JPH0251044B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an intake system for a three-cylinder gasoline engine, and more particularly to an intake system that improves the arrangement of intake passages provided in an intake manifold to equalize intake air distribution to each cylinder. It is something.

In general, in a three-cylinder engine, it is difficult to form the intake passage from one carburetor to each cylinder symmetrically, so the air-fuel mixture is not evenly distributed to each cylinder compared to other engines with an even number of cylinders. difficult,
This has the disadvantage that the combustion state differs for each cylinder, resulting in vibrations due to torque fluctuations, and reductions in output, fuel efficiency, etc.

As an example of an improved intake manifold structure to eliminate such drawbacks,
Intake manifolds described in Japanese Utility Model Application No. 48-11208 are known, but both of them are equipped with a baffle plate called a separation wall or shroud in the intake passage of the intake manifold. Uniform intake air distribution is achieved by slightly restricting the flow of air-fuel mixture to the intake valve, which has a large amount of intake air, due to reasons such as low resistance.

However, it is desirable for the passage from the carburetor to the intake valve to be as straight as possible and to have low resistance.In particular, if a resistor that bends the passage in a complicated manner, such as a baffle plate or a bent part, is installed, the engine speed will be reduced. The rate of change in the intake air amount to each cylinder in response to the change becomes different, which promotes uneven distribution of the air-fuel mixture for each cylinder.

Therefore, the first object of the present invention is to improve the arrangement of the intake pipes provided in the intake manifold without providing baffles or weirs as in the conventional example, thereby improving the structure of the intake pipes communicating with each cylinder. The objective is to reduce and equalize the road resistance, and to equalize the intake air distribution for each cylinder.

In addition, in recent years there has been a strong demand for economical compact cars in line with the demand for resource conservation, and there is a strong consumer preference for FWD cars with transversely mounted engines that offer good driving performance.
In the case of such a horizontal engine, it is essential to downsize the engine in a direction perpendicular to the axial direction of the crankshaft, and in particular, it is necessary to downsize the intake manifold, which occupies a large volume.

However, conventional intake manifolds for three-cylinder gasoline engines, as seen in Japanese Patent Application Laid-Open No. 57-88219 and the aforementioned Japanese Utility Model Publication No. 51-39057,
In plan view, the intake passage in the intake manifold has a part that is perpendicular to the crankshaft, and is connected to the intake port on the cylinder head side through this part, so the intake passage in the intake manifold is perpendicular to the axial direction of the crankshaft. The volume occupied in the direction is large, and it has not been possible to achieve a revolutionary miniaturization of the entire engine. In addition, in the conventional intake manifold as described above, the intake passage is bent for the same reason, and the bending angle is large and the direction of bending is different for each cylinder, causing a swirling airflow in the intake air passing through it. This has a large influence on the swirl of intake air generated in the combustion chamber (swirl damping effect), and causes variations in the combustion state of each cylinder or knocking.

Therefore, a second object of the present invention is to reduce the size of the intake manifold while suppressing swirling of intake air within the intake passage as much as possible.

Other objects of the invention will become apparent in the following description.

In order to achieve the above objects, the present invention
3, in which each cylinder C ₁ , C ₂ , C ₃ is arranged in a substantially straight line
In the intake system of a cylinder engine, adjacent cylinders
In order to supply air from the vaporizer 6 to C ₁ , C ₂ , and C ₃ respectively,
The intake passage 9 is divided into two on the downstream side in the air supply direction of the carburetor 6 in the intake manifold 4 to form intake passages 10, G ₁ , and 9, and the intake passage 9 is further divided into two on the downstream side in the air supply direction to form an intake passage. G ₂ , G ₃ and the above intake passages G ₁ , G ₂ , G ₃ are connected to each of the above cylinders C ₁ , C ₂ , C ₃ respectively.
Two intake passages G ₂ and G ₃ of the intake passages lead to the cylinders C ₂ and C ₃ respectively.
The axes J ₂ and J ₃ pass through the center 7a of the throttle valve 7 of the carburetor 6 and the center of each cylinder C ₁ , C ₂ , and C ₃ in plan view.
Intake passages G in the intake manifold _{4 that are} arranged approximately symmetrically about _the first straight line ₁ and _the first straight line X are arranged approximately symmetrically about a second straight line Y that is approximately perpendicular to the axis Z of the throttle valve 7 of the carburetor 6 in plan view. The main structure is based on the points made as described above.

