JPS6161911A - Air intake device of engine - Google Patents
Air intake device of engineInfo
- Publication number
- JPS6161911A JPS6161911A JP59182999A JP18299984A JPS6161911A JP S6161911 A JPS6161911 A JP S6161911A JP 59182999 A JP59182999 A JP 59182999A JP 18299984 A JP18299984 A JP 18299984A JP S6161911 A JPS6161911 A JP S6161911A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- engine
- air intake
- valve
- surge tanks
- 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
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
- F02B27/0226—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
- 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
- F02B27/0242—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
- F02B27/0289—Intake runners having multiple intake valves per cylinder
-
- 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
- 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
- F02B27/0268—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
- 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
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に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to an engine intake system.
（従来技術）
エンジンの吸気装置に関して、各気筒に対し互いに独立
した２本の吸気通路をそれぞれ設け、これら吸気通路の
一端を各気筒の７つの吸気ポートに接続し、他端を７つ
のサージタンクに開口せしめたものは一般に知られてい
る。例えば、特開昭６♂−／／９９／ソ号公報には、上
記２本の吸気通路の一方に開閉弁を設け、開閉弁開の時
に吸気慣性効果により最大出力が得られるエンジン回転
数と、開閉弁開の時に同効果により最大出力が得られる
エンジン回転数との中間のエンジン回転数において開閉
弁の開閉の切換えを行々うことによシ、その中間のエン
ジン回転数域での出力の落込みを防止するようにする技
術が記載されている。(Prior art) Regarding the engine intake system, two independent intake passages are provided for each cylinder, and one end of these intake passages is connected to the seven intake ports of each cylinder, and the other end is connected to the seven surge tanks. Those with openings are generally known. For example, in Japanese Patent Application Laid-Open No. 6♂-//99/S, an on-off valve is provided in one of the two intake passages, and when the on-off valve is open, the engine rotation speed is set such that the maximum output is obtained due to the intake inertia effect. By switching the opening and closing of the on-off valve at an engine speed midway between the engine speed at which the maximum output is obtained due to the same effect when the on-off valve is open, the output is increased in the engine speed range in between. Techniques are described to prevent this from falling.
ところで、上記吸気慣性効果は吸気通路の長さと断面積
に応じてその特性が決まる。従って、７つの気筒に接続
した２本の吸気通路の長さや断面積を変えて設定すると
、エンジン高回転高負荷運転時のように両吸気通路から
吸気を導入する運転域において、サージタンクによる開
放端での圧力波の反転タイミングが異なってくる。この
とき、サージタンク内においても上記圧力波の反転によ
る脈動が生じるが、上述の如く反転タイミングが異なる
と両吸気通路での圧力波反転によるタンク内脈動が互い
に干渉し、所望の吸気慣性効果が得られないことがある
。By the way, the characteristics of the intake inertia effect are determined depending on the length and cross-sectional area of the intake passage. Therefore, if the lengths and cross-sectional areas of the two intake passages connected to seven cylinders are set to be different, the surge tank will open the air in operating ranges where intake air is introduced from both intake passages, such as during high engine speed and high load operation. The timing of the reversal of the pressure wave at the edge is different. At this time, pulsations also occur in the surge tank due to the reversal of the pressure waves, but if the reversal timings are different as described above, the pulsations in the tank due to the reversal of pressure waves in both intake passages will interfere with each other, and the desired intake inertia effect will not be achieved. Sometimes you can't get it.
一方、エンジンの急加速運転時には、スロットル弁の急
開動に伴って吸気（空気）がその１寸燃焼室に多量に導
入されると、エアフローメータで検出した吸入空気量信
号に基いて所定の空燃比となるように燃料噴射弁に燃料
増の信号を出力しても、信号処理時間の関係で応答遅れ
による所謂加速へジテーションを生じ易い。従って、サ
ージタンクはスロットル弁の開閉により吸入空気量の急
変を生じ々いようにその容％ｉｔｉを太きくしたいとい
う要求もある。On the other hand, when the engine is rapidly accelerating, when a large amount of intake air (air) is introduced into the combustion chamber due to the sudden opening of the throttle valve, a predetermined amount of air is introduced into the combustion chamber based on the intake air amount signal detected by the air flow meter. Even if a fuel increase signal is output to the fuel injector so as to maintain the fuel ratio, so-called acceleration tends to occur due to a delay in response due to the signal processing time. Therefore, there is a demand for increasing the volume of the surge tank so that the intake air amount does not suddenly change due to the opening and closing of the throttle valve.
