WO2006018950A1 - Moteur et véhicule à haute performance - Google Patents

Moteur et véhicule à haute performance Download PDF

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Publication number
WO2006018950A1
WO2006018950A1 PCT/JP2005/013600 JP2005013600W WO2006018950A1 WO 2006018950 A1 WO2006018950 A1 WO 2006018950A1 JP 2005013600 W JP2005013600 W JP 2005013600W WO 2006018950 A1 WO2006018950 A1 WO 2006018950A1
Authority
WO
WIPO (PCT)
Prior art keywords
intake
intake port
fuel injection
fuel
injection device
Prior art date
Application number
PCT/JP2005/013600
Other languages
English (en)
Japanese (ja)
Inventor
Ryusuke Kato
Akira Ishizaki
Yoshihiko Moriya
Original Assignee
Yamaha Hatsudoki Kabushiki Kaisha
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Yamaha Hatsudoki Kabushiki Kaisha filed Critical Yamaha Hatsudoki Kabushiki Kaisha
Priority to EP05766139A priority Critical patent/EP1801401A1/fr
Priority to US11/573,062 priority patent/US20090007860A1/en
Publication of WO2006018950A1 publication Critical patent/WO2006018950A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/16—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines characterised by use in vehicles
    • F02M35/162—Motorcycles; All-terrain vehicles, e.g. quads, snowmobiles; Small vehicles, e.g. forklifts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4235—Shape or arrangement of intake or exhaust channels in cylinder heads of intake channels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10072—Intake runners
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10078—Connections of intake systems to the engine
    • F02M35/10085—Connections of intake systems to the engine having a connecting piece, e.g. a flange, between the engine and the air intake being foreseen with a throttle valve, fuel injector, mixture ducts or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10216—Fuel injectors; Fuel pipes or rails; Fuel pumps or pressure regulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/044—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit downstream of an air throttle valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis

Definitions

  • the present invention relates to a high-power engine including an intake port having a plurality of branch paths and a vehicle including the same.
  • an intake port (intake hole) is branched into a plurality of branch paths so as to smoothly guide air to the plurality of intake valves.
  • the wall between the multiple branches of the intake port is called a partition wall.
  • An intake port having such a partition is described in Patent Document 1, for example.
  • a high-power engine In order to reduce intake resistance, a high-power engine usually has a longer partition wall than a low-power engine.
  • the high-power engine is a force having a maximum rotational speed of lOOOOrpm or more, a force in which the angle between the central axis of the cylinder and the central axis of the intake valve is 10 degrees to 20 degrees, or the intake valve An engine whose angle between the central axis and the central axis of the intake port is 30 to 45 degrees.
  • Patent Document 1 JP-A-6-272640
  • An object of the present invention is to provide a high output engine having improved transient output response and exhaust gas characteristics while maintaining a high steady state output, and a vehicle including the same.
  • the present inventor has found that, in a high-power engine, if the partition wall of the intake port is long, fuel adheres to the partition wall, resulting in a decrease in transient output response and exhaust gas characteristics. We found out that it was bad, and based on the results, we devised the following invention
  • a high-power engine is provided with a cylinder, a cylinder head having an intake port that guides air to the combustion chamber, and a downstream side of the intake port.
  • a plurality of intake valves provided at the opening end of the intake valve, and a fuel injection device provided to inject fuel toward the inner wall surface of the intake port upstream of the intake valve. It has a plurality of branch paths separated by a partition so as to guide air to each of the plurality of intake valves, and the ratio of the length of the partition to the distance between the centers of adjacent intake valves is 0.45 or more and 0.72 or less. It is set.
  • the intake port has a plurality of branch paths separated by partition walls so as to guide air to the plurality of intake valves, respectively.
  • the ratio of the length of the partition wall to the distance between the centers of adjacent intake valves is set to 0.45 or more and 0.72 or less, and the fuel injection device injects fuel toward the inner wall of the intake port upstream of the intake valve.
