JPH0131035B2 - - Google Patents
Info
- Publication number
- JPH0131035B2 JPH0131035B2 JP56069100A JP6910081A JPH0131035B2 JP H0131035 B2 JPH0131035 B2 JP H0131035B2 JP 56069100 A JP56069100 A JP 56069100A JP 6910081 A JP6910081 A JP 6910081A JP H0131035 B2 JPH0131035 B2 JP H0131035B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- valve
- valves
- center axis
- passages
- 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.)
- Expired
Links
- 238000010586 diagram Methods 0.000 description 4
- 238000002485 combustion reaction Methods 0.000 description 3
- 230000002093 peripheral effect Effects 0.000 description 2
- 238000005452 bending Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000009499 grossing Methods 0.000 description 1
- 230000000873 masking effect Effects 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/242—Arrangement of spark plugs or injectors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/12—Transmitting gear between valve drive and valve
- F01L1/14—Tappets; Push rods
- F01L1/143—Tappets; Push rods for use with overhead camshafts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
- F01L1/265—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder peculiar to machines or engines with three or more intake valves per cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
- F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
- F02F1/4221—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder particularly for three or more inlet 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
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B2023/085—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition using several spark plugs per cylinder
-
- 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
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/18—DOHC [Double overhead camshaft]
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F2001/244—Arrangement of valve stems in cylinder heads
- F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
Description
【発明の詳細な説明】
この発明は、３個以上の吸気バルブを有する４
サイクルエンジンの吸気装置に関するものであ
る。DETAILED DESCRIPTION OF THE INVENTION The present invention provides four intake valves having three or more intake valves.
This invention relates to an intake system for a cycle engine.
吸気バルブの吸気通路面積を大きくするため
に、複数の吸気バルブと複数の吸気通路とを設け
ることが従来より考えられている。特に３個以上
の吸気バルブを設ける場合、各吸気バルブと同数
の吸気通路を独立に連通させることは、シリンダ
ヘツドのスペース上の問題から困難である。そこ
で２本の吸気通路から３個以上の吸気バルブへ吸
気を供給することが考えられるが、この場合に
は、一般に吸気の流れが不均一になり易い。例え
ば３個のバルブのうち２個のバルブに１本の吸気
通路を連通し、他の１個のバルブに他の１本の吸
気通路を連通する場合には、各吸気通路の吸気流
量に差が生じ、エンジン回転速度の変化に対して
吸気の流れが変動して燃焼状態が大幅に変化す
る。このため低速から高速まで円滑に運転するこ
とが困難になる。またシリンダのボア中心を通る
ボア中心軸線上に例えば２個の吸気バルブを設
け、他の吸気バルブをこのボア中心軸線上に対し
て対称をなす位置に配設する場合において、２本
の各吸気通路をボア中心軸線上の２個の吸気バル
ブにそれぞれ別々に連通させると、各吸気通路の
曲率が同一にならない。この曲率の相違のために
やはり各吸気通路の吸気流量が不均一になり、回
転速度の変化に対して運転が円滑でなくなるとい
う不都合が生じる。 In order to increase the intake passage area of the intake valve, it has been conventionally considered to provide a plurality of intake valves and a plurality of intake passages. Particularly when three or more intake valves are provided, it is difficult to independently communicate the same number of intake passages as each intake valve, due to space constraints in the cylinder head. Therefore, it is conceivable to supply intake air from two intake passages to three or more intake valves, but in this case, the flow of intake air generally tends to become non-uniform. For example, if one intake passage is connected to two of the three valves and another intake passage is connected to the other valve, there will be a difference in the intake flow rate of each intake passage. occurs, and the intake air flow fluctuates in response to changes in engine speed, resulting in significant changes in combustion conditions. This makes it difficult to operate smoothly from low speed to high speed. Furthermore, in the case where, for example, two intake valves are provided on the bore center axis passing through the bore center of the cylinder, and other intake valves are arranged at positions symmetrical to this bore center axis, each of the two intake valves is If the passages are made to communicate separately with the two intake valves on the bore center axis, the curvatures of the intake passages will not be the same. Due to this difference in curvature, the intake air flow rate in each intake passage becomes non-uniform, resulting in an inconvenience that the operation is not smooth with respect to changes in rotational speed.
