WO2023053308A1 - Air intake device for internal combustion engine - Google Patents
Air intake device for internal combustion engine Download PDFInfo
- Publication number
- WO2023053308A1 WO2023053308A1 PCT/JP2021/036013 JP2021036013W WO2023053308A1 WO 2023053308 A1 WO2023053308 A1 WO 2023053308A1 JP 2021036013 W JP2021036013 W JP 2021036013W WO 2023053308 A1 WO2023053308 A1 WO 2023053308A1
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- WO
- WIPO (PCT)
- Prior art keywords
- intake
- valve
- intake passage
- pipe
- air
- Prior art date
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 78
- 238000004891 communication Methods 0.000 claims description 35
- 239000000446 fuel Substances 0.000 claims description 33
- 238000005192 partition Methods 0.000 claims description 30
- 238000011144 upstream manufacturing Methods 0.000 claims description 25
- 238000002347 injection Methods 0.000 claims description 14
- 239000007924 injection Substances 0.000 claims description 14
- 230000005540 biological transmission Effects 0.000 description 10
- 238000005086 pumping Methods 0.000 description 10
- 230000000694 effects Effects 0.000 description 8
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Images
Classifications
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- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
-
- 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
- F02B31/04—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors
-
- 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
-
- 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
Definitions
- the present invention relates to an intake system for an internal combustion engine, in which an intake passage is partitioned into a main flow passage and a tumble flow passage, and a resonator communicating with the intake passage is provided.
- Patent Document 1 discloses a structure in which an intake passage of an internal combustion engine is divided into a main flow path and a tumble flow path by a partition to generate a tumble flow.
- An intake device for an internal combustion engine such as that disclosed in Patent Document 1, does not include a resonator communicating with an intake passage, and the amount of intake air remaining in the intake port is small.
- the opening of the throttle valve is narrowed. Therefore, in the intake stroke from when the intake valve opens to when it closes, the volume on the side of the intake port increases as the piston descends.
- the inside of the intake port suddenly becomes a negative pressure state and the flow inside the intake passage becomes weak, resulting in a decrease in the flow of the tumble flow.
- the present invention reduces the decrease in the flow in the intake passage even when the throttle valve is throttled in the low-load region of the internal combustion engine, strengthens the flow of the tumble flow, improves the combustion efficiency, and further reduces the flow from the resonator.
- An object of the present invention is to provide an intake device for an internal combustion engine that can further improve combustion efficiency by switching the inflow of air into a tumble passage.
- the present invention has been made in view of the above problems, and includes an intake passage that introduces intake air into a combustion chamber, an intake passage pipe that is a part of the intake passage, and an intake passage pipe that introduces intake air into the intake passage pipe.
- An intake system for an internal combustion engine comprising a throttle body and a throttle valve provided inside the throttle body for controlling the opening of the intake passage,
- the intake passage pipe is disposed downstream of the throttle body and has a partition wall that divides the intake passage into a tumble flow passage and a main flow passage along the longitudinal direction, which is the inflow direction of the intake air, Having a resonator communicating with the intake passage via a communicating pipe
- the intake passage pipe has an intake control valve positioned downstream of the throttle valve for controlling the intake air flow ratio between the tumble flow passage and the main flow passage, and a communication hole opening into the communication pipe.
- the air intake device for an internal combustion engine is characterized in that the communication pipe is provided with an air amount control valve that opens and closes the inside of the intake passage pipe.
- the throttle valve is throttled when the internal combustion engine is operated in a low load region by providing the resonator located downstream of the throttle valve in the intake passage pipe and communicating with the intake passage pipe. Also, since the intake air flows from the resonator into the intake passage on the downstream side of the throttle valve, the flow of the intake air in the intake passage does not decrease, and the tumble flow is strengthened to improve the combustion efficiency. can. Furthermore, the above effect can be further enhanced by switching the inflow of air from the resonator into the intake passage pipe with the air amount control valve as required.
- the intake control valve and the air amount regulating valve may be provided on the same shaft member as a rotating shaft.
- the intake control valve and the air amount adjustment valve may have a structure in which one valve opens and the other valve closes.
- the intake control valve is opened during stoichiometric operation, and the air amount adjustment valve between the resonator and the resonator is closed, thereby causing pumping loss due to the inflow of air from the resonator having the intake volume.
- the intake control valve is closed and the air volume adjustment valve between the resonator and the resonator is opened to promote tumble flow formation by utilizing the intake volume of the resonator. can improve combustion efficiency.
- the communication hole may be positioned between the downstream end of the throttle body and the upstream end of the partition wall.
- the communication hole communicating with the resonator is arranged at a location away from the internal combustion engine, which is a heat-generating portion, even if airflow with a relatively high temperature flows into the intake passage, Heat is not transmitted to the communicating pipe, and the effect of exhaust heat from the internal combustion engine is reduced, thereby preventing reduction in intake efficiency.
- the intake passage pipe may have a mounting portion to which one end of the communication pipe is mounted, and the mounting portion and the intake passage pipe may be integrated.
- fixing parts for fixing the mounting portion to the intake passage pipe are not required, so that an increase in the number of parts can be prevented and the labor for processing can be reduced.
- the configuration includes a fuel injection valve that injects fuel toward the interior of the intake passage,
- the inner wall of the intake passage pipe may be provided with a notch extending from the upstream side to the downstream side in the intake flow direction, and the communication hole may be provided at a position overlapping with the notch.
- the throttle valve is throttled when the internal combustion engine is operating in a low load region by providing a resonator positioned downstream of the throttle valve in the intake passage pipe and communicating with the intake passage pipe. Also, since the intake air flows from the resonator into the intake passage on the downstream side of the throttle valve, the flow of the intake air in the intake passage does not decrease, and the tumble flow is strengthened to improve the combustion efficiency. can. Furthermore, the above effects can be further enhanced by switching the inflow of air into the resonator with an air amount control valve as needed.
