JPS60164619A - Suction device for multicylinder internal-combustion engine - Google Patents

Suction device for multicylinder internal-combustion engine

Info

Publication number
JPS60164619A
JPS60164619A JP59018458A JP1845884A JPS60164619A JP S60164619 A JPS60164619 A JP S60164619A JP 59018458 A JP59018458 A JP 59018458A JP 1845884 A JP1845884 A JP 1845884A JP S60164619 A JPS60164619 A JP S60164619A
Authority
JP
Japan
Prior art keywords
suction
intake
control valve
surge tank
communication
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
JP59018458A
Other languages
Japanese (ja)
Other versions
JPH0259290B2 (en
Inventor
Hideo Saruhashi
猿橋　秀男
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 JP59018458A priority Critical patent/JPS60164619A/en
Publication of JPS60164619A publication Critical patent/JPS60164619A/en
Publication of JPH0259290B2 publication Critical patent/JPH0259290B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
    • F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
    • F02B27/0221—Resonance charging combined with oscillating pipe charging
    • 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0231—Movable ducts, walls or the like
    • 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0242—Fluid communication passages between intake ducts, runners or chambers
    • 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0268—Valves
    • F02B27/0273—Flap 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1816—Number of cylinders four
    • 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
    • F02B27/0252—Multiple plenum chambers or plenum chambers having inner separation walls, e.g. comprising valves for the same group of 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/20—Multi-cylinder engines with cylinders all in one line
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Characterised By The Charging Evacuation (AREA)

Abstract

PURPOSE:To aim at improvements in suction volumetric efficiency at the whole operation range, by installing a valve in a pipe line interconnecting suction pipes one another branched from the downstream side of a surge tank to each cylinder, while making it open in time of high revolution. CONSTITUTION:A suction pipe is branched from a downstream surge tank 4 at the down-stream side of an air cleaner 7 to suction passages 3a-3d for each cylinder. Each suction passage is interconnected through an interconnecting part 8, while each of suction control valves 9a-9c is installed in place among suction passages. Each of these suction control valves 9a-9c closes in time of low revolution and, making full use of an intertia effect like an ordinary suction passage, suction volumetric efficiency is improved, while they are made open in time of high revolution whereby pulsation in each suction passage is reduced by means of mutual interference, thus the suction volumetric efficiency is improved.

Description

【発明の詳細な説明】 技術の分野 本発明は、多気筒内燃機関の吸気装置、特に、機関運転
条件に応じて吸気通路の長さや形状を実質上可変とし、
吸気系の動的慣性効果を利用して機関の体積効率を向上
する多気筒内燃機関の吸気装置に関する。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to an intake system for a multi-cylinder internal combustion engine, and in particular to an intake system in which the length and shape of the intake passage are substantially variable depending on engine operating conditions.
The present invention relates to an intake system for a multi-cylinder internal combustion engine that improves the volumetric efficiency of the engine by utilizing the dynamic inertia effect of the intake system.

従来技術 実開昭５８−１１６７２６号公報には、多気筒内燃機関
の慣性過給装置が示され、この慣性過給装置は、第１ダ
ンピングポリ瓢−ム下ｆＡ＠の吸気管に仕切多弁を内蔵
した第２ダンピングボリユームを接続した構成を有する
。この仕切多弁は機関速度に応じて開閉制御され、閉弁
される低速時並びに、開弁される高速時の双方において
、大きな慣性過給効果を得ようとするものである。しか
しながら、第２ダンピングゲリユームが、相当の容積を
有するため、仕切り弁を閉じた時に、低速域での圧力変
動を減衰させてしまい、十分に満足な慣性過給効果を得
ることができない。したがって、第１ダンピングボリー
−ムの下流側の吸気管途中にはボリュームがない方が、
低速域の慣性過給効果を得る点で、望ましい。Prior Art Publication No. 58-116726 discloses an inertial supercharging device for a multi-cylinder internal combustion engine, and this inertial supercharging device has a gated multi-valve in the intake pipe fA@ under the first damping polygon. It has a configuration in which a built-in second damping volume is connected. This multiple gate valve is controlled to open and close depending on the engine speed, and is intended to provide a large inertial supercharging effect both at low speeds when the valve is closed and at high speeds when it is open. However, since the second damping gelium has a considerable volume, when the gate valve is closed, pressure fluctuations in the low speed range are attenuated, making it impossible to obtain a sufficiently satisfactory inertial supercharging effect. Therefore, if there is no volume in the intake pipe downstream of the first damping volume,
This is desirable in terms of obtaining an inertial supercharging effect in the low speed range.

