JPS6238536B2 - - Google Patents

Description

[Detailed description of the invention] The present invention relates to a helical intake port.

A helical intake port typically consists of a spiral formed around the intake valve and an inlet passageway tangentially connected to the spiral and extending generally straight. If you try to use such a helical intake port to generate a strong swirling flow in the engine combustion chamber during low-speed engine load operation with a small amount of intake air, the shape of the intake port will have a large flow resistance. A problem arises in that charging efficiency decreases during high-speed, high-load operation of the engine with a large amount of fuel. In order to solve this problem, a branch path is formed in the cylinder head that branches from the helical intake port inlet passage and communicates with the spiral end of the helical intake port spiral section, and an on-off valve is installed in the branch path. The applicant has already proposed a helical intake port in which an on-off valve is opened during high-speed, high-load engine operation. In this helical type intake port, when the engine is operated at high speed and under high load, a part of the intake air sent into the helical type intake port inlet passage is sent into the helical type intake port spiral part through a branch path, so the intake air flow path is The cross-sectional area can be increased, thus improving the filling efficiency. However, in this helical intake port, the branch passage is formed as a cylindrical passage completely independent from the inlet passage, so the flow resistance of the branch passage is relatively large, and the branch passage is formed adjacent to the inlet passage. This limits the cross-sectional area of the inlet passage, making it difficult to obtain a sufficiently high filling efficiency. Furthermore, the helical intake port itself has a complicated shape, and if a branch passage that is completely independent from the inlet passage is added, the overall structure of the intake port will become extremely complicated. It is quite difficult to form a helical intake port in the cylinder head.

SUMMARY OF THE INVENTION The present invention provides a helical intake port that is capable of achieving high filling efficiency during high-speed, high-load engine operation and has a novel shape that is easy to manufacture.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

Referring to FIGS. 1 and 2, 1 is a cylinder block, 2 is a piston that reciprocates within the cylinder block 1, 3 is a cylinder head fixed on the cylinder block 1, and 4 is a piston 2 and a cylinder head 3. A combustion chamber is formed in between, 5 is an intake valve,
6 is a helical intake port formed in the cylinder head 3, 7 is an exhaust valve, and 8 is a cylinder head 3.
Reference numeral 9 indicates an ignition plug disposed within the combustion chamber 4, and reference numeral 10 indicates a stem guide for guiding the stem 5a of the intake valve 5. As shown in FIGS. 1 and 2, the upper wall surface 1 of the intake port 6
A partition wall 12 projecting downward is integrally molded on the top of the helical intake port 6, which consists of a spiral portion B and an inlet passage portion A tangentially connected to the spiral portion B. be done. This partition wall 12 extends in the flow direction of the intake air flow from inside the inlet passage section A to around the stem guide 10 of the intake valve 5, and as can be seen from FIG. The side closest to part A is the narrowest,
It is almost uniform from this narrowest part to the vicinity of the stem guide 10, and becomes widest around the stem guide 10. The partition wall 12 is the inlet opening 6a of the intake port 6.
The partition wall 12 further includes a first side wall surface 14a extending counterclockwise from the tip 13 in FIG.
3 and a second side wall surface 14b extending clockwise from the second side wall surface 14b. The first side wall surface 14a passes from the distal end portion 13 to the side of the stem guide 10 to the side wall surface 15 of the spiral portion B.
The constricted portion 16 is formed between the spiral portion side wall surface 15 and the spiral portion side wall surface 15 . On the other hand, the second side wall surface 14b is arranged so that the distance from the first side wall surface 14a increases from the tip end 13 toward the stem guide 10, and then the distance from the first side wall surface 14a becomes almost uniform. Extends to. Next, this second side wall surface 14b extends along the outer periphery of the stem guide 10 and reaches the narrowest portion 16.

Referring to FIGS. 1 to 9, the inlet passage section A
One side wall surface 17 is arranged substantially vertically, and the other side wall surface 18 is formed from a slightly downwardly inclined surface. On the other hand, the upper wall surface 19 of the inlet passage section A descends toward the spiral section B and is smoothly connected to the upper wall surface 20 of the spiral section B. The upper wall surface 20 of the spiral portion B gradually narrows in width while descending from the connecting portion between the spiral portion B and the inlet passage portion A toward the narrowed portion 16, and then gradually widens after passing through the narrowed portion 16. On the other hand, the side wall surface 17 of the inlet passage section A is smoothly connected to the side wall surface 15 of the spiral section B, and the bottom wall surface 21 of the entrance passage section A descends toward the spiral section B.

