JPS60150471A - Suction device for internal-combustion engine - Google Patents

Abstract

PURPOSE:To bring a suction inertial effect into full action as well as to improve both combustion and charging efficiencies in a low load operation range of an engine, by connecting a primary suction passage and a secondary suction passage being reversed with each other to a suction port, while forming the primary suction passage into being long in its pipe length. CONSTITUTION:At a low load operation range of an engine, a shutter valve 33 is closed and suction air flows from a suction distributor chamber 22 to a primary suction passage 20, while part of it flows into a secondary suction passage 21 at the more downstream than the shutter valve 33 by way of a bypass passage 32, firnally flowing in a combustion chamber 9. Likewise, at a high load operation range of the engine, the shutter valve 33 is opened whereby the suction air flows into the combustion chamber 9 from both these primary and secondary suction passages 20 and 21.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an intake system for an internal combustion engine that has improved charging efficiency and combustion efficiency to significantly improve output performance.

In general, in internal combustion engines, it is known that increasing the charging efficiency and combustion efficiency in the engine's full load operating range, especially in its low load operating range, greatly contributes to improving engine performance. Conventionally, therefore, two intake boats that are opened and closed by intake valves are opened in the combustion chamber, intake passages are communicated with each of the intake boats, a Nyanota valve is provided in one or both of these passages, and the shutter valves are connected to the combustion chamber. Various technical means have been proposed to increase the charging efficiency and combustion efficiency in the low and high load operating ranges of the engine by controlling opening and closing, but none of them have been able to sufficiently achieve the desired effect. Furthermore, the cost was high and the results were not always satisfactory.

The present invention has been made in view of the above-mentioned circumstances, and has a structure that significantly increases the charging efficiency and combustion efficiency in the operating range of the engine, especially in the low-load operating range, thereby significantly improving the output performance. The purpose is to provide a simple and convenient intake product for internal combustion engines.

According to the present invention, in order to achieve the object No. 011, two intake boats facing each other are opened in the combustion chamber formed in the cylinder head, and two intake boats are opened in opposite directions with the center of the combustion chamber in between. Connect the primary intake passage and the secondary intake passage respectively, and connect the front 1:1 primary intake d
The pipe is characterized by having a long pipe length by detouring the cylinder head.

Hereinafter, a first embodiment in which the present invention is applied to a V-type internal combustion engine will be described with reference to FIGS. 4 to 3.

In FIG. 1, the left and right engine blocks I) and Br, which are arranged in a V-shape, have the same structure, but the left engine block Bt has a pair of intake valves 1. ．． 12, and the right engine block /Jr is shown longitudinally along the axes of the exhaust valve 2 and spark plug 3, respectively. left.

Both the right engine blocks Bl and Br are connected to the cylinder head 5 via a gasket 6 to the 7 cylinder block 4.
It is composed by polymerizing and bonding. A piston 7 is slidably fitted into the cylinder 8 of each cylinder block 4, and a combustion chamber 9 is formed in each cylinder block 5 so as to face the top surface of the piston 7.

An annular guide wall 10 is vertically disposed on the outer peripheral edge of the combustion chamber 9.
This guide wall 10 is fitted into an annular groove 11 formed on the inner periphery of the cylinder 8 in the -1-1 dead center position of the piston 7.
Guide the outer circumference of the upper edge at step 6. In each combustion chamber 9, as shown in FIG.
Two intake bows 1-12. ．． 122 is opened, and one of the intake bows 1, 12. The outer end of the cylinder head 5 is opened at the outer surface of the cylinder head 5 and the other intake boat 12
The outer end of 2 is opened to the inner 11111 surface of the cylinder head 5. Two intake bows 1.12. ．． 122 is slidably supported on the cylinder head 5.
Two intake valves1. ．． 12, and these intake valves 1 and 112 are operated by a conventionally known intake side valve operating mechanism 15Vc provided in the cam chamber 14 of the cylinder head 5''.
Therefore, the opening and closing operations are performed at predetermined timing. Furthermore, as shown in FIG. 2, the combustion chamber 9 includes the two bows 1 and 1.
2. Between 122 and 122, the inner end of one 471 air boat 16 formed in the cylinder head 5 is opened.

The outer end of this 4-1 air cylinder 1-16 is the cylinder head 5.
opened on the outside surface of the body. The Jul air boat 16 is opened and closed by an exhaust valve 2 slidably supported by the cylinder head 5, and the 4Vl' air valve 2 is also a conventionally known exhaust side valve operating mechanism provided in the cam chamber 14 on the cylinder head 5. 18, it is opened and closed at predetermined timing.

Further, a spark plug 3 is screwed into the center of the combustion chamber 9.