  • the length of the partition wall is short and the fuel is injected upstream of the partition wall by the fuel injection device.
  • the high-power engine further includes a throttle valve that can be opened and closed upstream of the intake port, and the fuel injection device generates a stronger airflow than the other side when the throttle valve is opened. It may be provided on the side.
  • the fuel injection device is provided on the side where a stronger intake air flow is generated when the throttle valve is opened, atomization of the fuel injected by the fuel injection device is promoted. Thereby, the combustion efficiency is improved and the exhaust gas characteristics are further improved.
  • the high-power engine further includes an intake pipe having an internal space communicating with the intake port, wherein the intake port and the internal space of the intake pipe form a substantially straight air intake passage, and the slot
  • the fuel valve is provided so that the upper end opens downstream in the intake pipe and the lower end opens upstream, and the fuel injector is configured to inject fuel toward the lower inner wall surface of the intake port. It may be provided on the upper side.
  • the upper end of the throttle valve opens downstream, and the lower end of the throttle valve opens upstream.
  • a stronger intake airflow is generated in the upper part of the linear air intake passage than in the lower part.
  • the fuel injection device is provided on the upper side of the intake pipe so as to inject fuel toward the lower inner wall surface of the intake port, atomization of the fuel injected by the fuel injection device is promoted. . Thereby, combustion efficiency is improved and exhaust gas characteristics are further improved.
  • the angle formed between the injection direction of the fuel injection device and the central axis of the intake port may be set to 42 degrees or more and 55 degrees or less.
  • Fuel injection by the fuel injection device may be started during a period in which a plurality of intake valves are closed.
  • a vehicle includes a high-power engine, a wheel, and a transmission mechanism that transmits power generated by the high-power engine to the wheel.
  • the high-power engine includes a cylinder, A cylinder head having an intake port that is provided so as to form a combustion chamber together with the cylinder and guides air to the combustion chamber, a plurality of intake valves provided at the opening end on the downstream side of the intake port, and an intake valve A fuel injection device provided to inject fuel toward the inner wall surface of the intake port upstream of the intake port.
  • the ratio of the length of the partition wall to the distance between the centers of adjacent intake valves is set to 0.45 or more and 0.72 or less.
  • the power generated by the high-power engine is transmitted to the wheels by the transmission mechanism.
  • the intake port has a plurality of branch paths separated by partition walls so as to guide air to the plurality of intake valves, respectively.
  • the ratio of the length of the partition wall to the distance between the centers of adjacent intake valves is set to 0.45 or more and 0.72 or less, and the fuel injector directs fuel toward the inner wall of the intake port upstream of the intake valve. It is provided to spray.
  • the length of the partition is short, and the fuel is injected upstream of the partition by the fuel injection device.
  • the fuel can be prevented from adhering to the partition wall, so that the fuel can be introduced into the combustion chamber more efficiently.
  • transient output response and exhaust gas characteristics can be improved while maintaining high steady-state output.
  • the high-power engine further includes a throttle valve that can be opened and closed upstream of the intake port, and the fuel injector generates a stronger airflow than the other side when the throttle valve is opened. It may be provided on the side.
  • the fuel injection device is provided on the side where a stronger intake airflow is generated when the throttle valve is opened, atomization of the fuel injected by the fuel injection device is promoted. Thereby, the combustion efficiency is improved and the exhaust gas characteristics are further improved.
  • the high-power engine further includes an intake pipe having an internal space communicating with the intake port, the internal space of the intake port and the intake pipe forms a substantially straight air intake passage, and the throttle valve
  • the fuel injection device may be provided on the upper side of the intake pipe so as to inject fuel toward the lower inner wall surface of the intake port. Good.
  • the upper end of the throttle valve opens downstream, and the lower end of the throttle valve opens upstream.
  • a stronger intake airflow is generated in the upper part of the linear air intake passage than in the lower part.
  • the fuel injection device is provided on the upper side of the intake pipe so as to inject fuel toward the lower inner wall surface of the intake port, atomization of the fuel injected by the fuel injection device is promoted. .
