JPH02173309A - Blow-by gas deoxidation device of engine - Google Patents
Blow-by gas deoxidation device of engineInfo
- Publication number
- JPH02173309A JPH02173309A JP32601388A JP32601388A JPH02173309A JP H02173309 A JPH02173309 A JP H02173309A JP 32601388 A JP32601388 A JP 32601388A JP 32601388 A JP32601388 A JP 32601388A JP H02173309 A JPH02173309 A JP H02173309A
- Authority
- JP
- Japan
- Prior art keywords
- opening
- throttle valve
- passage
- opens
- engine
- 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.)
- Granted
Links
- 238000009423 ventilation Methods 0.000 claims abstract description 28
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 17
- 238000002485 combustion reaction Methods 0.000 description 5
- 230000007257 malfunction Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 239000000446 fuel Substances 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 241000282326 Felis catus Species 0.000 description 1
- GVGLGOZIDCSQPN-PVHGPHFFSA-N Heroin Chemical compound O([C@H]1[C@H](C=C[C@H]23)OC(C)=O)C4=C5[C@@]12CCN(C)[C@@H]3CC5=CC=C4OC(C)=O GVGLGOZIDCSQPN-PVHGPHFFSA-N 0.000 description 1
- 238000003915 air pollution Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M13/00—Crankcase ventilating or breathing
- F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
- F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
- F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
- F01M13/025—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction with an inlet-conduit via an air-filter
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、４サイクルエンジンに設けられるフローハイ
ガス還元装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a flow high gas reduction device installed in a four-stroke engine.
（従来の技術）
４サイクルエンジンにおいては、ピストンとシリンダ壁
の隙間からクランク室に洩れ出る所謂ブローハイガスは
大気汚染源のひとつとなるため、フリーザ室にてこのブ
ローハイガスからオイルを分離した後、該ガスを吸気通
路に還流せしめ、そこから再び燃焼室に導いてこれを再
燃焼せしめるフローバイガス還元装置か設けられる。(Prior art) In a 4-cycle engine, so-called blow-high gas that leaks into the crank chamber from the gap between the piston and cylinder wall is a source of air pollution. Therefore, after oil is separated from this blow-high gas in a freezer chamber, , a flow-by gas reduction device is provided that recirculates the gas into the intake passage and from there leads it back into the combustion chamber for re-combustion.
ところで、斯かるソロハイガス還元装置については今ま
でに種々の提案がなされており、例えば、実開昭６２−
１１０５１０公報には、クランク室と吸気通路のスロッ
トル弁上流及び下流とを連通せしめる換気通路を設ける
ことによって、該換気通路を介してクランク室からフロ
ーハイカスを吸気通路に導くとともに、アイドリンク時
等のスロットル弁の開度か非常に小さいときに吸気中の
フローバイガス濃度か高くなるのを防止する旨の技術か
開示されている。又、この技術では、ツローハイカスの
クランク室からの導出を促進するために、クランクへッ
トカハーとエアクリーナとを連通せしめる新気導入通路
か設けられている。By the way, various proposals have been made so far regarding such solo high gas reduction equipment.
Publication No. 110510 discloses that by providing a ventilation passage that communicates the crank chamber with the upstream and downstream sides of the throttle valve in the intake passage, flow high gas is guided from the crank chamber to the intake passage through the ventilation passage, and the flow gas is introduced into the intake passage during idling, etc. A technique has been disclosed for preventing the concentration of flow-by gas in intake air from increasing when the throttle valve opening is very small. In addition, in this technique, in order to facilitate the removal of the hot air from the crank chamber, a fresh air introduction passage is provided that communicates the crank chamber with the air cleaner.
（発明か解決しようとする課題）
しかしなから、現実にはエアクリーナばエンジンから離
れた位置に設けられているため、上記技術を適用すると
新気導入通路か長くなってこれと他部品との干渉か問題
となる。(Problem to be solved by the invention) However, in reality, the air cleaner is located far from the engine, so if the above technology is applied, the fresh air introduction passage will be long and will interfere with other parts. It becomes a problem.
