WO2013146703A1 - 内燃機関の吸気装置 - Google Patents

内燃機関の吸気装置 Download PDF

Info

Publication number
WO2013146703A1
WO2013146703A1 PCT/JP2013/058632 JP2013058632W WO2013146703A1 WO 2013146703 A1 WO2013146703 A1 WO 2013146703A1 JP 2013058632 W JP2013058632 W JP 2013058632W WO 2013146703 A1 WO2013146703 A1 WO 2013146703A1
Authority
WO
WIPO (PCT)
Prior art keywords
intake
valve
passage
internal combustion
combustion engine
Prior art date
Application number
PCT/JP2013/058632
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
田邉　和也
良 久保田
Original Assignee
本田技研工業株式会社
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 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to BR112014019110-7A priority Critical patent/BR112014019110B1/pt
Priority to CN201380008913.1A priority patent/CN104114832B/zh
Priority to JP2014507873A priority patent/JP5925878B2/ja
Publication of WO2013146703A1 publication Critical patent/WO2013146703A1/ja
Priority to PH12014502192A priority patent/PH12014502192A1/en

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an intake system for an internal combustion engine mounted on a vehicle.
  • the intake port and the exhaust port extend from the intake valve port and the exhaust port on the ceiling surface of the combustion chamber of the cylinder head while curving away from each other, and the intake port guides the intake port to the combustion chamber Among them, the intake air taken into the combustion chamber from the inner edge side close to the cylinder axis of the intake valve port (the central axis line of the cylinder bore) flows down toward the exhaust side and descends the exhaust side of the cylinder bore. By bending the flow and raising the intake side, a longitudinal vortex, so-called tumble, is formed.
  • the shaft portion of the proximal end of the intake control valve provided on the upstream side of the partition wall of the intake port is pivotally connected to the lower wall of the intake port so as to be rotatable.
  • the intake control valve By rotating the intake control valve around the shaft and lowering along the inner surface of the lower wall, the upstream opening of the lower passage opens, and intake flows in both the upper and lower passages, and the intake control valve
  • the intake control valve By pivoting upward so that the end edge contacts the upstream edge of the partition wall, the upstream opening of the lower passage is closed, and the intake air flows only in the upper passage. Therefore, immediately after the start of the engine, the intake control valve closes the upstream opening of the lower passage, and the intake passage flows in the upper passage and enters the combustion chamber to generate a strong vortex tumble to increase the combustion efficiency.
  • the present invention has been made in view of such a point, and the purpose of the present invention is to make it possible to selectively distribute the amount of intake air flowing in the upper and lower passages according to the load condition and adjust the strength of the vortex of the tumble.
  • the point is to provide an intake system of an internal combustion engine capable of optimizing the combustion efficiency.
  • Another object of the present invention is to generate a strong vortex tumble in a low load region, suppress the occurrence of tumble in a medium load region, and maximize cylinder intake capacity in a high load region.
  • the point is to provide an intake system for an internal combustion engine which can optimize the combustion efficiency by adjusting the strength of the vortex of the tumble according to the load condition.
  • a combustion chamber is formed between a top surface of a piston slidably fitted in a cylinder bore of a cylinder block and a ceiling surface of a cylinder head opposite to the top surface.
  • an intake port and an exhaust port are formed extending from the intake valve port and the exhaust valve port opened in the ceiling surface of the cylinder head while being curved away from each other, and an inlet pipe is connected to the intake port to be continuous
  • the inlet pipe is provided with a throttle valve and an intake distribution valve downstream of the throttle valve, and the intake
  • the intake air is divided into the side intake passages and the intake flow control valve controls the intake air flowing through the upper intake passage and the lower intake passage, and the intake control means
  • the intake distribution valve is provided adjacent to the upstream edge of the partition plate, and distributes intake air downstream from the throttle valve up and down and the upper intake passage
  • An intake system for an internal combustion engine is provided, wherein a ratio of intake air
  • the intake distribution valve is pivotally attached at a proximal end thereof to the inlet pipe at a position adjacent to the upstream end edge of the partition plate to raise and lower a tip directed to the intake upstream side. It is a swingable flap valve.
  • a passage cross-sectional area of the upper intake passage is smaller than a passage cross-sectional area of the lower intake passage.
  • downstream end of the divider is within the intake port and adjacent to the intake valve stem.
