JP2017089527A - Intake manifold - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an intake manifold which can generate strong deflection at an intake flow in a cylinder (within a head port) without complicating a structure on an internal combustion engine side.SOLUTION: An intake manifold 50 comprises: an intake pipe member 52 (intake ports 52a to 52d) which includes a cylindrical passage 55 protrusively extending into a head port 7 of a cylinder head 12 of an engine 100, and is connected to the cylinder head 12; and a TCV (Tumble Control Valve) 60 which is arranged at the intake pipe member 52 (each of the intake ports 52a to 52d), and can open and close an intake passage portion 83 other than the cylindrical passage 55. Then, intake air which circulates through the intake pipe member 52 (intake ports 52a to 52d) is supplied to the head port 7 via the cylindrical passage 55 by closing the intake passage portion 83 other than the cylindrical passage 55 by the TCV 60.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an intake manifold, and more particularly, to an intake manifold having an intake port connected to a cylinder head of an internal combustion engine.

  Conventionally, an intake manifold having an intake port connected to a cylinder head of an internal combustion engine is known (see, for example, Patent Document 1).

  Patent Document 1 discloses an engine intake device (intake manifold) having a cylinder head in which a head port (intake passage) is formed. In the engine intake device described in Patent Document 1, a partition wall that divides the inside of the head port into two parts is provided in the curved section of the head port (intake passage) on the engine side. The existing intake passage is divided into two upper and lower passages by a partition wall and extends toward the cylinder (combustion chamber). A TCV (tumble control valve) is provided in the inner passage of the curve so that the passage can be opened and closed. As a result, when the TCV is closed, the intake flow flows only through the curved outer passage, so that the intake flow rate is increased and the intake flow supplied to the cylinder is deflected. Therefore, a tumble flow (longitudinal vortex) is generated in the cylinder (combustion chamber).

Japanese Patent No. 2682694

  However, in the engine intake device described in Patent Document 1, it is necessary to provide a partition that divides the head port (intake passage) into two in a curved section in the cylinder head on the engine side. Therefore, it is possible to generate a tumble flow (longitudinal vortex) in the cylinder (in the head port), but there is a problem that the structure of the cylinder head having such a partition is complicated.

  The present invention has been made to solve the above-described problems, and one object of the present invention is to make intake air flow in the cylinder (in the head port) without complicating the structure on the internal combustion engine side. To provide an intake manifold capable of producing a strong deflection.

  To achieve the above object, an intake manifold according to one aspect of the present invention includes a cylindrical passage extending so as to protrude into a head port of a cylinder head of an internal combustion engine, and an intake port connected to the cylinder head; An intake flow control valve provided in the intake port and configured to be able to open and close an intake passage portion other than the tubular passage, and the intake passage portion other than the tubular passage is closed by the intake flow control valve, thereby Intake air flowing through the port is supplied to the head port via a cylindrical passage.

  The intake manifold according to one aspect of the present invention includes the intake port including the cylindrical passage as described above, and circulates through the intake port by closing the intake passage portion other than the cylindrical passage by the intake flow control valve. The intake air is configured to be supplied to the head port via the cylindrical passage. As a result, a cylindrical passage for forming a deflection flow together with the intake flow control valve is provided on the intake port side. Therefore, the intake port with the cylindrical passage is simply connected to the cylinder head of the internal combustion engine. A deflection of the intake flow can be produced in the head port. Thereby, the deflection of the intake air flow can be generated in the head port of the internal combustion engine without complicating the structure of the internal combustion engine side (head port). Also, unlike the case of providing a partition wall or the like that causes a deflection of the intake flow on the cylinder head side of the internal combustion engine by providing an intake port including a cylindrical passage extending so as to protrude into the head port of the cylinder head of the internal combustion engine. The shape of the cylindrical passage on the intake port side (the position where the intake air flow from the cylindrical passage into the head port) can be easily adjusted (optimized). As a result, intake air can flow into the cylinder (combustion chamber) while maintaining a strong deflection flow up to a position close to the cylinder (cylinder) of the internal combustion engine. As a result, it is possible to cause a strong deflection in the intake air flow without complicating the structure of the internal combustion engine side (head port).

  In the intake manifold according to the above aspect, the intake port and the cylindrical passage are preferably formed integrally.

  If comprised in this way, it can suppress that the number of parts which comprise an intake port increases. In addition, it is not necessary to attach a separate cylindrical passage to the intake port, and a cylindrical passage is formed together with the formation of the intake port, so even if a cylindrical passage is provided, the manufacturing process of the intake port is complicated. Can be prevented.

  In the intake manifold according to the above aspect, the cylindrical passage preferably has an external gas introduction port through which external gas is introduced.

  With this configuration, the intake flow control valve effectively closes the intake passage portion other than the cylindrical passage and effectively uses the suction effect of the intake air flowing through the cylindrical passage with the speed increased. Thus, the external gas can be effectively introduced into the head port (inside the cylinder of the internal combustion engine) from the external gas introduction port. Further, as the speed is increased in the cylindrical passage, it is possible to suppress accumulation of deposits (deposits) due to the introduction of external gas not only in the cylindrical passage but also in the downstream head port.

  In the intake manifold according to the above aspect, preferably, the cylindrical passage is disposed so as to straddle the inside of the intake port and the inside of the head port along the intake flow direction, and the intake inlet side opening in the cylindrical passage is provided. The opening opens into the intake port, and the intake outlet side opening in the cylindrical passage opens into the head port.