この発明はこのような事情に鑑みなされたもの
であり、１気筒につき３個以上の吸気バルブを備
え、シリンダのボア中心を通るボア中心軸線上付
近に少なくとも１個の前記吸気バルブを、また他
の前記吸気バルブを前記ボア中心軸線に対して対
称にそれぞれ配設した４サイクルエンジンにおい
て、吸気の流れを円滑にし各吸気バルブへ供給さ
れる吸気量を均一化することにより、低速から高
速まで円滑な運転を可能にする吸気装置を提供す
ることを目的とする。 The present invention has been made in view of the above circumstances, and includes three or more intake valves per cylinder, with at least one of the intake valves located near the bore center axis passing through the bore center of the cylinder; In a four-stroke engine in which the intake valves are arranged symmetrically with respect to the center axis of the bore, by smoothing the flow of intake air and equalizing the amount of intake air supplied to each intake valve, it is possible to smoothly run from low speed to high speed. The purpose of this invention is to provide an intake device that enables smooth operation.
この発明によればこの目的は、１気筒につき３
個以上の吸気バルブを備え、シリンダのボア中心
を通るボア中心軸線上付近に少くとも１個の前記
吸気バルブを、また他の前記吸気バルブを前記ボ
ア中心軸線に対して対称にそれぞれ配設した４サ
イクルエンジンにおいて、前記ボア中心軸線に対
し略対称に２本の吸気通路を形成し、これら各吸
気通路をこれらと同側に位置する前記吸気バルブ
および前記ボア中心軸線上付近の吸気バルブにそ
れぞれ連通させ、両吸気通路を前記ボア中心線上
付近の吸気バルブに連通させたことを特徴とする
４サイクルエンジンの吸気装置により達成され
る。以下図面に基づいてこの発明を詳細に説明す
る。 According to the invention, this purpose is achieved by 3 cylinders per cylinder.
At least one of the intake valves is arranged near the bore center axis passing through the bore center of the cylinder, and the other intake valves are arranged symmetrically with respect to the bore center axis. In a four-stroke engine, two intake passages are formed approximately symmetrically with respect to the bore center axis, and each of these intake passages is connected to the intake valve located on the same side as the intake passages and to the intake valve located near the bore center axis, respectively. This is achieved by an intake system for a four-stroke engine, characterized in that both intake passages are communicated with an intake valve near the center line of the bore. The present invention will be explained in detail below based on the drawings.
第１図はこの発明の一実施例におけるバルブの
配置図、第２図はその吸気通路の斜視図、第３図
は第１図における−線断面図である。第１図
において符号１０はシリンダ、１２はこのシリン
ダ１０のボア中心、１４はこのボア中心１２を通
るボア中心軸線であり、このボア中心軸線１４は
この実施例では対称軸ともなつている。１６，１
６Ａ〜１６Ｄは４個の吸気バルブであり、吸気バ
ルブ１６Ａはボア中心１２に位置し、吸気バルブ
１６Ｂはボア中心軸線１４上に位置する。また他
の吸気バルブ１６Ｃ，１６Ｄは、これらのボア中
心軸線１４上のバルブ１６Ａ，１６Ｂを挾むよう
に位置し、各バルブ１６Ａ〜１６Ｄはボア中心軸
線１４に対して対称となるように配設されてい
る。１８，１８Ａ〜１８Ｃは排気バルブであり、
排気バルブ１８Ａはボア中心軸線１４上であつて
前記吸気バルブ１６Ｂと反対側に位置し、また他
の排気バルブ１８Ｂ，１８Ｃは排気バルブ１８Ａ
を挾むように位置しボア中心軸線１４に対して対
称をなすように配設されている。２０，２０Ａ，
２０Ｂは点火栓である。これら点火栓２０Ａ，２
０Ｂは前記吸気バルブ１６Ａを挾みボア中心軸線
１４に対して対称をなすように配設されている。
２０，２０Ａ，２０Ｂは点火栓である。これら点
火栓２０Ａ，２０Ｂは前記吸気バルブ１６Ａを挾
みボア中心軸線１４に対して対称をなすように配
設されている。 1 is a layout diagram of a valve in an embodiment of the present invention, FIG. 2 is a perspective view of the intake passage, and FIG. 3 is a sectional view taken along the line -- in FIG. 1. In FIG. 1, reference numeral 10 is a cylinder, 12 is a bore center of this cylinder 10, and 14 is a bore center axis passing through this bore center 12, and this bore center axis 14 also serves as an axis of symmetry in this embodiment. 16,1
6A to 16D are four intake valves, the intake valve 16A is located at the bore center 12, and the intake valve 16B is located on the bore center axis 14. The other intake valves 16C and 16D are positioned to sandwich the valves 16A and 16B on the bore center axis 14, and each of the valves 16A to 16D is arranged symmetrically with respect to the bore center axis 14. There is. 18, 18A to 18C are exhaust valves,
The exhaust valve 18A is located on the bore center axis 14 on the opposite side to the intake valve 16B, and the other exhaust valves 18B and 18C are located on the opposite side of the intake valve 16B.
