に接続されたインテークマニホールド１１の内部には、フラップ弁１９が取り付けられている。このようにシリンダヘッド３とは別体のインテークマニホールド１１内にフラップ弁１９が設けられるので、加工が比較的困難なシリンダヘッド３側においては、隔壁１８の接合加工をするだけでよく、シリンダヘッド３側の加工部位が少なくて済むので、装置全体の低コスト化を図ることができる。 An air cleaner 17 is attached to the air suction port of the intake pipe 12 to prevent dust and foreign matter from being mixed into the air fed into the combustion chamber 4.
In the present invention, the intake pipe 12, the intake manifold 11, and the intake port 6 of the cylinder head 3 constitute an intake passage of the internal combustion engine.
Here, in the intake device for an internal combustion engine according to the present invention, as shown in FIG. 2, a partition wall 18 is provided on the inner surface of the intake port 6 of the cylinder head 3 and the intake manifold 11 connected to the cylinder head 3 is provided. A flap valve 19 is attached inside. Since the flap valve 19 is provided in the intake manifold 11 separate from the cylinder head 3 in this way, the cylinder head 3 only needs to be joined on the cylinder head 3 side where machining is relatively difficult. Since the number of processing parts on the 3 side is small, the cost of the entire apparatus can be reduced.

この隔壁１８は、内燃機関の吸気流路を区画する板状の部材であって、その断面が吸気ポート６の形状に沿った流線型の形状を有している。
また、フラップ弁１９は、吸気の流れを制御する板状の部材であって、フラップヒンジ２０を中心として矢印Ａ，Ｂ方向に開閉するようになっている。このフラップヒンジ２０には、図１に示すように、アクチュエータ２１が取付けられており、ＥＣＵ１６でアクチュエータ２１の動作を制御してフラップ弁１９を開閉操作するようになっている。 The partition wall 18 is a plate-like member that partitions the intake flow path of the internal combustion engine, and has a streamlined shape with a cross section that follows the shape of the intake port 6.
The flap valve 19 is a plate-like member that controls the flow of intake air, and opens and closes in the directions of arrows A and B around the flap hinge 20. As shown in FIG. 1, an actuator 21 is attached to the flap hinge 20, and the flap valve 19 is opened and closed by controlling the operation of the actuator 21 by the ECU 16.

そして、フラップ弁１９が矢印Ａ方向に回動した閉操作時には、隔壁１８の上方の吸気流路が開放し、隔壁１８の下方の吸気流路が閉じられる。このとき、フラップ弁１９と隔壁１８とは連続するように構成されている。
一方、フラップ弁１９が矢印Ｂ方向に回動した開操作時には、吸気流路の全部が開放する。このとき、図２中において破線で示すように、フラップ弁１９の先端部１９ａがシリンダヘッド３の吸気ポート６側に突出しないように配置されている。 When the flap valve 19 is rotated in the direction of arrow A, the intake flow path above the partition wall 18 is opened, and the intake flow path below the partition wall 18 is closed. At this time, the flap valve 19 and the partition wall 18 are configured to be continuous.
On the other hand, during the opening operation in which the flap valve 19 is rotated in the direction of arrow B, the entire intake flow path is opened. At this time, as indicated by a broken line in FIG. 2, the tip 19 a of the flap valve 19 is disposed so as not to protrude toward the intake port 6 of the cylinder head 3.