- FIG. 1 is a right side view of a motorcycle equipped with a power unit having an intake structure for an internal combustion engine according to Embodiment 1 of the present invention.
- 2 is a rear right side surface of the motorcycle of FIG. 1 with a body cover removed.
- FIG. 3 is a side cross-sectional view of a power unit taken out from FIG. 2 and shown in substantially the same orientation as that shown in FIG. 2 and having an intake structure for an internal combustion engine according to Embodiment 1;
- FIG. 4 is an enlarged view of a main portion of FIG. 3;
- FIG. 4 is a schematic diagram showing the vicinity of an intake pipe and a resonator; 4 is a cross-sectional view of the inlet pipe and the communicating pipe cut at a position where the communicating hole passes;
- FIG. 3 is a side cross-sectional view of a power unit taken out from FIG. 2 and shown in substantially the same orientation as that shown in FIG. 2 and having an intake structure for an internal combustion engine according to Embodiment 1;
- FIG. 5 is an enlarged view of a main portion of FIG. 4;
- FIG. 9 is an enlarged cross-sectional perspective view of a main part of FIG. 8;
- Fig. 3 is a left side view showing the vicinity of the throttle body and the inlet pipe;
- Fig. 3 is a perspective view showing the periphery of an inlet pipe mounting portion; It is the figure which looked at the periphery of a communicating hole from the inside of an inlet pipe.
- FIG. 4 is a perspective view showing a valve shaft and a notch of the air amount regulating valve;
- FIG. 4 is a vertical cross-sectional view of the communicating pipe and the air amount regulating valve showing the open state of the air amount regulating valve;
- FIG. 4 is a vertical cross-sectional view of the communicating pipe and the air amount regulating valve showing the closed state of the air amount regulating valve;
- FIG. 4 is a schematic diagram showing a state in which the tumble control valve is open and the air amount adjustment valve is closed;
- FIG. 4 is a schematic diagram showing a state in which the tumble control valve is closed and the air amount adjustment valve is open;
- FIG. 4 is a schematic diagram of an intake passage showing a region downstream of a throttle valve;
- FIG. 17 shows the pressure variation at the point indicated in FIG.
- 4 is a graph showing the effect of the presence or absence of a resonator in the open state of the tumble control valve on the pumping loss and fuel consumption of the internal combustion engine.
- 4 is a graph showing how the presence or absence of a resonator in the closed state of the tumble control valve affects the pumping loss and fuel consumption of the internal combustion engine.
- FIG. 1 An intake system for an internal combustion engine according to one embodiment of the present invention will be described with reference to FIGS. 1 to 21.
- FIG. 1 An intake system for an internal combustion engine according to one embodiment of the present invention will be described with reference to FIGS. 1 to 21.
- the directions of front, back, left, right, up and down in the description of this specification and the scope of the claims follow the directions of the vehicle when the power unit equipped with the intake device for the internal combustion engine according to the present embodiment is mounted on the vehicle. do.
- the vehicle is a small vehicle, specifically a motorcycle.
- the intake passage 70 of the throttle body 7 and the intake passage 80 the upper side of the partition portion 81 as a partition dividing them along the intake air flow direction F is described as the "upper” side, and the lower side is described as the "lower” side. do.
- an arrow FR indicates the front of the vehicle, LH the left of the vehicle, RH the right of the vehicle, and UP the upper of the vehicle.
- FIG. 1 shows the right side of a motorcycle 1 equipped with a power unit 3 equipped with an intake device for an internal combustion engine according to an embodiment of the present invention.
- 2 shows the rear right side of the motorcycle 1 of FIG. 1 with the body cover 10 removed.
- a motorcycle 1 equipped with an intake device 60 for an internal combustion engine according to the present embodiment is a so-called scooter type motorcycle, and a front body portion 1A and a rear body portion 1B are connected via a low floor portion 1C.
- the vehicle body frame 2 forming the skeleton of the vehicle body generally consists of a down tube 21 and a main pipe 22 (see FIG. 2).
- a down tube 21 extends downward from a head pipe 20 in the front portion 1A of the vehicle body, and the down tube 21 bends horizontally at its lower end to extend rearward under the floor portion 1C, and as shown in FIG.
- a pair of left and right main pipes 22 are connected via a connecting frame 23 arranged in the width direction of the vehicle. It bends and extends backward.
- a storage box 11 and a fuel tank 12 are supported above the inclined portion 22a of the main pipe 22, and the storage box 11 and the fuel tank 12 are closed by an occupant seat 13 mounted thereabove.
- a vehicle body cover 10 covers the lower part of the passenger seat 13 including the fuel tank 12 .
- a handlebar 14 is provided upwardly while being pivotally supported by a head pipe 20, and a front fork 15 extends downward, and a front wheel 16 is pivotally supported at the lower end thereof.
- a bracket 24 is protruded near the lower end of the inclined portion 22a of the main pipe 22, and the power unit is connected to the bracket 24 via a link member 25. 3 is connected and supported so as to be able to swing.
- the front portion of the power unit 3 is a single-cylinder four-stroke cycle air-cooled internal combustion engine (hereinafter simply referred to as the "internal combustion engine") 30, and a crankshaft is mounted in the front portion of the power unit case 50 constituting the crankcase portion 50a.
- 51 is arranged in the vehicle width direction and rotatably supported, and the end of the hanger arm 52 protruding forward from the lower end of the power unit case 50 is in a posture in which the cylinder axis C is greatly inclined forward to a substantially horizontal state. are connected via a link member 25 attached to a bracket 24 of the main pipe 22 so as to be vertically swingable.