（発明の目的）
本発明は、７つの気筒に接続した各吸気通路での圧力波
の伝播に関し、サージタンク開放端での圧力波反転タイ
ミングのずれによる干渉を防止すること、並びに加速へ
ジテーション々とサージタンクの容積に起因極する問題
を解消するととにより、吸気慣性効果の有効利用と運転
性の向」二を図ろうとするものである。(Object of the Invention) The present invention relates to the propagation of pressure waves in each intake passage connected to seven cylinders, and is intended to prevent interference due to a shift in the timing of pressure wave reversal at the open end of a surge tank, and to prevent acceleration displacement. This aims to effectively utilize the intake inertia effect and improve drivability by solving problems caused by the volume of the surge tank.
（発明の構成）
本発明のエンジンの吸気装置においては、１つの気筒に
対し互いに独立して設けられた各吸気通路をそれぞれ別
々に設けられたサージタンクに開口し、圧力波の反転タ
イミングのずれに伴う干渉をなくすとともに、エンジン
運転状態に応じて各サージタンクを連通せしめる制御手
段を設けて、一つの大容積のサージタンクを形成するこ
とができるようにしている。(Structure of the Invention) In the engine intake system of the present invention, each intake passage provided independently for one cylinder is opened to a surge tank provided separately, and a shift in the reversal timing of pressure waves is achieved. In addition to eliminating interference caused by engine operation, a control means is provided to connect each surge tank in accordance with the engine operating state, so that one large-volume surge tank can be formed.
（実施例） 以下、本発明の実施例を図面に基いて説明する。(Example) Embodiments of the present invention will be described below with reference to the drawings.
第１図に示すグ気筒エンジンの吸気装置において、エン
ジン本体のピストンが嵌挿された各気筒１の燃焼室には
第１と第２の吸気口２，６および第１と第２の排気口４
，５が開口している。第１吸気口２には気筒周方向のス
ワールを形成する通路断面積の小さ々第１吸気通路６が
接続し、第２吸気口乙には通路断面積の犬き々第２吸気
通路７が接続されている。両吸気通路６，７は互いに独
立していて、それぞれ別個の第１と第２のサージタンク
８，９に開口しており、第２吸気通路７の方が第１吸気
通路６よりもエンジン回転数が高い運転領域で吸気慣性
効果による吸気の充填効率が高くなるようにそれぞれ通
路断面積および長さが設定されている。第１と第！のサ
ージタンク８゜９にはそれぞれエアクリーナ１０から吸
気幹路１１を介して送られる空気を導入する第１と第２
の分枝路１２，１３が接続されている。In the intake system of the double-cylinder engine shown in FIG. 1, the combustion chamber of each cylinder 1 into which the piston of the engine body is inserted has first and second intake ports 2, 6 and first and second exhaust ports. 4
, 5 are open. A first intake passage 6 with a small passage cross-sectional area that forms a swirl in the circumferential direction of the cylinder is connected to the first intake port 2, and a second intake passage 7 with a narrow passage cross-sectional area is connected to the second intake port B. It is connected. Both intake passages 6 and 7 are independent of each other and open into separate first and second surge tanks 8 and 9, respectively, and the second intake passage 7 has a higher engine speed than the first intake passage 6. The cross-sectional area and length of each passage are set so that the intake air filling efficiency due to the intake inertia effect is high in an operating region where the number of passages is high. 1st and 1st! First and second surge tanks 8°9 each introduce air sent from the air cleaner 10 through the intake trunk 11.
branch paths 12 and 13 are connected.
上記第１と第２の吸気通路６，７にはそれぞれ第１と第
２の燃料噴射弁１４，１５が臨み、丑だ、第１分枝路１
２にはアクセルペダルの踏込量の増大に応じて開度が大
きくなるスロットル弁１６が設けられ、第２分枝路１６
には通路を開閉するシャッター弁１７が設けられている
。そして、上記第１ザージタンク８と第２サージタンク
９とは、連通路１８にて接続され、この連通路１８に通
路を開閉する開閉弁１９が設けられている。First and second fuel injection valves 14 and 15 face the first and second intake passages 6 and 7, respectively, and the first branch passage 1
2 is provided with a throttle valve 16 whose opening degree increases as the amount of depression of the accelerator pedal increases, and the second branch path 16
A shutter valve 17 is provided to open and close the passage. The first surge tank 8 and the second surge tank 9 are connected through a communication passage 18, and the communication passage 18 is provided with an on-off valve 19 for opening and closing the passage.