  • combustion efficiency is improved and exhaust gas characteristics are further improved. Is done.
  • the angle formed between the injection direction of the fuel injection device and the central axis of the intake port may be set to 42 degrees or more and 55 degrees or less.
  • Fuel injection by the fuel injection device may be started during a period in which the plurality of intake valves are closed.
  • the present invention it is possible to prevent the fuel from adhering to the partition wall, so that the fuel can be introduced into the combustion chamber more efficiently. As a result, transient output response and exhaust gas characteristics can be improved while maintaining a high steady-state output.
  • FIG. 1 is a view of a cylinder head of a high-power engine according to an embodiment of the present invention as viewed from below.
  • Figure 2 is a cross-sectional view of the high-power engine of Figure 1
  • Figs. 3 (a), (b), and (c) are perspective views showing the inverted shapes of the three types of intake ports.
  • Figs. 3 (d), (e), and (f) are diagrams, respectively.
  • 3 (a), (b), (c) Axial longitudinal sectional view of the intake port [Fig. 4]
  • Fig. 4 shows the engine torque characteristics when the throttle valve is opened rapidly
  • Fig. 5 is a graph showing the steady-state output value of the high-power engine and the measurement result of the output drop during the transition
  • FIG. 6 is a diagram for explaining the mounting position and mounting angle of the injector.
  • FIG. 7 is a view for explaining the mounting position and mounting angle of the injector.
  • Fig. 8 is a diagram for explaining the mounting position and mounting angle of the injector.
  • Fig. 9 is a diagram for explaining the mounting position and mounting angle of the injector.
  • Fig. 10 shows the measurement results of the differential area between transient IMEP and steady IMEP of a high-power engine when the mounting position, mounting angle, and intake port bulkhead length are different.
  • Fig. 11 shows the measurement results of the relationship between the injection start timing of the injector and the amount of fuel discharged.
  • Fig. 12 is a schematic diagram of a motorcycle equipped with the high output engine of Fig. 1.
  • FIG. 1 is a longitudinal sectional view of a high-power engine according to an embodiment of the present invention.
  • Fig. 2 is a view of the cylinder head of the high output engine of Fig. 1 as seen from below.
  • the high-power engine 1 shown in FIG. A piston 11 is provided in the cylinder 10 so as to reciprocate up and down.
  • a cylinder head 12 is provided on the cylinder 10.
  • a combustion chamber 35 is formed by the cylinder 10 and the cylinder head 12.
  • the upper part of the cylinder head 12 is covered with a cylinder head cover 13! /.
  • the intake port 20 is formed so as to be inclined from one side of the cylinder head 12 toward the lower center.
  • a throttle body 21 and a funnel 22 are provided so as to be connected to the intake port 20 of the cylinder head 12. Throttle body 21 and funnel 22 constitute an intake pipe.
  • a substantially linear air intake passage is formed by the internal space of the intake port 20, the throttle body 21, and the internal space of the funnel 22.
  • a fuel injection device (hereinafter referred to as an injector) 30 for injecting fuel is provided on the upper side of the throttle body 21.
  • a throttle valve 31 is provided in the throttle body 21 so as to be rotatable about a horizontal axis that intersects the central axis P2 of the intake port 20.
  • the axial center (injection direction of fuel) of the injector 30 is set so as to face the lower inner wall surface of the intake port 20 on the downstream side of the throttle valve 31.
  • the throttle valve 31 is provided so that when it is rotated in the direction of arrow R, its upper end opens downstream and its lower end opens upstream. As the throttle valve 31 opens, the intake air flowing through the funnel 22 increases. Add. In this case, by guiding the air flowing into the throttle valve 31, a strong air flow is generated in the vicinity of the tip of the injector 30, and atomization of the fuel injected from the injector 30 is promoted.
  • the intake port 20 has two branch paths.
  • An intake valve 14 is provided at the lower end opening of one branch of the intake port 20.
