JPS61218723A - Inertia supercharging controller of engine - Google Patents

Abstract

PURPOSE:To improve engine efficiency, by providing a communication path in each intake system, which performs inertia supercharging by dividing into two groups the intake system of an engine having plural cylinders, and setting an opening and closing valve, provided in the communication path, to be opened about in the center of an intake stroke so as to reduce a large negative pressure generated in this timing of the intake stroke. CONSTITUTION:An engine 3, having plural cylinders 2, is divided into two blocks B1, B2 forming in every block independently intake systems 4A, 4B, and their upstream joins together forming an intake pipe 4. The engine, providing a communication pipe 5 communicating with each intake system 4A and 4B, there provides an opening and closing valve 6 which synchronously opens and closes with a rotation of the engine. Each intake system has a shape suitable for inertia supercharging, but the intake system, increasing the pressure in the end of an intake stroke in each cylinder 2 but largely decreasing the pressure reversely in about the center of the intake stroke, generates a large pumping loss. An inertia supercharging controller, setting the opening and closing valve 6 to be opened in the timing such as in said intake stroke and unbalancing an intake pulsation, prevents the pressure from decreasing.

Description

DETAILED DESCRIPTION OF THE INVENTION Technical Field The present invention relates to an engine inertia supercharging control device, and in particular, temporarily changes the intake pipe length to break the resonance state, reduce pumping loss during inertia supercharging, and improve fuel efficiency. The present invention relates to an inertial supercharging control device with improved performance.

Prior Art In Fig. 5, when inertia supercharging is performed and synchronization is performed, the pressure inside the cylinder changes as shown by the two-dot chain line, and the pressure inside the intake pipe (just before the intake valve) remains constant as shown by the solid line. It fluctuates in amplitude and period. And tune like this (
(resonance), the pressure inside the intake pipe is high when the intake valve closes due to the inertia effect, so a lot of air enters the cylinder.

However, near the center of the intake stroke (crank rotation angle θ - 430°)
Since the pressure in the intake pipe is the lowest at the point A, the pressure in the cylinder is also naturally low. P this
When shown in a v-diagram, the gas exchange process is surrounded by a solid line connecting points B, C, D, and B in Figure 4, and since the pressure at the point is extremely low, the effective work area during supercharging is It can be seen that a certain gas exchange stroke area becomes narrower and the pumping loss becomes larger. This is the reason why it is conventionally said that ``inertial supercharging has a large pumping loss.''

Fluctuations in the pressure inside the intake pipe during this inertial supercharging are caused by pressure changes due to the excitation force caused by the movement of the piston, and its natural frequency is determined by the length El of the intake pipe, the cross-sectional area of the intake pipe F is determined by the stroke volume of the cylinder Vs (see Figure 3), but in conventional inertial supercharging engines, these parameters do not change during resonance, so the pressure inside the intake pipe is always constant near the center of the intake stroke. Also, the internal cylinder pressure is the lowest, resulting in a large pumping loss and poor fuel efficiency.

Purpose The present invention has been made to eliminate the drawbacks of the prior art described above, and its purpose is to provide a communication system that communicates with both of the intake pipes divided into at least two parts for each block of a plurality of cylinders. An engine that performs inertial supercharging by installing a rotary valve in the pipe that can open and close the communication pipe, and rotating the rotary valve at a timing that always opens when any cylinder is near the center of the intake stroke. The purpose is to temporarily change the length of the intake pipe near the center of the intake stroke to break the resonance state, increase the pressure in the intake pipe and the pressure in the cylinder, and reduce the pumping loss. The goal is to improve fuel efficiency. Another object is to substantially change the length of the intake pipe by means of a rotary valve that continuously rotates in one direction in synchronization with the rotation of the crankshaft, without actually changing the length of the intake pipe in any way. By doing so, it is possible to reduce the pumping loss during inertial supercharging while eliminating the need to add a reciprocating valve mechanism or a complicated valve mechanism to change the cylinder stroke volume.

