JPS6239669B2 - - 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 combustion chamber of the engine during low-speed, low-load engine 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 the filling efficiency decreases when the engine is operated at high speed and under high load with a large amount of air. 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 A to around the stem guide 10 of the intake valve 5, and as can be seen from FIG. Stem guide 10 from passage section A
It gradually becomes wider as it approaches. The partition wall 12 has a tip portion 13 located on the side closest to the inlet opening 6a of the intake port 6, and this tip portion 13, that is, the most upstream end of the partition wall 12, is located approximately at the center of the intake valve stem 5a and the intake port inlet opening 6a. Located in Furthermore, partition wall 1
2 is a first side wall surface 14 extending counterclockwise from this tip 13 to the stem guide 10 in FIG.
a and the stem guide 1 clockwise from the tip 13.
The second side wall surface 14b extends to 0.0. 1st
The side wall surface 14a extends from the tip 13 to the stem guide 10.
The constricted portion 16 extends to the vicinity of the side wall surface 15 of the spiral portion B through the side of the spiral portion B, and forms a narrow portion 16 between the spiral portion B and the side wall surface 15 of the spiral portion B. Next, the first side wall surface 14a extends to the stem guide 10 while being curved so as to be gradually spaced apart from the spiral portion side wall surface 15. On the other hand, the second side wall surface 1
4b extends almost straight from the tip 13 to the stem guide 10.

Referring to FIGS. 1 to 9, the inlet passage section A
The side wall surfaces 17, 18 of are arranged substantially vertically, while the upper wall surface 19 of the inlet passage section A gradually descends towards the spiral section B. 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 upper wall surface 19 of the entrance passage section A is smoothly connected to the upper wall surface 20 of the spiral section B. The upper wall surface 20 of the spiral part B
The width gradually narrows while descending from the connecting part of the inlet passage part A toward the narrowed part 16, and then, after passing through the narrowed part 16, the width gradually widens. On the other hand, the bottom wall surface 21 of the inlet passage section A has an inlet opening 6 as shown in FIG.
The entire surface is substantially horizontal in the vicinity of point a, and the bottom wall surface portion 21a adjacent to the side wall surface 17 rises as it approaches the spiral portion B to form an inclined surface, as shown in FIG. This lower wall surface 21 smoothly connects to a cylindrical outlet throat 36 formed around the bulk of the intake valve 5 .

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 descends from the inlet passage A toward the spiral part B while slightly curving so that the distance from the upper wall surface 11 of the inlet passage 6 gradually increases from the tip 13 toward the stem guide 10. Partition wall 12
A rib 23 is formed on the bottom wall surface 22 in a region shown by hatching in FIG. 4 and projects downward from the bottom wall surface 22, and the bottom surface of the rib 23 and the bottom wall surface 22 form a slightly curved inclined surface.

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 and gradually descends toward the end C of the spiral and is smoothly connected to the upper wall surface 20 of the spiral B. 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;
Furthermore, this side wall surface 27 is located approximately on an extension of the side wall surface 18 of the inlet passage section A. As can be seen from FIG. 1, the rib 23 formed on the partition wall 12 extends from the vicinity of the rotary valve 25 toward the intake valve 5.

As shown in FIG. 10, 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-shaped valve body 31 is integrally formed at the lower end of the valve shaft 29, and as shown in FIG.
1 extends from the top wall surface 26 of the branch path 24 to the bottom wall surface 21. On the other hand, an arm 32 is attached to the upper end of the valve shaft 29.
is fixed. 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. Furthermore, a shield member 3 is provided at the upper end of the rotary valve holder 28.
5 is fitted, and this sealing member 35 performs a sealing action on the valve shaft 29.

Referring to FIG. 11, 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 downstream throttle valve 63 opens to 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 side carburetor 46a increases as the amount of intake air supplied into the engine cylinder increases, and therefore the negative pressure generated in the bench lily portion 62 becomes larger than a predetermined negative pressure. diaphragm 52 of the atmospheric release control valve 51 when the engine is operating at high speed and high load.
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 is moved downward by the spring force of the compression spring 45, and as a result, the rotary valve 25 is rotated and the branch passage 24 is fully opened. On the other hand 1
When the opening degree of the next throttle valve 63 is small, the negative pressure generated in the bench lily part 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 Close 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 within the negative pressure chamber 44, the diaphragm 41 rises against the compression spring 45, and 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 25
Branch road 24 is closed by.