Left and right engine blocks I) l, IJ r c
) A primary intake passage 20 is connected to the outer end of each intake boat 121, and the primary intake passage 20 bypasses above the cylinder head 5 and is curved to have a C-shaped cross section. , IJ r, and extends to the center of the V-shaped space S between them, forming a long tube. Also left and right engine blocks Bl, B
Secondary intake passages 21 are connected to the other intake bows 1-122 of r, and each secondary intake passage 21 extends directly to the center of the V-shaped space S (formed in a furnace).

The left and right primary intake passages 20.20 and secondary intake passages 21.21 are gathered at the center of the V-shaped space S and communicated with an intake distribution chamber 22, and this intake distribution chamber 22 is connected to the main intake passage 23. The main passage 23 is communicated with the atmosphere via an air cleaner (not shown). A throttle valve 24 is provided in the air intake distribution chamber 22 so as to be openable and closable, and the intake air flowing into the air intake distribution chamber 22 from the main air intake passage 23 passes through the throttle valve 24 and then is directed to the left.

Right primary and secondary intake passages 20°20.
21.21 will be diverted.

of the primary intake passage 20 and the secondary intake passage 21,
Each gathering portion 25 is provided with a fuel t1 injection valve 26 .

An exhaust passage 27 is communicated with the outer end of the exhaust boat 16, and this exhaust passage 21 is communicated with the atmosphere via an exhaust muffler Af.

A conventionally known turbocharger 1' is provided across the main intake passage 23 and the exhaust passage 27. That is, a bleed air turbine 28 that is rotationally driven by exhaust energy is interposed in the exhaust passage 27, and a conoprezer 29 that is driven by the exhaust turbine 28 is interposed in the air intake main passage 23. equipped.

Next, the operation of the first embodiment of the present invention will be explained.

When the engine is currently operating, the intake air introduced into the main intake passage 23 has its flow rate controlled by the throttle valve 24 in the intake air distribution chamber 22, mixes with the fuel injected from the fuel injection valve 26, and becomes an air-fuel mixture. The air is divided into left and right primary and secondary intake passages 20, 20° 21.21. The intake air flowing through the primary intake passage 20 is introduced into the combustion chamber 9 from one intake boat 121 through a long path.
In addition, the intake air flowing through the secondary intake passage 21 is introduced into the combustion chamber 9 from the other intake boat 122 through a short path. Thus, the intake air flowing through the primary intake passage 20 and the secondary intake passage 21 is directed toward the combustion chamber 9 from opposite directions, and the two intake boats 12, . 122 combustion chambers 9
The side open ends are opposed to each other across the center of the combustion chamber 9, so that the two intake bows 1-12. , 122 into the combustion chamber 9 flows along the 90th circumference of the combustion chamber I:, as shown by arrows a and b in FIG. ljru.

In 7), in the low load operating range of the engine, the long pipe length is
The primary intake passage 20 exhibits a good intake inertia effect, and the investigation efficiency is increased in 1-2, and the flow rate is relatively high.
A small/[low air-fuel mixture is l' + i + two intake bows as described above.
The combustion of the air-fuel mixture by spark ignition is improved by 9r (2゛).In addition, when the engine moves to a high load operating range, the primary and secondary intake passages 20.21
The introduced air with a large flow rate is supercharged by the turbocharger 7 and flows into the combustion chamber 9, and at this time, together with the aforementioned swirling of the air-fuel mixture, the charging efficiency and combustion efficiency of the engine are improved. is enhanced.

As shown in FIG. 3A, the left and right primary intake passages 20
, 20 and the secondary intake passages 21 and 21 may be arranged in parallel with each other and communicated with each other separately, without being assembled together.
In this case, left, right.

Primary and secondary throttle valves 24σ are provided in each communication portion 30.31 of the primary intake passage 20.20 and the secondary intake passage 21.21, respectively.

24b are provided, and their communicating portions 30° and 31 communicate with the main intake passage 23. The primary and secondary throttle valves 24et and 24b are opened and closed in conjunction with each other,
Alternatively, opening and closing may be controlled separately.

A second embodiment of the invention is shown in FIGS. 4-6.

In this second embodiment, each primary intake passage 20 and the secondary intake passage 21 are communicated with each other through a bypass passage 32, and a shirt tab F33 is provided in each secondary intake passage 21 on the upstream side of the bypass passage 32. A fuel powder 1 injection valve 26α is provided in an intake boat 121 connected to the primary intake passage 20 in place of the memorizing injection valve 26, and the other configurations are the same as in the first embodiment.

