JPH0338409B2 - - Google Patents
Info
- Publication number
- JPH0338409B2 JPH0338409B2 JP57004649A JP464982A JPH0338409B2 JP H0338409 B2 JPH0338409 B2 JP H0338409B2 JP 57004649 A JP57004649 A JP 57004649A JP 464982 A JP464982 A JP 464982A JP H0338409 B2 JPH0338409 B2 JP H0338409B2
- Authority
- JP
- Japan
- Prior art keywords
- auxiliary
- main
- intake valve
- air
- main 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 - Lifetime
Links
- 239000000446 fuel Substances 0.000 claims description 31
- 239000000203 mixture Substances 0.000 claims description 21
- 238000002485 combustion reaction Methods 0.000 description 13
- 238000002347 injection Methods 0.000 description 7
- 239000007924 injection Substances 0.000 description 7
- 238000002156 mixing Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 3
- 230000003111 delayed effect Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000009834 vaporization Methods 0.000 description 2
- 230000008016 vaporization Effects 0.000 description 2
- 238000000889 atomisation Methods 0.000 description 1
- 238000007664 blowing Methods 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 229920006395 saturated elastomer Polymers 0.000 description 1
- 230000035936 sexual power Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 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
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
-
- 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)
- Supercharger (AREA)
Description
【発明の詳細な説明】
本発明は、主吸気通路と過給機を備えた補助吸
気通路とを備え、主吸気通路によつて混合気を供
給し、補助吸気通路からは過給機により加圧した
空気を供給するようにした過給機付エンジンの吸
気装置の改良に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention comprises a main intake passage and an auxiliary intake passage equipped with a supercharger, the main intake passage supplies a mixture, and the auxiliary intake passage supplies a mixture that is heated by the supercharger. This invention relates to an improvement in an intake system for a supercharged engine that supplies pressurized air.
従来より、この種の過給機付エンジンの吸気装
置はよく知られている。この種の過給式の吸気装
置では、過給機により加圧した空気を補助吸気ポ
ートから燃焼室に供給する構造であるため、供給
された加圧空気が主吸気ポート内に逆流する現
象、いわゆる吹き返しを生ずる問題があり、これ
を防止するため、加圧空気を供給するタイミング
即ち過給タイミングを主吸気ポートの開弁タイミ
ングより設定値だけ遅らせるようにしたものが提
案されている（特開昭55−137314号公報参照）。 BACKGROUND ART This type of intake device for a supercharged engine has been well known. This type of supercharged intake system has a structure in which air pressurized by the supercharger is supplied to the combustion chamber from the auxiliary intake port, so there is a phenomenon in which the supplied pressurized air flows back into the main intake port. There is a problem that causes so-called blowback, and in order to prevent this, a system has been proposed in which the timing of supplying pressurized air, that is, the timing of supercharging, is delayed by a set value from the timing of opening the main intake port (Japanese Patent Application Laid-Open No. (Refer to Publication No. 137314, 1983).
ところで、この場合、上記のように主吸気ポー
トのみから混合気を供給するものでは、その混合
気と補助吸気ポートから供給する加圧空気との燃
焼室内におけるミキシングがエンジンの燃費性
能、出力性能にとつて重要な問題となる。即ち、
主吸気ポートに対して補助吸気ポートが遅れて開
かれるため、加圧空気は吸気工程の終期に供給さ
れ、混合気とのミキシングが十分に行なわれない
まま圧縮工程に移行され、加圧空気が１個所に偏
在したまま燃焼工程が開始され、燃焼性が阻害さ
れる問題がある。 By the way, in this case, when the air-fuel mixture is supplied only from the main intake port as described above, the mixing of the air-fuel mixture and the pressurized air supplied from the auxiliary intake port in the combustion chamber affects the fuel efficiency and output performance of the engine. This is an important issue. That is,
Since the auxiliary intake port opens later than the main intake port, pressurized air is supplied at the end of the intake process, and is transferred to the compression process without being sufficiently mixed with the air-fuel mixture. There is a problem that the combustion process is started while the particles are unevenly distributed in one place, and the combustibility is inhibited.
