JPH01267313A - Intake device for internal combustion engine - Google Patents
Intake device for internal combustion engineInfo
- Publication number
- JPH01267313A JPH01267313A JP63095282A JP9528288A JPH01267313A JP H01267313 A JPH01267313 A JP H01267313A JP 63095282 A JP63095282 A JP 63095282A JP 9528288 A JP9528288 A JP 9528288A JP H01267313 A JPH01267313 A JP H01267313A
- Authority
- JP
- Japan
- Prior art keywords
- intake passage
- intake
- valve
- primary
- opening
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000002485 combustion reaction Methods 0.000 title claims description 8
- 230000002093 peripheral effect Effects 0.000 claims abstract description 8
- 230000000694 effects Effects 0.000 abstract description 11
- 239000000446 fuel Substances 0.000 description 4
- 238000011144 upstream manufacturing Methods 0.000 description 3
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
- F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0268—Valves
- F02B27/0278—Multi-way valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0268—Valves
- F02B27/0284—Rotary slide valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0231—Movable ducts, walls or the like
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
- F02B27/0263—Plenum chambers; Resonance chambers or resonance pipes the plenum chamber and at least one of the intake ducts having a common wall, and the intake ducts wrap partially around the plenum chamber, i.e. snail-type
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
Description
【発明の詳細な説明】
Ａ０発明の目的
（１）産業上の利用分野
本発明は内燃機関の吸気装置、特にシリンダヘッドの吸
気ポートに接続される１次吸気路と、この１次吸気路の
途中に接続される２次吸気路と、この２次吸気路を開閉
する開閉弁とからなり、この開閉弁を機関の運転条件に
応じて開閉することにより、その条件に最適な吸気慣性
効果を生じさせて充填効率を高め、これにより機関の広
い運転域に亘りその出力性能を向上させるようにした吸
気装置の改良に関する。Detailed Description of the Invention A0 Object of the Invention (1) Industrial Field of Application The present invention relates to an intake system of an internal combustion engine, particularly a primary intake passage connected to an intake port of a cylinder head, and a primary intake passage connected to an intake port of a cylinder head. It consists of a secondary intake passage connected midway, and an on-off valve that opens and closes this secondary intake passage.By opening and closing this on-off valve according to the operating conditions of the engine, the optimal intake inertia effect is achieved for those conditions. The present invention relates to an improvement in an air intake system that improves the charging efficiency by increasing the charging efficiency, thereby improving the output performance over a wide operating range of the engine.
（２）従来の技術
従来のか−る吸気装置では、２次吸気路の開閉のために
、該吸気路にバタフライ型の開閉弁を設置している（た
とえば特開昭５７−１１０７６５号公報参照）。(2) Prior Art In the conventional intake system, a butterfly-type opening/closing valve is installed in the intake passage to open and close the secondary intake passage (for example, see Japanese Patent Application Laid-open No. 110765/1983). .
（３）発明が解決しようとする課題
上記のような従来装置では、２次吸気路の開閉弁を１次
吸気路に近づけて配置しても、それがバタフライ型であ
るため、開閉弁により２次吸気路を閉鎖したときには、
２次吸気路の下流側に１次吸気路と連通ずる部分がどう
しても、残存し、この残存部分が１次吸気路に干渉して
、１次吸気路を移動する空気柱を乱し、吸気慣性効果を
減衰させる原因となる。(3) Problems to be Solved by the Invention In the conventional device as described above, even if the on-off valve of the secondary intake passage is placed close to the primary intake passage, because it is a butterfly type, the on-off valve Next, when the intake passage is closed,
A portion that communicates with the primary intake path inevitably remains on the downstream side of the secondary intake path, and this remaining portion interferes with the primary intake path, disturbs the air column moving through the primary intake path, and reduces intake inertia. This causes the effect to decrease.
本発明は、か＼る事情に鑑みてなされたもので、２次吸
気路の閉鎖時には、該吸気路が１次吸気路に干渉しない
ようにした内燃機関の吸気装置を提供することを目的と
する。The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an intake system for an internal combustion engine in which the intake passage does not interfere with the primary intake passage when the secondary intake passage is closed. do.
