JP2022155238A - Intake structure of internal combustion engine - Google Patents

Abstract

To provide a constitution which can generate a stronger tumble flow in a combustion chamber while favorably holding the supply of fuel to the combustion chamber, in an internal combustion engine which is constituted so that an intake passage is divided by a partitioning part.SOLUTION: An intake structure S of an internal combustion engine related to one embodiment comprises an intake passage continuing to a combustion chamber 20, a fuel injection valve 70 which is arranged so as to inject fuel into the intake passage, and a partitioning part 62 arranged in the intake passage so as to divide the internal passages into a plurality of passages in a direction of a cylinder axial line C. The partitioning part has a deviation part 90 whose width direction intersecting with the cylinder axial line is narrower than an upstream-side end of the partitioning part at a downstream side of the partitioning part, and the deviation part is deviated in one direction in the width direction. The fuel injection valve 70 is arranged so as to inject the fuel in a direction different from a direction in which the deviation part 90 is deviated.SELECTED DRAWING: Figure 1

Description

TECHNICAL FIELD The present invention relates to an intake structure for an internal combustion engine that has a partition in an intake passage communicating with a combustion chamber.

Various intake structures for internal combustion engines have been proposed in which an intake passage on the downstream side of a throttle valve is divided into a plurality of passages by partitions. For example, in the intake structure for an internal combustion engine disclosed in Patent Document 1, a tumble valve is provided downstream of the throttle valve, and a partition plate portion, which is a partition portion, is provided downstream of the tumble valve from the inlet pipe to the intake port, The partition plate partitions the intake passage into a lower secondary passage and an upper main passage. The lower secondary passage serves as a tumble passage, and the tumble valve substantially opens and closes the upper main passage. Note that the tumble valve is a valve that can also be called an intake distribution valve or an intake control valve, and may not be provided in an internal combustion engine provided with the partition section (see, for example, Patent Document 2).

Japanese Patent No. 6714764 Japanese Patent No. 6439070

By the way, in order to generate a strong tumble flow in the combustion chamber with the intake air from the lower auxiliary passage in Patent Document 1, it is effective to give stronger directivity to the intake air from the lower auxiliary passage. It is desirable to extend the partition further downstream. On the other hand, it is desired that the fuel injected from the fuel injection valve does not adhere to the partition, for example, for suitable air-fuel ratio control. SUMMARY OF THE INVENTION An object of the present invention is to provide an internal combustion engine in which an intake passage is divided by partitions, and which is capable of generating a strong tumble flow in the combustion chamber while maintaining a good supply of fuel to the combustion chamber. is to provide

In order to achieve the above object, one aspect of the present invention is
an intake passage leading to the combustion chamber;
a fuel injection valve provided to inject fuel into the intake passage;
a partition provided in the intake passage so as to divide the intake passage into a plurality of sections in the direction of the cylinder axis,
The partition has an offset portion on the downstream side of the partition, the width direction of which intersects the cylinder axis is narrower than the upstream end of the partition,
The offset portion is biased in one direction in the width direction,
The fuel injection valve is provided so as to inject fuel in a direction different from the direction in which the deviated portion is biased.

According to the above configuration, the deviated portion is provided, and the fuel injection valve is provided so as to inject fuel in a direction different from the direction in which the deviated portion is deviated. Therefore, it is possible to extend the partition further downstream while suppressing, more preferably preventing, the adhesion of fuel to the partition. Therefore, it is possible to give stronger directivity to the intake air from at least one of the intake passages divided by the partition, and thus to generate a strong tumble flow in the combustion chamber.

Preferably, when the direction from the crankshaft side to the cylinder head side in the direction of the cylinder axis is defined as the first direction, the partition portion is provided between the first intake passage and the first direction side of the first intake passage. The second intake passage extends in the intake air flow direction so as to be separated from the second intake passage, and the fuel injection valve is provided so as to inject fuel from the second intake passage side. With this configuration, the intake air from the first intake passage can favorably generate a tumble flow in the combustion chamber, thereby favorably burning the fuel.