On the other hand, the first side wall surface 14a of the partition wall 12 is a slightly downwardly inclined surface, and the second side wall surface 14b is substantially vertical. Bottom wall surface 2 of partition wall 12
2 is the stem guide 1 from the distal end 13 of the partition wall 12.
It consists of a first bottom wall surface portion 22a extending to the vicinity of 0, and a second bottom wall surface portion 22b located around the stem guide 10. The first bottom wall surface portion 22a is substantially parallel to the top wall surface 19 and extends close to the bottom wall surface 21. On the other hand, the height of the second bottom wall surface portion 22b measured from the top wall surface 19 is lower than the height of the first bottom wall surface portion 22a, and furthermore, the height of the second bottom wall surface portion 22b and the top wall surface 1
9 becomes gradually smaller toward the narrowed portion 16. Further, on the second bottom wall surface portion 22b, there is a rib 2 that projects downward in the area shown by hatching in FIG.
3 is formed, and this rib 23 is formed on the first bottom wall surface portion 2
2a to the narrowing portion 16. As shown in FIG. 8, the second bottom wall surface portion 22b descends toward the rib 23.

On the other hand, a branch passage 24 is provided in the cylinder head 3 that communicates the spiral end C of the spiral portion B with the inlet passage A.
is formed, and a rotary valve 25 serving as an on-off valve is disposed at the inlet of this branch path 24. This branch passage 24 is separated from the inlet passage part A by the partition wall 12, and the entire lower space of the branch passage 24 communicates with the inlet passage part A. Upper wall surface 2 of branch road 24
6 has a substantially uniform width, descends toward the spiral end C, and is smoothly connected to the upper wall surface 20 of the spiral portion B. In addition, as shown in FIG. 7, the bottom wall surface 21
The height H ₁ of the upper wall surface 26 of the branch passage 24 measured from the entrance passage section A is higher than the height H ₂ of the upper wall surface 19 . A side wall surface 27 of the branch path 24 facing the second side wall surface 14b of the partition wall 12 is substantially vertical;
Further, the bottom wall surface portion 21a below the branch path 24 is raised to form an inclined surface. This inclined bottom wall surface portion 21a extends from the vicinity of the inlet opening 6a of the intake port 6 to the spiral portion B, as shown in FIG. On the other hand, as can be seen from FIG. 2, FIG. 4, and FIG.
The spiral portion side wall surface portion 15a at the connection portion with the side wall surface 27 is formed into a slightly inclined downwardly inclined surface, and furthermore, the upper portion of this side wall surface portion 15a is arranged so as to cover the upper part of the periphery of the intake valve 5. It bulges out toward the intake valve stem 5a. Further, this side wall surface portion 15a is smoothly connected to the spiral portion side wall surface 15, and furthermore, this connecting portion has a circular arc shape with a radius R as shown in FIG. On the other hand, the partition wall 12
The second side wall surface 14b is this inclined side wall surface portion 15a.
It's sticking out towards. Therefore, the second side wall surface 14
A second narrowing portion 1 is provided between the inclined side wall portion 15a and
6a is formed.

As shown in FIG. 9, the rotary valve 25 is composed of a rotary valve holder 28 and a valve shaft 29 rotatably supported within the rotary valve holder 28. The screw hole 30 is screwed into the screw hole 30.
A thin plate-like valve body 31 is integrally formed at the lower end of the valve shaft 29, and as shown in FIG. 1, this valve body 31 extends from the top wall surface 26 of the branch passage 24 to the bottom wall surface 21. On the other hand, an arm 32 is fixed to the upper end of the valve shaft 29. Further, a ring groove 33 is formed on the outer peripheral surface of the valve shaft 29, and an E-shaped positioning ring 34 is fitted into the ring groove 33. Further, a seal member 35 is fitted to the upper end of the rotary valve holder 28, and the seal member 35 performs a sealing action on the valve shaft 29.

Referring to FIG. 10, the tip of the arm 32 fixed to the upper end of the rotary valve 25 is connected via a connecting rod 43 to a control rod 42 fixed to a diaphragm 41 of a negative pressure diaphragm device 40. As shown in FIG. The negative pressure diaphragm device 40 has a negative pressure chamber 44 isolated from the atmosphere by a diaphragm 41, and a compression spring 45 for pressing the diaphragm is inserted into the negative pressure chamber 44. 1 for cylinder head 3
An intake manifold 47 equipped with a compound type carburetor 46 consisting of a next side carburetor 46a and a secondary side carburetor 46b is attached, and the negative pressure chamber 44 is connected to a negative pressure conduit 48.
The intake manifold 47 is connected through the intake manifold 47 . A check valve 49 is inserted into the negative pressure conduit 48 and allows flow only from the negative pressure chamber 44 into the intake manifold 47 . Further, the negative pressure chamber 44 communicates with the atmosphere via an atmosphere conduit 50 and an atmosphere release control valve 51. This atmospheric release control valve 51 has a diaphragm 52
It has a negative pressure chamber 53 and an atmospheric pressure chamber 54 separated by a spacer, and further has a valve chamber 55 adjacent to the atmospheric pressure chamber 54. This valve chamber 55 communicates on the one hand with the negative pressure chamber 44 via an atmospheric conduit 50 and on the other hand with the atmosphere via a valve port 56 and an air filter 57. A valve body 58 for controlling the opening and closing of the valve port 56 is provided within the valve chamber 55, and the valve body 58 is connected to the diaphragm 52 via a valve rod 59.
A compression spring 6 for pressing the diaphragm is provided in the negative pressure chamber 53.
Further, the negative pressure chamber 53 is connected to the bench lily portion 62 of the primary side carburetor 46a via a negative pressure conduit 61.

