JPH021967B2 - - Google Patents

Info

Publication number
JPH021967B2
JPH021967B2 JP56143215A JP14321581A JPH021967B2 JP H021967 B2 JPH021967 B2 JP H021967B2 JP 56143215 A JP56143215 A JP 56143215A JP 14321581 A JP14321581 A JP 14321581A JP H021967 B2 JPH021967 B2 JP H021967B2
Authority
JP
Japan
Prior art keywords
intake
speed
low
medium
intake passage
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 - Lifetime
Application number
JP56143215A
Other languages
Japanese (ja)
Other versions
JPS5848715A (en
Inventor
Toshio Tanahashi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP56143215A priority Critical patent/JPS5848715A/en
Publication of JPS5848715A publication Critical patent/JPS5848715A/en
Publication of JPH021967B2 publication Critical patent/JPH021967B2/ja
Granted legal-status Critical Current

Links

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
    • F02F1/42—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
    • 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
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
    • F02B31/085—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having two inlet valves
    • 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

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)

Description

【発明の詳細な説明】 本発明は、別々の吸気バルブで開閉される低・
中速用吸気通路と高速用吸気通路を有する２吸気
バルブエンジンに関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention provides low air intake valves that are opened and closed by separate intake valves.
This invention relates to a two-intake valve engine having a medium-speed intake passage and a high-speed intake passage.

４サイクルエンジンにおいては、吸気バルブの
開弁している時間の長短に拘らず、一定量の混合
気を燃焼室に吸入させるのが望ましい。然し乍
ら、現実には、エンジンの回転数が高くなるにつ
れて、吸気バルブの開弁している時間が短くな
り、吸気効率が低下するものであつた。 In a four-stroke engine, it is desirable to draw a constant amount of air-fuel mixture into the combustion chamber, regardless of how long the intake valve is open. However, in reality, as the engine speed increases, the time during which the intake valve is open becomes shorter, resulting in lower intake efficiency.

斯る欠点を解消するために、別々の吸気バルブ
で開閉される低・中速用（低・中負荷用）吸気通
路と高速用（高負荷用）吸気通路を用いて混合気
を同一燃焼室に吸入させるようにした２吸気バル
ブ式エンジンが従来から考えられている。このタ
イプのエンジンには、低・中速用吸気通路の燃焼
室への開口部付近をヘリカル状（渦巻状）に形成
した、この吸気通路から燃焼室内に吸入される混
合気を旋回させることにより、燃焼室内に吸気ス
ワールを発生させて、燃焼改善を行なうようにし
たものがある。 In order to eliminate this drawback, the air-fuel mixture is kept in the same combustion chamber by using intake passages for low and medium speeds (for low and medium loads) and intake passages for high speeds (for high loads) that are opened and closed by separate intake valves. Two-intake valve engines have been considered in the past. In this type of engine, the area near the opening of the low- and medium-speed intake passage into the combustion chamber is formed in a helical shape (spiral shape), and the air-fuel mixture drawn into the combustion chamber from this intake passage is swirled. There are some that improve combustion by generating an intake swirl inside the combustion chamber.

然し乍ら、ヘリカルタイプの吸気ポートの吸気
抵抗は吸気流速が増大するにつれて大きくなるた
め、高速運転時に高速用吸気通路内の制御弁を全
開にして、高速用吸気通路から燃焼室に混合気を
吸入させても、高負荷時における吸気効率を向上
させて、出力増大を図るには限界があつた。 However, the intake resistance of the helical type intake port increases as the intake flow velocity increases, so during high-speed operation, the control valve in the high-speed intake passage is fully opened to draw the air-fuel mixture from the high-speed intake passage into the combustion chamber. However, there was a limit to the ability to improve intake efficiency and increase output under high loads.

本発明は、斯る点に鑑みて高負荷域における吸
気効率を従来よりも向上可能とした２吸気バルブ
エンジンを提供することを目的とするもので、高
速用吸気通路の制御弁下流を前記低・中速用吸気
通路の渦巻終端部にバイパスポートで連通させ
て、渦巻部に発生する負圧を小さくすることによ
り、吸気抵抗の低減を図るようにしたことを特徴
とするものである。 In view of this, an object of the present invention is to provide a two-intake valve engine that can improve intake efficiency in a high-load range compared to the conventional one, and the purpose of the present invention is to - A bypass port is connected to the end of the spiral of the medium-speed intake passage to reduce the negative pressure generated in the spiral, thereby reducing intake resistance.