発明の目的 本発明の目的は、上記のような多気筒内燃機関の吸気装
置において、あらゆる運転条件にわたって良好な慣性過
給効果を得、これによシ体積効率の向上を図ることにあ
る。OBJECTS OF THE INVENTION An object of the present invention is to obtain a good inertial supercharging effect over all operating conditions in an intake system for a multi-cylinder internal combustion engine as described above, thereby improving volumetric efficiency.

発明の構成 このような目的を達成するために１本発明ではサージタ
ンク下流の複数の吸気通路を相互に近接して配置し、該
近接して配置した部分の吸気通路を相互に連通し、該連
通部に制御弁を設け、低回転時は制御弁を閉じて前記連
通を遮蔽すると共に、高回転時は制御弁を開いて前記連
通部を連通させるようにした多気筒内燃機関の吸気装置
が提供される。Structure of the Invention In order to achieve the above object, the present invention arranges a plurality of intake passages downstream of the surge tank close to each other, communicates the intake passages of the portions disposed close to each other, and An intake system for a multi-cylinder internal combustion engine is provided with a control valve in a communication section, the control valve is closed to block the communication when the rotation speed is low, and the control valve is opened to connect the communication section when the rotation speed is high. provided.

また、本発明では、サージタンク下流の複数の吸気通路
をそれぞれ分枝して各々制御弁を介して連通管に接続し
、該連通管を前記サージタンクに接続し、低回転時は制
御弁を閉じて前記各吸気通路と連通管との間の連通を遮
断すると共に、高回転時は制御弁を開いて前記各吸気通
路を前記連通管に連通せしめるようにした多気筒内燃機
関の吸気装置が提供される。Furthermore, in the present invention, the plurality of intake passages downstream of the surge tank are branched and connected to a communication pipe via a control valve, and the communication pipe is connected to the surge tank, and the control valve is turned off during low rotation. An intake system for a multi-cylinder internal combustion engine, which closes to cut off communication between each of the intake passages and the communication pipe, and opens a control valve to allow each of the intake passages to communicate with the communication pipe when the engine speed is high. provided.

実施例 以下、添付図面を参照して本発明の実施例について詳細
に説明する。Embodiments Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

第１図は本発明の多気筒内燃機関の吸気装置の第１実施
例を概略的に示したものである。第１図において、１は
多気筒内燃機関の本体、２は排気マニホルド、３は吸気
マニホルド、４はサージタンク、５は吸気管、６はエア
フローメータ、７はエアクリーナである。気化器や燃料
噴射装置等の燃料系については簡単のため図示を省略す
る。FIG. 1 schematically shows a first embodiment of an intake system for a multi-cylinder internal combustion engine according to the present invention. In FIG. 1, 1 is a main body of a multi-cylinder internal combustion engine, 2 is an exhaust manifold, 3 is an intake manifold, 4 is a surge tank, 5 is an intake pipe, 6 is an air flow meter, and 7 is an air cleaner. For simplicity, illustrations of fuel systems such as a carburetor and a fuel injection device are omitted.

エアクリーナ７から流入する吸入空気はエアフローメー
タ６で計量され、吸気管５を通じてサージタンク４へ入
る。サージタンク４は吸気脈動を適度に減衰させる容積
を有する。サージタンク４の下流側は、機関本体１のそ
れぞれの気筒に通じる吸気通路３ａ、３ｂ、３ｃ、３ｄ
を有する吸気マニホルド３が接続される。各吸気通路３
ａ。Intake air flowing in from the air cleaner 7 is measured by an air flow meter 6 and enters the surge tank 4 through the intake pipe 5. The surge tank 4 has a volume that appropriately damps intake pulsation. On the downstream side of the surge tank 4, intake passages 3a, 3b, 3c, and 3d are connected to the respective cylinders of the engine body 1.
An intake manifold 3 having a diameter is connected to the intake manifold 3. Each intake passage 3
a.