Configuration In short, the present invention provides an engine having a plurality of cylinders and performing inertial supercharging, in which an intake pipe for intake air into the plurality of cylinders is divided into at least two parts for each block of cylinders, and the two parts are divided into two parts. A communication pipe that communicates with both of the intake pipes is provided, a rotary valve capable of opening and closing the communication pipe is provided in the communication pipe, and the rotary valve is rotated so as to open near the center of the intake stroke of each cylinder. It is characterized by the fact that

The present invention will be described below based on embodiments shown in the drawings. 6 An engine inertial supercharging control device 1 according to the present invention is applicable to an engine 3 having a plurality of cylinders 2 and configured to perform inertial supercharging. The intake pipe 4 for intake air into the plurality of cylinders 2 is divided into at least two parts for each block B+ and Bz of the cylinder 2, and a communication pipe 5 is provided to communicate with both of the divided intake pipes 4A and 4B. A rotary valve 6 capable of opening and closing the communicating pipe is provided in the communicating pipe, and the rotary valve is configured to be rotated so as to open near the center of the intake stroke of each cylinder 2.

Since the engine 3 shown in FIG. 1 is a 6-cylinder engine, block B of cylinder 2 is a 3-cylinder engine, and block B
8 also has three cylinders. The divided intake pipe 4A of the intake pipe 4 is configured to be in charge of intake air to the third cylinder from the left in the figure, and the intake pipe 4B is configured to be in charge of intake air to the fourth to sixth cylinders 2 from the left. ing. As shown in an enlarged view in FIG. 2, the communication pipe 5 is provided to communicate with the intake pipes 4A and 4B, and is connected to an arcuate surface 5a that allows the outer circumference 6a of the rotary valve 6 to rotate without any gap. tube 4A,
It consists of openings 5b and 5c opening into the inside of 4B, respectively. A shoulder 5d of the opening 5b and a shoulder 5e of the opening 5C.
determines the open angle α of the rotary valve 6. That is, the range between the straight lines connecting the shoulders 5d, 5e and the rotation center O of the rotary valve 6 is the angle α,
The communication pipe 5 is configured to be opened to the intake pipes 4A and 4B when the rotary valve is located within the range of this angle α. The rotary valve 6 is fixed to a rotating shaft 8, and as shown in FIG. It is configured to rotate at a ratio.

For example, in the case of a 6-cylinder engine shown in FIG. 1, if the engine is a 4-cycle engine, there are 6 intake strokes for every 2 revolutions of the crankshaft 9, and the rotary valve 6 is opened every 1/2 revolution. Since the pipe 5 is opened, if the rotary valve 6 is rotated at 3/2 times the speed of the crankshaft 9,
During the intake stroke of each cylinder 2, the rotary valve 6 can always open the communication pipe 5 to the intake pipes 4A, 4B. Therefore, in the case of a 6-cylinder 4-stroke engine, a mechanical drive mechanism 10 between the crankshaft 9 and the rotating shaft 8 of the rotary valve 6, shown in broken lines in FIG. Any mechanism may be used as long as it rotates at 3/2 times the speed.

In the engine 3 shown in FIG. 3, 11 is a cylinder, 12 is a piston, 13 is a connecting rod, 14 is an intake valve, 15 is an exhaust valve, 16 is a rocker arm, 18 is a fulcrum of the rocker arm, 19 is a bushing rod, and 20 is a The tappet, 21 is an exhaust valve driving cam, 22 is a camshaft, 23 is a camshaft gear, and 24 is a crankshaft gear, and since these are of known construction, their explanation will be omitted.

Function The present invention is constructed as described above, and its function will be explained below. 1 to 3, when the crankshaft 9 rotates in the direction of arrow E, the piston 1
2 descends as shown by the arrow G via the connecting rod 13, any cylinder 2 of the engine 3 enters the intake stroke, and in the phase shown in FIG.
is located at approximately 430e. In this case, as shown in FIG.
Adjust the timing to a position perpendicular to . By adjusting the timing in this way, the intake stroke is performed in one of the cylinders 2, and the crank rotation angle θ is
The rotary valve is configured to open the communication pipe 5 to the maximum extent when the angle is about 430°. In this way, by rotating the rotary valve 6 at 3/2 times the rotation speed of the crankshaft 9, in the 6-cylinder 4-stroke engine 3, there are 6 intake strokes per 2 rotations of the crankshaft 9. In addition, since the rotary valve 6 opens the communication pipe 5 every 1/2 rotation, the communication pipe 5 is opened exactly 6 times in every 2 revolutions of the crankshaft 9, and the center is always opened during the intake stroke of any cylinder. Nearby, the rotary valve 6 connects to the communication pipe 5.
can be opened.

