JPS60122250A - Double suction valve engine - Google Patents

Double suction valve engine

Info

Publication number
JPS60122250A
JPS60122250A JP58228329A JP22832983A JPS60122250A JP S60122250 A JPS60122250 A JP S60122250A JP 58228329 A JP58228329 A JP 58228329A JP 22832983 A JP22832983 A JP 22832983A JP S60122250 A JPS60122250 A JP S60122250A
Authority
JP
Japan
Prior art keywords
intake
fuel
combustion chamber
valve
suction port
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
Application number
JP58228329A
Other languages
Japanese (ja)
Other versions
JPH0647955B2 (en
Inventor
Taiyo Kawai
河合　大洋
Nobuo Habu
土生　信男
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 JP58228329A priority Critical patent/JPH0647955B2/en
Priority to US06/677,746 priority patent/US4548175A/en
Priority to DE19843444356 priority patent/DE3444356A1/en
Publication of JPS60122250A publication Critical patent/JPS60122250A/en
Publication of JPH0647955B2 publication Critical patent/JPH0647955B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F02D41/345—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-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
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • 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
    • F02B31/04—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors
    • F02B31/06—Movable means, e.g. butterfly valves
    • F02B31/08—Movable means, e.g. butterfly valves having multiple air inlets, i.e. having main and auxiliary intake passages
    • F02B31/085—Movable means, e.g. butterfly valves having multiple air inlets, i.e. having main and auxiliary intake passages having two inlet valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into 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
    • F02B2031/006—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air intake valves
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/18—DOHC [Double overhead camshaft]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/0015—Controlling intake air for engines with means for controlling swirl or tumble flow, e.g. by using swirl valves
    • 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
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
    • 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
    • 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
    • Y02T10/40—Engine management systems

Abstract

PURPOSE:To devise reduction of fuel consumption rate by providing a suction port to produce swirl in a combustion chamber and a straight shape suction port which opens near a spark plug and also providing a suction control valve and a fuel injection valve on the latter suction port side to form fuel-air mixture layers in the combustion chamber. CONSTITUTION:When the suction air quantity of an engine is relatively small at a range of low and medium rotation and low and medium load, a negative pressure transfer valve 20 is controlled by ECU25 to introduce a negative pressure to a pressure transducer chamber 14 and a suction control valve 7 is controlled so as to close a No.2 suction port 3 through a rod 15. Fuel is injected near the suction top dead point from a fuel injection valve 30 and a fuel spray 31 is gently sucked into a combustion chamber 32 by a sight pressure difference between the combustion chabmer 32 and the No.2 suction port 3 and stays on the upper portion of the combustion chamber 32 by the air swirl introduced from a No.1 suction port 2. By this arrangement a dense fuel-air mixture layer is formed near the spark plug and a subtle fuel-air mixture layer is formed near the upper surface of a piston 33, thus allowing to carry out a favorable ignition and combustion.

Description

【発明の詳細な説明】 技術分野 本発明は、複吸気弁エンジンにおける吸気および燃料噴
射の改良に関するものである。TECHNICAL FIELD This invention relates to improvements in intake and fuel injection in dual intake valve engines.

従来技術 従来、第１吸気ボートをヘリカル状、第２吸気ボートを
ストレート状とし、第２吸気ポート側に燃料噴射を行な
うよう構成された複吸気弁エンジンが提案されている。BACKGROUND ART Conventionally, a multiple intake valve engine has been proposed in which a first intake boat is helical, a second intake boat is straight, and fuel is injected to the second intake port side.

これは、混合気の成層化により、小さい空燃比で燃焼を
行なうとともに大量の排気還流（１がＧＲ）を行なって
混合気を燃焼させることを可能にし、燃費の向上および
排気ガスエミッションの低減を図ろうとするものである
。By stratifying the air-fuel mixture, it is possible to burn the air-fuel mixture at a small air-fuel ratio and to perform a large amount of exhaust gas recirculation (1 is GR), thereby improving fuel efficiency and reducing exhaust gas emissions. This is what we are trying to achieve.