そこて、スロワ１〜ル弁を収容するスロットルボディに
新気導入通路の一端を開口させることか考えられるか、
この場合にはスロットルボディに換気通路と新気導入通
路の双方か開口することとなるため、両道路の開口部で
の差圧か小さくなり、フローハイカスの発生量か多いス
ロットル弁の申開度域（スロットル弁はこの間度域て使
用される頻度か高い）においフローハイカスか円滑に流
れないという不具合が生ずる。Is it possible to consider opening one end of the fresh air introduction passage in the throttle body that accommodates the thrower valves 1 to 1?
In this case, both the ventilation passage and the fresh air introduction passage will be opened in the throttle body, so the differential pressure at the openings on both roads will be small, and the flow rate will increase. A problem occurs in which the throttle valve does not flow smoothly (the throttle valve is used frequently during this period) and does not flow smoothly.
このため、換気通路のスロットル弁」−流或いは下流の
開口部の断面積を更に大きくすることも考えられるか、
前記公知技術のものては、アイドリンク時におけるスロ
ットル弁下流の負圧か可成り大きく、断面積の大きい他
方の開口部（上流側に位置する開口部）かスロットル弁
の申開度域において該スロットル弁の下流側に開口する
こととなるため、アイドリンク時及びスロットル弁の中
開度域において吸気通路に必要以］−の多量のフローハ
イカスが流れ込み、このことか燃焼室ての混合気の燃焼
の不安定やオイル消費量の増大等を招来する。For this reason, it may be possible to further increase the cross-sectional area of the opening downstream of the throttle valve in the ventilation passage.
In the prior art, the negative pressure downstream of the throttle valve during idling is quite large, and the other opening (the opening located on the upstream side) having a large cross-sectional area has a negative pressure in the opening range of the throttle valve. Since the opening is on the downstream side of the throttle valve, a large amount of high-flow gas flows into the intake passage during idling and in the middle opening range of the throttle valve. This results in unstable combustion and increased oil consumption.
本発明は上記問題に鑑みてなされたものて、その目的と
する処は、エンジンの運転状態に応して適量のブローハ
イガスを吸気通路に流入せしめることによってエンジン
不調、オイル消費量の増大等の問題を解消し得るととも
に、新気導入通路の短縮化、吸気通路への開口部の製作
の容易化を図るととかてきるエンジンのブローハイガス
還元装置を提供するにある。The present invention has been made in view of the above problems, and its purpose is to cause an appropriate amount of blow-high gas to flow into the intake passage depending on the operating condition of the engine, thereby reducing engine malfunction and increasing oil consumption. It is an object of the present invention to provide a blow-high gas return device for an engine which can solve the above problems, shorten the fresh air introduction passage, and facilitate the manufacture of an opening to the intake passage.
（課題を解決するための手段）
」二記目的を達成すべく本発明は、スロワ１−ル弁を収
容するスロットルボディの該スロワ）〜ル弁上流側とク
ランクケースとを新気導入通路にて相連通せしめるとと
もに、同スロットルボディとクランクケースとを換気通
路にて相連通せしめてフローハイカス還元装置を構成し
、前記換気通路は、前記スロットル弁下流に開口する第
ｌｌ３１ｇ口部と、同スロットル弁の閉状態でこれの上
流側に開口し、且つスロットル弁の中開度状態でこれの
下流側に開口する第２開口部と、スロワ１ヘル弁玉流に
開口する第３開口部とを有し、該第３開口部の断面積か
前記第１開口部及び第２開口部のそれよりも大きく設定
されているようにしたことを特徴とする。(Means for Solving the Problems) In order to achieve the second object, the present invention provides a system that connects the upstream side of the throttle body containing the thrower valve and the crankcase to a fresh air introduction passage. The throttle body and the crankcase are communicated with each other through a ventilation passage to constitute a flow high cassette reduction device, and the ventilation passage is connected to a no. a second opening that opens upstream of the throttle valve when the throttle valve is closed and opens downstream of the throttle valve when the throttle valve is in a medium opening state; and a third opening that opens to the thrower 1 hell valve flow. The third opening has a cross-sectional area larger than that of the first opening and the second opening.
