KR100306711B1 - Intake system of internal combustion engine - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake system of an internal combustion engine engine, and includes an ultra-thin combustion system that improves fuel consumption by increasing an air / fuel mixing ratio and an intake of a gasoline engine in which the air / fuel mixing ratio is applicable to a general engine. The purpose is to provide a system. The present invention, which is configured for this purpose, is formed of a tumble port that induces intake air in the combustion chamber into tumble flow and a swirl pot that induces intake air into the combustion chamber into swirl flow, but at the same time, the angle between the tumble port and the swirl pot is different. Intake port with different cross-sectional area, tumble port side intake manifold and swirl port side intake manifold in relation to each tumble port and swirl port, are connected to the intake port, and the length of the tumble port side intake manifold And an intake control valve for controlling the flow of intake air flowing into the combustion chamber by opening and closing the intake manifold formed shorter than the swirl pot side intake manifold. The effect of the present invention by such a configuration can be applied to the ultra-thin combustion system to improve the fuel consumption rate by increasing the mixing ratio of air and fuel through the flow control of the intake air flowing into the combustion chamber.

Description

Intake system of internal combustion engine

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake system of an internal combustion engine engine, and in particular, a gasoline engine that can be applied to an ultra-thin combustion system for improving fuel consumption by increasing the mixing ratio of air and fuel through controlling the flow of intake air flowing into the combustion chamber. Of the intake system.

In general, our goal for all engines, not just gasoline engines, is to achieve the greatest output at the same displacement, while at the lowest cost. In other words, get the maximum effect with the least cost. One thing to add to this is that it must be environmentally compatible.

Automotive internal combustion engines using gasoline as a fuel can be classified into two types of injection in the intake port and a direct injection in the cylinder according to the location where the fuel is injected.In the case of the injection in the intake port, fuel efficiency is improved. Lean burn engines (Lean Burn engines) have also been developed.

Intake port injection gasoline engine is equipped with a fuel injector in the intake pipe or cylinder head to inject the fuel into the intake port. The injected fuel is generally introduced into the combustion chamber during the intake stroke, and the fuel and air in the combustion chamber are uniform during ignition. The mixer is in a state. The intake port of the intake port injection type gasoline engine requires a design in consideration of the intake flow rate of the mixer, tumble flow (rotational flow in the vertical direction), swirl flow (rotational flow in the horizontal direction), and the like.

On the other hand, the lean burn intake port injection gasoline engine is similar to the general intake port injection gasoline engine, but the distribution of the mixer is enhanced by enhancing the characteristics such as swirl and tumble of the intake flow to secure combustion stability at a lean air-fuel ratio. Or induce stratification. These engines are divided into a combustion control mode into an area where lean combustion is applied (fuel mode) and an area where general combustion is applied (output mode), and the fuel injection method and injection timing in each combustion mode are the same.

In addition, the direct injection gasoline engine has recently been developed with the development of high pressure injector technology and the necessity of improving fuel efficiency. Such a direct injection engine has a combustion system capable of ultra-thin operation of about 40: 1 in partial load operation. It is applied to bring a dramatic improvement in fuel economy. The configuration is such that a fuel injector driven at high pressure is mounted to the cylinder head, and fuel is injected directly into the combustion chamber.

The combustion mode of the direct injection gasoline engine is divided into the fuel efficiency mode, which is an ultra-lean fuel economy operation section, and the output mode, which is a general operation section, and each mode is classified by the fuel injection timing and the flow phenomenon of the mixer. The fuel economy mode enables ultra-thin combustion through stratification of the mixer (making the mixer thicker around the ignition plug) and the injection timing of the fuel takes place during the compression stroke to maximize the effect of the stratification of the mixer. In the case of the output mode, the same as the intake port injection method except for direct injection of fuel, injection is performed during the intake stroke and a uniform mixer is used.

On the other hand, the direct injection gasoline engine uses an upright reverse tumble intake port, a helical swirl pot with an intake control valve, and a piston upper design suitable for each intake port shape for proper stratification of the mixer and control of fuel injection timing. Control the flow of the mixer in the combustion chamber.