以下、本発明の一実施例を図面に従つて説明す
る。 An embodiment of the present invention will be described below with reference to the drawings.

第１図は多気筒の２吸気バルブエンジンの平面
図、第２図は第１図の−線に沿う断面図、第
３図は第１図の−線断面図である。第２図、
第３図において、１はシリンダブロツク、２はシ
リンダブロツク１上に接着されたシリンダヘツ
ド、３はシリンダブロツク１に形成されたシリン
ダボアである。 FIG. 1 is a plan view of a multi-cylinder two-intake valve engine, FIG. 2 is a sectional view taken along the line -- in FIG. 1, and FIG. 3 is a sectional view taken along the line -- in FIG. Figure 2,
In FIG. 3, 1 is a cylinder block, 2 is a cylinder head glued onto the cylinder block 1, and 3 is a cylinder bore formed in the cylinder block 1.

このシリンダボア３は第１図に示した如く複数
設けられていて、各シリンダボア３内にはピスト
ン４が第２図に示した如く摺動自在に配設されて
おり、シリンダヘツド２とシリンダボア３及びピ
ストン４との間には燃焼室５が形成されている。 A plurality of cylinder bores 3 are provided as shown in FIG. 1, and a piston 4 is slidably disposed in each cylinder bore 3 as shown in FIG. 2. A combustion chamber 5 is formed between the piston 4 and the piston 4 .

シリンダヘツド２には第１図に示した如く低・
中速用吸気通路の一部であるヘリカルポートタイ
プの低・中速用吸気ポート６と、高速用吸気通路
の一部である高速用の吸気ポート７とサイアミー
ズ型のエキゾーストポート８が形成されている。
この吸気ポート６，７及びエキゾーストポート８
は第１図、第４図に示した如く各気筒毎に同一燃
焼室５に開口している。６ａは吸気ポート６の燃
焼室５側端部を渦巻状に形成した渦巻部、９は吸
気ポート６の燃焼室５への開閉を行なわせる低・
中速用吸気バルブ、１０は吸気ポート７の燃焼室
５への開閉を行なわせる高速用吸気バルブ、１
１，１２はエキゾーストポート８の燃焼室５への
開口部８ａ，８ｂの開閉を行なう排気バルブであ
る。 The cylinder head 2 has a low
A helical port type low/medium speed intake port 6 which is part of the medium speed intake passage, a high speed intake port 7 which is part of the high speed intake passage, and a Siamese type exhaust port 8 are formed. There is.
These intake ports 6, 7 and exhaust port 8
As shown in FIGS. 1 and 4, each cylinder opens into the same combustion chamber 5. Reference numeral 6a denotes a spiral portion formed in a spiral shape at the end of the intake port 6 on the side of the combustion chamber 5;
A medium-speed intake valve 10 is a high-speed intake valve that opens and closes the intake port 7 to the combustion chamber 5;
Exhaust valves 1 and 12 open and close openings 8a and 8b of the exhaust port 8 into the combustion chamber 5.

第１図において、１３はサージタンク、第５図
において１４はサージタンク１３に装着されたス
タート用の燃料インジエクター、１５はサージタ
ンク９に接続されたスロツトルボデイ、１６はス
ロツトルボデイ１５内に装着されたスロツトルバ
ルブで、スロツトルバルブ１６は図示しないアク
セルペダルに連動している。 In FIG. 1, 13 is a surge tank, in FIG. 5, 14 is a starting fuel injector installed in the surge tank 13, 15 is a throttle body connected to the surge tank 9, and 16 is a throttle body installed in the throttle body 15. The throttle valve 16 is a throttle valve and is linked to an accelerator pedal (not shown).