（作用）
本発明によれば、スロットル弁の開度か小さいアイ１へ
リンク時においては、スロットル弁の下流には換気通路
の第１開口部のみか開口するため、断面積か小さく、相
対的に大きな負圧が生ずるこの第１開口部からのみフロ
ーハイガスが吸気通路に流入する。又、スロットル弁の
申開度域においては、換気通路の第２開口部はスロット
ル弁の下流側に開口するため、共に断面積の小さい第１
及び第２開口部からフローハイガスが吸気通路に流入す
る。この結果、新気導入通路と換気通路の吸気通路への
開口部における差圧か小さいにも拘らず、エンジンの運
転状態（スロットル弁開度）、つまりはブローハイガス
の発生量に応して適量のブローハイガスを吸気通路に流
入せしめることかてきる。又、換気通路の断面積の大き
な第３開口部は常にスロットル弁の上流に開口している
ため、アイドリング及びスロットル弁の申開度域におい
て、新気の一部はスロットル弁をバイパスしてこの第３
開口部から換気通路内へ流入し、換気通路を流れるブロ
ーバイガスと共に第１開口部或いは第１及び第２開口部
から吸気通路内へ流入する。従って、アイドリンク時及
びスロットル弁の中開度域における吸気中のブローバイ
ガス濃度か低く抑えられ、エンジン不調、オイル消費量
の増大等の問題か解消される。(Function) According to the present invention, when the opening of the throttle valve is linked to eye 1 with a small opening, only the first opening of the ventilation passage is opened downstream of the throttle valve, so the cross-sectional area is small and relatively Flow high gas flows into the intake passage only through this first opening where a large negative pressure is generated. In addition, in the throttle valve opening range, the second opening of the ventilation passage opens downstream of the throttle valve, so the first opening has a small cross-sectional area.
The flow high gas flows into the intake passage from the second opening. As a result, even though the differential pressure between the fresh air introduction passage and the opening of the ventilation passage to the intake passage is small, the difference in pressure varies depending on the engine operating condition (throttle valve opening), that is, the amount of blow-high gas generated. This allows an appropriate amount of blow-high gas to flow into the intake passage. In addition, since the third opening of the ventilation passage, which has a large cross-sectional area, is always open upstream of the throttle valve, in the idling and throttle valve opening ranges, part of the fresh air bypasses the throttle valve and enters this area. Third
It flows into the ventilation passage through the opening, and flows into the intake passage through the first opening or the first and second openings together with the blow-by gas flowing through the ventilation passage. Therefore, the concentration of blow-by gas in the intake air during idling and in the middle opening range of the throttle valve is suppressed to a low level, and problems such as engine malfunction and increased oil consumption are solved.
その他、本発明によれば、新気導入通路もエンジンに近
いスロットルボディに接続されるため該新気導入通路の
長さを短縮することかでき、これの他部品との干渉の問
題か解消されるとともに、その吸気通路への開口部の製
作も容易となる。In addition, according to the present invention, since the fresh air introduction passage is also connected to the throttle body near the engine, the length of the fresh air introduction passage can be shortened, and the problem of interference with other parts is solved. At the same time, the opening to the intake passage can be easily manufactured.