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 arrow S in the drawings and FIG. 2, it changes 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 19,20
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. A strong swirling flow is generated in the spiral portion B because the fluid is pushed away and then proceeds along the side wall surface 15 as shown by the arrow T in FIGS. 1 and 2. Next, the air-fuel mixture swirls and flows into the combustion chamber 4 through the gap formed between the intake valve 5 and its valve seat, generating a strong swirling flow within the combustion chamber 4. In this way, a strong swirling flow is generated in the vortex part B during low-speed, low-load operation of the engine, and it has been found that the position of the rotary valve 25 has a large effect on the strength of the swirling flow and the filling efficiency at this time. ing. That is, when the position of the rotary valve 25 is brought closer to the swirl portion B, the air mixture swirling within the swirl portion B collides with the back surface of the rotary valve 25, so that the swirling flow generated within the swirl portion B is weakened. Therefore, in view of the strength of the swirling flow, it is preferable to place the loader valve 25 as close to the inlet of the branch passage 24 as possible. On the other hand, when the rotary valve 25 is moved closer to the inlet of the branch passage 24, the air-fuel mixture swirling along the side wall surface 15 of the spiral portion B flows into the branch passage 24 downstream of the rotary valve 25, and then Since the flow is reversed and flows into the combustion chamber 4, the flow resistance within the intake port 6 increases and the charging efficiency decreases. Therefore, from the viewpoint of filling efficiency, it is preferable that the rotary valve 25 be placed as close to the spiral portion B as possible. Figure 13 shows each position P ₁ , P ₂ ,
It shows the strength of the swirl flow and the flow coefficient of the intake port 6 when rotary valves 25 are arranged at P ₃ and P ₄ .
In FIG. 13, the vertical axis S shows the number of turns of the swirling flow per unit time, and the vertical axis K shows the flow coefficient of the intake port 6. In addition, in FIG. 13, the horizontal axis indicates the installation position of the rotary valve 25, and each point P ₁ ,
P ₂ , P ₃ , and P ₄ correspond to the respective positions P ₁ , P ₂ , P ₃ , and P ₄ in FIG. 12. Point P ₁ in FIG. 13 is when the rotary valve 25 is placed in the branch path 24 near the most upstream end of the partition wall 12, point P ₂ is in the middle of the branch path 24, and point P ₃ is the spiral portion. It can be seen that point P4 indicates the case where the point P4 is placed in the branch passage 24 near the cylindrical outlet throat 36 of B, and the point _P4 shows the case where the point P4 is placed in the spiral portion B near the stem guide 10, respectively. Referring to FIG. 13, it can be seen that the flow coefficient K gradually increases as the position of the rotary valve 25 approaches from _P1 to _P4 . On the other hand, the number of turns S of the swirling flow is large when the rotary valve 25 is at positions P ₁ and P ₂ ;
It can be seen that when the position of the rotary valve 25 reaches _P3 , it becomes smaller. When the rotary valve 25 is closed, the number of turns S of the swirling flow is more important than the flow rate coefficient K, and therefore, from FIG. 13, the positions of the rotary valve 25 are preferably P ₁ and P ₂ . Recognize. 1st
As can be seen in FIG. 2, position P ₂ is at the center between the most upstream end of the cylindrical outlet throat 36 and the most upstream end of the bulkhead 12 , and therefore the rotary valve 25 is centered between the most upstream end of the cylindrical outlet throat 36 and the most upstream end of the bulkhead 12 . It can be seen that it is preferable to arrange the branch path 24 in the upstream side of the center with respect to the most upstream end.

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,
As shown in FIG. 3, the flow direction of the first mixed air flow X flowing while swirling in the swirl portion B is deflected downward by the second mixed air flow Y, thus increasing the swirling force of the first mixed air flow. It will be weakened. In this way, the mixed air flow from the branch passage 24 with low flow resistance is increased, and the flow direction of the first mixed air flow is further deflected downward, so that high filling efficiency can be obtained. Further, as described above, the bottom wall surface 22 of the partition wall 12
Since it is formed of a downwardly inclined surface, the third air mixture flow is guided by this inclined surface and its flow direction is deflected downward, thus achieving even higher filling efficiency.

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, by blocking the branch passage, it is possible to generate a strong swirling flow in the combustion chamber while ensuring relatively high charging efficiency. On the other hand, when the engine is operated at high speed and under high load, by opening the branch passage, a large amount of air-fuel mixture flows through the branch passage with low resistance and is sent into the volute, so that 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. 5 is a view taken along the - line in FIGS. 3 and 4. 6 is a sectional view taken along the - line in FIGS. 3 and 4, FIG. 7 is a sectional view taken along the - line in FIGS. 3 and 4, and FIG. 8 is a sectional view taken along the - line in FIGS. 3 and 4, FIG. 9 is a sectional view taken along the line - in FIGS. 3 and 4, and FIG.
Figure 0 is a side sectional view of the rotary valve, Figure 11 is a diagram showing the drive control device of the rotary valve, Figure 12 is a diagram showing the installation position of the rotary valve, and Figure 13 is a diagram showing the strength of the swirling flow and the flow rate of the intake port. It is a graph showing coefficients. 4... Combustion chamber, 6... Helical intake port, 12
...Bulkhead, 24... Branch passage, 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 intake air 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. The uppermost end of the partition wall is located approximately in the center between the intake valve stem and the intake port inlet opening, and the uppermost end of the partition wall is located approximately in the center between the intake valve stem and the intake port inlet opening. An on-off valve is provided in the branch passage upstream of the midpoint between the most upstream end of the cylindrical outlet throat of the section and the most upstream end of the partition wall, and the on-off valve controls the flow of intake air flowing through the branch passage. Helical type intake port.