また、１７は低・中速用吸気通路の一部である
低・中速用吸気ブランチ、１８は高速用吸気通路
の一部である高速用吸気ブランチである。この
低・中速用吸気ブランチ１７は低・中速用吸気ポ
ート６とサージタンク１３を連通させており、高
速用吸気ブランチ１８は高速用吸気ポート７とサ
ージタンク１３を連通させていて、低・中速用吸
気ブランチ１７の長さl1は第５図に示した如く高
速用吸気ブランチ１８の長さl2よりも長く形成さ
れている。 Further, 17 is a low/medium speed intake branch that is part of the low/medium speed intake passage, and 18 is a high speed intake branch that is part of the high speed intake passage. This low/medium speed intake branch 17 communicates the low/medium speed intake port 6 with the surge tank 13, and the high speed intake branch 18 communicates the high speed intake port 7 with the surge tank 13, allowing the low/medium speed intake port 6 to communicate with the surge tank 13. - The length l1 of the medium-speed intake branch 17 is longer than the length l2 of the high-speed intake branch 18, as shown in FIG.

各低・中速用吸気ブランチ１７内には第３図、
第５図に示した如く燃料噴射ノズル１９が装着さ
れている。第３図中、２０は各気筒の燃料噴射ノ
ズル１９に燃料を供給するデリバリーパイプであ
る。また、高速用ブランチ１７内には高速運転時
に開弁させられる制御弁２１が第１図、第２図の
如く装着されている。この制御弁２１の下流の高
速用吸気ポート７の中間部は、第１図、乃至第４
図に示した如く、シリンダヘツド２に形成したバ
イパスポート２２を介して、低・中速用吸気ポー
ト６の渦巻部６ａ終端に連通している。 Inside each low/medium speed intake branch 17, there are
A fuel injection nozzle 19 is installed as shown in FIG. In FIG. 3, 20 is a delivery pipe that supplies fuel to the fuel injection nozzle 19 of each cylinder. Further, a control valve 21 that is opened during high-speed operation is installed in the high-speed branch 17 as shown in FIGS. 1 and 2. The intermediate portion of the high-speed intake port 7 downstream of the control valve 21 is shown in FIGS.
As shown in the figure, it communicates with the terminal end of the spiral portion 6a of the low/medium speed intake port 6 via a bypass port 22 formed in the cylinder head 2.

次に、この様な構成の２吸気バルブエンジンの
作動を説明する。 Next, the operation of the two-intake valve engine having such a configuration will be explained.

低・中速運転時（低・中負荷運転時）に制御弁
２１は全閉となつている。この運転時に、スロツ
トルバルブ１６により流量制御された新気は、サ
ージタンク１３内に流入した後、低・中速用吸気
ブランチ１７を通つて低・中速用吸気ポート６に
流入する。この際、この新気は燃料噴射ノズル１
９から噴射された燃料を撹拌する。この後吸気ポ
ート６に流入した混合気は、渦巻部６ａから燃焼
室５内に渦流となつて吸入されて、燃焼室５内に
強いスワールを形成しながら拡散する。この様な
強いスワールは、長い低・中速用吸気ブランチ１
７の吸気慣性効果と渦巻部６ａの渦発生作用によ
り発生する。一方、長い低・中速用吸気ブランチ
１７は霧化した燃料の気化を促進する。これらの
結果燃焼室５内における火炎伝播速度が速く、し
かも安定した燃焼が得られるので、低・中速域の
出力トルクが向上すると共に燃費が向上する。 The control valve 21 is fully closed during low/medium speed operation (low/medium load operation). During this operation, fresh air whose flow rate is controlled by the throttle valve 16 flows into the surge tank 13 and then flows into the low/medium speed intake port 6 through the low/medium speed intake branch 17. At this time, this fresh air is sent to the fuel injection nozzle 1.
Stir the fuel injected from 9. After this, the air-fuel mixture that has flowed into the intake port 6 is drawn into the combustion chamber 5 from the swirl portion 6a as a vortex, and diffuses inside the combustion chamber 5 while forming a strong swirl. This kind of strong swirl is caused by the long low/medium speed intake branch 1.
This is generated due to the intake inertia effect of No. 7 and the vortex generating action of the spiral portion 6a. On the other hand, the long low/medium speed intake branch 17 promotes vaporization of atomized fuel. As a result, the flame propagation speed in the combustion chamber 5 is high and stable combustion is obtained, so that the output torque in the low and medium speed ranges is improved and the fuel efficiency is improved.