ところが実際には、上記構成のエンジンは、例えば４バ
ルブエンジンの場合、可燃空燃比の最大値（リーンリミ
ット）がむしろ低下し、異面燃焼をおこすおそれがあり
、常に良好な結果が得られるとは限らない。これは、本
発明者らの考察によると、第２吸気ボートからも混合気
が勢い良く燃焼室内に吸入されるため、燃焼室内にお１
する混合気の良好な成層化が達成されないからである。However, in reality, in the case of an engine with the above configuration, for example, in the case of a 4-valve engine, the maximum value of the combustible air-fuel ratio (lean limit) may actually decrease, leading to different combustion, and it is difficult to always obtain good results. is not limited. According to the inventors' considerations, this is because the air-fuel mixture is vigorously sucked into the combustion chamber from the second intake boat.
This is because good stratification of the air-fuel mixture cannot be achieved.

発明の目的 本発明は、燃焼室内において、点火プラグの存在するヘ
ッド側は混合気を濃く、ピストン側は混合気を薄くし−
ｒ良々ｒな成層化を律成し、これによりリーンリミノ１
を向１−さＩＪろとともに、Ｅ　Ｇ　Ｒｍの１１ｔ加を
ｉｉＪ能にし７、燃７％Ｉ向上および排気カスエミッシ
ョンの改ｉ％を図ることを１目的とする。Purpose of the Invention The present invention provides a method for enriching the air-fuel mixture on the head side where the spark plug is located in the combustion chamber, and thinning the air-fuel mixture on the piston side.
By regulating good stratification, Lean Limino 1
One of the objectives is to improve the fuel efficiency by 7% and improve the exhaust gas emissions by increasing the EGR m by 11t and increasing the efficiency by 7%.

発明の構成 本発明に係る複吸気斤エンレ・：・（１１、燃焼室内に
スツールを発生さ一１！る第１吸気ボー　１・と、点火
プラグ０近に開１−目゛るスＬ　Ｌ−−−１扶の第２吸
気ボートとか形成され３、二の第２吸気ボートには、エ
ンジンの低回４ｉに、低豹イ；ｉ域゛ζ閉塞−・する吸
気制御弁が設りられており、かつ、１記第２吸気ボーＩ
・の吸気制御ｊ「より下流側には燃料μ（＞！＋１弁が
配設され１、−の１？＋、料噴射光は、−１，記吸気制
御弁が閉塞している峙には吸気−１死点近（）′Ｉて燃
料噴射を行ない、」１記吸気制御弁が開放している■、
冒こは全気筒同時まノ日３Ｉ吸気ｊ］稈近１ｅｔ）を避
ｉＪたＢ、期に燃料噴射を行なうことを特徴としている
。Structure of the Invention The double intake valve according to the present invention: (11) A stool is generated in the combustion chamber.The first intake bow 1. and the spark plug open near 0. ---The second intake boat of 1 is formed, and the second intake boat of 3 and 2 is provided with an intake control valve that closes the i region ゛ζ at low speed 4i of the engine. and, 1. Second intake bow I
・Intake control j "A fuel μ(>!+1 valve is disposed on the downstream side, and the fuel injection light is -1, when the intake control valve is closed. Intake - 1 Fuel injection is performed near dead center ()'I, and the intake control valve is open.
The fuel injection system is characterized in that fuel is injected at the same time on all cylinders, avoiding the intake near the culm.

実施例 以上図示実施例により本発明を説明する。Example The present invention will be described above with reference to the illustrated embodiments.