  • An intake valve 24 shown in FIG. 2 is provided at the lower end opening of the other branch path of the intake port 20.
  • the intake valve 14 has an umbrella portion 14a.
  • the intake valve 14 is urged by a spring 16 in a direction (an obliquely upward direction) in which the umbrella portion 14 a closes the opening of the valve seat 14 b at the lower end of the intake port 20.
  • An intake cam 18 is rotatably provided at the upper end of the intake valve 14. As the intake cam 18 rotates, the intake valve 14 opens and closes.
  • the intake valve 14 and the intake valve 24 are provided adjacent to each other.
  • an exhaust port 32 is formed so as to extend from the other side of the cylinder head 12 to the center lower portion.
  • An exhaust valve 15 is provided at the lower end opening of the exhaust port 32.
  • the exhaust valve 15 has an umbrella portion 15a. This exhaust valve 15 is urged by a spring 17 in a direction (diagonally upward) to close the opening of the nove seat 15b at the lower end of the umbrella 15a force S exhaust port 32 !.
  • An exhaust cam 19 is rotatably provided at the upper end of the exhaust valve 15. As the exhaust cam 19 rotates, the exhaust valve 15 opens and closes.
  • another exhaust valve 25 is provided adjacent to the exhaust valve 15.
  • the structure of the exhaust valve 25 is the same as the structure of the exhaust valve 15 in FIG.
  • the angle 0 formed between the central axis PO of the cylinder 10 and the central axis P1 of the intake valve 14 is 10 degrees to 20 degrees, and the central axis P1 of the intake valve 14 Intake port
  • the angle ⁇ between the center axis P2 and G20 is 30 to 45 degrees.
  • the axis of the spray direction of the injector is set to face the back side of the umbrella portion of the intake valve. This is to improve engine transient output response and exhaust gas characteristics by reducing the amount of fuel adhering to the inner wall of the intake port.
  • the axial center of the injector 30 is the intake valve 1 It is set to be directed to the lower inner wall surface of the intake port 20 upstream of the umbrella portion 15a.
  • FIGS. 3 (a), (b), and (c) are perspective views showing the inverted shapes of three types of intake ports. That is, FIGS. 3 (a), (b), and (c) show the shapes of the inner wall surfaces of the three types of intake ports. 3 (d), (e), and (f) are longitudinal sectional views in the axial direction of the intake ports of FIGS. 3 (a), (b), and (c), respectively.
  • the intake port 20 has a structure in which two substantially cylindrical branch paths 202 and 203 are branched from a substantially cylindrical common path 201.
  • a wall portion between the branch paths 202 and 203 is referred to as a partition wall 200.
  • the upstream side of the partition wall 200 is formed in a V shape.
  • the branch paths 202 and 203 are isolated from each other by the partition wall 200.
  • the axial length L of the partition wall 200 is referred to as a partition wall length.
  • the partition wall length L is defined by the distance from the upper surface of the valve seat 14b to the V-shaped downstream-most position of the partition wall 200 in the intake flow path at the center line of the intake port 20.
  • the intake port 20 in FIG. 3 (b) has a standard partition wall length L (for example, 30 mm).
  • the intake port 20 in FIG. 3 (a) has a shorter partition wall length L (for example, 15 mm) than the intake port 20 in FIG. 3 (b).
  • the intake port 20 in FIG. 3 (c) has a longer partition length (for example, 50 mm) than the intake port 20 in FIG. 3 (b).
  • the intake port having a partition wall length L shorter than the standard.
  • the use of 20 improves the transient output response and exhaust gas characteristics of engine 1.
  • the steady output value is the maximum output in the steady state of the high-power engine 1 (the output when the throttle valve 31 is fully opened).
  • the output decrease at the time of transition is the amount that the output when the throttle valve 31 is rapidly opened is decreased from the steady state output, and corresponds to the fuel correction request amount described below.
  • Figure 4 shows a sudden throttle valve It is a figure which shows the torque characteristic of an engine when opening quickly.