The bore center axis 14 is located so as to be sandwiched therebetween, and is arranged symmetrically with respect to the bore center axis 14. 20, 20A,
20B is a spark plug. These spark plugs 20A, 2
0B is arranged symmetrically with respect to the bore center axis 14, sandwiching the intake valve 16A.
20, 20A, and 20B are spark plugs. These spark plugs 20A, 20B are arranged symmetrically with respect to the bore center axis 14, sandwiching the intake valve 16A.
２２，２４は吸気通路である。これら吸気通路
２２，２４はボア中心軸線１４に対して対称とな
るようにシリンダヘツド２６に形成されている。
吸気通路２２はこの吸気通路２２と同側に位置す
る吸気バルブ１６Ｃに連通すると共に、その途中
から２本の通路が吸気の流動方向へ滑らかに分岐
し、この分岐通路２２Ａ，２２Ｂはボア中心軸線
１４上の吸気バルブ１６Ａ，１６Ｂに連通してい
る。吸気通路２４はこの吸気通路２４と同側に位
置する吸気バルブ１６Ｄに連通すると共に、その
途中から２本の通路が吸気の流動方向へ滑らかに
分岐し、この分岐通路２４Ａ，２４Ｂが吸気バル
ブ１６Ａ，１６Ｂに連通している。このため吸気
バルブ１６Ａ，１６Ｂには両方の吸気通路２２，
２４から均等に吸気が供給されることになる。 22 and 24 are intake passages. These intake passages 22 and 24 are formed in the cylinder head 26 so as to be symmetrical with respect to the bore center axis 14.
The intake passage 22 communicates with the intake valve 16C located on the same side as this intake passage 22, and two passages branch smoothly in the flow direction of the intake air from the middle thereof, and these branch passages 22A and 22B are connected to the bore center axis. It communicates with intake valves 16A and 16B on 14. The intake passage 24 communicates with the intake valve 16D located on the same side as the intake passage 24, and two passages smoothly branch in the flow direction of intake air from the middle thereof, and these branch passages 24A and 24B communicate with the intake valve 16A. , 16B. Therefore, the intake valves 16A, 16B have both intake passages 22,
Intake air is evenly supplied from 24.
２８，３０は排気通路であり、ボア中心軸線１
４に対し対称となるようにシリンダヘツド２６に
形成されている。排気通路２８は第１図に示すよ
うに、排気バルブ１８Ｂに連通すると共に、その
途中にはボア中心軸線１４上の排気バルブ１８Ａ
の排気を導く分岐通路２８Ａが合流している。排
気通路３０も同様に排気バルブ１８Ｃに連通する
と共に、その途中には排気バルブ１８Ａの排気を
導く分岐通路３０Ａが合流している。 28 and 30 are exhaust passages, and the bore center axis 1
The cylinder head 26 is formed symmetrically with respect to the cylinder head 26. As shown in FIG. 1, the exhaust passage 28 communicates with the exhaust valve 18B, and there is an exhaust valve 18A on the bore center axis 14 in the middle thereof.
A branch passage 28A that guides the exhaust gas joins together. The exhaust passage 30 similarly communicates with the exhaust valve 18C, and a branch passage 30A that guides the exhaust gas from the exhaust valve 18A joins therebetween.