As described above, in order to enable lean burn in a gasoline engine, a mixer around the spark plug is thickened in the combustion chamber of the engine, and a mixer far from the spark plug is thinned. This requires the design of an intake system that induces strong swirl flow in the combustion chamber.

1 is a plan view schematically showing a general intake port, Figure 2 is a side view schematically showing a general intake port.

1 and 2 are described in the technical paper SAE (Society Of Automotive Engineers) 850046, as shown in the drawing, the intake port 10 has a combustibility according to the use of a spiral port and a swirl control valve 20. In order to improve the fuel efficiency and reduce the fuel consumption rate by improving the flow volume of the piston due to the lowering of the piston during improvement and intake, the spiral intake port 10 guides the flow of incoming air to the spiral curved surface and flows into the combustion chamber. It is designed to create a swirl flow by minimizing collision with the cylinder wall.

On the other hand, the intake control valve 20 is for forming a swirl flow in the four-valve engine to open and close the tumble port 12 of the spiral intake port 10 consisting of the tumble port 12 and the swirl port 12a It is.

That is, when the tumble port 12 is opened, the intake air flowing into the tumble port 12 and the swirl pot 12a is simultaneously introduced to allow the tumble flow to be formed in the combustion chamber, and the swirl pot 12 when the tumble port 12 is closed. Only air (12a) is introduced to cause swirl flow to occur inside the combustion chamber.

Thus, by opening and closing the tumble port 12 through the intake control valve 20, it is possible to switch to the output mode and combustion mode of the gasoline engine in accordance with the operating conditions.

This type of spiral intake port 20 forms a strong swirl flow in the combustion chamber, thereby improving combustion conditions and increasing the efficiency of the engine as well as reducing HC (unburned hydrocarbon) in the exhaust gas.

Figure 3 is a longitudinal sectional view showing another example of a conventional intake manifold and intake port.

FIG. 3 shows the structure of the intake manifold 30 in which the intake control valve 40 is formed in a plate shape to adjust the amount of air introduced into the combustion chamber through left and right openings as described in US Patent 5704328. .

The intake manifold 30 is designed for an optimized output torque according to the speed of the engine. The intake manifold 30 senses state data on the operating state of the engine and passes or passes the air to the short tumble port 32. It is designed not to.

The intake manifold 30 of this type increases the output torque by increasing the intake stroke volume due to the inertia effect when the engine is operated at a high speed, and in the case of a low speed low load, the long swirl pot 32a. Air inflow to prevent output torque from dropping.

However, while the helical intake port shape as shown in Figs. 1 and 2 is effective at low speeds and below heavy loads, the helical curved surface causes a flow resistance at maximum output.

In addition, the angle between the direction of movement of the piston and the intake port is small, causing a problem of flow resistance.

On the other hand, the intake port of the type as shown in Figure 3 is to increase or decrease the length of the manifold according to the low speed and high speed of the engine to change the intake flow, but the specific scheme or manifold for the swirl flow of air flowing into the combustion chamber Cross-sectional effects of the fold and the like are not described.

The present invention was devised to solve the above-described problems, and is an ultra-thin combustion system that improves fuel consumption by increasing the ratio of air / fuel and an intake system of a gasoline engine in which the ratio of air / fuel can be applied to a general engine. The purpose is to provide.

It is also an object of the present invention to improve the output at low speed and high speed of the intake system, and to achieve the maximum effect with the minimum production line change in the current mass production vehicle.

1 is a plan view schematically showing a conventional intake port.

Figure 2 is a side view schematically showing a conventional intake port.

Figure 3 is a longitudinal sectional view showing another example of a conventional intake manifold and intake port.

4 is a front view showing an intake manifold and an intake port according to the present invention.

5 is a side view showing an intake manifold and an intake port according to the present invention.

Figure 6 is a plan view showing the arrangement of the intake port according to the present invention.

Figure 7 is a plan view showing a second embodiment of the intake port arrangement according to the present invention.

8 is a plan view showing a third embodiment of the intake port arrangement according to the present invention;

9 is a plan view showing a fourth embodiment of an intake port arrangement according to the present invention;

10 is a front view showing another intake manifold and intake port according to the present invention.