  • the vertical axis in FIG. 4 represents torque
  • the horizontal axis represents time, and corresponds to the opening of the throttle valve 31.
  • a straight line a is a steady-state torque characteristic (ideal torque characteristic) that should be obtained
  • a curve b shows an example of a transient torque characteristic
  • a curve c is Another example of torque characteristics during transition is shown.
  • the example of curve b has a relatively good transient output response
  • the example of curve c has a poor transient output response.
  • the torque at the time of transition is smaller than the steady-state torque proportional to the opening of the throttle valve due to the delay in transport of the fuel, as shown by curves b and c. For this reason, in general, a correction corresponding to an increase in fuel is performed during a transition so that a torque equivalent to the torque in a steady state can be obtained.
  • the difference between the straight line a and the curve b or the time integration value of the difference between the straight line a and the curve c corresponds to the required fuel correction amount (hereinafter referred to as fuel correction request amount).
  • the amount of exhaust gas is also reduced.
  • the required fuel correction amount is large because the area between the straight line a and the curve c is large.
  • fuel consumption increases and the amount of hydrocarbons in the exhaust gas also increases.
  • Fig. 5 and Table 1 show the measurement results of the steady output value of the high-power engine 1 and the output decrease during the transition.
  • the intake port of the intake valve is the intake port of the intake valve
  • the horizontal axis of Fig. 5 represents the ratio X between the partition wall length L of the intake port 20 and the center distance D of the intake valves 14, 24, and the vertical axis of Fig. 5 represents the steady output value and the transient time.
  • the square mark indicates the measurement result of the steady output value
  • the circle mark indicates the measurement result of the output decrease during the transient.
  • the output drop during the transition corresponds to the fuel correction requirement described with reference to FIG.
  • the ratio X is used to optimize the partition wall length L because the optimal partition wall length L varies depending on the size of the high-power engine 1.
  • the center distance D of the intake valves 14 and 24 is used as an index (typical dimension) representing the size of the high-power engine 1.
  • the superiority in Table 1 is the difference between the output decrease 100 when the ratio X is 1.72 and the output decrease at each value of the ratio X. The larger the value, the better the transient output response.
  • the steady output value is preferably high. According to the results in Fig. 5 and Table 1, the steady-state output value decreases rapidly when the ratio X is less than about 0.45. Therefore, the region where the ratio X is about 0.45 or more is the steady output stable region.
  • the smaller the decrease in output during transient the better the transient output response.
  • the smaller the output drop during transit the smaller the amount of exhaust gas and the better the exhaust gas characteristics. Therefore, it is preferable that the output decrease during transition is small.
  • the ratio X is greater than 0.72, the output drop during the transition increases rapidly. . This indicates that the transient output response deteriorates as the partition wall length L of the intake port 20 increases. Therefore, the region where the ratio X is 0.72 or less is the allowable region for the output drop during the transition.
  • the ratio X is preferably 0.4 from the point of the output drop at the time of transient that the ratio X is preferably 0.45 or more. 72 or less is preferable. Therefore, it is preferable to set the partition length L so that the ratio X is 0.45 or more and 0.72 or less.
  • the partition length L is set so that the ratio X is 0.45 or more and 0.72 or less.
  • the partition wall length L is short, and the fuel is injected upstream of the partition wall 200 by the injector 30.
  • the injector 30 it is possible to prevent the fuel from adhering to the partition wall 200, so that the fuel can be introduced into the combustion chamber 35 more efficiently.
  • transient output response and exhaust gas characteristics can be improved while maintaining a high steady output value.
  • 6 to 9 are diagrams for explaining the mounting position and mounting angle of the injector 30.
  • the mounting angle of the injector 30 is defined by an angle ⁇ formed by the axial center P3 of the injector 30 and the central axis P2 of the intake port 20.
  • the injector 30 is mounted on the upper side of the throttle body 21, and the mounting angle ⁇ of the injector 30 is small.
