JPH076464B2 - Multi-cylinder engine intake system - Google Patents
Multi-cylinder engine intake systemInfo
- Publication number
- JPH076464B2 JPH076464B2 JP7546185A JP7546185A JPH076464B2 JP H076464 B2 JPH076464 B2 JP H076464B2 JP 7546185 A JP7546185 A JP 7546185A JP 7546185 A JP7546185 A JP 7546185A JP H076464 B2 JPH076464 B2 JP H076464B2
- Authority
- JP
- Japan
- Prior art keywords
- valve
- intake
- intake passage
- throttle valve
- engine
- 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 - Fee Related
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
- F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
- F02B27/0221—Resonance charging combined with oscillating pipe charging
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/18—DOHC [Double overhead camshaft]
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0268—Valves
- F02B27/0273—Flap valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0294—Actuators or controllers therefor; Diagnosis; Calibration
-
- 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】 〔産業上の利用分野〕 この発明は乗用車用として好適な高性能多気筒エンジン
の吸気装置に関するもので、エンジンの低負荷運転時の
吸気圧力の安定のため使用されるバランス管が、高負荷
運転時に於いて脈動効果を減殺する弊害を除去して、一
層の出力向上を図るものに関する。Description: TECHNICAL FIELD The present invention relates to an intake system for a high-performance multi-cylinder engine suitable for passenger cars, and is used for stabilizing the intake pressure during low-load operation of the engine. The present invention relates to a balance tube that eliminates the harmful effect of diminishing the pulsating effect during high-load operation to further improve the output.
従来、エンジンの体積効率を向上させるために、吸気の
脈動を利用することは既に周知に属する。また、各気筒
毎の吸気通路をバランス管により絞り弁の下流側で互い
に連通させ、各吸気通路内の圧力変化を安定させ、安定
なアイドリング運転を得ることが行なわれている（例え
ば特開昭50−31307号公報）が、他面吸気通路の圧力変
動を減少させるので、アイドリング運転時の燃焼を安定
させるが、吸気通路の圧力変化を利用して体積効率を向
上させようとする場合、逆に不都合が生じる。Conventionally, it is already well known to utilize the pulsation of intake air in order to improve the volumetric efficiency of an engine. Further, the intake passage for each cylinder is communicated with each other on the downstream side of the throttle valve by a balance pipe to stabilize the pressure change in each intake passage to obtain a stable idling operation. 50-31307 gazette) reduces the pressure fluctuation in the intake passage on the other side, so stabilizes the combustion during idling operation, but in the case of trying to improve the volume efficiency by utilizing the pressure change in the intake passage, Inconvenience occurs.
この発明は、前記バランス管に簡単な装置を付加するこ
とにより上記不都合を解消し、エンジンの最大出力を向
上させることを目的とするものであり、燃焼室に接続さ
れた吸気通路を気筒毎に設けかつ各吸気通路に人為的に
操作される絞り弁をそれぞれ設け、前記各吸気通路どう
しを各吸気通路の絞り弁下流側近傍に開口する連通路に
よって相互に接続すると共に、前記連通路に、吸気通路
の絞り弁下流側近傍を負圧源とするダイヤフラム式アク
チュエータに連結されエンジン負荷に依存して開閉する
開閉弁を介在させ、その開閉弁の開度をアイドリング運
転において最大とし、エンジン負荷の増大に伴つて減少
するように従動させる点に特徴がある。The present invention is intended to eliminate the above-mentioned inconvenience by adding a simple device to the balance pipe, and to improve the maximum output of the engine. The intake passage connected to the combustion chamber is provided for each cylinder. An artificially operated throttle valve is provided in each of the intake passages, and the intake passages are connected to each other by a communication passage that opens in the vicinity of the throttle valve downstream side of each intake passage. An opening / closing valve that is connected to a diaphragm type actuator that uses a negative pressure source near the throttle valve downstream side of the intake passage to open and close depending on the engine load is used to maximize the opening degree of the opening / closing valve in idling operation. It is characterized in that it is driven so as to decrease as it increases.
以下、図示の実施例によりこの発明を説明すると、図
中、１は４行程４気筒エンジンの本体であり、周知のよ
うに、シリンダ2,シリンダヘツド３及びピストン４によ
つて燃焼室５を形成している。６は点火栓である。燃焼
室５は動弁機構７によつて駆動される吸気弁８と排気弁
９、およびそれらを介して燃焼室５に連なる気筒毎の吸
気通路11と排気通路12とを有する。The present invention will be described below with reference to the illustrated embodiment. In the figure, reference numeral 1 is a main body of a four-stroke four-cylinder engine, and as is well known, a combustion chamber 5 is formed by a cylinder 2, a cylinder head 3 and a piston 4. is doing. 6 is a spark plug. The combustion chamber 5 has an intake valve 8 and an exhaust valve 9 which are driven by a valve mechanism 7, and an intake passage 11 and an exhaust passage 12 for each cylinder which are connected to the combustion chamber 5 via them.