  • the intake valve port and the exhaust valve port face the combustion chamber one by one at mutually opposite positions with respect to a cylinder axis which is a central axis of a cylinder bore.
  • the intake valve port is formed so as to be offset so as to have a crescent-shaped protruding portion which protrudes outside in the cylinder axial direction from the circular hole of the cylinder bore.
  • the intake control means distributes the intake most to the upper part to flow through the upper intake passage at a low load position Positioning the intake distribution valve at a medium load position so as to suppress the intake air flowing in the upper intake passage by dividing the ratio of the intake air upwards from the lower when the medium load state and when the load state is high Operates to position the intake distribution valve at a high load position so as to distribute the intake air vertically to the ratio divided by the partition plate.
  • an upper injector and a lower injector for injecting fuel into the upper intake passage and the lower intake passage of the inlet pipe, respectively, are provided, and the upper side according to the swing state of the intake distribution valve.
  • the injection amount of the injector and the lower injector is controlled.
  • the intake distribution valve is provided adjacent to the upstream edge of the partition plate, and distributes intake air downstream from the throttle valve up and down to the upper intake passage and the lower intake passage. Since the ratio of intake air flowing is changed, the amount of intake air flowing through the upper and lower passages can be appropriately selectively distributed according to the load state, and the strength of the vortex of the tumble can be adjusted to optimize the combustion efficiency.
  • the intake distribution valve is a flap valve, the proximal end of which is pivotally supported by the inlet pipe at a position adjacent to the upstream end edge of the partition plate so that the tip toward the intake upstream side can swing up and down.
  • the rate at which the intake air is divided up and down can be easily changed according to the swing position of the tip of the valve.
  • the passage cross-sectional area of the upper intake passage is smaller than the passage cross-sectional area of the lower intake passage, so that in a low load state, the intake air flows rapidly through the narrow upper intake passage and is sucked into the combustion chamber. Vortex tumble can be generated to improve combustion efficiency.
  • the downstream end of the partition plate is in the intake port and located in the vicinity of the intake valve stem, the intake air passing through the upper intake passage can be guided to the vicinity of the intake valve port under a low load condition. Tumble can be easily generated.
  • An intake valve port is formed by offsetting one intake valve port formed on the ceiling surface of the cylinder head so as to have a crescent-shaped protruding portion that protrudes outward in a cylinder axial direction from the circular hole of the cylinder bore.
  • the ratio of the opening circumferential length of the protruding part to the entire opening length of the opening can be secured, and the intake to the combustion chamber of the intake from the outer edge side (protruding part side) of the intake valve port is blocked.
  • the intake control means can position the intake flow distribution valve at a low load position to form a strong vortex tumble flow so that the intake air is mostly distributed upward and flows through the upper intake passage.
  • the intake distribution valve In the medium load state, the intake distribution valve is positioned at the medium load position so that the intake flow is distributed to the upper intake passage by reducing the ratio of the upper part lower than the lower part to minimize the vortex vortices of the tumble and prevent rapid combustion.
  • the intake distribution valve is positioned at the high load position to distribute the intake air vertically to the ratio divided by the partition plate so that sufficient intake flows in the upper intake passage, so that the vortex flow is moderate. Tumble can be generated and intake efficiency can be favorably maintained, and the strength of the vortex of the tumble can be adjusted according to the load state of the internal combustion engine to optimize the combustion efficiency. It is possible to reduce the fuel consumption.
  • An upper injector and a lower injector performing fuel injection to the upper intake passage and the lower intake passage of the inlet pipe, respectively, and controlling the injection amount of the upper injector and the lower injector according to the swing state of the intake distribution valve
  • the combustion efficiency is further improved and the air fuel ratio is optimized by optimally controlling the injection amounts of the upper injector and the lower injector according to the swing state of the intake air distribution valve, that is, the vertical distribution state of the intake flow rate.
  • FIG. 1 is a right side view of a motorcycle equipped with an internal combustion engine equipped with an intake system according to an embodiment of the present invention.