（実施例）
以下に本発明の一実施例を添付図面に基づいて説明する
。第１図は本発明に係るブローハイガス還元装置の構成
図、第２図、第３図はそれぞれスロットル弁の申開度域
、全開（高負荷）城における同装置の作用を説明するだ
めのスロットルボディ部の部分断面図である。(Example) An example of the present invention will be described below based on the accompanying drawings. Fig. 1 is a block diagram of the blow-high gas reducing device according to the present invention, and Figs. 2 and 3 are diagrams showing the operation of the device in the throttle valve opening range and fully open (high load), respectively. FIG. 3 is a partial cross-sectional view of a throttle body portion.
第１図において、１は４サイクルＶ型多気筒エンジンて
あり、該エンジン１はＶ形に配置されるシリンダ列２．
３を有し、クランクケース４内に形成されるクランク室
Ｓの頂部にはフリーザ室５か形成されている。In FIG. 1, reference numeral 1 denotes a 4-stroke V-type multi-cylinder engine, and the engine 1 has cylinder rows 2.
3, and a freezer chamber 5 is formed at the top of the crank chamber S formed in the crankcase 4.
又、第１図中、６は上記エンジン１の近くに配される管
状のスロットルボディてあって、これの内部には不図示
のアクセル部で開閉されるスロットル弁７か収容されて
いる。そして、このスロットルボディ６の一端には不図
示のキャツレタ、エアクリーナか接続されており、他端
には吸気マニホールド８か接続されている。Further, in FIG. 1, reference numeral 6 denotes a tubular throttle body disposed near the engine 1, and a throttle valve 7 that is opened and closed by an accelerator section (not shown) is housed inside this body. One end of the throttle body 6 is connected to an air cleaner (not shown), and the other end is connected to an intake manifold 8.
ところて、と記スロットルボディ６のスロットル弁７の
上流側には開口部９か形成されており、該開口部９には
新気導入通路ｌＯの一端か接続されており、該新気導入
通路１０の他端は途中て通路１０ａと通路１０ｂとに分
岐してそれぞれエンジン１のシリンダ列２，３のカム室
１１．１２に接続されている。尚、カム室１１．１２は
共にクランク室４に連通しており、従って、スロットル
ボディ６内の吸気通路６ａのスロットル弁７上流側とク
ランク室Ｓとは互いに連通せしめられている。By the way, an opening 9 is formed on the upstream side of the throttle valve 7 of the throttle body 6, and one end of the fresh air introduction passage IO is connected to the opening 9. The other end of the passage 10 branches into a passage 10a and a passage 10b, which are connected to cam chambers 11 and 12 of the cylinder rows 2 and 3 of the engine 1, respectively. The cam chambers 11 and 12 both communicate with the crank chamber 4, so the upstream side of the throttle valve 7 of the intake passage 6a in the throttle body 6 and the crank chamber S communicate with each other.
又、吸気通路６ａとクランク室４とは、スロットルボデ
ィ６と前記ブリーザ室５との間に接続される換気通路１
３によって相連通せしめられており、換気通路１３は、
吸気通路６ａのスロットル弁７の下流に開口する第１開
口部１４と、同スロットル弁７の閉状態でこれの上流側
に開口し、且つスロットル弁７の中開度状態でこれの下
流側に開口する第２開口部１５と、スロットル弁７の上
流側に開口する第３開口部１６とを有している。Further, the intake passage 6a and the crank chamber 4 are connected to a ventilation passage 1 connected between the throttle body 6 and the breather chamber 5.
3, and the ventilation passage 13 is
A first opening 14 of the intake passage 6a opens downstream of the throttle valve 7, and a first opening 14 opens upstream of the throttle valve 7 when the throttle valve 7 is closed, and a first opening 14 opens downstream of the throttle valve 7 when the throttle valve 7 is in a medium opening state. It has a second opening 15 that opens and a third opening 16 that opens upstream of the throttle valve 7.