また、インテークマニホールド１１の底面には、開操作時のフラップ弁１９を収容する収容部１１ａが形成されている。この収容部１１ａは、インテークマニホールド１１のシリンダヘッド３側の端縁から吸気上流側に延びる溝状に形成されており、インテークマニホールド１１の内部に容易に加工することができる。なお、収容部１１ａは、上記の形状に限られず、インテークマニホールド１１のシリンダヘッド３側の端縁から離れた形状でもよい。そして、シリンダヘッド３とは別体のインテークマニホールド１１については、加工や組立てが比較的容易である。   In addition, on the bottom surface of the intake manifold 11, an accommodating portion 11a for accommodating the flap valve 19 at the time of opening operation is formed. The accommodating portion 11 a is formed in a groove shape extending from the end of the intake manifold 11 on the cylinder head 3 side to the upstream side of intake, and can be easily processed inside the intake manifold 11. In addition, the accommodating part 11a is not restricted to said shape, The shape away from the edge by the side of the cylinder head 3 of the intake manifold 11 may be sufficient. The intake manifold 11 that is separate from the cylinder head 3 is relatively easy to process and assemble.

さらに、収容部１１ａは、図２に示すように、フラップ弁１９の形状に対応するように形成されている。これにより、開操作時のフラップ弁１９は、その上面とインテークマニホールド１１の内周面とが連続し、吸気流路の断面積がほとんど変化しなくなる。
このように、インテークマニホールド１１の収容部１１ａにフラップ弁１９が収容されたときに、吸気流路の断面積が急激に変化しないように構成されたので、フラップ弁１９の開操作時に吸気の流れが乱れなくなる。 Furthermore, the accommodating part 11a is formed so as to correspond to the shape of the flap valve 19, as shown in FIG. As a result, the flap valve 19 during the opening operation has a continuous upper surface and the inner peripheral surface of the intake manifold 11 so that the cross-sectional area of the intake passage hardly changes.
Thus, when the flap valve 19 is accommodated in the accommodating portion 11a of the intake manifold 11, the cross-sectional area of the intake passage is not changed suddenly. Will not be disturbed.

また、上述したように、フラップ弁１９が矢印Ａ方向に回動して吸気流路の一部を閉じた状態のときには、フラップ弁１９と隔壁１８とが連続するように構成されているので、フラップ弁１９が閉操作時の状態においても吸気の流れが乱れることがない。そして、吸気管１２からインテークマニホールド１１へと流れてきた空気は、図３に示すインテークマニホールド１１の内周面と隔壁１８の上面とに囲まれた空間Ｓ１を通過する。この空間Ｓ１では、吸気流路の断面積が狭くなっているので、空気と燃料との混合気の流速が高まり、混合気流は燃焼室４内でタンブルを生成する。その結果、燃料霧化の促進効果とタンブル効果との相乗により燃焼効率が大きく向上する。このように、運転条件に応じたガス流動を安定して生成することができるので、エミッションを大幅に低減して、燃費を向上することができる。 Further, as described above, when the flap valve 19 is rotated in the direction of arrow A and a part of the intake passage is closed, the flap valve 19 and the partition wall 18 are configured to be continuous. Even when the flap valve 19 is closed, the intake air flow is not disturbed. The air flowing from the intake pipe 12 to the intake manifold 11 passes through a space S 1 surrounded by the inner peripheral surface of the intake manifold 11 and the upper surface of the partition wall 18 shown in FIG. In this space S 1 , since the cross-sectional area of the intake flow path is narrow, the flow rate of the air-fuel mixture increases, and the mixed air stream generates tumble in the combustion chamber 4. As a result, the combustion efficiency is greatly improved by the synergistic effect of the fuel atomization promoting effect and the tumble effect. As described above, since the gas flow according to the operating conditions can be stably generated, the emission can be greatly reduced and the fuel consumption can be improved.