また、この種の過給機付エンジンにおいては過
給が有効なのは高負荷時であることから、エンジ
ン負荷が設定負荷に達した移行に過給を行なつて
いるが、この場合には、過給を行なわない運転領
域において補助吸気ポート側に混合気が逆流する
逆の吹き返し現象を生じ、非過給域における充填
効率の低下を招来するといつた問題があり、特に
前述の如く、過給タイミングを設定値遅らせたも
のでは、燃焼室内の圧力が上昇し始める時点で補
助吸気ポートが開かれることから、上記の吹き返
しが避けられない欠点がある。 In addition, in this type of supercharged engine, supercharging is effective at high loads, so supercharging is performed when the engine load reaches the set load. In the operating region where no charging is performed, a reverse blow-back phenomenon occurs in which the air-fuel mixture flows back toward the auxiliary intake port, which causes a reduction in charging efficiency in the non-supercharging region. In the case where the set value is delayed, the auxiliary intake port is opened at the point when the pressure inside the combustion chamber starts to rise, which has the disadvantage that the above-mentioned blowback cannot be avoided.
本発明は、かかる問題に鑑みてなされたもので
あつて、非過給域においても吹き返しを生ずるこ
とがなく、しかも過給時において主吸気ポートか
ら供給する混合気と補助吸気ポートから供給する
加圧空気とを瞬間的にミキシングさせることがで
き、よつて燃費性能の向上を図ることができる過
給機付エンジンの吸気装置を提供せんとするもの
である。 The present invention has been made in view of this problem, and does not cause blowback even in the non-supercharging region, and furthermore, during supercharging, the mixture supplied from the main intake port and the mixture supplied from the auxiliary intake port. It is an object of the present invention to provide an intake system for a supercharged engine that can instantaneously mix compressed air with compressed air, thereby improving fuel efficiency.
このため、本発明は、主吸気通路と過給機を備
えた補助吸気通路とを設け、主吸気通路を構成す
るとともに燃料を供給する手段が設置された主吸
気ポートと補助吸気通路を構成する補助吸気ポー
トとにそれぞれ主吸気弁と補助吸気弁とを設け、
補助吸気弁を主吸気弁より設定値遅れて閉じるよ
うに構成し、主吸気ポートより混合気を供給する
一方補助吸気ポートより加圧空気を供給するよう
にしてなる過給機付エンジンにおいて、
上記主吸気ポートと補助吸気ポートは互いい逆
方向のスワールを生成するように設定するととも
に、上記補助吸気弁の直径に対する最大リフト量
の比を上記主吸気弁の直径に対する最大リフト量
の比より小さくかつ補助吸気弁の最大リフト量が
主吸気弁の最大リフト量より小さくなるように設
定したことを特徴とする過給機付エンジンの吸気
装置を提供するものである。 For this reason, the present invention provides a main intake passage and an auxiliary intake passage equipped with a supercharger, and constitutes the main intake passage as well as a main intake port in which a means for supplying fuel is installed and the auxiliary intake passage. A main intake valve and an auxiliary intake valve are provided at each of the auxiliary intake ports,
In a supercharged engine in which the auxiliary intake valve is configured to close a set value later than the main intake valve, and air-fuel mixture is supplied from the main intake port while pressurized air is supplied from the auxiliary intake port, The main intake port and the auxiliary intake port are set to generate swirls in opposite directions, and the ratio of the maximum lift amount to the diameter of the auxiliary intake valve is smaller than the ratio of the maximum lift amount to the diameter of the main intake valve. The present invention also provides an intake system for a supercharged engine, characterized in that the maximum lift amount of the auxiliary intake valve is set to be smaller than the maximum lift amount of the main intake valve.
以下、図示の実施例に基いて本発明をより具体
的に説明する。 Hereinafter, the present invention will be described in more detail based on illustrated embodiments.
第１図において、１はシリンダ２内のピストン
３の往復運動を出力軸１ａの回転として出力する
ようにしたレシプロエンジン、４は主吸気弁５に
よつてエンジン１の燃焼室２ａに対して開閉され
る主吸気ポート６を下流に有する主吸気通路、７
は主吸気通路４の最上流に設置したエアクリー
ナ、８は主吸気通路４のエアクリーナ７より少し
下流に介設した、吸気量を検出するためのエアフ
ローメータ、９はエアフローメータ８の下流にお
いて主吸気通路４から分岐し、途中に介設した過
給機１０によつて加圧した空気を、補助吸気弁１
１によつて開閉される補助吸気ポート１２から燃
焼室２ａに供給する補助吸気通路である。 In Fig. 1, 1 is a reciprocating engine that outputs the reciprocating motion of a piston 3 in a cylinder 2 as rotation of an output shaft 1a, and 4 is a main intake valve 5 that opens and closes with respect to the combustion chamber 2a of the engine 1. a main intake passage 7 having a main intake port 6 downstream thereof;
is an air cleaner installed at the most upstream side of the main intake passage 4; 8 is an air flow meter installed slightly downstream of the air cleaner 7 in the main intake passage 4 to detect the amount of intake air; 9 is an air cleaner installed downstream of the air flow meter 8; The air branched from the passage 4 and pressurized by the supercharger 10 interposed in the middle is transferred to the auxiliary intake valve 1.
