JPH0346648B2 - - Google Patents
Info
- Publication number
- JPH0346648B2 JPH0346648B2 JP15643184A JP15643184A JPH0346648B2 JP H0346648 B2 JPH0346648 B2 JP H0346648B2 JP 15643184 A JP15643184 A JP 15643184A JP 15643184 A JP15643184 A JP 15643184A JP H0346648 B2 JPH0346648 B2 JP H0346648B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- intake passage
- cylinder
- carburetor
- passage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- 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
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10072—Intake runners
-
- 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
- F02B27/005—Oscillating pipes with charging achieved by arrangement, dimensions or shapes of intakes pipes or chambers; Ram air pipes
- F02B27/006—Oscillating pipes with charging achieved by arrangement, dimensions or shapes of intakes pipes or chambers; Ram air pipes of intake runners
-
- 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
- F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
- F02M35/10118—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements with variable cross-sections of intake ducts along their length; Venturis; Diffusers
-
- 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
- F02M35/1015—Air intakes; Induction systems characterised by the engine type
- F02M35/10196—Carburetted engines
-
- 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
- F02M35/104—Intake manifolds
- F02M35/112—Intake manifolds for engines with cylinders all in one line
-
- 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
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1812—Number of cylinders three
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Characterised By The Charging Evacuation (AREA)
Description
【発明の詳細な説明】
「発明の利用分野」
本発明は３気筒ガソリンエンジンの吸気装置に
係り、特に吸気マニホールドに設けた吸気通路の
構造に改良を加え、各気筒への吸気配分の均一化
及び慣性過給効果の均一化を図つた吸気装置に関
するものである。Detailed Description of the Invention [Field of Application of the Invention] The present invention relates to an intake system for a three-cylinder gasoline engine, and in particular improves the structure of the intake passage provided in the intake manifold to equalize intake air distribution to each cylinder. The present invention also relates to an intake device that aims to equalize the inertial supercharging effect.
「従来技術」
一般に３気筒エンジンは気化器から各気筒まで
の吸気通路を３本とも対称に形成することが困難
であるために、他の偶数気筒を有するエンジンと
比べて混合気の各気筒への均一分配が困難であ
り、これにより各気筒毎に燃焼状態が異なり、ト
ルク変動に基づく振動及び出力、燃費等の低下を
生じるという欠点がある。"Prior art" Generally, in a three-cylinder engine, it is difficult to form all three intake passages from the carburetor to each cylinder symmetrically, so compared to other engines with an even number of cylinders, the air-fuel mixture flows into each cylinder. It is difficult to uniformly distribute the fuel, which results in different combustion conditions for each cylinder, resulting in vibrations due to torque fluctuations and reductions in output, fuel efficiency, etc.
かかる欠点をを解消するべく本出願人は、各気
筒を略直線状に配設してなる３気筒エンジンの吸
気装置において、隣接する気筒へ夫々給気する吸
気マニホールド内の２本の吸気通路の軸芯が、平
面視で気化器のスロツトル弁の中心を通り各気筒
中心を結ぶ直線に略直角な第１の直線を中心とし
て略対称に配設され、且つ、残りの気筒へ給気す
る吸気マニホールド内の吸気通路の中心線と、上
記第１の直線とが、平面視で前記気化器のスロツ
トル弁の軸芯に略直角の第２の直線を中心として
略対称に配設されていることを特徴とする３気筒
エンジンの吸気装置を開発し、既に出願した（特
願昭58−206211）。 In order to eliminate such drawbacks, the present applicant has proposed that in an intake system for a three-cylinder engine in which each cylinder is arranged in a substantially straight line, two intake passages in the intake manifold supply air to adjacent cylinders. Intake air whose axis is arranged approximately symmetrically about a first straight line that passes through the center of the throttle valve of the carburetor and is approximately perpendicular to the straight line connecting the centers of each cylinder in plan view, and which supplies air to the remaining cylinders. The center line of the intake passage in the manifold and the first straight line are arranged substantially symmetrically about a second straight line that is substantially perpendicular to the axis of the throttle valve of the carburetor in plan view. We have developed an intake system for a three-cylinder engine with the following characteristics and have already filed an application (patent application 1982-206211).
