JPH0718344B2 - Internal combustion engine - Google Patents

Description

Description: FIELD OF THE INVENTION The present invention relates to internal combustion engines, and in particular to internal combustion engines modified to be suitable for vehicles.

BACKGROUND ART In this type of internal combustion engine, the intake port is a direct port, a vortex port, a helical port,
By forming a port with a shroud valve, a masked port, etc., giving a swirl to the cylinder chamber, promoting mixture generation and combustion, improving combustion, and changing its directional port and helical port. In addition to arranging the diaphragm and giving swirl to the cylinder chamber,
Combustion has been improved by changing the amount of intake air according to the engine load.

However, in those intake ports, the swirl ratio cannot be changed according to the engine speed and the load, and the current situation is that combustion is not improved so much.

Further, Japanese Utility Model Application Laid-Open No. 54-107713 discloses an intake device for an internal combustion engine. In the intake device, a drift mask is positioned in an intake passage and is rotatably supported by an intake valve stem. Is engaged with a pinion formed on the hollow shaft portion of the drift mask, and the rack is axially moved according to changes in the engine load, and when the engine is under a low load, the drift mask is projected into the intake passage. However, when the load is high, the drift mask is being retracted along the inner wall of the intake passage.

In this intake device, when the intake passage is throttled by the non-uniform flow mask, the sneak flow of the intake air becomes very small, so the swirl becomes weak and the effect cannot be obtained as expected. In addition, in this intake system, the rack that rotates the drift mask is passed through the cylinder head, which makes the cylinder head cumbersome to machine, especially
In a multi-cylinder engine, machining of the cylinder head becomes very difficult.

An object of the present invention is to optimally control a swirl ratio and a flow coefficient of a port according to the engine speed, load, intake air temperature, etc. The optimum swirl ratio is given to the air-fuel mixture, and in the compression ignition type engine, the optimum swirl ratio is given to the intake air that flows into the cylinder chamber, and the optimum intake amount of the air-fuel mixture and intake air is obtained to burn the air. Improvement of the balance, enabling highly efficient combustion, improving heat load, fuel consumption rate, and startability including cold start, improving exhaust gas characteristics, and improving engine output characteristics, Another object is to provide an internal combustion engine that avoids complication of the structure and processing of the cylinder block.

Another object of the present invention is to reduce the engine speed when the intake port is a low swirl type in which a mainstream is accompanied by a sidestream.
The port swirl ratio and the flow rate coefficient are optimally controlled according to the load and the intake air temperature, and in the spark ignition type engine, the optimum swirl ratio is given to the air-fuel mixture that flows into the cylinder chamber. In the case of (1), the optimum swirl ratio is given to the intake air that flows into the cylinder chamber, and the optimum amount of intake of the air-fuel mixture and intake air is obtained to improve combustion and realize highly efficient combustion, and heat load. , Fuel consumption rate, and startability including cold start are improved.
It is an object of the present invention to provide an internal combustion engine that improves exhaust gas characteristics, improves engine output characteristics, and avoids complicated cylinder block structure and processing.

SUMMARY OF THE INVENTION FOR PROBLEM TO BE SOLVED BY THE INVENTION With respect to the above-mentioned problems, the internal combustion engine of the present invention firstly has a port opening for opening a valve seat in the cylinder chamber and an upstream of the port opening with respect to the flow direction of intake air. A low swirl type intake port formed in the cylinder head with a throat on the side, and a valve guide bore formed in the cylinder head by opening on the inner wall surface of the intake port facing the port opening. Is installed in the valve guide, the valve stem is fitted into the valve guide to guide the valve, and the intake valve that opens and closes the port opening and the valve guide and the valve stem are rotatable. Supported on one end to the lower end of the valve guide and the other end to the upper end of the valve guide outside the cylinder head. And a sleeve shaft projecting to each side, and fixedly supported at one end of the sleeve shaft in the intake port, and along the inner wall surface of the intake port downstream of the throat in the flow direction of the intake air. A tuning control valve rotated between a stowed position and a throttle position projecting into the inner wall of the intake port upstream of its throat with respect to the direction of flow of its intake air and its outside of its cylinder head. An operating arm attached to the other end of the sleeve shaft, an actuator coupled to the operating arm for rotating the tuning control valve between its stowed position and throttle position, a speed sensor, a load sensor, and a suction sensor. Drives the actuator in response to signals from temperature sensors, etc. The engine is equipped with a controller that controls the swirl ratio and the flow coefficient of the port in accordance with the engine speed, load, intake air temperature, etc. The optimum swirl ratio is given to the port, and at the same time, a high flow coefficient is given to the port.In the compression ignition engine, the optimum swirl ratio is given to the intake air flowing into the cylinder chamber, and at the same time, a high flow coefficient is given to the port. The optimum inflow amount of the air-fuel mixture and the intake air is obtained to enable highly efficient combustion.