This is an auxiliary intake passage that supplies the combustion chamber 2a from the auxiliary intake port 12 that is opened and closed by the auxiliary intake port 12.
上記主吸気通路４の補助吸気通路９の分岐点よ
り下流には、アクセルペダル（図示せず）に連動
して開閉される主絞り弁１３を設けるとともに、
主絞り弁１３の下流には、ポケツト部１４を主吸
気通路４に向けて設け、このポケツト部１４には
燃料噴射ノズル１５を装着している。この燃料噴
射ノズル１５は、少なくともエアフローメータ８
のフローセンサ８ａから出力される吸入エア量と
エンジン回転数とを入力データとする制御回路１
６によつて１回ごとの燃料噴射量が制御され、主
吸気通路４を流下してくるエアに対し燃料を横方
向から噴射し、混合気を生成する。 A main throttle valve 13 that opens and closes in conjunction with an accelerator pedal (not shown) is provided downstream from the branch point of the auxiliary intake passage 9 of the main intake passage 4, and
A pocket portion 14 is provided downstream of the main throttle valve 13 and faces the main intake passage 4, and a fuel injection nozzle 15 is attached to the pocket portion 14. This fuel injection nozzle 15 has at least an air flow meter 8
A control circuit 1 which uses as input data the intake air amount and engine rotation speed output from the flow sensor 8a of the
6 controls the fuel injection amount each time, and fuel is injected laterally into the air flowing down the main intake passage 4 to generate an air-fuel mixture.
上記補助吸気通路９に介設する過給機１０は、
例えばベーン型のエアポンプとし、その駆動軸１
０ａは、タイミングベルト１７によつてエンジン
１の出力軸１ａによりエンジン回転数に同期して
駆動するようにするとともに、軌道軸１０ａに対
しては過給機１０との入切を行なう電磁クラツチ
１８を設け、エンジン負荷が設定値以下のときに
は電磁クラツチ１８をオフしておき、設定値以上
に達した段階でこれをオンし、過給機１０の駆動
を開始するようにする。この過給機１０の駆動の
開始は、主絞り弁１３にリンク機構１９を介して
連係され、主絞り弁１３が設定開度以上に開かれ
たときにはじめて開かれる補助絞り弁２０の開き
始めの少し手前に設定し、補助絞り弁２０が開い
たときに直ちに補助吸気ポート１２から加圧空気
の供給を開始しうるようにすることが好ましい。 The supercharger 10 interposed in the auxiliary intake passage 9 is
For example, if you use a vane type air pump, its drive shaft 1
0a is an electromagnetic clutch 18 which is driven by the timing belt 17 to be driven by the output shaft 1a of the engine 1 in synchronization with the engine speed, and which connects and disconnects the supercharger 10 to the orbital shaft 10a. The electromagnetic clutch 18 is turned off when the engine load is below a set value, and is turned on when the engine load reaches the set value or higher to start driving the supercharger 10. The start of the drive of the supercharger 10 is the start of the opening of the auxiliary throttle valve 20, which is linked to the main throttle valve 13 via a link mechanism 19 and is opened only when the main throttle valve 13 is opened beyond the set opening degree. It is preferable to set it slightly before the auxiliary throttle valve 20 so that supply of pressurized air from the auxiliary intake port 12 can be started immediately when the auxiliary throttle valve 20 opens.
なお、第１図において、２１は過給機１０をバ
イパスするリリーフ通路、２２は過給機１０の吐
出量が要求量に比して過剰であるときにリリーフ
通路２１を開いて吸入側にリリーフさせる逆止
弁、２３は過給機１０の吐出側と燃料噴射弁１５
を装着したポケツト部１４とを連通する加圧空気
送給通路で、加圧空気の一部を燃料噴射弁１５か
ら噴射する燃料に向けて衝突させ、燃料の霧化・
気化を促進する。 In FIG. 1, 21 is a relief passage that bypasses the supercharger 10, and 22 is a relief passage that opens the relief passage 21 to provide relief to the suction side when the discharge amount of the supercharger 10 is excessive compared to the required amount. A check valve 23 is connected to the discharge side of the supercharger 10 and the fuel injection valve 15.
