JPS6323548Y2 - - Google Patents

Description

[Detailed description of the invention] [Field of industrial application] The present invention relates to a flow path control device for a helical intake port of an internal combustion engine, and in particular, the invention relates to a flow path control device for a helical intake port of an internal combustion engine. The present invention relates to an arrangement structure and a drive transmission structure of a diaphragm device.

[Prior Art] In order to improve the combustion characteristics of an internal combustion engine, as well as its fuel efficiency and output performance, as shown in Fig. 1,
A helical intake port 1 formed within the cylinder head is sometimes used as the intake port. Although the helical intake port 1 improves combustion performance by generating swirl within the combustion chamber, in high-speed, high-load ranges, the swirling flow creates flow resistance and reduces charging efficiency, so the bypass passage 2 is connected to the inside of the cylinder head. are arranged in parallel to prevent a decrease in filling efficiency. In this case, the bypass passage 2 is provided with a bypass valve 3, and the bypass passage 2 is opened and closed according to the operating conditions of the engine.

A bypass valve 3 is provided for each bypass passage 2 of the helical intake port 1 of each cylinder, and these valves are operated and controlled simultaneously by one diaphragm device 4 via a link 5. The link 5 extends in the longitudinal direction of the engine 6 in order to connect the bypass valves 3 of each cylinder, so that the diaphragm device 4 that drives the link 5 is connected to the engine 6.
attached to one longitudinal end of the In this case, the helical intake port 1 and bypass passage 2 are
Since the helical intake port 1 is formed in the cylinder head close to the combustion chamber in order to enhance the swirl effect, the diaphragm device 4 is necessarily formed in the cylinder head. It will be fixed at one end in the longitudinal direction. On the other hand, in a longitudinally mounted engine such as a front engine rear drive vehicle, there is not much space between the engine 6 and the dart board 7 at the front of the passenger compartment, so the diaphragm device 4 is placed on the rear side of the cylinder head of the engine 6. The installed flow path control device for the helical intake port makes it difficult to mount it on a vehicle. Furthermore, if the diaphragm device 4 is supported on the cylinder head, in addition to the problem of mountability, the diaphragm device 4 will be affected by combustion temperature and lubricating oil temperature, and there is a fear of heat damage.

In order to alleviate such problems, the diaphragm device should be placed on the side of the engine,
It is effective to support it with equipment other than the cylinder head. Japanese Unexamined Patent Publication No. 146015/1984 discloses a structure in which a diaphragm device is disposed on the side of the engine. In this publication, in an engine having two intake ports in each cylinder, a valve with a horizontally extending valve shaft is provided in one of the intake ports and in a passage in the intake manifold, and the valve shafts of all valves are connected to a single rod. The valve shaft is driven by a diaphragm device via a link. However, it does not disclose which device is used to direct the diaphragm device. Furthermore, no countermeasures against heat damage to the diaphragm device are disclosed.

[Problem that the invention attempts to solve] However, the conventional technology has the following problems.

(a) Since the valve is not located in the cylinder head in the above publication, it is impossible to apply the mechanism disclosed in the publication to the present invention which is intended for an engine in which a bypass valve is provided in the cylinder head. When a high-pass valve is provided within a cylinder head, the usual idea is to dispose and fix a diaphragm device at one longitudinal end of the cylinder head, as shown in FIG.

(b) When installing a diaphragm device at the rear end of the cylinder head, there are concerns about interference with the dash board as described above, as well as the effects of heat damage.

(c) In the above-mentioned publication, since the valve shaft extends horizontally, the valve shaft also passes through the port where the valve is not provided, creating intake flow resistance at that port, which is extremely undesirable in terms of output.

(d) To drive the rotation of a horizontally extending valve shaft as described in the above publication, it is necessary to extend the valve shaft to the side of the intake manifold and provide a link mechanism and a diaphragm device corresponding to that part. , since the diaphragm device needs to be quite large in order to provide the necessary responsiveness (see the above publication No. 1).
Although the diaphragm device is drawn very small in the figure, it is actually large as shown in the drawing of this invention, so the diaphragm device protrudes far beyond the extension line of both ends of the engine, and as a result, the overall length of the engine and the diaphragm device The sum of the lengths would greatly exceed the overall length of the engine, making it impossible to solve the problem of hitting the dart board.