４本の吸気バルブ１６Ａ〜１６Ｄは吸気通路２
２，２４側へ傾斜するように平行に配設され（第
３図参照）、これらは１個のバルブリフタ３２お
よびカム軸３４によつて一度開閉される。すなわ
ち各バルブ１６Ａ〜１６Ｄはそれぞれバルブスプ
リング３６（第３図では２個のみが表れている）
で閉じられているが、これら各バルブ１６Ａ〜１
６Ｄの弁軸端およびバルブスプリング３６を囲む
ように形成されたバルブリフタ３２は、各バルブ
１６Ａ〜１６Ｄの移動方向と平行に移動可能とな
るようにシリンダヘツド２６に保持され、このバ
ルブリフタ３２の上面に摺接するカム軸３４のカ
ム３８の回転によつてバルブリフタ３２が下降し
バルブ１６Ａ〜１６Ｄを一度に開くのである。 The four intake valves 16A to 16D are the intake passage 2.
They are arranged parallel to each other so as to be inclined toward the 2 and 24 sides (see FIG. 3), and are once opened and closed by a single valve lifter 32 and a camshaft 34. That is, each valve 16A to 16D has a valve spring 36 (only two are shown in FIG. 3).
However, each of these valves 16A to 1
A valve lifter 32 formed to surround the valve shaft end of the valve 6D and the valve spring 36 is held by the cylinder head 26 so as to be movable in parallel to the moving direction of each valve 16A to 16D. The valve lifter 32 is lowered by the rotation of the cam 38 of the camshaft 34 in sliding contact with the valve lifter 32 to open the valves 16A to 16D at once.
また３本の排気バルブ１８Ａ〜１８Ｃは排気通
路２８，３０側へ傾斜するように平行に配設さ
れ、これら排気バルブ１８Ａ〜１８Ｃも前記吸気
バルブ１６Ａ〜１６Ｄと同様に、１個のバルブリ
フタ４０およびカム軸４２によつて一度に開閉さ
れる。 Further, the three exhaust valves 18A to 18C are arranged in parallel so as to be inclined toward the exhaust passages 28 and 30, and these exhaust valves 18A to 18C also have one valve lifter 40 and one valve lifter 40, like the intake valves 16A to 16D. It is opened and closed at once by the camshaft 42.
今ピストン（図示せず）の吸気行程においてカ
ム軸３４のカム３８がバルブリフタ３２を第３図
で下方へ押圧すると、このバルブリフタ３２は各
吸気バルブ１６Ａ〜１６Ｄの弁軸端を下方へ押圧
しつつ下降する。このため吸気バルブ１６Ａ〜１
６Ｄは一度に開き始め、この時吸気通路２２，２
４から燃焼室内へ吸気が流入する。ボア中心軸線
１４から離れた各吸気バルブ１６Ｃ，１６Ｄへは
それぞれ吸気通路２２，２４から吸気が独立に流
れ、またボア中心軸線１４上の各吸気バルブ１６
Ａ，１６Ｂには各吸気通路２２，２４の分岐通路
２２Ａ，２４Ａおよび２２Ｂ，２４Ｂから吸気が
流れる。吸気通路２２，２４はボア中心軸１４に
対して対称に形成されているから、ボア中心軸線
１４上の吸気バルブ１６Ａ，１６Ｂには、それぞ
れ２本の吸気通路２２，２４から均等に半分づつ
吸気が供給されることになる。すなわち分岐通路
２２Ａ，２４Ａと分岐通路２２Ｂ，２４Ｂの断面
積、およびその曲率を適切に選定すれば、エンジ
ンの回転速度にほとんど関係なく全ての吸気バル
ブ１６Ａ〜１６Ｄに常に適量の吸気量を円滑に供
給することができる。 During the intake stroke of the piston (not shown), when the cam 38 of the camshaft 34 presses the valve lifter 32 downward as shown in FIG. descend. For this reason, the intake valves 16A-1
6D begins to open all at once, and at this time the intake passages 22, 2
Intake air flows into the combustion chamber from No. 4. Intake air flows independently from the intake passages 22 and 24 to each of the intake valves 16C and 16D located away from the bore center axis 14, and each intake valve 16 on the bore center axis 14
Intake air flows into A, 16B from branch passages 22A, 24A and 22B, 24B of each intake passage 22, 24. Since the intake passages 22 and 24 are formed symmetrically with respect to the bore center axis 14, the intake valves 16A and 16B on the bore center axis 14 receive an equal amount of intake air from the two intake passages 22 and 24, respectively. will be supplied. In other words, by appropriately selecting the cross-sectional area of the branch passages 22A, 24A and the branch passages 22B, 24B, and their curvatures, it is possible to always smoothly supply the appropriate amount of intake air to all intake valves 16A to 16D, almost regardless of the rotational speed of the engine. can be supplied.