Further, the internal combustion engine of the present invention includes a port opening for mounting a valve seat in a cylinder chamber, a valve guide arranged in a valve guide bore formed in the cylinder head, and a valve guide for the valve guide. An intake valve that fits and guides the valve stem and opens and closes its port opening, and one end of which is rotatably supported between the valve guide and the valve stem and the other end of which is at the lower end of the valve guide. In the sleeve shaft and its intake port, which make the ends project to the outside of the cylinder head at the upper end of the valve guide,
A valve body fixedly supported on one end of the sleeve shaft, a port throttle surface formed on the valve body,
At the front end of the valve body, a secondary flow guide surface extending from the port throttle surface toward the valve stem,
And at the rear end of the valve body, a wraparound mainstream flow guide surface extending from the port throttle surface toward the valve stem, and on the inner wall surface of the intake port downstream of the throat in the flow direction of the intake air. On the outside of the cylinder control head and the tuning control valve that is rotated between the stowed position along which it extends and the throttle position that projects into the inner wall of its intake port upstream of its throat in the direction of its intake flow. The operation arm attached to the other end of the sleeve shaft and the tuning control connected to the operation arm.
An actuator that rotates the valve between its stored position and throttle position, and a controller that drives the actuator in response to signals from a rotation speed sensor, a load sensor, an intake air temperature sensor, and the like, and the rotation speed of the engine, Depending on the load, intake air temperature, etc., in addition to the main flow, the side flow and the main circulation flow are controlled to optimally control the swirl ratio and flow coefficient of the port. Gives the optimum swirl ratio to the air-fuel mixture and at the same time gives the port a high flow coefficient
In addition, in a compression ignition type engine, an optimum swirl ratio is given to the intake air that flows into the cylinder chamber, and at the same time, a high flow coefficient is given to the port, so that the optimum inflow amount of the air-fuel mixture and intake air can be accurately and reliably In particular, it is possible to achieve highly efficient combustion.

Description of Specific Examples Specific specified examples of the internal combustion engine of the present invention will be described below with reference to the drawings.

1 to 5 partially show an embodiment 10 of an internal combustion engine of the present invention adapted to be mounted on a truck.

This internal combustion engine 10 is embodied in a diesel engine and has an intake valve 15 which is arranged in a low swirl type intake port 12 and which is seated with a valve seat 22 attached to a port opening 21 of the intake port 12. It is manufactured in a structure that is opened and closed by a valve mechanism (not shown).

In the diesel engine 10, an optimum swirl ratio is given to the intake air flowing into the cylinder chamber 31 in accordance with the engine speed, the load, and the intake air temperature, and at the same time, the intake port 12 has a high flow coefficient (Cms). ) Is given, and the optimum inflow amount of the intake air is accurately and surely obtained.

