JP2007309275A - Intake device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent operation failure of an intake control valve positioned in the vicinity of an upstream end of a partition wall vertically dividing an intake port and opening/closing a lower flow passage. <P>SOLUTION: This intake device for an internal combustion engine is provided with the partition wall 11 partitioning the intake port 5 into two regions; the intake control valve 21 positioned in the vicinity of the upstream end 11b of the partition wall 11 and opening/closing a second flow passage 5B partitioned by the partition wall 11; a first communication passage 12A for communicating a first flow passage 5A and the second flow passage 5B partitioned by the partition wall 11 with each other in a position near to the intake control valve 21; and a second communication passage 12B for communicating the first flow passage 5A and the second flow passage 5B with each other in an approximately central position of the partition wall 11 along the longitudinal direction of the intake port 5. The second communication passage 12B is formed such that a first opening part 31 opened on the first flow passage 5A is positioned in the upstream side of the intake port 5 from a second opening part 31b opened on the second flow passage 5B. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an intake device for an internal combustion engine.

  In Patent Document 1, the intake port is divided into two parts using a partition wall, and the lower flow path located near the upstream end of the partition wall and partitioned by the partition wall is opened and closed by an intake control valve. An intake device for an internal combustion engine having a configuration in which two upper and lower flow paths partitioned by a partition wall are communicated with each other through a gap near the intake control valve is disclosed.

In Patent Document 1, gas flow in the cylinder can be effectively improved by recirculation of a part of the intake air through the flow path shielded by the intake control valve. A stronger gas flow can be obtained without reducing the rate.
JP 2004-124836 A

  However, in this patent document 1, the fuel component reaches the vicinity of the intake control valve by the flow that passes through the gap located between the upstream end of the partition wall and the intake control valve and circulates up and down the partition wall. Fuel consumption deteriorates.

  Therefore, the intake device for an internal combustion engine according to the present invention divides the intake port into two regions in its cross section, and has a partition on the flat plate, and is positioned close to the upstream end of the partition and is partitioned by the partition. An intake control valve that opens and closes the first flow path, a first communication path that connects the two flow paths partitioned by the partition at a position close to the intake control valve, and the two flow paths partitioned by the partition And a second communication path that communicates with each other at a substantially central position along the longitudinal direction of the intake port. The second communication path has a first opening that opens in one flow path and a second opening that opens in the other flow path. It is characterized by being formed so as to be located on the upstream side of the intake port from the portion.

  When the intake control valve is in the closed position where one of the flow paths is shielded, the intake air flows to the cylinder side only through the other flow path, so that a relatively large amount of intake air is released from the position that is offset to one side around the intake valve. Flows into the cylinder. At the same time, when the intake control valve throttles the intake flow, a local pressure drop occurs on the downstream side of the intake control valve and acts on the first communication path. Therefore, a pressure difference is generated between the downstream end portion of the one flow path shielded by the intake control valve and the first communication path, and intake air is sucked from the end portion and is directed toward the upstream side of the intake port. And flows into the other flow path through the second communication path located on the intake downstream side of the first communication path. In other words, a circulating flow in which a part of the intake air recirculates to the upstream side through one shielded flow path is generated, and the imbalance in the flow rate or flow velocity of the intake flow passing around the intake valve is further increased. The gas flow inside is effectively enhanced.

  According to the present invention, the fuel component staying in one of the flow paths is obtained by using a circulating flow in which a part of the intake air recirculates upstream through the one flow path shielded by the intake control valve. The fuel efficiency can be further improved by merging with the flow toward the cylinder flowing through the other flow path through the second communication path located on the intake downstream side of the one communication path.

  Hereinafter, position embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 shows an embodiment in which the present invention is applied to an intake device of an in-cylinder direct injection spark ignition internal combustion engine, which is an example in which tumble is strengthened as a gas flow.

  FIG. 2 is an explanatory view schematically showing a schematic configuration of the intake device for an internal combustion engine in the first embodiment of the present invention, and FIG. 3 is a plan view of a partition wall 11 (described later) shown in FIG.