ピストンの排気行程においてカム軸４２のカム
がバルブリフタ４０を押圧すれば、各排気バルブ
１８Ａ〜１８Ｃが同時に開く。従つてボア中心軸
線１４から離れた各排気バルブ１８Ｂ，１８Ｃを
通つた排気はそれぞれ異なる排気通路２８，３０
へ導かれ、またボア中心軸線１４上の排気バルブ
１８Ａを通つた排気は各分岐通路２８Ａ，３０Ａ
に半分づつ流れ、それぞれ排気通路２８，３０に
合流して排出される。 When the cam of the camshaft 42 presses the valve lifter 40 during the exhaust stroke of the piston, the exhaust valves 18A to 18C open simultaneously. Therefore, the exhaust gas passing through each exhaust valve 18B, 18C away from the bore center axis 14 is routed through different exhaust passages 28, 30, respectively.
The exhaust gas that has passed through the exhaust valve 18A on the bore center axis 14 is directed to each branch passage 28A, 30A.
Half of the air flows into the exhaust passages 28 and 30, respectively, and is discharged.
第４図はこの発明の他の実施例におけるバルブ
配置図である。この実施例は３個の吸気バルブ５
０Ａ〜５０Ｃと２個の排気バルブ５２Ａ，５２Ｂ
と、２個の点火栓５４Ａ，５４Ｂとを備え、１個
の吸気バルブ５０Ａがボア中心１２に位置し、他
の吸気バルブ５０Ｂ，５０Ｃと排気バルブ５２
Ａ，５２Ｂと、点火栓５４Ａ，５４Ｂとがボア中
心軸線１４に対し対称となるように配設されてい
る。５６，５８はボア中心軸線１４に対し対称に
形成された吸気通路である。吸気通路５６は吸気
バルブ５０Ｂに連通すると共に吸気の流れに滑ら
かに沿るように分岐し、この分岐通路５６Ａが中
央の吸気バルブ５０Ａに連通している。また吸気
通路５８も同様に吸気バルブ５０Ｃに連通すると
共に、吸気の流れに滑らかに沿うように分岐し、
この分岐通路５８Ａが中央の吸気バルブ５０Ａに
連通している。また排気バルブ５２Ａ，５２Ｂは
それぞれ独立に２本の排気通路６０，６２に連通
している。 FIG. 4 is a valve arrangement diagram in another embodiment of the invention. This embodiment has three intake valves 5
0A to 50C and two exhaust valves 52A, 52B
and two spark plugs 54A, 54B, one intake valve 50A is located at the bore center 12, the other intake valves 50B, 50C and the exhaust valve 52
A, 52B and spark plugs 54A, 54B are arranged symmetrically with respect to the bore center axis 14. Intake passages 56 and 58 are formed symmetrically with respect to the bore center axis 14. The intake passage 56 communicates with the intake valve 50B and branches so as to smoothly follow the flow of intake air, and this branch passage 56A communicates with the central intake valve 50A. In addition, the intake passage 58 similarly communicates with the intake valve 50C, and branches so as to smoothly follow the flow of intake air.
This branch passage 58A communicates with the central intake valve 50A. Further, the exhaust valves 52A and 52B are each independently connected to two exhaust passages 60 and 62.
以上の各実施例では１個の吸気バルブ１６Ａ，
５０Ａをそれぞれボア中心１２に設けたので、こ
のバルブ１６Ａ，５０Ａはシリンダ内周面から離
れることになる。このためこれらのバルブ１６
Ａ，５０Ａから燃焼室内へ吸気が流入する際に
は、この吸気の流れがシリンダ内周面に阻止され
ることがない。すなわちシリンダ内周面による一
種のマスキング効果が生じないので、吸気の流入
が一層円滑になり、エンジンの出力向上に適す
る。また前記各実施例では２個の点火栓２０Ａ，
２０Ｂ、あるいは５４Ａ，５４Ｂを設けたので混
合気の着火が確実になるが、この発明は１個の点
火栓を設ける場合にも適用可能なことは勿論であ
る。 In each of the above embodiments, one intake valve 16A,
Since the valves 50A are each provided at the bore center 12, the valves 16A and 50A are separated from the inner peripheral surface of the cylinder. For this reason, these valves 16
When the intake air flows into the combustion chamber from A, 50A, the flow of the intake air is not blocked by the inner peripheral surface of the cylinder. In other words, since a kind of masking effect due to the cylinder inner circumferential surface does not occur, intake air flows more smoothly, which is suitable for improving the output of the engine. Further, in each of the above embodiments, two spark plugs 20A,
20B or 54A and 54B ensure ignition of the air-fuel mixture, but it goes without saying that the present invention is also applicable to the case where one spark plug is provided.
