JPS6093120A - Suction device of engine - Google Patents
Suction device of engineInfo
- Publication number
- JPS6093120A JPS6093120A JP58202046A JP20204683A JPS6093120A JP S6093120 A JPS6093120 A JP S6093120A JP 58202046 A JP58202046 A JP 58202046A JP 20204683 A JP20204683 A JP 20204683A JP S6093120 A JPS6093120 A JP S6093120A
- Authority
- JP
- Japan
- Prior art keywords
- intake air
- intake
- intake passage
- main
- auxiliary
- 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
Links
- 238000002485 combustion reaction Methods 0.000 claims abstract description 44
- 238000011144 upstream manufacturing Methods 0.000 claims description 6
- 239000011148 porous material Substances 0.000 description 6
- 238000007664 blowing Methods 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000005192 partition Methods 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 238000010276 construction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000002000 scavenging effect Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
- F02B31/085—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having two inlet 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
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/20—SOHC [Single overhead camshaft]
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、エンジンの吸気装置、殊に一つの燃焼室に複
数の吸気ポートが開口し、そのうちの少くとも一つの吸
気ポートがエンジン負荷に応じて選択的に使用されるよ
うになった形式のエンジンの吸気装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an engine intake system, particularly an engine in which a plurality of intake ports are opened in one combustion chamber, and at least one of the intake ports is connected to an engine load. The present invention relates to an engine intake system of a type that is selectively used according to the type of engine.
（従来技術）
エンジンの燃焼室に複数の吸気ポートを設け、それら吸
気ポート全エン・シン負荷に応じて選択的に使用するこ
とは公知である。たとえば、特開昭５６−グｑり７９号
公報に開示されたエンジンでは、シリンダヘッドに形成
された２個の吸気ポートのそれぞれに分岐吸気通路が接
続され、この分岐吸気通路は共通の主吸気通路に接続さ
れている。(Prior Art) It is known to provide a plurality of intake ports in the combustion chamber of an engine and to selectively use the intake ports depending on the total engine load. For example, in the engine disclosed in Japanese Unexamined Patent Application Publication No. 1983-79, a branch intake passage is connected to each of two intake ports formed in the cylinder head, and this branch intake passage is connected to a common main intake connected to the passage.
そして、一方の分岐吸気通路には開閉弁が、主吸気通路
には絞り弁がそれぞれ設けられており、この絞り弁と開
閉弁とは連動して、絞り弁が一定開度を越えて開かれた
とき開閉弁が開かれるようになっている。すなわち、一
方の分岐吸気通路は、エンジンの低負荷運転時には開閉
弁により閉じられているため、吸気は他方の分岐吸気通
路のみから比較的高い流速で供給され、高負荷運転時に
は吸気は両方の分岐吸気通路から供給されて高い充填ｆ
ｌを確保することができる。しかし、この公開公報に記
載されたエンジンの吸気装置は、高負荷運転時に十分な
吸気充填量を確保することを慧図するものであるため、
各分岐吸気通路の断面績はさほど小さく形成されておら
ず、低負荷運転時に一方の分岐吸気通路のみを使用して
も、アイドリング運転時のように負をｊが非常に小さい
運転頭載では、吸気流速を十分に茜めることかできない
。One of the branch intake passages is provided with an on-off valve, and the main intake passage is provided with a throttle valve.The throttle valve and the on-off valve work together to prevent the throttle valve from opening beyond a certain degree. The on-off valve is opened when the In other words, one branch intake passage is closed by an on-off valve when the engine is operating at low load, so intake air is supplied at a relatively high flow rate only from the other branch intake passage, and during high load operation, intake air is supplied from both branches. High filling f supplied from the intake passage
l can be secured. However, the engine intake system described in this publication is designed to ensure a sufficient amount of intake air during high-load operation.
The cross-sectional area of each branch intake passage is not formed very small, and even if only one branch intake passage is used during low-load operation, when the negative j is very small, such as during idling operation, It is not possible to increase the intake flow rate sufficiently.