The present invention improves the ease of mounting a flow path control device for a helical intake port in a vertically mounted engine such as a front engine rear drive vehicle in which a helical intake port and a bypass passage are formed in the cylinder head. to improve
The purpose is to reduce heat damage to the diaphragm device.

[Means for Solving the Problems] In order to achieve this object, a flow path control device for a helical intake port according to the present invention converts the intake port of each cylinder of a multi-cylinder internal combustion engine into a helical intake port. a bypass passage, a helical intake port and a bypass passage are formed in a cylinder head, and each bypass passage has a valve shaft extending in the vertical direction and penetrating the cylinder head portion of the upper wall of the bypass passage. The arm is attached to the upper end of the valve shaft of each bypass valve, and all the arms extend in the longitudinal direction of the engine.
The arm is attached to the upper end of the valve shaft of the bypass valve provided for the cylinder at the front end of the cylinder row, and is formed into an L-shaped arm. Then, one end of a second link extending in a direction substantially perpendicular to the first link and toward the intake manifold is connected to the leg of the L-shaped arm that is not connected to the first link. The other end of the link is connected to a diaphragm device for driving the opening/closing of the bypass valve, and the diaphragm device is disposed inside the extension line of both ends in the longitudinal direction of the engine, and is connected to a branch of the intake manifold on the front side in the longitudinal direction of the engine via a bracket. It consists of a flow path control device for a helical intake port, which is characterized by being supported by a helical intake port.

[Function] With this configuration, the diaphragm device, which was conventionally placed on the rear side of the engine, is placed on the side of the engine in such a way that the sum of the total length of the engine and the length of the diaphragm device falls within the total length of the engine. Therefore, a sufficient space is secured between the rear part of the engine and the dart board, making it easy to mount the engine and the flow path control device for the helical intake port on the vehicle. Additionally, since the diaphragm device is fixed to the intake manifold on the front side, heat damage to the diaphragm device can be prevented by keeping the intake manifold at a relatively low temperature and receiving wind from the vehicle cooling fan. .

[Embodiments] Hereinafter, preferred embodiments of the helical intake port flow path control device of the present invention will be described with reference to the drawings.

2 to 5 show an embodiment of the present invention. In the figure, 11 is a cylinder block, 12 is a piston that reciprocates within the cylinder block 11,
13 is a cylinder head fixed on the cylinder block 11, 14 is a combustion chamber, 15 is an intake valve, 16
is a helical intake port formed within the cylinder head 13.

As shown in FIG. 3, the helical intake port 16 consists of an inlet passage part 16a extending almost straight and a spiral part 16b connected to the downstream side thereof, and the ends of the inlet passage part 16a and the spiral part 16b are almost straight. They are connected by a bypass passage 17 extending to. A helical intake port 16 and a bypass passage are formed in the cylinder head 13. A bypass valve 18 is installed in the bypass passage 17,
The bypass passage 17 is opened and closed according to the operating conditions of the engine. The bypass valves 18 provided in the bypass passages 17 of each cylinder each consist of a valve body 18a and a shaft portion (valve shaft) 18b.
b extends in the vertical direction, passes through the cylinder head portion of the upper wall of the bypass passage 17, and extends upward. By connecting the arm 46 attached to the upper end of the shaft portion 18b of each bypass valve 18 with the first link 10, all the bypass valves 18 are linked to each other via the first link 10 so as to open and close simultaneously. The arm 46 attached to the upper end of the valve shaft 18b of the bypass valve 18 provided for the cylinder at the engine front side end of the cylinder row is L-shaped, and the first link of both legs of the arm 46 On the leg that is not pivoted to 18,
One end of a second link 19 extending substantially perpendicular to the first link 18 is pivotally connected, and the other end of the second link 19 is connected to a diaphragm device 20 disposed on the side of the engine. By doing so, the bypass valve 18 provided corresponding to the cylinder at the front end is driven by the diaphragm device 20 via the second link 19 different from the first link 10.