３ｂ、３ｃ、３ｄはサージタンク４の側において相互に
出来るだけ近接して配置される（第２図参照）。これら
の吸気通路３ａ、３ｂ、３ａ　、３ｄは、相互に近接し
て配置されている前記部分において、相互に連通されて
いて連通部８を形成している。また、この連通部８にお
いて、各吸気通路３ａ、３ｂ、３ｃ、３ｄ相互間、即ち
吸気通路３ａと３ｂ　、３ｂと３ｅ、３ｃと３ｄの間を
開閉するための吸気制御弁９ａ、９ｂ、９ｃが設けられ
ている。3b, 3c, and 3d are arranged as close as possible to each other on the side of the surge tank 4 (see FIG. 2). These intake passages 3a, 3b, 3a, and 3d communicate with each other in the portions that are arranged close to each other to form a communication portion 8. In addition, in this communication portion 8, intake control valves 9a, 9b, 9c for opening and closing between the intake passages 3a, 3b, 3c, and 3d, that is, between the intake passages 3a and 3b, 3b and 3e, and 3c and 3d. is provided.

従って、吸気制御弁９ａ、９ｂ、９ｃが閉じた時は、連
通部８が外いのとほぼ同様の作用効果を有し、またこれ
らの吸気制御弁９ａ、９ｂ、９ｃを開いた時は、連通部
８を介して各吸気通路３ａ。Therefore, when the intake control valves 9a, 9b, 9c are closed, the effect is almost the same as when the communication part 8 is open, and when the intake control valves 9a, 9b, 9c are opened, Each intake passage 3a via a communication portion 8.

３ｂ　、３ｃ　、３ｄが連通し、各気筒の吸気脈動が相
互に干渉して圧力変動を低下させるのである。3b, 3c, and 3d communicate with each other, and the intake pulsations of each cylinder interfere with each other to reduce pressure fluctuations.

第３図に示す第２実施例において、第１実施例と異なる
点についてのみ説明する。各吸気通路３ａ、３ｂ１３ｃ
、３ｄはそれぞれ枝分かれしていて（第４図参照）、各
枝分かれ部分は吸気制御弁９ａ、９．ｂ、９ｃ、９ｄを
介して１つの連通管１０に接続されている＠従って、第
１実施例の場合と同様、吸気制御弁９ａ、９ｂ、９ｃ、
９ｄが閉じた時は、連通管１０がない場合とほぼ同等と
なり、また吸気制御弁９ａ、９ｂ、９ｅ、９ｄが開いた
時は、各吸気通路３ａ、３ｂ、３ｃ、３ｄは連通管１０
を通じて連通し、各気筒の吸気脈動が相互に干渉して圧
力変動を低下させるのである。In the second embodiment shown in FIG. 3, only the points different from the first embodiment will be explained. Each intake passage 3a, 3b13c
, 3d are branched (see FIG. 4), and each branched portion is connected to an intake control valve 9a, 9. b, 9c, 9d to one communication pipe 10. Therefore, as in the case of the first embodiment, the intake control valves 9a, 9b, 9c,
When 9d is closed, it is almost the same as when there is no communication pipe 10, and when the intake control valves 9a, 9b, 9e, and 9d are open, each intake passage 3a, 3b, 3c, and 3d is connected to the communication pipe 10.
The intake pulsations of each cylinder interfere with each other and reduce pressure fluctuations.

なお、第２実施例の場合も、第４実施例と同様、連通管
１０の部分の各吸気通路３１，３ｂ、３ｃ。In addition, in the case of the second embodiment as well, the respective intake passages 31, 3b, 3c in the communication pipe 10 are similar to the fourth embodiment.

３ｄは相互に近接して配置されている。3d are arranged close to each other.

第５図に示した第３実施例において、第３図の第２実施
例と異なる点のみについて説明する。この第３実施例で
は、連通管１０が導管１１を介してサージタンク４に接
続されている（第６図参照）。In the third embodiment shown in FIG. 5, only the points different from the second embodiment shown in FIG. 3 will be described. In this third embodiment, a communication pipe 10 is connected to a surge tank 4 via a conduit 11 (see FIG. 6).

従って、吸気制御弁９ａ、９ｂ、９ｃ、９ｄが開いた時
は、各吸気通路３ａ、３ｂ、３ｃ、３ｄは連通管１０を
通じて相互に連通されると同時に導管１１を通じてサー
ジタンク４にも導通されることになる。なお、この第３
実施例の場合も、第１実施例と同様、連通管１０の部分
の各吸気通路３ａ、３’ｂ、３ｅ、３ｄは相互に近接し
て配置することができる。Therefore, when the intake control valves 9a, 9b, 9c, and 9d are opened, the intake passages 3a, 3b, 3c, and 3d are communicated with each other through the communication pipe 10 and are also communicated with the surge tank 4 through the conduit 11. That will happen. Furthermore, this third
In this embodiment, the intake passages 3a, 3'b, 3e, and 3d of the communication pipe 10 can be arranged close to each other, as in the first embodiment.