- a cylinder block 31, a cylinder head 32, and a cylinder head cover 33, which constitute the internal combustion engine 30, are stacked in order on the front portion of the power unit case 50, which constitutes the crankcase portion 50a.
- a power transmission case portion 55 equipped with a belt-type continuously variable transmission and the like extends integrally from the crankcase portion 50a to the rear left side, and a rear axle 56, which is the output shaft of the power unit 3, is provided at its rear portion. and the rear wheels 17 are attached. That is, the power unit 3 is a so-called swing unit, and a rear cushion (not shown) is interposed between the power transmission case portion 55 at the rear of the power unit 3 and the rear of the main pipe 22 .
- an inlet pipe 6 as an intake passage pipe extends from the upper part of the cylinder head 32 of the internal combustion engine 30, which tilts forward greatly, and curves rearward.
- the connected throttle body 7 is located above the cylinder block 31 , and an air cleaner device 86 connected to the throttle body 7 via a connecting tube 85 is arranged above the power transmission case portion 55 .
- an exhaust pipe 38 extending downward from the lower portion of the cylinder head 32 is bent rearward and extends rearward while biased to the right side, and is connected to a muffler 39 on the right side of the rear wheel 17 .
- FIG. 3 is a side cross-sectional view of the power unit 3 taken out of FIG. 2 and shown in substantially the same orientation as shown in FIG.
- the internal combustion engine 30 in the power unit 3 is shown in cross-section of the left half of the cylinder block 31, the cylinder head 32, and the cylinder head cover 33, and the power unit case 50 has a left case half 50L which is a mating surface with a right case half (not shown). 50b is shown facing forward in the drawing.
- the power unit case 50 is constructed by combining a left-right split left case half 50L and a right case half (not shown).
- the half body 50L has a front portion forming the left half of the crankcase portion 50a, and extends rearward to form a long belt (not shown) between the crankshaft 51 and the rear axle 56 of the rear wheel 17.
- a power transmission case portion 55 is formed to accommodate a transmission including a type continuously variable transmission and a reduction gear mechanism 57 and the like.
- the reduction gear mechanism 57 is housed inside the rear right open surface 55R of the power transmission case portion 55 and is covered by a reduction gear case (not shown).
- the output shaft of the reduction gear mechanism 57 is the rear axle 56 of the rear wheel 17 .
- Rotational power of the crankshaft 51 of the crankcase portion 50a of the internal combustion engine 30 is transmitted to the rear wheels 17 through the belt-type continuously variable transmission and the reduction gear mechanism 57 in the power transmission case portion 55. .
- a piston 34 that reciprocates in the cylinder bore 31a of the cylinder block 31 is connected by a connecting rod 35 to a crankpin 51a of the crankshaft 51 of the crankcase portion 50a.
- a combustion chamber 36 is formed between the top surface 34a of the piston 34 slidably fitted in the cylinder bore 31a of the cylinder block 31 and the combustion chamber ceiling surface 32a of the cylinder head 32 facing the top surface 34a.
- the internal combustion engine 30 employs a SOHC type two-valve system, and a valve mechanism 9 is provided in the cylinder head 32 .
- a cylinder head cover 33 is overlaid on the cylinder head 32 so as to cover the valve mechanism 9 .
- an endless cam chain (not shown) is provided on one side of the crankcase portion 50a, the cylinder block 31, and the cylinder head 32 in the crankshaft 51 direction.
- the camshaft 91 and the crankshaft 51 are spanned through a cam chain chamber that does not rotate, and the camshaft 91 rotates in synchronism with the crankshaft 51 at a rotation speed of 1/2.
- An ignition plug (not shown) is inserted into the combustion chamber 36 from the opposite side of the cam chain chamber (the other side in the crankshaft 51 direction) of the cylinder head 32 .
- FIG. 3 and FIG. 4 which is an enlarged view of the main part of FIG. 3, in the cylinder head 32 in which the cylinder axis C is substantially horizontal and greatly inclined forward, the intake valve port 40 opens to the combustion chamber ceiling surface 32a.
- An intake port 42 and an exhaust port 43 extend from the and exhaust valve openings 41 while curving in directions away from each other in the vertical direction.
- the upstream end of the intake port 42 opens upward from the cylinder head 32 and is connected to the inlet pipe 6 to form a continuous intake passage 80 .
- a downstream end 7a of the throttle body 7 is connected to an upstream end 6e of the inlet pipe 6 via an insulator 8 as a connecting member.
- a downstream end of the exhaust port 43 opens downward in the cylinder head 32 and is connected to an exhaust pipe 38 (see FIG. 2).
- a cylindrical intake valve guide 44 is integrally fitted to the curved outer wall portion 42a of the intake port 42 in the cylinder head 32, and the intake valve 46 slidably supported by the intake valve guide 44 moves into the combustion chamber of the intake port 42.
- the intake valve port 40 facing 36 is opened and closed.
- an exhaust valve 47 slidably supported by an exhaust valve guide 45 integrally fitted to the curved outer wall portion 43a of the exhaust port 43 in the cylinder head 32 is an exhaust valve opening facing the combustion chamber 36 of the exhaust port 43. Open and close 41.
- the intake valve 46 and the exhaust valve 47 are urged upward by a valve spring 48 so that the head portions 46a and 47a of the intake valve 46 and the exhaust valve 47 close the intake valve port 40 and the exhaust valve port 41 facing the combustion chamber 36.
- stem ends 46b and 47b of the intake valve 46 and the exhaust valve 47 are pushed down by an intake rocker arm 94 and an exhaust rocker arm 95 which contact and oscillate with the intake cam 92 and the exhaust cam 93 of the camshaft 91.