そうして、」−記燃相噴射弁１４．１５、シャッター弁
１７を作動せしめるアクチュエータ２０および開閉弁１
９を作動せしめる。アクチュエータ２１は、エンジン回
転数を検出するセンサ２２、スロットル弁１６の開度か
らエンジン負荷を検出する開度センサ２６および吸気幹
路１１に設けられた吸入空気量を検出するエアフローメ
ータ２４からの信号（回転数信号、負荷信号および吸気
流量信号）を処理して作動信号を出力するコントロール
ユニット２５にて作動が制御されるようになっている。Then, the actuator 20 and the on-off valve 1 actuate the memorization phase injection valve 14, 15 and the shutter valve 17.
9 is activated. The actuator 21 receives signals from a sensor 22 that detects the engine rotation speed, an opening sensor 26 that detects the engine load from the opening of the throttle valve 16, and an air flow meter 24 that detects the amount of intake air provided in the intake main passage 11. The operation is controlled by a control unit 25 that processes (rotational speed signal, load signal, and intake flow rate signal) and outputs an operation signal.
すなわち、コントロールユニット２５は以下の手段をも
つ。That is, the control unit 25 has the following means.
■ 回転数信号と負荷信号とからエンジン運転状態が高
回転高負荷運転域にあるか否かを判断する手段
■ 第２図に示す如くエンジンが高回転高負荷運転域に
あると判断されるとき、シャッター弁１７のアクチュエ
ータ２ｏに開信号を出力し、他の運転域で閉信号を出力
する手段■ 回転数信号と負荷信号とからエンジン運転
状態が低回転高負荷運転域にあるか否かを判断する手段
■ 第３図に示す如くエンジンが低回転高負荷運転域に
あると判断されるとき、開閉弁１９のアクチュエータ２
１に開信号を出力し、他の運転域で閉信号を出力する手
段
■ 回転数信号と吸気流量信号とから各気筒１の７回の
燃焼に必要々燃料噴射量を演算する手段
■ ■の判断がＹＥＳのとき、■で演算された燃料噴射
量から第１と第２の吸気通路６，７の断面積等で決まる
吸入空気量比に応じて第１と第２の燃料噴射弁１４．１
５の噴射パルス１］を演算する手段
■ ■の判断がＮＯのとき、■で演算された燃料噴射量
に対応する第１燃別噴射弁１４の噴射パルス巾を演算す
る手段
■ ■、■で演算された噴射パルスを第１．第２の燃料
噴射弁１４．１５に出力する手段従って、上記実施例に
おいて、まず、エンジン低負荷運転域ではエンジン回転
数の高低にかかわらずシャッター弁１７と開閉弁１９が
閉じられていて、各気筒１には第１吸気通路６から第１
吸気口２を介して空気と第１燃料噴射弁１４による噴射
燃料の混合気が導入される。このとき、気筒１内では気
筒周方向のスワールが形成され、燃料の気化、霧化が促
進されることによシ燃焼安定性が高くなる。まだ、ピス
トン（図示省略）の下降により生じた負圧波が第１吸気
通路６の第１サージタンク８側の開口部を開放端２６と
して反転し、正圧波となって第１吸気口１へ戻ってくる
。従って、吸気弁前の圧力は負圧波と反射された正圧波
との合成圧と々す、吸気弁前圧力と気筒内圧力とが一致
するタイミングで吸気弁が閉じられるエンジン回転数の
とき、上記吸気慣性効果による吸気充填効率が最も高く
なって犬き々出力トルクが得られる。なお、第２吸気口
３はシャッター弁１７の閉時にはコントロールユニット
２５からの信号により作動するバルブ停止装置（図示省
略）により吸気弁にて閉じられている。■ Means for determining whether or not the engine operating state is in the high-speed, high-load operating range based on the rotational speed signal and the load signal ■ When it is determined that the engine is in the high-speed, high-load operating range as shown in Figure 2 , a means for outputting an open signal to the actuator 2o of the shutter valve 17 and a close signal in other operating ranges■ Determines whether the engine operating state is in the low rotation and high load operating range from the rotation speed signal and the load signal. Means for determining■ When it is determined that the engine is in the low rotation and high load operating range as shown in FIG.