More specifically, the diesel engine 10 has a port opening 21 that is opened in the cylinder chamber 31 to mount the valve seat 22, and a throat 32 upstream of the port opening 21 with respect to the flow direction of intake air. Cylinder head 11
Is disposed in the valve guide bore 23 formed in the cylinder head 11 of the low-swirl type intake port 12 formed on the inner side wall surface 20 of the intake port 12 facing the port opening 21. The valve guide 14 and the intake valve 15 that fits and guides the valve stem 16 to the valve guide 14, and opens and closes the port opening 21.
Is rotatably supported between the valve guide 14 and the valve stem 16 and has one end at the lower end of the valve guide 14 and the other end at the upper end of the valve guide 14 outside the cylinder head 11. Inside the intake port 12 in the intake port 12 and fixedly supported at one end of the sleeve shaft 17 in the intake port 12 and downstream of the throat in the flow direction of the intake air. The storage position 24 along the wall surface 20 and the throttle position 25 protruding to the inner wall surface 20 of the intake port 12 upstream of the throat 32 with respect to the flow direction of the intake air.
Tuning control valve rotated between
18 and its sleeve on the outside of its cylinder head 11.
An operation arm 19 attached to the other end of the shaft 17, and an actuator (not shown) connected to the operation arm 19 for rotating the tuning control valve 18 between the storage position 24 and the throttle position 25, A controller (not shown) electrically connected to a rotation speed sensor (not shown), a load sensor (not shown), and an intake air temperature sensor (not shown) to drive the actuator in response to signals from the sensors. And)). Further, in this diesel engine 10, the valve mounting boss 13 faces the port opening 21 and the inner wall surface 20 of the intake port 12
Is formed in the cylinder head 11, the valve guide 14 is opened at the lower end surface of the valve mounting boss 13 corresponding to the inner wall surface 20 of the intake port 12, and It is arranged in a valve guide bore 23 formed in the cylinder head 11 facing the port opening 21.

The shape of the intake port 12 is designed with the tuning control valve 18 in the storage position 24, but in that case, even in various intake ports, the port shape is It is designed to have a high flow coefficient (Cms) with a low swirl ratio over the entire speed range.

For example, when the intake port 12 is manufactured as a helical port, the port shape of the intake port 12 is such that the normal helical port is brought close to the directional port.

The low swirl type intake port 12 is manufactured in a port shape assuming a helical port as understood from FIG.

The sleeve shaft 17 is fitted between the valve stem 16 of the intake valve 15 and the valve guide 14, and is rotatably supported around the valve stem 16 and has one end thereof. The tuning control valve 18 and the operation arm 19 can be attached to the lower end of the guide 14 and the other end of the guide 14 to the upper end of the valve guide 14, respectively.

The tuning control valve 18 has its valve mounting boss, as can be seen from FIGS.
Underneath 13, one end of its sleeve shaft 17, which projects to the lower end of its valve guide 14,
It is fixed to the lower end of its sleeve shaft 17 and is rotated into its stowed position 24 and throttle position 25 as it rotates around the valve stem 16. Of course, the storage position 24 is, as shown in FIG. 1, a position along the inner wall surface 20 of the low swirl type intake port 12, that is, in the downstream of the throat 32 with respect to the flow direction of the intake air. A position along the inner wall surface 20 of the port 12 and a throttle position 25 thereof, as shown in FIG. 1, similarly with respect to the flow direction (x) of the intake air from the storage position 24 to the upstream side. To a position where the tuning control valve 18 projects below the valve mounting boss 13 and from the inner wall surface 20 of the low swirl type intake port 12, i.e., its The throat with respect to the flow direction of intake
It is a position that is projected to the inner wall surface 20 of the intake port 12 upstream of 32.

Further, the throttle position 25 of the tuning control valve 18 will be described in detail.
1 to 30 to 40 degrees clockwise from the axis (y) which cuts the flow direction (x) of the intake air at the position of the throat 32 through the axis (z) of the valve stem 16 in FIG. This is the range to be rotated.

In this tuning control valve 18, the throttle position 25 is set to 35 degrees at the maximum clockwise rotation angle around the axis (z) of the valve stem 16, and the tuning control valve 18 18
Is accompanied by the rotation of the sleeve shaft 17 by 35 degrees, the change in the throttle amount at the time of throttling the low swirl type intake port 12 is 5, 10, 15, 20, 30, 30 and 35 degrees in FIG. The diaphragm lines S ₅ , S ₁₀ , S ₁₅ , S ₂₀ , S ₂₅ , S ₃₀ , and S ₃₅ corresponding to the rotation angles are shown.

As can be seen from FIGS. 2 and 4, the operating arm 19 is fixed to the other end, i.e. the upper end, of the sleeve shaft 17 and in the pocket 26 formed in the cylinder head 11 of the valve. -It is swung around the stem 16.