- the intake valve 46 and the exhaust valve 47 are opened at a predetermined timing, the intake port 42 and the combustion chamber 36 and the exhaust port 43 and the combustion chamber 36 are communicated, and intake and exhaust are performed at predetermined timing.
- an intake device 60 capable of imparting a tumble vortex T, that is, longitudinal rotation of the fuel-air mixture is used in the combustion chamber 36.
- the inlet pipe 6 is connected to the upstream end of the intake port 42 of the internal combustion engine 30 via the insulator 61 to form a continuous intake passage 80 having a substantially circular cross section.
- a throttle body 7 is connected to the upstream side of the inlet pipe 6 via an insulator 8 as a fixing member.
- the throttle body 7 has an intake passage 70 with a substantially circular cross section forming part of an intake passage 80 connected to the combustion chamber 36 of the internal combustion engine 30, and an air cleaner device 86 ( (See Fig. 2).
- the throttle body 7 has a throttle valve 75.
- the throttle valve 75 is of the butterfly type, and has a throttle valve shaft 76 and a disk-shaped valve body 77 fixed to the throttle valve shaft 76 and rotating integrally therewith.
- the valve body 77 is fixed to the throttle valve shaft 76 so as to substantially bisect the disk.
- the valve body 77 is rotatably supported in the throttle body 7 by a throttle valve shaft 76 which is oriented substantially horizontally perpendicular to the intake flow direction F of the intake passage 70, that is, intersects perpendicularly with the central axis of the intake passage 70. ing.
- the throttle valve 75 is rotated by an instruction from an operator or the like, and variably controls the flow area of the intake passage 70 to change the amount of intake air flowing through the intake passage 70 .
- the intake passage 80 continues from the inlet pipe 6 to the intake port 42 and is divided by a partition 81 along the intake flow direction F so that the passing intake air generates a tumbling vortex T in the combustion chamber 36. It is partitioned into a tumble channel 80A and a main channel 80B excluding the tumble channel 80A. The intake passage 80 is partitioned by a partition portion 81 such that the tumble passage 80A is narrower than the main passage 80B.
- the "tumble flow path" is an intake air flow path for generating a tumble vortex T in the combustion chamber 36 when the throttle valve 75 is at a low opening, that is, when the internal combustion engine 30 is at a low load.
- the lower portion of the intake passage 80 partitioned by the partition portion 81 serves as the tumble passage 80A, and the upper portion serves as the main passage 80B, but the present invention is not limited to the vertical arrangement.
- "upper” and “lower” with respect to the intake passage 80, the intake passage 70, and the throttle valve 75 mean “up” in the direction of the cylinder head 32 or the cylinder head cover 33 in the direction of the cylinder axis C, and “up” in the direction of the crankshaft 51. is called ⁇ lower,'' and it does not mean ⁇ upper, lower'' in space.
- the partitioning portion 81 includes an inlet pipe side partitioning portion 81A, an insulator side partitioning portion 81B, and an intake port side partitioning portion 81C positioned continuously from the upstream side to the downstream side of the intake air flow. configured as
- a main flow passage 80B on the upper side of the drawing and a tumble flow passage 80A on the lower side of the drawing vertically extend from the inlet pipe 6 to the intake port 42, and the intake passage 80 on the downstream side of the throttle valve 75 is vertically partitioned by the partition portion 81. , each having a substantially semicircular cross section.
- the surface of the partition portion 81 in the width direction of the intake passage 80 and the throttle valve shaft 76 are parallel.
- the downstream end 81b of the partition 81 that is, the downstream end 81b located in the intake port 42 of the cylinder head 32 is directed toward the cylinder block 31 in the cylinder head 32.
- the end 80Ab of the tumble flow path 80A is bent and integrally formed, and is formed so as to point toward the combustion chamber ceiling surface 32a of the cylinder head 32.
- the intake air flowing through the tumble flow path 80A can pass above the head portion 46a of the intake valve 46 and then flow into the cylinder bore 31a, as indicated by the middle and small arrows in FIG.
- the tumble vortex T can be easily generated inside.
- the tumble flow path 80A is configured such that the passing intake air generates the tumble vortex T. As shown in FIG.
- a tumble valve serving as an intake control valve is provided near the upstream end 81a of the partition portion 81 formed in the inlet pipe 6 to control the ratio of the intake air flow rate between the tumble flow path 80A and the main flow path 80B.
- a control valve 65 is provided.
- the tumble control valve 65 is arranged with an interval from the upstream end 81a of the partition 81, but may be arranged at the upstream end 81aa of the partition 81 on the upstream side.
- the tumble control valve 65 has a valve shaft 66 and a tumble valve element 67 that is fixed to the valve shaft 66 and rotates together.
- the tumble valve body 67 is formed in a plate-like semi-disk that closes the opening of the main flow path 80B near the upstream end 81a of the partition portion 81 within the inlet pipe 6 .
- a valve stem 66 is attached to one linear end of the tumble valve body 67 .
- the valve shaft 66 is rotatably supported by the inlet pipe 6 so as to be parallel to the plane of the partition 81 in the width direction of the intake passage 80 .
- the valve shaft 66 is connected to an actuator 68 via a speed reducer 69, as shown in FIG. Also referring to FIG. 8, the valve shaft 66 is appropriately rotated to a predetermined angle by an actuator 68 .
- the tumble valve element 67 also rotates to change the opening degree of the main flow passage 80B, thereby adjusting the amount of intake air flowing through the main flow passage 80B. is also adjusted.
- a fuel injection valve 87 is attached to the throttle body 7 so as to penetrate from the upper outside and is arranged to inject fuel toward the intake passage 80 .
- a fuel injection valve 88 which penetrates the main flow path 80B from the upper outside and is arranged to inject and supply fuel toward the intake valve port 40 .