11 is a side view showing an intake manifold and an intake port according to FIG. 10.

12 is a plan view showing the arrangement of the intake port according to FIG. 10;

FIG. 13 is a plan view showing a second embodiment of the intake port arrangement according to FIG. 12; FIG.

FIG. 14 is a plan view showing a third embodiment of the intake port arrangement according to FIG. 12; FIG.

FIG. 15 is a plan view showing a fourth embodiment of the intake port arrangement according to FIG. 12; FIG.

** Description of symbols for the main parts of the drawing **

100, 200, 300, 400. Cylinder head

110, 210, 220, 230, 310, 410, 420, 430.Intake port

112, 212, 222, 232, 312, 412, 422, 432.

112a, 212a, 222a, 232a, 312a, 412a, 422a, 432a. Swirlport

120, 320. Intake manifold

122, 322. Tumble port side intake manifold

122a, 322a. Swirl Pot Side Intake Manifold

124. Plenum Chamber

130, 330. Intake control valve

Features of the present invention configured to achieve the above object is an intake port and an intake port consisting of a tumble port for inducing intake air flowing into the combustion chamber of the engine to the tumble flow and a swirl port for intake air entering the combustion chamber to the swirl flow In the intake system of an internal combustion engine engine having an intake manifold connected to the air intake port and connected to the intake port, the intake manifold is a tumble port side intake manifold and swirl in relation to each of the tumble port and the swirl port of the intake port. It is formed independently of the port side intake manifold, and the intake port is composed of a tumble port that induces intake air flowing into the combustion chamber into tumble flow and a swirl port that induces intake air into the combustion chamber into swirl flow. Is formed differently while the cross-sectional area of the swirl pot is smaller than the tumble pot The intake manifold connected to the intake port is composed of a tumble port side intake manifold and a swirl port side intake manifold in relation to each tumble port and swirl port, but the length of the tumble port side intake manifold is larger than the length of the swirl port side intake manifold. While being formed short, the cross-sectional area of the swirl port side intake manifold is smaller than that of the tumble port side intake manifold, and is provided with a swirl control valve for controlling the flow of intake air flowing into the combustion chamber by opening and closing the tumble port side intake manifold.

The pressure drops of the tumble port side intake manifold and the swirl pot side intake manifold are designed equally.

In the above-described configuration, in order to induce strong swirl flow, it is preferable to form a cross section of the swirl pot smaller than the tumble pot.

Hereinafter, an intake system of an internal combustion engine according to a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

4 is a front view showing an intake manifold and an intake port according to the present invention, FIG. 5 is a side view showing an intake manifold and an intake port according to the present invention, and FIG. 6 is a plan view showing an arrangement of the intake port according to the present invention. .

The intake system of an internal combustion engine according to the present invention is a technology applied to an engine having two intake valves in one cylinder, and the present invention is a pair of two cylinder heads 100 as shown in FIGS. 4 to 6. The intake port 110 is formed, the intake manifold 120 and the intake control valve 130 connected to each intake port 110.

The intake port 110 of the above-described configuration is for supplying the outside air to the combustion chamber (not shown) of the engine as described above, the intake port 110 is a pair of two in one cylinder (not shown) It is composed.

The intake port 110 leads to the tumble port 112 and the intake air flowing into the combustion chamber into the swirl flow at the connection between the intake manifold 120 and the cylinder head 100. It is divided and formed into the swirl pot 112a, and is comprised by the pair of the tumble pot 112 and the swirl pot 112a.

Therefore, in the four-cylinder engine, the intake port 110 has four modifications, one set for each cylinder. That is, four tumble pots 112 and one swirl pot 112a are formed in the cylinder head 100, and one tumble pot 112 and one swirl pot 112a are formed in each cylinder.

The formation angles of the tumble port 112 and the swirl pot 112a of the intake port 110 configured as described above are different. That is, among the intake ports 110 formed on the cylinder head 100, the tumble port 112 is formed on the same horizontal line as the upper side of the cylinder head 100, as shown in FIG. 6, and the swirl port 112a is a cylinder. The lower side of the head 100 is formed on the same horizontal line. At this time, the angle formed by the pair of tumble ports 112 and the swirl pot 112a is inclined toward the vertical center of the cylinder head 100 at an oblique direction and at an angle in the inverse direction in the right direction.