Preferably, when the direction from the crankshaft side to the cylinder head side in the direction of the cylinder axis is defined as the first direction, the partition portion is provided between the first intake passage and the first direction side of the first intake passage. The first intake passage and the second intake passage extend in the intake flow direction so as to be separated from the second intake passage, and the first intake passage and the second intake passage communicate with each other in the region where the deviation portion extends in the intake flow direction. The first intake passage and the second intake passage are partitioned. This configuration allows the intake air from the first intake passage to preferably flow downstream.

Preferably, when the direction opposite to the first direction in the direction of the cylinder axis is defined as the second direction, the second intake passage is aligned with the deviation in the region where the deviation portion extends in the direction of intake air flow. The first intake passage and the second intake passage are partitioned so as to extend in the second direction to the side of the portion. With this configuration, the offset portion of the partition can be extended further to the downstream side, so that the directivity of intake air from the first intake passage can be further enhanced.

Preferably, the fuel injection valve is provided at a position biased in a direction opposite to the direction in which the biased portion is biased. This configuration makes it even more difficult for the fuel injected from the fuel injection valve to adhere to the deviated portion.

Preferably, the first intake passage is sectioned so that the deviation portion is biased downstream in the biased direction. With this configuration, the intake air from the first intake passage can be more preferably directed and flowed at the offset portion.

Preferably, the offset portion is formed so as to become narrower toward the downstream side. With this configuration, the deviated portion can be extended further to the downstream side, and stronger directivity can be given to intake air from the first intake passage. can be done.

Preferably, the first intake passage communicates with the second intake passage on the downstream side of the downstream edge of the partition so that the first intake passage forms a single intake passage connected to the combustion chamber. The passageway and the second intake passageway are partitioned. This arrangement allows intake air from a single intake passage to cause the supply of fuel to the combustion chamber and the formation of tumble flow.

According to the above aspect of the present invention, since it has the above configuration, in an internal combustion engine configured such that the intake passage is divided by the partition, a strong tumble flow is generated in the combustion chamber while maintaining a good supply of fuel to the combustion chamber. can be generated.

1 is a schematic configuration diagram of an internal combustion engine according to one embodiment of the present invention; FIG. FIG. 2 is a plan view of a three-dimensional model of the downstream side of the intake passage of the internal combustion engine of FIG. 1; FIG. 3 is a front view of the three-dimensional model of FIG. 2; FIG. 3 is a bottom view of the three-dimensional model of FIG. 2; FIG. 3 is a rear view of the three-dimensional model of FIG. 2; 3 is a right side view of the three-dimensional model of FIG. 2; FIG. 3 is a left side view of the three-dimensional model of FIG. 2; FIG. FIG. 3 is a perspective view from the left side of the three-dimensional model of FIG. 2; FIG. 3 is a perspective view from the right side of the three-dimensional model of FIG. 2; 6 is a perspective view of the three-dimensional model shown in FIG. 5, and is a diagram schematically showing sprayed fuel injected from a fuel injection valve; FIG. FIG. 11 is a perspective view of the three-dimensional model shown in FIG. 2, schematically showing sprayed fuel injected from a fuel injection valve in the same manner as shown in FIG. 10; FIG. 11 is a cross-sectional view of the three-dimensional model of FIG. 2 taken along the intake air flow direction, schematically showing sprayed fuel injected from a fuel injection valve in the same manner as shown in FIG. 10; FIG. 10 is a cross-sectional view of the three-dimensional model of FIG. 2 having sprayed fuel injected from the fuel injection valve in the same manner as shown in FIG. 10, and (a) is a cross-sectional view along the SA-SA line of FIG. 2; , (b) is a cross-sectional view along line SB-SB in FIG. 2, and (c) is a cross-sectional view along line SC-SC in FIG. 13A is a perspective view of the solid model shown in FIG. 13, (a) is the solid model of FIG. 13(a), (b) is the solid model of FIG. 13(b), and (c) is FIG. It is a three-dimensional model of (c).