  • FIG. 2 is a partial cross-sectional right sectional view of the same internal combustion engine. It is a top view of a cylinder block. It is a bottom view of a cylinder head. It is expansion explanatory drawing of the ceiling surface of a combustion chamber.
  • FIG. 2 is a cross-sectional view of an essential part of the internal combustion engine in a low load state.
  • FIG. 2 is a cross-sectional view of an essential part of the internal combustion engine in a medium load state.
  • FIG. 2 is a cross-sectional view of an essential part of the internal combustion engine in a high load state.
  • FIG. 7 is a cross-sectional view taken along the line XX in FIG. It is a graph which shows control of intake distribution valve-opening degree (phi) with respect to throttle-opening degree (theta), and the change of tumble ratio Rt. It is principal part sectional drawing of an internal combustion engine provided with the intake device which concerns on another embodiment.
  • FIG. 13 is a cross-sectional view taken along line XIII-XIII of FIG. 13 is a graph showing control of an intake distribution valve opening degree ⁇ and a fuel injection ratio r with respect to a throttle opening degree ⁇ in the embodiment of FIG. 12;
  • FIG. 1 is an overall side view of a motorcycle 1 equipped with an internal combustion engine 10 equipped with an intake system according to the present embodiment.
  • the body frame 2 of the motorcycle 1 has a pair of left and right main frame pipes 2b, 2b extending rearward from the head pipe 2a, and the main frame pipes 2b, 2b extend rearward and then bend downward.
  • the steep slopes 2ba and 2ba are formed. Lower portions of the steep slopes 2ba and 2ba are bent forward and reach lower ends.
  • a pair of left and right down frame pipes 2c, 2c extend downward from the head pipe 2a at a steep angle, substantially in parallel to the steeply inclined portion 2ba of the main frame pipe 2b in a side view.
  • Seat rails 2d, 2d extend rearward from the upper portions of the steep slopes 2ba, 2ba of the main frame pipes 2b, 2b, and connect the central portions of the seat rails 2d, 2d with the lower portions of the steep slopes 2ba, 2ba
  • Back stays 2e, 2e support the seat rails 2d, 2d.
  • the front fork 3 is pivotally supported by the head pipe 2a, the front wheel 4 is pivotally supported at its lower end, and the pivot plate 2f is fixed to the lower front of the main frame pipes 2b, 2b.
  • a cushion 7 is interposed.
  • a fuel tank 8 is installed on the main frame pipes 2b and 2b, and a seat 9 is supported by seat rails 2d and 2d behind the fuel tank 8.
  • the internal combustion engine 10 mounted on the vehicle body frame 2 is a SOHC type two-valve single-cylinder four-stroke internal combustion engine, with the crankshaft 12 (FIG. 2) oriented in the vehicle width direction with respect to the vehicle It is suspended in the standing posture.
  • a transmission gear is provided between the main shaft 13 and the countershaft 14 disposed behind the crankshaft 12.
  • a mechanism 15 is arranged.
  • the counter shaft 14 is an output shaft, and a chain (not shown) is bridged between the counter shaft 14 and the rotation shaft of the rear wheel 6, and power is transmitted from the output shaft to the rear wheel 6 through the chain.
  • a cylinder block 16 in which a cast iron cylinder liner 16L is cast, and a cylinder head 17 is mounted on the cylinder block 16 via a gasket.
  • the cylinder block 16 and the cylinder head 17 are integrally fastened by stud bolts, and the cylinder head cover 18 covers the upper side of the cylinder head 17.
  • the cylinder block 16, the cylinder head 17, and the cylinder head cover 18, which are stacked on the crankcase 11, extend upward in a posture slightly inclining from the crankcase 11 (see FIGS. 1 and 2).
  • the inlet pipe 20 extends rearward from the cylinder head 16 erected slightly forward of the internal combustion engine 10 mounted on the vehicle body frame in this manner via the connecting pipe 19, and the inlet pipe 20 receives a throttle valve.
  • a butterfly type throttle body 21 having a built-in 22 is provided, an injector 23 is mounted, and an intake air distribution valve 61 described later is provided.
  • the air cleaner 24 connected to the rear end of the inlet pipe 20 is disposed in a space surrounded by the steeply inclined portion 2ba of the main frame 2b, the seat rail 2d and the backstay 2e in a side view. (See Figure 1). Further, an exhaust pipe 27 extending forward from the cylinder head 17 is bent downward and further bent backward so as to be disposed rearward and rightward along the lower surface of the crankcase 11 and disposed on the right side of the rear wheel 6 It is connected to the muffler 26.
  • crankcase 11 is divided into right and left portions and consists of left and right crankcase halves, and the lower end portion of the cylinder liner 16L is fitted into the opening formed in the mating surface of the left and right crankcase halves. Slightly forward and protruding upward.
  • a piston 25 is slidably fitted in a cylinder bore 16b of the cylinder liner 16L in a reciprocating manner, and a connecting rod 26 is connected between a piston pin 25p of the piston 25 and a crank pin 12p of the crankshaft 12 to provide a crank mechanism.
