200839086 九、發明說明： 【發明所屬之技術領域】 適用於汽 ,本發明係關於一種可變進氣系統，尤指_種 機車、可提升引擎進氣效率之可變進氣系統。 【先前技術】 10 15 20 般車輛引擎運轉為了兼顧低轉速高扭力與高轉速 馬力的需求，配置有-可變進氣系統以改進容積效率？ 論上’引擎以低轉速運轉時’需要較細窄或較長的進氣道 有利於提高進氣管路内之氣體流速，並因此增強慣性’ =及脈動效果；以高轉速運轉時，因需要大量而快速的 氣，故進氣道相對需較寬或短以降低流阻。 、、 &件考圖1與圖2，其分別繪示習知可變進氣系統之 圖中;圖=其細部構造示意圖’其中箭頭代表空氣流。 具包括有—引擎汽紅體η、-節流閥體 义進氧g 13、及一空氣濾清器14， 依所列順序相遠诵細牡味、如 上α各早7L係 20。 、、衣郎級閥體12内設有一主節流閥片 可變進氣管13包括一管體133、一分 道18、一低if、、☆、曾- 隔土丨5、一會合流 •速㈣16與1速流道Π。管體133具有一 進^人口 131、以及一可變進氣管出口132。 低逮流道16與高速流道丨7係於管 J15 較高速流atn管徑為，卜 ^ 流這16 刀㈣土 〇之延伸起、迄位置分別 5 200839086 為可變進氣管入口 131、以及可變進氣管出口 132前一段距 離。高速流道出口 172處配置有一可變進氣節流閥19。分隔 % 壁並將可變進氣管入口 131分隔成低速流道入口 161與高速 - 流道入口 171。 5 會合流道18之延伸範圍係起自低速流道出口 162與高 速流道出口 172，迄於可變進氣管出口 132。 可變進氣系統之運作為，當引擎在低速狀態運轉時， 可變進氣節流閥19關閉，來自空氣濾清器14之過濾空氣僅 g 流通低速流道入口 161。當引擎在高速狀態運轉時，可變進 10 氣節流閥19開啟，來自空氣濾清器14之過濾空氣同時流通 於低速流道16以及高速流道17。 上述可變進氣系統設計有其缺點。當引擎在高速狀態 運轉下，空氣係流出自低速流道出口 162以及高速流道出口 172，此時，上述兩種空氣流動在進入會合流道18後因相互 15 推擠使壓損增加、並產生相互干擾之擾流現象，如會合流 道18之較小箭頭所示，降低了進氣效率。因此習知之設計 並非十分理想。 【發明内容】 20 本發明之可變進氣系統包括一節流閥體、以及一可變 進氣管。上述之節流閥體包括有一閥體入口，並容設有一 主節流閥片。上述可變進氣管包括一管體、一分隔壁、—— 低速流道與一高速流道。管體具有一可變進氣管入口、以 及一可變進氣管出口。 6 200839086 可變進氣管出口連通節流閥體之.閥體入口，分隔壁將 管體分離定義出互相獨立之低速流道與高速流道，且低速 流道較高速流道管徑為小，高速流道容設有一可變進氣節 流閥。分隔壁係自可變進氣管入口起延伸超過可變進氣管 5 出口、及閥體入口。 藉由上述結構設計，消除了習知可變進氣管之會合流 道，因此不僅引擎於高速運轉時，高速流道氣流與低速流 道氣流相互碰撞干擾之情形降低，對於低速流道而言也形 同延伸了長度，具提升低速扭矩之功效。 10 分隔壁較佳延伸至鄰近一閥片周緣位置，閥片周緣位 置係指當主節流閥片為完全開啟時，主節流閥片最外緣之 位置。 分隔壁與可變進氣管之管體可為一體成型、或者分隔 壁係藉由鎖附而固設於管體内。可變進.氣系統可更包含一 15 空氣濾清器，係連通於可變進氣管入口。 【實施方式】 > 參考圖3與圖4，其繪示本發明一較佳實施例之可變進 氣系統分解圖、及其細部構造示意圖，其中箭頭代表空氣 20 流。本較佳實施例係將本發明應用於一機車載具。機車載 具中包括有一引擎汽缸體21、一節流閥體22、一可變進氣 管23、以及一空氣濾清器24。節流閥體22連通於引擎汽缸 體21，包括有一閥體入口 221。節流閥體22並容設有一主節 流閥片30，其控制進入引擎汽缸體21之空氣量。 7 200839086 可變進氣管23包括一管體233、一分隔壁25、一低速流 道26與一高速流道27。管體233具有一可變進氣管入口 231、以及一可變進氣管出口 232。可變進氣管入口 231連通 於空氣濾清器24。可變進氣管出口 232連接節流閥體22之閥 5 體入口 221。高速流道27並容設有一可變進氣節流閥29。 低速流道26具有一低速流道入口 26卜以及一低速流道 出口 262。高速流道27具有一高速流道入口 271、以及一高 速流道出口 272。可變進氣管入口 231被分隔壁25分隔而形 成相互獨立之低速流道入口 261及高速流道入口 27 1。當 10 然，分隔壁25之起始位置並非限定於可變進氣管入口 231 處，例如亦可將其設計位於管體233内距離可變進氣管入口 231 —預定距離處。 可變進氣管出口 232同樣因分隔壁25而形成相互獨立 之低速流道出口 262及高速流道出口 272。低速流道26之管 15 徑較高速流道27之管徑為小。 分隔壁25之延伸範圍係自可變進氣管入口 231起，延伸 超出可變進氣管出口 232以及閥體入口 221，並鄰近一閥片 > 周緣位置P。閥片周緣位置P係當主節流閥片30於節流閥體 22中完全開啟時，主節流閥片30在閥體之長度方向上最外 20 緣之位置點。低速流道出口 262及高速流道出口 272距主節 流閥片30越近，越有助於避免二空氣流之相互推擠干擾。 上述分隔壁25之延伸範圍須以整體系統運作時不碰 觸、干涉主節流閥片30為原則。本實施例中分隔壁25與管 體233係一體成形。 200839086 藉由上述之可變進氣管結構，引擎在低轉速時，高速 . 流道27中的可變進氣節流閥29關閉，來自空氣濾清器^之 過滤空氣僅於低速流道26内流通’而無空氣自高速流道出 口 272流出。當空氣流出低速流道出口 262後，接著便直接 5 通過節流閥片30所開放之空間而進入引擎汽缸體2丄。 如圖4所示，當引擎在高轉速時，可變進氣節流閥29 開啟，空氣同時流通於低速流道26與高速流道27。同樣地， 當低速流道26之空氣流出低速流道出口 262後，直接通過主 • •流閥片順開放之空間而進人引擎汽缸體21。而高速流 U)道27之空氣也同樣在流經高速流道出口 272後，直接通過主 節流閥片3 0。 因此’本發明之可變進氣系統設計避免了習知系統 中，由低速流道與高速流道所流出之空氣在會合流道相互 碰撞干擾，導致嚴重擾流現象，因而使進氣不順暢。亦即 15 提升了引擎高速運轉時之進氣平順度。 本發明另一個優點為，就低速管而言，分隔壁之延伸 φ 實質上延長了低速流道之長度’亦即空氣流道之長度變 長，對於提升引擎低速扭矩有相當之助益。 ±述實施例僅係為了方便說明而舉例而已，本發明所 2〇主張之權利範圍自應以申請專利範圍所述為準，而非僅限 於上述實施例。 【圖式簡單說明】 圖1係習知可變進氣系統之分解圖。 9 200839086 圖2係圖！之細部構造示意圖。 圖3係本發明一較佳實施例之可變進氣系統分解圖。 圖4係圖3之細部構造示意圖。 【主要元件符號說明】 引擎汽缸體u，21 可變進氣管13,23 可變進氣管出口 132,232 空氣濾清器14,24 低速流道16,26 低速流道出口 162,262 高速流道入口 171，271 會合流道18 主節流閥片20,30 節流閥體12,22 可變進氣管入口丨31，231 管體 133,233 分隔壁15,25 低速流道入口 161，261 高速流道17,27 高速流道出口 172,272 可變進氣節流閥19,29 閥片周緣位置p 10200839086 IX. Description of the invention: [Technical field to which the invention pertains] Applicable to steam, the present invention relates to a variable intake system, in particular to a locomotive, a variable intake system that can improve the intake efficiency of the engine. [Prior Art] 10 15 20 General vehicle engine operation In order to balance the requirements of low speed, high