The operating arm 19 is provided with a yoke 27 at its tip, and the yoke 27 receives a ball head 30 of an operating lever 29 formed on an operating rod 28 driven by the actuator.

The actuator consists of a stepper motor, which is arranged on the cylinder head 11 and also has a gear (not shown) fixed on the motor shaft (not shown), on the cylinder head 11 in the axial direction. A rack portion (not shown) of the operating rod 27 that is reciprocally arranged in the
The gear is meshed with.

As such, the actuator or stepper motor moves its tuning control valve 18 through its actuation rod 28, actuation lever 29, actuation arm 19, and sleeve shaft 17 into its stowed position 24 and throttle position 25. Rotate to and.

The controller includes a rotation speed sensor (not shown), a load sensor (not shown), and an intake air temperature sensor (not shown).
Are electrically connected and the pulse current (electrical pulse) flowing through the step motor is controlled according to the signals from the sensors to drive the step motor.

The controller is of course composed of an input and output circuit, an arithmetic circuit, a memory circuit, a control circuit, a power supply circuit, and the like.

As such, its low swirl type intake port 12 with an actuator operated tuning control valve 18 has a flow coefficient (Cms) to swirl ratio
If the relation of is compared with the conventional intake port, the flow coefficient (Cms) of the low swirl type intake port 12 is
In the figure, it is shown by characteristic line (f), and that of the conventional intake port is also shown in FIG. 7 by characteristic line (g), and as can be seen from FIG. , The flow coefficient (Cms) is high.

Then that diesel engine so configured
To describe the intake control when the 10 is operated, now that the diesel engine 10 is operating at low speed and high load, the controller will output signals from its speed sensor, load sensor, and intake temperature sensor. According to
The pulse current (electrical pulse) flowing through the step motor is determined.

In this way, when the step motor is rotated by the pulse current (electrical pulse) controlled by the controller, the operating rod 27 in which the gear of the step motor is meshed with the rack portion is shown in FIG. Moved up.

Along with the movement of the operation rod 28, the operation arm 19 is operated by the operation lever 29 to operate the valve of the intake valve 15.
The maximum rotation angle (35 °) of the throttle position 25, which is rotated clockwise around the stem 16 and is shown by the chain double-dashed line in Fig. 1.
Rotate its tuning control valve 18 to the side.

Therefore, the flow coefficient of this low swirl type intake port 12 (Cm
s) is the value indicated by the point A on the flow coefficient line (F) in FIG. 6, and the swirl ratio is indicated by the point on the swirl ratio line (G) in FIG. It becomes a value.

In this way, this low swirl type intake port 12
In high-load operation, the throttle amount of the tuning control valve 18 increases, the flow coefficient (Cms) decreases, and the intake air with a high swirl ratio is made to flow into the cylinder chamber 31, so-called high swirl is achieved. The intake air is introduced into the cylinder chamber 31 to improve combustion.

Also, when the diesel engine 10 is operated at medium speed and high load, the controller is
The pulse current (electrical pulse) flowing through the step motor is calculated by calculating according to the signals from the load sensor and the intake air temperature sensor.

When the step motor is rotated by the pulse current (electric pulse) from the controller, the operating rod 27 that meshes the gear of the step motor with the rack portion.
Is moved downward from the low speed operation position in FIG.

With such movement of the operating rod 28, the operating arm 19 is rotated counterclockwise around the valve stem 16 of the intake valve 15 by the operating lever 29,
The tuning control valve 18 is rotated toward the intermediate rotation angle side of the throttle position 25 shown by the two-dot chain line in FIG.

That way, its tuning control valve
When 18 is returned to the storage position 24 side, the flow coefficient (Cms) of the intake port 12 at that time becomes the value indicated by point B on the flow coefficient (F) in FIG. 6, and The swirl ratio is the value indicated by the point b on the swirl ratio line (G) in FIG.

In this medium speed / high load operation, the intake port 12 is given optimum values of the flow coefficient (Cms) and swirl ratio, and the diesel engine 10 is given optimum combustion.