FIG. 4 shows the structure of the diaphragm device 20 side. The diaphragm device 20 has a negative pressure chamber 22 defined by a diaphragm device 21, which can be switched via a negative pressure control device 23 to an intake manifold 24 downstream of the throttle valve or to the atmosphere. will be communicated to. The negative pressure control device 23 is
It has a negative pressure port 25 connected to the intake manifold 24 and an atmospheric port 26 connected to the atmosphere,
They are opened and closed by valve bodies 27 and 28, respectively. The valve body 28 on the atmospheric port 26 side is supported by a diaphragm 29, and a negative pressure chamber 30 is provided on one side of the diaphragm 29. It communicates with the port 32 and the negative pressure port 33 on the secondary side. In addition,
34, 35 and 36 are negative pressure conduits, and 37 and 38 are a primary throttle valve and a secondary throttle valve, respectively. These devices or parts are
The bypass valves 18 are connected to each other so that the bypass valve 18 closes the bypass passage 17 when the engine is in a low speed and low load area, and opens the bypass passage 17 when the engine is in a high speed and high load area.

The diaphragm device 20 is fixed via a bracket 40 to the front branch of an intake manifold 39 attached to the side of the cylinder head 13, as shown in FIGS. 2 and 4. That is, the intake manifold 39 is provided with a bracket mounting screw hole 41, and a screw 42 is inserted into the hole 41.
A bracket 40 is fixed by screwing in, and the diaphragm device 20 is fixed to this bracket 40. Therefore, the diaphragm device 20, which was attached to the longitudinal rear side of the engine 6 in FIG. 1, is now located on the side of the engine 6 and on the front side of the intake manifold.

A second link 19 connecting the diaphragm device 20 and a bypass valve 18 provided corresponding to a cylinder at the front end of the cylinder row is connected to a rod 4 that projects from the diaphragm device 20 via a ball joint 43.
It is pivotally connected to 4. Further, a sealing material 45 made of bellows-type rubber or the like is provided at the portion of the second link 19 that passes through the cylinder head 13, and allows relative displacement of the second link 19 with respect to the cylinder head 13 to prevent oil leakage at the portion that passes through the cylinder head 13. Prevents leakage.

The second link 19 is an L-shaped arm 46 that is attached to the upper end of the shaft portion 18b of the bypass valve 18 so as to be non-rotatable relative to the shaft portion 18b.
The arm 46 is pivotally connected to the arm 46 so as to be rotatable relative to the arm 46. That is, as shown in FIG. 5, a ball joint 47 is suspended from one end of the L-shaped arm 46, and when this ball joint 47 is fitted into a hole formed in the second link 19, They are rotatably connected by being prevented from coming off by a clip 48. Another ball joint 49 is installed at the other end of the L-shaped arm 46, and the link 10 is rotatably connected to this ball joint 49.
This prevents it from coming off. Therefore, the second link 19 drives the bypass valve 18 at the end of the cylinder row from the side of the engine, and this drive is transmitted to each of the remaining bypass valves 18 by the first link 10.

Next, the operation of the above device will be explained. First, regarding the installation of the vertically mounted engine and the flow path control device for the helical intake port into the vehicle, since the diaphragm device 20 is disposed on the side of the vertically mounted engine and separated from the cylinder head,
Compared to the case where the cylinder head is directly attached to the rear side of the engine as shown in FIG. 1, a larger space can be provided between the engine and the dash board 7, and installation into the vehicle is much easier. Also,
The diaphragm device 20 is supported on the relatively low-temperature intake manifold via the bracket 40, and the diaphragm device 20 receives the wind from the cooling fan by being supported on the engine front end branch of the intake manifold 24. ,
Heat damage to the diaphragm device 20 is prevented.