When the crankshaft 9 rotates in the direction of arrow E, the camshaft gear 23 is rotated by the crankshaft gear 24 in the direction of arrow H, the camshaft 22 and the exhaust valve driving cam 21 rotate in the same direction, and the tappet 20. Exhaust valve 15 via bushing rod 19 and rocker arm 16
is completely closed.

In such an intake stroke, the rotary valve 6 opens the communication pipe 5, thereby increasing the substantial length of the intake pipe 4A or 4B!
, becomes temporarily longer, so the length of the intake pipe 4 is 1. The resonance of the pressure change caused by the excitation force caused by the movement of the piston 12, which is determined by the % intake pipe cross-sectional area F and the stroke volume V of the cylinder, temporarily shifts from a resonant state to a non-resonant state, and this intake stroke The pressure in the intake pipe and the pressure in the cylinder near the center will temporarily increase.

For example, in FIG. 5, the pressure inside the intake pipe changes from the state shown by the solid line to the state shown by the broken line, and point A near the center of the intake stroke moves to point A' above, and the pressure inside the intake pipe near the center of this intake stroke changes. It is something that rises. Therefore, when considering this using the pv diagram shown in Figure 4, the areas showing the pushing work of intake air due to supercharging are curves B, C, D, and B.
Since the dot moves to point D' as shown by the broken line, the area becomes the area shown by points B, C, D', and B, which is the area shown by the solid line and the area shown by adding the broken line. The area of pushing work due to supercharging increases by the difference. This reduces pumping loss, increases the output of the engine 3, and improves fuel efficiency.

In FIG. 2, the rotary valve 6 opens the communication pipe 5 within the range of angle α, but it is clear that this angle α can be changed arbitrarily, and can be changed in any way depending on the specifications of the engine 3. Also crankshaft 9
The rotation ratio between the rotary valve 6 and the rotary valve 6 is equal to the number of cylinders of the engine 3 or 4.
Since it differs depending on whether it is a cycle or a two-cycle, it is not necessarily necessary to rotate the crankshaft 9 at 3/2 times the rotational speed.In other words, the rotary valve 6 is always rotated near the center of the intake stroke of each cylinder. It is obvious that the rotation speed should be set so that the opening occurs.

Effects Since the present invention is configured and operates as described above, a rotary rotor capable of opening and closing the communication pipe is provided in the communication pipe that communicates with both of the intake pipes divided into at least two parts for each block of a plurality of cylinders. A valve is provided, and the rotary valve is rotated at a timing that always opens when any cylinder is near the center of the intake stroke. By changing the length of the intake pipe, the resonance state can be broken, the pressure inside the intake pipe and the pressure inside the cylinder can be increased, and pumping loss can be reduced. Further, as a result, the effect of increasing output and improving fuel efficiency can be obtained. Furthermore, without actually changing the length of the intake pipe, the length of the intake pipe is substantially changed by a rotary valve that continuously rotates in one direction in synchronization with the rotation of the crankshaft. This has the effect of reducing the pumping loss during inertial supercharging while eliminating the need to add a reciprocating valve mechanism or a complicated valve mechanism to change the cylinder stroke volume.

[BRIEF DESCRIPTION OF THE DRAWINGS] The drawings relate to embodiments of the present invention, and FIG. 1 is a schematic plan view of an intake pipe and engine equipped with an inertial supercharging control device, and FIG. 2 is a schematic plan view of an engine inertial supercharging control device. An enlarged cross-sectional view of the main parts, Figure 3 is a schematic diagram of the engine equipped with an inertial supercharging control device,
FIG. 4 is a PV diagram showing the effects of the present invention, and FIG. 5 is a diagram showing cylinder internal pressure and intake pipe internal pressure. 1 is an inertial supercharging control device for the engine, 2 is a cylinder, 3 is an engine, 4.4A and 4B are intake pipes, 5 is a communication pipe, 6 is a rotary valve, and B+ and Bz are cylinder blocks. To Figure 1 Figure 2 ← - River bone in hole 3K

Claims (1)

[Claims] In an engine that has a plurality of cylinders and performs inertial supercharging, the intake pipe for intake air into the plurality of cylinders is divided into at least two parts for each cylinder block, and the intake pipe is divided into two parts. A communicating pipe is provided, a rotary valve capable of opening and closing the communicating pipe is provided in the communicating pipe, and the rotary valve is configured to be rotated so as to open near the center of the intake stroke of each cylinder. Engine inertial supercharging control device.