Further, when the diesel engine 10 is operated at high speed and high load, the controller operates according to the signals from the rotation speed sensor, the load sensor and the intake air temperature sensor, and then flows to the step motor. Determine the pulse current (electrical pulse).

When the step motor is rotated by the pulse current (electric pulse) from the controller, the operating rod 27 that meshes the gear of the step motor with the rack portion.
Is moved to the middle speed / high load operation position, that is, further downward in FIG.

Along with the movement of the operation rod 28, the operation arm 19 is operated by the operation lever 29 to operate the valve of the intake valve 15.
It is rotated counterclockwise around the stem 16 to rotate its tuning control valve 18 to the stowed position 24 shown in solid lines in FIG.

That way, its tuning control valve
When 18 is returned to its storage position 24, the flow coefficient (Cms) of the intake port 12 in this case becomes the value indicated by the point C on the flow coefficient line (F) in FIG. 6, and Similarly, the swirl ratio becomes the value indicated by the point c on the swirl ratio line (G) in FIG.

In this high-speed, high-load operation, the tuning control valve 18 is retracted to the storage position 24, so the intake port 12 becomes the state of the port itself and has a low swirl ratio and a high flow coefficient (Cms). , Improve the combustion of the diesel engine 10.

As can be understood from the above description of operation, in this diesel engine 10, its intake port 12 is shaped so as to be adapted to intake in the high speed range of the engine, and its tuning control valve 18 is controlled by its controller. The storage position 24 along the inner wall surface 20 of the intake port 12 by the step motor and the valve mounting boss 13 at the upstream side of the storage position 24 with respect to the flow of intake air.
From below the inside wall surface 20 of the low swirl type intake port 12
Being rotated to the throttle position 25 which is projected to, the intake port 12 has a flow coefficient (Cms) and swirl ratio adapted to the rotational speed of the diesel engine 10 and the intake temperature.

In the diesel engine 10 described above, the tuning control valve 18 has throttle amounts S ₅ , S ₁₀ , S ₁₅ , S ₂₀ , which correspond to the rotation angle, as shown in FIG.
S _25, S _30, has been described as being changed to S _35, as shown in FIG. 7, in response to the rotation angle, throttle amount _{S '5, S' 10,} S '15, _{S '20, S' 25,} S the same effect even if it is fabricated into a shape that is changed to _'30, S' ₃₅ is obtained.

Further, in the diesel engine 10 described above, the actuator is described as a step motor, but it is needless to say that the actuator can be embodied as an electromagnetic type, a pneumatic type, and a hydraulic type.

9 to 13 partially show an embodiment 40 of an internal combustion engine of the present invention adapted to be mounted on a truck.

This internal combustion engine 40 is embodied as a diesel engine, and moreover, compared to the diesel engine 10 described above, the low swirl type intake port 42 has a main flow 60 and a side flow 61 in the intake flow. The tuning control valve 43 allows the side flow 61 from the front of the tuning control valve 43 to the port opening 45 to be controlled, and the rear side of the tuning control valve 43. It becomes possible to control the main flow 62 toward the port opening 45 while wrapping around, and the optimum swirl ratio for the intake air flowing into the cylinder chamber 31 can be more accurately determined according to the engine speed, load and intake air temperature. At the same time, the intake port 42 is given a high flow coefficient (Cms) more accurately, and the optimal intake flow rate is more accurate and accurate. It is manufactured in a structure that can be obtained.

The diesel engine 40 is formed in the cylinder head 41 with a port opening 45 which is opened in the cylinder chamber 31 for mounting the valve seat 46, and a throat 53 upstream of the port opening 45 with respect to the flow direction of the intake air. The low swirl type intake port 42 and the cylinder opening that is opened to the inner wall surface 44 of the intake port 42 facing the port opening 45.
The valve guide 14 arranged in the valve guide bore 23 formed in the head 41, and the valve stem 16 fitted to the valve guide 14 to guide the valve guide 14, and the intake valve that opens and closes the port opening 45. 15 is rotatably supported between the valve guide 14 and the valve stem 16 and has one end at the lower end of the valve guide 14 and the other end at the upper end of the valve guide 14 of the cylinder head 41. Inside the intake port 42, the sleeve shaft 17 protruding outward, the storage position 47 along the inner wall surface 44 of the intake port 42 downstream of the throat 53 in the flow direction of the intake air, and the intake position The inner wall surface 44 of its intake port 42 upstream of its throat 53 with respect to the flow direction
Tuning control valve 43 and its cylinder head rotated between throttle positions 48 protruding to the
An operating arm 19 attached to the other end of the sleeve shaft 17 on the outside of 41, and a tuning control valve 43 connected to the operating arm 19 and rotated between its retracted position 47 and throttle position 48. An actuator (not shown), and a controller (not shown) that drives the actuator in response to signals from a rotation speed sensor (not shown), a load sensor (not shown), and an intake air temperature sensor (not shown). With.

