JPH0154546B2 - - Google Patents
Info
- Publication number
- JPH0154546B2 JPH0154546B2 JP56080768A JP8076881A JPH0154546B2 JP H0154546 B2 JPH0154546 B2 JP H0154546B2 JP 56080768 A JP56080768 A JP 56080768A JP 8076881 A JP8076881 A JP 8076881A JP H0154546 B2 JPH0154546 B2 JP H0154546B2
- Authority
- JP
- Japan
- Prior art keywords
- passage
- primary
- cylinder
- cylinders
- intake
- 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
- 238000002485 combustion reaction Methods 0.000 claims description 10
- 230000006698 induction Effects 0.000 claims description 8
- 238000011144 upstream manufacturing Methods 0.000 claims description 2
- 239000000446 fuel Substances 0.000 description 5
- 241000234435 Lilium Species 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 239000006200 vaporizer Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
- F02D17/02—Cutting-out
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Characterised By The Charging Evacuation (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Description
【発明の詳細な説明】
この発明は内燃機関の吸気装置に係り、特に多
気筒内然機関の半数の気筒を１次側とし、残る半
数を２次側とし、低負荷域においては１次側の気
筒を主に稼動させ、高負荷域においては２次側の
気筒をも稼動するようにした熱効率のよい内燃機
関の吸気装置に関する。Detailed Description of the Invention The present invention relates to an intake system for an internal combustion engine, and in particular, half of the cylinders in a multi-cylinder internal engine are used as the primary side, and the remaining half are used as the secondary side. The present invention relates to an intake system for an internal combustion engine with good thermal efficiency, which mainly operates the cylinders of the engine, and also operates the cylinders on the secondary side in a high load range.
従来、例えば４気筒内燃機関において夫々の吸
気通路は、気化器の１次側と２次側とに通じてお
り、このため低負荷域において各吸気通路には
夫々少量の吸気が流れることとなり、体積効率も
悪く、熱効率も良く無く、また吸気通路中の吸気
は流速が遅いため燃焼性が悪く、燃費率も悪いも
のであつた。 Conventionally, for example, in a four-cylinder internal combustion engine, each intake passage communicates with the primary side and the secondary side of the carburetor. Therefore, in a low load range, a small amount of intake air flows through each intake passage. The volumetric efficiency was poor, the thermal efficiency was not good, and the flow velocity of the intake air in the intake passage was slow, resulting in poor combustibility and poor fuel efficiency.
そこでこの発明の目的は、特に低負荷域におい
て、燃焼性が良好で、燃費率も良く、体積効率も
良く、熱効率の高い内燃機関の吸気装置を実現す
るにある。 Therefore, an object of the present invention is to realize an intake system for an internal combustion engine that has good combustibility, good fuel efficiency, good volumetric efficiency, and high thermal efficiency, especially in a low load range.
以下図面に基づいてこの発明の実施例を説明す
る。第１，２図において、２は気化器であり、該
気化器は先に稼動する１次側１０及び後に稼動す
る２次側２０の２段に機能するよう、且つ一体に
構成される。該気化器の１次側１０は１次側通路
１２に連絡され、２次側２０は２次側通路２２に
連絡され、１次側の２本の通路１２−１及び１２
−４と２次側の２本の通路２２−２と２２−３と
に分かれ、夫々は互に独立している。そして１次
側通路１２−１は、第１気筒Ｃ−１、そして１次
側通路１２−４は第４気筒Ｃ−４に連絡してい
る。また、２次側通路２２−２は第２気筒Ｃ−２
に、そして２次側通路２２−３は第３気筒Ｃ−３
に連通し、第２、第３気筒Ｃ−２，Ｃ−３を休止
気筒とする。また符号１４は１次側ベンチユリ、
１６は１次側絞り弁、24は２次側ベンチユリ、２
６は２次側絞り弁である。そして各気筒に連通さ
せて夫々エアインダクシヨン通路３０が設けら
れ、該インダクシヨン通路３０の取入れ口３２は
前記１次側絞り弁４上流位置に開口し、またイン
ダクシヨンノズル３４は吸気弁３６の近傍に開口
し、且つシリンダに対し接線方向に指向し、燃焼
室３８内に吸気スワールを生じるように配設され
る。なお、上記エアインダクシヨン通路３０は、
必要に応じて設ける構成としても良い。 Embodiments of the present invention will be described below based on the drawings. In FIGS. 1 and 2, 2 is a carburetor, and the carburetor is integrally constructed to function in two stages: a primary side 10 that operates first and a secondary side 20 that operates later. The primary side 10 of the vaporizer is connected to the primary side passage 12, the secondary side 20 is connected to the secondary side passage 22, and the two primary side passages 12-1 and 12 are connected to each other.