「従来技術の問題点」
この吸気装置は吸気の等量分配という点ではか
なりの成果をあげたが、構成上各吸気通路の長さ
が必然的に気筒毎にバラつくこととなり、慣性過
給の効果を全気筒について均一化することができ
ないことが判明した。``Problems with the prior art'' Although this intake system achieved considerable success in distributing the intake air in equal amounts, due to its configuration the length of each intake passage inevitably varies from cylinder to cylinder, and inertial supercharging It has been found that the effect cannot be made uniform for all cylinders.
また慣性過給の効果を均一化せしめるべく吸気
通路の長さを３気筒共等しくすると、吸気通路の
形状の変化に伴う流体抵抗が吸気通路毎に異な
り、結果として吸気の等量分配という当初の目的
を達成する上で困難性を生じる。 Furthermore, if the lengths of the intake passages are made equal for all three cylinders in order to equalize the effect of inertial supercharging, the fluid resistance due to changes in the shape of the intake passages will differ for each intake passage, and as a result, the original concept of equal distribution of intake air Creates difficulty in achieving a goal.
「目的」
従つて本発明の目的は、慣性過給の効果と吸気
分配とを３気筒全体について均一化し得るような
吸気装置を提供せんとすることである。``Object'' Therefore, an object of the present invention is to provide an intake system that can equalize the effect of inertial supercharging and intake air distribution over all three cylinders.
「構成」
上記のような目的を達成するため、本発明が採
用する主たる構成は、隣接する２つの気筒に接続
した第１及び第２の吸気通路を連絡吸気通路を介
して気化器の開口に接続する一方、残りの１つの
気筒を第３の吸気通路を介して上記気化器の開口
に接続してなる３気筒エンジンの吸気装置におい
て、第１及び第２の吸気通路の軸芯が気筒中心を
結ぶ直線に直角の直線となす角度を等しく設定
し、且つ前記連絡吸気通路の軸芯と第３の吸気通
路の軸芯とが気化器の中心線となす角度をそれぞ
れ等しく設定し、更に上記気化器の開口中心と各
気筒とを連通させる各吸気通路の長さをそれぞれ
概略等しくさせると共に、前記連絡吸気通路の断
面積を第３の吸気通路の断面積より大きく設定し
た点である。"Configuration" In order to achieve the above object, the main configuration adopted by the present invention is that the first and second intake passages connected to two adjacent cylinders are connected to the opening of the carburetor via a connecting intake passage. In an intake system for a three-cylinder engine in which the remaining one cylinder is connected to the opening of the carburetor via a third intake passage, the axis of the first and second intake passages is the center of the cylinder. The angles between the straight line connecting the connecting intake passage and the straight line perpendicular to the connecting intake passage are set to be equal, and the angles that the axis of the connecting intake passage and the axis of the third intake passage make with the center line of the carburetor are set to be equal. The lengths of the intake passages that communicate the opening center of the carburetor with each cylinder are approximately equal, and the cross-sectional area of the communicating intake passage is set larger than the cross-sectional area of the third intake passage.
「実施例」
続いて添付図面を参照して本発明を具体化した
実施例に付き説明し、本発明の理解に供する。こ
こに第１図は本発明の一実施例に係る吸気装置の
平面図である。また以下の説明は全て気筒の軸芯
方向に見た平面視における状態である。"Embodiments" Next, embodiments embodying the present invention will be described with reference to the accompanying drawings to provide an understanding of the present invention. FIG. 1 is a plan view of an intake device according to an embodiment of the present invention. Furthermore, the following description is all based on the state in plan view as viewed in the axial direction of the cylinder.
第１図において、IN1，IN2，IN3は夫々吸気弁
を、P1，P2，P3は夫々点火プラグを、EX1，
EX2，EX3は夫々排気弁を示し、O1，O2，O3は
夫々気筒中心を示す。ここに添字１，２，３は
夫々気筒C1，C2，C3の構成要素であることを示
す。またこの例では気筒中心O1〜O3はクランク
軸（不図示）の軸芯に平行な直線２上に存在す
る。以下の説明においても同様である。 In Figure 1, 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.