  • a combustion chamber 40 is formed between the top surface 25 t of the piston 25 sliding in the cylinder bore 16 b of the cylinder block 16 and the ceiling surface 41 of the cylinder head 17 opposite to the top surface 25 t.
  • an intake valve port 42 and an exhaust valve port 43 are provided at the ceiling surface 41 one by one at diametrically opposite positions with respect to the cylinder axis C which is the central axis of the cylinder bore 16b.
  • the intake port 44 and the exhaust port 45 extend from the intake valve port 42 and the exhaust valve port 43 while curving in directions away from each other.
  • the intake port 44 extends from the intake valve port 42 to the rear of the two-wheeled vehicle and communicates with the inlet pipe 20 via the connection pipe 19, and the exhaust port 45 is connected to the exhaust pipe 27 (FIG. 1).
  • An intake valve 46 and an exhaust valve 47 slidably supported by valve guides 34 i and 34 e integrally fitted to the cylinder head 16 are driven by a valve mechanism 30 provided on the cylinder head 13,
  • the intake valve port 42 of the intake port 44 and the exhaust valve port 43 of the exhaust port 45 are opened and closed in synchronization with the rotation of the crankshaft 12.
  • the valve operating mechanism 30 is a valve operating mechanism of the SOHC type internal combustion engine in which one cam shaft 31 is axially supported on the cylinder head 17 in the left-right direction.
  • Rocker arm shafts 32e and 32i are supported diagonally front and rear of cam shaft 31, and intake rocker arm 33i is pivotally pivotally supported at the rear by rocker arm shaft 32i at the center, and exhaust rocker arm 33e is freely pivotable at front rocker arm shaft 32e.
  • the center is centrally supported.
  • One end of the intake rocker arm 33i is in contact with the intake cam lobe of the camshaft 31, and the other end is in contact with the upper end of the valve stem 46s of the intake valve 46 biased by a spring via an adjustment screw, and one end of the exhaust rocker arm 33e is a cam The other end is in contact with the upper end of the valve stem 47s of the exhaust valve 47, which is in contact with the exhaust cam lobe of the shaft 31 by a spring, via an adjustment screw, and the intake rocker arm 33i and the exhaust rocker arm 33e swing by rotation of the camshaft 31 Then, the intake valve 46 and the exhaust valve 47 are driven to open and close.
  • FIG. 3 is a top view of the cylinder block 16.
  • a circular hole of the cylinder bore 16b and a rectangular hole of a chain chamber 16c for inserting a chain for transmitting power to the valve mechanism 30 are bored in the mating face 16f with the cylinder head 17. It is done.
  • FIG. 4 is a bottom view of the cylinder head 17 superimposed on the cylinder block 16.
  • the ceiling surface 41 of the combustion chamber 40 is recessed corresponding to the cylinder bore 16b in the mating surface 17f opposite to the mating surface 16f in the cylinder block 16.
  • a chain chamber 17c communicating with the chain chamber 16c.
  • a large-diameter intake valve port 42 opens on the rear side of the ceiling surface 41, and an exhaust valve port 43 having a diameter slightly smaller than that of the intake valve port 42 opens on the front side of the ceiling surface 41.
  • a plug hole 48 is formed in which a spark plug (not shown) projects a tip end.
  • FIG. 5 is a view of the combustion chamber 40 of the cylinder head 17 in the axial direction of the cylinder axis C, ie, in the cylinder axial direction.
  • the intake valve port 42 is a combustion chamber A part of the intake valve port peripheral portion protrudes outward and is offset from the circular ceiling surface opening edge 41s corresponding to the circular hole of the cylinder bore 16b of the ceiling surface 41 of 40, and the intake valve port 42 It has a crescent-like protruding portion 42a (portion indicated by a scattering point in FIG. 5) protruding from the ceiling surface opening edge 41s.
  • the masking ratio Rm by the offset of the main intake valve port 42 is about 20 to 50%.
  • the ceiling surface 41 is formed with a dome-shaped concave portion 51 having an elliptical cross-sectional shape surrounding the intake valve port 42 and the exhaust valve port 43 on both sides in the major axis direction,
  • squish 52, 52 is formed on a pair of left and right crescent-shaped portions outside the dome-shaped recess 51, respectively.
  • a pair of guide wall surfaces 53, 53 curved along the opening edge 42s of the intake valve port 42 from both ends of the crescent-shaped protruding portion 42a of the intake valve port 42, They are formed so as to face each other and gradually expand toward the exhaust valve port 43 side.
  • the cylinder bore 16b of the cylinder block 16 corresponds to the cylinder of the cylinder bore 16b as shown in FIGS.
  • the rear end of the opening edge on the head 17 side facing the protruding portion 42a of the intake valve port 42 is cut out along the periphery of the bulk portion 46p of the intake valve 46 in the moving direction of the intake valve 46 to the maximum valve lift position A circular curved surface 55 is formed.