  A plurality of cylindrical cylinders 2 are formed in the cylinder block 1, and a pent roof type combustion chamber 4 is recessed in a cylinder head 3 covering the top of the cylinder block 1. An intake port 5 and an exhaust port 6 are formed so as to open to two inclined surfaces of the combustion chamber 4, the intake valve 7 opens and closes the tip of the intake port 5, and the tip of the exhaust port 6 is exhausted. The valve 8 is opened and closed. Here, the intake port 5 has a bifurcated tip, and a pair of intake valves 7 provided in each cylinder open and close the respective tips. Similarly, a pair of exhaust valves 8 are provided for each cylinder. A spark plug 9 is disposed at the center of the combustion chamber 4 surrounded by these four valves. Since the piston 10 disposed in the cylinder 2 is not a main part of the present invention, the piston 10 is illustrated as a simple shape with a flat top surface. However, if necessary, the piston 10 has a desired shape suitable for stratified combustion or the like. May be configured.

  As shown in FIG. 1, in the present embodiment, a partition wall 11 is provided along the longitudinal direction of the intake port 5 so as to divide the intake port 5 into two upper and lower regions in the cross section. The partition wall 11 is configured by casting a separate metal plate when the cylinder head 3 is cast, and the downstream end 11a is disposed as close to the downstream side as possible, that is, as close to the intake valve 7 as possible. Yes. Here, in the illustrated example, the intake port 5 is substantially linear at the longitudinal portion where the partition wall 11 is present, and the partition wall 11 is also substantially linear correspondingly, but this is not necessarily limited thereto. In the case where the intake port 5 is curved, a partition wall 11 that is curved is provided.

  As will be apparent to those skilled in the art, the terms “upper” and “lower” for the intake port 5 and the intake flow in this specification are based on the top and bottom of the cylinder 2 and are absolute in space. It does n’t mean the upper and lower. Also, the term “intake port” does not necessarily mean only the portion inside the cylinder head 3, but depending on the aspect, a part of the upstream side may be a part of another member outside the cylinder head 3, for example, an intake manifold. This includes cases where it is configured as part. In other words, a portion including an intake manifold or the like different from the cylinder head 3 is referred to as an “intake port”.

  In the portion where the partition wall 11 is present, the intake port 5 has an upper passage-like portion, that is, the first passage 5A as the other passage, and a lower passage-like portion, that is, the second passage that is one passage. Divided vertically into 5B. An intake control valve 21 is provided for each cylinder so as to shield the lower second flow path 5B at the inlet side, that is, the upstream end. The intake control valve 21 has a rotating shaft 21a located on the extension line of the partition wall 11, particularly adjacent to the upstream side of the upstream end 11b of the partition wall 11, and a plate-like valve body 21b formed on the rotating shaft 21a. One end is supported. The rotating shaft 21a is linked to an actuator (not shown), and the valve body 21b is controlled to a closed position as shown in the illustrated state under operating conditions where tumble is to be strengthened, thereby shielding the second flow path 5B. At this time, the valve body 21b is slightly inclined in the direction in which the intake air flow flowing from the upstream side of the intake control valve 21 is guided to the upper first flow path 5A. Further, in an operating condition where the intake air amount is large, for example, in a high speed and high load region, the opening position is controlled along the longitudinal direction of the intake port 5 to open the second flow path 5B. In this open position, the valve body 21b is linearly connected to the vicinity of the upstream end 11b of the partition wall 1 and is parallel to the intake air flow, so that the passage resistance is minimized.

  In addition, an opening is formed in the vicinity of the upstream end 11b of the partition wall 11 so that the first flow path 5A and the second flow path 5B communicate with each other. The first communication path 12A opens in the form of a long and narrow slit along the cylinder row direction (direction orthogonal to the longitudinal direction of the intake port 5).