この発明は以上のように、少なくも１個の吸気
バルブをボア中心軸線上付近に、他の吸気バルブ
をこのボア中心軸線に対し略対称にそれぞれ配設
した４サイクルエンジンにおいて、ボア中心軸線
に対して略対称に２本の吸気通路を形成し、これ
ら各吸気通路をこれらと同側に位置する吸気バル
ブおよびボア中心軸線上の吸気バルブにそれぞれ
連通させ、両吸気通路を共にボア中心軸線上付近
の吸気バルブに連通させたものであるから、２本
のボア中心軸線に対し略対称な吸気通路からはボ
ア中心軸線両側の吸気バルブに対してはほぼ真つ
すぐに吸気を供給でき、またボア中心軸線上の吸
気バルブに対しては吸気通路が曲がることにより
吸気が入りにくくなるが、これに対しては２本の
吸気通路から吸気を導くことにより、各吸気バル
ブに対する吸気量の均一化が可能となる。この結
果各吸気バルブに導かれる吸気量の均一化と、両
吸気通路に流れる吸気量の均一化とが図れる。従
つてエンジン回転速度の変化による吸気流の変動
が少なくなり、低速から高速まで常に円滑な運転
が可能になる。 As described above, the present invention provides a four-stroke engine in which at least one intake valve is arranged near the center axis of a bore, and other intake valves are arranged approximately symmetrically with respect to the center axis of the bore. Two intake passages are formed approximately symmetrically with respect to each other, and each of these intake passages is communicated with an intake valve located on the same side as these and an intake valve on the bore center axis, and both intake passages are both aligned on the bore center axis. Since it communicates with the nearby intake valves, intake air can be supplied almost straight to the intake valves on both sides of the bore center axis from the intake passages that are approximately symmetrical about the two bore center axes. The bending of the intake passage makes it difficult for intake air to enter the intake valves located on the center axis of the bore, but by guiding intake air through two intake passages, the amount of intake air to each intake valve is made uniform. becomes possible. As a result, the amount of intake air guided to each intake valve can be made uniform, and the amount of intake air flowing into both intake passages can be made equal. Therefore, fluctuations in the intake air flow due to changes in engine speed are reduced, and smooth operation is always possible from low speeds to high speeds.
第１図はこの発明の一実施例におけるバルブ配
置図、第２図はその吸気通路の斜視図、第３図は
第１図における−線断面図、また第４図はこ
の発明の他の実施例におけるバルブ配置図であ
る。
１０……シリンダ、１２……ボア中心、１４…
…ボア中心軸線、１６Ａ〜１６Ｄ，５０Ａ〜５０
Ｃ……吸気バルブ、２２，２４，５６，５８……
吸気通路。
FIG. 1 is a valve arrangement diagram in one embodiment of the present invention, FIG. 2 is a perspective view of the intake passage, FIG. 3 is a sectional view taken along the line -- in FIG. 1, and FIG. 4 is another embodiment of the present invention. It is a valve layout diagram in an example. 10...Cylinder, 12...Bore center, 14...
...Bore center axis, 16A~16D, 50A~50
C... Intake valve, 22, 24, 56, 58...
intake passage.
