JPS6149129A - Intake device of internal-combustion engine - Google Patents

Abstract

PURPOSE:To generate efficiently swirl by providing two intake ports in one cylinder, an independent intake path communicating to each intake port, a valve having the opening controlled according to load in said path and a bypass path connected from the upstream of the valve to the other intake port respectively. CONSTITUTION:Two intake ports 11, 12 are provided in one cylinder, respectively communicating to independent intake paths 51, 52. In each path are provided controlling valves 61, 62 driven by a diaphragm 64 operated by negative pressure in a negative pressure conduit 63. Bypass pths 53, 54 are proided which bypass the controlling vaves 61, 62 from the upstream of the controlling valve in the intake paths 51, 52 to the other intake port portions 12, 11. In high load on an engine, the negative pressure is small so that the diaphragm opens the controlling valves 61, 62 with a spring to supply a great amount of intake straightwards in a combustion chamber. In low load, the diaphragm closes the controlling valve according to the load to increase the intake flow in the bypass path and swirl air amount.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to an intake system for an internal combustion engine, and more specifically, an intake system for an internal combustion engine that has an improved method for intake of air-fuel mixture into a combustion chamber. It is related to the device. [Prior Art 1] In internal combustion engines, it is common to generate swirl in the air-fuel mixture taken into a combustion chamber to increase combustion efficiency. Methods for generating such swirl include a method in which the suction port is connected tangentially to the cylinder, a method in which a shroud for generating swirl is attached to the wall surface of the combustion chamber, and the like. These methods are effective against the occurrence of swirl, although there are some differences, but they also have the problem of not increasing the suction resistance of aiki, so they reduce the output performance under high loads. was inviting. Therefore, the occurrence of such swirl and the problem with high loads]
Conventionally, as a method to satisfy the improvement of
A dual intake device as described in Japanese Patent No. 50132 has been proposed. This has a low-load intake system that communicates with the primary passage of the carburetor, and a high-load intake system that communicates with the secondary passage, and during low and medium loads, air is taken only from the low-load intake system. In this case, the suction port narrows its outlet to increase the flow velocity of the intake air, and also generates a strong swirl by orienting the suction port in the tangential direction of the cylinder.
On the other hand, when the load is high, air is taken in from the high-load intake system that communicates with the secondary passage in addition to the above-mentioned low-load intake system, thereby increasing the amount of intake air and improving output. It is. However, in recent years, automobile engines are required to have high output, and with the above-mentioned dual intake system, there is no particular increase in intake resistance when the engine is running at high speed or under high load. In the intake system of a car, there is an increase in intake resistance because the intake port has a throttle as a swirl generation mechanism and the intake port is connected tangentially, and this is one of the major factors that makes it difficult to increase the output of an internal combustion engine. The problem was that it was not what we expected. Purpose of the Invention 1 The present invention was proposed to solve the above-mentioned rIfJ problem, and when the internal combustion engine is at low speed and low load,
It improves combustion by generating a strong swirl in the air-fuel mixture, and at the same time, at high speeds and high loads, it reduces intake resistance and increases the amount of air-fuel mixture sucked into the engine, resulting in a much higher engine speed than normal engines. It is an object of the present invention to provide an intake system for an internal combustion engine which is improved so that the output can be improved. [B Ming's Idea 1] In order to achieve the above object, in the present invention, two intake valves are provided in one combustion chamber, and an intake control valve is provided in each intake port connected to each intake valve. , between the mutual suction ports, from the upstream position of the suction control valve of each suction port,
A bypass port is provided so as to communicate with the intake control valve downstream of the intake port on the other side and directly upstream of the intake valve, and the intake control valve is operated at low speed or low speed according to the rotational speed or load condition of the internal combustion engine. The present invention is characterized in that it is equipped with a means for controlling opening and closing so that it closes when the load is low and opens and closes when the load is high speed and high. 1 to 3 show examples in which the intake device according to the present invention is applied to an internal combustion engine for automobiles. This is the combustion chamber of the main body.This combustion chamber 1 has two intake valve ports 11 and 12 on one side inside the seedling.
Opposed to this, two exhaust valve ports 13 and 14 are opened on the other side. Above intake valve port 1
1.12 is connected to the carburetor 3 downstream of the air cleaner 2 via the two-pronged intake branch pipe 5.
(This may be an injection type), and the exhaust valve port 13.14 is connected to the exhaust pipe 8.
are being communicated. Each intake port 51.52 connected to the two intake valve ports 11.12 has an intake control valve 61.62 internally installed in the middle, which is controlled to open and close by the intake control system 6. , each suction port 51, 52 has a bypass port 53; 5 which communicates between the mutual ports.
4 is provided. This bypass port 53 communicates between the upstream position of the suction control valve 61 installed in one suction port 51 and the position immediately upstream of the intake valve port 12 downstream of the suction control valve 62 of the other suction port 52. Similarly, the other bypass port 54 is installed at an upstream position of the suction control valve 62 provided at one suction port 52 and at a downstream position of the suction control valve 61 provided at the other suction port 51. It is constructed so as to communicate with the valve port 11 immediately upstream. In addition, each bypass port 53.54 intake valve 11.12