The vaporizer 46 is a commonly used vaporizer,
When the primary throttle valve 63 opens a predetermined opening degree or more, the secondary throttle valve 64 opens, and when the primary throttle valve 63 fully opens, the secondary throttle valve 64 also fully opens. The negative pressure generated in the bench lily portion 62 of the primary carburetor 46a increases as the amount of intake air supplied into the engine cylinder increases.
Therefore, when the negative pressure generated in the bench lily portion 62 becomes larger than a predetermined negative pressure, that is, when the engine is operated at high speed and under high load, the diaphragm 5 of the atmospheric release control valve 51
2 moves to the right against the compression spring 60, and as a result, the valve body 58 opens the valve port 56 and opens the negative pressure chamber 44 of the negative pressure diaphragm device 40 to the atmosphere.
At this time, the diaphragm 41 moves downward due to the spring force of the compression spring 45, and as a result, the rotary valve 25
is rotated to fully open the branch path 24. On the other hand, when the opening degree of the primary throttle valve 63 is small, the negative pressure generated in the vent lily portion 62 is small, so the diaphragm 52 of the atmospheric release control valve 51 moves to the left by the spring force of the compression spring 60, and the valve body 58 closes valve port 56. Furthermore, when the opening degree of the primary throttle valve 63 is small as described above, a large negative pressure is generated within the intake manifold 47.
The check valve 49 opens when the negative pressure in the intake manifold 47 becomes greater than the negative pressure in the negative pressure chamber 44 of the negative pressure diaphragm device 40, and the negative pressure in the intake manifold 47 becomes larger than the negative pressure in the negative pressure chamber 44. Since the valve closes when the pressure becomes smaller than the pressure, the negative pressure in the negative pressure chamber 44 is maintained at the maximum negative pressure generated in the intake manifold 47 as long as the atmospheric release control valve 51 is closed. When negative pressure is applied inside the negative pressure chamber 44, the diaphragm 41 releases the compression spring 45.
As a result, the rotary valve 25 is rotated and the branch passage 24 is closed. Therefore, when the engine is operating at low speed and low load, the branch passage 24 is closed by the rotary valve 25. Note that when the engine speed is low even during high-load operation, or when low-load operation is performed even when the engine speed is high, the negative pressure generated in the bench lily portion 62 is small, so that it is not opened to the atmosphere. Control valve 51 remains closed. Therefore, during such low-speed, high-load operation and high-speed, low-load operation, the negative pressure in the negative pressure chamber 44 is maintained at the aforementioned maximum negative pressure, so that the rotary valve 2
The branch road 24 is closed by 5.

As described above, the rotary valve 25 closes the branch passage 24 when the engine is operated at low speed and under low load with a small amount of intake air. At this time, part of the air-fuel mixture sent into the inlet passage A travels along the upper wall surfaces 19 and 20 as shown by arrow R in FIGS. 1 and 2, and part of the remaining air-fuel mixture The mixture of parts is the first
As shown by the arrow S in the drawings and FIG. 2, it changes its direction toward the side wall surface 17 of the inlet passage section A before the rotary valve 25, and then proceeds along the side wall surface 15 of the spiral section B. As mentioned above, the widths of the upper wall surfaces 19 and 20 gradually become narrower as they approach the narrowed portion 16, so the flow path for the air-fuel mixture flowing along the upper wall surfaces 19 and 20 gradually narrows, and thus the width of the upper wall surfaces 19 and 20 gradually narrows. 19,20
The speed of the air mixture along is gradually increased. Furthermore, as described above, since the first side wall surface 14a of the partition wall 12 extends to the vicinity of the side wall surface 15 of the spiral portion B, the air mixture flowing along the upper wall surfaces 19 and 20 flows onto the side wall surface 15 of the spiral portion B. It is then pushed along the side wall surface 15 as shown by the arrow T in FIGS. 1 and 2, causing the flow path to be further bent by the side wall surface portion 15a toward the intake valve stem 5a. Therefore, a strong swirling flow is generated within the swirl portion B. Next, the air-fuel mixture flows through the intake valve 5 while swirling.
and the combustion chamber 4 through the gap formed between the valve seat and the valve seat.
and generates a strong swirling flow within the combustion chamber 4. By forming the side wall surface portion 15a in this way, it is possible to further impart a swirling force to the air mixture flowing along the side wall surface 15 of the spiral portion, and this air mixture flow flows into the branch passage 24 to generate a swirling force. Since attenuation can be prevented, a strong swirling flow can be generated.