第７図および第８図社、第２実施例、第３実施例で採用
しうる吸気制御弁９ａ、９ｂ、９ｃ。FIGS. 7 and 8 show intake control valves 9a, 9b, and 9c that can be employed in the company, second embodiment, and third embodiment.

９ｄの駆動機構を示したものである。これらの第２およ
び第３実施例では、各吸気制御弁９ａ。9d shows the drive mechanism. In these second and third embodiments, each intake control valve 9a.

９ｂ、９ｃ、９ｄの回転軸を共通の軸１２で構成すると
とができるので、第７図に示す如く、負圧ダイヤフラム
式アクチ島エータエ３等でこの共通軸１２を回転駆動す
ることによシ各吸気制御弁９ａ、９ｂ、９ｃ’、９ｄを
同時に開閉制御することができる。なお、第１実施例（
第１図）では、各吸気制御弁９ａ、９ｂ、９ｃの回転軸
が互いに平行であるため、リンク機構等で各制御弁を連
結してこれらを同時に開閉制御することができる。Since the rotation axes of 9b, 9c, and 9d can be constituted by a common shaft 12, as shown in FIG. Each intake control valve 9a, 9b, 9c', and 9d can be controlled to open and close simultaneously. Note that the first embodiment (
In FIG. 1), since the rotation axes of the intake control valves 9a, 9b, and 9c are parallel to each other, the control valves can be connected by a link mechanism or the like and can be controlled to open and close at the same time.

なお、本発明で用いる吸気制御弁は第１〜第３実施例で
示したような回転式バタフライ弁である必要はなく、他
の形式、例えばスライド開閉式のものであってもよい。Note that the intake control valve used in the present invention does not need to be a rotary butterfly valve as shown in the first to third embodiments, and may be of other types, such as a slide opening/closing type.

第９図は本発明における吸気制御弁の開閉制御の方式を
示したもので、エンジンの低中速域では吸気制御弁を閉
じ、高回転域では吸気制御弁を開ける。ただし、開閉時
の設定回転数は実施例ごとに多少異なるであろうし、ま
た他の設計要因、例えば吸気通路の長さ、断面積、形状
等によっても異なる。FIG. 9 shows a method of controlling the opening and closing of the intake control valve according to the present invention, in which the intake control valve is closed in the low and medium speed range of the engine, and is opened in the high engine speed range. However, the set rotational speed for opening and closing will vary somewhat depending on the embodiment, and will also vary depending on other design factors, such as the length, cross-sectional area, shape, etc. of the intake passage.

第１０図は吸気制御弁を開閉制御した場合の体積効率の
変化を示したものである。吸気制御弁を開いた時の体積
効率の変化を実線で示し、閉じた時の体積効率の変化を
１点鎖線で示す。低中速域、特に中負荷域では吸気制御
弁を閉じた方が、吸気脈動の干渉による減衰作用が生ぜ
ず、従って吸気脈動を利用した体積効率の上昇が図られ
る（ピークＡ）。また、高速域では、逆に、吸気制御弁
を開いた方が、吸気脈動の干渉効果を積極的に利用でき
るので閉じた場合よシ体積効率を高くすることができる
（ビークＢ）。従って、本発明によれば、破線で示した
ような体積効率が得られる。FIG. 10 shows changes in volumetric efficiency when the intake control valve is controlled to open and close. The change in volumetric efficiency when the intake control valve is opened is shown by a solid line, and the change in volumetric efficiency when it is closed is shown by a chain line. In the low-medium speed range, especially in the medium-load range, closing the intake control valve prevents the damping effect due to the interference of the intake pulsation, and therefore increases the volumetric efficiency using the intake pulsation (peak A). In addition, in the high speed range, on the contrary, opening the intake control valve allows more active use of the interference effect of the intake pulsation, making it possible to increase the volumetric efficiency compared to when it is closed (beak B). Therefore, according to the present invention, a volumetric efficiency as shown by the broken line can be obtained.

発明の効果 本発明によれば、機関運転条件の広い範囲にわたって高
い体積効率を得ることができ、高速時、中速時の機関出
力を高めることができる。Effects of the Invention According to the present invention, high volumetric efficiency can be obtained over a wide range of engine operating conditions, and engine output at high speeds and medium speeds can be increased.