In this diesel engine 40, the tuning
In the intake port 42 of the control valve 43, a valve body 49 fixed to one end of the sleeve shaft 17, a port throttle surface 50 formed on the valve body 49, and a front end of the valve body 49. , A secondary flow guide surface 51 extending from the port throttle surface 50 toward the valve stem 16 and a rear end of the valve body 49 extending from the boat throttle surface 50 toward the valve stem 16. In particular, the tuning control and valve 43 are made in the form of a block in order to have the secondary flow guide surface 51 and the secondary main flow guide surface 52.

In the tuning control valve 43 configured as described above, in the intake air flowing to the low swirl class air port 42, the main flow 60 is accompanied by the side flow 61, but
The tuning control valve 43 is placed at its storage position according to the engine speed, load, and intake air temperature.
The port opening 45 from the front of the tuning control valve 43 when rotated between 47 and its throttle position 48.
The mainstream 60 toward the port opening 45 while wrapping behind the tuning control valve 43 toward the port 61, the so-called mainstream 62.
To accurately give the optimum swirl ratio to the intake air that flows into the sillida chamber 31, and at the same time, to maintain a high flow coefficient (Cms) in the intake port 42, so that the optimum intake amount of the intake air,
In other words, a sufficient intake air inflow is secured.

In this tuning control valve 43, the sidestream 61 is controlled so as to be strengthened or weakened, and the shunt mainstream 62 is controlled by the tuning control valve 43.
To prevent turbulence behind the control valve 43,
Then, it is controlled so as to change the wraparound distance.

Intake tuning control when the diesel engine 40 configured as described above is operated is performed in the same manner as in the case of the diesel engine 10 described above. However, the control of the intake air tuning in the diesel engine 40 is performed more accurately and reliably than that in the diesel engine 10.

As will be apparent from the specific embodiments of the present invention described above with reference to the drawings, those having ordinary skill in the art to which the present invention pertains,
The subject matter of this invention is readily embodied in other aspects which are derived from the nature and substannce of the invention and which are objectively admitted to incorporate them. Of course, the contents of the present invention are commensurate with the subject of the invention and are essential to the establishment of the invention.

Benefits of the Invention As can be seen from the above, the internal combustion engine of the present invention has a valve open to the cylinder chamber, a boat opening for mounting a seat, and a throat upstream of its port opening with respect to the flow direction of intake air. A low swirl type intake port formed in the cylinder head, and a valve guide arranged in a valve guide bore formed in the cylinder head by opening to the inner wall surface of the intake port facing the port opening. The valve guide is fitted to the valve guide, and the intake valve that opens and closes the port opening is rotatably supported between the valve guide and the valve stem and one end of the valve is supported. .Sleeve with the lower end of the guide and the other end protruding out of the cylinder head at the upper end of the valve guide A shaft and a storage position fixedly supported in the intake port at one end of the sleeve shaft and along the inner wall surface of the intake port downstream of the throat with respect to the flow direction of the intake air; A tuning control valve rotated between throttle positions projecting to the inner wall of the intake port upstream of its throat in the direction of flow of the intake air and the other end of the sleeve shaft outside the cylinder head. From the rotation speed sensor, the load sensor, and the intake air temperature sensor, and the actuator that is attached to the operation arm, the actuator that is connected to the operation arm and that rotates the tuning control valve between the storage position and the throttle position. Since it has a controller that drives the actuator according to In an internal combustion engine of the invention,
The port swirl ratio and flow coefficient (Cms) are optimally controlled according to the engine speed, load, intake air temperature, etc., and in a spark ignition engine, the optimum swirl ratio for the air-fuel mixture flowing into the cylinder chamber In addition, in a compression ignition type engine, the optimum swirl ratio is given to the intake air that flows into the cylinder chamber, and the optimum inflow amount of the mixture or intake air, in other words, the mixture or intake air Sufficient inflow is obtained, combustion is improved, highly efficient combustion is realized, heat load, fuel consumption rate, and startability including cold start are improved, and exhaust gas characteristics are improved, and The output characteristics of the engine are improved and, in addition, the structure and processing of the cylinder head are prevented from becoming complicated, and the engine becomes practical.