各吸気通路11の他端は大気に通じており、その吸気弁８
から他端の開口端に至る長さは、第４図で示すように、
最大出力速度において、負の反射波が吸気弁８の付近に
達するように設定されている。14は吸気通路11に設けら
れた人為的に操作される絞り弁14である。各吸気通路11
は、その絞り弁14の下流側において連通路15によつて相
互に接続されている。連通路15は各吸気通路11を横断す
る連結管15aと、一端が吸気通路11の絞り弁14下流側近
傍に開口して連結管15aを各吸気通路11に接続する枝管1
5bとからなつており、枝管15bには蝶形の開閉弁16が設
けられ、その開閉弁16は各吸気通路を貫通する１本の弁
軸16aを介し、ダイヤフラム式アクチュエータとしての
ダイアフラム17によつて開閉される。ダイアフラム17は
空盒18内を弾膜19によつて大気に通じる大気室21と、ダ
クト22を遠して負圧源たる絞り弁14下流側近傍の吸気通
路11に連通する負圧室23とを有する。24は弾膜19を背後
から押圧し、開閉弁16を閉弁方向へ付勢する戻しばねで
ある。斯くて、開閉弁16の開度はアイドリング運転にお
いて最大開度とされ、エンジン負荷に依存しエンジン負
荷の増大に伴つて開度を減じ、最大出力時には全閉され
る。The other end of each intake passage 11 communicates with the atmosphere and its intake valve 8
From the other end to the open end, as shown in FIG.
At the maximum output speed, the negative reflected wave is set to reach the vicinity of the intake valve 8. Reference numeral 14 is an artificially operated throttle valve 14 provided in the intake passage 11. Each intake passage 11
Are connected to each other by a communication passage 15 on the downstream side of the throttle valve 14. The communication passage 15 has a connecting pipe 15a that traverses each intake passage 11, and a branch pipe 1 that has one end opening near the downstream side of the throttle valve 14 of the intake passage 11 and connecting the connecting pipe 15a to each intake passage 11.
5b, a branch pipe 15b is provided with a butterfly-shaped on-off valve 16, and the on-off valve 16 is connected to a diaphragm 17 as a diaphragm type actuator through one valve shaft 16a penetrating each intake passage. It is opened and closed. The diaphragm 17 has an atmosphere chamber 21 that communicates with the atmosphere through the air bubble 18 through a diaphragm 19, and a negative pressure chamber 23 that communicates with the intake passage 11 near the downstream side of the throttle valve 14 that is a negative pressure source away from the duct 22. Have. Reference numeral 24 is a return spring that presses the elastic membrane 19 from behind and biases the on-off valve 16 in the valve closing direction. Thus, the opening degree of the opening / closing valve 16 is set to the maximum opening degree in the idling operation, depends on the engine load, decreases with the increase of the engine load, and is fully closed at the maximum output.
第３図は開閉弁16の変形例を示すもので、前記蝶形の開
閉弁16に代えて、各吸気通路11を貫通する１本の円筒形
弁25としたものであり、円筒形弁25は通気路たる弁口26
を有する。FIG. 3 shows a modified example of the on-off valve 16, in which the butterfly-shaped on-off valve 16 is replaced by a single cylindrical valve 25 penetrating each intake passage 11. Is the valve opening 26
Have.
