JPS6246698B2 - - Google Patents
Info
- Publication number
- JPS6246698B2 JPS6246698B2 JP55015095A JP1509580A JPS6246698B2 JP S6246698 B2 JPS6246698 B2 JP S6246698B2 JP 55015095 A JP55015095 A JP 55015095A JP 1509580 A JP1509580 A JP 1509580A JP S6246698 B2 JPS6246698 B2 JP S6246698B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- passage
- carburetor
- intake passage
- cylinder
- 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.)
- Expired
Links
- 238000002485 combustion reaction Methods 0.000 claims description 17
- 239000000498 cooling water Substances 0.000 claims description 10
- 239000000446 fuel Substances 0.000 description 21
- 239000000203 mixture Substances 0.000 description 17
- 230000001133 acceleration Effects 0.000 description 4
- 230000004043 responsiveness Effects 0.000 description 4
- 238000000889 atomisation Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 238000005266 casting Methods 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000010349 pulsation Effects 0.000 description 1
- 230000003134 recirculating effect Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Landscapes
- Characterised By The Charging Evacuation (AREA)
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、多気筒内燃機関に関し、特に気化器
とそこから各気筒に混合気を供給する吸気管の構
造に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a multi-cylinder internal combustion engine, and particularly to the structure of a carburetor and an intake pipe that supplies a mixture to each cylinder from the carburetor.
気化器付内燃機関において吸気通路が長いと、
吸入される混合気の予熱が強化されて燃料の霧化
が向上し、さらに、慣性過給や脈動の効果が高く
なつて出力を向上し得るゾーンもあるが、その反
面、高温、高回転、高負荷時には充填効率の低下
により出力低下、および混合気が気化器から燃焼
室に達する時間が長いことによる応答性の悪化等
の不具合を招く。
If the intake passage is long in an internal combustion engine with a carburetor,
Preheating of the inhaled air-fuel mixture is strengthened to improve fuel atomization, and there are also zones where the effects of inertial supercharging and pulsation become stronger, which can improve output. When the load is high, problems such as a decrease in output due to a decrease in charging efficiency and a decrease in responsiveness due to the long time it takes for the air-fuel mixture to reach the combustion chamber from the carburetor are caused.
なお先行技術として特開昭53―141811号公報が
ある。 As a prior art, there is Japanese Patent Application Laid-open No. 141811/1983.
本発明は、このような事情に鑑みてなされたも
ので、エンジン運転状態の低負荷域では、吸気通
路を長くして予熱による燃料霧化の向上を図り、
高負荷域では、吸気通路を太く短かくして応答
性、充填効率の向上を図るようにした多気筒内燃
機関を提供することを目的とするものである。 The present invention was made in view of these circumstances, and in the low load range of engine operating conditions, the intake passage is lengthened to improve fuel atomization through preheating.
The object of the present invention is to provide a multi-cylinder internal combustion engine in which the intake passage is widened and shortened in a high load range to improve responsiveness and charging efficiency.
上記目的を達成するため、本発明は、2個の二
連式気化器を有し、第1の気化器の1次側からの
長い吸気通路と第2の気化器の2次側からの短か
い吸気通路を第1の燃焼室の吸気ポートに連通
し、第1の気化器の2次側からの短かい吸気通路
と第2の気化器の1次側からの長い吸気通路を第
2の燃焼室の吸気ポートに連通し、上記長い吸気
通路のみに予熱すべく冷却水通路を付設するよう
に構成されている。
In order to achieve the above object, the present invention has two dual carburetors, a long intake passage from the primary side of the first carburetor and a short intake passage from the secondary side of the second carburetor. A short intake passage from the secondary side of the first carburetor and a long intake passage from the primary side of the second carburetor are connected to the intake port of the first combustion chamber. A cooling water passage is provided to communicate with the intake port of the combustion chamber and to preheat only the long intake passage.