また、図２に示すように、隔壁１８のインテークマニホールド１１側の端部は、シリンダヘッド３とインテークマニホールド１１との接合面ｆを超えて、インテークマニホールド１１側に突出している。このため、フラップ弁１９を閉じた状態において、フラップ弁１９と隔壁１８とを当接させることが容易である。
図４は、本発明の第２の実施形態に係る内燃機関の吸気装置の構成を示す要部拡大図である。図４において、隔壁１８のインテークマニホールド１１側の端部がシリンダヘッド３とインテークマニホールド１１との接合面ｆを超えないように、接合面ｆを吸気流路内の吸気の流れの垂直方向に対して傾斜させてある。 As shown in FIG. 2, the end portion of the partition wall 18 on the intake manifold 11 side protrudes beyond the joint surface f between the cylinder head 3 and the intake manifold 11 to the intake manifold 11 side. Therefore, it is easy to bring the flap valve 19 and the partition wall 18 into contact with each other when the flap valve 19 is closed.
FIG. 4 is an enlarged view of a main part showing the configuration of an intake device for an internal combustion engine according to the second embodiment of the present invention. In FIG. 4, the joint surface f is set to the vertical direction of the flow of the intake air in the intake passage so that the end of the partition wall 18 on the intake manifold 11 side does not exceed the joint surface f between the cylinder head 3 and the intake manifold 11. And tilted.

図２に示す実施例のように、隔壁１８が接合面ｆを超えてインテークマニホールド１１側に突出しているときは、シリンダヘッド３の接合面ｆを機械加工するのが困難になるので、これを回避するためには、シリンダヘッド３の接合面ｆの機械加工が済んだ後で、隔壁１８をシリンダヘッド３に取り付けなければならない。このとき、隔壁１８の取り付けは、例えば放電加工のような、時間もコストも大きな加工方法によってシリンダヘッド３に取り付けされる。   When the partition wall 18 protrudes to the intake manifold 11 side beyond the joint surface f as in the embodiment shown in FIG. 2, it is difficult to machine the joint surface f of the cylinder head 3. In order to avoid this, the partition wall 18 must be attached to the cylinder head 3 after the machining of the joint surface f of the cylinder head 3 is completed. At this time, the partition wall 18 is attached to the cylinder head 3 by a machining method having a great time and cost, such as electric discharge machining.

しかしながら、図４に示すように、隔壁１８のインテークマニホールド１１側の端部がシリンダヘッド３とインテークマニホールド１１との接合面ｆを超えないように、接合面ｆを吸気流路内の吸気の流れの垂直方向に対して傾斜させておくと、シリンダヘッド３の接合面ｆを加工する際に隔壁１８が邪魔にならず、予め隔壁１８をシリンダヘッド３の鋳造時に鋳込むことができるようになって、製作工程を簡易なものとすることができる。   However, as shown in FIG. 4, the flow of the intake air in the intake flow path is made so that the end of the partition wall 18 on the intake manifold 11 side does not exceed the joint surface f between the cylinder head 3 and the intake manifold 11. When the cylinder head 3 is tilted with respect to the vertical direction, the partition wall 18 does not get in the way when the joining surface f of the cylinder head 3 is processed, and the partition wall 18 can be cast in advance when the cylinder head 3 is cast. Thus, the manufacturing process can be simplified.

特に、隔壁１８のインテークマニホールド１１側の端部が接合面ｆの近傍に位置するように取り付けられているので、接合面ｆの傾斜は必要最低限となって、シリンダヘッド３の大型化を招くことがない。
さらに、隔壁１８のインテークマニホールド１１側の端部を接合面ｆからシリンダヘッド３側に僅かに奥まった位置としているので、加工の際に隔壁１８が振動（びびり）を誘発することが無く、シリンダヘッド３の端面の加工が容易になっている。なお、シリンダヘッド３の大型化を招くことのない範囲で接合面ｆの傾斜を大きくして、隔壁１８のインテークマニホールド１１側の端部をよりシリンダヘッド３側に奥まった位置としてもよいことは当然である。 In particular, since the end portion of the partition wall 18 on the intake manifold 11 side is mounted so as to be positioned in the vicinity of the joint surface f, the inclination of the joint surface f becomes the minimum necessary, leading to an increase in the size of the cylinder head 3. There is nothing.
Further, since the end of the partition wall 18 on the intake manifold 11 side is located slightly deeper from the joint surface f to the cylinder head 3 side, the partition wall 18 does not induce vibration (chatter) during processing, and the cylinder The end surface of the head 3 can be easily processed. It should be noted that it is possible to increase the inclination of the joint surface f within a range that does not cause an increase in the size of the cylinder head 3 so that the end of the partition wall 18 on the intake manifold 11 side is further recessed toward the cylinder head 3 side. Of course.