そして、第３開口部１６の断面積は第１開口部１４及び
第２開口部１５のそれよりも大きく設定されており、本
実施例においては、第１開口部１４と第２開口部１５の
孔径か共に２．５ｍｍであるのに対し、第３開口部１６
の孔径は１０ｍｍとされており、従って、第３開口部１
６の断面積は第１開口部１４及び第２開口部１５のそれ
の１６倍に設定されている。The cross-sectional area of the third opening 16 is set larger than that of the first opening 14 and the second opening 15, and in this embodiment, the cross-sectional area of the first opening 14 and the second opening 15 is While both hole diameters are 2.5 mm, the third opening 16
The hole diameter of the third opening 1 is 10 mm.
The cross-sectional area of 6 is set to be 16 times that of the first opening 14 and the second opening 15.
次に、本ツローハイガス還元装置の作用を説明する。Next, the operation of the present low-high gas reduction device will be explained.
不図示のキャツレタにて形成された混合気（新気）は吸
気通路６ａ内を第１図の矢印ａ方向に流れるが、第１図
に実線にて示すようにスロットル弁７の開度か小さいア
イドリンク時においては、スロットル弁７の下流には換
気通路１３の第１開口部１４のみか開口する。新気はス
ロットル弁７によって絞られるため、スロットル弁７の
下流においてその流速か高まり、従って、第１開口部１
４には相対的に大きな負圧が生じ、この負圧によって、
クランク室Ｓ内に洩れ出たブローバイガスは第１図に破
線矢印にて示すようにクランク室Ｓからブリーザ室５及
び換気通路１３を経てスコツ１〜ルボデイ６側に流れ、
第１開口部１４から吸気通路６ａ内に流れ、ここを流れ
る新気と共にエンジン１の燃焼室に導かれて再燃焼せし
められる。又、このときスロットル弁７の上流側に開口
する第２開口部１５及び第３開口部１６における負圧は
第１開口部１４のそれよりも小さいため、新気の一部は
第１図に実線矢印にて示すように第２開口部１５と開口
面積の大きな第３開口部１６から換気通路１３内へ流入
し、換気通路１３を流れるブローハイガスと共に第１開
口部１４から吸気通路６ａ内へ流入するため、アイドリ
ンク時における吸気中のブローハイガス濃度が低く抑え
られ、混合気の燃焼不安定に伴なうエンシン不調、オイ
ル消費量の増大等の問題か解消される。The air-fuel mixture (fresh air) formed by a cat leter (not shown) flows in the intake passage 6a in the direction of arrow a in FIG. 1, but as shown by the solid line in FIG. During idle link, only the first opening 14 of the ventilation passage 13 opens downstream of the throttle valve 7. Since the fresh air is throttled by the throttle valve 7, its flow velocity increases downstream of the throttle valve 7, and therefore the first opening 1
A relatively large negative pressure is generated at 4, and this negative pressure causes
The blow-by gas leaking into the crank chamber S flows from the crank chamber S through the breather chamber 5 and the ventilation passage 13 to the side of the scooter 1 to the engine body 6, as shown by the broken line arrow in FIG.
The air flows from the first opening 14 into the intake passage 6a, and together with the fresh air flowing therein, is guided into the combustion chamber of the engine 1 and re-combusted. Also, at this time, since the negative pressure at the second opening 15 and the third opening 16 which open on the upstream side of the throttle valve 7 is smaller than that at the first opening 14, a part of the fresh air is As shown by the solid line arrow, the blow-high gas flows into the ventilation passage 13 through the second opening 15 and the third opening 16 having a large opening area, and flows from the first opening 14 into the intake passage 6a together with the blow-high gas flowing through the ventilation passage 13. As a result, the concentration of blow-high gas in the intake air during idling is kept low, which eliminates problems such as engine malfunctions and increased oil consumption due to unstable combustion of the air-fuel mixture.