torque and high speed horsepower, a variable air intake system is provided to improve volumetric efficiency. On the 'engine running at low speed', the need for a narrower or longer intake port is beneficial to increase the gas flow rate in the intake line, and thus enhance the inertia' = and pulsation effect; when operating at high speed, A large amount of fast gas is required, so the intake port is relatively wide or short to reduce the flow resistance. Figs. 1 and 2, respectively, are diagrams showing a conventional variable intake system; Fig. = a detailed structural view thereof, wherein arrows represent air flows. The utility model comprises an engine steam red body η, a throttle body, an oxygen inlet g 13 , and an air filter 14 , which are far away from the fine scent according to the listed order, such as the upper α 7L system 20 . The main throttle valve body 12 is provided with a main throttle valve. The variable intake manifold 13 includes a pipe body 133, a branch road 18, a low if, ☆, a shovel - a shovel 5, and a combined flow. • Speed (four) 16 and 1 speed flow path Π. The tubular body 133 has a population 131 and a variable intake manifold outlet 132. The low catching flow passage 16 and the high-speed flow passage 丨7 are connected to the tube J15 at a relatively high-speed flow atn pipe diameter, and the 16-knife (four) soil rafts of the flow are extended and the position is respectively 5 200839086 is a variable intake pipe inlet 131, And a distance from the variable intake pipe outlet 132. A variable intake throttle valve 19 is disposed at the high speed runner outlet 172. The % wall is divided and the variable intake manifold inlet 131 is divided into a low speed runner inlet 161 and a high speed - runner inlet 171. The extent of the merged runner 18 extends from the low velocity runner outlet 162 and the high velocity runner outlet 172 to the variable intake manifold outlet 132. The variable intake system operates such that when the engine is operating at a low speed, the variable intake throttle valve 19 is closed and the filtered air from the air filter 14 is only circulated through the low speed runner inlet 161. When the engine is running at a high speed, the variable intake gas throttle valve 19 is opened, and the filtered air from the air cleaner 14 is simultaneously circulated to the low speed flow passage 16 and the high speed flow passage 17. The above variable intake system design has its drawbacks. When the engine is running at a high speed, the air flows out from the low speed flow path outlet 162 and the high speed flow path outlet 172. At this time, the two types of air flow are pushed by the mutual 15 after entering the meeting flow path 18 to increase the pressure loss, and The disturbing phenomenon that causes mutual interference, as indicated by the smaller arrow of the merged flow path 18, reduces the efficiency of the intake air. Therefore, the design of the conventional is not very satisfactory. SUMMARY OF THE INVENTION The variable intake system of the present invention includes a throttle body and a variable intake manifold. The throttle body described above includes a valve body inlet and houses a main throttle plate. The variable intake pipe includes a pipe body, a partition wall, and a low speed flow path and a high speed flow path. The tubular body has a variable intake manifold inlet and a variable intake manifold outlet. 