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment according to the present invention will be described below with reference to the accompanying drawings. The same parts (or configurations) are given the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

FIG. 1 shows a schematic configuration of an internal combustion engine 10 according to one embodiment of the invention. FIG. 1 is a cross-sectional view of an internal combustion engine 10 along an axis (cylinder axis) C of a cylinder bore 12b of a cylinder block 12 of the internal combustion engine 10. FIG.

A piston 15 that reciprocates in a cylinder bore 12b of the cylinder block 12 is connected to a crankpin of a crankshaft 17 of a crankcase portion 16 by a connecting rod . A combustion chamber 20 is formed between the top surface 15a of the piston 15 slidably fitted in the cylinder bore 12b of the cylinder block 12 and the combustion chamber ceiling surface 14a of the cylinder head 14 facing the top surface 15a. be.

The internal combustion engine 10 employs a SOHC type two-valve system, and a valve mechanism 22 is provided in the cylinder head 14 . A cylinder head cover 24 is overlaid on the cylinder head 14 so as to cover the valve mechanism 22 . In order to transmit power to the valve mechanism 22 in the cylinder head cover 24, an endless cam chain (not shown) is provided on one side of the crankcase portion 16, the cylinder block 12, and the cylinder head 14 in the crankshaft direction. A camshaft 26 and a crankshaft 17 are installed through a cam chain chamber, and the camshaft 26 rotates in synchronism with the crankshaft 17 at a rotation speed of 1/2. An ignition plug is inserted into the combustion chamber 20 from the opposite side of the cam chain chamber (the other side in the crankshaft direction) of the cylinder head 14 .

In the cylinder head 14, an intake port 32 and an exhaust port 34 extend from an intake valve port 28 and an exhaust valve port 30, which open to the ceiling surface 14a of the combustion chamber, while curving upward and downward. The two-valve system is adopted as described above, and the single intake port 32 and the single exhaust port 34 are defined in the cylinder head 14 .

The upstream end of the intake port 32 opens toward the upper side of the cylinder head 14 and is connected to an inlet pipe 36 to form a continuous intake passage 38. A throttle body 40 is connected to the upstream side of the inlet pipe 36. be. A downstream end of the exhaust port 34 opens downward in the cylinder head 14 and is connected to an exhaust pipe 42 . An exhaust purification device and a silencer may be provided downstream of the exhaust pipe 42 .

A cylindrical intake valve guide 44 is integrally fitted to the curved outer wall portion 32a of the intake port 32 in the cylinder head 14. As shown in FIG. An intake valve 46 slidably supported by an intake valve guide 44 opens and closes an intake valve port 28 of the intake port 32 facing the combustion chamber 20 .

Also, an exhaust valve 50 slidably supported by an exhaust valve guide 48 integrally fitted to the curved outer wall portion 34a of the exhaust port 34 in the cylinder head 14 is an exhaust valve opening facing the combustion chamber 20 of the exhaust port 34. Open and close 30.

The intake valve 46 and the exhaust valve 50 are biased upward by valve springs so that their head portions 46a and 50a close the intake valve opening 28 and the exhaust valve opening 30 facing the combustion chamber 20, respectively. Stem ends 46b and 50b of the intake valve 46 and the exhaust valve 50 are pushed down by an intake rocker arm 56 and an exhaust rocker arm 58 that contact and oscillate with the intake cam and the exhaust cam of the camshaft 26, and the intake valve 46 and the exhaust valve 50 are opened at a predetermined timing. The exhaust valve 50 opens, the intake port 32 communicates with the combustion chamber 20, and the exhaust port 34 communicates with the combustion chamber 20, and intake and exhaust are performed at predetermined timings.