また、吸気ポートの形状Ｃま、高負荷運転時の縄充填量
確保のために、吸気流を燃焼室の軸線方間にほぼ沿って
導入するようになっており、このことは、分岐吸気通路
の断面槓盆あまり小さくできないことと相まって、低負
荷運転時に燃焼室内に強力なスワールを形成することを
困難にしている。In addition, the shape of the intake port is designed to introduce the intake air almost along the axis of the combustion chamber in order to ensure the amount of air filling during high-load operation. Coupled with the fact that the cross-section of the barrel cannot be made very small, this makes it difficult to form a strong swirl inside the combustion chamber during low-load operation.
特開昭３、ター２３３７７号公報には、−個の吸気ポー
トを有するエンジンの吸気装置において、各々の吸気ポ
ーｉ・に断面積の小さな補助吸気通路を開口させ、低負
荷運転時にこの補助吸気通路がら細い高速吸気流を吹き
込むようにする技術が開示されている。この公報にＲｒ
２載されたエンジン吸気装置は、低負荷運転時に燃焼室
内に吠き込まれる高速吸気流により燃焼室の中央付近、
特に点火栓の近傍に振しい乱流を形成させて、点火栓ま
わりの掃気を促進し、火焔伝播速度ｆｔ′ｆｊＪめで、
安定した燃焼を行なわせようとするものである。しかし
、この吸気装置では、エンジン負荷が非常に小ざい運転
状態、たとえばアイドリンク運転時に補助吸気通路がそ
の効果を発揮するが、エンジン負荷が僅かでも増大した
運転領域では、この補助吸気通路のみでは十分な吸気量
を確保できなくなるので、各吸気ポートに連続する分岐
吸気通路を開く必要が生ずる。そして、このように分岐
吸気通路が僅かでも開〃−力、ると、補助吸気通路から
の吸気流の流速は急隊に低下し、燃焼室内の乱流が弱め
られる。したがって、この吸気装置は、エンジン負荷が
アイドリング状態よＶ僅かに高くなった領域から中負荷
領域にわたって満足できるほど安定した燃焼状態を与え
ることはできない。Japanese Unexamined Patent Publication No. 3, 23377 discloses that in an engine intake system having - intake ports, an auxiliary intake passage with a small cross-sectional area is opened in each intake port i, and this auxiliary intake passage is opened during low-load operation. A technique has been disclosed for blowing a narrow high-speed intake air flow through the passage. Rr to this bulletin
The engine intake system mounted on No. 2 has a high-speed intake air flow that is forced into the combustion chamber during low-load operation.
In particular, a strong turbulent flow is formed near the ignition plug to promote scavenging air around the ignition plug, and to reduce the flame propagation speed ft'fjJ.
The aim is to ensure stable combustion. However, in this intake system, the auxiliary intake passage is effective in operating conditions where the engine load is very small, such as idling operation, but in operating areas where the engine load increases even slightly, the auxiliary intake passage alone is insufficient. Since a sufficient amount of intake air cannot be secured, it becomes necessary to open branch intake passages that are continuous with each intake port. When the branch intake passage is opened even slightly, the flow velocity of the intake air from the auxiliary intake passage decreases rapidly, and the turbulence within the combustion chamber is weakened. Therefore, this intake system cannot provide a satisfactorily stable combustion condition over a range from a region where the engine load is slightly higher than the idling state to a medium load region.
（発明の目的）
本発明は、一つの燃焼室に複数の吸気ポート１開口させ
て高負荷運転時に吸気の高充填量全確保できるようにし
た吸気装置において、低負荷連転領域の比較的広い範囲
にわたり燃焼宿に強いスワールを形成でき、それによっ
て良好な燃焼状態を得ることができるようにすることを
目的とする。(Purpose of the Invention) The present invention provides an intake system in which a plurality of intake ports are opened in one combustion chamber to ensure a high filling amount of intake air during high-load operation, which has a relatively wide low-load continuous range. It is an object of the present invention to form a swirl that is strong against combustion traps over a range, thereby obtaining a good combustion state.
（発明の構成）
上記目的を達成するため、不発ｔｑは次の構成を有する
。すなわち、本発明によるエンジンの吸気装置は、燃焼
室に開口する複数の吸気ポートと、前記複数の吸気ポー
トのそれぞれに接続された分岐吸気通路と、前記分岐吸
気通路の上流側に接続された主吸気通路と、前記主吸気
通路内に設けられ高負荷運転時に開かれる開閉弁と、前
記開閉弁より上流側において前記主吸気通路〃・ら分岐
して前記吸気デートの一方に接続される補助吸気通路と
を有し、前記主吸気通路はその中心軸が前記補助吸気通
路の接続された吸気ポートの側に偏るように配置にされ
たことを特徴とする゛。(Structure of the Invention) In order to achieve the above object, the unexploded tq has the following structure. That is, the engine intake device according to the present invention includes a plurality of intake ports opening into a combustion chamber, a branch intake passage connected to each of the plurality of intake ports, and a main intake passage connected to the upstream side of the branch intake passage. an intake passage, an on-off valve provided in the main intake passage and opened during high-load operation, and an auxiliary intake branched from the main intake passage on the upstream side of the on-off valve and connected to one of the intake dates. The main intake passage is characterized in that the main intake passage is arranged such that its central axis is biased toward the intake port to which the auxiliary intake passage is connected.
本発明によれば、開閉弁が閉じられる低負荷運転時には
、吸気は補助吸気通路全通って燃焼室に供給される。そ
して、補助吸気通路は分岐吸気通路より断面積が小さく
なるように形成されるので、吸気量の小さい低負荷運転
時にも比較的高い流速を維持することができる。さらに
、補助吸気通路は複数の吸気ポートの一つに開口してい
るので、燃焼室の中心に対し偏った方向に吸気を送り込
むことができ、燃焼室内に強いスワール全形５！Ａ″ｊ
ることかできる。また、主吸気通路の中心軸を、補助吸
気通路が接続されている吸気ポートの側に偏らせて配置
することにより、開閉弁が開きはじめる負荷領域で、主
吸気通路からの吸気の流れは補助吸気通路の接続された
方の吸気ポートに偏る傾向を示し、シ〃為もこの負荷領
域では、補助吸気通路からの吸気流もある程度維持され
るので、補助吸気通路の接続された吸気ポート′（ｌ−
通る吸気流が他の吸気ポートからの吸気流より多くなり
、燃焼室にはある程度のスワールが形成されることにな
る。According to the present invention, during low-load operation when the on-off valve is closed, intake air is supplied to the combustion chamber through the entire auxiliary intake passage. Since the auxiliary intake passage is formed to have a smaller cross-sectional area than the branch intake passage, a relatively high flow rate can be maintained even during low-load operation with a small intake air amount. Furthermore, since the auxiliary intake passage opens into one of the multiple intake ports, it is possible to send intake air in a direction biased to the center of the combustion chamber, creating a strong swirl inside the combustion chamber. A″j
I can do that. In addition, by placing the center axis of the main intake passage off to the side of the intake port to which the auxiliary intake passage is connected, the flow of intake air from the main intake passage is assisted in the load range where the on-off valve begins to open. In this load range, the intake air flow from the auxiliary intake passage is maintained to some extent, so the intake port to which the auxiliary intake passage is connected tends to be concentrated. l-
The intake air flow passing through will be greater than the intake air flow from other intake ports, and a certain degree of swirl will be formed in the combustion chamber.
前述の特開昭Ａ−！ｒ−，２！、！／ ／号公報に記載
された吸気装置は、燃焼案内にスワールを発生させる構
成では、強い乱流は燃焼室周壁に沿って発生し、中央付
近には発生しにくくなるため、点火栓を中央付近に置い
たエンジンでは良好な燃焼が維持できない。との認識に
基づいて、コ個の吸気ポートのそれぞれに小径の補助吸
気通路を開口させ、それらの補助吸気通路から細い高速
＃Ｌを燃焼室に対称に吹き込むことにより、燃焼室中央
付近に激しい乱流を生じさせようとするものである。本
発明は、このような公知の吸気装置と異り、比較的小を
もった高速吸気流を燃焼室の軸心に対して偏った方向に
吹き込むことにより、燃焼案内に強いスワールを形成す
るものである。特に、本発明では、主吸気通路の中心軸
ａを前述のように偏らせて配置することにより、開閉弁
が開き始める負荷領域でも燃焼室にスワールを発生させ
ることができる。The aforementioned Tokkai Sho A-! r-,2! ,! / The intake system described in the / issue has a configuration that generates swirl in the combustion guide, and strong turbulence occurs along the peripheral wall of the combustion chamber and is less likely to occur near the center, so the ignition plug is placed near the center. Good combustion cannot be maintained with an engine placed in Based on this recognition, small-diameter auxiliary intake passages are opened in each of the intake ports, and by blowing thin high-speed #L symmetrically into the combustion chamber from these auxiliary intake passages, intense air flow is generated near the center of the combustion chamber. The idea is to create turbulence. Unlike such known intake devices, the present invention forms a swirl that is strong against combustion guide by blowing a relatively small high-speed intake air flow in a direction biased to the axis of the combustion chamber. It is. In particular, in the present invention, by arranging the central axis a of the main intake passage so as to be offset as described above, swirl can be generated in the combustion chamber even in a load range where the on-off valve begins to open.
（発明の効果）
本発明においては、前述のように、低負荷運転時に吸気
を燃焼室に送るだめの補助吸気通路が、複数の吸気ポー
トの一つに接続されているので、吸気量の小さい低負荷
運転時にも、比較的高速の吸気流を燃焼室中心に対して
偏った方向に供給することが可能になり、燃焼室内に強
いスワールを形成することができる。また、主吸気通路
は、その中心軸が、補助吸気通路の接続されている吸気
ポートの側に偏って配置されているため、開閉弁が開き
始める負荷領域でも、燃焼室内にある程度のスワールを
発生させることができ、低角荷の比較的広い領域にわた
り、安定した燃焼状態を伶ることが可能になる。(Effects of the Invention) In the present invention, as described above, the auxiliary intake passage that sends intake air to the combustion chamber during low-load operation is connected to one of the plurality of intake ports. Even during low-load operation, it is possible to supply a relatively high-speed intake air flow in a direction biased toward the center of the combustion chamber, making it possible to form a strong swirl within the combustion chamber. In addition, because the center axis of the main intake passage is biased toward the intake port to which the auxiliary intake passage is connected, a certain amount of swirl is generated within the combustion chamber even in the load range where the on-off valve begins to open. This makes it possible to maintain stable combustion conditions over a relatively wide range of low angle loads.
（実施例の説明）
第１図および第２図を参照すると、エンジンＥはシリン
ダポア１ａを有するシリンダブロック１と該シリンダブ
ロック１の上部に取付けられたシリンダヘッド２を有し
、シリンダポア１ａ内にはピストン３が軸方向往復動自
在に配置されて、シリンダポア１ａ内に燃焼室４を形成
する。シリンダヘッド２には第１および第２吸気ボート
５．６と排気ポート７が形成され、第１、第２吸気ボー
ト５．６にはそれぞれ吸気弁８が、排気ポート７には排
気弁９が取付けられる。Ｍ１図を参照すると、第１、第
コ吸気ポート５．６はほぼ同径で、シリンダブロック１
の巾方向のシリンダ中心１１Ｍｔに関してほぼ対称に配
置され、排気ポート７はシリンダブロック１の長平方向
中心線ｍをはさんで第２吸気ポート６と対向する位置に
配置されている。(Description of Embodiments) Referring to FIGS. 1 and 2, an engine E has a cylinder block 1 having a cylinder pore 1a and a cylinder head 2 attached to the upper part of the cylinder block 1. A piston 3 is arranged to be able to reciprocate in the axial direction, and forms a combustion chamber 4 within the cylinder pore 1a. First and second intake boats 5.6 and an exhaust port 7 are formed in the cylinder head 2, an intake valve 8 is formed in each of the first and second intake boats 5.6, and an exhaust valve 9 is formed in the exhaust port 7. Installed. Referring to diagram M1, the first and second intake ports 5.6 have almost the same diameter, and the cylinder block 1
are arranged substantially symmetrically with respect to the cylinder center 11Mt in the width direction, and the exhaust port 7 is arranged at a position facing the second intake port 6 across the longitudinal center line m of the cylinder block 1.
吸気系は、エアクリーナ１０から蝋びる主吸気通路１１
を有し、該主吸気通路１１内には絞ｐ弁１２が配置され
ている。第７図に示すように、主吸気通路１１は、シリ
ンダヘッド２内に帆びて、吸気ポート５．６の近傍で、
シリンダブロック巾方向のシリンダ中心線ｔにほぼ沿う
ように形成された仕切壁１４により仕切られて、それぞ
れ第７、第コ吸気ポート５．６に通じる第１、ｇｇ２分
岐通路１５、’１６を構成している。排気ポート７は、
排気通路１７に接続されて排気系に′）４４成する。こ
の排気系は普通の＊成でよい。主吸気通路１１には、仕
切壁１４の上流側に燃料噴射弁２３が配置され、エンジ
ン運転条件に対応する信号に基づいて定められた量の燃
料が燃焼室４に供給される。The intake system runs from the air cleaner 10 to the main intake passage 11.
A throttle valve 12 is disposed within the main intake passage 11. As shown in FIG. 7, the main intake passage 11 extends into the cylinder head 2 and is located near the intake port 5.6.
They are partitioned by a partition wall 14 formed substantially along the cylinder center line t in the width direction of the cylinder block, and constitute first and gg2 branch passages 15 and '16 that communicate with the seventh and co-intake ports 5.6, respectively. are doing. The exhaust port 7 is
It is connected to the exhaust passage 17 and forms an exhaust system ')44. This exhaust system can be of normal construction. A fuel injection valve 23 is arranged in the main intake passage 11 on the upstream side of the partition wall 14, and a predetermined amount of fuel is supplied to the combustion chamber 4 based on a signal corresponding to engine operating conditions.
主吸気通路１１内には、開閉弁１８が設けられている。An on-off valve 18 is provided within the main intake passage 11 .
この開閉弁１８は、たとえは絞り弁１２に連動されて該
絞り弁の開度が比較的小さい低負荷運転領域では閉じら
れ、絞り弁１２が所定一度を越えて開かれたとき開かれ
るように構成される。This opening/closing valve 18 is, for example, linked to the throttle valve 12 so that it is closed in a low-load operation region where the opening degree of the throttle valve is relatively small, and is opened when the throttle valve 12 is opened more than a predetermined number of times. configured.
主吸気通路１１の底部には、開閉弁１８より僅か上流側
に開口１９が形成され、この開口１９から主吸気通路１
１の下側を勉びるように補助吸気通路２０が形成されて
いる。補助吸気通路２０は、主吸気通路１１の下側から
第１分岐通路１５の下側を通ジ、開口２１により第１吸
気口５に接続されている。An opening 19 is formed at the bottom of the main intake passage 11 slightly upstream of the on-off valve 18.
An auxiliary intake passage 20 is formed so as to be located below 1. The auxiliary intake passage 20 passes from the lower side of the main intake passage 11 to the lower side of the first branch passage 15 and is connected to the first intake port 5 through an opening 21 .
シリンダヘッド２の上部には、吸気弁８および排気弁９
を開閉するだめの弁部ｗＪ機構２５が配置されている。At the top of the cylinder head 2, an intake valve 8 and an exhaust valve 9 are provided.
A valve wJ mechanism 25 for opening and closing is disposed.
この弁駆動機構２５は、エンジンクランク軸（図示せず
）によ、！ｌｌ駆動されるカム軸２６と、該カム軸２６
上に形成され、吸気弁８および排気弁９の各々に対応す
るカム２７と金石する。カム２７は、吸気弁８および排
気弁９の各々に対応するように配置された揺動アーム２
８の一端に係合し、揺動アームの他端は各々の弁の弁軸
に設けたタペット２９に係合している。This valve drive mechanism 25 is driven by an engine crankshaft (not shown)! ll-driven camshaft 26 and the camshaft 26
The cams 27 formed on the cams 27 correspond to the intake valves 8 and the exhaust valves 9, respectively. The cam 27 has a swing arm 2 arranged to correspond to each of the intake valve 8 and the exhaust valve 9.
8, and the other end of the swing arm engages with a tappet 29 provided on the valve stem of each valve.
第１図および第３図に示すように、主吸気通路１１は、
その中心軸１１δがシリンダブロック中方向のシリンダ
ボア中心線ｔに対し第１吸気ポート５の側に偏るように
配置されている。すなわち、主吸気通路１１と分岐吸気
通路１５．１６との１になりは、第３図に見られるよう
に分岐吸気通路１５との重なりの方が大きい。As shown in FIGS. 1 and 3, the main intake passage 11 is
The center axis 11δ is arranged so as to be biased toward the first intake port 5 with respect to the cylinder bore center line t in the middle direction of the cylinder block. That is, the overlap between the main intake passage 11 and the branch intake passages 15 and 16 is larger than that with the branch intake passage 15, as shown in FIG.
第２図に示すように、吸気ボート５ば、高負荷運転時の
高充填ｉｔヲ確保するために、シリンダポア１ａのｅ線
方向に近い角度で燃焼室４に開口しており、図には示し
ていないが、第２吸気ボート６も同様な形状である。こ
れに対し、補助吸気通＼
路２０は主吸気通路１１および第１分岐通路１５の下側
力１ら第７吸気ポート５に開口しているので、燃焼室４
に対し比較的浅角度で向けられることになる。As shown in FIG. 2, the intake boat 5 opens into the combustion chamber 4 at an angle close to the direction of line e of the cylinder pore 1a, in order to ensure high filling during high-load operation. Although not shown, the second intake boat 6 also has a similar shape. On the other hand, since the auxiliary intake passage 20 opens from the lower side 1 of the main intake passage 11 and the first branch passage 15 to the seventh intake port 5, the combustion chamber 4
It will be directed at a relatively shallow angle.
さらに、第／吸気ポート５は、シリンダ、Ｊ？ ７１ａ
の中心線ｔに対し一方に偏って配置されているので、補
助吸気通路２０力・ら洩い角度で燃焼室４に噴出する吸
気流は、燃焼室４内で水・Ｆ面内の強い旋回流すなわち
スワールを発生する。このスワールを発生しやすくする
ためには、補助吸気通路２０の形状を開口２１の近傍で
シリンダポア１ａの周壁に対しほぼ接線方向に向くよう
に形成することが望ましい。Furthermore, the intake port 5 is connected to the cylinder J? 71a
Since the auxiliary intake passage 20 is arranged biased to one side with respect to the center line t, the intake air jetted into the combustion chamber 4 at the force/reduction angle of the auxiliary intake passage 20 is caused by strong swirling within the water/F plane within the combustion chamber 4. Generates a flow or swirl. In order to facilitate the generation of this swirl, it is desirable that the shape of the auxiliary intake passage 20 is formed so as to be oriented substantially tangentially to the peripheral wall of the cylinder pore 1a near the opening 21.
開閉弁１８が閉じられる低負荷領域では、主吸気通路１
１を通る吸気はすべて開口１８から補助吸気通路２０に
導かれ、開口２１力）ら第／吸気ポート５を経て燃焼室
に送り込まれる。補助吸気通路２０は分岐通路１５．１
６の各々に比し断面績が小さいので、吸気量の小さい低
置付運転時にも比較的筒い流速を保つことができる。さ
らに、補助吸気通路２０は前述のように比較的浅い角度
でシリンダポア１ａの円周方向に向けられているので、
該補助吸気通路２０から燃焼室４に噴出さね。In a low load region where the on-off valve 18 is closed, the main intake passage 1
All of the intake air passing through the first intake port 1 is led from the opening 18 to the auxiliary intake passage 20, and is sent from the opening 21 to the first intake port 5 into the combustion chamber. The auxiliary intake passage 20 is a branch passage 15.1
Since the cross-sectional area is smaller than each of No. 6, a relatively cylindrical flow velocity can be maintained even during low-mounted operation with a small intake air amount. Furthermore, since the auxiliary intake passage 20 is oriented at a relatively shallow angle in the circumferential direction of the cylinder pore 1a, as described above,
It is ejected from the auxiliary intake passage 20 into the combustion chamber 4.
る吸気流は、燃焼室４内で強いスワールを形成する。開
閉弁１８が開き始める負荷領域では、主吸気通路１１の
吸気＋１ｉ１１．は分岐吸気通路１５．１６に流れはじ
め、補助吸気通路２０ｆｔ通る吸気の流量は低下する。The intake air flow forms a strong swirl within the combustion chamber 4. In the load range where the on-off valve 18 begins to open, the intake air in the main intake passage 11 +1i11. begins to flow into the branch intake passages 15 and 16, and the flow rate of intake air passing through the auxiliary intake passage 20ft decreases.
しかし、主吸気通路１１は、前述のようにその中心軸１
１ａを第１吸気ポート５の側に偏らせて配置してあり、
主吸気通路１１と第／分岐吸気通路１５との軸方向の亀
なりは、第ユ分岐吸気通路１６との１なりより大きいの
で、主吸気通路１１から第１分岐吸気通路１５を通ジ第
／吸気ポート５に達する吸気流は、第コ分岐吸気通路１
６を通り第２吸気ポート６に達する吸気量りより多くな
る。この第１分岐吸気通路１５から第／吸気ポート５に
達する吸気流は、補助吸気通路２０を通り第１吸気ポー
ト５に達する吸気流と合流して燃焼室４内に吸気のスワ
ールを形成する。However, the main intake passage 11 has its central axis 1 as described above.
1a is arranged biased toward the first intake port 5,
The angle in the axial direction between the main intake passage 11 and the first branch intake passage 15 is larger than the angle between the main intake passage 11 and the first branch intake passage 15. The intake air flow reaching the intake port 5 flows through the co-branch intake passage 1.
6 and reaches the second intake port 6. The intake flow that reaches the first intake port 5 from the first branch intake passage 15 merges with the intake flow that passes through the auxiliary intake passage 20 and reaches the first intake port 5 to form an intake swirl in the combustion chamber 4.
本例においては、シリンダヘッド２には、吸気ポート５
．６および排気ポート７の形成されていない部分、丁な
わらシリンダブロック１の長手方向中心９３１ｍをはさ
んで第７吸気ボート５に対向する部分に、点火栓２２が
配置されている。この部分は、第１吸気ポート５〃ミら
の吸気流によるスワールの旋回価跡にあたるところであ
り、この配置により点火栓２２のまわ！ｌｌけ確爽に掃
気され、安定した着火および燃焼を得ることができる。In this example, the cylinder head 2 has an intake port 5.
．． The spark plug 22 is disposed in a portion where the exhaust port 6 and the exhaust port 7 are not formed, and in a portion facing the seventh intake boat 5 across the longitudinal center 931m of the cylinder block 1. This part corresponds to the trace of the swirl caused by the intake air flow from the first intake port 5, and this arrangement allows the spark plug 22 to rotate! The air is thoroughly scavenged and stable ignition and combustion can be achieved.
第７図は本発明の一実施例を示すエンジン吸気装置の概
略平面図、第Ω図は本発明′ｌｒ：来施したエンジンの
垂直断面図、第３図は本発明の実施例によるエンジン吸
気装置における主吸気ポ１路と分岐吸気通路の軸方向の
重なりを示す図でおる。
１・・・シリンダブロック、１ａ・・・シリンダポア、
２・・・シリンダヘッド、３・・・ピストン、４・・・
燃焼室、５．６・・・吸気ポート、７・・・排気ポート
、１１・・・主吸気通路、１５．１６・・・分岐吸気通
路、１８・・・開閉弁、１９・・・開口、２０・・・補
助吸気通路。
第３図
１，１
１３４−FIG. 7 is a schematic plan view of an engine intake system according to an embodiment of the present invention, FIG. 3 is a vertical sectional view of an engine according to the present invention, and FIG. It is a diagram showing the axial overlap of one main intake port and a branch intake passage in the device. 1... Cylinder block, 1a... Cylinder pore,
2... Cylinder head, 3... Piston, 4...
Combustion chamber, 5.6... Intake port, 7... Exhaust port, 11... Main intake passage, 15.16... Branch intake passage, 18... Opening/closing valve, 19... Opening, 20... Auxiliary intake passage. Figure 3 1, 1 134-
Claims (1)
ポートのそれぞれに接続された分岐吸気通路と、前記分
岐吸気通路の上流側に接続された主吸気通路と、前記主
吸気通路内に設けられ高負荷運転時に開かれる開閉弁と
、前記開閉弁より上流側において前記主吸気通路から分
岐して前記吸気ポートの一方に接続される補助吸気通路
とを有し、前記主吸気通路はその中心軸が前記補助吸気
通路の接続された吸気ポートの側に偏るように配置され
たことを特徴とするエンジンの吸気装置。A plurality of intake ports opening into a combustion chamber, a branch intake passage connected to each of the plurality of intake ports, a main intake passage connected to an upstream side of the branch intake passage, and a main intake passage provided in the main intake passage. an on-off valve that is opened during high-load operation; and an auxiliary intake passage that branches from the main intake passage and connects to one of the intake ports upstream of the on-off valve, and the main intake passage is located at the center of the intake passage. An intake device for an engine, characterized in that a shaft is arranged so as to be biased toward an intake port to which the auxiliary intake passage is connected.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58202046A JPS6093120A (en) | 1983-10-28 | 1983-10-28 | Suction device of engine |
| DE8484111361T DE3475419D1 (en) | 1983-09-24 | 1984-09-24 | Intake arrangement for internal combustion engine |
| EP84111361A EP0137393B1 (en) | 1983-09-24 | 1984-09-24 | Intake arrangement for internal combustion engine |
| US06/815,287 US4625687A (en) | 1983-09-24 | 1985-12-27 | Intake arrangement for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58202046A JPS6093120A (en) | 1983-10-28 | 1983-10-28 | Suction device of engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6093120A true JPS6093120A (en) | 1985-05-24 |
| JPH0247572B2 JPH0247572B2 (en) | 1990-10-22 |
Family
ID=16451027
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58202046A Granted JPS6093120A (en) | 1983-09-24 | 1983-10-28 | Suction device of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6093120A (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5644418A (en) * | 1979-09-20 | 1981-04-23 | Honda Motor Co Ltd | Device for improving combustion of mixture in four-cycle internal combustion engine |
-
1983
- 1983-10-28 JP JP58202046A patent/JPS6093120A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5644418A (en) * | 1979-09-20 | 1981-04-23 | Honda Motor Co Ltd | Device for improving combustion of mixture in four-cycle internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0247572B2 (en) | 1990-10-22 |
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