第１図は本発明の第１実施例を示す。図において、吸気
通路ｌは途中で第１吸気ボー１−２と第２吸気ボー１−
３とに分岐して燃焼室に連通し、第１吸気ボー１−２の
燃焼室側には第１吸気弁４、第２吸気ボート３の燃焼室
側には第２吸気弁５がそれぞれ設りられる。第１吸気ボ
ー１−２はヘリカル状をなし、燃焼室内にスワールを生
成させるようになっている。一方第２吸気ボート３は、
燃焼室のに部中央に設げら、＃′已；トス火プラグらの
近傍Ｃに開１１し７、ストレート 第１および第２吸気ボー１−　２　、　３の分岐部分に
は、第２吸気ボート３を開閉Ｉ−ＩＪ能な吸気制御弁７
が設ＬＪられる。吸気制御弁７は後ｊ４＼するアクチェ
エータ１０により開閉駆動され、エンジンを低回転，低
負萄−Ｃ運転する時、第２吸気ボート３を閉塞し、エン
ジンを高回転２高ｆ１．Ａ：ｊで運転する時、第２吸気
ボーｈ　３を開放する。FIG. 1 shows a first embodiment of the invention. In the figure, the intake passage 1 has a first intake bow 1-2 and a second intake bow 1-2 on the way.
A first intake valve 4 is provided on the combustion chamber side of the first intake boat 1-2, and a second intake valve 5 is provided on the combustion chamber side of the second intake boat 3. You can get rid of it. The first intake bow 1-2 has a helical shape and is designed to generate swirl within the combustion chamber. On the other hand, the second intake boat 3 is
It is installed in the center of the combustion chamber and opens in the vicinity of the toss spark plug 11 and 7, and the straight first and second intake bows 1-2 and 3 are connected to the second intake bow. Intake control valve 7 capable of opening and closing boat 3
LJ is established. The intake control valve 7 is driven to open and close by the actuator 10 that moves backward. When the engine is operated at low speed and low load, the second intake boat 3 is closed and the engine is operated at high speed and high speed f1. A: When operating at j, open the second intake bow h3.

アクチュエータ１　０　ｊＪ、シエ月弓ｌ内をダイ−・
フラム１２により大気室１３と変圧室１４に区画され、
変圧室１４内に大気圧もしく（、１負圧を選択的に導入
可能にして構成される。ダイヤフラム１２にはロソ１１
５が固定され、このＬｊソド１５は、その先端に形成さ
れた長穴１６を吸気制御弁７に設けられたビン１７に係
合させることにより、吸気制御弁７に連結される６変圧
室１４内にはダイヤフラム１２を付勢可能なぽね１８が
設けられる。しかして変圧室１４内に負圧が導かれると
、ダイ４・フラム１２はばね１８を圧縮させて変位し、
これによりｌ：Ｊソト１５が右ｑ’ｉし５７吸気制御弁
７は第２吸気ボー１−３を閉塞する（図中、破線で示す
位置）。逆に変圧室１４内が大気圧となー，た場合、ダ
イヤフラム１２はばね１１Ｎ：押圧されて図示位置にあ
り、吸気制御弁７は＋トノｌ’　ｌ　５を介して第２吸
気ボート３を開放する。Actuator 1 0 jJ, die inside the shell moon bow l.
It is divided into an atmospheric chamber 13 and a variable pressure chamber 14 by a flam 12,
The diaphragm 12 is configured so that atmospheric pressure or (1 negative pressure) can be selectively introduced into the variable pressure chamber 14.
5 is fixed, and this Lj rod 15 is connected to the intake control valve 7 by engaging a long hole 16 formed at its tip with a bin 17 provided in the intake control valve 7. A bone 18 is provided inside which can bias the diaphragm 12. When negative pressure is introduced into the variable pressure chamber 14, the die 4/flamm 12 compresses the spring 18 and is displaced.
As a result, the l:J soto 15 moves to the right q'i, and the intake control valve 57 closes the second intake bow 1-3 (the position shown by the broken line in the figure). Conversely, when the inside of the variable pressure chamber 14 is at atmospheric pressure, the diaphragm 12 is pressed by the spring 11N and is in the position shown in the figure, and the intake control valve 7 opens the second intake boat 3 via the valve 11. do.