  Then, as shown in FIG. 3, a second communication passage 12B that connects the first flow path 5A and the second flow path 5B to each other is formed at an approximately central position along the longitudinal direction of the intake port 5 of the partition wall 11. Has been. The second communication passage 12B has an elongated slit shape along the cylinder row direction (a direction orthogonal to the longitudinal direction of the intake port 5), and the first opening 31a that opens to the first flow path 5A has a first opening 31a. It forms so that it may be located in the downstream of the intake port 5 rather than the 2nd opening part 31b opened to the 2 flow paths 5B (refer FIGS. 1-3). In other words, in the first embodiment, the second communication path 12B is formed in an elongated slit shape along the direction orthogonal to the first flow path 5A and the second flow path 5B, and is formed in the second flow path 5B. The second opening 31b that opens is formed to be located upstream of the intake port 5 relative to the first opening 31a that opens to the first flow path 5A (see FIGS. 1 to 3).

  The second communication path 12B is formed at a substantially central position along the longitudinal direction of the intake port 5 of the partition wall 11. More specifically, the second opening 31b of the second communication path 12B is formed by the partition wall 11B. The first opening 31b of the second communication passage 12B is formed on the intake downstream side of the substantially central position along the longitudinal direction of the intake port 5 of the partition wall 11. ing.

  Further, the arrows in FIG. 3 indicate the direction of the circulating flow that flows in the second flow path 5B in the reverse direction toward the upstream side of the intake port 5. And the dotted line shown in FIG. 3 represents the fuel component boundary distribution in the 2nd flow path 5B. The circulating flow that flows in the second flow path 5B toward the intake upstream side develops along the wall surface of the second flow path 5B. That is, the fuel mainly flows toward the upstream side of the intake air while biasing the wall surface side of the second flow path 5B in the circulation flow. Further, the flow rate of the circulating flow is higher on the wall surface side of the second flow path 5B, and reaches the intake upstream side earlier toward the wall surface side of the second flow path 5B.

  When such a circulation flow occurs, the fuel component staying in the second flow path 5B has a relatively concentrated portion on the wall surface side of the intake port 5 as shown in FIG. More specifically, when the intake port 5 is viewed in plan (viewed from above), a portion with a relatively high fuel concentration is present on the wall surface side of the intake port 5 (upper wall surface and lower wall surface in FIG. 4). Exists. Here, in FIG. 4, the fuel concentration increases in the order of region 1> region 2> region 3. That is, region 1 is the region with the highest fuel concentration, region 2 is the region with the next highest fuel concentration, and region 3 is the region with the lower fuel concentration than region 2.

  Next, the operation of the configuration of the above embodiment will be described. When the intake valve 7 is opened and the piston 10 is lowered during the intake stroke, the intake air flows into the cylinder 2 through the gap around the intake valve 7. At this time, if the intake control valve 21 is in the open position, intake air flows through both the first flow path 5A and the second flow path 5B, and intake air flows from each part around the intake valve 7 almost uniformly. The gas flow generated inside is relatively weak.

  On the other hand, when the intake control valve 21 is controlled to the closed position as shown (see FIGS. 1 and 2), the lower second flow path 5B is shielded, and only the upper first flow path 5A. The intake air flows to the cylinder 2 side through. In particular, the intake flow is unevenly distributed along the upper inner wall surface 5a of the intake port 5 (hereinafter referred to as the upper inner wall surface 5a), and the lower inner wall surface 5b of the intake port 5 (hereinafter referred to as the lower inner wall surface 5b). There is very little flow along. Therefore, when the periphery of the intake valve 7 is viewed, in the gap 20a on the lower side of the intake valve 7, that is, on the side close to the outer periphery of the cylinder 2, the flow rate of intake air is small and the flow velocity is low. In the gap 20b on the side close to the stopper 9, the flow rate of intake air is large and the flow velocity is also high. As a result, a tumble (so-called forward tumble) is generated in the cylinder 2 from the intake valve 7 side through the exhaust valve 8 side to the top surface of the piston 10 as indicated by an arrow. In the present embodiment, when the intake control valve 21 is in the closed position as shown in the drawing, this portion becomes a throttle portion so that the intake flow is restricted so as to flow only through the first flow path 5A. In the path 5 </ b> A, a local pressure drop occurs slightly downstream of the upstream end 11 b of the partition wall 11, and a low pressure region indicated by reference numeral 13 is generated. And since the 1st communicating path 12A is opening to this low voltage | pressure area | region 13, a pressure difference arises between the opening ends 14 of the downstream of the 2nd flow path 5B. Therefore, the opening end 14 becomes an intake intake port, and intake air is taken in from the opening end 14 due to the pressure difference, and the taken-in intake air flows backward toward the upstream side of the intake port 5. That is, a circulating flow (see an arrow in FIG. 1) that flows in the reverse direction toward the upstream side of the intake port 5 is generated in the second flow path 5B.