Ｂ０発明の構成
（１）課題を解決するための手段
上記目的を達成するために、本発明は、内孔が１次吸気
路に連続する円筒形の開閉弁を、これが１次吸気路の軸
線周りに開き位置と閉じ位置との間を回転し得るよう１
次吸気路に設置し、この開閉弁の周壁に、その開き位置
では２次吸気路の、１次吸気路への開口部と合致するが
、閉じ位置では該開口部からずれる弁孔を穿設したこと
を特徴とする。B0 Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, the present invention provides a cylindrical opening/closing valve whose inner hole is continuous with the primary intake passage. 1 so that it can rotate between the open and closed positions.
Installed in the secondary intake passage, a valve hole is drilled in the peripheral wall of this on-off valve, which matches the opening of the secondary intake passage to the primary intake passage in the open position, but deviates from the opening in the closed position. It is characterized by what it did.
（２）作 用
上記構成によれば、円筒状開閉弁の閉じ位置では、その
周壁により２次吸気路の、１次吸気路への開口部が閉じ
られるから、２次吸気路の下流側には１次吸気路と連通
ずる部分が全くなく、したがって２次吸気路が１次吸気
路に干渉することを防止することができる。(2) Effect According to the above configuration, in the closed position of the cylindrical on-off valve, the opening of the secondary intake passage to the primary intake passage is closed by the peripheral wall of the cylindrical on-off valve, so that the opening of the secondary intake passage to the primary intake passage is closed. Since there is no part that communicates with the primary intake passage, it is possible to prevent the secondary intake passage from interfering with the primary intake passage.
しかも、円筒状開閉弁は１次吸気路に設置されるも、そ
の内孔が１次吸気路に連続しているから１次吸気路の吸
気抵抗を増加させることもない。Furthermore, although the cylindrical on-off valve is installed in the primary intake passage, since its inner hole is continuous with the primary intake passage, it does not increase the intake resistance of the primary intake passage.
（３）実施例
以下、図面により本発明の一実施例について説明すると
、第１図において、多気筒内燃機関Ｅのシリンダへラド
１には、各気筒に対応する燃焼室２と、この燃焼室２に
開口する吸気ポート３が形成されており、この吸気ポー
ト３の下流端は吸気弁４により開閉される。(3) Embodiment Hereinafter, an embodiment of the present invention will be explained with reference to the drawings. In FIG. 1, a cylinder head 1 of a multi-cylinder internal combustion engine E has a combustion chamber 2 corresponding to each cylinder, and a combustion chamber 2 corresponding to each cylinder. An intake port 3 is formed which opens into the engine 2, and the downstream end of this intake port 3 is opened and closed by an intake valve 4.
吸気ポート３の上流端が開口するシリンダヘッド１の外
側面には吸気マニホールド５が結着され、またこの吸気
マニホールド５の上流端には、吸気道７に絞弁８を備え
るスロットルボディ６が結着される。An intake manifold 5 is connected to the outer surface of the cylinder head 1 where the upstream end of the intake port 3 is open, and a throttle body 6 having a throttle valve 8 in the intake path 7 is connected to the upstream end of the intake manifold 5. It will be worn.
吸気マニホールド５には、スロットルボディ６の吸気道
７に連なる、各気筒に共通の吸気室１０と、各気筒毎に
この吸気室１０の一側部と吸気ポート３との間を結ぶ１
次吸気路１１と、吸気室１０の他側部と１次吸気路１１
の中間部とを結ぶ２次吸気路１２とが形成されている。The intake manifold 5 includes an intake chamber 10 that is common to each cylinder and connected to the intake passage 7 of the throttle body 6, and an intake chamber 10 that connects one side of the intake chamber 10 and the intake port 3 for each cylinder.
The secondary intake passage 11, the other side of the intake chamber 10, and the primary intake passage 11
A secondary intake passage 12 is formed which connects the intermediate portion of the main body.