Even when the diaphragm device 20 is disposed on the side of the engine in this way, each bypass valve 18 smoothly performs a predetermined opening/closing operation by the operation transmission through the links 19 and 10, as described below. That is, first, when the engine is running at low speed and under low load, the bench lily negative pressure is small, and the negative pressure control device 23 closes the atmospheric port 26.
is closed, and the high negative pressure of the intake manifold 24 is guided to the negative pressure chamber 22 of the diaphragm device 20 to pull the second link 19, and the bypass valve 18 connected to the second link 19 is set to the valve closing side. At the same time, the other bypass valves 18 are also rotated to the closing side by the first link 10, so that all the bypass passages 1 are closed.
7 is closed and the intake air flows only through the helical intake port 16 to generate a strong swirling flow, and the swirl in the combustion chamber 14 of each cylinder improves the combustion chamber. Further, when the engine is at high speed and under high load, the negative pressure control device 23 opens the atmospheric port 26, opens the negative pressure chamber 22 of the diaphragm device 20 to the atmosphere, pushes the second link 19, and presses the second link 19. One bypass valve 18 connected to the bypass valve 18 is rotated to the opening side, and the remaining bypass valves 18 are also rotated to the opening side via the first link 10 to open the bypass passage 17, and the bypass passage 17 is opened. 17 as well to increase charging efficiency and prevent a drop in output.

[Effect of the invention] As described above, when using the flow path control device for a helical intake port of a vertically installed engine in which a helical intake port and a bypass passage are formed in the cylinder of the present invention, it is possible to A bypass valve having an extending valve shaft is interlocked by a first link extending in the longitudinal direction of the engine, and a diaphragm device that functions as an actuator for opening and closing the bypass valve is provided on the intake manifold side attached to the side of the engine. An L-shaped arm attached to the upper end of the valve shaft of a bypass valve provided for the cylinder at the front end of the cylinder is connected to the diaphragm device via a second link extending substantially perpendicular to the first link. The bypass valves of the cylinders are opened and closed by a diaphragm device from the side of the engine via a second link, and the full bypass valve is opened and closed via the first link in conjunction with the opening and closing of the bypass valve of the front-end cylinder. Therefore, the second link can be extended close to the valve axis of the bypass valve of the front-end cylinder, and this allows the diaphragm device to be moved largely toward the center in the longitudinal direction of the engine, thereby improving the connection between the longitudinally mounted engine and the dart board. This provides the effect that a sufficient space can be secured between the engine and the helical intake port, thereby improving the mountability of the engine and the flow path control device for the helical intake port on the vehicle. Furthermore, since the diaphragm device is supported by the branch of the intake manifold on the engine front side, heat damage to the diaphragm device can be reduced.

[Brief explanation of the drawing]

Fig. 1 is a plan view showing the positional relationship between the diaphragm device, the engine, and the dart board according to a generally considered arrangement, and Fig. 2 is a cross section of a flow path control device for a helical intake port according to an embodiment of the present invention. 3 is a plan view of the intake port showing the helical intake port and bypass passage taken out from the device shown in FIG. 2, and FIG. 4 is a plan view of the device shown in FIG. 2 also showing the control system. , FIG. 5 is a perspective view showing a part of the vicinity of the bypass valve in cross section. 7... Dash board, 10... First link, 13... Cylinder head, 16... Helical intake port, 17... Bypass passage, 18...
Bypass valve, 19...Second link, 20...
...Diaphragm device, 39...Intake manifold,
40...Bracket, 46...Arm.

Claims (1)

[Scope of utility model registration request] The intake port of each cylinder of a multi-cylinder internal combustion engine is composed of a helical intake port and a bypass passage, and the helical intake port and bypass passage are formed in the cylinder head, and each bypass passage is provided with a helical intake port and a bypass passage. A bypass valve is provided having a valve shaft that extends and passes through the cylinder head portion of the upper wall of the bypass passage, an arm is attached to the upper end of the valve shaft of each bypass valve, and all arms are connected by a first link extending in the longitudinal direction of the engine. By doing this, the opening and closing of all the bypass valves are linked, and the arm attached to the upper end of the valve shaft of the bypass valve provided for the cylinder at the front end of the cylinder row is formed into an L-shaped arm, and the L-shaped One end of a second link extending in a direction substantially perpendicular to the first link and toward the intake manifold is connected to the leg that is not connected to the first link among both legs of the arm, and the other end of the second link is connected to the leg that is not connected to the first link. It is connected to a diaphragm device for driving the opening and closing of the bypass valve, and the diaphragm device is disposed inside the extension line of both ends in the longitudinal direction of the engine, and is supported via a bracket on a branch of the intake manifold on the front side in the longitudinal direction of the engine. A flow path control device for helical intake ports.