On the other hand, when the engine is operated at high speed and under high load with a large amount of intake air, the rotary valve 25 opens, so the inlet passage A
The air-fuel mixture sent into the tank is divided into three main streams. That is, the first flow flows between the first side wall surface 14a of the partition wall 12 and the side wall surface 17 of the inlet passage section A as shown by the arrow X in FIGS. 3 and 4, and then flows into the upper wall surface of the spiral section A. 20, the second flow is a mixture flow that flows into the swirl portion B via the branch path 24 as shown by the arrow Y in FIGS. 3 and 4, The third flow is a mixed air flow that flows into the swirl section B along the bottom wall surface 21 of the inlet passage section A, as shown by arrow Z in FIG. The flow resistance of the branch passage 24 is smaller than the flow resistance between the first side wall surface 14a and the side wall surface 17, and therefore the second air mixture flow Y
is larger than the first air mixture flow X. Furthermore, since a second narrowing part 16a is formed at the outlet of the branching passage 24, the second air mixture flow Y flowing from the branching passage 24 has a flow velocity increased when passing through the second narrowing part 16a, and then As shown in FIG. 3, the second mixed air flow Y collides obliquely with the upper side of the first mixed air flow
Deflects the air mixture downward. In this way, a large amount of air mixture is supplied from the branch passage 24 with low flow resistance, and the flow direction of the first air mixture flow is deflected downward, so that high filling efficiency can be obtained.

Further, in the helical type intake port according to the present invention, the partition wall 12 may be integrally formed on the upper wall surface of the intake port 6, so that the helical type intake port can be easily manufactured.

As described above, according to the present invention, when the engine is operating at low speed and low load, the branch passage is shut off to allow a large amount of the mixture to flow along the upper wall surface of the volute, and then the mixture flow flows along the side wall surface of the volute. By further deflecting the direction inward by the inwardly bulging side wall portion, a strong swirling flow can be generated within the combustion chamber. On the other hand, during engine high-speed, high-load operation, by opening the branch passage, a large amount of air-fuel mixture flows into the volute through the branch passage with low resistance, and the flow direction of the swirling mixture flows from the branch passage. Since it is deflected downward by the airflow, high filling efficiency can be obtained.

[Brief explanation of the drawing]

FIG. 1 is a side sectional view of an internal combustion engine according to the present invention taken along the line - in FIG. 2, FIG. 2 is a plan sectional view taken along the line - in FIG. 1, and FIG. FIG. 4 is a side view schematically showing the shape of the helical intake port, FIG. 4 is a plan view schematically showing the shape of the helical intake port, and FIG.
A cross-sectional view taken along the line, Figure 6 is - of Figure 3.
A cross-sectional view taken along the line, Figure 7 is - of Figure 3.
A cross-sectional view taken along the line, Figure 8 is - of Figure 3.
9 is a sectional view taken along the line, FIG. 9 is a side sectional view of the rotary valve, and FIG. 10 is a diagram showing a drive control device for the rotary valve. 4... Combustion chamber, 6... Helical intake port,
12... Partition wall, 15... Side wall, 15a... Side wall surface portion, 24... Branch path, 25... Rotary valve.

Claims (1)

[Claims] 1. In a helical intake port configured by a spiral portion formed around the intake valve and an inlet passage connected tangentially to the spiral portion and extending almost straight, the helical intake port projects downward from the upper wall surface of the intake port. A partition wall extending in the flow direction of the intake air flow is formed in the intake port, an inlet passage portion and a branch passage branching from the inlet passage portion are formed on both sides of the partition wall, and an inlet passage portion and a branch passage are formed below the partition wall. A lower space communicating with the branch passage is formed, and a branch passage is communicated with the spiral terminal end of the spiral part, and an on-off valve is provided in the branch passage, and the intake air flow flowing through the branch passage is controlled by the on-off valve. ,
Furthermore, a helical intake port is formed such that an upper part of the side wall surface of the spiral portion at the connection portion between the side wall surface of the spiral portion and the side wall surface of the branch passage bulges toward the intake valve stem so as to cover the upper portion of the surrounding area of the intake valve.