以下、図面を参照して本発明の一実施例を具体
的に説明する。第1図と第2図は本発明を水平対
向型内燃機関に適用した例であり、エンジン本体
1の左右にシリンダヘツド2,2′が装着され、
これらのシリンダヘツド2,2′の燃焼室3,
3′に上方よりL字形に屈曲した吸気ポート4,
4′が連通すべく形成されて、ここに吸気弁5が
開閉すべく設けられる。またエンジン本体1の上
方には二連式気化器6,6′が2個設けられ、左
側の気化器6は右側の吸気ポート4′の真横で左
側シリンダヘツド2の近くに位置し、右側の気化
器6′は左側の吸気ポート4の真横で右側シリン
ダヘツド2′の近くに位置するように配置され
る。
Hereinafter, one embodiment of the present invention will be specifically described with reference to the drawings. 1 and 2 show an example in which the present invention is applied to a horizontally opposed internal combustion engine, in which cylinder heads 2, 2' are installed on the left and right sides of the engine body 1,
The combustion chamber 3 of these cylinder heads 2, 2'
3', an intake port 4 bent in an L-shape from above,
4' are formed to communicate with each other, and an intake valve 5 is provided here to open and close. Two double carburetors 6 and 6' are provided above the engine body 1, and the left carburetor 6 is located right next to the right intake port 4' and near the left cylinder head 2, and the right carburetor 6 is located near the left cylinder head 2, The carburetor 6' is located directly beside the left-hand intake port 4 and near the right-hand cylinder head 2'.
ところで気化器6は、1次胴7と2次胴8にそ
れぞれスロツトル弁9,10と加速ポンプノズル
11,12を有しており、この1次胴7が長い吸
気通路13により右側の吸気ポート4′に連通
し、2次胴8が短かい吸気通路14により左側の
近い吸気ポート4に連通し、これらの吸気通路1
3,14が気化器6のすぐ下でバイパス孔15に
より相互に連通するようになつている。また他方
の気化器6′も全く同様に構成され、更に同じよ
うに1次胴7′が長い吸気通路13′により左側の
吸気ポート4に連通し、2次胴8′が短かい吸気
通路14′により右側の吸気ポート4′に連通し、
かつ同様のバイパス孔を有する。こうして平行に
配置された2本の長い吸気通路13,13′は通
路径が細く、ここを流れる混合気の流速を上げて
霧化燃料の吸気通路壁への付着を防止するように
してあり、他の吸気通路14,14′はそれより
太くなつていて、充填効率の向上を図るようにし
てある。 By the way, the carburetor 6 has throttle valves 9, 10 and acceleration pump nozzles 11, 12 in the primary cylinder 7 and secondary cylinder 8, respectively, and the primary cylinder 7 is connected to the right intake port by a long intake passage 13. 4', and the secondary cylinder 8 communicates with the intake port 4 near the left side through a short intake passage 14, and these intake passages 1
3 and 14 communicate with each other through a bypass hole 15 immediately below the carburetor 6. Further, the other carburetor 6' is constructed in exactly the same manner, and in the same way, the primary cylinder 7' communicates with the left intake port 4 through a long intake passage 13', and the secondary cylinder 8' communicates with the left intake port 4 through a short intake passage 13'. ' communicates with the right intake port 4',
and has a similar bypass hole. The two long intake passages 13, 13' arranged in parallel in this way have a narrow passage diameter, and are designed to increase the flow velocity of the air-fuel mixture flowing therethrough and prevent the atomized fuel from adhering to the walls of the intake passage. The other intake passages 14, 14' are thicker to improve filling efficiency.
また更に、2本の吸気通路13,13′の間に
は、2個の気化器6,6′で吸気する場合の各吸
気通路13,13′におけるアンバランスを補正
するためのバイパス通路22が連通し、このバイ
パス通路22の途中にEGRバルブ16を備えた
EGR通路17が連通して、還流する排気ガスを
各気筒に均等に分配して供給するようになつてい
る。そして、近接して平行配置される2本の吸気
通路13,13′の下部に、第3図に詳記される
ように予熱用の冷却水通路18が付設されて、こ
の冷却水通路18の一方がシリンダヘツド2′の
冷却水通路19′に連通し、その他方がサーモス
タツト20、ホース21を経てラジエータ側に連
通している。 Furthermore, a bypass passage 22 is provided between the two intake passages 13, 13' for correcting the imbalance in each intake passage 13, 13' when air is taken in by the two carburetors 6, 6'. An EGR valve 16 is provided in the middle of this bypass passage 22.
The EGR passage 17 communicates with the exhaust gas to evenly distribute and supply the recirculating exhaust gas to each cylinder. A cooling water passage 18 for preheating is provided at the bottom of the two intake passages 13, 13' which are arranged in parallel in close proximity to each other, as shown in detail in FIG. One side communicates with the cooling water passage 19' of the cylinder head 2', and the other side communicates with the radiator via a thermostat 20 and a hose 21.