  With this configuration, the intake air flowing through the intake port from a position upstream of the intake port with respect to the connection portion between the intake port and the cylinder head of the internal combustion engine is reliably introduced into the cylindrical passage through the intake inlet side opening. be able to. Then, an intake air flow whose speed is increased in the cylindrical passage is reliably supplied into the head port from the intake outlet side opening that opens at a position downstream of the intake air from the connection portion between the intake port and the cylinder head of the internal combustion engine. can do. Therefore, a strong deflection flow generated using the cylindrical passage provided in the intake port can be reliably generated in the head port.

  In the intake manifold according to the above aspect, preferably, the intake port is configured to be connected to a cylinder head of an internal combustion engine having two intake valves per cylinder, and the cylindrical passage is located upstream. It is configured to branch into two on the downstream side from the state where it is one and extend into the head port corresponding to each intake valve.

  If comprised in this way, since the intake flow in which the speed was increased in the cylindrical channel | path can be reliably supplied toward the head port corresponding to each intake valve, two intake valves per cylinder Even in the internal combustion engine having the above, a strong vortex flow can be generated in the cylinder (cylinder) via each intake valve.

  In the intake manifold according to the above aspect, preferably the intake inlet side opening in the cylindrical passage and the rotation shaft of the intake flow control valve are arranged on the same plane in a plane perpendicular to the intake flow direction. Alternatively, the rotation shaft of the intake flow control valve is disposed upstream of the intake inlet side opening.

  With this configuration, the intake air flow control valve closes the intake air passage portion other than the tubular passage, and the intake air flow that is one upstream of the tubular passage is used as the valve body of the intake air flow control valve. Utilizing the surface portion, it can be reliably and smoothly introduced into the intake inlet side opening of the cylindrical passage.

  In the intake manifold according to the above aspect, the following configuration is also conceivable.

(Additional item 1)
That is, in the intake manifold according to the first aspect, the cylindrical passage extends from the intake port into the head port along the upper inner surface of the intake port in the intake flow direction view.

(Appendix 2)
Further, in the intake manifold in which the cylindrical passage spans the inside of the intake port and the inside of the head port, the intake port is provided with a curved portion that is curved on the upstream side, and a flange that is provided downstream of the curved portion and is connected to the cylinder head The intake inlet side opening in the cylindrical passage opens between the curved portion and the flange portion.

(Additional Item 3)
Further, in the intake manifold in which the cylindrical passage extends over the inside of the intake port and the inside of the head port, the cylindrical passage is formed in a tapered shape in which the cross-sectional shape of the flow path tapers along the intake flow direction flowing through the cylindrical passage. The intake outlet side opening in the cylindrical passage has a smaller flow path cross-sectional area than the intake inlet side opening.

(Appendix 4)
In the intake manifold according to the first aspect, the intake flow control valve closes an intake passage portion other than the cylindrical passage so that a vertical vortex is generated in the intake flow supplied into the combustion chamber of the internal combustion engine. Has been.

1 is a perspective view showing a schematic configuration of an engine according to a first embodiment of the present invention. It is sectional drawing which showed the structure of the engine and intake device by 1st Embodiment of this invention. It is the perspective view which showed the internal structure of the cylindrical channel | path in the intake port by 1st Embodiment of this invention. It is the figure which showed the internal structure of the cylindrical channel | path in the intake flow direction view by 1st Embodiment of this invention. It is sectional drawing which showed the engine and intake device by the modification of 1st Embodiment of this invention. It is the perspective view which showed the structure of TCV (intake flow control valve) periphery by 2nd Embodiment of this invention. It is the figure which showed the internal structure of the cylindrical channel | path in the intake flow direction view by 2nd Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  [First Embodiment]

  First, with reference to FIGS. 1-4, the structure of the intake manifold 50 mounted in the engine 100 by 1st Embodiment of this invention is demonstrated.

(Schematic configuration of the engine)
An engine 100 (an example of an internal combustion engine) for a vehicle (automobile) according to the first embodiment of the present invention includes an engine body 10 as shown in FIG. The engine body 10 includes a cylinder block 11, a cylinder head 12 fastened to the upper surface (Z1 side) of the cylinder block 11, a crankcase 13 fastened to the lower surface (Z2 side) of the cylinder block 11, And a head cover 14 that is fastened to the top. Further, the in-line four-cylinder engine 100 is configured to perform intake / compression / expansion (combustion) / exhaust by reciprocating the piston 1 in four cylinders 11a to 11d extending in the vertical direction (Z-axis direction). The crankshaft 2 is rotated by repeating one cycle continuously. The arrangement direction (X-axis direction) of the cylinders 11a to 11d is the direction in which the crankshaft 2 extends.

  As shown in FIG. 2, the cylinder head 12 incorporates an intake valve 3 and an exhaust valve 4 that are periodically opened and closed by rotation of a camshaft (not shown), and an ignition plug 5. The cylinder head 12 made of aluminum alloy has a combustion chamber 6, a head port 7 for sending intake air (intake air) into the combustion chamber 6, and an exhaust port 8 for discharging burned gas. The cylinder head 12 is provided with a head port 7, a combustion chamber 6, and an exhaust port 8 so as to correspond to each of the cylinders 11 a to 11 d (see FIG. 1) of the cylinder block 11.