The arrangement of the tumble port 112 and the swirl pot 112a of the intake port 110 will be described in more detail. As shown in FIG. 6, the swirl pot 112a, the tumble port 112, and the swirl pot are from left to right. And a tumble pot 112, a tumble pot 112, a swirl pot 112a, a tumble pot 112, and finally a swirl pot 112a.

As described above, the formation angles of the tumble pot 112 and the swirl pot 112a are made different, and the cross-sectional areas of the tumble pot 112 and the swirl pot 112a are also different from each other. The cross section is formed smaller than the cross section of the tumble port 112. This is to induce a strong swirl flow by increasing the flow rate of the intake air in the swirl pot 112a.

On the other hand, the intake manifold 120 connected to the intake port 110 to supply the outside air to the intake port 110 has a plenum chamber which is an inlet of the intake air in relation to each tumble port 112 and the swirl pot 112a. Separated from 124, a tumble port side intake manifold 122 and a swirl pot side intake manifold 122a are formed.

Therefore, in the four-cylinder engine, four intake ports 110 of four modifications are formed as tumble ports 112 and swirl pots 112a, respectively, so that the intake manifold 120 also has a tumble port associated with the tumble port 112. Four side intake manifolds 122 and four swirl pot side intake manifolds 112a related to the swirl pot 112a are made up of eight.

The intake manifold 120 having such a configuration is formed such that the cross-sectional area of the swirl port side intake manifold 122a is smaller than the cross-sectional area of the tumble port side intake manifold 122. This is to induce strong swirl flow of intake air flowing into the combustion chamber.

In addition, the length of the tumble port side intake manifold 122 is shorter than that of the swirl pot side intake manifold 122a.

Among the configuration of the intake system described above, the intake control valve 130 for controlling the flow of intake air flowing into the intake manifold 120 is designed to be linearly controlled so as to freely adjust the angle of opening and closing the valve 130. .

The intake system including the intake control valve 130 is to enable the operation of the engine to be switched to the fuel consumption mode (ultra lean fuel economy operation section) and the output mode (general operation section to which normal combustion is applied).

When the engine is operated in the fuel consumption mode, the intake control valve 130 installed in the tumble port side intake manifold 122 is in a closed state, whereby external air flows only into the swirl port side intake manifold 122a to allow the inside of the combustion chamber. Swirl flow is generated in the horizontal flow. On the other hand, when the engine is operated in the output mode, the intake control valve 130 installed in the tumble port side intake manifold 122 is in an open state, whereby external air is supplied through the two intake manifolds 122 and 122a. Tumble flow (rotational flow in the vertical direction) is generated inside the combustion chamber.

When the direct injection gasoline engine to which the intake system configured as described above is operated in the fuel consumption mode under the operating condition of the partial load, the intake control valve 130 is closed and the flow of external air introduced into the combustion chamber is swirl flow. In this case, since it occurs along with the tumble flow according to the characteristics of the intake port 110 shape, it finally has the form of inclined swirl flow. At this time, the opening and closing degree of the intake control valve 130 is adjusted according to the required swirl strength according to the operating conditions.

On the other hand, when the direct injection gasoline engine operates in the output mode under full load or close to full load, which is an engine operating area requiring high power, the intake control valve 130 is fully opened, and thus the tumble port side The maximum outside air flows into the combustion chamber through the swirl pot side intake manifolds 122 and 122a to maintain high volumetric efficiency.

As described above, the present invention enables the operation in the output mode or the fuel efficiency mode by opening and closing the intake port, the intake manifold structure, and the intake control valve, and super-thinning through the flow control of the intake in the combustion chamber under the operating conditions of the partial load The air-fuel ratio driving area can be secured.

7 is a plan view showing a second embodiment of the intake port arrangement according to the present invention, FIG. 8 is a plan view showing a third embodiment of the intake port arrangement according to the present invention, and FIG. 9 is a first view of the intake port arrangement according to the present invention. 4 is a plan view showing an embodiment.