尚、本実施例においても、スロットル弁７の−Ｉ−流と
下流における新気の流速差に基づいて生ずる差圧によっ
て、新気が新気導入通路１０（１０ａ、Ｊｏｂ）及びカ
ム室１１．１２を経てクランク室Ｓに導入されるため、
フローバイガスのクランク室Ｓからの流出か促進される
。In this embodiment as well, fresh air flows through the fresh air introduction passage 10 (10a, Job) and the cam chamber 11. Since it is introduced into the crank chamber S through 12,
The outflow of flow-by gas from the crank chamber S is promoted.
又、最も使用頻度の高いスロットル弁７の申開度域にお
いては、第２図に示すように換気通路１３の第２開口部
１５はスロットル弁７の下流側に開口するため、前記と
同様の理由によって、断面積の小さい第１開口部１４と
第２開口部１５からフローハイカスか吸気通路６ａに流
入する。そして、この場合においても、スロットル弁７
の」二流側には開口面積の大きな第３開口部Ｉ６か開口
しているため、新気の一部はスロットル弁７をバイパス
してこの第３開口部１６から換気通路１３に流入し、フ
ローハイカスと共に第１開１１部１４と第２開口部１５
から吸気通路６ａに流入する。Furthermore, in the most frequently used opening range of the throttle valve 7, the second opening 15 of the ventilation passage 13 opens downstream of the throttle valve 7, as shown in FIG. For some reason, the flow gas flows into the intake passage 6a through the first opening 14 and the second opening 15, which have a small cross-sectional area. Also in this case, the throttle valve 7
Since a third opening I6 with a large opening area is opened on the second flow side of the engine, a part of the fresh air bypasses the throttle valve 7 and flows into the ventilation passage 13 from this third opening 16, and the flow The first opening 11 part 14 and the second opening part 15 together with Hicas
The air flows into the intake passage 6a from there.
従って、このスロットル弁７の申開度域においても吸気
中のフローハイカス濃度か低く抑えられ、エンシン不調
、オイル消費量の増大等の問題か解消される。尚、この
場合においても、スコツ１〜ル弁７の上流と下流との間
の差圧に基づい′Ｃ新気の一部か新気導入通路１０を経
てクランク室Ｓに導入せしめられ、フローハイガスのク
ランク室Ｓからの流出か促進される。Therefore, even in this range of opening degree of the throttle valve 7, the concentration of flow-hybrid gas in the intake air is suppressed to a low level, and problems such as engine malfunction and increased oil consumption are solved. In this case, too, a part of the fresh air is introduced into the crank chamber S through the fresh air introduction passage 10 based on the differential pressure between the upstream and downstream sides of the SCOT 1 to L valves 7, resulting in a flow high. Gas outflow from the crank chamber S is promoted.
又、第３図に示すようにスロットル弁７の全開時（高負
荷時）においては、換気通路１３の第１、第２、第３開
ロ部１４，１５．１６には吸気の流れによって略凹等の
負圧か生じ、この負圧によって図示のようにフローハイ
ガスかこれら第１、第２、第３開ロ部１４，１５．１６
から吸気通路６ａ内へ流入せしめられる。Further, as shown in FIG. 3, when the throttle valve 7 is fully open (during high load), the first, second, and third opening portions 14, 15, and 16 of the ventilation passage 13 are approximately filled by the flow of intake air. Negative pressure is generated in the recess, etc., and this negative pressure causes flow high gas to flow through the first, second, and third opening portions 14, 15, and 16 as shown in the figure.
The air is caused to flow into the intake passage 6a from the air.
以上の結果、新気導入通路１０と換気通路１３の吸気通
路６ａへの開口部９と開［コ部１４（１５，１６）にお
ける差圧か小さいにも拘らず、エンジン１の運転状８（
スロットル弁７の開度）、つまりはフローハイガスの発
生量に応して適量のフローハイカスを吸気通路６ａに流
入せしめることかてきる。As a result of the above, although the differential pressure between the opening 9 of the fresh air introduction passage 10 and the ventilation passage 13 to the intake passage 6a and the open part 14 (15, 16) is small, the operating state 8 of the engine 1 (
According to the opening degree of the throttle valve 7), that is, the amount of flow high gas generated, an appropriate amount of flow high gas can be caused to flow into the intake passage 6a.