Claims (1)
シリンダのボア中心を通るボア中心軸線上付近に
少くとも１個の前記吸気バルブを、また他の前記
吸気バルブを前記ボア中心軸線に対して対称にそ
れぞれ配設した４サイクルエンジンにおいて、 前記ボア中心軸線に対し略対称に２本の吸気通
路を形成し、これら各吸気通路をこれらを同側に
位置する前記吸気バルブおよび前記ボア中心軸線
上付近の吸気バルブにそれぞれ連通させ、両吸気
通路を前記ボア中心線上付近の吸気バルブに連通
させたことを特徴とする４サイクルエンジンの吸
気装置。[Claims] 1. Three or more intake valves per cylinder,
In a four-stroke engine, in which at least one of the intake valves is arranged near the bore center axis passing through the bore center of the cylinder, and the other intake valves are arranged symmetrically with respect to the bore center axis, the bore center Two intake passages are formed approximately symmetrically with respect to the axis, and each of these intake passages is communicated with the intake valve located on the same side and the intake valve located near the center axis of the bore, and both intake passages are connected to the intake valve located on the same side. An intake system for a four-stroke engine, characterized in that the intake system communicates with an intake valve near the center line of the bore.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6910081A JPS57183553A (en) | 1981-05-08 | 1981-05-08 | Intake device of 4-cycle engine |
| US06/704,155 US4658780A (en) | 1981-05-08 | 1985-02-22 | Four cycle internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6910081A JPS57183553A (en) | 1981-05-08 | 1981-05-08 | Intake device of 4-cycle engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57183553A JPS57183553A (en) | 1982-11-11 |
| JPH0131035B2 true JPH0131035B2 (en) | 1989-06-22 |
Family
ID=13392859
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6910081A Granted JPS57183553A (en) | 1981-05-08 | 1981-05-08 | Intake device of 4-cycle engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS57183553A (en) |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3469309D1 (en) * | 1983-11-25 | 1988-03-17 | Honda Motor Co Ltd | Multiple-valved internal combustion engine |
| JPS60216012A (en) * | 1984-04-11 | 1985-10-29 | Yamaha Motor Co Ltd | Valve drive mechanism in internal-combustion engine |
| JPS6119632U (en) * | 1984-07-10 | 1986-02-04 | トヨタ自動車株式会社 | double intake valve engine |
| JPS6134344A (en) * | 1984-07-27 | 1986-02-18 | Yamaha Motor Co Ltd | Intake device for internal-combustion engine |
| JPS6149121A (en) * | 1984-08-16 | 1986-03-11 | Yamaha Motor Co Ltd | 4 stroke internal-combustion engine |
| US4617896A (en) * | 1985-03-14 | 1986-10-21 | Yamaha Hatsudoki Kabushiki Kaisha | Internal combustion engine having three intake valves per cylinder |
| JPH0656105B2 (en) * | 1985-08-05 | 1994-07-27 | 株式会社エツチ・ケ−・エス | Engine intake and exhaust system |
| DE3909837A1 (en) * | 1989-03-25 | 1990-09-27 | Audi Ag | SUCTION PIPE SYSTEM FOR A MULTI-CYLINDER INTERNAL COMBUSTION ENGINE |
| US5950582A (en) * | 1998-06-08 | 1999-09-14 | Ford Global Technologies, Inc. | Internal combustion engine with variable camshaft timing and intake valve masking |
| US5960755A (en) * | 1998-06-09 | 1999-10-05 | Ford Global Technologies, Inc. | Internal combustion engine with variable camshaft timing and variable duration exhaust event |
| US5957096A (en) * | 1998-06-09 | 1999-09-28 | Ford Global Technologies, Inc. | Internal combustion engine with variable camshaft timing, charge motion control valve, and variable air/fuel ratio |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS569637A (en) * | 1979-06-07 | 1981-01-31 | Cummins Engine Co Inc | Energy conservation exhaust passage for internal combustion engine |
| JPS5638509A (en) * | 1979-09-06 | 1981-04-13 | Honda Motor Co Ltd | Driving device for suction and exhaust valve cam shaft of four-cycle internal combustion engine |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6118200Y2 (en) * | 1978-04-17 | 1986-06-03 |
-
1981
- 1981-05-08 JP JP6910081A patent/JPS57183553A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS569637A (en) * | 1979-06-07 | 1981-01-31 | Cummins Engine Co Inc | Energy conservation exhaust passage for internal combustion engine |
| JPS5638509A (en) * | 1979-09-06 | 1981-04-13 | Honda Motor Co Ltd | Driving device for suction and exhaust valve cam shaft of four-cycle internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57183553A (en) | 1982-11-11 |
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