As shown in FIG. 7, in the arrangement of the intake ports 210, the tumble port 212 is formed on the same horizontal surface as the upper portion of the cylinder head 200, and the swirl port 212a is formed on the same horizontal surface as the lower portion of the cylinder head 200. Swivel pot 212a, tumble pot 212, swirl pot 212a, swirl pot 212a, tumble pot 212, and the like from the tumble port 212 at the upper left of the cylinder head 200 in the formed state. Swivel pot 212a and finally an array of tumble pots 212.

That is, when a line is drawn to the right from the tumble port 212 on the upper left side, it is connected to the downward twisted line, upward diagonal line, downward twisted line, horizontal line, upward diagonal line, downward twisted line and upward diagonal line.

In addition, in the arrangement of the intake ports 220, as shown in FIG. 8, the tumble port 222 is formed on the upper same horizontal plane of the cylinder head 200, and the swirl pot 222a is formed on the lower same horizontal plane of the cylinder head 200. Tumble port 222, swirl pot 222a, tumble pot 222, swirl pot 222a, tumble pot 222 from the left lower swirl pot 222a of the cylinder head 200 in a state where ), The swirl pot 222a and finally the tumble pot 222. This arrangement is repeated in the direction of the oblique line and the inverse line.

As shown in FIG. 9, the tumble port 232 is formed on the upper horizontal surface of the cylinder head 200, and the tumble port 232 is formed on the lower horizontal surface of the cylinder head 200, as described above. Swivel pot 232a, tumble pot 232, swirl pot 232a, tumble pot 232, from the tumble port 232 on the upper left side of the cylinder head 200 in the state where the swirl pot 232a is formed, The swirl pot 232a, the tumble pot 232, and finally the swirl pot 232a may be arranged. This arrangement is a repetition of the inverse direction and the oblique line.

The tumble ports 212, 222, and 232 and the swirl ports 212a, 222a, and 232a of the intake ports 210, 220, and 230 arranged in this manner are each formed on the same horizontal plane, but are not formed on the same vertical line. Do not. That is, the pair of tumble pots 212, 222, and 232 and the swirl pots 212a, 222a, and 232a are always formed at different angles.

10 is a front view showing another intake manifold and intake port according to the present invention, FIG. 11 is a side view showing the intake manifold and intake port according to FIG. 10, FIG. 12 is a plan view showing the arrangement of the intake port according to FIG. to be.

10 to 12 show another configuration of the intake system according to the present invention, which is formed in the cylinder head 300 in the tumble port 312 and the combustion chamber which induces the intake air flowing into the combustion chamber into the tumble flow. An intake port 310 formed with a swirl pot 312a for inducing intake air into the swirl flow, and having different angles between the tumble port 312 and the swirl pot 312a, respectively, the tumble port 312 and the swirl. The tumble port side intake manifold 322 and the swirl port side intake manifold 322a are connected to the intake port 310 with respect to the port 312a, but the length of the tumble port intake manifold 322 is swirled. An intake manifold 320 shorter than the length of the port side intake manifold 322a and an intake control valve 330 for opening and closing the tumble port side intake manifold 322 to control the flow of intake air flowing into the combustion chamber. .

Hereinafter, description of the intake system including the intake port 310, the intake manifold 320, and the intake control valve 330 is as described with reference to FIGS. 4 to 6, but the tumble port 312 and the swirl pot 312a are described. ) Cross-sectional area of the intake manifold 320 and the tumble port side intake manifold 322 and the swirl port side intake manifold 322a of the intake manifold 320 configured in relation to the intake port 310 are also the same. The only difference is that it is formed.

On the other hand, the arrangement of the tumble port 312 and the swirl pot 312a of the intake port 310 is the same as the arrangement of FIG.

FIG. 13 is a plan view showing a second embodiment of the intake port arrangement according to FIG. 12, FIG. 14 is a plan view showing a third embodiment of the intake port arrangement according to FIG. 12, and FIG. 15 is a first view of the intake port arrangement according to FIG. 4 is a plan view showing an embodiment.