図５及び図６は、本発明の第３の実施形態に係る内燃機関の吸気装置の構成を示している。図５において、図２に示す内燃機関の吸気装置と同じ構成要素は、同じ符号を付して示している。第３の実施形態に係る内燃機関の吸気装置においては、吸気ポート６の内側面に設けられた第１の隔壁１８の下方に、第２の隔壁２２が設けられている。
本実施形態においては、図５に示すように、フラップ弁１９を矢印Ａ方向に回動して吸気流路の一部を閉じた状態では、フラップ弁１９と第２の隔壁２２とが連続した吸気流路が形成される。この場合には、吸気管１２からインテークマニホールド１１へと流れてきた空気は、図６に示すインテークマニホールド１１の内周面と第１の隔壁１８の上面とに囲まれた空間Ｓ１と、第１の隔壁１８と第２の隔壁２２とに挟まれた空間Ｓ２とに分割されて燃焼室４内に送り込まれる。このとき、空間Ｓ１だけでなく空間Ｓ２にも空気が流れるので、強いスワール流を生成することができる。 5 and 6 show the configuration of an intake device for an internal combustion engine according to the third embodiment of the present invention. In FIG. 5, the same components as those of the intake device for the internal combustion engine shown in FIG. 2 are denoted by the same reference numerals. In the intake device for an internal combustion engine according to the third embodiment, a second partition wall 22 is provided below the first partition wall 18 provided on the inner surface of the intake port 6.
In the present embodiment, as shown in FIG. 5, the flap valve 19 and the second partition wall 22 are continuous in a state where the flap valve 19 is rotated in the direction of arrow A and a part of the intake passage is closed. An intake passage is formed. In this case, the air flowing from the intake pipe 12 to the intake manifold 11 has a space S 1 surrounded by the inner peripheral surface of the intake manifold 11 and the upper surface of the first partition wall 18 shown in FIG. It is divided into a space S 2 sandwiched between one partition wall 18 and a second partition wall 22 and fed into the combustion chamber 4. At this time, since air flows not only in the space S 1 but also in the space S 2 , a strong swirl flow can be generated.

図７及び図８は、本発明の第４の実施形態に係る内燃機関の吸気装置の構成を示している。図７において、図２に示す内燃機関の吸気装置と同じ構成要素は、同じ符号を付して示している。第４の実施形態に係る内燃機関の吸気装置においては、図８に示すように、インテークマニホールド１１側に設けられたフラップ弁２３の一部に、切欠き部を形成しておく。また、図７に示すように、吸気ポート６の内側面に設けられた隔壁１８の上面には、フラップ弁２３の切欠き部に合わせた位置に、縦方向の仕切り板２４が設けられている。この場合には、図８に示すように、インテークマニホールド１１の内周面と隔壁１８と仕切り板２４とに囲まれた空間Ｓ３が吸気流路となる。 7 and 8 show the configuration of an intake device for an internal combustion engine according to the fourth embodiment of the present invention. In FIG. 7, the same components as those of the intake device for the internal combustion engine shown in FIG. 2 are denoted by the same reference numerals. In the intake device for an internal combustion engine according to the fourth embodiment, as shown in FIG. 8, a notch is formed in a part of the flap valve 23 provided on the intake manifold 11 side. Further, as shown in FIG. 7, a vertical partition plate 24 is provided on the upper surface of the partition wall 18 provided on the inner surface of the intake port 6 at a position corresponding to the notch portion of the flap valve 23. . In this case, as shown in FIG. 8, the space S 3 surrounded by the inner peripheral surface and the partition wall 18 and the partition plate 24 of the intake manifold 11 is an intake passage.