  In engine 100, each of cylinders 11a to 11d has two intake valves 3 and two exhaust valves 4. Therefore, as shown in FIGS. 3 and 4, the head port 7 in the cylinder head 12 is opened and closed by the intake valve 3 on one side (X1 side) on the downstream side of the intake air from the state where there is one on the upstream side of the intake air. The first port 7a and the second port 7b opened and closed by the intake valve 3 on the other side (X2 side) are branched toward the cylinder 11a (11b to 11d). The head port 7 is formed with a branch wall 7c that separates the first port 7a and the second port 7b. The first port 7a and the second port 7b are located from the center of the head port 7 in the X-axis direction. It has a bilaterally symmetrical shape and branches. In FIG. 3, the internal structure of the intake pipe member 52 is shown by cutting the cylinder head 12 and an intake pipe member 52 described later along a cross section along the direction in which the intake passage 80 and the head port 7 extend.

  As shown in FIG. 2, the head port 7 extends while bending in a diagonally downward direction from the side surface 12 a of the cylinder head 12 toward the cylinder 11 a. The cylinder block 11 and the cylinder head 12 are provided with a water jacket 15 through which cooling water flows. The engine 100 has a cooling water pump (not shown), and cooling water of a radiator (not shown) is supplied to the water jacket 15 via the cooling water pump.

  Further, the engine 100 is mounted with an intake manifold 50 connected to the cylinder head 12, as shown in FIG. The intake manifold 50 includes a surge tank 51 and a resin intake pipe member 52 (an example of an intake port) connected to the downstream side of the surge tank 51. The intake manifold 50 penetrates the intake pipe member 52 and the cylinder head 12. 80 is formed. In the intake pipe member 52, intake ports 52a to 52d are arranged along the arrangement direction (X-axis direction) of the cylinders 11a to 11d, and intake air stored in the surge tank 51 is supplied to each via the intake ports 52a to 52d. It has a role of distributing to the corresponding head port 7 (see FIG. 2). In addition, each of the intake ports 52a to 52d is provided at a curved portion 52f (see FIG. 2) that curves on the upstream side, a downstream end of the curved portion 52f, and a downstream end portion of the intake pipe member 52, and the side surface 12 of the cylinder head 12 The flange part 52e (refer FIG. 2) connected to is included.

  Here, in the first embodiment, as shown in FIGS. 2 and 3, each of the intake ports 52 a to 52 d constituting the intake pipe member 52 extends so as to protrude into the head port 7 of the cylinder head 12. A cylindrical passage 55 is provided. Hereinafter, the cylindrical passage 55 and its peripheral structure will be described on behalf of the intake port 52a communicating with the cylinder 11a.

(Detailed configuration inside the intake port)
The cylindrical passage 55 is made of resin, and the intake port 52a and the cylindrical passage 55 in the intake pipe member 52 are integrally formed. As shown in FIGS. 2 and 4, the cylindrical passage 55 extends from the inside of the intake port 52 a along the upper inner surface 82 (see FIG. 2) of the intake port 52 a when viewed in the intake flow direction (arrow A direction). The port 7 is provided so as to extend to the upper inner surface 7d (see FIG. 2). Therefore, the intake port 52 is configured to be separated into a cylindrical passage 55 and an intake passage portion 83 other than the cylindrical passage 55 in the vicinity of the flange portion 52e. Further, a portion of the cylindrical passage 55 protruding into the head port 7 (see FIG. 2) extends in a cylindrical shape (straw shape) in a state of being separated from the inner surface including the upper inner surface 7d (see FIG. 2) of the head port 7. It has an inner surface and an outer surface.

  Further, as shown in FIGS. 2 and 3, the cylindrical passage 55 is arranged along the intake flow direction (arrow A direction) and inside the intake port 52a and the head port 7 (first port 7a and second port 7b). It is arranged so as to straddle the inside. Further, as shown in FIG. 3, the cylindrical passage 55 has a first branch passage 55b (X1 side) and a second branch passage 55c (X2) on the downstream side from the state where it is one main passage 55a on the upstream side. The first branch port 7a and the second port 7b correspond to the intake valves 3 and extend into the first port 7a and the second port 7b. Further, as shown in FIG. 3, each of the first branch passage 55b and the second branch passage 55c has a tapered shape in which the flow path cross-sectional shape tapers along the intake flow direction (arrow A direction) flowing through the cylindrical passage 55. Is formed.

  In this case, the outer surface (inner surface) on the X1 side in the first branch passage 55b extends in parallel along the inner surface on the X1 side of the first port 7a, whereas the outer surface (inner surface) on the X2 side in the first branch passage 55b. The taper gradually tapers while being inclined toward the X1 side inner surface of the first port 7a. Conversely, the outer surface (inner surface) on the X2 side of the second branch passage 55c extends in parallel along the inner surface of the second port 7b on the X2 side, whereas the outer surface (inner surface) on the X1 side of the second branch passage 55c. The taper gradually tapers while inclining in the direction approaching the inner surface of the second port 7b on the X2 side. Thus, the intake air passing through the main passage 55a is branched in directions (arrow X1 direction and arrow X2 direction) that are separated from each other when separated into the first branch passage 55b and the second branch passage 55c. The intake outlet side openings 57 a and 57 b in the cylindrical passage 55 are configured so that the flow passage cross-sectional area is smaller than that of the intake inlet side opening 56. In this case, the total opening area of the intake outlet side openings 57a and 57b is configured to be smaller than the opening area of the main passage 55a (intake inlet side opening 56).