本発明はこのように構成されているから、エン
ジン運転時、常に温かい冷却水が冷却水通路18
を流れることで、2本の長い吸気通路13,1
3′が熱せられている。そこで無負荷および低負
荷時、気化器6,6′の1次側のスロツトル弁9
が開いて1次胴7,7′から混合気が供給される
場合には、その混合気の大部分が、長い吸気通路
13,13′を経てその通路壁に霧化燃料を付着
することなく高速で流れて吸気ポート4′,4に
導入され、かつ、燃焼室3′,3に供給される。
そして、このように吸気通路13,13′を流れ
る過程で、その下部の冷却水通路18における冷
却水により混合気が予熱される。また、このとき
2個の気化器6,6′で別個に供給されることに
よる吸気通路13,13′相互の混合気の圧力差
によるアンバランスが、バイパス通路22を経て
混合気が吸気通路13,13′の間を自由に入つ
たり来たりすることで補正され、吸気通路13,
13′の混合気の一部は、バイパス孔15を経て
短かい吸気通路14,14′に流入し、或る程度
の応答性を確保すべく迅速に反対側の吸気ポート
4,4′に導かれる。 Since the present invention is configured in this manner, warm cooling water is always supplied to the cooling water passage 18 during engine operation.
By flowing through the two long intake passages 13, 1
3' is heated. Therefore, when there is no load or low load, the throttle valve 9 on the primary side of the carburetor 6, 6'
When the air-fuel mixture is supplied from the primary cylinders 7, 7' with the opening of It flows at high speed, is introduced into the intake ports 4', 4, and is supplied to the combustion chambers 3', 3.
In the process of flowing through the intake passages 13, 13' in this manner, the air-fuel mixture is preheated by the cooling water in the cooling water passage 18 located below. In addition, at this time, an unbalance due to a pressure difference between the air-fuel mixtures between the intake passages 13 and 13' due to the air-fuel mixture being supplied separately by the two carburetors 6 and 6' causes the air-fuel mixture to flow through the bypass passage 22 into the intake passage 13. , 13'.
A part of the air-fuel mixture 13' flows into the short intake passages 14, 14' through the bypass hole 15, and is quickly introduced to the opposite intake ports 4, 4' to ensure a certain degree of responsiveness. It will be destroyed.
次いで中、高負荷時、気化器6,6′の1次お
よび2次側のスロツトル弁9,10が開いて1次
および2次胴7,7′および8,8′から混合気が
供給されると、1次胴7,7′からのものは上記
同様であり、2次胴8,8′からの混合気は、短
かい吸気通路14,14′により予熱されること
なく直ちに吸気ポート4,4′に導かれる。一方
このとき、EGRバルブ16が開くと、排気ガス
の一部がEGR通路17、バイパス通路22を経
て吸気通路13,13′に均一に流入し、ここで
混合気に混入して燃焼室側に供給される。 Then, at medium or high loads, the throttle valves 9, 10 on the primary and secondary sides of the carburetors 6, 6' open and the air-fuel mixture is supplied from the primary and secondary cylinders 7, 7' and 8, 8'. Then, the mixture from the primary cylinders 7, 7' is the same as above, and the air-fuel mixture from the secondary cylinders 8, 8' immediately flows to the intake port 4 without being preheated by the short intake passages 14, 14'. , 4'. On the other hand, when the EGR valve 16 opens at this time, part of the exhaust gas uniformly flows into the intake passages 13 and 13' via the EGR passage 17 and the bypass passage 22, where it mixes with the air-fuel mixture and flows into the combustion chamber. Supplied.
更に加速時の場合には、気化器6,6′の1次
と2次側の加速ポンプノズル11,12から燃料
が噴出し、2次側の加速ポンプノズル12からの
ものが短かい吸気通路14,14′で迅速に供給
される。また1次側の加速ポンプノズル11のみ
による中加速域では、吸気通路13,13′とバ
イパス孔15による吸気通路14,14′の両者
で混合気が供給されて、所定の応答性が確保され
る。 Furthermore, during acceleration, fuel is ejected from the primary and secondary accelerator pump nozzles 11 and 12 of the carburetors 6 and 6', and fuel is ejected from the secondary accelerator pump nozzle 12 through the short intake passage. 14, 14' are quickly supplied. In addition, in the medium acceleration range using only the primary acceleration pump nozzle 11, the air-fuel mixture is supplied through both the intake passages 13 and 13' and the intake passages 14 and 14' formed by the bypass hole 15, ensuring a predetermined response. Ru.