-4 and two secondary side passages 22-2 and 22-3, which are independent from each other. The primary passage 12-1 communicates with the first cylinder C-1, and the primary passage 12-4 communicates with the fourth cylinder C-4. Further, the secondary passage 22-2 is connected to the second cylinder C-2.
, and the secondary passage 22-3 is connected to the third cylinder C-3.
The second and third cylinders C-2 and C-3 are set as inactive cylinders. Also, numeral 14 is the primary side bench lily,
16 is the primary side throttle valve, 24 is the secondary side bench lily, 2
6 is a secondary throttle valve. An air induction passage 30 is provided in communication with each cylinder, an intake port 32 of the induction passage 30 opens at a position upstream of the primary throttle valve 4, and an induction nozzle 34 is connected to the intake valve 36. It opens in the vicinity and is oriented tangentially to the cylinder, and is arranged to create an intake swirl within the combustion chamber 38 . Note that the air induction passage 30 is
The configuration may be provided as needed.
次に作用について説明する。低負荷域において
は、気化器の１次側１０のみが稼動し、それ故
に、１次側通路１２−１及び１２−４には比較的
大量の吸気が流れ、第１気筒Ｃ−１及び第４気筒
Ｃ−４が主に稼動する。そしてこの時、第２気筒
Ｃ−２及び第３気筒Ｃ−３はアイドリング程度の
運転を続けるようにしておく。そして、エアイン
ダクシヨン通路３０によつても吸気が全気筒に対
して運ばれ、この通路３０は細径に形成されてい
るので、第１〜第４気筒Ｃ−１，Ｃ−２，Ｃ−
３，Ｃ−４の夫々の燃焼室３８内には吸気による
強力なスワールが生起されるものである。また、
この時期において１本の１次側通路には従来の２
倍の量の吸気が流れることとなるので、体積効率
が向上して燃料消費率を向上させることができ、
また強力な吸気スワールが発生することとなり、
更に燃焼効率を上げることができ、熱効率の良い
機関運転域を使用することができ、排気の浄化に
も役立ち、燃費率も向上するものである。そし
て、中・高負荷域においては、第２及び第３気筒
も本格的な運転を開始するものである。 Next, the effect will be explained. In the low load range, only the primary side 10 of the carburetor operates, so a relatively large amount of intake air flows through the primary side passages 12-1 and 12-4, and the first cylinder C-1 and the The 4-cylinder C-4 is mainly operated. At this time, the second cylinder C-2 and the third cylinder C-3 continue to operate at an idling level. Intake air is also conveyed to all cylinders by the air induction passage 30, and since this passage 30 is formed with a small diameter, the first to fourth cylinders C-1, C-2, C-
In each combustion chamber 38 of No. 3 and C-4, a strong swirl is generated by the intake air. Also,
At this time, one primary passage had two conventional
Since twice the amount of intake air flows, volumetric efficiency is improved and fuel consumption rate is improved.
In addition, a strong intake swirl will occur,
Furthermore, the combustion efficiency can be increased, the engine operating range with good thermal efficiency can be used, it is also useful for purifying exhaust gas, and the fuel efficiency rate is also improved. In the middle and high load ranges, the second and third cylinders also start full-scale operation.