こ−で、吸気ポート３及び１次吸気路１１の断面積と総
合長さは、機関の低速回転域で最適の吸気慣性効果が得
られる値に設定される。また２次吸気路１２の断面積と
長さは、吸気ポート３．１次及び２次吸気路１１．１２
を合わせたときの等価断面積、等価管長が機関の高速回
転域で最適の吸気慣性効果が得られる値になるように設
定される。Here, the cross-sectional area and overall length of the intake port 3 and the primary intake passage 11 are set to values that provide the optimum intake inertia effect in the low speed rotation range of the engine. In addition, the cross-sectional area and length of the secondary intake passage 12 are as follows: intake port 3. primary and secondary intake passage 11.
The equivalent cross-sectional area and equivalent pipe length are set so that the optimum intake inertia effect can be obtained in the engine's high-speed rotation range.
１次吸気路１１の中間部には、２次吸気路１２の、１次
吸気路１１への開口部１２ａを開閉する回転弁１３即ち
開閉弁が設けられる。この回転弁１３は中空の円筒形を
していて、その内孔１３ａが１次吸気路１１の上流部及
び下流部に連続するように設置され、そして一対のシー
ル付軸受１４゜１４を介して吸気マニホールド５に１次
吸気路１１の軸線周りに回転自在に支承される。A rotary valve 13 , that is, an on-off valve that opens and closes an opening 12 a of the secondary intake passage 12 to the primary intake passage 11 is provided in an intermediate portion of the primary intake passage 11 . This rotary valve 13 has a hollow cylindrical shape, and is installed so that its inner hole 13a is continuous with the upstream and downstream parts of the primary intake passage 11, and is connected to the rotary valve 13 through a pair of sealed bearings 14. It is rotatably supported by the intake manifold 5 around the axis of the primary intake passage 11 .
上記両軸受１４．１４間において、回転弁１３の周壁に
は２次吸気路１２の開口部１２ｂと合致し得る弁孔１５
が穿設されている。Between the two bearings 14 and 14, the peripheral wall of the rotary valve 13 has a valve hole 15 that can match the opening 12b of the secondary intake passage 12.
is drilled.
而して、回転弁１３は開き位置石閉じ位置の間を回転し
得るもので、その開き位置では、第２図に示すように弁
孔１５が開口部１２ａと完全に合致して２次吸気路１２
を全開状態にし、また閉じ位置では、第３図に示すよう
に弁孔１５が開口部１２ａから完全にずれて２次吸気路
１２を閉鎖状態にし、またその中間位置では２次吸気路
１２を適度に開くことができる。The rotary valve 13 can rotate between an open position and a closed position, and in the open position, the valve hole 15 is completely aligned with the opening 12a as shown in FIG. Road 12
In the closed position, the valve hole 15 is completely displaced from the opening 12a to close the secondary intake passage 12, as shown in FIG. 3, and in the intermediate position, the secondary intake passage 12 is closed. Can be opened appropriately.
次に回転弁１３の駆動手段について説明する。Next, the driving means for the rotary valve 13 will be explained.
回転弁１３の一端には傘形のリングギヤ１６が形成され
、これに同じく傘形のピニオンギヤ１７が噛合される。An umbrella-shaped ring gear 16 is formed at one end of the rotary valve 13, and an umbrella-shaped pinion gear 17 is meshed with the ring gear 16.
これらギヤ１６．１７は、１次吸気路１１の吸気抵抗と
ならないよう、１次吸気路１１の内面より凹入して形成
されたギヤ室１８に収容される。ピニオンギヤ１７は、
１次吸気路１■を横切って吸気マニホールド５に回転自
在に支承される細径の駆動軸１９に固設されており、こ
の駆動軸１９は電動モータ等のアクチュエータ２０によ
り駆動されるようになっている。These gears 16 and 17 are housed in a gear chamber 18 that is recessed from the inner surface of the primary intake passage 11 so as not to cause intake resistance to the primary intake passage 11 . The pinion gear 17 is
It is fixed to a small-diameter drive shaft 19 that is rotatably supported by the intake manifold 5 across the primary intake passage 1■, and this drive shaft 19 is driven by an actuator 20 such as an electric motor. ing.