  In the present embodiment, the second communication path 12B is provided on the downstream side of the first communication path 12A, and most of the intake air taken in from the opening end 14, that is, most of the circulation flow is Then, the second communication path 12B located downstream of the first communication path 12A joins the first flow path 5A. That is, the intake air that has spread to the lower region of the intake port 5 after passing through the first flow channel 5A returns to the upstream side through the second flow channel 5B and is returned to the upper first flow channel 5A. Become.

  Therefore, the intake flow through the lower gap 20a of the intake valve 7 is reduced, and at the same time, the intake flow through the upper gap 20b is increased, and the tumble in the cylinder 2 is more strongly obtained. In particular, the intake air flow passing through the lower gap 20a acts to weaken the tumble in the cylinder 2, but in the above embodiment, not only the tumble is strengthened by the flow through the upper gap 20b. Since the flow through the lower gap 20a that acts to weaken the tumble is suppressed, the tumble is strengthened very effectively.

  Furthermore, since the fuel component staying in the second flow path 5B can be sucked into the combustion chamber 4 without hindering the gas flow (tumble), the fuel consumption can be further improved. In particular, the fuel component staying in the second flow path 5B is joined to the flow toward the cylinder flowing in the first flow path 5A through the second communication path 12B positioned on the intake downstream side of the first communication path 12A. The path length until the fuel component staying in the second flow path 5B joins the first flow path 5A is relatively shortened, and the fuel component staying in the second flow path 5B is made possible. As a result, the fuel can be returned to the combustion chamber 4 promptly, and the fuel consumption can be further improved.

  In the second communication path 12B, the second opening 31b that opens to the second flow path 5B is positioned upstream of the intake port 5 relative to the first opening 31a that opens to the first flow path 5A. Is formed. In other words, the second communication path 12B is formed to be inclined with respect to a plane orthogonal to the partition wall 11 so that the first opening 31a is located on the intake downstream side of the second opening 31b. .

  Therefore, the suction effect by the flow velocity of the intake air flowing through the first flow path 5A can be enhanced. Further, the circulating flow sucked out from the second opening 31b of the second communication passage 12B joins with the intake flow in the other flow channel while being inclined in the flow direction of the intake flow in the first flow channel 5A. Thus, the circulation flow can be merged with the intake flow in the first flow path 5A via the second communication path 12B without hindering the flow of the intake flow in the first flow path 5A. Since the wall surface of the second communication path 12B is inclined with respect to the flow direction of the intake flow flowing in the first flow path 5A, the intake flow flowing in the first flow path 5A is changed to the wall surface of the second communication path 12B. And the flow of the intake air flowing through the first flow path 5A is not obstructed by the second communication path 12B.

  Next, a second embodiment of the present invention will be described. This 2nd Embodiment is a modification of the shape of the 2nd communicating path 12B in the 1st Embodiment mentioned above.

  The second embodiment has substantially the same configuration as that of the first embodiment described above. However, as shown in FIG. 5, the second embodiment is formed at the center position of the partition wall 11 along the longitudinal direction of the intake port 5. The first opening portion 42a and the second opening portion 42b of the communication passage 41B are each formed in a V shape that is convex toward the intake air downstream side. Here, the second opening 42b opens to the second flow path 5B at a substantially central position along the longitudinal direction of the intake port 5, and the first opening 42a is on the intake downstream side of the second opening 42b. It opens to the first flow path 5A.

  In addition, the arrow in FIG. 5 has shown the direction of the circulating flow which flows reversely toward the upstream of the intake port 5 in the 2nd flow path 5B. And the dotted line shown in FIG. 5 represents the fuel component boundary distribution in the 2nd flow path 5B.