In the above configuration, "the cylinders C ₁ , C ₂ , C ₃ are arranged in a substantially straight line" means that each cylinder C 1 , C ₃ is arranged in a substantially straight line when viewed from above of the cylinder block 1 as shown in FIG. In cases where the centers O _{1 ,} O ₂ , and O _{3 of C 2 and C 3 are} all on one straight line 2, or as shown in Figure b, each center
In cases where O ₁ , O ₂ , and O ₃ are not in a straight line and are slightly eccentric from the axis 3 of the crankshaft (not shown), all cylinders whose centers are arranged approximately in a straight line, This includes cases.

Next, embodiments embodying the present invention will be described with reference to the accompanying drawings starting with FIG. 2, to provide an understanding of the present invention. Here, FIG. 2 is a plan view of an intake device according to an embodiment of the present invention, and FIG. 3 is a diagram showing the operation of the same embodiment.
A schematic plan view of the same intake device showing the effect, FIG. 4 is a schematic plan view of an intake device according to another embodiment of the present invention,
Figure 5a is a graph showing the relationship between swirl ratio and engine speed when using the intake system according to this embodiment, and Figure 5b is a graph showing the relationship between swirl ratio and engine speed when using the conventional intake system. It is a graph showing the relationship between Note that the same reference numerals are used for elements common to those shown in the first figure. Furthermore, the following description is all based on the state in plan view as viewed in the axial direction of the cylinder.

In Fig. 2, IN ₁ , IN ₂ , IN ₃ are intake valves, P ₁ , P ₂ , P ₃ are spark plugs, EX ₁ ,
EX ₂ and EX ₃ indicate exhaust valves, and O ₁ , O ₂ , and O ₃ indicate cylinder centers, respectively. Here, subscripts 1, 2, and 3 indicate components of cylinders C ₁ , C ₂ , and C _3, respectively. Further, in this example, cylinder centers O ₁ to _{O 3} exist on a straight line 2 parallel to the axis of a crankshaft (not shown). The same applies to the following description.

An intake manifold 4 is connected to a cylinder head 5 on a cylinder block (not shown).
An intake passage G ₁ arranged in the intake manifold 4,
G ₂ and G ₃ are branched from the bore 8 in which the throttle valve 7 of the carburetor 6 is disposed, and are connected to each of the above-mentioned intake valves via intake ports IP ₁ , IP ₂ , and IP ₃ bored in the cylinder head 5, respectively. Connected to IN ₁ , IN ₂ , and IN ₃ .

That is, in order to supply air from the carburetor 6 to the adjacent cylinders C ₁ , C ₂ , and C ₃ respectively, the intake manifold 4 is divided into two on the downstream side in the air supply direction of the carburetor 6, and the intake passages 10, G are divided into two. _Further , the intake passage 9 is divided into two on the downstream side in the air supply direction to form intake passages G ₂ and G ₃ . The intake passages G ₁ , G ₂ , and G ₃ are connected to the cylinders C _{1 and} G 3 , respectively.
It is connected to intake ports IP ₁ , IP ₂ , and IP ₃ connected to C ₂ and C ₃ .

The intake valves IN ₁ , IN ₂ , and IN ₃ provided in each cylinder are all provided close to the inner circumferential surface of each cylinder bore CB ₁ , CB ₂ , and CB ₃ , thereby aligning the position of the spark plug P to the center of the cylinder bore CB. This makes it possible to bring the air as close to O as possible, making it possible to uniformly expand combustion outward, and flowing into each combustion chamber from the above-mentioned intake ports IP ₁ , IP ₂ , IP ₃ connected to each intake valve. The intake swirl (indicated by arrows D ₁ , D ₂ , D ₃ ) is enhanced.

