JP2013096360A - Intake device of engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an intake device of an engine capable of strengthening a gas flow in a cylinder and increasing an intake air amount, and easily applicable to an existing cylinder head.SOLUTION: The intake device 1 of the engine includes a cylinder head 100 with an intake port 120 for introducing air into a cylinder C, and an insulator 200 connected to an inlet of the intake port and introducing the air to the intake port. In the intake port, a bent part 123 turned around to a combustion chamber side is formed in the vicinity of an end on the combustion chamber side. Furthermore, the intake device includes a straightening vane 210 arranged on the upstream side relative to the bent part in the intake port, and moreover, adjacently on an inner peripheral surface on the cylinder side, and formed integrally with the insulator so that a protrusion amount from the inner peripheral surface is enlarged continuously from the upstream side to the downstream side.

Description

  The present invention relates to an intake device for an engine, and more particularly to an engine that can be easily applied to an existing cylinder head while enhancing gas flow in a cylinder to increase an intake air amount.

A cylinder head of a general-purpose engine for industrial use or the like is generally formed by die casting instead of LP casting for automobile use or the like from the viewpoint of cost reduction.
For this reason, it is necessary to make the intake port into a shape that allows for die-cast manufacturing, and it is almost perpendicular due to the split of the inlet port (carburetor side) and outlet side (combustion chamber side). In many cases, the shape has a bent portion that is bent sharply.
If such a bent portion is present in the intake port, the flow is separated at the edge portion, which affects the intake performance of the engine, for example, the gas flow in the cylinder such as tumble is reduced or the air flow rate is reduced.

  As a conventional technique related to such a general-purpose engine intake system, for example, Patent Document 1 discloses a heat insulation heat insulator provided between a cylinder head and a carburetor for the purpose of reducing the intake resistance of the engine. An engine is described in which a portion of the intake port is extended into the cylinder head to form a portion of the intake port so that the intake port is gently curved.

JP 2007-192176 A

However, in the technique described in Patent Document 1, it is possible to reduce the intake resistance, but little consideration is given to the enhancement of in-cylinder gas flow such as tumble that is effective in improving combustion.
Further, the technique described in Patent Document 1 needs to be designed as a dedicated part that is used in combination with a cylinder head and an insulator, and cannot be applied to an existing cylinder head, for example, afterward. It is.
An object of the present invention is to provide an intake device for an engine that enhances gas flow in a cylinder to increase the amount of intake air and can be easily applied to an existing cylinder head.

The present invention solves the above-described problems by the following means.
The invention according to claim 1 is an engine intake device comprising: a cylinder head having an intake port for introducing air into the cylinder; and an insulator connected to an inlet portion of the intake port for introducing air into the intake port. The intake port is formed with a bent portion in the vicinity of the end portion on the combustion chamber side, which turns to the combustion chamber side, and is upstream of the bent portion and adjacent to the inner peripheral surface on the cylinder side in the intake port. An air intake device for an engine comprising: a rectifying plate formed integrally with the insulator so that a protruding amount from the inner peripheral surface is continuously increased from the upstream side to the downstream side. .
According to this, in the region where the valve lift is high, the main flow is deflected by the rectifying plate in a direction to avoid the edge of the bent portion, and thus separation of the airflow at the edge portion is suppressed, and the flow rate before the intake valve increases.
Further, in a region where the valve lift is low, a flow velocity difference is formed above and below the port by the rectifying plate, so that the tumble in the cylinder can be strengthened to improve combustion.
Furthermore, an insulator having such a rectifying plate can be retrofitted to an existing cylinder head and can be easily adopted for a model in production.

The invention according to claim 2 is the engine intake device according to claim 1, wherein a surface of the rectifying plate on the main flow side of the air is formed in a substantially flat shape.
According to this, it is possible to suppress the airflow interference with the edge portion of the bent portion and the valve seat portion with a simple shape, and to obtain a good intake performance.

  As described above, according to the present invention, it is possible to provide an engine intake device that can enhance the gas flow in the cylinder and increase the amount of intake air, and can be easily applied to an existing cylinder head.