また、高速運転時（高負荷運転時）には制御弁
２１が全開となり、前述した新気の流れに加え
て、サージタンク１３内に流入した混合気の一部
が高速用吸気ブランチ１８と吸気抵抗の少ない高
速用吸気ポート７を介して燃焼室５内に流入す
る。この際、新気の一部はバイパスポート２２を
通つて渦巻部６ａ終端部に流入するので、渦巻部
に発生する負圧がほとんど無くなる。したがつ
て、低・中速用吸気ポート６の吸気抵抗が大幅に
減少して、吸気効率が向上し、以つて高出力が得
られる。 In addition, during high-speed operation (high-load operation), the control valve 21 is fully opened, and in addition to the flow of fresh air described above, a portion of the air-fuel mixture that has flowed into the surge tank 13 is transferred to the high-speed intake branch 18 and the intake air. The air flows into the combustion chamber 5 through the high-speed intake port 7 with less resistance. At this time, a portion of the fresh air flows into the terminal end of the spiral portion 6a through the bypass port 22, so that almost no negative pressure is generated in the spiral portion. Therefore, the intake resistance of the low/medium speed intake port 6 is significantly reduced, the intake efficiency is improved, and high output can be obtained.

以上説明した実施例では、燃料噴射ノズルは、
低・中速用吸気ポート６内にのみ設けたが、高速
用吸気ポート７に設けてもよい。 In the embodiments described above, the fuel injection nozzle is
Although it is provided only in the intake port 6 for low and medium speeds, it may be provided in the intake port 7 for high speeds.

また、サージタンク１３に設けたスタート用の
燃料インジエクターを高速運転時に使用して燃料
を高速運転時に追加噴射するようにしてもよい。 Further, a starting fuel injector provided in the surge tank 13 may be used during high-speed operation to additionally inject fuel during high-speed operation.

さらに制御弁２１は、エンジン回転数により制
御した例を説明したが機関負荷に応じて制御して
もよいし、これら両者を組み合わせて制御しても
よい。 Furthermore, although the example in which the control valve 21 is controlled based on the engine speed has been described, it may be controlled based on the engine load, or may be controlled based on a combination of both.

その上、高速用吸気ポート７の傾斜角を小さく
してバイパスポート２２の中心線をシリンダ軸線
と平行に近づけることにより、高速時の吸気抵抗
を更に減少できるようにしてもよい。この場合
は、制御弁２１の枢軸２１ａの軸線をクランク軸
と平行にすることができる。 Furthermore, the inclination angle of the high-speed intake port 7 may be reduced to bring the center line of the bypass port 22 closer to parallel to the cylinder axis, thereby further reducing the intake resistance at high speeds. In this case, the axis of the pivot shaft 21a of the control valve 21 can be made parallel to the crankshaft.

なお、以上説明した構造のエンジンは、ガソリ
ン機関以外にデイーゼル機関にも使用できる。 Note that the engine having the structure described above can be used not only for gasoline engines but also for diesel engines.

本発明は、以上説明したように、高速用吸気ポ
ートの制御弁下流を前記低・中速用吸気ポートの
渦巻終端部にバイパスポートで連通させて、渦巻
部に発生する負圧を小さくすることにより、吸気
抵抗の低減を図るようにしたので、次のような効
果がある。 As explained above, the present invention connects the downstream side of the control valve of the high-speed intake port to the spiral end portion of the low- and medium-speed intake ports through a bypass port to reduce the negative pressure generated in the spiral portion. As a result, the intake resistance is reduced, resulting in the following effects.

(1) 低・中速時の燃焼が改善し、しかも吸気慣性
効果によりトルクが向上し更に高速時の吸気抵
抗が少ないので高出力が得られる。(1) Combustion is improved at low and medium speeds, torque is improved due to the intake inertia effect, and there is less intake resistance at high speeds, resulting in high output.