An inlet pipe 36 is connected to the upstream end of the intake port 32 of the internal combustion engine 10 via an insulator 60 to form a continuous intake passage 38. A throttle body 40 is connected to the upstream side of the inlet pipe 36. be done. The throttle body 40 has an intake passage 40a with a substantially circular cross section forming part of the intake passage 38 communicating with the combustion chamber 20 of the internal combustion engine 10, and the upstream side of the intake passage 40a is connected to an air cleaner device (not shown).

The throttle body 40 is rotatably supported in the throttle body 40 by a throttle valve shaft 40b that intersects the central axis of the intake passage 40a at right angles to the flow direction of intake air in the intake passage 40a. It has a throttle valve 40c that can variably control the flow passage area of the air intake passage 40a to open and close the intake passage 40a. The throttle valve 40c is of the butterfly type, and has a throttle valve shaft 40b and a disk-shaped valve body 40d that is fixed to the throttle valve shaft 40b and rotates integrally with the throttle valve shaft 40b.

The throttle valve 40c is rotatable clockwise in FIG. 1 in the valve opening direction by the driver's operation or the like. It is urged counterclockwise in the valve closing direction so as to be in the fully closed position in contact with the wall surface.

In the internal combustion engine 10 described above, the intake structure S for imparting a tumble swirl or tumble flow of the fuel/air mixture in the combustion chamber 20 in order to obtain more favorable combustion of the fuel or air-fuel mixture in the combustion chamber 20, that is, longitudinal rotation. is configured. The intake structure S includes partitions 62 provided in the intake passage 38 so as to divide the intake passage 38 in the direction of the cylinder axis C into a plurality of sections. That is, the intake passage 38 is divided along the direction of intake air flow by a partition portion 62 leading from the inlet pipe 36 to the intake port 32, and is configured such that the passing intake air generates a tumble flow within the combustion chamber 20. It is partitioned into a tumble passage 64 and a main passage 66 excluding the tumble passage 64. - 特許庁The tumble passage 64 corresponds to the first intake passage, and the main passage 66 corresponds to the second intake passage. Note that the tumble passage 64 may also be referred to as a secondary passage.

Here, the partition portion 62 extending in a plate shape in the direction of intake air flow substantially extends substantially parallel to the axis extending in the direction of flow so as to substantially bisect the downstream side of the intake passage 38 in the vertical direction. is provided as follows. In this embodiment, the cross-sectional area of the tumble passage 64 is smaller than the cross-sectional area of the main passage 66 . However, the partitions 62 may be provided such that the cross-sectional area of the tumble passage 64 is larger than that of the main passage 66, or they may be substantially the same.

The lower portion of the intake passage 38 partitioned by the partition portion 62 serves as the tumble passage 64, and the upper portion thereof serves as the main passage 66, but in this specification they are not limited to their vertical arrangement. In this specification, the terms "top" and "bottom" of the intake passage 38 and the like refer to the direction from the crankshaft 17 to the cylinder head 14 or the cylinder head cover 24 in the direction of the cylinder axis C. , the direction opposite to this "upward" direction, that is, the direction from the cylinder head 14 side to the crankshaft 17 side is called the "downward" or "downward" direction, and the absolute "upward" or "downward" direction in space. does not mean The "up" or "up" direction corresponds to the first direction, and the "down" or "down" direction corresponds to the second direction.

An intake control valve may be further provided upstream of the partition 62 and downstream of the throttle valve 40c. This intake control valve may be provided to variably control the flow area of the main passage 66, for example. The intake control valve may also be referred to as a tumble valve, tumble control valve or TCV. Although the throttle valve 40c is electronically controlled as described below, it is not limited to being electronically controlled. For example, it may be a valve mechanically controlled by a throttle cable. The same is true when a valve is provided.