The 61 ports immediately upstream of the combustion chamber 1 are oriented tangentially to the inner wall of the combustion chamber 1 . The combustion chamber 1 has a spark plug 15 at its top, and two intake valve ports 11 and 12 and an exhaust valve port 1.
Turbulence generating protrusions 16 and 17 are provided between 3 and 14, respectively. Furthermore, the intake control system 6 is controlled to open and close so that the intake control valves 61 and 62 are fully open at high speeds and high loads when the internal combustion engine has a large amount of intake air, and are closed at low speeds and low loads. (As shown in FIG. 1 as an example of the M configuration, negative pressure to be stopped in the intake system is guided from the pressure passage G3 that opens immediately upstream of the intake valve port 12 to the diaphragm bar 65 of the diaphragm actuator 64, By pulling and pushing the link 6G connected to the diaphragm, the suction control valve 61. (32 supports l1lI!l
G7 is rotated to control the opening and closing of both suction control valves 61 and 62 so as to operate them simultaneously. In addition, when controlling the opening and closing of the intake control valves 61 and 82 in accordance with the rotational speed of the internal combustion engine, the rotational speed is detected by an ignition signal, etc., and this detection signal is used to control the opening and closing of the intake control valves 61 and 82. It is configured to operate a solenoid pulp or the like. Next, the operation of the above configuration will be explained based on FIG. 4 J5 and FIG. 5. (1) At high speeds or under high load when the engine main body has many intake cycles, as shown in FIG. G2 is in full state, and at this time, the flow rate of the mixture is large and the flow velocity is high, so the mixture hardly flows into the bypass ports 53 and 54, and the mixture flows through the two intake ports. The suction amount is large as it is sucked into the combustion chamber 1 from the ports 51 and 52, and at this time, as shown by the arrow in Fig. 4, almost no swirl occurs, and the suction resistance is Compared to suction through the valve port, it is significantly smaller and produces higher output. 6I) Low speed or low load IK with little intake n of the engine body
In this case, as shown in FIG. The air-fuel mixture flows from each intake port 51.52, passes through each bypass port 53.54, and enters the intake valve port 11 of the opposite intake port. The air-fuel mixture is guided immediately upstream of the two bypass ports 53. 54 and are sucked in from both intake valve ports 11 and 12 in opposite directions, a squared swirl occurs, which collides with each other in the combustion chamber 1, resulting in stronger turbulence. Combustion chamber 1
If turbulence generating protrusions 16,17 are provided within the air mixture, the air mixture impinges on these protrusions 16,17, further promoting the generation of turbulence. <11 Zara At medium speed or intermediate load, the intake control valves 61 and 62 are in a half-open state, so the air-fuel mixture at this time partially opens depending on the opening degree of the intake control valves 61 and 62. is drawn into the combustion chamber 1 through the intake ports 51, 52,
In addition, the other part is sucked into the combustion chamber 1 through the bypass ports 53 and 54, and is controlled so that a predetermined air-fuel mixture suction (2) is ensured and an appropriate amount of swirl is generated. (Effect of the invention 1) As described above, the present invention provides two intake ports for one combustion chamber, and uses a combination of an intake control valve and a bypass port to provide a bypass port when the internal combustion engine is running at low speed or under low load. By inhaling the air-fuel mixture into the combustion chamber from the port side, a double swirl is generated in the combustion chamber, and the collision of the swirls generates strong turbulence that accelerates combustion, improving fuel efficiency. At high speed and medium nB loads, combustion can be controlled to generate an appropriate amount of swirl while ensuring a predetermined amount of air-fuel mixture intake.
At high loads, the two suction ports are fully opened and the air-fuel mixture is directly sucked into the combustion chamber from the two suction ports, reducing suction resistance and allowing Inuyama's air-fuel mixture to be introduced into the combustion chamber. Therefore, it is possible to achieve the effect that the engine output can be greatly improved. Note that the dual intake system of the present invention can be applied not only to normal internal combustion engines but also to other internal combustion engines, such as internal combustion engines equipped with a supercharger. Alternatively, the intake control valve may be controlled by a lever or the like that is activated by detecting the operating state of the internal combustion engine.

[Brief explanation of drawings]

FIG. 1 is a configuration diagram showing an example of an intake system to which the present invention is applied to a normal internal combustion engine, and FIG.
Figure 3 is a schematic diagram of the combustion chamber, Figure 4 is a cross-sectional view of the
The figure is 81! FIG. 5 is a diagram showing the intake state of 17 at low speed and low load of aOQ. 1... Combustion chamber, 11.12... Intake valve port, 13.1
4...Exhaust valve port, 51.52...Suction port, 53
．． 54... bypass port, 61. G2...Intake fiIJtll valve. Patent Attorney Susumu Murai Figure 2 Figure 4 Figure 5

Claims (1)

[Claims] One combustion chamber is provided with two intake valves, and each intake port connected to each intake valve is provided with an intake control valve,
A bypass port is installed between the mutual suction ports so as to communicate from a position upstream of the suction control valve of each suction port to a position directly upstream of the suction valve downstream of the suction control valve of the other suction port, respectively, and means for controlling the opening and closing of the intake control valve so that it closes at low speeds and low loads and opens at high speeds and high loads according to the rotational speed or load condition of the internal combustion engine. Device.