シリンダブロツク（不図示）上のシリンダヘツ
ド５には吸気マニホールド４が接続されており、
該吸気マニホールド４内に配設した第１及び第２
の吸気通路G1及びG2は気化器６のスロツトル弁
７を配設したヒートインシユレータ開口８に接続
された連絡吸気通路CGから分岐し、夫々シリン
ダヘツド５内に穿設された吸気ポートIP1，IP2を
介して上記各吸気弁IN1，IN2に接続されている。
また開口８に直接接続された第３の吸気通路G3
は吸気ポートIP3を経て吸気弁IN3に接続されて
いる。 An intake manifold 4 is connected to a cylinder head 5 on a cylinder block (not shown).
The first and second intake manifolds disposed within the intake manifold 4
The intake passages G 1 and G 2 are branched from the communication intake passage CG connected to the heat insulator opening 8 in which the throttle valve 7 of the carburetor 6 is disposed, and are connected to intake ports bored in the cylinder head 5, respectively. It is connected to each of the above intake valves IN 1 and IN 2 via IP 1 and IP 2 .
Also, a third intake passage G 3 directly connected to the opening 8
is connected to intake valve IN 3 via intake port IP 3 .
第１及び第２の吸気通路G1及びG2の軸芯J1及
びJ2が気筒中心を結ぶ直線２に直角の直線２ａと
なす角度θ1及びθ2は等しく、従つて連絡吸気通路
CGからの吸気は、吸気通路G1，G2へ対称に流入
する。 The angles θ 1 and θ 2 that the axes J 1 and J 2 of the first and second intake passages G 1 and G 2 make with the straight line 2a perpendicular to the straight line 2 connecting the cylinder centers are equal, and therefore the connecting intake passages
Intake air from the CG flows symmetrically into the intake passages G 1 and G 2 .
また上記連絡吸気通路CGの軸芯CGa及び前記
第３の吸気通路G3の軸芯J3と、気化器６のヒー
トインシユレータ開口８の中心線６ａとがなす角
度α及びβが等しくなるように各吸気通路の形状
が決定されており、これによつて気化器６から流
出する吸気が連絡吸気通路CG及び第３の吸気通
路G3へ対称に流出することになる。 Further, the angles α and β formed by the axis CG a of the connecting intake passage CG and the axis J 3 of the third intake passage G 3 and the center line 6 a of the heat insulator opening 8 of the carburetor 6 are equal. The shape of each intake passage is determined so that the intake air flowing out from the carburetor 6 flows out symmetrically to the connecting intake passage CG and the third intake passage G3 .
更に気化器６のヒートインシユレータ開口８の
中心から第１〜第３気筒C1〜C3の中心O1〜O3ま
での通路の長さ（吸気通路と吸気ポートの長さの
合計）が全て等しくなるように設定されている。
従つて全ての気筒にわたつて慣性過給の効果が均
一に発揮される。 Furthermore, the length of the passage from the center of the heat insulator opening 8 of the carburetor 6 to the centers O 1 to O 3 of the first to third cylinders C 1 to C 3 (total length of the intake passage and intake port) are all set to be equal.
Therefore, the effect of inertial supercharging is uniformly exerted over all cylinders.
また前記連絡吸気通路CGの断面積A0を第３の
吸気通路G3の断面積A3より大きく設定する。こ
れは上記のように各吸気通路の全長が等しくなる
ような特殊構造を採用したことにより連絡吸気通
路CGから第１又は第２の吸気通路G1又はG2へ至
る吸気通路形状が第３の吸気通路G3の形状に較
べて複雑に屈曲することにより管路抵抗が増大
し、吸気流量がバラつくためであり、これを防止
するべく管路の断面積を変化させたものである。
この場合の断面積の比率は、例えばA0をA3の２
倍程度に設定することが望ましい。また第１及び
第２の吸気通路G1及びG2の断面積A1及びA2は共
に第３の吸気通路G3の断面積A3と等しくするこ
とが吸気流量の均一化の点から好ましい。 Further, the cross-sectional area A 0 of the connecting intake passage CG is set larger than the cross-sectional area A 3 of the third intake passage G 3 . This is because, as mentioned above, by adopting a special structure in which the total length of each intake passage is equal, the shape of the intake passage from the connecting intake passage CG to the first or second intake passage G1 or G2 is the same as that of the third intake passage. This is because the conduit resistance increases due to the complicated bending compared to the shape of the intake passage G3 , causing variation in the intake flow rate.To prevent this, the cross-sectional area of the conduit is changed.