  • the injector 30 is mounted on the upper side of the throttle body 21, and the mounting angle ⁇ of the injector 30 is larger than in the example of FIG. Accordingly, in the example of FIG. 7, fuel is injected toward the upstream position of the lower inner wall surface of the intake port 20.
  • the injector 30 is mounted on the lower side of the throttle body 21, and the mounting angle ⁇ of the injector 30 is small.
  • the injector 30 is mounted on the lower side of the throttle body 21, and the mounting angle ⁇ of the injector 30 is larger than that of the example of FIG. The As a result, in the example of FIG. 9, fuel is injected toward a position upstream of the inner wall surface on the upper side of the intake port 20.
  • Table 2 and Fig. 10 show the difference between the transient IMEP (shown mean effective pressure) and steady IMEP of the high-power engine 1 when the injector 30 installation position, installation angle, and intake port 20 partition wall length L are different. The measurement result of an area is shown. The difference area between transient IMEP and steady IMEP corresponds to the output drop during the transient.
  • each type A to D has an injector 30.
  • the mounting angle ⁇ was set to 21 degrees, 31 degrees, 38 degrees, 42 degrees, 51 degrees and 55 degrees.
  • type ⁇ the mounting position of the injector 30 is set to the upper side of the throttle body 21 and the partition wall length L is set to 15 mm.
  • Type B the injector 30 is mounted on the upper side of the throttle body 21 and the partition wall length L is 55 mm.
  • Type C the mounting position of the injector 30 is set to the lower side of the throttle body 21 and the partition length L is set to 15 mm.
  • Type D the injector 30 is mounted on the lower side of the throttle body 21 and the partition wall length L is 55 mm.
  • the horizontal axis in Fig. 10 represents the mounting angle ⁇ of the injector 30, and the vertical axis represents the difference area between the transient IMEP and the steady state IMEP.
  • the triangle mark shows the measurement result of type A
  • the square mark shows the measurement result of type B
  • the diamond mark shows the measurement result of type C
  • the circle mark shows the measurement result of type D.
  • the differential area between transient IMEP and steady IMEP decreases as the mounting angle ⁇ force of injector 30 increases from 3 ⁇ 41 °, and the mounting angle ⁇ decreases from 42 ° to 55 °. Minimum in degree range.
  • the difference area between transient IMEP and steady IMEP is lower in Type A with the injector 30 installed on the upper side than Type C with the injector 30 installed on the lower side. It is decreasing more.
  • the transient IMEP and the steady IMEP increase as the mounting angle ⁇ of the injector 30 increases from 21 degrees to 31 degrees.
  • a force that slightly reduces the difference area As the mounting angle ⁇ increases from 31 degrees to 51 degrees, the difference area between transient IMEP and steady IMEP increases.
  • transient output response and exhaust gas characteristics are improved for Type A and Type C, where the partition wall length L of intake port 20 is as short as 15 mm.
  • Transient output response is provided for Type A where the injector 30 is installed on the upper side. It can be seen that the performance and exhaust gas characteristics are further improved.
  • the partition length L is preferably short, and the mounting position of the injector 30 is a slot.
  • the mounting angle ⁇ of the injector 30 that is preferably on the upper side of the torbody 21 is preferably not less than 42 degrees and not more than 55 degrees.
  • the mounting position of the injector 30 is on the upper side of the throttle body 21! /, For the following reason.
  • the throttle valve 31 opens in the direction of arrow R in FIG. 1, a strong suction airflow is generated at the upper part of the throttle body 21.
  • fuel atomization is promoted, and combustion efficiency is improved. Thereby, exhaust gas characteristics are improved.
  • an appropriate air-fuel mixture is formed in the cylinder 10 by setting the mounting angle ⁇ of the injector 30 to 42 degrees or more and 55 degrees or less. Furthermore, by reducing the partition wall length L, the fuel injected from the injector 30 can be prevented from adhering to the partition wall 200, and the fuel can be efficiently introduced into the combustion chamber 35. It is done.