- the fuel injection valves 88 and 87 are arranged in the inlet pipe 6 and the throttle body 7, but the number of fuel injection valves is not limited to two, and may be, for example, one. , only one of the fuel injection valves 87 and 88 may be attached. Further, a direct injection structure in which a fuel injection valve is arranged in the cylinder head 32 or the cylinder block 31 to inject fuel into the combustion chamber 36 may be used.
- the intake device 60 has a resonator 100 communicating with an intake passage 80 inside the inlet pipe 6 through a communicating pipe 101, as shown in FIG.
- a communicating pipe 101 As shown in FIG. 6, one end 101a of the communication pipe 101 is connected to a mounting portion 104 projecting from the inlet pipe 6.
- the other end 101b of the communicating pipe 101 is connected to the resonator 100 as shown in FIG.
- the interior of the communicating pipe 101 forms a communicating passage 101c that communicates the interior of the inlet pipe 6 and the interior of the resonator 100 with each other.
- the inlet pipe 6 is provided with a mounting portion 104 for mounting one end 101a of the communicating pipe 101, protruding from the outer wall surface 6d of the inlet pipe 6.
- the attachment portion 104 is formed in a tubular shape and has a communicating passage 104a inside.
- a collar-shaped portion 104b is formed on the outer surface of the mounting portion 104.
- the communication pipe 101 is an integral part that is formed integrally with the inlet pipe 6, but it may be structured to be attached to the inlet pipe 6 separately from the inlet pipe 6.
- the inner wall 6c of the inlet pipe 6 is formed with a communication hole 102 opening to the communication passage 104a inside the mounting portion 104.
- FIGS. 8 and 9 the inner wall 6c of the inlet pipe 6 is formed with a communication hole 102 opening to the communication passage 104a inside the mounting portion 104.
- the intake passage 80 inside the inlet pipe 6 is partitioned by a partition portion 81 into a tumble passage 80A and a main passage 80B.
- a plane passing through the center of the plate in the thickness direction of the partition 81 is defined as a partition central plane Pa, and an extended central plane Pb extending the partition central plane Pa along the shape of the inlet pipe 6 is defined.
- a plane composed of the partition central plane Pa and the extension central plane Pb is defined as a central plane P such as a partition.
- the inlet pipe 6 is divided by the central plane P such as the partition, the portion on the tumble flow path 80A side is defined as the tumble flow path side portion 6a, and the portion on the main flow path 80B side is defined as the main flow path side portion 6b.
- the communication hole 102 formed in the inlet pipe 6 is located in the inner wall surface 6a1 of the tumble flow path side portion 6a, as shown in FIGS.
- the communication hole 102 is formed between the downstream end 7a of the throttle body 7 and the upstream end 81a of the partition portion 81, as shown in FIG.
- the communication hole 102 is provided downstream of the downstream end 8 a of the insulator 8 connecting the throttle body 7 and the inlet pipe 6 . Even if the inlet pipe 6 is connected to the throttle body 7 via the insulator 8, the communication hole 102 is not blocked by the insulator 8. - ⁇
- the inlet pipe 6 is fixed to the cylinder head 32 via the insulator 61 by bolts 37, which are fastening members.
- the communication hole 102 and the mounting portion 104 communicate with the communication hole 102 and project from the inlet pipe 6 so that the mounting portion 104 does not interfere with fastening the bolt 37 to the cylinder head 32. , are positioned so as not to overlap with the bolt 37.
- the inner wall 6c of the inlet pipe 6 is provided with notches 103 recessed from the inner wall 6c toward the upstream side and the downstream side of the intake air across the communication hole 102. It is The notch 103 is deepest in the vicinity of the communication hole 102 and gradually becomes shallower toward the upstream end 103a and the downstream end 103b. As shown in FIG. 12, the lower edge 103c of the notch 103 slopes downward from the upstream end 103a toward the downstream end 103b, so that the injected fuel injected into the inlet pipe 6 is It is designed to prevent the fluid from accumulating in the communication hole 102 and the notch 103.
- the communicating pipe 101 connecting the resonator 100 and the inlet pipe 6 is provided with an air quantity adjusting valve 110 for adjusting the quantity of air flowing into the inlet pipe 6 from the resonator 100.
- the air amount adjusting valve 110 has a valve shaft 111 whose axis is in a direction intersecting the direction of air flow in the communicating pipe 101 .
- the valve shaft 111 is formed to have a circular cross-sectional shape, and a notch 112 is formed in the valve shaft 111 .
- an insertion hole 101d through which the valve shaft 111 of the air amount adjustment valve 110 is inserted is provided at a predetermined position of the communication pipe 101.
- the valve shaft 111 is inserted through the insertion hole 101d so that the notch 112 is positioned inside the communicating pipe 101, and is rotatably supported by bearings 105 positioned on both sides of the communicating pipe 101.
- a packing member 106 is arranged between the insertion hole 101d and the bearing 105 to prevent air leakage from the communicating pipe 101. As shown in FIG.
- valve shaft 66 of tumble control valve 65 and valve shaft 111 of air amount adjusting valve 110 are formed of the same shaft member 120 .
- valve shaft 111 of the air amount adjusting valve 110 is rotated.
- valve shaft 66 of tumble control valve 65 and valve shaft 111 of air amount adjusting valve 110 are formed as the same component. It may be formed in parts and connected so as to rotate together.
- the tumble control valve 65 when the tumble control valve 65 is open, the air amount adjustment valve 110 is closed and the resonator 100 and the intake passage 80 are not communicated. As shown in FIG. 17 , when the tumble control valve 65 is closed, the air amount adjustment valve 110 is opened, and air is supplied from the resonator 100 to the intake passage 80 .