Furthermore, in order to strengthen the swirl, the intake ports IP ₁ , IP ₂ , and IP ₃ are oriented substantially tangentially to the inner peripheral surfaces of the cylinder bores CB ₁ , CB ₂ , and CB ₃ as shown in the drawing.

Furthermore, the intake valve IN, spark plug P,
The exhaust valves EX are arranged in the order of intake valve IN, spark plug P, and exhaust valve EX in accordance with the flow direction of the swirl shown by arrow D.

The positions of the intake valves IN ₁ , IN ₂ , and IN ₃ are determined by a straight line M 1 passing through each cylinder center O ₁ , O ₂ , O ₃ at right angles to the straight line 2 connecting the cylinder centers O ₁ , O ₂ , O ₃ as shown in the _figure. , M ₂ , M ₃ to the right or left, and the direction of eccentricity is changed for each cylinder. In other words, in this example, the right cylinder
C ₁ and center cylinder C ₂ to the right, remaining cylinders
At C ₃ , it is eccentric to the left. Therefore intake valve IN ₁
The distance between and IN ₂ l ₁ and the distance between IN ₂ and IN ₃ l ₂ is l ₁ < l ₂
, and the two are always different.

Next, the axis J _{3 of the intake passage G 3 communicating} with the cylinder C ₃ ,
The axis _J2 of the intake passage _G2 communicating with the central cylinder _C2 is approximately symmetrical about a first straight line X that passes through the center 7a of the throttle valve 7 and is perpendicular to the straight line 2 connecting the cylinder centers. It is arranged so that

Here, approximately symmetrical with respect to the first straight line X,
This means that a slight deviation of each intake passage G ₃ and G ₂ from the straight line This is permissible within a range that does not cause a large difference in the pipe resistance values between passages _G3 and _G2 .

The axis J _{1 of the intake passage G 1 communicating} with the other cylinder C ₁ is centered on a second straight line Y that is approximately perpendicular to the rotation axis Z of the throttle valve 7 and passes through the throttle valve center 7a. The direction of the rotation axis Z of the throttle valve 7 and the direction of the intake passage _G1 are determined so as to be substantially symmetrical with respect to the first straight line X.

Here, the second straight line Y is made approximately perpendicular to the axis Z, and the _first straight line
J ₁ is approximately symmetrical with respect to the second straight line Y, which means that the pipe resistance in the intake passage G ₁ and the intake passage G ₂
Changing the direction of the second straight line Y or the direction of the axis J ₁ based on design requirements within a range where the difference with the pipe resistance at (or G ₃ ) does not become too large is as follows:
This means that it falls within the technical scope of the present invention.

In addition, in order to ensure uniformity in the pipe resistance of these three intake passages, the cross-sectional area A of the passage 9 that communicates the bore 8 of the carburetor 6 with the intake passages G ₂ and G ₃ ;
Similarly, the cross-sectional area B of the passage 10 that communicates the bore 8 and the intake passage G ₁ is made equal, or the difference in pipe resistance in the intake passages 9, G ₂ , G ₃ and G ₁ that communicate with these is reduced. It is desirable to make them slightly different.

Next, the above embodiment will be explained in more detail with reference to FIG. 2 regarding the flow of intake air in the intake device.

The intake air that has passed through the throttle valve 7 and flowed out from the bore _{8 is} connected to the first straight line The second perpendicular to the core Z
Since the intake air branches symmetrically around the straight line Y, the same amount of intake air flows out whether it flows out toward the passage 9 as shown by the arrow 11a or flows out into the passage 10 as shown by the arrow 11b. At this time, by appropriately setting the cross-sectional areas A and B of the passages 9 and 10 as described above, the uniformity of the flow rate in both directions is further promoted.