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

第１図は本発明の第１実施例の概略図、第２図は第１図
の線■−■断面図、第３図は本発明の第２実施例の概略
図、第４図は第３図の矢印■から見た図、第５図社本発
明の第３実施例の概略図、第６図は第５図の矢印■から
見た図、第７図は吸気制御弁の駆動機構を示す図、第８
図は第７図の線■−■における断面図、第９図はエンジ
ン速度に対する吸気制御弁の開閉状態を示す図、第１０
図はエンジン速度と体積効率との関係を示ｊ図である。 １・・・エンジン本体、３・・・吸気マニホルド、３ａ
。 ３ｂ、３ｃ、３ｄ・・・吸気通路、４・・・サージタン
ク、５・・・吸気管、８・・・連通部、９ａ、９ｂ、９
ｃ、９ｄ・・・吸気制御弁、１０・・・連通管、１１・
・・導管、１２・・・回転軸、１３・・・アクチェエー
タ。 嬶１図 嬶３図 嬶５図 第１０図 エンジン速度 唱９０ エンジ／速度FIG. 1 is a schematic diagram of the first embodiment of the present invention, FIG. 2 is a sectional view taken along the line ■-■ in FIG. 1, FIG. 3 is a schematic diagram of the second embodiment of the present invention, and FIG. 3, Figure 5 is a schematic diagram of the third embodiment of the present invention, Figure 6 is a diagram viewed from arrow ■ in Figure 5, and Figure 7 is the drive mechanism of the intake control valve. Figure 8 showing
The figure is a cross-sectional view taken along the line
The figure is a diagram showing the relationship between engine speed and volumetric efficiency. 1... Engine body, 3... Intake manifold, 3a
. 3b, 3c, 3d...Intake passage, 4...Surge tank, 5...Intake pipe, 8...Communication portion, 9a, 9b, 9
c, 9d... Intake control valve, 10... Communication pipe, 11.
... Conduit, 12 ... Rotating shaft, 13 ... Actuator. Figure 1 Figure 3 Figure 5 Figure 10 Engine speed chant 90 Engine/Speed

Claims (1)

【特許請求の範囲】 １、サージタンク下流の複数の堰気通路を相互に近接し
て配置し、骸近接して配置した部分の吸気通路を相互に
連通し、該連通部に制御弁を設け、低回転時は制御弁を
閉じて前記連通を遮蔽すると共に、高回転時は制御弁を
開いて前記連通部を連通させるようにした多気筒内燃機
関の吸気装置。 ２゜サージタンク下流の複数の吸気通路をそれぞれ分枝
して各々制御弁を介して連通管に接続し、該連通管を前
記サージタンクに接続し、低回転時は制御弁を閉じて前
記各吸気通路と連通管との間の連通を遮断すると共に、
高回転時は制御弁を開いて前記各吸気通路を前記連通管
に連通せしめるようにした多気筒内燃機関の吸気装置。[Claims] 1. A plurality of weir air passages downstream of the surge tank are arranged close to each other, the intake passages of the portions arranged close to each other are communicated with each other, and a control valve is provided in the communication section. An intake system for a multi-cylinder internal combustion engine, wherein a control valve is closed to block the communication when the rotation speed is low, and the control valve is opened when the rotation speed is high to allow the communication portion to communicate with each other. 2. A plurality of intake passages downstream of the surge tank are each branched and connected to a communication pipe via a control valve, and the communication pipe is connected to the surge tank, and when the rotation speed is low, the control valve is closed and each of the above In addition to blocking communication between the intake passage and the communication pipe,
An intake system for a multi-cylinder internal combustion engine, wherein a control valve is opened at high engine speeds to communicate each of the intake passages with the communication pipe.
JP59018458A 1984-02-06 1984-02-06 Suction device for multicylinder internal-combustion engine Granted JPS60164619A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP59018458A JPS60164619A (en) 1984-02-06 1984-02-06 Suction device for multicylinder internal-combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP59018458A JPS60164619A (en) 1984-02-06 1984-02-06 Suction device for multicylinder internal-combustion engine

Publications (2)

Publication Number Publication Date
JPS60164619A true JPS60164619A (en) 1985-08-27
JPH0259290B2 JPH0259290B2 (en) 1990-12-12

Family

ID=11972184

Family Applications (1)