Means for outputting an open signal in 1 and a close signal in other operating ranges ■ Means for calculating the amount of fuel injection necessary for seven combustions in each cylinder 1 from the rotational speed signal and intake flow rate signal ■ ■ When the determination is YES, the first and second fuel injection valves 14. 1
Injection pulse 1 of No. 5] ■ When the judgment in ■ is NO, means for calculating the injection pulse width of the first fuel injection valve 14 corresponding to the fuel injection amount calculated in ■ ■, ■ The calculated injection pulse is the first one. Means for outputting to the second fuel injection valve 14.15 Therefore, in the above embodiment, first, in the engine low load operating range, the shutter valve 17 and the on-off valve 19 are closed regardless of the high or low engine speed. From the first intake passage 6 to the first
A mixture of air and fuel injected by the first fuel injection valve 14 is introduced through the intake port 2 . At this time, a swirl is formed in the cylinder circumferential direction within the cylinder 1, and combustion stability is enhanced by promoting vaporization and atomization of the fuel. Still, the negative pressure wave generated by the downward movement of the piston (not shown) is reversed with the opening on the first surge tank 8 side of the first intake passage 6 as the open end 26, and returns to the first intake port 1 as a positive pressure wave. It's coming. Therefore, the pressure in front of the intake valve is the composite pressure of the negative pressure wave and the reflected positive pressure wave.When the engine speed is such that the intake valve is closed at the timing when the pressure in front of the intake valve and the pressure in the cylinder match, the above The intake air filling efficiency due to the intake inertia effect is the highest, and the output torque can be obtained instantly. Note that when the shutter valve 17 is closed, the second intake port 3 is closed by a valve stop device (not shown) that is activated by a signal from the control unit 25.
次に、エンジン低回転高負荷運転域、つまり、エンジン
の加速運転時には、開閉弁１９が開いて第１サージタン
ク８と第２サージタンク９が連通ずる。従って、この加
速運転時はスロットル弁１６が急に開くが、両サージタ
ンク８．９が一つの大きなサージタンクを形成すること
になるため、各気筒１での吸入空気量の急変がなく、エ
アフローメータ２４からの吸気流量信号の変化に対応し
て燃料噴射量が変わるまでに信号処理時間に相当するだ
け若干の応答遅れがあっても、空燃比が大きく変動して
希薄混合気になることは々く、燃焼状態の悪化は防止さ
れる。Next, in the engine low rotation and high load operating range, that is, during engine acceleration operation, the on-off valve 19 opens and the first surge tank 8 and the second surge tank 9 communicate with each other. Therefore, during this acceleration operation, the throttle valve 16 opens suddenly, but since both surge tanks 8 and 9 form one large surge tank, there is no sudden change in the amount of intake air in each cylinder 1, and the air flow Even if there is a slight response delay corresponding to the signal processing time until the fuel injection amount changes in response to a change in the intake flow rate signal from the meter 24, the air-fuel ratio will not change significantly and the mixture will become lean. As a result, deterioration of combustion conditions is prevented.
次に、エンジン高回転高負荷運転域では、シャッター弁
１７は開に、ｔだ開閉弁１９は閉に々シ、第１吸気通路
６と第２吸気通路７とから各気筒１に混合気が導入され
るとともに、第１サージタンク８と第２サージタンク９
は互いに独立の状態と々る。従って、第１吸気通路６と
第２吸気通路７とではそれぞれ圧力波の伝播による特性
の異なる吸気慣性効果が生じるが、第１吸気通路６での
負圧波反転の開放端２６を構成する第１サージタンク８
と、第２吸気通路７での負圧波反転の開放端２７を構成
する第２サージタンク９が互いに独立しているから、タ
ンク内脈動による圧力波同志の干渉は々く、それぞれの
吸気慣性効果を有効に利用して吸気充填効率を高めるこ
とができる。Next, in the engine high speed and high load operating range, the shutter valve 17 is opened and the on/off valve 19 is closed, causing the air-fuel mixture to flow from the first intake passage 6 and the second intake passage 7 to each cylinder 1. Along with the introduction, the first surge tank 8 and the second surge tank 9
are mutually independent states. Therefore, intake inertia effects with different characteristics occur in the first intake passage 6 and the second intake passage 7 due to the propagation of pressure waves, but the first surge tank 8
Since the second surge tank 9 constituting the open end 27 of negative pressure wave reversal in the second intake passage 7 is independent from each other, the pressure waves due to pulsation in the tank greatly interfere with each other, and the intake inertia effect of each is can be effectively used to increase intake air filling efficiency.