負圧切換弁２０はアクチー１エータ１０の変圧室１４に
負圧もしくは大気圧を導くものである。ずなわち、負圧
切換弁２０は第１　ｊ．Ｗ管２１を介して変圧室１４に
常時連通して１；す、この第１４管２１を、人気に開ｈ
ｋされに第２導管２２、またはハキューＪいタンク２３
に連ｊｍする第３導管２４に連通さ一ｌるようにな−っ
てい？）。負圧切換弁２０の弁体の切換は、マイクロコ
ンビエータを具備するエンジンコントロールユニ７　）
　（ＥＣＵ）２　５が、ソレノイド２６を励磁あるいは
消磁することにより行なう。一方、へキＪ，−ムタンク
２３は、吸気通路１のスロットル弁２７よりも下流側に
、逆止弁２８を介して接続され、エンジンの運転中は常
時負圧が保持されるようになっている。The negative pressure switching valve 20 guides negative pressure or atmospheric pressure to the pressure transformation chamber 14 of the actuator 10. That is, the negative pressure switching valve 20 is the first j. This 14th pipe 21 is connected to the pressure changing chamber 14 through the W pipe 21 at all times.
The second conduit 22 or the first tank 23
Does it communicate with the third conduit 24, which is connected to the third conduit 24? ). The switching of the valve body of the negative pressure switching valve 20 is performed by an engine control unit 7 equipped with a micro combinator.
(ECU) 25 performs this by energizing or demagnetizing the solenoid 26. On the other hand, the tank 23 is connected to the intake passage 1 downstream of the throttle valve 27 via a check valve 28, so that negative pressure is maintained at all times during engine operation. There is.

燃料噴射弁３０は、第２吸気ボート３内であって吸気制
御弁７よりも下流側に、燃料を噴射するように設けられ
る。この燃料噴射弁３０は、ＩＥ　Ｃ　１１２５に制御
されて燃料噴射を行ない、その噴射時期は後述するよう
に、吸気制御弁７の開閉状態によって変わる。The fuel injection valve 30 is provided within the second intake boat 3 on the downstream side of the intake control valve 7 so as to inject fuel. This fuel injection valve 30 performs fuel injection under the control of IEC 1125, and the injection timing changes depending on the open/closed state of the intake control valve 7, as will be described later.

本実施例装置の作動を第２図および第３図により説明す
る。The operation of the apparatus of this embodiment will be explained with reference to FIGS. 2 and 3.

例えば、低中回転，低中′ｆＬ荷域のようにエンジンの
吸入空気量が比較的少ない場合、吸気制御弁７はＥＣＩ
Ｉ　２５を介して負圧切換弁２０が変圧室１４に負圧を
導き、ロット１５が図の右位置に変位することにより、
第２吸気ボート３を閉じる。For example, when the amount of intake air of the engine is relatively small, such as in low-medium speed and low-medium 'fL load range, the intake control valve 7
The negative pressure switching valve 20 introduces negative pressure to the pressure transformation chamber 14 via I 25, and the lot 15 is displaced to the right position in the figure.
Close the second intake boat 3.

燃料噴射弁３０は、エンジンの吸気上死点近傍で燃料噴
射を行ない、この結果燃料噴霧３１は燃焼室３２と第２
吸気ボート３との間のわずかな差圧により、燃焼室３２
内にゆるやかに吸入される。The fuel injection valve 30 injects fuel near the intake top dead center of the engine, and as a result, the fuel spray 31 enters the combustion chamber 32 and the second
Due to the slight pressure difference between the intake boat 3 and the combustion chamber 32
It is slowly inhaled into the body.

一方、第１吸気ボート２からは空気が流入して燃焼室３
２内には矢印へで示すよ・）な良好なスワールが形成さ
れている。第２吸気：１ξ−１・３から新気が吸入され
ないので燃料噴霧３１は燃焼室３２の上部に滞留し、ま
た第１吸気ボート２からの空気により形成されたスワー
ルが混合気のシリンダ軸」二下刃向の拡（１々を抑制す
る。On the other hand, air flows into the combustion chamber 3 from the first intake boat 2.
2, a good swirl is formed as shown by the arrow. 2nd intake: Since fresh air is not taken in from 1ξ-1 and 3, the fuel spray 31 stays in the upper part of the combustion chamber 32, and the swirl formed by the air from the first intake boat 2 forms the cylinder axis of the mixture. Expansion of the two lower blade directions (suppressing one).