(2) バイパス通路の流量制御を高速用吸気ポート
入口部に設けた制御弁により行なえるので、シ
ステムが簡素化できる。(2) The system can be simplified because the flow rate of the bypass passage can be controlled by a control valve installed at the inlet of the high-speed intake port.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明の一実施例を示す多気筒の２吸
気バルブエンジン。第２図は、第１図の−線
断面図。第３図は、第１図の−線断面図。第
４図は、第２図の−線断面図。第５図は、第
１図に示した２吸気バルブエンジンの配管系統
図。 ５……燃焼室、６……低・中速用吸気ポート、
６ａ……渦巻部、７……高速用吸気ポート、９…
…低・中速用吸気バルブ、１０……高速用吸気バ
ルブ、１７……低・中速用吸気ブランチ、１８…
…高速用吸気ブランチ、２１……制御弁、２２…
…バイパスポート。 FIG. 1 shows a multi-cylinder two-intake valve engine showing one embodiment of the present invention. FIG. 2 is a sectional view taken along the line -- in FIG. 1. FIG. 3 is a sectional view taken along the line -- in FIG. 1. FIG. 4 is a sectional view taken along the - line in FIG. 2. FIG. 5 is a piping system diagram of the two-intake valve engine shown in FIG. 5... Combustion chamber, 6... Low/medium speed intake port,
6a... spiral part, 7... high speed intake port, 9...
... Intake valve for low/medium speed, 10... Intake valve for high speed, 17... Intake branch for low/medium speed, 18...
...High-speed intake branch, 21...Control valve, 22...
…Bypassport.

Claims (1)

【特許請求の範囲】[Claims] １ 低・中速用吸気通路と高速用吸気通路を同一
燃焼室に開口させ、前記各吸気通路を別々の吸気
バルブで開閉させるようにした２吸気バルブエン
ジンにおいて、前記低・中速用吸気通路の燃焼室
への開口端部側を渦巻状に形成し、前記高速用吸
気通路内に高速運転域で開弁する制御弁を装着
し、前記高速用吸気通路の制御弁下流を前記低・
中速用吸気通路の渦巻部終端部にバイパスポート
を介して連通させたことを特徴とする２吸気バル
ブエンジン。1. In a two-intake valve engine in which a low- and medium-speed intake passage and a high-speed intake passage are opened into the same combustion chamber, and each intake passage is opened and closed by a separate intake valve, the low- and medium-speed intake passage A control valve that opens in a high-speed operating range is installed in the high-speed intake passage, and the downstream side of the control valve of the high-speed intake passage is connected to the low-speed intake passage.
A two-intake valve engine characterized in that the end portion of a spiral portion of a medium-speed intake passage is connected to the end portion of a spiral portion through a bypass port.
JP56143215A 1981-09-11 1981-09-11 Double inlet valve engine Granted JPS5848715A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP56143215A JPS5848715A (en) 1981-09-11 1981-09-11 Double inlet valve engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP56143215A JPS5848715A (en) 1981-09-11 1981-09-11 Double inlet valve engine

Publications (2)

Publication Number Publication Date
JPS5848715A JPS5848715A (en) 1983-03-22
JPH021967B2 true JPH021967B2 (en) 1990-01-16

Family

ID=15333562

Family Applications (1)

Application Number Title Priority Date Filing Date
JP56143215A Granted JPS5848715A (en) 1981-09-11 1981-09-11 Double inlet valve engine

Country Status (1)

Country Link
JP (1) JPS5848715A (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59201927A (en) * 1983-04-30 1984-11-15 Hino Motors Ltd Charging unit for diesel engine
JPS60204918A (en) * 1984-03-30 1985-10-16 Nissan Motor Co Ltd Suction device for internal-combustion engine
JPS6158921A (en) * 1984-08-29 1986-03-26 Toyota Motor Corp Intake device of internal-combustion engine
JPS61286528A (en) * 1985-06-13 1986-12-17 Toyota Motor Corp Siamese type intake port device of internal-combustion engine
US4669434A (en) * 1985-07-24 1987-06-02 Toyota Jidosha Kabushiki Kaisha Internal combustion engine cylinder head variable swirl siamese type intake port structure, with auxiliary straight passage, pointing at spark plug, leading from mixture intake to downstream end of straight intake port
JPS6248927A (en) * 1985-08-27 1987-03-03 Toyota Motor Corp Suction port device for internal combustion engine

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