  • the notched circular curved surface 55 covers the upper end surface of the flangeless cylinder liner 16L of the aluminum alloy cylinder block 16 into which the cast iron cylinder liner 16L is cast. It is cut out and formed in a part at an angle.
  • the intake valve opening 42 moves while the intake valve 46 opens and moves to the maximum valve lift position.
  • the intake air from the outer edge side (protruding part 42a side) of the valve must pass through a very narrow gap between the rim 46p edge of the intake valve 46 and the notched circular curved surface 55, and the intake to the combustion chamber 40 is blocked substantially.
  • the maximum valve lift position of the intake valve 46 may be slightly beyond the notch circular curved surface 55.
  • a portion of the peripheral portion of the top surface 25t of the piston 25 facing the protruding portion 42a of the intake valve port 42 is cut out parallel to the end face of the peripheral portion 46pf of the intake valve 46 to cut the piston
  • the notch surface 56 is formed (see FIG. 6), and when the intake valve 46 is opened and lifted as the piston 25 descends in the intake stroke, the inflow direction of the intake air from the outer edge side of the intake valve port 42 Since the notch surface (56) is vertical, the intake of the intake air is not prompted from the outer edge side of the intake valve port 42 to the combustion chamber 40, and the occurrence of reverse tumble is further suppressed.
  • the intake passage P from the inlet pipe 20 to the intake port 44 via the connection pipe 19 passes from the downstream portion of the inlet pipe 20 to the curved portion of the intake port 44 by the partition plate 60 to the upper intake passage Up and down. It is divided into the side intake passage Lp.
  • the partition plate 60 is integrally formed with the inlet pipe 20, and the upstream end of the partition plate 60 is provided inside the inlet pipe 20 so as to divide the upper and lower portions, and the extension portion greatly projecting downstream is the intake port 44. Is inserted in the As shown in FIG. 9, both side edges of the strip-like extending portion of the partition plate 60 extend along the inner peripheral surface of the intake port 44.
  • the partition plate 60 moves the intake passage P upward, and the passage cross-sectional area of the upper intake passage Up is smaller than the passage cross-sectional area of the lower intake passage Lp (see FIG. 9).
  • the elongated extension of the partition plate 60 is bent along the curved shape of the intake port 44, and as shown in FIG. 10, the downstream end 60 e of the tip is an intake valve located at the curved portion of the intake port 44.
  • the intake valve stem 46s reaches 46 and the downstream end 60e is formed with a recess 60u which is recessed in a U-shape from the tip edge, and the intake valve stem 46s penetrates the U-shaped recess 60u .
  • the downstream end 60 e is a flat, non-curved plate and is linearly inserted into the curved portion of the intake port 44, and the left and right sides of the downstream end 60 e are opposed to the left and right of the curved portion of the intake port 44. It is inserted into the formed left and right recessed grooves 44v and 44v and fixedly supported.
  • an intake air distribution valve 61 is provided upstream of the partition plate 60 downstream of the throttle valve 22.
  • the pivot shaft 61a at the base end is pivoted on the inlet pipe 20 in the vicinity of the upstream edge of the partition plate 60 and directed to the intake upstream side. It is a flap valve in which the tip end is pivotable up and down, and is pivoted by the motor drive mechanism 62.
  • the intake air distribution valve 61 swings its tip toward the upstream throttle valve 22 to distribute the intake air downstream of the throttle valve 22 up and down and change the ratio of intake air flowing through the upper intake passage Up and the lower intake passage Lp. can do.
  • the ECU (electronic control unit) 65 (FIG. 2) for controlling the internal combustion engine 10 is provided with an intake control means 66, analyzes the operating state of the internal combustion engine 10 and uses the intake control means 66 to The injector 23 is driven and controlled, but the intake distribution valve 61 is also driven and controlled by the intake control means 66.
  • the throttle opening degree ⁇ of the throttle valve 22 is fully open when it is rotated from the fully closed position and becomes parallel to the intake passage, and indicates the load state of the internal combustion engine 10.
  • the intake distribution valve 61 is controlled to swing according to the load state of the internal combustion engine 10, and the intake distribution valve opening degree ⁇ , which is the swing angle of the intake distribution valve 61, corresponds to the intake distribution in the low load state shown in FIG.
  • the swing angle increases clockwise in FIG. 6 with the low load position of the valve 61 as the reference 0 degree.
  • the state of the tumble can be represented by a tumble ratio Rt which is the number of revolutions of the tumble per revolution of the crankshaft 12.
  • Tumble Ratio Rt Tumble Rotational Angular Velocity / Crankshaft Angular Velocity If the tumble ratio Rt is large, strong vortex tumble occurs.