  In such a second embodiment, the first opening 42B of the second communication passage 41b is formed in a V-shape that protrudes toward the intake downstream side along the fuel component boundary distribution. The circulating flow flowing in the second flow path 5B from the two communication paths 32b can be efficiently introduced into the first flow path 5A. In the second embodiment, the same effects as those of the first embodiment described above can be obtained.

  Next, a third embodiment of the present invention will be described. The third embodiment is a modification of the shape of the second communication passage 12B in the first embodiment described above.

  The third embodiment has substantially the same configuration as that of the first embodiment described above. However, as shown in FIG. 6, the second embodiment is formed at the center position of the partition wall 11 along the longitudinal direction of the intake port 5. The first opening 52a and the second opening 52b of the communication path 51B are each formed in a V shape that is convex toward the intake upstream side. Here, the second opening 52b opens to the second flow path 5B at a substantially central position along the longitudinal direction of the intake port 5, and the first opening 52a is located on the intake downstream side of the second opening 52b. It opens to the first flow path 5A.

  In addition, the arrow in FIG. 6 has shown the direction of the circulating flow which flows reversely toward the upstream of the intake port 5 in the 2nd flow path 5B. 6 represents the fuel component boundary distribution in the second flow path 5B.

  In such 3rd Embodiment, since the 1st opening part 52a of the 2nd communicating path 51B is formed in the V shape which becomes convex toward the intake upstream, it is on the wall surface side of the 2nd flow path 5B. The fuel component in the circulating flow that is biased and flows upstream of the intake can be introduced into the first flow path 5A as quickly as possible. In the third embodiment, the same operational effects as those of the first embodiment described above can be obtained.

  Next, a fourth embodiment of the present invention will be described. This 4th Embodiment is a modification of the shape of the 2nd communicating path 12B in 1st Embodiment mentioned above.

  The fourth embodiment has substantially the same configuration as that of the first embodiment described above, but, as shown in FIG. 7, a pair of first on both sides of the central position along the longitudinal direction of the intake port 5 of the partition wall 11. Two communication paths 61B and 61B are formed. In other words, in the fourth embodiment, a passage that communicates the second flow path 5B and the first flow path 5A is not formed in the central portion in the width direction of the partition wall 11, and the second flow path 5B A passage for communicating the second flow path 5B and the first flow path 5A is formed only on the wall surface side. Furthermore, the second communication passages 61B and 61B in the fourth embodiment are arranged in the width direction of the second communication passage 12B in the first embodiment described above (the vertical direction in FIG. 1 and FIG. 2 or the vertical direction in FIG. 3). This is a configuration obtained by closing the central portion in the width direction of the second communication path 12B in the first embodiment. Here, 62b in FIG. 7 is a second opening that opens into the second flow path 5B at a substantially central position along the longitudinal direction of the intake port 5, and 62a in FIG. 7 is intake air more than the second opening 52b. This is a first opening that opens to the first flow path 5A on the downstream side.

  In addition, the arrow in FIG. 7 has shown the direction of the circulating flow which flows reversely toward the upstream of the intake port 5 in the 2nd flow path 5B. Moreover, the dotted line shown in FIG. 7 represents the fuel component boundary distribution in the 2nd flow path 5B.

  In such a 4th embodiment, the wall surface side of the 2nd channel 5B is deviated, and it is made to respond | correspond to the circulation flow which flows toward the intake upstream side, and 2nd communicating passages 61B and 61B are formed in the both sides of partition 11 width direction. Thus, the fuel component in the circulating flow can be efficiently introduced into the first flow path 5A from the second communication paths 61B and 61B. In addition, also in this 4th Embodiment, the effect similar to 1st Embodiment mentioned above can be acquired.

  Next, a fifth embodiment of the present invention will be described. This 4th Embodiment is a modification of the shape of the 2nd communicating path 12B in 1st Embodiment mentioned above.

  In the fifth embodiment, the configuration is substantially the same as that of the first embodiment described above. However, as shown in FIG. 8, the intake port is provided on both sides of the central position along the longitudinal direction of the intake port 5 of the partition wall 11. A pair of second communication paths 71B and 71B are formed so that the five wall surfaces are relatively positioned on the intake downstream side. In other words, in the fifth embodiment, a passage that communicates the second flow path 5B and the first flow path 5A is not formed in the central portion in the width direction of the partition wall 11, and is formed on the wall surface side of the intake port 5. Only the second channel 5B and the first channel 5A communicate with each other.