Further, the internal combustion engine of the present invention has a low-swirl formed in the cylinder head having a port opening that is opened in the cylinder chamber for mounting the valve seat, and a throat upstream of the port opening in the flow direction of intake air. -Type intake port, a valve guide located in the inner wall surface of the intake port facing the port opening, and a valve guide arranged in the valve guide bore formed in the cylinder head, and a valve guide in the valve guide. An intake valve that fits and guides the stem and opens and closes the port opening,
A sleeve shaft that is rotatably supported between the valve guide and the valve stem and has one end protruding to the lower end of the valve guide and the other end protruding to the outside of the cylinder head at the upper end of the valve guide. When,
A valve body fixedly supported at one end of the sleeve shaft in the intake port, a port throttle surface formed on the valve body, and a valve stem from the port throttle surface at the front end of the valve body. A secondary flow guide surface extending toward the valve stem, and a wraparound main flow guide surface extending from the port throttle surface toward the valve stem at the rear end of the valve body. Tuning control rotated between the stowage position along the inner wall of the intake port downstream of the throat and the throttle position projecting to the inner wall of the intake port upstream of the throat with respect to the flow direction of the intake air A valve and an operating arm attached to the other end of the sleeve shaft outside the cylinder head An actuator that is connected to the operating arm and rotates the tuning control valve between its stowed position and throttle position, and that actuator is driven according to signals from the rotation speed sensor, load sensor, intake air temperature sensor, etc. Therefore, in the internal combustion engine of the present invention, even when the intake port is a low swirl type with a main flow accompanied by a sub-flow, according to the engine speed, load, intake air temperature, etc. In addition to the main flow, the side flow and the wrap-around main flow are controlled, the turbulence generated around the tuning control valve is effectively reduced, the influence of the turbulence is mitigated, and the stool ratio and flow rate of the port are reduced. The coefficient (Cms) is optimally controlled, and in the spark ignition engine, the maximum A swirl ratio is given and a high flow coefficient (Cms) is given at the same time. In a compression ignition type engine, an optimum swirl ratio is given to the intake air flowing into the cylinder chamber, and a high flow coefficient (Cms) is given to the port at the same time. ) Is given, the optimum inflow amount of the air-fuel mixture and intake air is accurately and surely obtained, combustion is improved, and highly efficient combustion can be realized, heat load, fuel consumption rate, and cold start. The startability, etc. are improved, the exhaust gas characteristics are improved, and the output characteristics of the engine are improved. In addition, the complexity of the structure and processing of the cylinder head is avoided, and as a result, the mainstream sidestream The internal combustion engine provided with the low swirl type intake port that causes

[Brief description of drawings]