  • FIG. 11 shows a change in the intake distribution valve opening degree ⁇ and a change in the tumble ratio Rt that perform swing control of the intake distribution valve 61 according to the throttle opening degree ⁇ .
  • the swing control of the intake air distribution valve 61 and the tumble ratio Rt according to the load state of the internal combustion engine 10 will be considered with reference to FIG.
  • the intake air passing through the slightly open opening of the throttle valve 22 is guided and flowed to the relatively narrow upper intake passage Up mostly by the intake distribution valve 61, and the intake port 44 is further curved. Is guided to a position close to the intake valve port 42 by the partition plate 60 extending to the intake valve stem 46s located in the lower part, so most of the intake air is from the inner edge side (cylinder axis C side) of the intake valve port 42 As shown in FIG. 6, a strong vortex tumble occurs (the tumble ratio Rt increases).
  • the intake valve port 42 is offset so as to have a crescent-shaped protruding portion 42a that protrudes outward in a cylinder axial direction from the circular hole of the cylinder bore 16b, and the outer edge side (protruding portion 42a side) of the intake valve port 42 is masked. And, since there is almost no intake air passing through the lower intake passage Lp, there is no intake air to be taken into the combustion chamber 40 from the outer edge side of the intake valve port 42, and no reverse tumble that interferes with tumble occurs, which makes the tumble stronger. The tumble ratio Rt becomes high, and the combustion efficiency at low load can be improved.
  • the suppressed intake air flowing through the upper intake passage Up enters the combustion chamber 40 from the inner edge side of the intake valve port 42, the suppressed intake air is weak and only a weak swirl of tumble flow is generated. Since there is some intake air sucked into the combustion chamber 40 from the outer edge side of 42 and a reverse tumble is generated to suppress the tumble, the tumble is suppressed as much as possible and the tumble ratio Rt is reduced.
  • the intake system of the internal combustion engine 10 can optimize the combustion efficiency by adjusting the strength of the vortex of the tumble according to the load state of the internal combustion engine.
  • the intake distribution valve 61 is a flap valve in which a pivot shaft 61a at the base end is axially supported by the inlet pipe 20 in the vicinity of the upstream end edge of the partition plate 60 so that the tip toward the intake upstream side can swing up and down. Because of this, it is possible to easily change the rate at which the intake air is divided up and down depending on the swing position of the tip.
  • the injectors 23 are attached only to the upper intake passage Up among the upper intake passage Up and the lower intake passage Lp divided into upper and lower portions in the partition plate 60, but the lower intake passage Lp
  • An embodiment equipped with an injector is also shown in FIG. 12 and FIG.
  • the upper injector 71 is attached to the upper intake passage Up
  • the lower injector 72 is attached to the lower intake passage Lp.
  • the other members are the same as those in the above embodiment, and the same reference numerals are used.
  • the fuel injection ratio r (lower injection amount / upper injection amount) of the upper injector 71 and the lower injector 72 is shown in FIG.
  • the intake air distribution valve opening degree ⁇ is simply raised from 0 degree in the low load state to ⁇ degree in the high load state.
  • the fuel injection ratio r is 0% and the lower injector 72 does not inject fuel but injects only the upper injector 71.
  • the amount of fuel injection of the lower injector 72 is increased as the proportion of intake air flowing through the lower intake passage Lp to the upper intake passage Up is increased by increasing the intake distribution valve opening ⁇ .
  • Increase the fuel injection ratio r is made substantially equal to the ratio (the ratio of the intake air flowing in the lower intake passage Lp to the upper intake passage Up) with which the partition plate 60 divides the intake passage P up and down.
  • the injection amount (fuel injection ratio r) of the upper injector 71 and the lower injector 72 is optimally controlled according to the swing state of the intake air distribution valve 61, that is, the upper and lower distribution state (intake distribution valve opening degree ⁇ ) of the intake flow rate.
  • the combustion efficiency can be further improved, and the air-fuel ratio (A / F) can be optimized.
  • Reference Signs List 20 inlet pipe, 21: throttle body, 22: throttle valve, 23: injector, 24: air cleaner, 25: piston, 26: connecting rod, Reference Signs List 30 valve operating mechanism 31 cam shaft 32 e 32 i rocker arm shaft 33 i intake rocker arm 33 e exhaust rocker arm 34 i 34 e valve guide 40 combustion chamber 41 ceiling surface 42 intake valve port 42a protruding part 43 exhaust valve port 44 intake port 45 exhaust port 46 intake valve 46pf bulkhead 46s intake Valve stem, 47 ... exhaust valve, 48 ...