次ぎにこの実施例の作動を説明する。まず、絞り弁14が
最少開度にあり、エンジンがアイドリンク運転している
ときは、吸気通路11の絞り弁14下流側の圧力が低く、そ
れがダイアフラム17の負圧室23に作用するので、弾膜19
は戻しばね24に抗して開閉弁16を全開する。よつて、連
通路15は従来公知のバランス管と同様に吸気通路11の圧
力変動を減少させるので、アイドリング運転時の燃焼を
安定させる。次に、エンジンの出力を増すべく、絞り弁
14の開度を増すと、吸気通路11の吸気流量が増し、それ
に応じて負圧室23に作用する吸気負圧が低下（圧力が上
昇）するので、ダイヤフラム17は開閉弁16の開度を減じ
る。絞り弁下流の吸気負圧は第４図中、実線で示すよう
に開閉弁16の開弁時は低く、破線で示すように開閉弁16
の閉弁時は高くなる。また、吸気通路11の長さは第５図
中体積効率が最大になるエンジン速度に適合するよう設
定されているから、吸気の体積効率も第５図および第６
図で示す如く、開閉弁16の開度減少に伴つて向上する。
すなわち、エンジンは最大出力速度において、一層大き
い負の反射波が吸気弁８の付近に到達するようになり、
一層の出力向上が可能となる。Next, the operation of this embodiment will be described. First, when the throttle valve 14 is at the minimum opening degree and the engine is in idling operation, the pressure on the downstream side of the throttle valve 14 in the intake passage 11 is low and it acts on the negative pressure chamber 23 of the diaphragm 17. , Ammunition 19
Opens the on-off valve 16 fully against the return spring 24. Therefore, since the communication passage 15 reduces the pressure fluctuation of the intake passage 11 as in the conventionally known balance pipe, it stabilizes the combustion during idling operation. Next, in order to increase the output of the engine, the throttle valve
When the opening degree of 14 is increased, the intake flow rate of the intake passage 11 is increased, and the intake negative pressure acting on the negative pressure chamber 23 is decreased (the pressure is increased) accordingly. Therefore, the diaphragm 17 changes the opening degree of the opening / closing valve 16. Reduce. The intake negative pressure downstream of the throttle valve is low when the open / close valve 16 is open as shown by the solid line in FIG. 4, and is low as shown by the broken line.
It becomes higher when the valve is closed. Further, since the length of the intake passage 11 is set so as to match the engine speed at which the volume efficiency in FIG. 5 is maximized, the intake volume efficiency is also shown in FIGS.
As shown in the figure, it improves as the opening degree of the on-off valve 16 decreases.
That is, at the maximum output speed of the engine, a larger negative reflected wave reaches the vicinity of the intake valve 8,
It is possible to further improve the output.
この発明は以上のように、燃焼室に接続された吸気通路
を気筒毎に設けかつ各吸気通路に人為的に操作される絞
り弁をそれぞれ設け、前記各吸気通路どうしを各吸気通
路の絞り弁下流側近傍に開口する連通路によって相互に
接続すると共に、前記連通路に、吸気通路の絞り弁下流
側近傍を負圧源とするダイアフラム式アクチュエータに
連結されエンジン負荷に依存して開閉する開閉弁を介在
させ、その開閉弁の開度をアイドリング運転において最
大とし、エンジン負荷の増大に伴って減少するように従
動させるエンジンの吸気装置であるから、エンジンのア
イドリング運転時には開閉弁が開いて連通路は従来のバ
ランス管と同様に作用して、吸気負圧の安定が図られ、
最大出力速度では閉じられて各吸気通路にはそれぞれ固
有の高い吸気負圧を生じるから、吸気通路の長さを適当
に選定すれば脈動効果が有効に利用出来て高いエンジン
出力が得られる効果がある。As described above, according to the present invention, the intake passage connected to the combustion chamber is provided for each cylinder, and the artificially operated throttle valve is provided in each intake passage, and the intake passages are connected to each other by the throttle valve of each intake passage. An on-off valve that is connected to each other by a communication passage that opens in the vicinity of the downstream side and that is connected to a diaphragm actuator whose negative pressure source is in the vicinity of the throttle valve downstream side of the intake passage and that opens and closes depending on the engine load. Is an intake device of the engine that intervenes with the intake valve and maximizes the opening / closing valve during idling operation and decreases as the engine load increases. Acts like a conventional balance pipe to stabilize intake negative pressure,
Since it is closed at the maximum output speed and a high intake negative pressure unique to each intake passage is generated, if the length of the intake passage is properly selected, the pulsation effect can be effectively used and a high engine output can be obtained. is there.
また、ダイアフラム式アクチュエータの負圧源を絞り弁
下流側近傍としたため、絞り弁より下流側で容積が比較
的小さい部分の負圧を用いて開閉弁を駆動することがで
きるから、開閉弁を負圧によって駆動させるに当たり応
答性が高くなる。Further, since the negative pressure source of the diaphragm actuator is located near the downstream side of the throttle valve, it is possible to drive the on-off valve by using the negative pressure of the portion having a relatively small volume on the downstream side of the throttle valve. Responsiveness becomes high when driven by pressure.