図９及び図１０は、本発明の第５の実施形態に係る内燃機関の吸気装置の構成を示している。図９において、図２に示す内燃機関の吸気装置と同じ構成要素は、同じ符号を付して示している。第５の実施形態に係る内燃機関の吸気装置においては、図１０に示すように、インテークマニホールド１１側に、図８に示すものと同様のフラップ弁２３が設けられている。また、図９に示すように、吸気ポート６の内側面に第１の隔壁１８と第２の隔壁２２とが設けられ、これらの隔壁１８，２２には、フラップ弁２３の切欠き部に合わせた位置にそれぞれ仕切り板２４，２５が設けられている。この場合には、図１０に示すように、吸気流路をさらに細かく区分けして吸気の流れを変化させることができる。   9 and 10 show the configuration of an intake device for an internal combustion engine according to the fifth embodiment of the present invention. 9, the same components as those of the intake device for the internal combustion engine shown in FIG. 2 are denoted by the same reference numerals. In the intake device for an internal combustion engine according to the fifth embodiment, as shown in FIG. 10, a flap valve 23 similar to that shown in FIG. 8 is provided on the intake manifold 11 side. Further, as shown in FIG. 9, a first partition wall 18 and a second partition wall 22 are provided on the inner surface of the intake port 6, and these partition walls 18, 22 are aligned with the notches of the flap valve 23. Partition plates 24 and 25 are provided at the respective positions. In this case, as shown in FIG. 10, the intake air flow can be changed by further dividing the intake air flow path.

これら第３〜第５の実施形態においても、上述したと同様の効果が得られる。
これらの第３〜第５の実施形態においても、図４に示すように、シリンダヘッド３とインテークマニホールド１１との接合面ｆを、吸気流路内の吸気の流れの垂直方向に対して傾斜させることで、同様の効果が得られる。
なお、以上の説明においては、吸気ポート６の内側面に２枚の隔壁１８，２２が設けられているとしたが、本発明はこれに限られず、３枚以上でもよい。また、フラップ弁２３に形成された切欠き部の位置は、図１０中の右上部分に限られず、他の位置でもよい。この場合においても、隔壁を縦方向に仕切る仕切り板は、フラップ弁２３の切欠き部の位置に合わせて設ければよい。 In the third to fifth embodiments, the same effect as described above can be obtained.
Also in the third to fifth embodiments, as shown in FIG. 4, the joint surface f between the cylinder head 3 and the intake manifold 11 is inclined with respect to the vertical direction of the flow of the intake air in the intake passage. Thus, the same effect can be obtained.
In the above description, the two partition walls 18 and 22 are provided on the inner surface of the intake port 6. However, the present invention is not limited to this, and three or more partition walls may be used. Further, the position of the notch formed in the flap valve 23 is not limited to the upper right part in FIG. 10 and may be another position. Even in this case, the partition plate for partitioning the partition wall in the vertical direction may be provided in accordance with the position of the notch portion of the flap valve 23.

本発明の第１の実施形態に係る内燃機関の吸気装置の構成を示す説明図である。It is explanatory drawing which shows the structure of the intake device of the internal combustion engine which concerns on the 1st Embodiment of this invention. 図１に示す内燃機関の吸気装置の要部拡大図である。FIG. 2 is an enlarged view of a main part of the intake device for the internal combustion engine shown in FIG. 1. 図２のＣ−Ｃ線断面図である。It is CC sectional view taken on the line of FIG. 本発明の第２の実施形態に係る内燃機関の吸気装置の要部拡大図である。It is a principal part enlarged view of the intake device of the internal combustion engine which concerns on the 2nd Embodiment of this invention. 本発明の第３の実施形態に係る内燃機関の吸気装置の要部拡大図である。It is a principal part enlarged view of the intake device of the internal combustion engine which concerns on the 3rd Embodiment of this invention. 図５のＣ−Ｃ線断面図である。It is CC sectional view taken on the line of FIG. 本発明の第４の実施形態に係る内燃機関の吸気装置の要部拡大図である。It is a principal part enlarged view of the intake device of the internal combustion engine which concerns on the 4th Embodiment of this invention. 図７のＣ−Ｃ線断面図である。It is CC sectional view taken on the line of FIG. 本発明の第５の実施形態に係る内燃機関の吸気装置の要部拡大図である。It is a principal part enlarged view of the intake device of the internal combustion engine which concerns on the 5th Embodiment of this invention. 図９のＣ−Ｃ線断面図である。It is CC sectional view taken on the line of FIG.