It is a typical fragmentary sectional perspective view in an example of an engine air intake device to which the present invention is applied. It is a schematic diagram which shows the die-casting parting of the intake port part in the cylinder head of an Example. It is a schematic diagram which shows the flow of the air in the intake port of the comparative example of this invention. It is a schematic diagram which shows the flow of the air in the intake port of an Example, Comprising: It is a figure which shows a state with a high valve lift. It is a schematic diagram which shows the flow of the air in the intake port of an Example, Comprising: It is a figure which shows a state with a low valve lift. It is a graph which shows the correlation with the valve lift and intake air quantity (mass flow rate) in an Example and a comparative example. It is a graph which shows the correlation with the valve lift and tumble ratio in an Example and a comparative example. It is a graph which shows the correlation with the rotation speed of an engine and a full open output in an Example and a comparative example. It is a graph which shows the correlation with the engine load factor and THC discharge | emission amount in an Example and a comparative example.

  An object of the present invention is to provide an engine intake device that enhances gas flow in a cylinder and increases the amount of intake air and can be easily applied to an existing cylinder head. The problem is solved by forming a fin-like or jump-like rectifying plate that is rectified so as to flow in an integrated manner with the insulator.

Embodiments of an engine intake device (hereinafter simply referred to as “intake device”) to which the present invention is applied will be described below.
The intake device according to the embodiment, for example, introduces fresh air (combustion air) into a cylinder of a general-purpose four-stroke OHC single-cylinder gasoline engine.
FIG. 1 is a schematic partial cross-sectional perspective view of an intake device according to an embodiment.
As shown in FIG. 1, the intake device 1 includes a cylinder head 100 and an insulator 200.

The cylinder head 100 is provided at the end of a cylinder block having a cylinder C (see FIG. 2), and includes an exhaust port (not shown) in addition to the combustion chamber 110, the intake port 120, the intake valve 130 (see FIG. 4, FIG. 5, etc.). And an exhaust valve, a spark plug, an intake valve, a valve drive mechanism for driving the exhaust valve, and the like.
The combustion chamber 110 is formed by denting the cylinder-side end surface (the lower surface in FIG. 1) of the cylinder head 100, for example, in a bathtub shape.

The intake port 120 is a flow path for introducing an air-fuel mixture (air and vaporized fuel) generated by a carburetor (not shown) into the combustion chamber 110.
The intake port 120 has a bent portion 123 between the upstream portion 121 and the downstream portion 122.
The upstream portion 121 is a portion into which the air-fuel mixture supplied from the carburetor via the insulator 200 is introduced into the cylinder head 100 and is inclined with respect to the cylinder central axis direction.
For example, in the case of an engine in which the cylinder central axis direction is arranged substantially vertically, the upstream portion 121 is inclined so that the insulator 200 side is higher than the downstream portion 122 side.
The downstream portion 122 is a portion that introduces the air-fuel mixture introduced from the upstream portion 121 into the combustion chamber 110 and is disposed substantially parallel to the cylinder central axis direction.
A valve seat that contacts the outer peripheral edge of the intake valve 130 is formed at the end of the downstream portion 122 on the combustion chamber 110 side.

The cylinder head 100 is formed by aluminum die casting.
FIG. 2 is a schematic diagram illustrating die-casting of the intake port portion in the cylinder head of the embodiment.
As shown in FIG. 2, a portion of the mold that forms the upstream portion 121 of the intake port 120 (portion indicated by a one-dot chain line in FIG. 2) is pulled out to the insulator 200 side along the longitudinal direction of the upstream portion 121. A portion forming a portion 122 (a portion indicated by a broken line in FIG. 2) is drawn downward along the central axis direction of the cylinder.
Due to such a parting, a bent portion 123 having a sharp edge portion is formed between the upstream portion 121 and the downstream portion 122 of the intake port 120.