なお、水平対向型について説明したが、直列
型、V型内燃機関にも同様に適用できる。 Although the description has been made regarding a horizontally opposed type internal combustion engine, the present invention can be similarly applied to an in-line type or a V-type internal combustion engine.
このように本発明によると、低負荷時には、長
い吸気通路13,13′で混合気が予熱されるこ
とにより、燃料の霧化が向上して各気筒への分
配、燃焼効率が向上する。また、高負荷時には、
短かい吸気通路14,14′によつても混合気が
迅速に供給されるので応答性が良く、更に太くて
通路径が大きくかつ予熱のないことにより充填効
率が良くなつて、出力が向上する。各吸気通路の
径および長さは比較的自由に選ぶことができるの
で、各エンジンに最適な設定を行うことが可能に
なり、EGR系も簡単になる。更に吸気通路1
3,13′、14,14′および冷却水通路18等
を一体鋳造することで、コンパクトにまとめるこ
とができる。
As described above, according to the present invention, when the load is low, the air-fuel mixture is preheated in the long intake passages 13, 13', thereby improving fuel atomization and improving distribution to each cylinder and combustion efficiency. Also, at high loads,
Even with the short intake passages 14 and 14', the air-fuel mixture is quickly supplied, resulting in good responsiveness, and the large passage diameter and no preheating improve filling efficiency, resulting in increased output. . Since the diameter and length of each intake passage can be selected relatively freely, it is possible to make the optimal settings for each engine, and the EGR system is also simplified. Furthermore, intake passage 1
By integrally casting 3, 13', 14, 14', the cooling water passage 18, etc., it is possible to make it compact.
第1図は本発明による内燃機関の一実施例を示
す平面図、第2図は一部断面した正面図、第3図
は第2図の―断面図である。
1…エンジン本体、4,4′…吸気ポート、
6,6′…気化器、7,7′…1次胴、8,8′…
2次胴、13,13′…長い吸気通路、14,1
4′…短かい吸気通路、18…冷却水通路。
FIG. 1 is a plan view showing an embodiment of an internal combustion engine according to the present invention, FIG. 2 is a partially sectional front view, and FIG. 3 is a cross-sectional view taken from FIG. 2. 1... Engine body, 4, 4'... Intake port,
6, 6'... Carburizer, 7, 7'... Primary cylinder, 8, 8'...
Secondary cylinder, 13, 13'...Long intake passage, 14, 1
4'...Short intake passage, 18...Cooling water passage.
Claims (1)
1次側からの長い吸気通路と第2の気化器の2次
側からの短かい吸気通路を第1の燃焼室の吸気ポ
ートに連通し、第1の気化器の2次側からの短か
い吸気通路と第2の気化器の1次側からの長い吸
気通路を第2の燃焼室の吸気ポートに連通し、上
記長い吸気通路のみに予熱すべく冷却水通路を付
設したことを特徴とする多気筒内燃機関。1 Has two double carburetors, with a long intake passage from the primary side of the first carburetor and a short intake passage from the secondary side of the second carburetor connected to the first combustion chamber. The short intake passage from the secondary side of the first carburetor and the long intake passage from the primary side of the second carburetor are connected to the intake port of the second combustion chamber, and the above-mentioned A multi-cylinder internal combustion engine characterized by having a cooling water passage attached only to the long intake passage for preheating.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP1509580A JPS56113041A (en) | 1980-02-08 | 1980-02-08 | Multicylinder internal combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP1509580A JPS56113041A (en) | 1980-02-08 | 1980-02-08 | Multicylinder internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS56113041A JPS56113041A (en) | 1981-09-05 |
JPS6246698B2 true JPS6246698B2 (en) | 1987-10-03 |
Family
ID=11879274
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP1509580A Granted JPS56113041A (en) | 1980-02-08 | 1980-02-08 | Multicylinder internal combustion engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS56113041A (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6081458A (en) * | 1983-10-12 | 1985-05-09 | Yamaha Motor Co Ltd | Intake-air device in engine |
-
1980
- 1980-02-08 JP JP1509580A patent/JPS56113041A/en active Granted
Also Published As
Publication number | Publication date |
---|---|
JPS56113041A (en) | 1981-09-05 |
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