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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Characterised By The Charging Evacuation (AREA)
  • Valve Device For Special Equipments (AREA)
PCT/JP2013/058632 2012-03-30 2013-03-25 内燃機関の吸気装置 WO2013146703A1 (ja)

Priority Applications (4)

Application Number Priority Date Filing Date Title
BR112014019110-7A BR112014019110B1 (pt) 2012-03-30 2013-03-25 Sistema de admissão de motor de combustão interna
CN201380008913.1A CN104114832B (zh) 2012-03-30 2013-03-25 内燃机的吸气装置
JP2014507873A JP5925878B2 (ja) 2012-03-30 2013-03-25 内燃機関の吸気装置
PH12014502192A PH12014502192A1 (en) 2012-03-30 2014-09-29 Air intake device for internal combustion engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012-082788 2012-03-30
JP2012082788 2012-03-30

Publications (1)

Publication Number Publication Date
WO2013146703A1 true WO2013146703A1 (ja) 2013-10-03

Family

ID=49259954

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2013/058632 WO2013146703A1 (ja) 2012-03-30 2013-03-25 内燃機関の吸気装置

Country Status (8)

Country Link
JP (1) JP5925878B2 (enrdf_load_stackoverflow)
CN (1) CN104114832B (enrdf_load_stackoverflow)
AR (1) AR094131A1 (enrdf_load_stackoverflow)
BR (1) BR112014019110B1 (enrdf_load_stackoverflow)
CO (1) CO7141440A2 (enrdf_load_stackoverflow)
PE (1) PE20142191A1 (enrdf_load_stackoverflow)
PH (1) PH12014502192A1 (enrdf_load_stackoverflow)
WO (1) WO2013146703A1 (enrdf_load_stackoverflow)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015190373A (ja) * 2014-03-28 2015-11-02 本田技研工業株式会社 内燃機関の吸気構造
JP2016070205A (ja) * 2014-09-30 2016-05-09 本田技研工業株式会社 内燃機関の吸気装置
JP2016070206A (ja) * 2014-09-30 2016-05-09 本田技研工業株式会社 内燃機関の吸気装置
ITUB20153744A1 (it) * 2015-09-18 2017-03-18 Maserati Spa Condotto di aspirazione a geometria variabile per un motore a combustione interna.
WO2019008900A1 (ja) 2017-07-05 2019-01-10 本田技研工業株式会社 内燃機関の吸気構造
JP2020122413A (ja) * 2019-01-29 2020-08-13 ダイハツ工業株式会社 シリンダヘッド

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105986879A (zh) * 2015-02-09 2016-10-05 苏州英特模汽车科技有限公司 内燃机进气滚流自动调节系统
CN106286042A (zh) * 2015-06-18 2017-01-04 上海银轮热系统科技有限公司 一款新型可变截面及滚流进气系统
JP7027862B2 (ja) * 2017-12-14 2022-03-02 トヨタ紡織株式会社 吸気管の接続構造
JP6994998B2 (ja) * 2018-03-29 2022-01-14 本田技研工業株式会社 エンジン
CN115013142A (zh) * 2022-04-28 2022-09-06 一汽解放汽车有限公司 一种发动机燃烧系统

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05223040A (ja) * 1992-02-07 1993-08-31 Mazda Motor Corp エンジンの吸気装置
JP2001055925A (ja) * 1999-08-13 2001-02-27 Nissan Motor Co Ltd 直噴式内燃機関の吸気制御装置
JP2001263067A (ja) * 2000-03-14 2001-09-26 Nissan Motor Co Ltd 圧縮自己着火式ガソリン機関
JP2003239750A (ja) * 2002-02-13 2003-08-27 Nissan Motor Co Ltd 内燃機関の吸気装置
JP2005180247A (ja) * 2003-12-17 2005-07-07 Nissan Motor Co Ltd 筒内直接噴射式内燃機関の吸気制御装置
JP2009264158A (ja) * 2008-04-23 2009-11-12 Toyota Motor Corp 内燃機関の吸気装置

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4412118B2 (ja) * 2004-09-06 2010-02-10 日産自動車株式会社 内燃機関の吸気装置
JP4728195B2 (ja) * 2006-09-20 2011-07-20 ヤマハ発動機株式会社 エンジンの吸気制御装置
JP2008151078A (ja) * 2006-12-20 2008-07-03 Suzuki Motor Corp エンジンの吸気装置
JP2008155925A (ja) * 2006-12-21 2008-07-10 Fuji Seal International Inc 物品包装ケース