The intake valve 130 shown in FIGS. 4 and 5 opens and closes the end of the intake port 120 on the combustion chamber 110 side.
The intake valve 130 is configured by standing a cylindrical valve stem from the center of a substantially disc-shaped valve body.

The insulator 200 is provided between the cylinder head 100 and a carburetor (not shown), and suppresses heat conduction from the engine body to the carburetor to prevent overheating of the carburetor.
The insulator 200 is integrally formed of a material having a lower thermal conductivity than that of the cylinder head 100 such as a synthetic resin.

The insulator 200 includes a cylinder head mounting surface portion 201, a carburetor mounting surface portion 202, and an intake passage portion 203.
The cylinder head mounting surface portion 201 is a substantially planar surface portion that is fixed to the inlet portion of the intake port 120 of the cylinder head 100.
The carburetor mounting surface portion 202 is provided on the opposite side of the cylinder head mounting surface portion 201 and is a substantially planar surface portion to which a carburetor flange portion (not shown) is fixed.
The intake passage portion 203 is formed so as to penetrate from the carburetor attachment surface portion 202 to the cylinder head attachment surface portion 201, and introduces the air-fuel mixture generated by the carburetor into the intake port 120.

Further, the insulator 200 is provided with a fin-like or jump base-like rectifying plate 210 described below.
The rectifying plate 210 is formed so as to protrude from the cylinder head mounting surface portion 201 toward the cylinder head 100 and is inserted into the upstream portion 121 of the intake port 120.
The rectifying plate 210 is disposed adjacent to the inner surface of the upstream side 121 of the intake port 120 on the cylinder side (below when the cylinder central axis direction is vertically disposed as shown in FIG. 1).

The upper surface portion 211 (surface portion opposite to the cylinder side) with which the main flow of the mixed airflow of the rectifying plate 210 abuts is substantially planar, and the distance from the inner surface of the upstream portion 121 of the intake port 120 is It is inclined with respect to the inner surface of the upstream portion 121 so as to continuously increase from the upstream side to the downstream side in the flow direction of the air-fuel mixture. Note that a reinforcing rib or the like for ensuring rigidity and strength is appropriately provided on the surface portion opposite to the upper surface portion 211.
A straight edge portion 212 extending along a direction orthogonal to the longitudinal direction of the intake port 120 is formed at the downstream end of the rectifying plate 210.
The edge portion 212 is disposed away from the inner surface of the upstream portion 121 in a region upstream of the bent portion 123.
Note that the length, angle, and the like of the current plate 210 are appropriately set according to the characteristics of the engine to be applied.

Hereinafter, the effect of the above-described embodiment will be described in comparison with a comparative example of the present invention described below.
In addition, in a comparative example, the same code | symbol is attached | subjected about the location substantially the same as the Example mentioned above, and description is abbreviate | omitted.
The intake device of the comparative example is not provided with the rectifying plate 210 of the insulator 200 in the above-described embodiment.
FIG. 3 is a schematic diagram illustrating the air flow in the intake port of the comparative example.
In the comparative example, the presence of the bent portion 123 in the intake port 120 causes airflow separation at the inner edge portion of the bent portion 123, and the flow rate before the intake valve 130 decreases.

FIG. 4 is a schematic diagram showing the flow of air in the intake port of the embodiment, and shows a state in which the valve lift is high.
In the embodiment, since the main flow deflected by the rectifying plate 210 jumps over the edge portion of the bent portion 123, the separation of the airflow at the edge portion is suppressed, and the flow rate before the intake valve 130 is increased.

FIG. 5 is a schematic diagram showing the air flow in the intake port of the embodiment, and shows a state where the valve lift is low.
Even in the embodiment, at the time of a low lift, the flow velocity in the intake port 120 decreases, so that the influence of air flow separation at the edge portion of the bent portion 123 occurs.
However, the presence of the rectifying plate 210 creates a flow velocity difference between the airflows above and below the intake port 120, so that the tumble in the cylinder can be enhanced.