- the tumble control valve 65 and the air amount adjustment valve 110 are configured so that when one valve opens, the other valve closes.
- FIGS. 18 and 19 the effect of enhancing the flow of the tumble flow by providing the resonator 100 downstream from the throttle valve 75 in communication with the intake passage 80 will be described with reference to FIGS. A description will be given in comparison with the case of an intake device.
- the tumble control valve 65 is attached to the upper passage of the intake passage, the upper side being the main passage 80B and the lower side being the tumble passage 80A.
- a and B indicate the positions of various locations representing changes in pressure in the intake system shown in FIG. Point A is located downstream of the throttle valve 75 and upstream of the upstream end 81a of the partition 81 separating the tumble flow path 80A and the main flow path 80B, and point B is located within the tumble flow path 80A. are doing.
- FIG. 19 shows crank angles in one cycle when the throttle valve 75 is gradually opened for an intake system in which the resonator 100 is connected downstream of the throttle valve 75 and an intake system in which the resonator 100 is not connected downstream of the throttle valve 75.
- the pressure data at each location are shown with the crank angle on the horizontal axis and the pressure on the vertical axis.
- An intake passage area in the intake system from downstream of the throttle valve 75 to the intake valve 46 is defined as a throttle valve downstream intake area, and this volume is defined as a throttle valve downstream intake volume.
- These definitions also include areas and volumes within resonator 100 when resonator 100 is connected.
- the pressure change in the intake passage and the flow of intake air when the resonator 100 is not connected downstream of the throttle valve 75 will be described.
- the case where the resonator 100 is not connected downstream of the throttle valve 75 means that the intake system does not have the resonator 100, and even if the intake system has the resonator 100, it is connected upstream of the throttle valve 75. is the case.
- the intake volume downstream of the throttle valve is not large. , air is taken in from the atmosphere upstream of the throttle valve 75 through the opening of the throttle valve 75 .
- the opening of the throttle valve 75 is small, it is not possible to charge the volume of air that increases as the piston 34 descends. between 380 degrees and 540 degrees).
- the pressure inside the intake port suddenly becomes negative in this way, as the piston 34 descends, the air in the intake area downstream of the throttle valve expands and is drawn in, weakening the flow and forming a tumble flow in the cylinder. weakens.
- the presence or absence of the resonator 100 communicating with the intake passage 80 depends on the pumping loss (PMEP (kPa)) and fuel consumption (net fuel consumption rate BSFC (g/ The effect on kW-h)) was predicted using a desktop model.
- PMEP pumping loss
- BSFC net fuel consumption rate
- FIG. 20 is a graph showing prediction results of pumping loss and fuel consumption values for a model with the resonator 100 and a model without the resonator 100 when the tumble control valve 65 is open. Stoichiometric operation of the internal combustion engine is assumed when the tumble control valve 65 is open. When the tumble control valve 65 was open, the pumping loss was smaller and the fuel consumption was better when there was no resonator than when there was a resonator.
- FIG. 21 is a graph showing prediction results of pumping loss and fuel consumption values for a model with the resonator 100 and a model without the resonator 100 when the tumble control valve 65 is closed.
- the tumble control valve 65 When the tumble control valve 65 is closed, it is assumed that the internal combustion engine is running lean.
- the tumble control valve 65 was in the closed state, the pumping loss was smaller and the fuel consumption was better when the resonator was present than when there was no resonator.
- air amount regulating valve 110 is closed when tumble control valve 65 is open, and air amount regulating valve 110 is open when tumble control valve 65 is closed. Since the tumble control valve 65 is in the valve state, it is in the connected state with the resonator 100 having superior fuel efficiency regardless of whether the tumble control valve 65 is open or closed.
- the intake device 60 for an internal combustion engine is configured as described above, it has the following effects.
- the intake device 60 includes an intake passage 80 for introducing intake air into the combustion chamber 36, an inlet pipe 6 whose interior is part of the intake passage 80, a throttle body 7 for introducing intake air into the inlet pipe 6, and an intake passage 80. and a resonator 100.
- the inlet pipe 6 is arranged downstream of the throttle body 7, and an intake passage 80 is provided for intake air flow. Equipped with a partition 81 that divides the tumble flow path 80A and the main flow path 80B along the longitudinal direction, which is the inflow direction. 100 and a communicating hole 102 that opens to the communicating pipe 10) connecting the intake passage 80.
- the communicating pipe 101 is provided with an air amount adjusting valve 110 for adjusting the amount of air between the resonator 100 and the inlet pipe 6.
- the throttle valve 75 is suppressed when the internal combustion engine 30 operates in a low load region. Even in the throttled state, intake air flows from inside the resonator 100 into the intake passage 80 on the downstream side of the throttle valve 75, so the flow of intake air in the intake passage 80 does not decrease, and the tumble flow is strengthened. , the combustion efficiency can be improved. Furthermore, by switching the inflow of air from the resonator 100 into the inlet pipe 6 with the air amount control valve 110 as needed, the above effects can be further enhanced.
- the tumble control valve 65 and the air amount adjusting valve 110 are provided on the shaft member 120 as the same rotating shaft, the tumble control valve 65 and the air amount adjusting valve 110 are mounted on the same rotating shaft. By providing it on the shaft member 120 as a shaft, it is possible to reduce the number of parts by sharing the shaft.
- the tumble control valve 65 and the air amount adjustment valve 110 have a structure such that when one valve opens, the other valve closes. By closing the air amount adjustment valve 110 between the two, it is possible to prevent deterioration of fuel consumption due to an increase in pumping loss due to the inflow of air from the resonator 100 having an intake volume. By closing the valve 65 and opening the air amount adjustment valve between the resonator and the resonator, the intake volume of the resonator can be used to promote the formation of a tumble flow and improve the combustion efficiency.