In this second embodiment, when the engine is in the low-load operating range, the gloss valve 33 is closed and the intake air flows through the intake air distribution chamber 2.
2 to the primary intake passage 20 , and a part of it flows through the bypass passage 32 to the secondary intake passage 21 downstream of the gloss valve 33 . Therefore, most of the intake air passes through the primary intake passage 20 to the fuel injection valve 2.
6 (Z) The fuel flows into the combustion chamber 9 together with the injected fuel, and a small amount of intake air flows into the combustion chamber 9 through the secondary intake passage 21, creating a strong swirl of the air-fuel mixture within the combustion chamber 9. Moreover, the intake air flowing from the bypass passage 32 into the combustion chamber 9 through the secondary intake passage 21 prevents the air-fuel mixture that has flowed into the combustion chamber 9 from the primary intake passage 20 from flowing back into the secondary intake passage 21. Furthermore, since most of the intake air flowing into the combustion chamber 9 passes through the primary intake passage 20, which has a long pipe length, a good intake inertia effect is obtained and charging efficiency is increased.

When the engine shifts from a low load to a high load operating range, the shatter valve 33 opens and intake air also flows into the secondary intake passage 21, increasing the amount of intake air into the combustion chamber 9. In this case, as mentioned above, there is already a flow of intake air from the bypass passage 32 to the secondary intake passage 21 in the low-load operating range, so the transition from low load to high load 1! The increase in intake air to the conversion area is circle f.
It K is done.

In the case of the second embodiment, the left and right primary intake passages 20.
20 and the secondary intake passage 21 may be arranged independently in parallel without being assembled, and a primary and secondary throttle valve may be provided in each of the communication lines 111.

According to the present invention, there are two intake bows 1 in the combustion chamber that face each other across the center of the combustion chamber.
A primary intake passage and a secondary intake passage, which are opposite to each other, are connected to these intake bows 1 and 1, respectively.
11 connection, 1) the intake passage is connected to the above /
By bypassing the cylinder head and making the pipe length long, the intake air that flows into the combustion chamber through the 5-stroke IJ:tti and secondary intake passages is 70% white on the circumferential wall and 0. In addition to forming a strong swirl, the primary intake passage exhibits a high intake inertia effect, which improves combustion efficiency and charging efficiency, especially in the engine's low-load operating range, and improves engine performance as a whole. can be significantly improved.

Incidentally, if a turbocharger is installed in the engine as in the first and second embodiments, 'I? Since the combustion efficiency and charging efficiency in the high-load operating range of the K engine are greatly increased, the above effects become even more pronounced, which reduces the cost and bulk of the engine.
, high output of the engine can be achieved without adopting a 'type valve train.

[Brief explanation of drawings]

1 to 4 show a first embodiment of the present invention, FIG. 1 is a longitudinal sectional side view of the main part of a V-type internal combustion engine equipped with the present invention, and FIG. 2 is a view taken along the line 11 in FIG. 1. The part, plan view, and Figure 3 are as follows:
Figure 1 111 - Partial sectional view along service line, Figure 3A is
This is a partially modified example of the embodiment, the same partial sectional view as FIG. 3, and FIGS. 4 to 6 show a second embodiment of the present invention, and FIG. 4 shows a V-type internal combustion engine equipped with the present invention. Main part vertical side view, No. 5
The figure is a partial plan view taken along the line V in FIG. 4, and FIG. 6 is a partial sectional view taken along the line ■--■ in FIG. 4. 5... Cylinder head, 9... Combustion chamber, 12. ,1
2□Intake boat, 20...Primary intake passage, 21
...Secondary intake passage patent applicant Honda Motor Co., Ltd. Figure 3 Figure 2, 5 Figure 3A Figure 5 Procedural amendment (1984-4) 427 L1 Mr. Commissioner of the Japan Patent Office 1, Incident Indication of Patent Application No. 7752 of 1982 2, Intake device for Suzen engine within the name of the invention 3, Relationship with the case of the person making the amendment Name of patent applicant (532) Honda Motor Co., Ltd. 4, Agent
Person 〒105 1-1 Location 4-4-5 Shinbashi, Miyakominato-ku 2nd/
The statement “1-Figures 1 to 4” in the 14th line of the daily amendment statement of contents of the Murabiru 5 amendment order is corrected to (-Figures 1 to 3-”).

Claims (1)

[Claims] In the combustion chamber formed in the noling head, open two intake boats that face each other across the center of the combustion chamber, and connect the primary intake passage and the secondary intake passage facing oppositely to each other to the intake boats. The primary intake passage is connected to each other, and the primary intake passage bypasses the front, 7', and 7' ends to form a longer length. An intake system for an internal combustion engine with characteristics i.