Hereinafter, test results of Examples and Comparative Examples will be described with reference to FIGS.
FIG. 6 is a graph showing the correlation between the valve lift and the intake air amount (mass flow rate) of the example and the comparative example in the steady flow test.
In FIG. 6, the horizontal axis represents the lift amount of the intake valve 130, and the vertical axis represents the mass flow rate.
As shown in FIG. 6, in the embodiment, the mass flow rate can be increased by 5% or more in comparison with the comparative example in a high lift region where the valve lift is 6 mm or more.

FIG. 7 is a graph showing the correlation between the valve lift and the tumble ratio of the example and the comparative example in the steady flow test.
In FIG. 7, the horizontal axis indicates the lift amount of the intake valve 130, and the vertical axis indicates the tumble ratio.
As shown in FIG. 7, in the embodiment, the tumble ratio can be remarkably improved as compared with the comparative example in the low to medium lift region where the valve lift is about 2 to 6 mm.
During actual operation of the engine, a state where the valve lift is low and a state where the valve lift is high are periodically repeated, so that the above-described effects of increasing the intake flow rate and improving the tumble ratio can be obtained.

FIG. 8 is a graph showing the correlation between the engine speed and the fully-open output in the examples and comparative examples.
In FIG. 8, the horizontal axis represents the engine speed, and the vertical axis represents the shaft output.
As shown in FIG. 8, it can be seen that in the middle to high rotation region of 3200 rpm or more, the shaft output in the example is improved compared to the comparative example.

FIG. 9 is a graph showing the correlation between the engine load factor and the THC emission amount in Examples and Comparative Examples.
In FIG. 9, the horizontal axis indicates the engine load factor, and the vertical axis indicates the THC emission amount.
As shown in FIG. 9, in the example, it is understood that the THC emission amount is reduced in all load regions compared to the comparative example, and the combustion state is improved.

As described above, according to the present embodiment, in the region where the valve lift is high, the main flow of the air-fuel mixture is deflected in the direction avoiding the edge of the bent portion 123 by the rectifying plate 210, and thus the airflow separation at the edge portion 123 is prevented. It is suppressed and the flow rate before the intake valve 130 increases.
Further, in a region where the valve lift is low, a flow velocity difference is formed above and below the intake port 120 by the rectifying plate 210, so that the tumble in the cylinder C can be strengthened to improve combustion.
With these effects, it is possible to improve output and exhaust gas.
Furthermore, the insulator 200 having such a rectifying plate 210 can be retrofitted without processing the existing cylinder head 100, and can be easily adopted for a model in production. In general, a general-purpose engine may use a common cylinder head for multiple models. Even in this case, the intake performance can be tuned for each model without changing the design of the cylinder head. Is possible.
Further, since the rectifying plate 210 is formed integrally with the insulator 200, the number of parts and the number of assembly steps are not increased.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
For example, the shape, structure, material, size, shape and the like of each member constituting the engine intake device are not limited to the above-described embodiments, and can be changed as appropriate.

DESCRIPTION OF SYMBOLS 1 Intake device 100 Cylinder head 110 Combustion chamber 120 Intake port 121 Upstream part 122 Downstream part 123 Bending part 130 Intake valve 200 Insulator 201 Cylinder head attachment surface part 202 Carburetor attachment surface part 203 Intake flow path part 210 Rectification plate 211 Upper surface part 212 Edge part

Claims (2)

A cylinder head having an intake port for introducing air into the cylinder;
An intake device for an engine, comprising: an insulator connected to an inlet portion of the intake port and introducing air into the intake port;
The intake port is formed with a bent portion in the vicinity of the end portion on the combustion chamber side to change the direction toward the combustion chamber side,
The insulator is provided upstream of the bent portion and adjacent to the inner peripheral surface on the cylinder side in the intake port, and the amount of protrusion from the inner peripheral surface is continuously increased from the upstream side to the downstream side. An air intake device for an engine characterized by comprising a current plate formed integrally with the engine. 2. The intake device for an engine according to claim 1, wherein a surface of the rectifying plate on a main flow side of the air is formed in a substantially flat shape.

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