- the communication hole 102 since the communication hole 102 is located between the downstream end 7a of the throttle body 7 and the upstream end 81a of the partition portion 81, the communication hole 102 communicates with the resonator 100 at a location away from the internal combustion engine 30 which is a heat generating portion. , even if airflow with a relatively high temperature flows into the intake passage 80, the heat is not transmitted to the communicating pipe 101 communicating with the resonator 100, and is affected by the exhaust heat of the internal combustion engine 30. It becomes difficult, and the reduction of intake efficiency can be prevented.
- the inlet pipe 6 has a mounting portion 104 to which one end 101a of the communicating pipe 101 is mounted. Fixing parts are no longer required, preventing an increase in the number of parts and reducing the labor required for processing.
- a fuel injection valve 87 for injecting fuel toward the inside of the intake passage 80 is provided, and the inner wall 6c of the inlet pipe 6 is provided with a notch portion 103 extending from the upstream side to the downstream side in the intake air flow direction to form a communication hole. Since 102 is provided at a position overlapping with notch 103, injection fuel can be prevented from accumulating in communication hole 102 and notch 103.
- FIG. 1 A fuel injection valve 87 for injecting fuel toward the inside of the intake passage 80 is provided, and the inner wall 6c of the inlet pipe 6 is provided with a notch portion 103 extending from the upstream side to the downstream side in the intake air flow direction to form a communication hole. Since 102 is provided at a position overlapping with notch 103, injection fuel can be prevented from accumulating in communication hole 102 and notch 103.
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Abstract
Description
前記吸気通路管は、スロットルボディの下流側に配置され、前記吸気通路を吸気空気の流入方向である長手方向に沿ってタンブル流路と主流路とに分割する隔壁を備え、
前記吸気通路に、連通管を介して連通するレゾネータを有し、
前記吸気通路管は、前記スロットル弁の下流側に位置して、前記タンブル流路と前記主流路との吸気流量割合を制御する吸気制御弁と、前記連通管に開口する連通孔とを有し、
前記連通管は、前記吸気通路管内を開閉する空気量調整弁を備えることを特徴とする内燃機関の吸気装置を特徴とするものである。 The present invention has been made in view of the above problems, and includes an intake passage that introduces intake air into a combustion chamber, an intake passage pipe that is a part of the intake passage, and an intake passage pipe that introduces intake air into the intake passage pipe. An intake system for an internal combustion engine, comprising a throttle body and a throttle valve provided inside the throttle body for controlling the opening of the intake passage,
The intake passage pipe is disposed downstream of the throttle body and has a partition wall that divides the intake passage into a tumble flow passage and a main flow passage along the longitudinal direction, which is the inflow direction of the intake air,
Having a resonator communicating with the intake passage via a communicating pipe,
The intake passage pipe has an intake control valve positioned downstream of the throttle valve for controlling the intake air flow ratio between the tumble flow passage and the main flow passage, and a communication hole opening into the communication pipe. ,
The air intake device for an internal combustion engine is characterized in that the communication pipe is provided with an air amount control valve that opens and closes the inside of the intake passage pipe.
前記吸気通路管の内壁に、吸気流れ方向の上流側から下流側に向かった切欠部が設けられ、前記連通孔は、前記切欠部と重なる位置に設けてもよい。 The configuration includes a fuel injection valve that injects fuel toward the interior of the intake passage,
The inner wall of the intake passage pipe may be provided with a notch extending from the upstream side to the downstream side in the intake flow direction, and the communication hole may be provided at a position overlapping with the notch.
排気ポート43の下流端は、シリンダヘッド32の下方に向けて開口し、排気管38(図2参照)に連結される。 The upstream end of the
A downstream end of the
なお、仕切部81の吸気通路80幅方向の面とスロットル弁軸76とは平行である。 A
The surface of the
そのため、タンブル流路80Aを流れる吸気を、図4中小矢印が示すように、吸気弁46の傘部46aの上方を通過させたうえで、シリンダボア31a内に流入させことができるため、燃焼室36内においてタンブル渦流Tが発生しやすくすることができる。そのように、タンブル流路80Aは、通過した吸気がタンブル渦流Tを発生させるように構成されている。 Further, as shown in FIG. 4, the
Therefore, the intake air flowing through the
図6に示されるように、連通管101の一端101aはインレットパイプ6から突出した取付部104に接続されている。連通管101の他端101bは、図7に示されるように、レゾネータ100に接続されている。連通管101の内部は、インレットパイプ6の内部とレゾネータ100の内部を連通する連通路101cとなっている。 The
As shown in FIG. 6, one
そのため、徐開時等のスロットル弁75の開口が小さい場合であっても、吸気ポート内圧力の負圧の変化は比較的少ないものとなる(図19)において、クランク角380度付近から540度付近の間)。このように吸気ポート内圧力が急激に負圧になることが少ないので、ピストン下降にともなったスロットル弁下流吸気領域内の吸気の膨張が比較的少なく、流動が低下せず、筒内で形成されるタンブル流の流動を高めることができる。 When the
Therefore, even when the opening of the
なお、説明の便宜上、図示の実施例の左右配置のものについて説明したが、左右配置の異なるものであっても、発明の要旨の範囲であれば本発明に含まれる。 Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes are possible without departing from the gist of the present invention. , vehicles, internal combustion engines, etc., of course, include those implemented in various modes.
For convenience of explanation, the left-right arrangement of the illustrated embodiment has been described, but the present invention includes a different left-right arrangement as long as it is within the scope of the invention.