したがって、［縮行程の」−死！ｊλ（・］近におい一
ζ、混合気は点火プラグ６の近傍で濃く、ピストン３３
の」二面近傍で薄くなっており、混合気の良好な成層化
が達成できる。この結果、リーンリミットの向上および
Ｅ　Ｇ　ＲＷｔの増加が可能となる。Therefore, [of the contraction process] - death! The air-fuel mixture is rich near the spark plug 6, and the piston 33
It becomes thinner near the two planes of , making it possible to achieve good stratification of the air-fuel mixture. As a result, it becomes possible to improve the lean limit and increase E G RWt.

上記とは逆に、エンジンが高回転、高負荷域で運転され
る場合、吸気制御弁７を開放して大量の？ハ気を燃ａ室
３２内にｔＪｌｉ給゛４る。この場合、混合気の燃焼お
よびＩＪＩ気ガスエミソシ三１ンの悪化を防止するため
、燃料噴射は全気筒同時に行なうか、あるいは吸気行程
近傍を避けた＋ｔ５期に行なう。この噴射時期の制御ば
、ＥＣＵ　２５から出力される制御弁７の作動信号に基
づいて行なわれる。Contrary to the above, when the engine is operated in a high rotation and high load range, the intake control valve 7 is opened and a large amount of air is released. Air is supplied into the combustion chamber 32 for tJli. In this case, in order to prevent combustion of the air-fuel mixture and deterioration of the IJI gas emission ratio, fuel injection is performed in all cylinders simultaneously or in the +t5 period avoiding the vicinity of the intake stroke. This injection timing control is performed based on an actuation signal of the control valve 7 output from the ECU 25.

第４図は本発明を３バルブエンジンに通用した例を示す
。この例においては、第２吸気ボート３から燃焼室内に
吸入される燃料噴霧３１は、上記４バルブエンジンの場
合よりもさらに燃焼室の中心旬近に滞留するので、点火
プラグ６の付近に、より良好な濃い混合気を形成させる
ことができる。FIG. 4 shows an example in which the present invention is applied to a three-valve engine. In this example, the fuel spray 31 taken into the combustion chamber from the second intake boat 3 stays closer to the center of the combustion chamber than in the case of the four-valve engine, so it stays closer to the center of the combustion chamber than in the case of the 4-valve engine. A good rich mixture can be formed.

なお上記いずれの実施例においても、エンジンの低回転
、低負荷域において、吸気制御弁７は第２吸気ボー１３
を閉塞していることが必須であり、吸気制御弁７が開放
していると燃焼室内における混合気の成層化は不可能で
ある。Note that in any of the above embodiments, the intake control valve 7 is closed to the second intake bow 13 in the low engine speed and low load range.
It is essential that the air-fuel mixture is closed, and if the intake control valve 7 is open, stratification of the air-fuel mixture in the combustion chamber is impossible.

発明の効果 以上のように本発明によれば、リーンリミットを向上さ
〜ｌるとともに１！：　Ｇ　ＲＨｌを増加さ氾ることが
可能になり、従っ°ζ燃費を向」−さ−Ｕるとともに４
７１気ガスエミツシヨンを改善することができる。Effects of the Invention As described above, according to the present invention, the lean limit can be improved by 1! : It becomes possible to increase the GRHl, thus increasing the fuel consumption.
71 gas emission can be improved.