又、本実施例のように新気導入通路ｉｏをエンシン１に
近いスロットルボディ６に接続すれば、該新気導入通路
１０の長さを短くすることがてき、これの他部品との干
渉の問題か解消される。Furthermore, if the fresh air introduction passage io is connected to the throttle body 6 near the engine 1 as in this embodiment, the length of the fresh air introduction passage 10 can be shortened, and interference with other parts can be reduced. The problem will be resolved.
更に、このように構成ずれは、開口部９，１４゜１５．
１６かスロットルボディ６に集中するため、これら開１
コ部９，１４，１５．１６の製作か容易となる。Furthermore, the configuration deviation is caused by the openings 9, 14°, 15.
16 or throttle body 6, these openings 1
This makes it easier to manufacture the parts 9, 14, 15, and 16.
尚、以上の実施例ては新気導入通路１０を途中て通路１
０ａと１０ｂに分岐してこれらを各々シリンダ列２，３
のカム室１１．１２に接続したか、核新気導入通路１０
を一方のシリンダ列２（又は３）のカム室１１（又は１
２）のみに接続するようにしてもよい。In the above embodiment, the passage 1 is inserted into the fresh air introduction passage 10.
branched into cylinder rows 0a and 10b and connected to cylinder rows 2 and 3, respectively.
The nuclear fresh air introduction passage 10 is connected to the cam chamber 11, 12 of the
cam chamber 11 (or 1) of one cylinder row 2 (or 3)
2) may be connected only.
（発明の効果）
以」−の説明て明らかな如く本発明によれば、エンジン
の運転状態に応して適量のブローバイガスを吸気通路に
流入せしめることかてき、エンジン不調、オイル消費量
の増大等の問題を解消し得るとともに、新気導入通路の
短縮化、吸気通路への開口部の製作の容易化を図ること
かてきるという効果が得られる。(Effects of the Invention) As is clear from the explanation below, according to the present invention, an appropriate amount of blow-by gas can be caused to flow into the intake passage depending on the operating condition of the engine, thereby reducing engine malfunction and increasing oil consumption. The above problems can be solved, and the new air introduction passage can be shortened and the opening to the intake passage can be easily manufactured.
第１図は本発明に係るブローバイガス還元装置の構成図
、第２図、第３図はそれぞれスコツ１〜ル弁の申開度域
、全開（高負荷）域における同装置の作用を説明するた
めのスロットルボディ部の部分断面図である。
１・・・エンジン、４・・・クランクケース、６・・・
スロットルボディ、７・・・スロットル弁、１０・・−
新気導入通路、１３・・・換気通路 、１４・・・第１
開口部、１５・・・第２開口部、１６・・・第３開口部
。
特許出願人 ヤマハ発動機株式会社Fig. 1 is a block diagram of the blow-by gas reduction device according to the present invention, and Figs. 2 and 3 illustrate the operation of the device in the low opening range and full open (high load) range of the Scots 1 to 1 valve, respectively. FIG. 1...Engine, 4...Crankcase, 6...
Throttle body, 7... Throttle valve, 10...-
Fresh air introduction passage, 13... ventilation passage, 14... first
Openings, 15... second openings, 16... third openings. Patent applicant Yamaha Motor Co., Ltd.