尚、第１図中２１は燃料噴射ノズルを示す。Note that 21 in FIG. 1 indicates a fuel injection nozzle.
次にこの実施例の作用を説明する。Next, the operation of this embodiment will be explained.
機関の低速運転時には、アクチュエータ２０は不作動状
態にあって回転弁１３を閉じ位置に保持し、２次吸気路
１２を閉鎖している。したがって、機関の吸気行程では
、スロットルボディ６の吸気道７に流入する空気が絞弁
８で流量制御された後、吸気室１０に移り、二＼から各
気筒の１次吸気路１１へ分配され、そして吸気ポート３
を経て対応する気筒内に吸入される。この間に、噴射ノ
ズル２１から燃料が吸気ポート３に向って噴射され、こ
の噴射燃料は上記空気と共に気筒内に吸入される。When the engine is operating at low speed, the actuator 20 is inactive, holding the rotary valve 13 in a closed position and closing the secondary intake passage 12. Therefore, during the intake stroke of the engine, the air flowing into the intake path 7 of the throttle body 6 is flow-controlled by the throttle valve 8, then moves to the intake chamber 10, and is distributed from the 2\ to the primary intake path 11 of each cylinder. , and intake port 3
It is then sucked into the corresponding cylinder. During this time, fuel is injected from the injection nozzle 21 toward the intake port 3, and this injected fuel is sucked into the cylinder together with the air.
このように機関の低速運転時には、その吸気のために１
次吸気路１１及び吸気ポート３が使用されるため、予定
された最適の吸気慣性効果が生じる。In this way, when the engine is operating at low speed, 1
Since the secondary intake passage 11 and the intake port 3 are used, a predetermined optimal intake inertia effect occurs.
特にこの場合、２次吸気路１２の、１次吸気路１１への
開口部１２ａが回転弁１３の周壁により閉鎖されるので
、２次吸気路１２全体が１次吸気路１１と遮断状態にお
かれ、したがって１次吸気路１１を移動する気柱が２次
吸気路１２により乱されることがなく、しかも内孔１３
ａが１次吸気路１１と連続する回転弁１３は１次吸気路
１１の吸気抵抗を増加させることもないから、吸気慣性
効果が顕著に現われる。その結果、機関の充填効率が効
果的に高められ、満足すべき低速出力性能が得られる。Particularly in this case, since the opening 12a of the secondary intake passage 12 to the primary intake passage 11 is closed by the peripheral wall of the rotary valve 13, the entire secondary intake passage 12 is cut off from the primary intake passage 11. Therefore, the air column moving through the primary intake passage 11 is not disturbed by the secondary intake passage 12, and moreover, the air column moving through the primary intake passage 11 is not disturbed by the inner hole 13.
Since the rotary valve 13 whose point a is continuous with the primary intake passage 11 does not increase the intake resistance of the primary intake passage 11, the intake inertia effect appears significantly. As a result, the charging efficiency of the engine is effectively increased and satisfactory low-speed power performance is obtained.
機関が低速運転域から更に回転数を上げていくと、アク
チュエータ２０の作動により駆動軸１９が回転し、ピニ
オンギヤ１７を介してリングギヤ１６を駆動し、回転弁
１３を開き方向へ回転させていく。そして機関が所定の
高速運転状態に達すると、回転弁１３は開き位置に達し
、２次吸気路１２を全開状態にする。したがって機関の
吸入行程時、吸気室１０に流入した空気は、第１．第２
両吸気路１１．１２を通り、そして噴射燃料を伴って吸
気ポート３を通過し、対応する気筒内に吸入される。When the engine speed increases further from the low speed operating range, the actuator 20 operates to rotate the drive shaft 19, driving the ring gear 16 via the pinion gear 17, and rotating the rotary valve 13 in the opening direction. When the engine reaches a predetermined high-speed operating state, the rotary valve 13 reaches the open position and the secondary intake passage 12 is fully opened. Therefore, during the intake stroke of the engine, the air that flows into the intake chamber 10 flows into the first. Second
It passes through both intake channels 11, 12 and, together with the injected fuel, through the intake port 3 and is drawn into the corresponding cylinder.