The intake air flowing into the passage 9 branches into two intake passages G ₃ and G ₂ that are symmetrical about the first straight line X, which is the axis of the passage 9.
It flows equally into both intake passages G ₃ or G ₂ , and then flows into the cylinder C 3 or C 2 via intake port IP ₃ , intake valve IN ₃ or intake port IP ₂ , intake valve IN ₂ , and then flows into cylinder C ₃ or C ₂ as shown by the arrow.
Generate a swirl of the same velocity, denoted by D ₃ or D ₂ . Intake ports IP ₃ and IP ₂ (the same applies to IP ₁ ) are connected tangentially to the cylindrical inner wall surface of each cylinder bore CB ₃ and CB ₂ , and the intake valve IN ₃
and IN ₂ (same for IN ₁ ) is the cylinder bore
Since it is provided close to the inner wall surfaces of CB ₃ and CB ₂ , the force of the swirl is maximized.

Furthermore, as shown in the figure, the intake passages G ₃ and G ₂ are arranged symmetrically about the first straight line Passageway connecting IN ₃ or IN ₂ (9→
G ₃ ) or (9→G ₂ ) becomes approximately linear, and
Since the economy from the bore 8 to the intake valve IN ₃ or IN ₂ is the shortest and the line resistance thereof is minimal and equal, the velocity of the intake air in both is equal and maximum.

In addition, since there are no large bends 12 and 13 like in the conventional intake passage shown by the two-dot chain line in Fig. ₃ , the pipe resistance is small and the generation of swirling flow is prevented _. This results in uniform intake air volume, increased flow velocity, stronger swirl, and uniform swirl.

As a result of the strengthened swirl at C ₃ and C ₂ , the low-temperature intake forcefully collides with the highest temperature exhaust valves EX ₃ and EX ₂ and absorbs heat.
The temperature of the cylinder head is reduced and knocking is prevented, and the exhaust valves of adjacent cylinders C ₃ and C ₂ are
Even if the distance l (FIG. 3) between EX ₃ and EX ₂ is shortened, the degree of temperature rise due to this is small, and therefore the overall length of the engine can be shortened.

On the other hand, for the intake air entering the intake passage _G1 , the pipe line from the intake passage _G1 to the intake port _IP1 can be configured in a straight line or in a form with almost no bends, so that the resistance of the line is minimized, and other The flow of the intake air in the pipes G ₃ and G ₂ is equal in quantity and also in velocity, and the intake air distribution is made uniform, and the swirl is enhanced and made uniform.

FIG. 5a shows experimental data on the swirl ratio when the device of this embodiment is used, and FIG. 5b shows experimental data on the swirl ratio when the conventional device is used. As is clear from the figure, in the intake system according to this embodiment, the swirl ratio of each cylinder is higher than in the case of the conventional intake system, and the variation in the swirl ratio between each cylinder can also be reduced. .

That is, combustion development in each cylinder becomes faster, combustion becomes possible with a uniform air-fuel mixture, there is no variation in combustion among the cylinders, and vibrations can be prevented from occurring.

Furthermore, compared to the conventional intake passage shown by the dashed-dotted line in FIG. 3, the intake passage of the intake system according to the above embodiment has an approximately triangular shape as a whole as shown by the dashed-dotted line in the same figure, and the intake manifold that incorporates this The volume of the crankshaft in the direction perpendicular to the axial direction is significantly reduced.

In the embodiment shown in FIG. 4, compared to the embodiment shown in FIG. 2, the intake valve IN ₃ on the cylinder C ₃ side is moved to the right of the straight line M ₃ .
In addition, since the intake valves IN ₂ on the central cylinder C ₂ side are eccentric to the left side of the straight line M ₂ , the distance l ₂ between them is shorter than that shown in the second diagram, and therefore the angle α is smaller. It's summery. Therefore, in this example, the crankshaft can be further shortened in the axial direction than the intake manifold used in the embodiment shown in the second figure, and the pipe resistance in the intake passages _G3 and _G2 is further reduced, resulting in a swirl. reinforcement, the uniformity of intake air distribution is improved.