  • the injector 30 is mounted on the upper side of the throttle body 21, the mounting angle ⁇ of the injector 30 is set to 42 degrees or more and 55 degrees or less, and the partition wall length L has the ratio X. It is set shorter than the standard so that it is 0.45 or more and 0.72 or less.
  • FIG. 11 is a graph showing the measurement result of the relationship between the injection start timing of the injector 30 and the fuel discharge amount.
  • the horizontal axis in Fig. 11 represents the injection start timing of the injector 30 as the crank rotation angle of the compressed ATDC (After Top Dead Center), and the vertical axis represents the exhausted THC (total-hide carbon) Represents the amount of.
  • Square and circle marks show the measurement results when different types of injectors 30 are used.
  • the partition length L is set so that the ratio X is 0.45 or more and 0.72 or less. As a result, fuel can be prevented from adhering to the partition wall 200.
  • the fuel can be introduced into the combustion chamber 35 more efficiently.
  • transient output responsiveness and exhaust gas characteristics can be improved while maintaining a high steady output value.
  • the injector 30 is mounted on the upper side of the throttle body 21. Thereby, the atomization of the fuel injected by the injector 30 is promoted. As a result, combustion efficiency is improved and exhaust gas characteristics are further improved.
  • the mounting angle ⁇ of the injector 30 is set to 42 degrees or more and 55 degrees or less. As a result, an appropriate air-fuel mixture is formed in the cylinder 10. As a result, transient output response and exhaust gas characteristics are further improved.
  • FIG. 12 is a schematic diagram of a motorcycle equipped with the high output engine of FIG.
  • a head pipe 52 is provided at the front end of the main body frame 51.
  • a front fork 53 is provided on the head pipe 52 so as to be swingable in the left-right direction.
  • a front wheel 54 is rotatably supported at the lower end of the front fork 53.
  • a handle 55 is attached to the upper end of the head pipe 52.
  • the seat rail 56 is attached so that the rear end upper force of the main body frame 51 also extends rearward.
  • a fuel tank 57 is provided on the upper portion of the main body frame 51, and a main seat 58a and a tandem seat 58b are provided on the seat rail 56.
  • a rear arm 59 extending rearward is attached to the rear end of the main body frame 51.
  • a rear wheel 60 is rotatably supported at the rear end of the rear arm 59.
  • the high-power engine 1 of FIG. A radiator 61 is attached to the front of the high-power engine 1.
  • An exhaust pipe 62 is connected to the exhaust port of the high-power engine 1, and a muffler 63 is attached to the rear end of the exhaust pipe 62.
  • the high-power engine 1 is connected to a transmission 65.
  • a drive sprocket 67 is attached to the output shaft 66 of the transmission 65.
  • Drive sprocket 67 is connected to rear wheel sprocket 69 of rear wheel 60 via chain 68.
  • the transmission 65 and the chain 68 correspond to a transmission mechanism.
  • the transient output responsiveness and the exhaust gas characteristics can be improved while maintaining a high steady-state output.
  • the intake port 20 has two branch paths 202 and 203 has been described.
  • the present invention also applies when the intake port has three or more branch paths. Can be applied.
  • the intake port has a plurality of partition walls.
  • the throttle valve 31 is provided such that the upper end opens to the downstream side and the lower end opens to the upstream side by rotating in the direction of the arrow R. 31 may be provided by rotating in the direction opposite to arrow R so that the upper end opens to the upstream side and the lower end opens to the downstream side.
  • the injector 30 is mounted on the lower side of the throttle body 21 so as to inject fuel by directing force toward the inner wall surface on the upper side of the intake port 20.
  • the throttle valve 31 that opens and closes by rotation is used.
  • Force I SC Inner Speed Control
  • a slide type throttle valve such as a valve may be used.
  • the injector 30 is preferably mounted on the side of the throttle body 21 where the throttle valve opens.