FIG. 1 is a schematic plan view of a low swirl type intake port portion in an internal combustion engine of the present invention embodied in a diesel engine so as to be suitable for mounting on a truck.
The drawing is a sectional view taken along line 2-2 of FIG. 1, FIG. 3 is a sectional view taken along line 3-3 of FIG. 1, and FIG.
Fig. 4 is a sectional view taken along line 4-4 in Fig. 2, and Fig. 5 is a sectional view of a low swirl type intake port showing changes in the throttle amount of the tuning control valve corresponding to the rotation angle,
FIG. 6 is a characteristic diagram showing the flow coefficient (Cms) and swirl ratio of the low swirl type intake port with respect to the engine speed, and FIG. 7 is the flow rate with respect to the swirl ratio of the intake port shown in FIG. 1 and the conventional intake port. Fig. 8 is a characteristic diagram showing the coefficient (Cms). Fig. 8 is a sectional view of a straight port showing the variation of the throttle amount of the modified tuning control valve in accordance with the rotation angle. Fig. 9 is mounted on a truck. 10 is a schematic plan view of a low swirl type intake port portion of the internal combustion engine of the present invention embodied in a diesel engine, in which a main flow is accompanied by a side flow in an intake air flow. The figure is a cross-sectional view taken along the line 10-10 in Fig. 9, and Fig. 11 is the diesel engine shown in Fig. 9 with the tuning control valve in the stowed position forward or backward. Seen figure, FIG. 12, 9
In the diesel engine shown in the figure, a view of the tuning control valve in the throttle position seen from the front, and FIG. 13 are the tuning control valve in the storage position in the diesel engine shown in FIG. It is the figure which looked at from the back. 12,42 …… Low swirl type intake port, 13 …… Valve mounting boss, 14 Valve guide, 15 …… Intake valve, 16…
… Valve stem, 17… Sleeve shaft, 18,43
...... Tuning control valve, 19 ...... Operation arm, 49 ...... Valve body, 50 ...... Boat throttle surface, 51 ...
… Secondary flow guide surface, 52 …… Circulation main flow guide surface.

Claims (2)

[Claims] 1. A low swirl type intake port formed in a cylinder head having a port opening which is opened in a cylinder chamber for mounting a valve seat, and a throat upstream of the port opening with respect to a flow direction of intake air. , The valve guide facing the port opening and located in the inner wall surface of the intake port and arranged in the valve guide bore formed in the cylinder head, and the valve stem fitted to the valve guide And an intake valve that opens and closes the port opening, and is rotatably supported between the valve guide and the valve stem so that one end is the lower end of the valve guide and the other end is the valve guide. At the upper end of the sleeve shaft that protrudes outside the cylinder head, and in the intake port, A storage position fixedly supported at one end of the sleeve shaft, and downstream of its throat with respect to the direction of its intake air flow, along its inner wall surface of its intake port, and upstream of its throat with respect to its flow direction of its intake air. A tuning control valve that is rotated between throttle positions that project to the inner wall surface of the intake port, an operating arm that is attached to the other end of the sleeve shaft outside the cylinder head, and an operating arm An actuator that is connected to rotate the tuning control valve between the storage position and the throttle position and a controller that drives the actuator in response to signals from the rotation speed sensor, the load sensor, the intake air temperature sensor, and the like. Internal combustion engine equipped. 2. A low swirl type intake port which is formed in a cylinder head with a port opening which is opened in a cylinder chamber for mounting a valve seat and which has a throat upstream of the port opening in the flow direction of intake air. , The valve guide facing the port opening and located in the inner wall surface of the intake port and arranged in the valve guide bore formed in the cylinder head, and the valve stem fitted to the valve guide And an intake valve that opens and closes the port opening, and is rotatably supported between the valve guide and the valve stem so that one end is the lower end of the valve guide and the other end is the valve guide. At the upper end of the sleeve shaft that protrudes outside the cylinder head, and in the intake port, A valve body fixedly supported at one end of the sleeve shaft, a port throttle surface formed on the valve body, and a sub-portion extending from the port throttle surface toward the valve stem at the front end of the valve body. A flow guide surface, and at the rear end of the valve body, a wraparound main flow guide surface extending from the port throttle surface toward the valve stem, the intake port downstream of the throat with respect to the flow direction of the intake air. The tuning control valve rotated between the stowed position along the inner wall surface of the cylinder and the throttle position projecting to the inner wall of the intake port upstream of its throat in the direction of flow of the intake air, and its cylinder An operating arm attached to the other end of the sleeve shaft outside the head and connected to the operating arm Internal Combustion Engine Equipped with an Actuator for Rotating the Tuning Control Valve of the Engine between its Storage Position and Throttling Position, and a Controller for Driving the Actuator in Response to Signals from the Rotation Speed Sensor, Load Sensor, Intake Air Temperature Sensor, etc. .