As described above, in the present invention, each cylinder C ₁ , C ₂ , C ₃
In an intake system for a three-cylinder engine, in which the carburetors 6 are arranged in a substantially straight line, the carburetors 6 in the intake manifold 4 are used to supply air from the carburetors 6 to the adjacent cylinders C ₁ , C ₂ , and C ₃ . The above-mentioned intake passage 9 is further divided into two on the downstream side in the air supply direction to form intake passages G _{2 and} G ₃ , and the above-mentioned Two intake passages G among the intake passages guide the intake passages G ₁ , G ₂ , and G ₃ to the cylinders C ₁ , C ₂ , and C ₃ , respectively, and intake air into the cylinders C ₂ and C ₃ , respectively. ₂ , G ₃ axes J ₂ , J ₃ are
_{Centered on a first straight line} and the axis _J1 of the intake passage _G1 in the intake manifold 4 which is arranged approximately symmetrically as shown in _FIG .
The above-mentioned first straight line
Since this is an intake system for a three-cylinder engine, which is characterized by being arranged approximately symmetrically with respect to This makes it possible to connect the two with the shortest distance, which reduces and equalizes the resistance of each pipe, making the intake air distribution uniform, reducing engine vibration, etc., and improving output and fuel efficiency. Since it is possible to improve the amount of heat and to strengthen the swirl, it is extremely effective in reducing knocking.

[Brief explanation of drawings]

FIG. 1 is a plan view showing an example of a cylinder to which the present invention can be applied, FIG. 2 is a plan view of an intake device according to an embodiment of the present invention, and FIG. 3 is a plan view of an intake device showing the effects of the embodiment. FIG. 4 is a schematic plan view of the device, and FIG. 5a is a schematic plan view of an intake device according to another embodiment of the present invention.
5 is a graph showing the relationship between the swirl ratio and the engine speed when the intake system according to this embodiment is used, and FIG. 5b is a graph showing the relationship between the swirl ratio and the engine speed when the conventional intake system is used. This is a graph showing. Explanation of symbols, X...first straight line, Y...second straight line, Z...axis center, _J1 to _J3 ...axis center of intake passage,
G ₁ to G ₃ ... Intake passage, IP ₁ to _{IP 3} ... Intake port,
_C1 to _C3 ...Cylinder, _IN1 to _IN3 ...Intake valve, _O1 to _O3
... Cylinder center, EX ₁ ~ EX ₃ ... Exhaust valve, P ₁ ~ P ₃ ...
…Spark plug, M ₁ to M ₃ … Straight line, CB ₁ to _{CB 3} …
... Cylinder bore, α ... Angle, 1 ... Cylinder block, 2 ... Straight line, 4 ... Intake manifold,
5... Cylinder head, 6... Carburetor, 7... Throttle valve, 7a... Throttle valve center, 8...
Bore, 9, 10...passage, 11a, 11b...arrow.

Claims (1)

[Claims] 1. In an intake system for a three-cylinder engine in which each cylinder C ₁ , C ₂ , C ₃ is arranged in a substantially straight line, a carburetor 6 is connected to the adjacent cylinder C ₁ , C ₂ , C ₃ . The intake passage 1 is divided into two on the downstream side in the air supply direction of the carburetor 6 in the intake manifold 4 in order to supply air from each
Further, the intake passage 9 is divided into two on the downstream side in the air supply direction to form intake passages G ₂ and G _{3 ,} and the intake passages G ₁ , G ₂ and G ₃ are respectively divided into two. It leads to the cylinders C ₁ , C ₂ , C ₃ and the cylinders C ₂ ,
The axes J ₂ and J ₃ of the two intake passages G ₂ and G ₃ , which respectively take air into C ₃ , pass through the center 7a of the throttle valve 7 of the carburetor 6 in plan view and connect to each cylinder.
_{The cylinders} are _{arranged approximately} symmetrically with _respect to the _{first straight} line The axis J ₁ of the intake passage G ₁ in the intake manifold 4 and the first straight line An intake system for a three-cylinder engine, characterized in that it is arranged approximately symmetrically about Y.