As shown in FIG. 13, the arrangement of the tumble port 412 and the swirl pot 412a of the intake port 410 formed in the cylinder head 400 is the same as the arrangement described with reference to FIG. 7, and the intake port illustrated in FIG. 14 ( The arrangement of the tumble port 422 and the swirl pot 422a of the 420 is the same as the arrangement described with reference to FIG. 8, and the arrangement of the tumble port 432 and the swirl pot 432a of the intake port 430 shown in FIG. 15. Has an arrangement as described in FIG.

Reference numeral 324 denotes a plenum chamber into which outside air is introduced.

Associations and differences between the present invention described above and the conventionally introduced technologies are as follows.

First, both the Toyota product described in the technical paper SAE (Society Of Automotive Engineers) 850046 and the present invention induce strong swirl flow, and the intake control valve is adopted to reduce fuel consumption and improve fuel efficiency. There is this. However, while Toyota's technology has a structure in which an intake control valve is provided at the intake port, the present invention provides a strong swirl flow from the intake manifold before the intake port by installing an intake control valve at the intake manifold. You can see the difference. This is caused by the difference between the cross-sectional area of the connection portion between the intake port and the intake manifold and the inlet installation angle of the intake port because the intake port is formed of the swirl port and the tumble port.

Both the technique of US Pat. No. 5704328 and the technique of the present invention are related to the design of high power engines at high speed and low speed by shortening the intake manifold at high speed and the intake manifold at low speed. However, the technique of US Pat. No. 5704328 differs from the present invention in that the shape of the intake manifold before the intake port is different from that of the present invention, and that the shape of the intake manifold is independent and the cross-sectional area of the two passages introduced into one combustion chamber is different and connected to the intake port. There is a difference in position of the parts.

The present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea of the present invention.

As described above, according to the present invention, the air flowing into the intake manifold inlet by varying the formation angle of the tumble port and the swirl pot and configuring the cross section differently is only a swirl pot having a smaller cross-sectional area than the tumble port at low speed and low load. Inflow can lead to strong swirl flow as well as effective combustion.

In addition, there is an effect that the air can be introduced into the tumble port having a large cross-sectional area and the swirl pot having a small cross-sectional area at the same time so as to burn a larger amount of fuel than the low speed low load at a high speed high load.

Another effect is that the length of the intake manifold is different from each other in consideration of the inertia effect, so that the optimum operating conditions can be maintained even at a low speed low load or a high speed high load.

In addition, by installing and opening the intake control valve at the independent intake port, the intake manifold and one intake manifold, it is possible to generate the tumble flow and the inclined swirl flow of the air flowing into the combustion chamber to secure the operation conditions of the output mode and the fuel consumption mode. Can be.

Claims (2)

An intake port consisting of a tumble port that leads intake air into the combustion chamber of the engine to the tumble flow and a swirl port that guides the intake air introduced into the combustion chamber into the swirl flow and an intake air connected to the intake port to guide the outside air to the intake port In the intake system of an internal combustion engine provided with a manifold, The intake manifold is formed independently of the tumble port side intake manifold and the swirl port side intake manifold in relation to each of the tumble port and the swirl pot of the intake port, The intake port is composed of a tumble port for inducing the intake air flowing into the combustion chamber into the tumble flow and a swirl pot for introducing the intake air into the combustion chamber into the swirl flow, but the angle between the tumble port and the swirl pot is differently formed. Small cross-sectional area of the tumble pot and the swirl pot is formed, The intake manifold connected to the intake port comprises a tumble port side intake manifold and a swirl port side intake manifold in relation to each tumble port and swirl pot, and the length of the tumble port side intake manifold is the length of the swirl port side intake manifold. While being formed shorter, the cross-sectional area of the swirl pot side intake manifold is smaller than that of the tumble port side intake manifold. And an intake control valve for controlling the flow of intake air flowing into the combustion chamber by opening and closing the tumble port side intake manifold. 2. The intake system of an internal combustion engine of claim 1, wherein the pressure drops of the tumble port side intake manifold and the swirl pot side intake manifold are designed equally.