JPS6318129A - Intake air device of engine - Google Patents

Abstract

PURPOSE:To plan a compact intake air device by bending and extending the first and the second intake air passages provided at every cylinder in a circular arc on the same plane, and forcing the first intake air passages and second intake air passages to face each other respectively to form respective confluences. CONSTITUTION:In regard to a two cylinder rotary engine, the primary intake air passage 10 is connected to the primary port of each cylinder and also the secondary intake air passage 12 is connected to the secondary main port and the secondary auxiliary port, And, the first and the second passages 10, 12 are arranged on the same plane, being bent and extended in a circular arc. And also, the primary intake air passages themselves 10 10 are the secondary intake air passages themselves 12 12 are arranged to face each other respectively to form respective confluences and communicated mutually, further, the second intake air passages 12 are arranged more outside said circular arc then the first intake passages 10. Therefrom, effective pressure propagation is planned, and a compact intake air device can be obtained with good dynamic effect.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an improvement in an intake system for an engine that utilizes the dynamic effect of intake air to improve output.

(Prior Art) Conventionally, as an engine intake device, for example, Machima 1983-
As disclosed in Publication No. 70833, the intake passages of each cylinder of a two-cylinder rotary piston engine merge downstream of a throttle valve, and the passage between the intake ports of the mountain cylinders is formed by the merging part and the intake passage downstream thereof. The compression wave at the time of closing and the compression wave at the time of opening, which are generated in the intake passage when the intake port of one cylinder is closed and opened, are transmitted through the above-mentioned merging section to the other cylinder just before it is fully opened. It is known that supercharging is carried out by propagating to the intake port and reducing the dynamic effect due to interference between cylinders.

(Problems to be Solved by the Invention) By the way, as an intake system for an engine, each cylinder is provided with a low-load intake port and a high-load intake port, and the low-load intake port of each cylinder in the cylinder group is provided with a second intake port. The first intake passage is connected to the high-load intake port of each cylinder in the cylinder group, and the second intake passage is connected to the high-load intake port of each cylinder in the cylinder group, and the opening degree of each intake passage is changed according to the load to adjust the flow rate of fresh air supplied to each cylinder. A device in which the flow rate and flow rate are appropriately set is known.

In order to obtain the above-mentioned dynamic effects in such an intake system, the first intake passages and the second intake passages are merged with each other, and compression waves are propagated between the cylinders via these merged portions. It is conceivable to make it possible to do so.

However, in this case, the first intake passages and the second intake passages are merged separately, making the intake system complicated. Also, the amount of fresh air supplied from low-load intake ports 1 to 1 is smaller than the amount of fresh air supplied from high-load intake ports. However, the passage area is especially large. In other words, if the curved portion of the second intake passage having a large passage diameter is set to have a steep curvature, the intake resistance becomes large and a good dynamic effect cannot be obtained.

The present invention has been made with these points in mind, and its purpose is to make the intake device more compact and reduce intake resistance by appropriately arranging the first intake passage and the second intake passage. It's about trying.

(Means for Solving the Problems) In order to achieve the above object, the solving means of the present invention provides first intake passages connected to the low-load intake ports of each cylinder of the cylinder group and the high-load intake ports of each cylinder in the cylinder group. The object of the present invention is an intake system for an engine in which second intake passages connected to the first intake passage and having a larger passage area than the first intake passage are respectively merged so as to obtain a dynamic effect by pressure propagation between cylinder groups. After the first intake passage and the second intake passage are aligned in the same plane and curved into an arc, the first intake passage and the second intake passage are made to face each other and merge,
The second intake passage is arranged further outward of the circular arc than the first intake passage.

(Function) With the above configuration, the present invention provides the first intake passage and the second intake passage.
Since the intake passages are on the same plane, the height of the intake device can be suppressed, making it compact.

Further, since the first intake passages and the second intake passages face each other and merge, pressure propagation between the cylinder groups is performed smoothly and dynamic effects are favorably achieved.

Furthermore, since the second intake passage is disposed further outside the arc than the first intake passage, the curved portion of the second intake passage, which has a large passage area, becomes gentle, and the intake resistance of the intake device is reduced. (Become.