A part of the pressurized air is caused to collide with the fuel injected from the fuel injection valve 15 through the pressurized air supply passage communicating with the pocket part 14 equipped with the fuel injection valve 15, thereby atomizing and atomizing the fuel.
Promotes vaporization.
また、２４は排気弁２５によつて開閉される排
気ポートである。 Further, 24 is an exhaust port that is opened and closed by an exhaust valve 25.
第２図に示すように、上記主吸気弁５は、吸気
上死点T.D.Cの若干手前で開き始め、吸気下死点
B.D.Cを通り過ぎた段階で閉じるようにその開閉
タイミングを設定するのに対し、補助吸気弁１１
は、その開閉タイミングを制御する制御カム機構
２６（第１図参照）によつて、吸気下死点B.D.C
より手前で主吸気弁５の閉じの最終段階にラツプ
するかたちで開き始め、主吸気弁５の全閉に所定
の位相だけ遅れて閉じるように設定する。この補
助吸気弁１１の開閉のタイミングは、夫々主吸気
ポート６への吹き返しの防止および点火時期を
夫々考慮して設定する。 As shown in FIG. 2, the main intake valve 5 begins to open slightly before the intake top dead center TDC, and the main intake valve 5 begins to open slightly before the intake bottom dead center TDC.
The opening/closing timing of the auxiliary intake valve 11 is set so that it closes after passing the BDC.
is controlled by the control cam mechanism 26 (see Fig. 1) that controls the opening/closing timing of the intake bottom dead center BDC.
It is set so that it begins to open in a manner that wraps around the final stage of closing of the main intake valve 5 before the main intake valve 5 closes, and closes after a predetermined phase delay after the main intake valve 5 is fully closed. The opening and closing timings of the auxiliary intake valves 11 are set in consideration of prevention of blowback to the main intake port 6 and ignition timing, respectively.
一方、上記主吸気弁５および補助吸気弁１１の
最大リフト量S1，S2は、第３図に示すように、主
吸気弁５の最大リフト量S1に対して補助吸気弁１
１の最大リフト量S2を十分小さく設定する。より
具体的には、主吸気弁５、補助吸気弁１１の直径
を夫々D1，D2としたときに、直径D1，D2に対す
る最大リフト量S1，S2の比S1／D1，S2／D2を、
主吸気弁５では１／４以上（S1／D1＞１／４）
となるように、また補助吸気弁１１では１／４以
下（S2／D2＜１／４）となるように夫々設定す
る。これらの比を設定する際の基準となる比の値
即ち１／４は、これ以上で供給量が飽和する値で
あり、主吸気弁５側を１／４以上として全体の吸
気量を確保する一方、補助吸気弁１１側では１／
４以下の比として補助吸気ポート１１側との間に
一種の絞り効果を持たせる。 On the other hand, the maximum lift amounts S 1 and S 2 of the main intake valve 5 and the auxiliary intake valve 11 are as shown in FIG.
Set the maximum lift amount S 2 of 1 to a sufficiently small value. More specifically, when the diameters of the main intake valve 5 and the auxiliary intake valve 11 are respectively D 1 and D 2 , the ratio of the maximum lift amounts S 1 and S 2 to the diameters D 1 and D 2 is S 1 /D. 1 , S 2 /D 2 ,
For main intake valve 5, 1/4 or more (S 1 /D 1 > 1/4)
In addition, the auxiliary intake valve 11 is set to be 1/4 or less (S 2 /D 2 <1/4). The reference ratio value when setting these ratios, that is, 1/4, is the value above which the supply amount is saturated, and the overall intake amount is ensured by setting the main intake valve 5 side to 1/4 or more. On the other hand, on the auxiliary intake valve 11 side, 1/
By setting the ratio to 4 or less, a kind of throttling effect is created between the intake port and the auxiliary intake port 11 side.