Claims (1)
ル弁上流側とクランクケースとを新気導入通路にて相連
通せしめるとともに、同スロットルボディとクランクケ
ースとを換気通路にて相連通せしめる装置であって、前
記換気通路は、前記スロットル弁下流に開口する第１開
口部と、同スロットル弁の閉状態でこれの上流側に開口
し、且つスロットル弁の中開度状態でこれの下流側に開
口する第２開口部と、スロットル弁上流に開口する第３
開口部とを有し、該第３開口部の断面積が前記第１開口
部及び第２開口部のそれよりも大きく設定されているこ
とを特徴とするエンジンのブローバイガス還元装置。A device for communicating the upstream side of a throttle body housing a throttle valve with a crankcase through a fresh air introduction passage, and communicating the throttle body and the crankcase through a ventilation passage, the device comprising: The ventilation passage has a first opening that opens downstream of the throttle valve, and a second opening that opens upstream of the throttle valve when the throttle valve is closed and opens downstream of this when the throttle valve is in the middle opening position. an opening and a third opening upstream of the throttle valve.
1. A blow-by gas reducing device for an engine, wherein the third opening has a cross-sectional area larger than that of the first opening and the second opening.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP32601388A JP2652935B2 (en) | 1988-12-26 | 1988-12-26 | Engine blow-by gas reduction device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP32601388A JP2652935B2 (en) | 1988-12-26 | 1988-12-26 | Engine blow-by gas reduction device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02173309A true JPH02173309A (en) | 1990-07-04 |
| JP2652935B2 JP2652935B2 (en) | 1997-09-10 |
Family
ID=18183121
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP32601388A Expired - Lifetime JP2652935B2 (en) | 1988-12-26 | 1988-12-26 | Engine blow-by gas reduction device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2652935B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008223522A (en) * | 2007-03-09 | 2008-09-25 | Kubota Corp | Engine |
| JP2008223525A (en) * | 2007-03-09 | 2008-09-25 | Kubota Corp | Engine |
| JP2008223654A (en) * | 2007-03-14 | 2008-09-25 | Kubota Corp | Engine |
-
1988
- 1988-12-26 JP JP32601388A patent/JP2652935B2/en not_active Expired - Lifetime
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008223522A (en) * | 2007-03-09 | 2008-09-25 | Kubota Corp | Engine |
| JP2008223525A (en) * | 2007-03-09 | 2008-09-25 | Kubota Corp | Engine |
| JP2008223654A (en) * | 2007-03-14 | 2008-09-25 | Kubota Corp | Engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2652935B2 (en) | 1997-09-10 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JPH0262688B2 (en) | ||
| JP2615134B2 (en) | 4-cycle engine intake system | |
| JPS60164619A (en) | Suction device for multicylinder internal-combustion engine | |
| JPH02173309A (en) | Blow-by gas deoxidation device of engine | |
| JPH0627772Y2 (en) | Blow-by gas reduction device | |
| JP2514563Y2 (en) | Intake device for multi-cylinder internal combustion engine | |
| JPH03199627A (en) | Intake air device for engine | |
| JPH0346184Y2 (en) | ||
| JPS6126569Y2 (en) | ||
| JPH09242551A (en) | Reed valve device for two-cycle engine | |
| JPS6330672A (en) | Reed valve gear | |
| EP1065356A3 (en) | Four-stroke cycle engine | |
| JPS614821A (en) | Intake device for internal-combustion engine | |
| JPH0323315A (en) | Suction device for v-engine | |
| JPS64587B2 (en) | ||
| KR100428170B1 (en) | blowby gas control system for engine | |
| JPS61255217A (en) | Intake device of multicylinder engine for car | |
| JPH01290907A (en) | Device for introducing blow-by gas of internal combustion engine | |
| JP2756157B2 (en) | 4 cycle engine | |
| JPH03199632A (en) | Intake device for engine | |
| JPS60209619A (en) | Apparatus for lowering specific oil consumption of internal-combustion engine | |
| JPS59147867A (en) | Fuel injection type internal-combustion engine | |
| JPS6116218A (en) | Oil consumption reducing device for internal-combustion engine | |
| JP3248587B2 (en) | Engine intake control device | |
| JPH0814060A (en) | Engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20090523 Year of fee payment: 12 |
|
| EXPY | Cancellation because of completion of term | ||
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20090523 Year of fee payment: 12 |