In this case, the ratio of cross-sectional areas is, for example, A 0 to A 3 2
It is desirable to set it to about twice as much. Further, it is preferable that the cross-sectional areas A 1 and A 2 of the first and second intake passages G 1 and G 2 are both equal to the cross-sectional area A 3 of the third intake passage G 3 from the viewpoint of equalizing the intake flow rate. .
各気筒に設けた吸気弁IN1，IN2，IN3は全て各
シリンダボアCB1，CB2，CB3の内周面に近接し
て設けられ、これにより点火プラグＰの位置をシ
リンダボアCBの中心Ｏにできるだけ近づけるこ
とが可能となり、燃焼を外方向へ均一に拡大させ
ることが可能となると共に、各吸気弁に接続され
た上記吸気ポートIP1，IP2，IP3から各燃焼室内
へ流入する吸気のスワール（矢印D1，D2，D3で
示す）が強化される。 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.
更に各気筒における吸気弁IN、点火プラグＰ、
排気弁EXの配置は、矢印Ｄで示すスワールの流
動方向に合わせて吸気弁IN→点火プラグＰ→排
気弁EXの順とする。 Furthermore, the intake valve IN, spark plug P,
The exhaust valves EX are arranged in the order of intake valve IN → spark plug P → exhaust valve EX in accordance with the flow direction of the swirl shown by arrow D.
上記吸気弁IN1，IN2，IN3の位置は図示の如く
気筒中心O1，O2，O3を結ぶ直線２に直角で各気
筒中心O1，O2，O3を通る直線M1，M2，M3の右
又は左の方向へ偏心させ、その偏心方向を気筒毎
に変化させる。即ちこの例では図中右側の気筒
C3及び中央の気筒C2では右方向へ、左側の気筒
C1では左方向へ偏心している。従つて吸気弁IN1
とIN2との距離l1とIN2とIN3との距離l2とはl1＞l2
の関係になり、両者は常に異なつたものとなる。 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 , and O 3 at right angles to the straight line 2 connecting the cylinder centers O 1 , O 2 , and O 3 as shown in the figure. , M 2 , and M 3 to the right or left, and the eccentric direction is changed for each cylinder. In other words, in this example, the cylinder on the right side of the diagram
C 3 and center cylinder C 2 to the right, left cylinder
In C 1 , 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.
次に上記実施例を吸気装置における吸気の流れ
に付き図を参照して更に詳しく説明する。 Next, the above embodiment will be explained in more detail with reference to the drawings showing the flow of intake air in the intake device.
スロツトル弁７を通り開口８から流出した吸気
は、開口８から分岐する連絡吸気通路CG又は第
３の吸気通路G3へ流出する。連絡吸気通路CGを
通る吸気は続いて第１又は第２の吸気通路G1又
はG2へ流入するが、第１及び第２の吸気通路G1
及びG2が中心線２ａを挾んで対称であるので、
両通路G1又はG2へ流入する吸気の均一性が確保
される。 The intake air passing through the throttle valve 7 and flowing out from the opening 8 flows out from the opening 8 into the connecting intake passage CG or the third intake passage G3 . The intake air passing through the connecting intake passage CG subsequently flows into the first or second intake passage G 1 or G 2 , but the first and second intake passage G 1
Since and G 2 are symmetrical with respect to the center line 2a,
Uniformity of intake air flowing into both passages G 1 or G 2 is ensured.