符号の説明Explanation of symbols

１…シリンダ、２…ピストン、３…シリンダヘッド、４…燃焼室、５…点火プラグ、６…吸気ポート、７…排気ポート、８…吸気弁、９…排気弁、１０…インジェクタ、１１…インテークマニホールド、１１ａ…収容部、１２…吸気管、１３…エアフローメータ、１４…スロットルバルブ、１５…コレクタ、１６…ＥＣＵ、１７…エアクリーナ、１８…隔壁、１９…フラップ弁、１９ａ…先端部、２０…フラップヒンジ、２１…アクチュエータ、２２…隔壁、２３…フラップ弁、２４，２５…仕切り板   DESCRIPTION OF SYMBOLS 1 ... Cylinder, 2 ... Piston, 3 ... Cylinder head, 4 ... Combustion chamber, 5 ... Spark plug, 6 ... Intake port, 7 ... Exhaust port, 8 ... Intake valve, 9 ... Exhaust valve, 10 ... Injector, 11 ... Intake Manifold, 11a ... receiving portion, 12 ... intake pipe, 13 ... air flow meter, 14 ... throttle valve, 15 ... collector, 16 ... ECU, 17 ... air cleaner, 18 ... partition, 19 ... flap valve, 19a ... tip, 20 ... Flap hinge, 21 ... Actuator, 22 ... Partition, 23 ... Flap valve, 24, 25 ... Partition plate

Claims (5)

内燃機関の吸気流路の途中に、吸気流路を区画する隔壁と、所定の閉操作時に前記隔壁と連続するように設けられたフラップ弁とを有する内燃機関の吸気装置において、
前記隔壁をシリンダヘッドに形成された吸気ポート側に設けると共に、前記フラップ弁を前記吸気ポートの吸気上流側に接続されるマニホールド側に設け、
前記フラップ弁は、開操作時にその先端部が前記マニホールド内に収まるように構成されたことを特徴とする内燃機関の吸気装置。 In the intake system for an internal combustion engine, having a partition that partitions the intake passage in the middle of the intake passage of the internal combustion engine, and a flap valve that is provided so as to be continuous with the partition during a predetermined closing operation,
The partition is provided on the intake port side formed in the cylinder head, and the flap valve is provided on the manifold side connected to the intake upstream side of the intake port,
An intake device for an internal combustion engine, wherein the flap valve is configured such that a tip end portion thereof is accommodated in the manifold during an opening operation. 前記マニホールドの内側面に前記開操作時のフラップ弁を収容する収容部が形成され、前記フラップ弁は、開操作時に前記マニホールドの内側を向いた面が、該マニホールドの内周面と連続するように前記収容部に収容されることを特徴とする請求項１に記載の内燃機関の吸気装置。   A housing portion for accommodating a flap valve at the time of the opening operation is formed on the inner side surface of the manifold, and the flap valve is configured such that a surface facing the inner side of the manifold at the time of the opening operation is continuous with the inner peripheral surface of the manifold. The intake device for an internal combustion engine according to claim 1, wherein the intake device is housed in the housing portion. 前記収容部は、前記マニホールドの前記シリンダヘッド側の端縁から吸気上流側に延びる溝状に形成されたことを特徴とする請求項２に記載の内燃機関の吸気装置。   3. The intake device for an internal combustion engine according to claim 2, wherein the accommodating portion is formed in a groove shape extending from an end of the manifold on the cylinder head side to an intake upstream side. 前記隔壁のマニホールド側の端部は、前記シリンダヘッドと前記マニホールドとの接合面を超えて突出していることを特徴とする請求項１〜３のいずれか一つに記載の内燃機関の吸気装置。   The intake device for an internal combustion engine according to any one of claims 1 to 3, wherein an end of the partition wall on the manifold side protrudes beyond a joint surface between the cylinder head and the manifold. 前記シリンダヘッドと前記マニホールドとの接合面は、前記吸気流路内の吸気の流れの垂直方向に対して傾斜していることを特徴とする請求項１〜４のいずれか一つに記載の内燃機関の吸気装置。   5. The internal combustion engine according to claim 1, wherein a joint surface between the cylinder head and the manifold is inclined with respect to a vertical direction of an intake flow in the intake passage. Engine intake system.
JP2005076891A 2005-03-17 2005-03-17 Intake device for internal combustion engine Expired - Fee Related JP4529746B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2005076891A JP4529746B2 (en) 2005-03-17 2005-03-17 Intake device for internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2005076891A JP4529746B2 (en) 2005-03-17 2005-03-17 Intake device for internal combustion engine