The internal combustion engine 10 is provided with fuel injection valves 68 and 70 . One fuel injection valve (hereinafter referred to as the first fuel injection valve) 68 is provided upstream of the upstream end 62u of the partition 62, and is located upstream of the upstream end 62u of the intake passage 38. It is arranged to inject fuel into the part. The other fuel injection valve (hereinafter referred to as the second fuel injection valve) 70 is provided to inject fuel into the intake port 32 . The second fuel injection valve 70 is provided so as to face the main passage 66, and is provided in the inlet pipe 36 here. Thus, the second fuel injection valve 70 is provided to inject fuel from the main passage 66 side and supply the fuel to the combustion chamber 20 via the intake port 32 . As is clear from FIG. 1, the second fuel injection valve 70 is attached to the upper wall of the member defining the intake passage 38. As shown in FIG. Note that the present disclosure does not limit the number of fuel injection valves to two, and may be one, for example. In this case, for example, only the second fuel injection valve 70 can be provided.

An ECU (electronic control unit) 72 that controls the internal combustion engine 10 has a configuration as a so-called computer, and includes an intake control section 74 and a fuel injection control section 76 . The ECU 72 analyzes the operating state of the internal combustion engine 10 based on outputs from various sensors such as an engine rotation speed sensor and an engine load sensor, and controls the operation of the throttle valve 40c through the intake control section 74. Further, the ECU 72 controls the operations of the fuel injection valves 68 and 70 by means of a fuel injection control section 76 based on the analyzed operating state of the internal combustion engine 10 . The ECU 72 stores programs and various data for these controls.

2 to 9 show a three-dimensional model M on the downstream side of the intake passage 38. FIG. The three-dimensional model M includes the intake port 32 from the downstream end of the inlet pipe 36 and terminates at the intake valve port 28 downstream thereof. Since the three-dimensional model M is a model of the downstream end of the intake passage 38, the outer surface 80 of the three-dimensional model M includes the inner surface 36s of the inlet pipe 36, which is a member that defines the downstream side of the intake passage 38, and the insulator. It has portions corresponding to the inner surface 60s of 60 and the inner wall surface 14s of the cylinder head 14, partly corresponding to the surface 62s of the partition portion 62, and partly corresponding to the surface 90s of the offset portion 90 described later. Therefore, to facilitate understanding, a three-dimensional model corresponding to the inner surface 36s of the inlet pipe 36, the inner surface 60s of the insulator 60, the inner wall surface 14s of the cylinder head 14, the surface 62s of the partition portion 62, and the surface 90s of the deviation portion 90 Those symbols are attached to the M part. Also, a portion where the second fuel injection valve 70 is attached and the injection port of which faces the intake passage 38 (hereinafter referred to as an attachment portion) is denoted by "70s". Furthermore, in the direction of the cylinder axis C, a symbol "U" is used for the upper side, a symbol "D" is used for the lower side, and a letter "R" is used for the right side when viewed from the upstream side to the downstream side in the direction of the intake air flow, and use the letter "L" on the left.

As can be understood from FIGS. 1 and 2 to 9, the width of the partition 62 in the left-right direction (LR direction) intersecting the cylinder axis C, that is, the width in the width direction, is on the upstream side of the partition 62 on the downstream side. It has an offset 90 narrower than the end (upstream end) 62u. The offset portion 90 extends from one side to the other side of the valve axis of the intake valve 46 when the intake passage 38 faces the intake valve 46 in the direction in which the intake air flows from the upstream side to the downstream side, ie, the intake air flow direction. It is the narrow portion of the partition 62 in the width direction that can be defined as the direction. As shown in FIG. 4, in the tumble passage 64, the width W1 of the upstream end portion located on the upstream end portion 62u side of the partition portion 62 of the portion defined by the cylinder head 14 is greater than the width W1 in the width direction. The width W2 in the width direction of the downstream end portion 64d is clearly narrow. Since the partition portion 62 is formed so as to define the tumble passage 64 in the intake passage 38, the offset portion 90 with respect to the width W2 is relatively narrow.