更にまた、休止気筒たる第２、第３気筒Ｃ−
２，Ｃ−３にエアインダクシヨン通路３０によつ
て吸気が供給されることにより、休止気筒がメカ
ロスの因子とならず、機関出力の向上に寄与す
る。第３図はこの発明の第２実施例を示すもの
で、この実施例の特徴とするところは、１次側通
路１２と２次側通路２２との間に連絡通路４０を
設け、該連絡通路４０中に制御弁４２を設け、こ
の制御弁４２を１次側絞り弁１６が所定開度（例
えば40゜〜50゜）に達すると徐徐に開くように構成
した点にある。しかしてこのように構成すれば、
まず、低負荷域においては１次側通路にのみ吸気
が流れ、次いで中・高負荷域に至つた際、制御弁
４２が１次側絞り弁１６の所定開度に連動し少許
開くことにより、該連絡通路４０を介して吸気を
２次側通路にも徐徐に送り込むことができるの
で、所謂つなぎ特性が向上し、滑らかな機関の運
転が果されるものである。 Furthermore, the second and third cylinders C-, which are the idle cylinders,
By supplying intake air to 2 and C-3 through the air induction passage 30, the idle cylinders do not become a factor of mechanical loss, contributing to an improvement in engine output. FIG. 3 shows a second embodiment of the invention, and the feature of this embodiment is that a communication passage 40 is provided between the primary passage 12 and the secondary passage 22, and the communication passage 40 is provided between the primary passage 12 and the secondary passage 22. 40 is provided with a control valve 42, and the control valve 42 is configured to gradually open when the primary throttle valve 16 reaches a predetermined opening degree (for example, 40° to 50°). However, if you configure it like this,
First, in the low load range, the intake air flows only through the primary passage, and then when the load reaches the medium/high load range, the control valve 42 opens slightly in conjunction with the predetermined opening degree of the primary throttle valve 16. Since the intake air can also be gradually sent to the secondary side passage through the communication passage 40, so-called connecting characteristics are improved and smooth engine operation is achieved.
なお、気筒Ｃ−１とＣ−４を１次側とし、Ｃ−
２とＣ−３を２次側とした際、点火順序はＣ−
１，２，４，３あるいはＣ−１，３，４，２にす
ると良い。このようにすれば、各側の行程に対し
点火周期が均等になることとなり、低負荷域にお
ける機関運転の安定性を維持し得る。 Note that cylinders C-1 and C-4 are the primary side, and C-
When 2 and C-3 are on the secondary side, the ignition order is C-
It is better to set it to 1, 2, 4, 3 or C-1, 3, 4, 2. In this way, the ignition period will be equalized for each stroke, and the stability of engine operation in the low load range can be maintained.
なおこの発明は上記実施例に限定されず、例え
ば第４，５図に示すような上記実施例とは異なる
タイプの吸気マニホルドを有する吸気装置にも応
用可能なことは勿論である。 It should be noted that the present invention is not limited to the above-mentioned embodiment, and can of course be applied to an intake device having a different type of intake manifold from the above-described embodiment, as shown in FIGS. 4 and 5, for example.
また、上記実施例においては４気筒の機関につ
いて説明したが、４気筒に限定されず２気筒以上
の複数の気筒を有する機関にこの発明を応用する
ことが可能なことは勿論である。 Further, in the above embodiment, a four-cylinder engine has been described, but the present invention is of course not limited to four cylinders, and can of course be applied to an engine having two or more cylinders.
以上の説明から明らかなように、この発明によ
れば、熱効率のよい機関運転域を使用することが
でき、吸気スワールの生起により燃焼効率を上げ
得るし、体積効率も良好で、燃費率をも向上し得
る。 As is clear from the above description, according to the present invention, it is possible to use an engine operating range with good thermal efficiency, increase combustion efficiency by generating intake swirl, and improve volumetric efficiency and improve fuel efficiency. It can be improved.