Publications (2)

Publication Number Publication Date
JP2006257976A true JP2006257976A (en) 2006-09-28
JP4529746B2 JP4529746B2 (en) 2010-08-25

Family

ID=37097518

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2005076891A Expired - Fee Related JP4529746B2 (en) 2005-03-17 2005-03-17 Intake device for internal combustion engine

Country Status (1)

Country Link
JP (1) JP4529746B2 (en)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010285968A (en) * 2009-06-15 2010-12-24 Nippon Soken Inc Intake flow adjusting device
CN103161564A (en) * 2011-12-08 2013-06-19 北汽福田汽车股份有限公司 Inlet manifold and air inlet system of engine
CN103161565A (en) * 2011-12-08 2013-06-19 北汽福田汽车股份有限公司 Inlet manifold and air inlet system of engine
JP2016070206A (en) * 2014-09-30 2016-05-09 本田技研工業株式会社 Intake device of internal combustion engine
JP2017025746A (en) * 2015-07-21 2017-02-02 富士重工業株式会社 Engine intake structure
JP2018165506A (en) * 2017-03-28 2018-10-25 株式会社Ｓｕｂａｒｕ Bulkhead plate
JP2019113072A (en) * 2019-03-07 2019-07-11 株式会社Ｓｕｂａｒｕ Bulkhead plate

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60190627A (en) * 1984-03-12 1985-09-28 Toyota Motor Corp Control method for air-fuel ratio of variable suction swirl system internal-combustion engine
JPH0886219A (en) * 1994-09-19 1996-04-02 Nissan Motor Co Ltd Intake device for internal combustion engine
JPH08247016A (en) * 1995-03-07 1996-09-24 Yamaha Motor Co Ltd Ignition device for four-cycle engine
JPH11336552A (en) * 1998-05-28 1999-12-07 Suzuki Motor Corp Intra-cylinder air flow intensifying device
JP2004124836A (en) * 2002-10-03 2004-04-22 Nissan Motor Co Ltd Intake device of internal combustion engine
JP2004308468A (en) * 2003-04-03 2004-11-04 Nissan Motor Co Ltd Air intake device for internal combustion engine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60190627A (en) * 1984-03-12 1985-09-28 Toyota Motor Corp Control method for air-fuel ratio of variable suction swirl system internal-combustion engine
JPH0886219A (en) * 1994-09-19 1996-04-02 Nissan Motor Co Ltd Intake device for internal combustion engine
JPH08247016A (en) * 1995-03-07 1996-09-24 Yamaha Motor Co Ltd Ignition device for four-cycle engine
JPH11336552A (en) * 1998-05-28 1999-12-07 Suzuki Motor Corp Intra-cylinder air flow intensifying device
JP2004124836A (en) * 2002-10-03 2004-04-22 Nissan Motor Co Ltd Intake device of internal combustion engine
JP2004308468A (en) * 2003-04-03 2004-11-04 Nissan Motor Co Ltd Air intake device for internal combustion engine