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05223040A (ja) * 1992-02-07 1993-08-31 Mazda Motor Corp エンジンの吸気装置
JP2001055925A (ja) * 1999-08-13 2001-02-27 Nissan Motor Co Ltd 直噴式内燃機関の吸気制御装置
JP2001263067A (ja) * 2000-03-14 2001-09-26 Nissan Motor Co Ltd 圧縮自己着火式ガソリン機関
JP2003239750A (ja) * 2002-02-13 2003-08-27 Nissan Motor Co Ltd 内燃機関の吸気装置
JP2005180247A (ja) * 2003-12-17 2005-07-07 Nissan Motor Co Ltd 筒内直接噴射式内燃機関の吸気制御装置
JP2009264158A (ja) * 2008-04-23 2009-11-12 Toyota Motor Corp 内燃機関の吸気装置

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015190373A (ja) * 2014-03-28 2015-11-02 本田技研工業株式会社 内燃機関の吸気構造
JP2016070205A (ja) * 2014-09-30 2016-05-09 本田技研工業株式会社 内燃機関の吸気装置
JP2016070206A (ja) * 2014-09-30 2016-05-09 本田技研工業株式会社 内燃機関の吸気装置
ITUB20153744A1 (it) * 2015-09-18 2017-03-18 Maserati Spa Condotto di aspirazione a geometria variabile per un motore a combustione interna.
WO2019008900A1 (ja) 2017-07-05 2019-01-10 本田技研工業株式会社 内燃機関の吸気構造
JP2020122413A (ja) * 2019-01-29 2020-08-13 ダイハツ工業株式会社 シリンダヘッド
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

Also Published As

Publication number Publication date
CN104114832B (zh) 2016-09-07
CO7141440A2 (es) 2014-12-12
PH12014502192A1 (en) 2014-12-10
BR112014019110B1 (pt) 2021-11-09
CN104114832A (zh) 2014-10-22
AR094131A1 (es) 2015-07-15
PE20142191A1 (es) 2014-12-27
BR112014019110A2 (enrdf_load_stackoverflow) 2017-06-20
BR112014019110A8 (pt) 2017-07-11
JPWO2013146703A1 (ja) 2015-12-14
JP5925878B2 (ja) 2016-05-25

Similar Documents

Publication Publication Date Title
WO2013146703A1 (ja) 内燃機関の吸気装置
JP6000785B2 (ja) 内燃機関の吸気装置
US7409944B2 (en) Intake structure for internal combustion engine
US20090235890A1 (en) Intake control device for an engine
JPS5932656B2 (ja) エンジンの吸気装置
JP5145133B2 (ja) 汎用エンジンの排気還流構造
JP6005465B2 (ja) 内燃機関の吸気装置
JP5841985B2 (ja) 内燃機関の燃焼室構造
JP2013227966A (ja) 内燃機関
JP2006057503A (ja) 高出力エンジンおよび車両
JP6215807B2 (ja) 内燃機関の吸気装置
JP2013213409A (ja) 内燃機関の吸気装置
JP5908321B2 (ja) 内燃機関
CN101443537B (zh) 可变压缩比内燃机
JP4290147B2 (ja) 内燃機関
JP2004003424A (ja) エンジンの吸気装置
JP7600425B2 (ja) 内燃機関の吸気装置
JP6241988B2 (ja) 内燃機関
JP7575615B2 (ja) 内燃機関の吸気構造
JP3320775B2 (ja) エンジンの吸気制御装置
JP2887877B2 (ja) エンジンの吸気制御装置
JP2024105739A (ja) 内燃機関の吸気装置
JP6186299B2 (ja) 鞍乗り型車両の吸気構造
JP4711141B2 (ja) 吸気装置
JPH051549A (ja) エンジンの吸気制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 13767881

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2014507873

Country of ref document: JP

Kind code of ref document: A

REG Reference to national code

Ref country code: BR

Ref legal event code: B01A

Ref document number: 112014019110

Country of ref document: BR

WWE Wipo information: entry into national phase

Ref document number: 14215166

Country of ref document: CO

NENP Non-entry into the national phase

Ref country code: DE

WWE Wipo information: entry into national phase

Ref document number: 001504-2014

Country of ref document: PE

122 Ep: pct application non-entry in european phase

Ref document number: 13767881

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 112014019110

Country of ref document: BR

Kind code of ref document: A2

Effective date: 20140801