Furthermore, the offset portion 90 is biased in one direction in the left-right direction, that is, in the width direction. Here, the downstream end portion 64d of the tumble passage 64 is partitioned so as to deviate to the right R side. Therefore, the offset portion 90 on the downstream side of the partition portion 62 that at least partially defines the offset downstream end portion 64d of the tumble passage 64 is offset to the right R side here. Therefore, in FIG. 1, the cylinder axis C extends parallel to the plane of the paper, and the width direction extends substantially perpendicular to the plane of the paper. Therefore, it is indicated by a two-dot dashed line instead of a solid line.

The mounting portion 70s of the second fuel injection valve 70 is positioned on the left L side of the intake passage 38, as is clear from FIGS. Thus, the second fuel injection valve 70 is provided at a position biased in the direction opposite to the direction in which the biased portion 90 is biased. In this way, the second fuel injection valve 70 is provided so as to be able to inject fuel in a direction different from the direction in which the deviated portion 90 is biased, more preferably in the opposite direction. The second fuel injection valve 70 is provided on the upper side, that is, on the main passage 66 side, and injects fuel from the main passage 66 side.

Here, in FIG. 10, which is a perspective view of the three-dimensional model M shown in FIG. 5, the sprayed fuel F injected from the second fuel injection valve 70 provided at a position biased to the left L side is schematically shown. FIG. 11 shows a perspective view of a three-dimensional model M, which schematically shows the sprayed fuel F injected from the fuel injection valve in the same manner as shown in FIG. Furthermore, FIG. 12 shows a cross-sectional view of the three-dimensional model M taken along the direction of the intake air flow, which schematically shows the sprayed fuel F injected from the fuel injection valve in the same manner as shown in FIG. 10 to 12, the fuel F injected from the second fuel injection valve 70 is not blocked by the partition 62, and at least part of it, here in particular at least the majority, more preferably all of it, It can be seen that it first flows through the main passage 66 , then flows to the confluence of the main passage 66 and the tumble passage 64 , directly reaches the intake valve port 28 , and is introduced into the combustion chamber 20 . The arrangement of the second fuel injection valve 70 and the shape of the partition portion 62 including the offset portion 90 are designed to enable such fuel injection. In particular, the divider body portion 92 of the divider portion 62 terminates downstream thereof to permit the confluence of the main passageway 66 and the tumble passageway 64, and also preferably to the offset portion 90 along the surface 90s of the offset portion 90. The partition main body portion 92 and the offset portion 90 of the partition portion 62 are designed so that the fuel F injected from the second fuel injection valve 70 reaches the intake valve port 28 without touching (see, for example, FIG. 11). ).

13 and 14 are sectional views of the three-dimensional model M including the injected fuel F of FIG. However, FIG. 13(a) is a cross-sectional view of the three-dimensional model M at a position along SA-SA line in FIG. 2, and FIG. 13(b) is a three-dimensional model at a position along SB-SB line in FIG. FIG. 13(c) is a cross-sectional view of the model M, and FIG. 13(c) is a cross-sectional view of the three-dimensional model M at a position along line SC-SC in FIG. FIG. 14 is a perspective view of the solid model M portion of FIG. 13, the solid model of FIG. 14(a) is the solid model of FIG. 13(a), and the solid model of FIG. ), and the stereo model of FIG. 14(c) is the stereo model of FIG. 13(c).

13(a) and 14(a), the tumble passage 64 and the main passage 66 are completely separated. At the SA-SA line position in FIG. A partition main body portion 92 leading to the upstream side extends. 13(a) and 14(a), the surface 62s of the partition 62 and the surface 92s of the partition main body 92 thereof are denoted by reference numerals.