図面はこの発明の一実施例を示すもので、第１図はエン
ジンの要部の断面図、第２図はそのII−II断面図、第３
図は要部の変形例を示すもので、第２図中のIII−III断
面図である。第４図，第５図および第６図はそれぞれエ
ンジンの特性を示す特性図である。 11……吸気通路、14……絞り弁、15……連通路、15a…
…連結管、15b……枝管、16……蝶形の開閉弁、16a……
弁軸、17……ダイアフラム。The drawings show one embodiment of the present invention. FIG. 1 is a sectional view of an essential part of an engine, FIG. 2 is a II-II sectional view thereof, and FIG.
The drawing shows a modified example of the main part, and is a sectional view taken along line III-III in FIG. FIG. 4, FIG. 5 and FIG. 6 are characteristic diagrams showing the characteristic of the engine. 11 …… Intake passage, 14 …… Throttle valve, 15 …… Communication passage, 15a…
… Connection pipe, 15b …… Branch pipe, 16 …… Butterfly-shaped on-off valve, 16a ……
Valve shaft, 17 ... diaphragm.
Claims (1)
けかつ各吸気通路に人為的に操作される絞り弁をそれぞ
れ設け、前記各吸気通路どうしを各吸気通路の絞り弁下
流側近傍に開口する連通路によって相互に接続すると共
に、前記連通路に、吸気通路の絞り弁下流側近傍を負圧
源とするダイアフラム式アクチュエータに連結されエン
ジン負荷に依存して開閉する開閉弁を介在させ、その開
閉弁の開度をアイドリング運転において最大とし、エン
ジン負荷の増大に伴って減少するように従動させてなる
多気筒エンジンの吸気装置。1. An intake passage connected to a combustion chamber is provided for each cylinder, and an artificially operated throttle valve is provided in each intake passage, and the intake passages are connected to each intake passage in the vicinity of a downstream side of the throttle valve. Connected to each other by a communication passage opening to a valve, and an on-off valve that is connected to a diaphragm actuator that uses a negative pressure source near the throttle valve downstream side of the intake passage to open and close depending on the engine load is interposed in the communication passage. An intake system for a multi-cylinder engine in which the opening / closing valve is maximized in idling operation and is driven so as to decrease as the engine load increases.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7546185A JPH076464B2 (en) | 1985-04-11 | 1985-04-11 | Multi-cylinder engine intake system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7546185A JPH076464B2 (en) | 1985-04-11 | 1985-04-11 | Multi-cylinder engine intake system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61234223A JPS61234223A (en) | 1986-10-18 |
| JPH076464B2 true JPH076464B2 (en) | 1995-01-30 |
Family
ID=13576960
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7546185A Expired - Fee Related JPH076464B2 (en) | 1985-04-11 | 1985-04-11 | Multi-cylinder engine intake system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH076464B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63195319A (en) * | 1987-02-07 | 1988-08-12 | Mazda Motor Corp | Intake device for engine |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6097365U (en) * | 1983-12-09 | 1985-07-03 | トヨタ自動車株式会社 | intake manifold |
| JPS6153522U (en) * | 1984-09-12 | 1986-04-10 | ||
| JPH0689667B2 (en) * | 1985-04-08 | 1994-11-09 | マツダ株式会社 | Engine intake system |
-
1985
- 1985-04-11 JP JP7546185A patent/JPH076464B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61234223A (en) | 1986-10-18 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| GB2038940A (en) | Exhaust By-pass Valve Apparatus for Double Entry Type I.C. Engine Turbocharger | |
| US4683855A (en) | Multiple valve engine | |
| JPS641656B2 (en) | ||
| JPH0424545B2 (en) | ||
| US4408576A (en) | Intake system of an internal combustion engine | |
| JPH0259290B2 (en) | ||
| JPH076464B2 (en) | Multi-cylinder engine intake system | |
| JPH0377379B2 (en) | ||
| JPH0320497Y2 (en) | ||
| JPH0320496Y2 (en) | ||
| JPS5840299Y2 (en) | Internal combustion engine air cleaner | |
| JPS6140914Y2 (en) | ||
| KR200149879Y1 (en) | Engine intake | |
| JPH078814Y2 (en) | Engine intake and exhaust pipe structure | |
| JPH0212272Y2 (en) | ||
| JPS5920851B2 (en) | Internal combustion engine with supercharger | |
| JPS61200328A (en) | Suction device for internal-combustion engine | |
| JPS6218646Y2 (en) | ||
| JPS6233987Y2 (en) | ||
| JPH0261609B2 (en) | ||
| JPS6260924A (en) | Inertia supercharge device for internal combustion engine | |
| JPS60178917A (en) | Muffler of two-cycle engine | |
| JPH0726543B2 (en) | Engine intake system | |
| JPH0285828U (en) | ||
| JPS61130725U (en) |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |