JPS61175233A - Intake device of direct-injection diesel engine - Google Patents

Intake device of direct-injection diesel engine

Info

Publication number
JPS61175233A
JPS61175233A JP60017540A JP1754085A JPS61175233A JP S61175233 A JPS61175233 A JP S61175233A JP 60017540 A JP60017540 A JP 60017540A JP 1754085 A JP1754085 A JP 1754085A JP S61175233 A JPS61175233 A JP S61175233A
Authority
JP
Japan
Prior art keywords
intake passage
engine
swirl
swirl guide
guide
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.)
Pending
Application number
JP60017540A
Other languages
Japanese (ja)
Inventor
Tetsuo Koike
哲夫 小池
Hidehiro Takano
高野　秀博
Yasuhiro Suzuki
康弘 鈴木
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.)
Hino Motors Ltd
Original Assignee
Hino Motors Ltd
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 Hino Motors Ltd filed Critical Hino Motors Ltd
Priority to JP60017540A priority Critical patent/JPS61175233A/en
Publication of JPS61175233A publication Critical patent/JPS61175233A/en
Pending 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
    • 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
    • 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
    • F02B2275/14—Direct injection into combustion chamber
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

PURPOSE:To optionally change in inflow mode of air into a volute chamber and enable swirl ratio to be controlled to an optimum value in no relation to the operational condition of an engine, by variably controlling the position of a swirl guide, arranged in an intake passage, in accordance with the operational condition of the engine. CONSTITUTION:An engine forms an intake passage 2 reaching a combustion chamber in a cylinder head 1 while a curved volute chamber 3 in the final end of the intake passage 2. And the engine provides a swirl guide 4, housed in the intake passage 2, with the downstream end appearing in the volute chamber 3. While the intake passage 2 sets in its external part an electromagnetic actuator 5, and the swirl guide 4, fixing in the vicinity of it upstream end the end of a rod 6 of the actuator 5, can be parallelly moved to a wall surface of the intake passage 2 by extending and retracting the rod 6. Further the engine, providing a controller 7 to which engine operation information of various kinds is supplied, feeds an output of the controller 7 to the electromagnetic actuator 5. In this way, the engine changes in accordance with its operational condition a position of the swirl guide 4.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、直接噴射式ディーゼル機関の吸気装置に関す
るものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an intake system for a direct injection diesel engine.

（従来の技術〉 直接噴射式ディーゼル機関にあっては、燃料と空気とを
良好に混合させるために燃焼室でスワールを発生させて
いる。このスワールの強さく以下、スワール比という）
は燃焼室に流入する気流の速度に大きく影響され、気流
の速度は機関の回転数によって変化する。従って、ある
特定の回転数を基準として最適スワール比が得られるよ
うに吸気通路の形状等を設定すると、その基準回転数以
上の回転時にはスワール比が大きくなり過ぎ、逆に、回
転数が基準値に達しないときはスワール比が小さくなる
など、機関の全回転領域に亙って所定のスワール比を得
ることができないという欠点がある。(Conventional technology) In a direct injection diesel engine, a swirl is generated in the combustion chamber in order to mix fuel and air well.The strength of this swirl is hereinafter referred to as the swirl ratio.)
is greatly influenced by the speed of the airflow flowing into the combustion chamber, and the speed of the airflow changes depending on the engine speed. Therefore, if the shape of the intake passage is set so that the optimum swirl ratio is obtained based on a certain number of revolutions, the swirl ratio will become too large when the number of revolutions exceeds that reference number, and conversely, the number of revolutions will become lower than the reference value. If this is not achieved, there is a disadvantage that the swirl ratio becomes small, and a predetermined swirl ratio cannot be obtained over the entire rotational range of the engine.

このような欠点を解消するために、従来では例えば特開
昭４８−２８８１０号公報、特開昭４９−５８２０５号
公報等に見られるように吸気通路の壁面にスワールガイ
ドの上流端を揺動自在に枢着することにより、機関の運
転状態に応じてスワールガイドの角度を可変制御するよ
うにしたものが提案されている。In order to eliminate such drawbacks, in the past, the upstream end of the swirl guide was mounted on the wall of the intake passage so that it could swing freely, as seen in, for example, Japanese Patent Application Laid-open No. 48-28810 and Japanese Patent Application Laid-Open No. 49-58205. It has been proposed to variably control the angle of the swirl guide depending on the operating state of the engine by pivotally mounting the swirl guide to the engine.

（発明が解決しようとする問題点） しかしながら、このように吸気通路に設けたスワールガ
イドの角度を変更するのみでは、吸入効率を犠牲にする
ことなくスワール比を全ての回転域に適合させることが
困難であるというような問題点があった。(Problem to be solved by the invention) However, by simply changing the angle of the swirl guide provided in the intake passage, it is not possible to adapt the swirl ratio to all rotation ranges without sacrificing intake efficiency. There were some problems, such as difficulty.

本発明は、このような実状に鑑みてなされたものであり
、例えば高速回転域での吸入効率の低下をともなうこと
なくいかなる運転条件のもとにおいても常に最適スワー
ル比を容易かつ確実に得ることができるようにした吸気
装置を提供することを目的としている。The present invention has been made in view of the above circumstances, and it is an object of the present invention to easily and reliably obtain the optimum swirl ratio at all times under any operating conditions without reducing suction efficiency in, for example, a high-speed rotation range. The purpose of the present invention is to provide an intake device that can perform the following functions.

〈問題点を解決するための手段〉 斯る目的を達成するために本発明では、シリンダヘッド
に形成した吸気通路の終端を湾曲させて渦巻室を形成し
、該渦巻室に下流端を臨ませた通路方向に沿うスワール
ガイドを機関の運転状態に応じて吸気通路の壁面に接離
移動させる支持手段を設けて直接噴射式ディーゼル機関
の吸気装置を構成している。<Means for Solving the Problems> In order to achieve the above object, the present invention curves the end of the intake passage formed in the cylinder head to form a vortex chamber, and the downstream end faces the vortex chamber. An intake system for a direct injection diesel engine is configured by providing support means for moving a swirl guide along the direction of the passage toward and away from the wall surface of the intake passage depending on the operating state of the engine.

く作用〉 これにより、シリンダヘッドに形成した吸気通路の終端
に位置する渦巻室での吸気の流れの状態を機関の運転状
態に応じて変化させてスワール比を最適制御する一方、
例えば高速高負荷運転域のように多量の空気を吸入する
必要性がある領域では、スワールガイドによる整流作用
で吸気通路の抵抗を減少させて所期の効率で吸気が行な
われるようにしている。As a result, the flow state of the intake air in the swirl chamber located at the end of the intake passage formed in the cylinder head is changed according to the operating state of the engine, and the swirl ratio is optimally controlled.
For example, in areas where it is necessary to take in a large amount of air, such as in high-speed, high-load operating areas, the rectification effect of the swirl guide reduces the resistance in the intake passage to ensure that air is taken in with the desired efficiency.

〈実施例〉 以下に本発明の一実施例を図面に基づいて説明する。<Example> An embodiment of the present invention will be described below based on the drawings.

直接噴射式ディーゼル機関のシリンダヘッドｌには図示
しない吸気バルブを介して燃焼室に至る吸気通路２を形
成している。An intake passage 2 leading to a combustion chamber via an intake valve (not shown) is formed in a cylinder head 1 of a direct injection diesel engine.

前記吸気通路２の終端は、湾曲した渦巻室３になってお
り、吸気通路２の内部に収容したスワールガイド４の下
流端を前記渦巻室３に臨ませている。そして、吸気通路
２の外部に設置した電磁アクチュエータ５のロッド６の
先端を前記スワールガイド４の上流端近傍に固定するこ
とにより、電磁アクチュエータ５のロッド６が出没すれ
ば前記スワールガイド４が吸気通路２の壁面と平行に移
動するよう１こしている。The terminal end of the intake passage 2 is a curved swirl chamber 3, and the downstream end of a swirl guide 4 housed inside the intake passage 2 faces the swirl chamber 3. By fixing the tip of the rod 6 of the electromagnetic actuator 5 installed outside the intake passage 2 near the upstream end of the swirl guide 4, when the rod 6 of the electromagnetic actuator 5 comes out or goes out, the swirl guide 4 moves into the intake passage. It is moved 1 so that it moves parallel to the wall of 2.

又、図示しない回転センサ、負荷センサの出力等で代表
される各種の機関運転情報が制御情報として供給される
コントローラ７を設け、このコントローラ７の出力を前
記電磁アクチュエータ５に制御信号として供給すること
により、機関の運転状態に応じてロッド６の突出綴を変
更してスワールガイド４の位置及び角度を変更するよう
にしている。Further, a controller 7 is provided to which various types of engine operation information represented by the outputs of rotation sensors and load sensors (not shown) are supplied as control information, and the output of this controller 7 is supplied to the electromagnetic actuator 5 as a control signal. Accordingly, the position and angle of the swirl guide 4 are changed by changing the protrusion of the rod 6 depending on the operating state of the engine.

−１−記の構成において、機関が運転されると吸気通路
２から燃焼室に空気が流入する。このような状態におい
て、吸気通路２内の気流の速度が遅いとき（機関が低速
回転域で運転されているとき）は空気の速度エネルギが
小さく、燃焼室に発生するスワール比が小さい。しかし
ながら、このような場合はコントローラ７から電磁アク
チュエータ５に没入信号が供給されるので第２図に示す
ようにロッド７が没入してスワールガイド４を渦巻室３
の湾曲外側の吸気通路壁面に接近移動させる。In the configuration described in -1-, when the engine is operated, air flows into the combustion chamber from the intake passage 2. In such a state, when the speed of the airflow in the intake passage 2 is low (when the engine is operated in a low speed rotation range), the velocity energy of the air is small, and the swirl ratio generated in the combustion chamber is small. However, in such a case, the controller 7 supplies a retraction signal to the electromagnetic actuator 5, so the rod 7 retracts and moves the swirl guide 4 into the swirl chamber 3, as shown in FIG.
Move it closer to the intake passage wall on the outside of the curve.

すると、吸気通路２を流れる空気がこのスワールガイド
４による整流作用を受けなくなるので渦巻室３に湾曲外
側から高速で流入するために渦巻室３での旋回が強くな
ってスワール比が増大補正され、空気と燃料との混合性
が改善される。Then, since the air flowing through the intake passage 2 is no longer subjected to the rectifying action by the swirl guide 4, it flows into the swirl chamber 3 from the outside of the curve at high speed, so that the swirl in the swirl chamber 3 becomes stronger and the swirl ratio is corrected to increase. The air and fuel mixability is improved.

一方、高速回転域での運転等のように吸気通路２内の気
流の速度が高いときは、空気の速度エネルギが大きくな
るので吸気通路２を流れる空気の偏流によらなくとも渦
巻室３の旋回が充分に強く、充分な大きさのスワール比
を得ることができる。従って、このように機関が高速回
転域で運転されているときは電磁アクチュエータ５に突
出信号を供給してロッド６を突出させ、第３図に示すよ
うにスワールガイド４を吸気通路２の中央部に戻す。す
ると、スワールガイド４による整流作用で吸気通路２内
での偏流が抑制されて渦巻室３への流入速度が相対的に
遅くなるため、スワールが相対的に弱くなってスワール
比が最適値に保持される。又、このようにスワールガイ
ド４が吸気通路２の中央部まで戻された状態では、この
スワールガイド４による整流作用が大きくなって吸気に
対する通路抵抗が減少するため、単に吸気通路２を設け
たのみの場合に対比して吸入効率が高くなる。On the other hand, when the speed of the airflow in the intake passage 2 is high, such as during operation in a high-speed rotation range, the velocity energy of the air increases, so that the swirling chamber 3 can be rotated even without the uneven flow of air flowing through the intake passage 2. is sufficiently strong and a sufficiently large swirl ratio can be obtained. Therefore, when the engine is operating in a high speed range, a protrusion signal is supplied to the electromagnetic actuator 5 to protrude the rod 6, and the swirl guide 4 is moved to the center of the intake passage 2 as shown in FIG. Return to Then, due to the rectification effect of the swirl guide 4, the drift in the intake passage 2 is suppressed and the inflow speed into the swirl chamber 3 becomes relatively slow, so the swirl becomes relatively weak and the swirl ratio is maintained at the optimum value. be done. In addition, when the swirl guide 4 is returned to the center of the intake passage 2 in this way, the rectification effect by the swirl guide 4 increases and the passage resistance to intake air decreases, so the intake passage 2 is simply provided. Inhalation efficiency is higher than in the case of .

尚、実施例ではスワールガイド４を移動可能に支持する
支持手段を電磁アクチュエータ５によって構成している
が、この支持手段を油圧シリンダ等で代表される他のア
クチュエータによって構成゛することもできる。In the embodiment, the support means for movably supporting the swirl guide 4 is constituted by the electromagnetic actuator 5, but this support means may also be constituted by other actuators such as a hydraulic cylinder.

又、実施例では機関の回転数が高くなるほどスワールガ
イド４を吸気通路２の中央部分に移動させる場合につい
て説明しているが、機関の負荷等で代表される他の運転
状態を書画して予め設定したスワールが得られるようス
ワールガイド４の位置を補正制御してスワール比を最適
制御できることは詳述するまでもない。Further, in the embodiment, a case is explained in which the swirl guide 4 is moved to the center of the intake passage 2 as the engine speed increases, but other operating conditions represented by the engine load etc. can be drawn in advance. It goes without saying that the swirl ratio can be optimally controlled by correcting and controlling the position of the swirl guide 4 so as to obtain a set swirl.

〈発明の効果〉 以−１−説明したように本発明によれば、吸気通路の内
部に配設したスワールガイドの位置を機関の運転状態に
応じて可変制御して吸気通路の流れの形態を任意に変更
できるようにしているために、機関の運転状態に関係な
く渦巻室への空気の流入形態を任意に変更してスワール
比を最適制御することができる。又、スワールガイドを
吸気通路の終端に配設しているのでこのスワールガイド
で特性イ；１けられた気流が殆どそのままの状態で渦巻
室に流入するために、例えばアイドル回転のように極め
て低い回転数域においても充分な強さのスワールを得る
ことができる等、機関の回転数に関係なく理想的な燃焼
を行なわせることができる。<Effects of the Invention> As described in -1-, according to the present invention, the position of the swirl guide disposed inside the intake passage is variably controlled according to the operating state of the engine, thereby controlling the form of the flow in the intake passage. Since it can be changed arbitrarily, the swirl ratio can be optimally controlled by arbitrarily changing the form of air inflow into the swirl chamber regardless of the operating state of the engine. In addition, since the swirl guide is placed at the end of the intake passage, this swirl guide has the following characteristics: Since the blown airflow flows into the swirl chamber almost as it is, it is possible to achieve extremely low rotation speeds, such as during idle rotation. It is possible to obtain a sufficiently strong swirl even in the rotational speed range, and ideal combustion can be performed regardless of the engine rotational speed.

更に、スワールガイドを吸気通路の中央部分で該通路の
軸方向と平行にすることにより、吸気を整流して吸入効
率を高くすることもできるため、例えば高速高負荷領域
のように多量の吸気を必要とする場合にはスワール比を
適度に維持させつつ吸入効率を高くしてより理想的な燃
焼を実行させることができる。Furthermore, by placing the swirl guide parallel to the axial direction of the intake passage in the center of the intake passage, it is possible to rectify the intake air and increase the intake efficiency. If necessary, more ideal combustion can be achieved by increasing the suction efficiency while maintaining an appropriate swirl ratio.

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

第１図は本発明の一実施例の断面図、第２図は同じく低
速領域での作用状態を示す断面図、第３図は同じく高速
高負荷領域での作用状態を示す断面図である。FIG. 1 is a sectional view of an embodiment of the present invention, FIG. 2 is a sectional view showing the operating state in a low speed region, and FIG. 3 is a sectional view similarly showing the operating state in a high speed and high load region.

Claims (1)

【特許請求の範囲】[Claims] シリンダヘッドに形成した吸気通路の終端を湾曲させて
形成した渦巻室と、下流端を前記渦巻室に臨ませた状態
で前記吸気通路の内部に収容したスワールガイドと、該
スワールガイドを吸気通路の壁面と略平行に維持させた
ままで該壁面に接離可能に支持する支持手段と、機関の
運転状態に応じて前記支持手段を介してスワールガイド
の位置を制御するコントローラと、を備えてなる直接噴
射式ディーゼル機関の吸気装置。a swirl chamber formed by curving the terminal end of an intake passage formed in the cylinder head; a swirl guide housed inside the intake passage with its downstream end facing the swirl chamber; A direct control device comprising a support means that supports the wall surface so as to be able to come into contact with and separate from the wall surface while being maintained substantially parallel to the wall surface, and a controller that controls the position of the swirl guide via the support means according to the operating state of the engine. Intake system for injection-type diesel engines.
JP60017540A 1985-01-31 1985-01-31 Intake device of direct-injection diesel engine Pending JPS61175233A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP60017540A JPS61175233A (en) 1985-01-31 1985-01-31 Intake device of direct-injection diesel engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP60017540A JPS61175233A (en) 1985-01-31 1985-01-31 Intake device of direct-injection diesel engine

Publications (1)

Publication Number Publication Date
JPS61175233A true JPS61175233A (en) 1986-08-06

Family

ID=11946746

Family Applications (1)

Application Number Title Priority Date Filing Date
JP60017540A Pending JPS61175233A (en) 1985-01-31 1985-01-31 Intake device of direct-injection diesel engine

Country Status (1)

Country Link
JP (1) JPS61175233A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995017589A1 (en) * 1993-12-20 1995-06-29 Fev Motorentechnik Gmbh & Co Kommanditgesellschaft Spark-ignition piston engine with facilities for changing the inlet direction of the fuel-air mixture
FR2836959A1 (en) * 2002-03-05 2003-09-12 Renault I.c. engine cylinder air inlet duct has radially moving inner partition with shutter plate fixed to it
FR2888285A1 (en) * 2005-07-08 2007-01-12 Renault Sas Intake system for e.g. diesel engine, has swirl generation system with separator plate articulated at intersection of secondary conduits, and obstructing plate disposed in main conduit at free end of separator plate

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995017589A1 (en) * 1993-12-20 1995-06-29 Fev Motorentechnik Gmbh & Co Kommanditgesellschaft Spark-ignition piston engine with facilities for changing the inlet direction of the fuel-air mixture
US5632244A (en) * 1993-12-20 1997-05-27 Fev Motorentechnik Gmbh & Co. Kommanditgesellschaft Spark-ignition piston engine with facilities for changing the inlet direction of the fuel-air mixture
FR2836959A1 (en) * 2002-03-05 2003-09-12 Renault I.c. engine cylinder air inlet duct has radially moving inner partition with shutter plate fixed to it
FR2888285A1 (en) * 2005-07-08 2007-01-12 Renault Sas Intake system for e.g. diesel engine, has swirl generation system with separator plate articulated at intersection of secondary conduits, and obstructing plate disposed in main conduit at free end of separator plate

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