また、低負荷域において休止気筒にエアインダ
クシヨン通路によつて吸気が確実に供給されるこ
とにより、休止気筒内にスワールが発生し、休止
気筒がメカニカルロスの因子とならず、低負荷域
の機関出力の向上に寄与し得るものである。 In addition, by reliably supplying intake air to the idle cylinders through the air induction passage in the low load range, swirls are generated in the idle cylinders, and the idle cylinders do not become a factor in mechanical loss. This can contribute to improving engine output.
図面はこの発明の実施例を示し、第１図は吸気
マニホルドの概略断面平面図、第２図はマニホル
ド及び機関の縦断面図、第３図は第２実施例を示
す吸気通路の縦断面図、第４図は他の実施例を示
す吸気通路の断面平面図、第５図はその縦断面図
である。
図において、２は気化器、１０は気化器の１次
側、１２は１次側通路、２０は気化器の２次側、
２２は２次側通路、４０は連結通路、４２は制御
弁、Ｃ−１，Ｃ−２，Ｃ−３，Ｃ−４は夫々第
１、２、３、４気筒である。
The drawings show an embodiment of the invention; FIG. 1 is a schematic sectional plan view of an intake manifold, FIG. 2 is a longitudinal sectional view of the manifold and engine, and FIG. 3 is a longitudinal sectional view of an intake passage showing a second embodiment. 4 is a sectional plan view of an intake passage showing another embodiment, and FIG. 5 is a longitudinal sectional view thereof. In the figure, 2 is the carburetor, 10 is the primary side of the carburetor, 12 is the primary side passage, 20 is the secondary side of the carburetor,
22 is a secondary passage, 40 is a connecting passage, 42 is a control valve, and C-1, C-2, C-3, and C-4 are the first, second, third, and fourth cylinders, respectively.
Claims (1)
気化器の１次側通路を連通するとともに残る半数
の２次側気筒に前記気化器の２次側通路を連通し
て低負荷時に２次側気筒を休止気筒とすべく構成
し、前記１次側通路の１次側絞り弁上流位置に始
端開口するエアインダクシヨン通路を前記１次側
気筒と２次側気筒とに夫々連通させて設けたこと
を特徴とする内燃機関の吸気装置。1 The primary side passage of a single carburetor is connected to the primary side cylinders, which are half of the primary side cylinders of a multi-cylinder internal combustion engine, and the secondary side passage of the carburetor is connected to the remaining half of the secondary side cylinders, so that 2 The next cylinder is configured to be a dormant cylinder, and an air induction passage whose starting end opens at a position upstream of the primary throttle valve of the primary passage is communicated with the primary cylinder and the secondary cylinder, respectively. An intake device for an internal combustion engine, characterized in that:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56080768A JPS57195855A (en) | 1981-05-29 | 1981-05-29 | Suction device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56080768A JPS57195855A (en) | 1981-05-29 | 1981-05-29 | Suction device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57195855A JPS57195855A (en) | 1982-12-01 |
| JPH0154546B2 true JPH0154546B2 (en) | 1989-11-20 |
Family
ID=13727592
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56080768A Granted JPS57195855A (en) | 1981-05-29 | 1981-05-29 | Suction device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS57195855A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58152124A (en) * | 1982-03-05 | 1983-09-09 | Aichi Mach Ind Co Ltd | Suction device for multicylinder internal-combustion engine |
| FR2618489A1 (en) * | 1987-07-21 | 1989-01-27 | Peugeot | Intake device with a duplex carburettor for an internal combustion engine |
| US5174251A (en) * | 1991-07-23 | 1992-12-29 | Burek James M | S divider intake |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5484127A (en) * | 1977-12-19 | 1979-07-04 | Nissan Motor Co Ltd | Internal combustion engine with two intake passages |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5650132Y2 (en) * | 1977-01-24 | 1981-11-24 |
-
1981
- 1981-05-29 JP JP56080768A patent/JPS57195855A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5484127A (en) * | 1977-12-19 | 1979-07-04 | Nissan Motor Co Ltd | Internal combustion engine with two intake passages |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57195855A (en) | 1982-12-01 |
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