13(b) and 14(b), the tumble passage 64 and the main passage 66 are partially connected. 13(b) and 14(b), the surface 62s of the partition 62 extends in the width direction and also in the vertical direction, and is biased to the right. 2, the divider 62 transitions from the divider body 92 to the offset 90, which completely separates the tumble passage 64 and the main passage 66. It can be seen that it extends leftward from the right side of the inner wall surface 14s of the cylinder head 14 to the intake port 32 so as not to be separated. That is, the tumble passage 64 and the main passage 66 are partitioned so that the main passage 66 and the tumble passage 64 communicate with each other in the region where the deviated portion 90 extends in the intake flow direction. In other words, the offset portion 90 connected to the partition body portion 92 is located downstream of the partition body portion 92 so as to extend a portion of the partition body portion 92 in the flow direction downstream of the partition body portion 92 of the partition portion 62 . It is formed extending to the side. 13(b) and 14(b), the surface 62s of the partition 62 and the surface 90s of the deviating portion 90 thereof are denoted by reference numerals. The same applies to c) and FIG. 14(c).

13(c) and 14(c), compared to the cut locations of FIGS. The amount of protrusion of is reduced. In this manner, the offset portion 90 is formed so as to become narrower toward the downstream side in the intake air flow direction. 13(c) and 14(c), the degree of communication between the main passage 66 and the tumble passage 64 is increased compared to the cut portions shown in FIGS. 13(b) and 14(b). ing. That is, the amount of connection between the tumble passage 64 and the main passage 66 at the cut positions of FIGS. 13(c) and 14(c) is The portions are bigger than they should be. More specifically, the tumble passage 64 and the main passage 66 are partitioned such that the main passage 66 extends downward to the side or side of the displacement 90 in the region where the displacement 90 extends in the direction of intake air flow. formed. This downward expansion of the main passageway 66 is performed in a direction opposite to the direction in which the offset 90 is biased, here on the left L side of the offset 90 . The downward expansion of the main passage 66 and the resulting fusion of the main passage 66 and the tumble passage 64 are more pronounced toward the downstream side of the deviation portion 90 .

Further, as shown in FIGS. 13 and 14, the second fuel injection valve 70, which is provided so as to inject the fuel F from the main passage 66 side toward the combustion chamber 20, has a biased portion 90. is provided to inject fuel in the direction opposite to the Therefore, the partition 62, particularly its offset 90, can be extended further downstream in the intake flow direction. Further, the tumble passage 64 is partitioned so that the deviation portion 90 is biased downstream in the biased direction. Therefore, the deviated portion 90 of the partition portion 62 extending further downstream in the direction of flow of the intake air can provide stronger directivity to the intake air from the tumble passage 64 .

In this way, the partition 62 completely partitions the main passage 66 and the tumble passage 64 at the partition body portion 92 on the upstream side, and has the offset portion 90 on the downstream side thereof to separate the main passage 66 from the tumble passage. It is designed to characterize the flow from the tumble passage 64 further downstream while providing a connection with the passage 64. In addition, the second fuel injection valve 70 is biased in the direction opposite to the direction in which the biased portion 90 is biased, here it is disposed on the opposite side in the width direction, and injects fuel in a direction different from that of the biased portion 90. , and fuel can be introduced substantially directly into the combustion chamber 20 via the intake valve port 28 . In other words, it is possible to ensure a good supply of fuel to the combustion chamber. Therefore, the offset portion 90, which is the downstream portion of the partition portion 62, can be extended further downstream. Therefore, the flow from the tumble passage 64 can be given a stronger directivity. This directivity is directed between the intake valve port 28 and the head portion 46a of the intake valve 46 when the valve is open so as to form a stronger tumble flow in the combustion chamber 20, so that the intake air from the tumble passage 64 A tumble flow can be preferably formed in the combustion chamber 20 .

The tumble passage 64 communicates with the main passage 66 downstream of the downstream edge of the partition portion 62, that is, the downstream edge 90d of the offset portion 90, so as to form a single intake passage connected to the combustion chamber 20. Additionally, the tumble passage 64 and the main passage 66 are defined. Thus, intake air from the tumble passage 64 can be introduced into the combustion chamber 20 together with intake air from the main passage 66, and the intake air from the single intake port 32, which is the single intake passage, will flow fuel into the combustion chamber 20. Feeding and formation of tumble flow can occur. In addition, this configuration can suppress an increase in the number of parts, and is excellent in terms of cost.