(Example) Embodiments of the present invention will be described below based on the drawings.

1 to 4 show an embodiment in which the present invention is applied to a two-cylinder rotary piston engine.

This engine includes an intermediate housing 1 disposed in the center, front and rear rotor housings 2a and 2b disposed on both sides of the intermediate housing 1 and having trochoidal inner peripheral surfaces, and each rotor housing 2a and 2b. Front and rear side housings 3a and 3b are arranged in front and behind the housings 2a and 2b, and these housings allow two air Ff! Jc,c
is formed. A polygonal rotor 4 is disposed in each cylinder C, and each rotor 4 is supported by an eccentric shaft 5, and as each rotor 4 makes a planetary rotation movement, a rotor 4 is placed inside each cylinder C. Each of the strokes of intake, compression, ffA generation, expansion, and exhaust can be performed in order in the three divided working chambers 6.6.6.

In addition, the above-mentioned intermediate housing 1 is equipped with the above-mentioned Aiki Li! in all operating ranges. A primary port (low-load intake port) 7.7 that supplies fresh air to the working chamber 6 of the IIC opens. Furthermore, each of the side housings 3a,
On the leading side in the rotor rotational direction from the primary port 7 of 3b, each cylinder C is connected only when the engine is under high load.
A secondary main port (high-load intake port) 8 that supplies fresh air to the working chamber 6 of the engine is opened, and on the leading side in the rotor rotational direction from each secondary main port 8, there is a A secondary auxiliary port 9 opens to supply fresh air to the working chamber 6 of each cylinder C at the same time.

Furthermore, each primary port 7 has a first intake passage 1.
0 are connected to each other, and the other ends (upstream ends) of the eight first intake passages 10 are arranged to face each other so as to obtain a dynamic effect due to pressure propagation between each cylinder, and are communicated by a first merging portion 11. has been done. In addition, each of the above secondary main ports 8
One end of a second intake passage 12 having a larger passage area than the first intake passage 10 is connected to the secondary auxiliary port 9, and the other end (upstream end) of each second intake passage 12 is connected to the secondary auxiliary port 9.
The cylinders are arranged to face each other so as to obtain a dynamic effect due to pressure propagation between the cylinders, and are communicated by a second merging section 13.

The first intake passage 10 and the second intake passage 12 have their upstream ends turned upward on the side of the engine housing, and then extend along a substantially horizontal plane P and curved into an arc shape. , the first intake passages and the second intake passages face each other to form a first merging portion 11 and a second merging portion 1.
3-groups have been merged.

Further, the second intake passage 12 is arranged further outward of the circular arc than the first intake passage 10.

Further, at one end of the second intake passage 12, there is a 171 connecting the second intake passage 12 to the secondary auxiliary port 9.
A diaphragm actuator 1 whose operation source is intake negative pressure is provided.
5, and the actuator 15 is υ controlled by a controller 16. The controller 16 is manually inputted with the opening degrees of the throttle valves 17a to 17c provided in each of the intake passages 10.12, the signal of the air 70-sensor 18, and the engine speed signal. While the valve 14 is opened at times, the valve 14 is closed at other operating ranges.

The first merging portion 11 and the second merging portion 13 are provided with a first control valve 1 which opens communication between the merging portions 11 and 13.
One and a second control well 20 are provided. The first control well and the second i and II III2O3 are each composed of a butterfly valve, and both control wells r19 and 20 have a common rotating shaft 27, and are diaphragm-type actuators whose operation source is intake negative pressure. 21 and are driven in conjunction with each other.

The actuator 21 is controlled by the controller 16,
While the first and second i1i+ control valves 19 and 20 are heard when the engine is running at high speeds and under high load, both control valves 19 and 20 are controlled to be closed in other operating ranges.