6 200839086 The variable intake pipe outlet is connected to the throttle body. The valve body inlet, the partition wall separates the pipe body to define independent low-speed flow passages and high-speed flow passages, and the low-speed flow passage has a smaller diameter than the high-speed flow passage. The high-speed flow passage is provided with a variable intake throttle valve. The dividing wall extends beyond the inlet of the variable intake manifold 5 and the inlet of the valve body from the inlet of the variable intake manifold. With the above structural design, the merged flow path of the conventional variable intake pipe is eliminated, so that not only the engine is collided with the high-speed flow path and the low-speed flow path when the engine is running at a high speed, and the low-speed flow path is reduced. It also extends the length to enhance the low-speed torque. 10 The partition wall preferably extends to a position adjacent to a peripheral edge of the valve plate, and the peripheral edge of the valve plate refers to the position of the outermost edge of the main throttle plate when the main throttle plate is fully opened. The pipe body of the partition wall and the variable intake pipe may be integrally formed, or the partition wall may be fixed in the pipe body by being locked. The variable inlet system may further comprise a 15 air filter connected to the variable intake manifold inlet. [Embodiment] Referring to Figs. 3 and 4, there are shown exploded views of a variable intake system according to a preferred embodiment of the present invention, and a detailed structural view thereof, wherein arrows represent air 20 flows. The preferred embodiment is applied to a vehicle-mounted vehicle. The vehicle vehicle includes an engine cylinder block 21, a throttle body 22, a variable intake pipe 23, and an air cleaner 24. The throttle body 22 is in communication with the engine block 21 and includes a valve body inlet 221 . The throttle body 22 also houses a main throttle plate 30 that controls the amount of air entering the engine block 21 . 7 200839086 The variable intake pipe 23 includes a pipe body 233, a partition wall 25, a low speed flow passage 26 and a high speed flow passage 27. The tubular body 233 has a variable intake manifold inlet 231 and a variable intake manifold outlet 232. The variable intake pipe inlet 231 is connected to the air cleaner 24. The variable intake pipe outlet 232 is connected to the valve body inlet 221 of the throttle body 22. The high speed flow passage 27 accommodates a variable intake throttle valve 29. The low speed runner 26 has a low velocity runner inlet 26 and a low velocity runner outlet 262. The high speed flow path 27 has a high speed flow path inlet 271 and a high speed flow path outlet 272. The variable intake pipe inlet 231 is partitioned by the partition wall 25 to form mutually independent low speed runner inlets 261 and high speed runner inlets 27 1 . When 10, the starting position of the partition wall 25 is not limited to the variable intake pipe inlet 231, for example, it may be designed to be located within the pipe body 233 at a predetermined distance from the variable intake pipe inlet 231. The variable intake pipe outlet 232 also forms a separate low-speed flow path outlet 262 and high-speed flow path outlet 272 by the partition wall 25. The tube 15 of the low-speed flow path 26 has a smaller diameter than the high-speed flow path 27. The partition wall 25 extends from the variable intake pipe inlet 231, extends beyond the variable intake pipe outlet 232 and the valve body inlet 221, and is adjacent to a valve plate > peripheral