また連絡吸気通路CGの断面積が前述のように
第３の吸気通路G3の断面積より大きいことによ
り、第１又は第２の吸気通路G1又はG2を通る吸
気量と第３の吸気通路G3を通る吸気量とがほぼ
等しくなる。更に吸気ポートIP1，IP2，IP3、吸
気弁IN1，IN2，IN3を経て気筒C1，C2，C3内へ
流入して、矢印D1，D2，D3で示される同じ速度
のスワールを発生させる。 Furthermore, since the cross-sectional area of the connecting intake passage CG is larger than the cross-sectional area of the third intake passage G3 as described above, the amount of intake air passing through the first or second intake passage G1 or G2 and the third intake air The amount of intake air passing through passage G3 is approximately equal. Furthermore, it flows into the cylinders C 1 , C 2 , C 3 through the intake ports IP 1 , IP 2 , IP 3 and the intake valves IN 1 , IN 2 , IN 3 , and is shown by the arrows D 1 , D 2 , D 3 . generates a swirl with the same speed as the
「発明の効果」
本発明は以上述べた如く、隣接する２つの気筒
に接続した第１及び第２の吸気通路を連絡吸気通
路を介して気化器の開口に接続する一方、残りの
１つの気筒を第３の吸気通路を介して上記気化器
の開口に接続してなる３気筒エンジンの吸気装置
において、第１及び第２の吸気通路の軸芯が気筒
中心を結ぶ直線に直角の直線となす角度を等しく
設定し、且つ前記連絡吸気通路の軸芯と第３の吸
気通路の軸芯とが気化器の中心線となす角度をそ
れぞれ等しく設定し、更に上記気化器の開口中心
と各気筒とを連通させる各吸気通路の長さをそれ
ぞれ概略等しくさせると共に、前記連絡吸気通路
の断面積を第３の吸気通路の断面積より大きく設
定したことを特徴とする３気筒エンジンの吸気装
置であるから、全気筒について慣性過給の効果が
均一化され、且つ吸気量が均一となるので、エン
ジンの振動防止、出力増大、燃費の向上等に顕著
な効果を奏することができた。"Effects of the Invention" As described above, the present invention connects the first and second intake passages connected to two adjacent cylinders to the opening of the carburetor via the connecting intake passage, while In an intake system for a three-cylinder engine, which is connected to the opening of the carburetor through a third intake passage, the axes of the first and second intake passages form a straight line perpendicular to the straight line connecting the cylinder centers. The angles are set equal, and the angles between the axis of the connecting intake passage and the axis of the third intake passage with the center line of the carburetor are set equal, and the opening center of the carburetor and each cylinder are set equally. This is an intake system for a three-cylinder engine, characterized in that the lengths of the intake passages communicating with each other are approximately equal, and the cross-sectional area of the connecting intake passage is set larger than the cross-sectional area of the third intake passage. Since the effect of inertial supercharging is made uniform for all cylinders and the amount of intake air is made uniform, remarkable effects can be achieved in preventing engine vibration, increasing output, and improving fuel efficiency.
第１図は本発明の一実施例に係る吸気装置の平
面図である。
符号の説明、A0〜A3……断面積、θ1，θ2，α，
β……角度、J1〜J3……吸気通路の軸芯、CGa…
…連絡吸気通路の軸芯、G1〜G3……第１〜第３
の吸気通路、CG……連絡吸気通路、IP1〜IP3…
…吸気ポート、C1〜C3……気筒、IN1〜IN3……
吸気弁、O1〜O3……気筒中心、EX1〜EX3……
排気弁、P1〜P3……点火プラグ、M1〜M3……直
線、CB1〜CB3……シリンダボア、２，２ａ……
直線、４……吸気マニホールド、５……シリンダ
ヘツド、６……気化器、６ａ……中心線、７……
スロツトル弁、８……ヒートインシユレータ開
口、D1〜D3……矢印。
FIG. 1 is a plan view of an intake device according to an embodiment of the present invention. Explanation of symbols, A 0 to A 3 ... Cross-sectional area, θ 1 , θ 2 , α,
β...Angle, J 1 ~ J 3 ... Axis of intake passage, CGa...
...Axis of connecting intake passage, G 1 - G 3 ... 1st - 3rd
Intake passage, CG...Connecting intake passage, IP 1 to IP 3 ...
...Intake port, C 1 ~ C 3 ... Cylinder, IN 1 ~ IN 3 ...