  As shown in FIG. 2, the intake inlet side opening 56 in the cylindrical passage 55 opens between the curved portion 52f and the flange portion 52e in the intake port 52a, and at the intake outlet side in the cylindrical passage 55. The openings 57a and 57b (see FIG. 3) open into the first port 7a (see FIG. 3) and the second port 7b (see FIG. 3), respectively. The first port 7a is separated into a first branch passage 55b and an intake passage portion 7e other than the first branch passage 55b, and the second port 7b includes a second branch passage 55c and a second branch passage. It is separated into an intake passage portion 7f other than 55c.

  In the first embodiment, a TCV (tumble control valve) 60 (an example of an intake flow control valve) for controlling the intake flow (degree of deflection) rotates in the intake passage portion 83 in the intake port 52a. It is provided as possible. The TCV 60 is made of a resin material having excellent heat resistance. As shown in FIGS. 2 and 3, the TCV 60 has a flat valve body 61 having a flat blade surface 61a and a solid structure, and a root portion (upstream end portion of intake air) of the valve body 61. A rotation shaft 62 is provided. The TCV 60 is in a fully open state in which the intake air is circulated also to the intake passage portion 83 (the posture of the TCV 60 is indicated by a broken line in FIG. 2), and the intake air flowing through the intake port 52a is transferred to the head port 7 via the cylindrical passage 55. It is configured to be rotated between a fully closed state in which the intake passage portion 83 is completely closed so as to be supplied (the posture of the TCV 60 is indicated by a solid line in FIG. 2).

  A TCV 60 is rotatably provided in each of the intake ports 52a to 52d. As shown in FIG. 1, the intake manifold 50 incorporates actuators 70 for driving the four TCVs 60. The actuator 70 is attached to the outer surface of the intake pipe member 52 on the X2 side, and is connected to the rotating shaft 62 of the TCV 60 via a drive mechanism (not shown). In engine 100, the opening degree of TCV 60 is grasped by an ECU (control unit) (not shown). When the intake air is supplied to each of the cylinders 11a to 11d, the four TCVs 60 are operated by the actuator 70 to control the opening area (flow passage cross-sectional area) of the intake passage 80 in each of the intake ports 52a to 52d. It is configured as follows.

  As a result, the valve element 61 (TCV60) is rotated from the fully open state where the valve element 61 (TCV60) is completely laid down (the posture of the TCV60 is indicated by a broken line in FIG. 2) to the valve closing side, and the rear edge 63 of the valve element 61 is cylindrical In the fully closed state (in FIG. 2, the posture of the TCV 60 is indicated by a solid line) arranged near the intake inlet side opening 56 of the passage 55, the intake flow becomes the following flow and the cylinder 11a (combustion chamber 6). Led in.

  Specifically, as shown in FIG. 2 and FIG. 3, the intake air that has flowed through the curved portion 52 f in the intake port 52 a in the direction of the arrow A is the intake inlet side opening of the cylindrical passage 55 along the blade surface 61 a of the TCV 60. Guided to part 56. That is, when the intake passage portion 83 other than the tubular passage 55 is closed by the TCV 60, the intake air flowing through the intake port 52a is guided to the tubular passage 55 (main passage 55a). At this time, the flow passage cross-sectional area of the intake passage 80 is rapidly reduced along the blade surface 61 a of the TCV 60. Therefore, the intake air flows in the direction of the arrow A in the cylindrical passage 55 in a state where the flow velocity is increased by restricting the intake passage 80. In addition, the flow rate of the intake air is increased by the cylindrical passage 55 having a reduced flow path cross-sectional area when passing through the cylindrical passage 55 as well as the TCV 60.

  Then, as shown in FIG. 3, the intake air is diverted from one main passage 55a to the first branch passage 55b and the second branch passage 55c in the cylindrical passage 55, and is first supplied from the intake outlet side opening 57a. While being discharged to the port 7a, it is discharged from the intake outlet side opening 57b to the second port 7b. In addition, the 1st branch channel | path 55b and the 2nd branch channel | path 55c are formed in the taper shape where a flow-path cross-sectional shape tapers. Accordingly, a swirling flow is generated when the intake air is ejected from the first branch passage 55b to the first port 7a. In addition, a swirling flow is generated when the intake air is ejected from the second branch passage 55c to the second port 7b. The intake air ejected to the first port 7a is carried into the cylinder 11a (combustion chamber 6) in a deflected flow state in which the flow velocity is increased along the inner wall on the curved outer side of the first port 7a. Similarly, the intake air ejected to the second port 7b is carried into the cylinder 11a (combustion chamber 6) in a deflected flow state in which the flow velocity is increased along the inner wall of the second port 7b outside the curve.

  In the engine 100, when the TCV 60 is rotated to the closed side in a predetermined rotational speed range (load state), the deflection flow generated in the head port 7 is guided to the combustion chamber 6 and is tumble flow (vertical) in the cylinder 11a. A vortex) is generated. Further, by controlling the tumble flow in the cylinder 11a including the combustion chamber 6, the combustion efficiency of the mixed air is improved and the exhaust gas component including nitrogen oxides is improved. Therefore, the rotation (opening / closing) operation of TCV 60 is controlled in accordance with the operating state (rotation speed and load state) of engine 100. The above-described intake air flow is the same in the interior of the head port 7 corresponding to the other cylinders 11b to 11d.

  In the first embodiment, as shown in FIG. 2, the intake inlet side opening 56 in the cylindrical passage 55 and the rotation shaft 62 of the TCV 60 are in a plane perpendicular to the intake flow direction (arrow A direction). It is arranged on the same plane. In other words, the intake inlet side opening 56 and the rotation shaft 62 are arranged such that the intake inlet side opening 56 is disposed on the upper inner surface 82 side and the rotation shaft 62 is disposed on the lower inner surface 81 side in the arrow A direction. Yes. As a result, in a state where the intake passage portion 83 is closed by the TCV 60, the intake air flow that is one upstream from the tubular passage 55 is reliably transferred to the intake inlet side opening 56 using the blade surface 61 a of the TCV 60. It is configured to be introduced.

  In the first embodiment, as shown in FIG. 2, EGR gas (exhaust recirculation gas) recirculated from the exhaust port 8 is formed on the outer surfaces of the intake ports 52 a to 52 d corresponding to the respective cylindrical passages 55. An EGR chamber 58 for introducing the gas is formed. Then, an EGR gas inlet 58a (external) into which EGR gas from the EGR chamber 58 is introduced into a position near the branch portion between the main passage 55a, the first branch passage 55b, and the second branch passage 55c in the cylindrical passage 55. An example of a gas inlet is provided. As a result, the suction effect of the intake air flowing through the cylindrical passage 55 (the first branch passage 55b and the second branch passage 55c) with the speed increased while the intake passage portion 83 is closed by the TCV 60 is made effective. Utilizing this, the EGR gas is effectively introduced into the head port 7 (the first port 7a and the second port 7b) from the external gas introduction port 58a.

  A control map (not shown) for causing the above-described air flow control by the TCV 60 to function is stored in a storage area in the ECU. The opening degree of the TCV 60 corresponding to the operating state of the engine 100 is set in the control map. The attitude of the valve body 61 is controlled by driving the actuator 70 based on the opening setting information of the control map. Moreover, detailed posture control of the valve body 61 is repeated by feeding back the opening degree of the valve body 61 grasped on the ECU side. In this way, the intake manifold 50 is configured.

(Effect of 1st Embodiment)
In the first embodiment, the following effects can be obtained.

  In the first embodiment, as described above, the intake ports 52a to 52d each including the cylindrical passage 55 are provided, and the intake passage portions 83 other than the cylindrical passage 55 are closed by the TCV 60, whereby the intake ports 52a to 52d are closed. The intake air flowing through each of these is supplied to the corresponding head port 7 via the cylindrical passage 55. Thereby, since the cylindrical passage 55 for forming a deflection flow together with the TCV 60 is provided on the intake pipe member 52 side, the engine can be simply connected to the cylinder head 12 by connecting the intake ports 52a to 52d with the cylindrical passage 55. A deflection of the intake air flow can be generated in the 100 head ports 7. Thereby, the deflection of the intake air flow can be generated in the head port 7 without complicating the structure on the engine 100 side (head port 7). Unlike the case of providing a partition wall or the like that causes the deflection of the intake flow on the cylinder head 12 side by providing the intake ports 52a to 52d including the cylindrical passage 55 extending so as to protrude into the head port 7, the intake port It is possible to easily adjust (optimize) the shape of the cylindrical passage 55 on the side of 52a to 52d (the position of the intake air flow from the cylindrical passage 55 into the head port 7). Thereby, intake air can be caused to flow into each of the cylinders 11a to 11d while maintaining a strong deflection flow to a position close to each of the cylinders 11a to 11d of the engine 100. As a result, it is possible to cause a strong deflection in the intake air flow without complicating the structure on the engine 100 side (head port 7).

  In the first embodiment, the intake ports 52a to 52d and the cylindrical passage 55 are integrally formed. Thereby, it can suppress that the number of parts which comprise the intake pipe member 52 increases. Further, since it is not necessary to attach a separate cylindrical passage to the intake pipe member 52 and the cylindrical passage 55 is formed together with the formation of the intake ports 52a to 52d, the intake pipe member is provided even if the cylindrical passage 55 is provided. It is possible to prevent the manufacturing process 52 from becoming complicated.

  In the first embodiment, an external gas introduction port 58 a through which EGR gas is introduced is provided in the cylindrical passage 55. This effectively utilizes the suction effect of the intake air flowing through the cylindrical passage 55 with the speed increased in a state where the intake passage portion 83 other than the cylindrical passage 55 is closed by the TCV 60, and the external gas EGR gas can be effectively introduced into the head port 7 (inside the cylinder 11a of the engine 100) from the introduction port 58a. Further, as the speed is increased in the cylindrical passage 55, it is possible to suppress accumulation of deposits (deposits) due to the introduction of EGR gas not only in the cylindrical passage 55 but also in the downstream head port 7.

  In the first embodiment, the cylindrical passage 55 is disposed so as to straddle the intake port 52a (52b to 52d) and the head port 7 along the intake flow direction. The intake inlet side opening 56 in FIG. 5 opens into the intake port 52a (52b to 52d), and the intake outlet side openings 57a and 57b in the cylindrical passage 55 open into the head port 7. As a result, the intake air flowing through the intake ports 52a (52b to 52d) from the position upstream of the intake air with respect to the connection portion between the intake pipe member 52 and the cylinder head 12 of the engine 100 is reliably ensured through the intake inlet side opening 56. It can be introduced into the cylindrical passage 55. Then, the intake air flow having an increased velocity in the cylindrical passage 55 is generated from the intake outlet side openings 57a and 57b that open to a position downstream of the intake air from the connection portion between the intake pipe member 52 and the cylinder head 12 of the engine 100. The head port 7 can be reliably supplied. Therefore, a strong deflection flow generated using the cylindrical passage 55 provided in the intake port 52a (52b to 52d) can be reliably generated in the head port 7.

  Moreover, in 1st Embodiment, the intake pipe member 52 is comprised so that it may be connected to the cylinder head 12 of the engine 100 which has the two intake valves 3 per cylinder 11a-11d, and one upstream is provided. The cylindrical passage 55 is configured to branch into two on the downstream side from the above state and extend into the head port 7 corresponding to each intake valve 3. As a result, the intake flow whose speed is increased in the cylindrical passage 55 can be reliably supplied toward the head ports 7 (first port 7a and second port 7b) corresponding to the respective intake valves 3. Therefore, even in the engine 100 having two intake valves 3 per cylinder, a strong tumble flow (longitudinal vortex) can be generated in the cylinders 11a to 11d via the intake valves 3.

  In the first embodiment, the intake inlet side opening 56 in the cylindrical passage 55 and the rotation shaft 62 of the TCV 60 are arranged on the same plane in a plane perpendicular to the intake flow direction. Thus, with the intake passage portion 83 other than the tubular passage 55 being closed by the TCV 60, the intake flow that is one upstream of the tubular passage 55 is used to make the tubular flow using the blade surface 61a of the TCV 60. Can be reliably and smoothly introduced into the intake inlet side opening 56 of the channel 55.

  In the first embodiment, the cylindrical passage extends so as to extend from the intake ports 52a to 52d into the head port 7 along the upper inner surface 82 of the intake ports 52a to 52d in the intake flow direction view (viewed in the direction of arrow A). 55 is configured. Thereby, a strong deflection flow can be easily formed in the head port 7 by using the cylindrical passage 55 extending along the upper inner surface 82 of each of the intake ports 52a to 52d.

  In the first embodiment, each of the intake ports 52 a to 52 d includes a curved portion 52 f that is curved on the upstream side, and a flange portion 52 e that is provided downstream of the curved portion 52 f and is connected to the cylinder head 12. Then, the intake inlet side opening 56 in the cylindrical passage 55 is opened between the curved portion 52f and the flange portion 52e. As a result, the intake air after passing through the curved portion 52f of the intake pipe member 52 in the state where the intake passage portion 83 other than the cylindrical passage 55 is closed by the TCV 60, the intake inlet side provided downstream of the curved portion 52f. It can be reliably introduced into the cylindrical passage 55 through the opening 56. In addition, the manufacturing process of the intake pipe member 52 can be simplified because it is not necessary to provide the cylindrical passage 55 in the curved portion 52f.

  In the first embodiment, the cylindrical passage 55 is formed in a tapered shape in which the cross-sectional shape of the flow path is tapered along the intake flow direction flowing through the cylindrical passage 55, and the intake outlet side opening 57a in the cylindrical passage 55 and 57 b is configured such that the flow passage cross-sectional area is smaller than the intake inlet side opening 56. As a result, the flow rate of the intake air passing through the cylindrical passage 55 can be further increased by the throttle shape of the flow path cross section, so that a strong deflection flow can be generated in the head port 7. In addition, since the intake outlet side openings 57a and 57b having a reduced channel cross-sectional area serve as nozzles, the intake outlet side openings 57a and 57b in the head port 7 are formed so that the positions where they are formed are optimal. A passage 55 can be formed. Therefore, it is possible to obtain the intake pipe member 52 that can obtain a deflected flow efficiently.

  In the first embodiment, the intake passage portion 83 other than the tubular passage 55 is closed by the TCV 60 so that a vertical vortex is generated in the intake air flow supplied into the combustion chamber 6. Thus, a powerful tumble flow (longitudinal vortex) can be generated in the cylinder 11a (11b to 11d) of the engine 100 without complicating the manufacturing process on the engine 100 side.

[Modification of First Embodiment]
A modification of the first embodiment will be described with reference to FIG. In this modification of the first embodiment, an example in which the TCV 160 is shifted upstream will be described. In the figure, the same components as those in the first embodiment are denoted by the same reference numerals.

  As shown in FIG. 5, in the intake manifold 150, a cylindrical passage 55 and an intake passage portion 83 are provided in the intake pipe member 52 (intake ports 52 a to 52 d). In addition, a TCV 160 that opens and closes the intake passage portion 83 is provided.

  The rotation shaft 62 of the TCV 160 is disposed upstream of the intake inlet side opening 56 in the cylindrical passage 55. Therefore, when the TCV 160 is rotated from the fully open state (the posture of the TCV 160 is indicated by a broken line in FIG. 5) to the fully closed state (the posture of the TCV 160 is indicated by a solid line in FIG. 5) completely closed. The flat valve body 161 is held in an inclined state so as to gradually decrease the flow path cross-sectional area of the intake passage 80. Further, the rear edge 163 of the inclined valve body 161 is arranged in the vicinity of the intake inlet side opening 56 of the cylindrical passage 55. Accordingly, the intake air flowing in the curved portion 52f in the intake port 52a in the direction of arrow A is guided to the intake inlet side opening 56 while being gradually throttled along the blade surface 161a of the gently inclined valve body 161. It is configured. In addition, the other structure of the intake manifold 150 by the modification of 1st Embodiment is the same as that of the said 1st Embodiment.

(Effects of Modification of First Embodiment)
In the modification of the first embodiment, the intake inlet side opening 56 in the cylindrical passage 55 and the rotation shaft 62 of the TCV 160 are arranged on the upstream side of the intake inlet side opening 56 with respect to the rotation shaft 62 of the TCV 160. To be configured. As a result, in the state in which the intake passage portion 83 other than the cylindrical passage 55 is closed by the TCV 160, the wing surface 161a of the TCV 160 that gently slopes the intake air flow that is one upstream from the cylindrical passage 55 is changed. It can be reliably and smoothly introduced into the intake inlet side opening 56 of the cylindrical passage 55 by utilizing it. The remaining effects of the modification of the first embodiment are similar to those of the aforementioned first embodiment.

[Second Embodiment]
The second embodiment will be described with reference to FIGS. 6 and 7. This 2nd Embodiment demonstrates the example which comprised the intake manifold 250 so that a swirl flow (lateral vortex) could be formed in each of cylinder 11a-11d. In the figure, the same components as those in the first embodiment are denoted by the same reference numerals.

  The engine 200 according to the second embodiment includes an intake manifold 250 as shown in FIG. In the intake manifold 250, a TCV 260 is incorporated in the intake pipe member 52. In FIG. 6, the internal structure of the intake pipe member 52 is shown by cutting the cylinder head 12 and the intake pipe member 52 in a cross section along the direction in which the intake passage 80 and the head port 7 extend. As shown in FIGS. 6 and 7, each of the intake ports 52 a to 52 d constituting the intake pipe member 52 has a resin cylindrical passage 255 extending so as to protrude into the head port 7 of the cylinder head 12. Is provided.

  The intake port 52a will be described as a representative. The intake port 52a and the cylindrical passage 255 are integrally formed. The cylindrical passage 255 has an intake inlet side opening 256 that opens between the curved portion 52f and the flange 52e, and an intake outlet side opening 257b that opens only in the second port 7b. . Further, the cylindrical passage 255 is configured so as to gradually decrease the flow path cross-sectional area from a position separated from the intake inlet side opening 256 by a predetermined distance in the direction of arrow A and to be connected to the intake outlet side opening 257b. .

  In the TCV 260, the planar shape of the valve body 261 and its blade surface 261a is formed so as to completely close the intake passage portion 283 (see FIG. 7) other than the cylindrical passage 255 in the fully closed state. Further, the intake inlet side opening 256 and the rotating shaft 262 of the TCV 260 are disposed at the same position in the direction of the arrow A, and this is the same as in the first embodiment.

  Therefore, when the TCV 260 is rotated from the fully open state to the fully closed state (see FIG. 6) that completely closes the intake passage portion 283, the intake air guided to the intake inlet side opening 256 by the valve body 261 is cylindrical. When passing through the passage 255, it is configured to be discharged from the intake outlet side opening 257b only into the X2 side second port 7b in a state where the flow velocity is increased. That is, almost no intake air is circulated through the first port 7a on the X1 side. Then, the intake air whose flow rate is increased flows through the second port 7b and is carried into the cylinder 11a (combustion chamber 6). The above-described intake air flow is the same in the interior of the head port 7 corresponding to the other cylinders 11b to 11d. As a result, the cylindrical passage 255 is integrally provided in each of the intake ports 52a to 52d, so that a swirl flow (lateral vortex) is formed in each of the cylinders 11a (11b to 11d). In addition, the other structure of the intake manifold 250 by 2nd Embodiment is the same as that of the said 1st Embodiment.

(Effect of 2nd Embodiment)
In the second embodiment, when the intake passage portion 283 other than the cylindrical passage 255 is closed by the TCV 260, a swirl flow (lateral vortex) is generated in the intake flow supplied into the cylinder 11a (combustion chamber 6) of the engine 200. Intake manifold 250 is configured so that Thus, the intake flow can be deflected in the head port 7 simply by connecting the intake ports 52 a to 52 d with the cylindrical passage 255 to the cylinder head 12. That is, not only the tumble flow as in the first embodiment but also the swirl flow is generated in the cylinder 11a (11b to 11d), the shape of the cylindrical passage 255 (from the cylindrical passage 255 to the head port 7). Therefore, the intake air flow of the cylinders 11a to 11d is maintained while maintaining a strong deflection flow up to a position close to each of the cylinders 11a to 11d of the engine 200. Can flow into each. As a result, a powerful swirl flow (lateral vortex) can be generated without complicating the structure of the engine 200 (head port 7). The remaining effects of the second embodiment are similar to those of the aforementioned first embodiment.

[Modification]
It should be thought that embodiment disclosed this time is an illustration and restrictive at no points. The scope of the present invention is shown not by the description of the above embodiment but by the scope of claims for patent, and further includes all modifications (modifications) within the meaning and scope equivalent to the scope of claims for patent.

  For example, in the first embodiment and the modification thereof, when the main passage 55a in the cylindrical passage 55 is branched into the first branch passage 55b and the second branch passage 55c, the first branch passage 55b (second branch passage 55c) is used. ), The outer surface (inner surface) on the X1 side (X2 side) extends in parallel with the arrow A direction, whereas the outer surface (inner surface) on the X2 side (X1 side) gradually becomes the outer surface (inner surface) on the X1 side (X2 side). However, the present invention is not limited to this. For example, the first branch passage 55b and the second branch passage 55c are formed such that the inner wall surfaces of the first branch passage 55b (second branch passage 55c) have a conical shape when the inner walls on both the X1 side and the X2 side approach each other. May be formed respectively. As a result, a swirling flow is generated in the intake air that has passed through the cylindrical passage whose inner wall surface has a conical shape, so that mixing with the fuel injected in the vicinity of the combustion chamber 6 can be promoted. Further, if the cylindrical passage 55 can be formed in a throttle shape to form a strong deflection flow, the intake outlet side openings 57a and 57b are directed in any direction within the first port 7a and the second port 7b, respectively. May be. The cylindrical passage 255 of the second embodiment is also configured so that the inner wall surface has a conical shape, and the intake outlet side opening 257b is appropriately adjusted in a direction in which a strong swirl flow can be formed. Good.

  In the first embodiment, the modification of the first embodiment, and the second embodiment, the EGR gas recirculated from the exhaust port 8 is introduced through the cylindrical passage 55. However, the present invention is not limited to this. I can't. As the “external gas” in the present invention, blow-by gas (PCV gas) for the purpose of ventilation in the crankcase in the internal combustion engine and evaporated fuel gas (fuel purge gas) generated in the fuel tank are passed through the cylindrical passage 55. May be introduced into the head port 7.

  Moreover, in the said 1st Embodiment, the modification of 1st Embodiment, and 2nd Embodiment, TCV60 (160,260) rotated using one end of the plate-shaped valve body 61 (161,261) as a fulcrum is used. Although the intake manifold 50 (150, 250) is configured, the present invention is not limited to this. For example, when viewed along an intake air flow control valve or an intake air flow direction valve having a butterfly-type valve body that includes a rotating shaft and wings extending in opposite directions along the radial direction of the rotating shaft. An intake flow control valve having a U-shaped cross-sectional shape may be used.

  Moreover, in the said 1st Embodiment, the modification of 1st Embodiment, and 2nd Embodiment, although TCV60 (160,260) which consists of a resin material excellent in heat resistance was used, this invention is not limited to this. . That is, the TCV 60 (160, 260) may be made of metal.

  In the first embodiment, the modification of the first embodiment, and the second embodiment, the intake manifold 50 (150, 250) is applied to the in-line four-cylinder engine 100 (200). It is not limited to this. The intake manifold of the present invention may be applied to a multi-cylinder type or single-cylinder engine other than an inline four-cylinder engine, or a V-type multi-cylinder engine. In addition, in terms of improving the combustion state as the tumble ratio and swirl ratio increase, it is advantageous not only for a naturally aspirated engine but also for a supercharged engine. The internal combustion engine can be applied to any of gasoline engines, diesel engines, gas engines, and the like.

7 Head port 7a First port 7b Second port 12 Cylinder head 50, 150, 250 Intake manifold 52 Intake pipe member (intake port)
52a to 52d Intake port 55, 255 Cylindrical passage 55a Main passage 55b First branch passage 55c Second branch passage 56, 256 Inlet inlet side opening 57a, 57b, 257b Inlet outlet side opening 58a External gas inlet 60, 160 , 260 TCV (intake flow control valve)
80 Intake passage 83, 283 Intake passage portion (intake passage portion other than cylindrical passage)
100, 200 engine (internal combustion engine)

Claims (6)

An intake port connected to the cylinder head, including a cylindrical passage extending so as to protrude into a head port of a cylinder head of the internal combustion engine;
An intake flow control valve provided in the intake port and configured to be able to open and close an intake passage portion other than the cylindrical passage,
By closing the intake passage portion other than the cylindrical passage by the intake flow control valve, the intake air flowing through the intake port is supplied to the head port via the cylindrical passage. ,Intake manifold.   The intake manifold according to claim 1, wherein the intake port and the cylindrical passage are integrally formed.   The intake manifold according to claim 1 or 2, wherein the cylindrical passage has an external gas introduction port into which external gas is introduced. The cylindrical passage is disposed so as to straddle the inside of the intake port and the inside of the head port along the intake flow direction,
The intake inlet side opening in the cylindrical passage opens into the intake port, and the intake outlet side opening in the cylindrical passage opens into the head port. The intake manifold according to claim 1. The intake port is configured to be connected to a cylinder head of the internal combustion engine having two intake valves per cylinder;
The said cylindrical channel | path is comprised so that it may branch into two in the downstream from the state which was one in the upstream, and it may extend in the head port corresponding to each said intake valve. The intake manifold according to any one of the above.   The intake inlet side opening in the cylindrical passage and the rotational axis of the intake flow control valve are arranged on the same plane in a plane perpendicular to the intake flow direction, or the intake flow control valve is rotated. The intake manifold according to any one of claims 1 to 5, wherein a moving shaft is disposed on an intake upstream side of the intake inlet side opening.

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