Although the embodiments and modifications thereof according to the present invention have been described above, the present invention is not limited thereto. Various substitutions and modifications may be made without departing from the spirit and scope of the invention as defined by the claims of this application.

In the above embodiment, the biased portion 90 is biased to the right, and the second fuel injection valve 70 is biased to the left. However, the arrangement is not limited to this, and the deflection portion 90 may be biased to the left and the second fuel injection valve 70 may be biased to the right.

10... internal combustion engine, 12... cylinder block, 14... cylinder head, 15... piston
20... Combustion chamber, 28... Intake valve port, 30... Exhaust valve port, 32... Intake port, 34... Exhaust port
38... Intake passage, 40... Throttle body, 46... Intake valve, 50... Exhaust valve
62... Partition, 64... Tumble passage (first intake passage), 66... Main passage (second intake passage)
68... First fuel injection valve, 70... Second fuel injection valve, 90... Deviation portion, 92... Partition body
M...3D model, S...Intake structure

Claims (8)

an intake passage (38) communicating with the combustion chamber (20);
a fuel injection valve (70) provided to inject fuel into the intake passage (38);
a partition (62) provided in the intake passage (38) so as to divide the intake passage (38) into a plurality of sections in the direction of the cylinder axis (C);
The partition (62) has, on the downstream side of the partition (62), an offset portion ( 90),
The offset portion (90) is biased in one direction in the width direction,
An intake structure (S) for an internal combustion engine (10), wherein the fuel injection valve (70) is provided to inject fuel in a direction different from the direction in which the deflection portion (90) is biased. ). When defining the direction from the crankshaft (17) side to the cylinder head (14) side in the direction of the cylinder axis (C) as the first direction,
The partition (62) extends in the direction of intake flow so as to divide the first intake passage (64) and the second intake passage (66) on the first direction side of the first intake passage (64). death,
The intake structure (S) for an internal combustion engine (10) according to claim 1, wherein the fuel injection valve (70) is provided to inject fuel from the second intake passage (66) side. ). When defining the direction from the crankshaft (17) side to the cylinder head (14) side in the direction of the cylinder axis (C) as the first direction,
The partition (62) extends in the direction of intake flow so as to divide the first intake passage (64) and the second intake passage (66) on the first direction side of the first intake passage (64). death,
The first intake passageway (64) and the second intake passageway (66) communicate with each other in the region where the deviation portion (90) extends in the intake air flow direction. 3. The intake structure (S) for an internal combustion engine (10) according to claim 1, wherein the second intake passage (66) is formed into a section. When the direction opposite to the first direction in the direction of the cylinder axis (C) is defined as the second direction,
In the region where the offset portion (90) extends in the intake flow direction, the second intake passage (66) extends in the second direction to the side of the offset portion (90). 4. The intake structure (S) for an internal combustion engine (10) according to claim 3, wherein the intake passage (64) and the second intake passage (66) are partitioned. 5. The fuel injection valve (70) according to any one of claims 1 to 4, characterized in that the fuel injection valve (70) is provided at a position biased in a direction opposite to the direction in which the biased portion (90) is biased. 2. An intake structure (S) for an internal combustion engine (10) according to . 6. The first intake passage (64) as set forth in any one of claims 1 to 5, characterized in that the first intake passage (64) is sectioned so as to deviate downstream in the direction in which the deviating portion (90) deviates. An intake structure (S) of an internal combustion engine (10). The intake structure (S) for an internal combustion engine (10) according to any one of claims 1 to 6, wherein the offset portion (90) is formed so as to narrow toward the downstream side. . The first intake passage (64) communicates with the second intake passage (66) downstream of the downstream edge (90d) of the partition (90) and is connected to the combustion chamber (20). 8. The internal combustion engine according to any one of claims 1 to 7, wherein the first intake passage (64) and the second intake passage (66) are partitioned so as to form a second intake passage. Intake structure (S) of engine (10).

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