そして、上記主吸気弁５、補助吸気弁１１の開
閉タイミングおよびリフト量の設定に加えて、主
吸気ポート６および補助吸気ポート１２のポート
構造を以下のように設定することが好ましい。即
ち、第４図に示すように、主吸気ポート６と補助
吸気ポート１２は、その軸線がほぼ平行で、燃焼
室２ａ中心に関して偏心した位置に夫々開口さ
せ、主吸気ポート６から流入する混合気には、第
４図に矢印Ａで示すように燃焼室２ａ中心に関し
て反時針廻りにスワールさせるように吸気慣性を
与える一方、補助吸気ポート１２から供給する加
圧空気には、矢印Ｂで示すように、燃焼室２ａ中
心に関して時針廻りにスワールさせるように吸気
慣性を与える設定とする。 In addition to setting the opening/closing timing and lift amount of the main intake valve 5 and the auxiliary intake valve 11, it is preferable to set the port structures of the main intake port 6 and the auxiliary intake port 12 as follows. That is, as shown in FIG. 4, the main intake port 6 and the auxiliary intake port 12 have their axes substantially parallel to each other, and are opened at eccentric positions with respect to the center of the combustion chamber 2a, so that the air-fuel mixture flowing from the main intake port 6 is As shown by arrow A in FIG. 4, intake inertia is given so as to swirl counterclockwise with respect to the center of the combustion chamber 2a, while pressurized air supplied from the auxiliary intake port 12 is given air intake inertia as shown by arrow B in FIG. The setting is such that intake inertia is given so as to swirl around the hour hand with respect to the center of the combustion chamber 2a.
かかる設定とすれば、過給を行なわないエンジ
ン１の低負荷時においては、主吸気ポート６から
流入する混合気をＡ方向に大きくスワールさせ、
このスワールを目がけて点火プラグ２７から火花
を飛ばすことによつて混合気を良好に燃焼させる
ことができる。 With such a setting, when the engine 1 is under low load without supercharging, the air-fuel mixture flowing in from the main intake port 6 is largely swirled in the A direction,
By emitting sparks from the spark plug 27 with the aim of creating this swirl, the air-fuel mixture can be burnt well.
また、補助吸気弁１２の最大リフト量が十分小
さいため、燃焼室２ａ内圧の上昇に伴なつて生じ
うる補助吸気ポート１２への吹き返しは有効に防
止することができる。 Furthermore, since the maximum lift amount of the auxiliary intake valve 12 is sufficiently small, blowback to the auxiliary intake port 12 that may occur as the internal pressure of the combustion chamber 2a increases can be effectively prevented.
一方、過給を開始した段階では、主吸気ポート
６からの混合気のスワールに対し、該スワールが
弱まり始めた時点で、補助吸気ポート１２から早
い流速で供給される加圧空気が、反時針方向Ｂか
ら衝突し、混合気とのミキシングが行なわれる。
このミキシングの段階では、量が多いが流速の弱
まつた混合気のスワールの有する吸気慣性と量は
少ないが流速の早い加圧空気の吸気慣性がほぼ等
しく、したがつてミキシングが良好に行なわれ、
その過程で燃料の気化・霧化が促進され、全体に
均一化された混合気は点火プラグ２７による点火
を待つて良好に燃焼する。 On the other hand, at the stage when supercharging is started, when the swirl of the air-fuel mixture from the main intake port 6 begins to weaken, the pressurized air supplied from the auxiliary intake port 12 at a high flow rate moves toward the counter-hour hand. The collision occurs from direction B, and mixing with the air-fuel mixture takes place.
At this mixing stage, the intake inertia of the swirl of the air-fuel mixture, which has a large amount but a low flow velocity, and the intake inertia of pressurized air, which has a small quantity but a high flow velocity, are almost equal, and therefore mixing is performed well. ,
In this process, vaporization and atomization of the fuel is promoted, and the air-fuel mixture, which is homogenized throughout, waits for ignition by the spark plug 27 and is combusted well.
以上の説明から明らかなように、本発明によれ
ば、過給が行われる高負荷域では、主吸気ポート
によつて生成される混合気のスワールに対し、補
助吸気ポートから流入する過給気のスワールが高
速で衝突するのでミキシングが向上する一方、過
給が行われない低負荷域では、主吸気ポートによ
つて一方向に生成されるスワールによつて燃焼
性、とくに点火プラグ廻りの燃焼性の向上を図る
ことができる。と同時に、補助吸気ポートは、燃
焼室内に流入する過給気に対する絞り作用と燃焼
室内の混合気に対する絞り作用の両方を有するた
め、高負荷域では、過給気の流速を早めて高速の
スワールを生成することができ、主吸気ポートに
よつて生成されるスワールとのミキシングを良好
なものとすることができ、低負荷域では、補助吸
気ポートへの混合気の吹き返しを確実に防止する
ことができる。 As is clear from the above description, according to the present invention, in a high load range where supercharging is performed, the supercharged air flowing in from the auxiliary intake port is Mixing is improved because the swirls collide at high speed, but in low load ranges where supercharging is not occurring, the swirl generated in one direction by the main intake port reduces combustibility, especially combustion around the spark plugs. It is possible to improve sexual performance. At the same time, the auxiliary intake port has both a throttling effect on the supercharged air flowing into the combustion chamber and a throttling effect on the air-fuel mixture in the combustion chamber. It is possible to generate good mixing with the swirl generated by the main intake port, and in the low load range, it is possible to reliably prevent the air-fuel mixture from blowing back to the auxiliary intake port. Can be done.