Further, as shown in FIG. 4, the first confluence section 11 and the second
The merging portion 13 is formed to have a passage area larger than that of the first intake passage 10 and the second intake passage 12, respectively, and the merging portion 11.13 is formed to have a passage area larger than that of the first intake passage 10 and the second intake passage 12. It is set offset from the

Furthermore, one end of the first upstream intake passage 22.22 is connected to the vicinity of both sides of one of the first control ports, respectively, and the (l!2 ends of the first upstream intake passage 22.22 are collected and connected to the air cleaner 23. In addition, the above No. 28.I+
One end of a second upstream intake passage 24.24 is connected to both sides of the well 20, and the second upstream intake passage 24.2
The other ends of 4 are gathered together to form the first upstream intake passage 22.22.
Similarly, it is connected to the air cleaner 23. and,
The downstream end of each upstream intake passage 22,24 is connected to each intake passage 10.
12, and its upstream end extends above the engine housing approximately in the direction in which the independent intake passage 10.12 extends, and then curves upward and reverses itself to face the air cleaner 23. In addition, 25 indicates each intake passage 10.1.
2 is an injector disposed at 2, and 26 is a spark plug disposed at each rotor housing 2a, 2b.

Therefore, in the above embodiment, when the engine rotates at low speed, the first and second suburban valves 19, 20 are closed, and the length of the passage between the primary ports of the mountain cylinder C9C is the same as that of the first intake passage 10 and the first intake passage 19, 20. The quality of the passage formed by the upstream intake passage 22 is improved, and the passage quality between the secondary and main ports of the mountain cylinder C0C is long, formed by the second intake passage 12 and the second upstream intake passage 24. Therefore, the dynamic effect of low frequency matching can be effectively suppressed.

On the other hand, at high engine speed and high load, the first and second controls w
JtF 19, 20 h<fit i”C1 Ryoyamaki c
, C (D The length of the passage between the primary port 1 and the first intake passage 10 and the first merging part 11 becomes short, and the passage quality between the secondary and main ports of the mountain cylinders c and c becomes the first. Since it is a short one formed by the two intake passages and the second merging section 13, it is possible to satisfactorily obtain the dynamic effect of high frequency that matches the engine speed.

Also, the first intake passage 10.10 and the second intake passage 12.
12 are arranged to face each other, and each merging section 11.1
3, pressure propagation between the cylinders occurs smoothly and dynamic effects can be effectively obtained.

Moreover, since the second intake passage 12 is disposed further outside the arc than the first intake passage 10, the curved portion of the second intake passage 12 becomes gentle, and the passage resistance is reduced.
Intake resistance of the intake device can be reduced.

Furthermore, the passage areas of the first merging part 11 and the second merging part '13 are formed larger than those of the first intake passage 10 and the second intake passage 12, respectively. , II
The intake resistance caused by the gA valves 19 and 20 can be reduced.

In addition, the first intake passage 10.10 and the second intake passage 1
2.12 are located in the same horizontal plane P, the intake system can be suppressed from bulging above the engine and can be made more compact.

Moreover, the first merging portion 11 and the second merging portion 13 are arranged in the direction in which the two merging portions 11.13 are separated from each other.
2, the distance between the first intake passage 10 and the second intake passage 12 can be made as narrow as possible, and the intake device can be made more compact.

(Effects of the Invention) As explained above, according to the engine intake system of the present invention, after the first intake passage and the second intake passage are extended in the same plane and curved in an arc shape, The first intake passages and the second intake passages are made to face each other and merge, and the second intake passage is placed further outside the arc than the first intake passage, so efficient pressure propagation is achieved and the dynamic effect is improved. It is possible to make the intake device compact and have low intake resistance while still achieving good results.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, and FIG. 1 is an overall general configuration diagram, FIG. 2 is a side view of the engine, FIG. 3 is a plan view of the engine, and FIG. 4 is a sectional view of a merging section. 7...Primary port, 8...Secondary main port, 9...Secondary auxiliary port, 10...
- first intake passage, 11... first merging section, 12... second intake passage, 13... second merging section, C... cylinder. S-and-!

Claims (1)

[Claims] (1) The first intake passages connected to the low-load intake ports of each cylinder in the cylinder group and the second intake passages connected to the high-load intake ports and having a larger passage area than the first intake passages are connected to the cylinders. An intake system for an engine in which the groups are merged to obtain a dynamic effect due to pressure propagation between the groups, wherein the first intake passage and the second intake passage extend along the same plane and curve in an arc shape. , the first intake passages and the second intake passages face each other and merge together,
An intake system for an engine, wherein the second intake passage is arranged further outward of the arc than the first intake passage.