  • the present invention can be used for various vehicles such as motorcycles and four-wheeled vehicles.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

La longueur d’une paroi de séparation d’un orifice d’aspiration est déterminée de telle manière que le rapport entre la longueur de la paroi de séparation sur la distance de centre à centre entre des clapets d’aspiration adjacents n’est ni inférieure à 0,45, ni supérieure à 0,72. Un injecteur est installé sur le côté supérieur d’un corps de papillon. L’angle φ d’installation de l’injecteur est réglé de façon à n’être ni inférieur à 42 degrés, ni supérieur à 55 degrés. Le temps d’un début d’injection de l’injecteur est réglé de façon à se situer pendant la période au cours de laquelle le clapet d’aspiration est fermé.
PCT/JP2005/013600 2004-08-19 2005-07-25 Moteur et véhicule à haute performance WO2006018950A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP05766139A EP1801401A1 (fr) 2004-08-19 2005-07-25 Moteur et véhicule à haute performance
US11/573,062 US20090007860A1 (en) 2004-08-19 2005-07-25 High-power engine and vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2004-239044 2004-08-19
JP2004239044A JP2006057503A (ja) 2004-08-19 2004-08-19 高出力エンジンおよび車両

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EP (1) EP1801401A1 (fr)
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JP4698544B2 (ja) * 2006-09-26 2011-06-08 本田技研工業株式会社 内燃機関
JP2013217338A (ja) * 2012-04-11 2013-10-24 Yamaha Motor Co Ltd 自動二輪車
JP5892700B2 (ja) * 2012-09-12 2016-03-23 本田技研工業株式会社 内燃機関の燃料噴射制御装置
JP2018053834A (ja) 2016-09-30 2018-04-05 本田技研工業株式会社 内燃機関
JP7306832B2 (ja) * 2019-01-29 2023-07-11 ダイハツ工業株式会社 シリンダヘッド
JP7283850B2 (ja) * 2019-01-29 2023-05-30 ダイハツ工業株式会社 内燃機関
JP7299857B2 (ja) * 2020-05-21 2023-06-28 株式会社クボタ ポート噴射式エンジン
WO2022199831A1 (fr) * 2021-03-26 2022-09-29 Jaguar Land Rover Limited Orifice d'admission d'air pour moteur à essence à mélange pauvre
WO2022199844A1 (fr) * 2021-03-26 2022-09-29 Jaguar Land Rover Limited Orifice d'admission d'air pour moteur à essence à mélange pauvre

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JPH07224718A (ja) * 1994-02-15 1995-08-22 Toyota Motor Corp ３吸気バルブエンジンの吸気ポート構造
JPH084537A (ja) * 1994-06-23 1996-01-09 Yamaha Motor Co Ltd エンジンの吸気制御装置
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GB9027124D0 (en) * 1990-12-14 1991-02-06 Lucas Ind Plc Internal combustion engine and a method of operating same
JP3498334B2 (ja) * 1993-11-08 2004-02-16 株式会社日立製作所 内燃機関の吸気装置
US6213090B1 (en) * 2000-04-24 2001-04-10 Saturn Corporation Engine cylinder head
JP3848526B2 (ja) * 2000-09-12 2006-11-22 本田技研工業株式会社 エンジンの燃料噴射弁配置構造
JP4414250B2 (ja) * 2004-03-01 2010-02-10 本田技研工業株式会社 Ｖ型エンジンの吸気装置

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JPH0466774A (ja) * 1990-07-05 1992-03-03 Honda Motor Co Ltd 内燃機関用燃料噴射装置
JPH07224718A (ja) * 1994-02-15 1995-08-22 Toyota Motor Corp ３吸気バルブエンジンの吸気ポート構造
JPH084537A (ja) * 1994-06-23 1996-01-09 Yamaha Motor Co Ltd エンジンの吸気制御装置
JP2003013826A (ja) * 2002-05-13 2003-01-15 Hitachi Ltd エンジンの燃料供給装置

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US20090007860A1 (en) 2009-01-08
EP1801401A1 (fr) 2007-06-27

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