このように機関の高速運転時には、吸気のために両吸気
路１１．１２及び吸気ポート３が使用されるため、予定
された最適の吸気慣性効果が生じ、その結果、機関の充
填効率が向上し、満足すべき高速出力性能が得られる。During high-speed operation of the engine, both intake channels 11, 12 and the intake port 3 are thus used for intake, resulting in a predetermined optimum intake inertia effect, which results in an increased filling efficiency of the engine. , satisfactory high-speed output performance can be obtained.
また、回転弁１３の中間開度位置では、２次吸気路１２
も適度に吸気に関与し、機関の中速運転域での出力性能
の落込みや段付をなだらかにすることができる。In addition, at the intermediate opening position of the rotary valve 13, the secondary intake passage 12
It is also moderately involved in the intake air, making it possible to smooth out drops and steps in output performance in the engine's medium-speed operating range.
Ｃ０発明の効果
以上のように本発明によれば、内孔が１次吸気路に連続
する円筒形の開閉弁を、これが１次吸気路の軸線周りに
開き位置と閉じ位置との間を回転し得るよう１次吸気路
に設置し、この開閉弁の周壁に、その開き位置では２次
吸気路の、１次吸気路への開口部と合致するが、閉じ位
置では該開口部からずれる弁孔を穿設したので、開閉弁
による２次吸気路の閉鎖時には、２次吸気路の下流側に
１次吸気路と連通ずる部分が残存せず、また開閉弁が１
次吸気路の吸気抵抗を増加させないこと〜相俟って、１
次吸気路において顕著な慣性効果を生じさせ、機関の出
力性能の向上に大いに寄与することができる。C0 Effects of the Invention As described above, according to the present invention, a cylindrical opening/closing valve whose inner hole is continuous with the primary intake passage is rotated between the open position and the closed position around the axis of the primary intake passage. A valve is installed on the peripheral wall of the on-off valve so as to be able to do so, and which, in its open position, coincides with the opening of the secondary intake passage to the primary intake passage, but in its closed position, deviates from the opening. Because the hole is drilled, when the secondary intake passage is closed by the on-off valve, there is no remaining part of the secondary intake passage that communicates with the primary intake passage on the downstream side, and the on-off valve is
Do not increase the intake resistance of the next intake passage.
A significant inertial effect is produced in the secondary intake passage, which can greatly contribute to improving the output performance of the engine.
図面は本発明の一実施例を示すもので、第１図は開閉弁
の開き状態で示した吸気装置の縦断側面図、第２図は第
１図の■矢視図、第３図は第１図の■−■線断面図、第
４図は開閉弁の閉じ状態を示す、第３図と同様の断面図
である。
１・・・シリンダヘッド、３・・・吸気ポート、１０・
・・吸気室、１１．１２・ １次、２次吸気路、１２ａ
・・・開口部、１３・・・開閉弁としての回転弁、１３
ａ・・・内孔
特許出願人 本田技研工業株式会社
代理人 弁理士 落 合 襞間
１） 中 隆 秀第４図
第３図The drawings show one embodiment of the present invention, in which Fig. 1 is a longitudinal cross-sectional side view of the intake device shown with the on-off valve in the open state, Fig. 2 is a view taken in the direction of the ■ arrow in Fig. 1, and FIG. 4 is a sectional view similar to FIG. 3, showing the closed state of the on-off valve. 1... Cylinder head, 3... Intake port, 10.