Application Number Title Priority Date Filing Date
JP59018458A Granted JPS60164619A (en) 1984-02-06 1984-02-06 Suction device for multicylinder internal-combustion engine

Country Status (1)

Country Link
JP (1) JPS60164619A (en)

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61116021A (en) * 1984-11-09 1986-06-03 Mazda Motor Corp Engine intake-air device
JPS6263127A (en) * 1985-09-13 1987-03-19 Mazda Motor Corp Suction device for engine
JPS6263125A (en) * 1985-09-13 1987-03-19 Mazda Motor Corp Suction device for engine
JPS6296726A (en) * 1985-10-23 1987-05-06 Mazda Motor Corp Air intake device for multiple cylinder engine
JPS6299625A (en) * 1985-10-24 1987-05-09 Mazda Motor Corp Intake-air device for engine
JPS62132223U (en) * 1986-02-14 1987-08-20
JPS62191627A (en) * 1986-02-18 1987-08-22 Mazda Motor Corp Intake device for engine
JPS6351116U (en) * 1986-09-19 1988-04-06
US4771740A (en) * 1986-04-03 1988-09-20 Mazda Motor Corporation Intake system for internal combustion engine
FR2613428A1 (en) * 1987-03-30 1988-10-07 Peugeot Engine fed by injection, with an improved intake circuit
US4977865A (en) * 1988-10-19 1990-12-18 Mazda Motor Corporation Intake system for V-type engine
FR2728024A1 (en) * 1994-12-10 1996-06-14 Volkswagen Ag DEVICE FOR VARYING THE LENGTH OF AIR SUCTION PIPES OF AN INTERNAL COMBUSTION ENGINE
JP2010144678A (en) * 2008-12-22 2010-07-01 Nissan Motor Co Ltd Variable intake device of internal combustion engine
US20130319362A1 (en) * 2011-08-02 2013-12-05 Mann+Hummel Gmbh Intake system of internal combustion engine

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6053616A (en) * 1983-09-01 1985-03-27 Nissan Motor Co Ltd Suction passage device for internal-combustion engine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6053616A (en) * 1983-09-01 1985-03-27 Nissan Motor Co Ltd Suction passage device for internal-combustion engine

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0353452B2 (en) * 1984-11-09 1991-08-15 Mazda Motor
JPS61116021A (en) * 1984-11-09 1986-06-03 Mazda Motor Corp Engine intake-air device
JPS6263127A (en) * 1985-09-13 1987-03-19 Mazda Motor Corp Suction device for engine
JPS6263125A (en) * 1985-09-13 1987-03-19 Mazda Motor Corp Suction device for engine
JPH0583737B2 (en) * 1985-09-13 1993-11-29 Mazda Motor
JPH0361006B2 (en) * 1985-09-13 1991-09-18 Mazda Motor
US4735177A (en) * 1985-09-13 1988-04-05 Mazda Motor Corporation Intake system for internal combustion engine
JPS6296726A (en) * 1985-10-23 1987-05-06 Mazda Motor Corp Air intake device for multiple cylinder engine
JPS6299625A (en) * 1985-10-24 1987-05-09 Mazda Motor Corp Intake-air device for engine
JPS62132223U (en) * 1986-02-14 1987-08-20
JPS62191627A (en) * 1986-02-18 1987-08-22 Mazda Motor Corp Intake device for engine
US4771740A (en) * 1986-04-03 1988-09-20 Mazda Motor Corporation Intake system for internal combustion engine
JPS6351116U (en) * 1986-09-19 1988-04-06
FR2613428A1 (en) * 1987-03-30 1988-10-07 Peugeot Engine fed by injection, with an improved intake circuit
US4977865A (en) * 1988-10-19 1990-12-18 Mazda Motor Corporation Intake system for V-type engine
FR2728024A1 (en) * 1994-12-10 1996-06-14 Volkswagen Ag DEVICE FOR VARYING THE LENGTH OF AIR SUCTION PIPES OF AN INTERNAL COMBUSTION ENGINE
JP2010144678A (en) * 2008-12-22 2010-07-01 Nissan Motor Co Ltd Variable intake device of internal combustion engine
US20130319362A1 (en) * 2011-08-02 2013-12-05 Mann+Hummel Gmbh Intake system of internal combustion engine
US8851041B2 (en) * 2011-08-02 2014-10-07 Mann + Hummel Gmbh Intake system of internal combustion engine

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