第１図は部分過給式エンジンの全体概略説明
図、第２図は主吸気弁と補助吸気弁の開閉状態を
示すグラフ、第３図は本発明にかかる主吸気弁お
よび補助吸気弁の最大リフト量を示す要部断面
図、第４図は同じく吸気ポート構造を説明するた
めの平面説明図である。
１……エンジン、４……主吸気通路、５……主
吸気弁、６……主吸気ポート、１０……過給機、
１１……補助吸気弁、１２……補助吸気ポート、
１５……燃料噴射ノズル。
FIG. 1 is an overall schematic explanatory diagram of a partially supercharged engine, FIG. 2 is a graph showing the opening and closing states of the main intake valve and auxiliary intake valve, and FIG. 3 is a graph showing the maximum capacity of the main intake valve and auxiliary intake valve according to the present invention FIG. 4 is a cross-sectional view of a main part showing the amount of lift, and is also a plan explanatory view for explaining the intake port structure. 1...Engine, 4...Main intake passage, 5...Main intake valve, 6...Main intake port, 10...Supercharger,
11... Auxiliary intake valve, 12... Auxiliary intake port,
15...Fuel injection nozzle.
Claims (1)
を設け、主吸気通路を構成するとともに燃料を供
給する手段が設置された主吸気ポートと補助吸気
通路を構成する補助吸気ポートとにそれぞれ主吸
気弁と補助吸気弁とを設け、補助吸気弁を主吸気
弁より設定値遅れて閉じるように構成し、主吸気
ポートより混合気を供給する一方補助吸気ポート
より加圧空気を供給するようにしてなる過給機付
エンジンにおいて、 上記主吸気ポートと補助吸気ポートは互いに逆
方向のスワールを生成するように設定するととも
に、上記補助吸気弁の直径に対する最大リフト量
の比を上記主吸気弁の直径に対する最大リフト量
の比より小さくかつ補助吸気弁の最大リフト量が
主吸気弁の最大リフト量より小さくなるように設
定したことを特徴とする過給機付エンジンの吸気
装置。[Scope of Claims] 1. A main intake passage and an auxiliary intake passage equipped with a supercharger are provided, and the main intake passage is configured, and a main intake port in which a means for supplying fuel is installed and the auxiliary intake passage are configured. A main intake valve and an auxiliary intake valve are provided at each of the auxiliary intake ports, and the auxiliary intake valve is configured to close a set value later than the main intake valve, so that the air-fuel mixture is supplied from the main intake port while the auxiliary intake valve is In a supercharged engine configured to supply pressurized air, the main intake port and the auxiliary intake port are set to generate swirls in opposite directions, and the maximum lift amount relative to the diameter of the auxiliary intake valve is set. A supercharged engine characterized in that the ratio is set to be smaller than the ratio of the maximum lift amount to the diameter of the main intake valve, and the maximum lift amount of the auxiliary intake valve is smaller than the maximum lift amount of the main intake valve. Intake device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57004649A JPS58122322A (en) | 1982-01-14 | 1982-01-14 | Intake device for engine with supercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57004649A JPS58122322A (en) | 1982-01-14 | 1982-01-14 | Intake device for engine with supercharger |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58122322A JPS58122322A (en) | 1983-07-21 |
| JPH0338409B2 true JPH0338409B2 (en) | 1991-06-10 |
Family
ID=11589800
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57004649A Granted JPS58122322A (en) | 1982-01-14 | 1982-01-14 | Intake device for engine with supercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58122322A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2896273A1 (en) * | 2006-01-18 | 2007-07-20 | Renault Sas | High-pressure gas injector for internal combustion engine has gas jet activator operated during second half of compression cycle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5815607A (en) * | 1981-07-21 | 1983-01-29 | Shibaura Eng Works Co Ltd | Drilling device |
-
1982
- 1982-01-14 JP JP57004649A patent/JPS58122322A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5815607A (en) * | 1981-07-21 | 1983-01-29 | Shibaura Eng Works Co Ltd | Drilling device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58122322A (en) | 1983-07-21 |
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