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

第１図は第１実施例を示し、要部を断面とした系統図、
第２図は第１実施例の作用を示す平面図、第３図は第２
図と同様な状態を示す１１１１面図、第４図は第２実施
例の作用を示す平面図である。 ２・・・第１吸気ボート、　３・・・第２吸気ボート、
６・・・点火プラグ、　７・・・吸気制御弁、３０・・
・燃料噴射弁。 特許出願人 トヨタ自動車株式会社 特ａ′１出願代理人 弁理士　ｒｔ　本　朗 弁理士西舘和之 弁理土中山恭介 弁理士　山　Ｌｌ　昭　之 弁理士　四　山　７１ｔＩＩｌ！！ 第１０ 第２ツー　＠３耐 第４０FIG. 1 shows the first embodiment, and shows a system diagram with main parts in cross section,
FIG. 2 is a plan view showing the operation of the first embodiment, and FIG. 3 is a plan view of the second embodiment.
FIG. 4 is a plan view showing the operation of the second embodiment. 2...First intake boat, 3...Second intake boat,
6...Spark plug, 7...Intake control valve, 30...
・Fuel injection valve. Patent applicant Toyota Motor Corporation Special A'1 patent attorney rt Hon Patent attorney Kazuyuki Nishidate Patent attorney Kyosuke Donakayama Patent attorney Yama Ll Akira Patent attorney Yotsuya 71tIIl! ! 10th 2nd Two @ 3rd Hour 40th

Claims (1)

【特許請求の範囲】[Claims] １、燃焼室内にスワールを発生させる第１吸（ボートと
、点火プラグ付近に開１コするストレート状の第２吸気
ボートとが形成され、この第２吸気ボートには、エンジ
ンの低回転、低負荷域で閉塞する吸気制御弁が設けられ
ており、かつ、上記第２吸気ボートの吸気制御弁より下
流側には燃料噴射弁が配設され、この燃料噴射弁は、上
記吸気制御弁が閉塞している時には吸気上死点近傍で３
！Ａ￥−５ｌ噴射を行ない、上記吸気制御弁が開放して
いる時には全気筒同時または吸気行程近傍を避けた時期
に燃料噴射を行なうことを特徴とする複吸気弁エンジン
。1. A first intake boat that generates swirl in the combustion chamber and a straight second intake boat that opens near the spark plug are formed. An intake control valve that is blocked in a load range is provided, and a fuel injection valve is provided downstream of the intake control valve of the second intake boat, and this fuel injection valve is configured to be closed when the intake control valve is blocked. 3 near intake top dead center when
! A double intake valve engine characterized in that fuel injection is performed in all cylinders simultaneously or at a time avoiding the vicinity of the intake stroke when the intake control valve is open.
JP58228329A 1983-12-05 1983-12-05 Double intake valve engine Expired - Lifetime JPH0647955B2 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP58228329A JPH0647955B2 (en) 1983-12-05 1983-12-05 Double intake valve engine
US06/677,746 US4548175A (en) 1983-12-05 1984-12-03 Internal combustion engine with two intake valves
DE19843444356 DE3444356A1 (en) 1983-12-05 1984-12-05 INTERNAL COMBUSTION ENGINE WITH TWO INLET VALVES

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP58228329A JPH0647955B2 (en) 1983-12-05 1983-12-05 Double intake valve engine

Publications (2)

Publication Number Publication Date
JPS60122250A true JPS60122250A (en) 1985-06-29
JPH0647955B2 JPH0647955B2 (en) 1994-06-22

Family

ID=16874745

Family Applications (1)

Application Number Title Priority Date Filing Date
JP58228329A Expired - Lifetime JPH0647955B2 (en) 1983-12-05 1983-12-05 Double intake valve engine

Country Status (1)

Country Link
JP (1) JPH0647955B2 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3508763A1 (en) * 1984-07-10 1986-01-23 Toyota Jidosha K.K., Toyota, Aichi INTERNAL COMBUSTION ENGINE WITH SEVERAL INLET VALVES
JPH02141641U (en) * 1989-05-01 1990-11-29

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5990719A (en) * 1982-11-16 1984-05-25 Mazda Motor Corp Intake device for engine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5990719A (en) * 1982-11-16 1984-05-25 Mazda Motor Corp Intake device for engine

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3508763A1 (en) * 1984-07-10 1986-01-23 Toyota Jidosha K.K., Toyota, Aichi INTERNAL COMBUSTION ENGINE WITH SEVERAL INLET VALVES
JPH02141641U (en) * 1989-05-01 1990-11-29

Also Published As

Publication number Publication date
JPH0647955B2 (en) 1994-06-22

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