々お、開閉弁１９は、エンジン減速運転時に開弁させて
第１と第２のサージタンク８，９を７つの太き々サージ
タンクとして利用するようにしてもよい。Alternatively, the on-off valve 19 may be opened during deceleration of the engine, and the first and second surge tanks 8 and 9 may be used as seven large surge tanks.
（発明の効果）
本発明によれば、７つの気筒に対する互いに独立した各
吸気通路をそれぞれ別々に形成したサージタンクに開口
せしめ、各サージタンクを運転状態に応じて連通せしめ
る手段を設けたことから、各サージタンクを互いに独立
させて用いるときには例えばエンジン高出力域での吸気
慣性効果の有効利用が図れて出力を向上させることがで
き、また各サージタンクを連通させて用いるときには加
速あるいは減速運転時における吸入空気量の急変が防止
されて燃焼安定性が向上する。(Effects of the Invention) According to the present invention, the mutually independent intake passages for the seven cylinders are opened into separately formed surge tanks, and a means is provided for communicating the surge tanks depending on the operating state. When the surge tanks are used independently from each other, for example, the intake inertia effect can be effectively used in the engine's high output range to improve output, and when the surge tanks are used in communication, it is possible to improve the output during acceleration or deceleration operation. This prevents sudden changes in the amount of intake air during combustion, improving combustion stability.
図面は本発明の実施例を示し、第１図はエンジンの吸気
装置を示す全体構成図、第２図はゾヤッター弁の開閉の
運転領域を示す状態図、第３図は開閉弁の開閉の運転領
域を示す状態図である。
１・・・・・・気筒、６・・・・・・第１吸気通路、７
・・・・・・第２吸気通路、８・・・・・・第１ザージ
タンク、９・・・・・・第２ザージタンク、１４・・・
・・・第１燃別噴射弁、１５・・・・・・第２燃和噴射
弁、１６・・・・・・スロットル弁、１７・・・・・・
シャッター弁、１８・・・・・・連通路、１９・・・・
・・開閉弁The drawings show an embodiment of the present invention; FIG. 1 is an overall configuration diagram showing the intake system of the engine, FIG. 2 is a state diagram showing the operating range of opening and closing of the Zoyatter valve, and FIG. 3 is an operation diagram of opening and closing of the on-off valve. FIG. 3 is a state diagram showing regions. 1... Cylinder, 6... First intake passage, 7
...Second intake passage, 8...First Zurge tank, 9...Second Zurge tank, 14...
...First fuel injection valve, 15...Second combustion injection valve, 16...Throttle valve, 17...
Shutter valve, 18...Communication path, 19...
・Opening/closing valve
Claims (1)
られ、各吸気通路がサージタンクに開口したエンジンに
おいて、各吸気通路が開口するサージタンクは別々に設
けられていて、エンジンの運転状態に応じて各サージタ
ンクを連通せしめる制御手段が設けられていることを特
徴とするエンジンの吸気装置。(1) In an engine in which mutually independent intake passages are provided for one cylinder, and each intake passage opens into a surge tank, the surge tank into which each intake passage opens is provided separately, and the surge tank is adjusted depending on the engine operating state. An intake system for an engine, characterized in that it is provided with a control means for making each surge tank communicate with each other accordingly.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59182999A JPS6161911A (en) | 1984-08-31 | 1984-08-31 | Air intake device of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59182999A JPS6161911A (en) | 1984-08-31 | 1984-08-31 | Air intake device of engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6161911A true JPS6161911A (en) | 1986-03-29 |
| JPH0578653B2 JPH0578653B2 (en) | 1993-10-29 |
Family
ID=16127981
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59182999A Granted JPS6161911A (en) | 1984-08-31 | 1984-08-31 | Air intake device of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6161911A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01190917A (en) * | 1988-01-26 | 1989-08-01 | Mazda Motor Corp | Intake device for engine |
| JP2007175164A (en) * | 2005-12-27 | 2007-07-12 | Yoshino Kogyosho Co Ltd | Inner tray descending dispensing vessel |
-
1984
- 1984-08-31 JP JP59182999A patent/JPS6161911A/en active Granted
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01190917A (en) * | 1988-01-26 | 1989-08-01 | Mazda Motor Corp | Intake device for engine |
| JP2007175164A (en) * | 2005-12-27 | 2007-07-12 | Yoshino Kogyosho Co Ltd | Inner tray descending dispensing vessel |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0578653B2 (en) | 1993-10-29 |
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