Intake valve, O 1 ~ O 3 ... Cylinder center, EX 1 ~ EX 3 ...
Exhaust valve, P 1 to P 3 ... Spark plug, M 1 to M 3 ... Straight line, CB 1 to CB 3 ... Cylinder bore, 2, 2a...
Straight line, 4... Intake manifold, 5... Cylinder head, 6... Carburetor, 6a... Center line, 7...
Throttle valve, 8...Heat insulator opening, D1 to D3 ...Arrow.
Claims (1)
の吸気通路を連絡吸気通路を介して気化器の開口
に接続する一方、残りの１つの気筒を第３の吸気
通路を介して上記気化器の開口に接続してなる３
気筒エンジンの吸気装置において、第１及び第２
の吸気通路の軸芯が気筒中心を結ぶ直線に直角の
直線となす角度を等しく設定し、且つ前記連絡吸
気通路の軸芯と第３の吸気通路の軸芯とが気化器
の中心線となす角度をそれぞれ等しく設定し、更
に上記気化器の開口中心と各気筒とを連通させる
各吸気通路の長さをそれぞれ概略等しくさせると
共に、前記連絡吸気通路の断面積を第３の吸気通
路の断面積より大きく設定したことを特徴とする
３気筒エンジンの吸気装置。1 First and second cylinders connected to two adjacent cylinders
The intake passage of the cylinder is connected to the opening of the carburetor via a connecting intake passage, while the remaining one cylinder is connected to the opening of the carburetor via a third intake passage.
In the intake system of a cylinder engine, the first and second
The angles between the axial center of the intake passage and a straight line perpendicular to the straight line connecting the cylinder centers are set to be equal, and the axial center of the connecting intake passage and the axial center of the third intake passage form the center line of the carburetor. The angles are set equally, and the lengths of the intake passages that communicate the opening center of the carburetor with each cylinder are approximately equal, and the cross-sectional area of the communicating intake passage is set to be the same as the cross-sectional area of the third intake passage. An intake system for a three-cylinder engine that is characterized by a larger setting.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15643184A JPS6134315A (en) | 1984-07-25 | 1984-07-25 | Intake device of three-cylinder engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15643184A JPS6134315A (en) | 1984-07-25 | 1984-07-25 | Intake device of three-cylinder engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6134315A JPS6134315A (en) | 1986-02-18 |
| JPH0346648B2 true JPH0346648B2 (en) | 1991-07-16 |
Family
ID=15627593
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15643184A Granted JPS6134315A (en) | 1984-07-25 | 1984-07-25 | Intake device of three-cylinder engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6134315A (en) |
-
1984
- 1984-07-25 JP JP15643184A patent/JPS6134315A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6134315A (en) | 1986-02-18 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JPS6285118A (en) | Engine intake manifold device | |
| JPH04287867A (en) | Intake device for fuel injection type four-cycle engine | |
| JPS6314062Y2 (en) | ||
| JPH0346648B2 (en) | ||
| JPH0263092B2 (en) | ||
| JPH0523823Y2 (en) | ||
| JPH082430Y2 (en) | Intake manifold in internal combustion engine | |
| JPS6123649Y2 (en) | ||
| JP2760589B2 (en) | Air-fuel ratio control device for V-type internal combustion engine | |
| JPH0437254Y2 (en) | ||
| JPH048304Y2 (en) | ||
| JPS6246808Y2 (en) | ||
| JPS6313392Y2 (en) | ||
| JPH06147040A (en) | Intake system in multicylinder internal combustion engine | |
| JPH089428Y2 (en) | Intake system for fuel injection engine | |
| JPH0251044B2 (en) | ||
| JPH0583736B2 (en) | ||
| JPH0429078Y2 (en) | ||
| JPH0251043B2 (en) | ||
| JP2747553B2 (en) | Fuel injection device | |
| JPH0330580Y2 (en) | ||
| JP2915030B2 (en) | Engine intake system | |
| JPH0329572Y2 (en) | ||
| JPS5840286Y2 (en) | Engine idle fuel supply system | |
| JPH022935Y2 (en) |