30…内燃機関、36…燃焼室、
60…吸気装置、65…タンブルコントロール弁、
75…スロットル弁、
80…吸気通路、80A…タンブル流路、80B…主流路、81…隔壁、87…燃料噴射弁、
100…レゾネータ、101…連通管、101a…一端、102…連通孔、103…切欠部、104…取付部、
110…空気量調整弁、
120…軸部材。 6... Intake passage pipe, 7... Throttle body,
30... internal combustion engine, 36... combustion chamber,
60 ... intake device, 65 ... tumble control valve,
75 ... Throttle valve,
80... intake passage, 80A... tumble flow path, 80B... main flow path, 81... partition wall, 87... fuel injection valve,
DESCRIPTION OF
110 ... air volume control valve,
120 ... Shaft member.
Claims (6)
- 燃焼室(36)に吸気を導入する吸気通路(80)と、内部が前記吸気通路(80)の一部となる吸気通路管(6)と、前記吸気通路管(6)に吸気空気を導入するスロットルボディ(7)と、前記吸気通路(80)の開度を制御するために前記スロットルボディ(7)の内部に設けられるスロットル弁(75)と、を有する内燃機関(E)の吸気装置において、
前記吸気通路管(6)は、スロットルボディ(7)の下流側に配置され、前記吸気通路(80)を吸気空気の流入方向である長手方向に沿ってタンブル流路(80A)と主流路(80B)とに分割する隔壁(81)を備え、
前記吸気通路(80)に、連通管(101)を介して連通するレゾネータ(100)を有し、
前記吸気通路管(6)は、前記スロットル弁(75)の下流側に位置して、前記タンブル流路(80A)と前記主流路(80B)との吸気流量割合を制御する吸気制御弁(65)と、前記連通管(101)に開口する連通孔(102)とを有し、
前記連通管(101)は、前記吸気通路管(6)内を開閉する空気量調整弁(110)を備えることを特徴とする内燃機関の吸気装置。 An intake passage (80) that introduces intake air into the combustion chamber (36), an intake passage pipe (6) that is part of the intake passage (80), and intake air is introduced into the intake passage pipe (6). and a throttle valve (75) provided inside the throttle body (7) for controlling the opening of the intake passage (80). in
The intake passage pipe (6) is disposed on the downstream side of the throttle body (7), and extends along the longitudinal direction of the intake passage (80), which is the inflow direction of intake air. 80B) and a partition wall (81) dividing the
Having a resonator (100) communicating with the intake passage (80) through a communicating pipe (101),
The intake passage pipe (6) is located downstream of the throttle valve (75), and is an intake control valve (65) that controls the ratio of the intake flow rate between the tumble flow path (80A) and the main flow path (80B). ) and a communicating hole (102) opening into the communicating pipe (101),
An intake system for an internal combustion engine, wherein the communication pipe (101) is provided with an air amount control valve (110) that opens and closes the interior of the intake passage pipe (6). - 前記吸気制御弁(65)と前記空気量調整弁(110)とは、同一の回動軸としての軸部材(120)上に設けられていることを特徴とする請求項1に記載の内燃機関の吸気装置。 2. An internal combustion engine according to claim 1, wherein said intake control valve (65) and said air amount adjusting valve (110) are provided on a shaft member (120) as a same rotating shaft. air intake system.
- 前記吸気制御弁(65)と前記空気量調整弁(110)とは、一方の弁(65,110)が開くと他方の弁(110,65)が閉じる構造を有することを特徴とする請求項2に記載の内燃機関の吸気装置。 3. The air intake control valve (65) and the air amount adjusting valve (110) have a structure such that when one valve (65, 110) opens, the other valve (110, 65) closes. An intake system for an internal combustion engine as described.
- 前記連通孔(102)は前記スロットルボディ(7)の下流端(7a)と前記隔壁(81)の上流端(81a)との間に位置することを特徴とする請求項1ないし請求項3のいずれかに記載の内燃機関の吸気装置。 The communication hole (102) is located between the downstream end (7a) of the throttle body (7) and the upstream end (81a) of the partition wall (81). The intake device for an internal combustion engine according to any one of the above.
- 前記吸気通路管(6)は、前記連通管(101)の一端(101a)が取り付けられる取付部(104)を有し、前記取付部(104)と前記吸気通路管(6)とは一体品であることを特徴とする請求項1ないし請求項4のいずれかに記載の内燃機関の吸気装置。 The intake passage pipe (6) has a mounting portion (104) to which one end (101a) of the communication pipe (101) is mounted, and the mounting portion (104) and the intake passage pipe (6) are integrated. 5. An intake system for an internal combustion engine according to any one of claims 1 to 4, characterized in that:
- 前記吸気通路(80)の内部に向かって燃料を噴射する燃料噴射弁(87)を備え、
前記吸気通路管(6)の内壁(6c)に、吸気流れ方向の上流側から下流側に向かった切欠部(103)が設けられ、前記連通孔(102)は、前記切欠部(103)と重なる位置に設けられたことを特徴とする請求項1ないし請求項5のいずれかに記載の内燃機関の吸気装置。 a fuel injection valve (87) for injecting fuel toward the inside of the intake passage (80);
The inner wall (6c) of the intake passage pipe (6) is provided with a notch (103) extending from the upstream side to the downstream side in the intake air flow direction, and the communicating hole (102) and the notch (103) are formed. 6. The intake system for an internal combustion engine according to any one of claims 1 to 5, wherein the intake system is provided at an overlapping position.
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2021
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- 2021-09-29 JP JP2023550876A patent/JPWO2023053308A1/ja active Pending
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EP0439848A1 (en) * | 1990-02-01 | 1991-08-07 | Volvo Car B.V. | Short circuit primary turbulence system for a combustion engine |
JPH08338253A (en) * | 1995-06-14 | 1996-12-24 | Suzuki Motor Corp | Intake system for engine |
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