  Furthermore, the second communication passages 71B and 71B in the fifth embodiment are arranged in the width direction of the second communication passage 51B in the third embodiment described above (the direction perpendicular to the paper surface in FIGS. 1 and 2 or the upper and lower sides in FIG. 3). This is a configuration obtained by closing the central portion in the width direction of the second communication path 51B in the third embodiment. Here, 72b in FIG. 8 is a second opening of the second communication passage 71B that opens to the second flow path 5B at a substantially central position along the longitudinal direction of the intake port 5, and 72a in FIG. This is the first opening of the second communication path 71B that opens to the first flow path 5A on the intake downstream side of the opening 72b.

  In addition, the arrow in FIG. 8 has shown the direction of the circulating flow which flows reversely toward the upstream of the intake port 5 in the 2nd flow path 5B. Further, the dotted line shown in FIG. 8 represents the fuel component boundary distribution in the second flow path 5B.

  In the fifth embodiment, the second communication passages 71B and 71B are provided on both side portions in the partition wall 11 width direction so as to correspond to the circulation flow that flows toward the intake upstream side by biasing the wall surface side of the second flow path 5B. Thus, the fuel component in the circulating flow can be efficiently introduced into the first flow path 5A from the second communication paths 71B and 71B. In addition, also in this 5th Embodiment, the effect similar to 1st Embodiment mentioned above can be acquired.

  In each of the above embodiments, the intake port 5 is divided vertically by the partition wall 11 to strengthen the tumble (vertical vortex). However, by appropriately setting the direction in which the partition wall 11 is disposed, It is also possible to strengthen the swirl flow in the direction in which the swirl and tumble are combined.

  The technical idea of the present invention that can be grasped from the above embodiment will be listed together with the effects thereof.

  (1) In an intake device of an internal combustion engine in which an intake port is connected to a cylinder of the internal combustion engine and an intake valve opens and closes a tip on the downstream side of the intake port, the intake port is divided into two regions in its cross section A partition on the flat plate provided along the longitudinal direction of the intake port, an intake control valve that is located near the upstream end of the partition and opens and closes one flow path partitioned by the partition, and a partition by the partition The first communication path that connects the two flow paths to each other at a position close to the intake control valve, and the two flow paths that are partitioned by the partition are connected to each other at a substantially central position along the longitudinal direction of the intake port of the partition. A second communication path, and the second communication path is such that the first opening that opens in one flow path is located upstream of the second opening that opens in the other flow path. It is formed in the partition.

  When the intake control valve is in the closed position where one of the flow paths is shielded, intake air flows to the cylinder side only through the other flow path. Intake flows into the cylinder. At the same time, when the intake control valve throttles the intake flow, a local pressure drop occurs on the downstream side of the intake control valve and acts on the first communication path. Therefore, a pressure difference is generated between the downstream end portion of the one flow path shielded by the intake control valve and the first communication path, and intake air is sucked from the end portion and is directed toward the upstream side of the intake port. And flows into the other flow path through the second communication path located on the intake downstream side of the first communication path. In other words, a circulating flow in which a part of the intake air recirculates to the upstream side through one shielded flow path is generated, and the imbalance in the flow rate or flow velocity of the intake flow passing around the intake valve is further increased. The gas flow inside is effectively enhanced.

  As a result, the fuel component staying in one flow path is removed from the first communication path using a circulating flow in which a part of the intake air recirculates upstream through the one flow path shielded by the intake control valve. The fuel component staying in one flow path without hindering gas flow (tumble) is obtained by merging with the flow toward the cylinder flowing through the other flow path through the second communication path located on the downstream side of the intake air. The fuel can be sucked into the combustion chamber, and the fuel consumption can be further improved. In particular, the fuel component staying in one of the flow paths is merged with the flow toward the cylinder flowing through the other flow path through the second communication path located on the downstream side of the intake air relative to the first communication path. The path length until the fuel component staying in the other flow path merges with the other flow path is relatively shortened, and the fuel component staying in one flow path is returned to the combustion chamber as quickly as possible. This is also advantageous for improving fuel efficiency.