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010285968A (en) * 2009-06-15 2010-12-24 Nippon Soken Inc Intake flow adjusting device
CN103161564A (en) * 2011-12-08 2013-06-19 北汽福田汽车股份有限公司 Inlet manifold and air inlet system of engine
CN103161565A (en) * 2011-12-08 2013-06-19 北汽福田汽车股份有限公司 Inlet manifold and air inlet system of engine
CN103161564B (en) * 2011-12-08 2014-12-17 北汽福田汽车股份有限公司 Inlet manifold and air inlet system of engine
JP2016070206A (en) * 2014-09-30 2016-05-09 本田技研工業株式会社 Intake device of internal combustion engine
JP2017025746A (en) * 2015-07-21 2017-02-02 富士重工業株式会社 Engine intake structure
JP2018165506A (en) * 2017-03-28 2018-10-25 株式会社Ｓｕｂａｒｕ Bulkhead plate
US10393075B2 (en) 2017-03-28 2019-08-27 Subaru Corporation Partition plate
US10815944B2 (en) 2017-03-28 2020-10-27 Subaru Corporation Partition plate
JP2019113072A (en) * 2019-03-07 2019-07-11 株式会社Ｓｕｂａｒｕ Bulkhead plate

Also Published As

Publication number Publication date
JP4529746B2 (en) 2010-08-25

Similar Documents

Publication Publication Date Title
JP4529746B2 (en) Intake device for internal combustion engine
JP2007297952A (en) Intake device for internal combustion engine
JP4623206B2 (en) Intake device for internal combustion engine
JP4728195B2 (en) Engine intake control device
JP2005201188A (en) Spark ignition internal combustion engine
US20070227495A1 (en) Intake device of internal combustion engine
KR20110062146A (en) Gasoline direct injection engine
KR101382312B1 (en) A variable intake manifold and variable air intake device for internal combustion engine using the same
JP2009203966A (en) Intake device for internal combustion engine
JP4485541B2 (en) Intake device for internal combustion engine
JP4557826B2 (en) Intake device
JP2009127620A (en) Intake controller of internal combustion engine
JPWO2004040130A1 (en) engine
JP2009293388A (en) Structure of air flow controller
JP2005351235A (en) Suction device for engine
JP2006329016A (en) Intake device for internal combustion engine
JP2007138899A (en) Intake passage structure of internal combustion engine
JP6817773B2 (en) Fuel injection device
JP2009180144A (en) Throttle body for internal combustion engine
WO2011138909A1 (en) Air cleaner of two-cycle engine
JP2000073772A (en) In-tube injection type engine
JP5536526B2 (en) Intake device for internal combustion engine
JP3721064B2 (en) Spark ignition engine
JP2007127098A (en) Engine
JP2006077590A (en) Intake device of internal combustion engine

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20080227

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A821

Effective date: 20080324

RD02 Notification of acceptance of power of attorney

Free format text: JAPANESE INTERMEDIATE CODE: A7422

Effective date: 20080324

RD04 Notification of resignation of power of attorney

Free format text: JAPANESE INTERMEDIATE CODE: A7424

Effective date: 20080331

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20100223

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20100412

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20100518

A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20100531

R150 Certificate of patent or registration of utility model

Free format text: JAPANESE INTERMEDIATE CODE: R150

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20130618

Year of fee payment: 3

LAPS Cancellation because of no payment of annual fees