position P. The peripheral edge position P of the valve plate is when the main throttle plate 30 is fully opened in the throttle body 22, and the main throttle plate 30 is located at the outermost 20 edges in the longitudinal direction of the valve body. The closer the low speed runner outlet 262 and the high speed runner outlet 272 are to the main throttle flap 30, the more helpful it is to avoid mutual pushing interference of the two air streams. The extension of the partition wall 25 is based on the principle that the entire system does not touch and interfere with the main throttle plate 30 when the system is in operation. In the present embodiment, the partition wall 25 is integrally formed with the tubular body 233. 200839086 With the variable intake manifold structure described above, the engine is at a low speed, the high speed. The variable intake throttle valve 29 in the flow passage 27 is closed, and the filtered air from the air filter is only at the low speed flow passage 26 There is no air flowing out from the high speed runner exit 272. When the air exits the low velocity runner outlet 262, it then enters the engine block 2丄 directly through the space opened by the throttle plate 30. As shown in FIG. 4, when the engine is at a high rotation speed, the variable intake throttle valve 29 is opened, and air flows simultaneously to the low speed flow passage 26 and the high speed flow passage 27. Similarly, when the air of the low speed flow path 26 flows out of the low speed flow path outlet 262, it enters the engine cylinder block 21 directly through the open space of the main flow valve piece. The air of the high-speed flow U) 27 also passes through the main throttle plate 30 directly after flowing through the high-speed flow path outlet 272. Therefore, the variable air intake system design of the present invention avoids the interference of the air flowing out of the low speed flow path and the high speed flow path in the convergence flow path, resulting in a serious disturbance phenomenon, thereby making the intake air not smooth. . That is, 15 improves the air intake smoothness of the engine at high speed. Another advantage of the present invention is that in the case of a low speed pipe, the extension φ of the partition wall substantially lengthens the length of the low speed flow path, i.e., the length of the air flow path becomes longer, which is quite helpful for raising the low speed torque of the engine. The embodiments are described by way of example only, and the scope of the claims is intended to be limited by the scope of the claims. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is an exploded view of a conventional variable intake system. 9 200839086 Figure 2 is a picture! Schematic diagram of the details of the structure. 3 is an exploded view of a variable intake system in accordance with a preferred embodiment of the present invention. Figure 4 is a schematic view showing the structure of the detail of Figure 3. [Main component symbol description] Engine cylinder block u, 21 Variable intake pipe 13, 23 Variable intake pipe outlet 132, 232 Air filter 14, 24 Low-speed flow path 16, 26 Low-speed flow path outlet 162, 262 High-speed flow path inlet 171 , 271 meeting channel 18 main throttle valve 20, 30 throttle body 12, 22 variable intake pipe inlet port 31, 231 pipe body 133, 233 partition wall 15, 25 low speed runner inlet 161, 261 high speed runner 17 , 27 high-speed runner outlet 172, 272 variable intake throttle valve 19, 29 valve peripheral position p 10