・・Intake chamber, 11.12・Primary, secondary intake path, 12a
...Opening portion, 13...Rotary valve as an on-off valve, 13
a... Inner hole patent applicant Honda Motor Co., Ltd. agent Patent attorney Fumima Ochiai
1) Takashi Naka, Figure 4, Figure 3
Claims (1)
、この１次吸気路の途中に接続される２次吸気路と、こ
の２次吸気路を開閉する開閉弁とからなる、内燃機関の
吸気装置において、内孔が１次吸気路に連続する円筒形
の開閉弁を、これが１次吸気路の軸線周りに開き位置と
閉じ位置との間を回転し得るよう１次吸気路に設置し、
この開閉弁の周壁に、その開き位置では２次吸気路の、
１次吸気路への開口部と合致するが、閉じ位置では該開
口部からずれる弁孔を穿設したことを特徴とする、内燃
機関の吸気装置。The intake air of an internal combustion engine consists of a primary intake passage connected to the intake port of the cylinder head, a secondary intake passage connected in the middle of this primary intake passage, and an on-off valve that opens and closes this secondary intake passage. In the apparatus, a cylindrical on-off valve whose inner hole is continuous with the primary intake passage is installed in the primary intake passage so that the valve can rotate between an open position and a closed position around the axis of the primary intake passage,
On the peripheral wall of this on-off valve, in the open position, the secondary intake passage is
An intake system for an internal combustion engine, characterized in that it is provided with a valve hole that coincides with the opening to the primary intake channel, but is offset from the opening in the closed position.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63095282A JPH01267313A (en) | 1988-04-18 | 1988-04-18 | Intake device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63095282A JPH01267313A (en) | 1988-04-18 | 1988-04-18 | Intake device for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH01267313A true JPH01267313A (en) | 1989-10-25 |
Family
ID=14133419
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63095282A Pending JPH01267313A (en) | 1988-04-18 | 1988-04-18 | Intake device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH01267313A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4132624A1 (en) * | 1991-10-01 | 1993-04-08 | Gunter Stoetzel | Variable flow inlet manifold for optimum operation over range of speeds of IC engine - has widened duct near to engine with additional inlet ports regulated by rotating sleeve shutter |
| WO1998032958A1 (en) * | 1997-01-24 | 1998-07-30 | Filterwerk Mann+Hummel Gmbh | Process for regulating air consumption in the intake tract of an internal combustion engine and intake pipe for carrying out the process |
| DE19737729A1 (en) * | 1997-08-29 | 1999-03-04 | Knecht Filterwerke Gmbh | Inlet manifold for internal combustion engine |
| DE19819931A1 (en) * | 1998-05-05 | 1999-11-11 | Knecht Filterwerke Gmbh | Induction tract for internal combustion engine |
| EP1674691A2 (en) | 2004-12-22 | 2006-06-28 | MAHLE Filtersysteme GmbH | Air intake device of internal combustion engine |
| WO2008101901A1 (en) * | 2007-02-21 | 2008-08-28 | Norbert Kreyer | Intake manifold arrangement for internal combustion engines |
-
1988
- 1988-04-18 JP JP63095282A patent/JPH01267313A/en active Pending
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4132624A1 (en) * | 1991-10-01 | 1993-04-08 | Gunter Stoetzel | Variable flow inlet manifold for optimum operation over range of speeds of IC engine - has widened duct near to engine with additional inlet ports regulated by rotating sleeve shutter |
| WO1998032958A1 (en) * | 1997-01-24 | 1998-07-30 | Filterwerk Mann+Hummel Gmbh | Process for regulating air consumption in the intake tract of an internal combustion engine and intake pipe for carrying out the process |
| DE19737729A1 (en) * | 1997-08-29 | 1999-03-04 | Knecht Filterwerke Gmbh | Inlet manifold for internal combustion engine |
| DE19819931A1 (en) * | 1998-05-05 | 1999-11-11 | Knecht Filterwerke Gmbh | Induction tract for internal combustion engine |
| DE19819931B4 (en) * | 1998-05-05 | 2007-08-09 | Mahle Filtersysteme Gmbh | Intake tract of an internal combustion engine |
| EP1674691A2 (en) | 2004-12-22 | 2006-06-28 | MAHLE Filtersysteme GmbH | Air intake device of internal combustion engine |
| WO2008101901A1 (en) * | 2007-02-21 | 2008-08-28 | Norbert Kreyer | Intake manifold arrangement for internal combustion engines |
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