  In addition, the second communication path is formed so that the first opening that opens in one flow path is located upstream of the second opening that opens in the other flow path. The suction effect by the flow velocity of the intake air flowing through the first flow path 5A can be enhanced. And since the circulating flow sucked out from the second opening of the second communication passage is inclined in the flow direction of the intake flow in the other flow passage, it merges with the intake flow in the other flow passage. The circulating flow can be merged with the intake flow in the other flow path via the second communication path without hindering the flow of the intake flow in the flow path.

  (2) In the intake device for an internal combustion engine according to (1), specifically, the second communication passage is formed in an elongated slit shape along a direction orthogonal to the flow path.

  (3) In the intake device for an internal combustion engine according to (2), more specifically, the second communication path has both side portions that are on the intake port wall surface side as compared to a central portion in a direction orthogonal to the flow path. It is formed so as to be located on the intake downstream side.

  (4) In the intake device for an internal combustion engine according to (2), more specifically, the second communication path has both side portions that are on the intake port wall surface side as compared to a central portion in a direction orthogonal to the flow path. It is formed so as to be located on the intake upstream side.

  (5) In the intake device for an internal combustion engine according to (1), specifically, the second communication path is not provided in a central portion in a direction orthogonal to the flow path, and is on both sides on the intake port wall surface side. An opening is formed only in the portion.

1 is a cross-sectional view showing a first embodiment of an intake device for an internal combustion engine according to the present invention. 1 is a cross-sectional view showing a first embodiment of an intake device for an internal combustion engine according to the present invention. Explanatory drawing which showed typically the partition in 1st Embodiment of the intake device of the internal combustion engine which concerns on this invention. Explanatory drawing which showed typically the density distribution of the fuel component which remains in the 2nd flow path of an intake port. Explanatory drawing which showed typically the partition in 2nd Embodiment of the intake device of the internal combustion engine which concerns on this invention. Explanatory drawing which showed typically the partition in 3rd Embodiment of the intake device of the internal combustion engine which concerns on this invention. Explanatory drawing which showed typically the partition in 4th Embodiment of the intake device of the internal combustion engine which concerns on this invention. Explanatory drawing which showed typically the partition in 5th Embodiment of the intake device of the internal combustion engine which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 5 ... Intake port 7 ... Intake valve 12A ... 1st communicating path 12B ... 2nd communicating path 31a ... 1st opening part 31b ... 2nd opening part

Claims (5)

In an intake device of an internal combustion engine in which an intake port is connected to a cylinder of the internal combustion engine, and an intake valve opens and closes a tip on the downstream side of the intake port.
A partition on a flat plate provided along the longitudinal direction of the intake port so as to partition the intake port into two regions in its cross section, and one of the partitions located close to the upstream end of the partition and partitioned by the partition An intake control valve that opens and closes the first flow path, a first communication path that connects the two flow paths partitioned by the partition at a position close to the intake control valve, and the two flow paths partitioned by the partition A second communication passage communicating with each other at a substantially central position along the longitudinal direction of the intake port,
The second communication path is formed in the partition wall so that the first opening that opens in one flow path is located upstream of the second opening that opens in the other flow path. An internal combustion engine intake device.   2. The intake device for an internal combustion engine according to claim 1, wherein the second communication path is formed in an elongated slit shape along a direction orthogonal to the flow path.   The second communication passage is formed so that both side portions on the intake port wall surface side are located on the intake downstream side as compared with a central portion in a direction orthogonal to the flow path. An intake device for an internal combustion engine.   3. The second communication path is formed such that both side portions on the intake port wall surface side are positioned on the intake upstream side as compared to a central portion in a direction orthogonal to the flow path. An intake device for an internal combustion engine.   2. The internal combustion engine according to claim 1, wherein the second communication passage is not provided in a central portion in a direction orthogonal to the flow path, and is formed to be opened only on both side portions on the intake port wall surface side. Intake device.

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