JPH0730699B2 - Internal combustion engine intake system - Google Patents
Internal combustion engine intake systemInfo
- Publication number
- JPH0730699B2 JPH0730699B2 JP62053510A JP5351087A JPH0730699B2 JP H0730699 B2 JPH0730699 B2 JP H0730699B2 JP 62053510 A JP62053510 A JP 62053510A JP 5351087 A JP5351087 A JP 5351087A JP H0730699 B2 JPH0730699 B2 JP H0730699B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- speed
- passage
- low
- low speed
- 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
-
- 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
-
- 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)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Description
【発明の詳細な説明】 A.発明の目的 （１） 産業上の利用分野 本発明は、機関本体の吸気弁口に、機関の高速運転域に
対応した高速吸気通路と、機関の低速運転域に対応した
低速吸気通路とが接続され、両吸気通路の上流端には、
スロットル操作に応動するスロットル弁を備えたスロッ
トルボデイに入口を連ならせた吸気函が接続される内燃
機関の吸気装置に関する。DETAILED DESCRIPTION OF THE INVENTION A. Object of the Invention (1) Field of Industrial Application The present invention relates to an intake valve opening of an engine body, a high-speed intake passage corresponding to a high-speed operation range of the engine, and a low-speed operation range of the engine. Is connected to the low speed intake passage, and the upstream ends of both intake passages are
The present invention relates to an intake system for an internal combustion engine in which an intake box having an inlet connected to a throttle body having a throttle valve that responds to a throttle operation is connected.
（２） 従来の技術 従来、かかる吸気装置は、たとえば特開昭57−110765号
公報により公知である。(2) Conventional Technology Conventionally, such an intake device is known, for example, from Japanese Patent Laid-Open No. 57-110765.
（３） 発明が解決しようとする問題点 上記公報には、低速吸気通路および高速吸気通路が相互
に独立した吸気室に個別に接続されたものと、低速吸気
通路および開閉弁を途中に備える高速吸気通路が共通の
吸気室に接続されたものとが開示されている。(3) Problems to be Solved by the Invention In the above publication, the low-speed intake passage and the high-speed intake passage are individually connected to independent intake chambers, and the high-speed intake passage and the on-off valve are provided in the middle of the high-speed intake passage. It is disclosed that the intake passage is connected to a common intake chamber.
ところが、相互に独立した吸気室に高速および低速吸気
通路を個別に接続したものでは、高速運転域での高出力
および低速運転域での高トルクを得ることができるもの
の、アイドリング時には両吸気室が吸気弁口に連通する
ので、吸気弁口に連通する部分の容積が大となり、アイ
ドリングが不安定となったり、アイドリングから急加速
したときの機関の応答性が低下したりする。However, if the high-speed and low-speed intake passages are individually connected to the mutually independent intake chambers, high output in the high-speed operating range and high torque in the low-speed operating range can be obtained, but both intake chambers can be operated during idling. Since it communicates with the intake valve port, the volume of the part communicating with the intake valve port becomes large, idling becomes unstable, and the responsiveness of the engine when suddenly accelerating from idling decreases.
また、低速吸気通路と、開閉弁を途中に備える高速吸気
通路とを共通の吸気室に接続したものでは、吸気室の容
積が大きいために、開閉弁を閉弁した状態でのアイドリ
ング時に、上述と同様にアイドリングが不安定となると
ともに機関の応答性が低下する。Further, in the case where the low-speed intake passage and the high-speed intake passage provided with the opening / closing valve in the middle are connected to the common intake chamber, the volume of the intake chamber is large, and therefore, when idling with the opening / closing valve closed, Similarly, the idling becomes unstable and the engine responsiveness decreases.
さらに上記従来のものでは、高速運転域での高出力およ
び低速運転域での高トルクを実現し得るが、低速および
高速運転域間では出力特性の変化が急激となる。Further, the above-mentioned conventional device can realize a high output in a high speed operation region and a high torque in a low speed operation region, but the output characteristic changes rapidly between the low speed and high speed operation regions.
本発明は、かかる事情に鑑みてなされたものであり、ア
イドリングの安定性およびアイドリングからの良好な応
答性を確保するとともに、低速運転域から高速運転域ま
で滑らかな出力特性が得られるようにした内燃機関の吸
気装置を提供することを目的とする。The present invention has been made in view of the above circumstances, and ensures the stability of idling and good responsiveness from idling, and obtains a smooth output characteristic from a low speed operating range to a high speed operating range. An object is to provide an intake system for an internal combustion engine.
B.発明の構成 （１） 問題点を解決するための手段 上記目的を達成するために本発明によれば、機関本体の
共通の吸気弁口に、該吸気弁口に連なる下流側通路部分
を互いに共用した高速吸気通路及び低速吸気通路が接続
され、前記高速吸気通路の上流端は、スロットルボディ
に連設される吸気函内の高速用吸気室を介して該ボディ
内の高速用通路に、また前記低速吸気通路の上流端は、
前記高速用吸気室とは独立して吸気函内に形成された低
速用吸気室を介して該ボディ内の低速用通路にそれぞれ
接続され、前記高速用通路及び低速用通路には、スロッ
トル操作に応動してそれら通路を個別に開閉し得るスロ
ットル弁それぞれ配設され、高速吸気通路及び低速吸気
通路には、それら吸気通路の、前記下流側通路部分より
も上流側の通路部分の流通面積を機関の運転域に応じて
個別に制御し得る制御弁がそれぞれ配設され、前記高速
用吸気室が吸気出口と吸気弁口とに亘る前記高速用吸気
通路の有効長さが機関の高速運転域に対応して、また前
記低速用吸気室の吸気出口と吸気弁口とに亘る前記低速
用吸気通路の有効長さが機関の低速運転域に対応してそ
れぞれ設定される。B. Structure of the Invention (1) Means for Solving the Problems According to the present invention, in order to achieve the above object, a common intake valve port of an engine main body is provided with a downstream passage portion connected to the intake valve port. A high-speed intake passage and a low-speed intake passage which are shared with each other are connected, and an upstream end of the high-speed intake passage is connected to a high-speed passage in the intake box through a high-speed intake chamber in an intake box that is connected to a throttle body. The upstream end of the low speed intake passage is
The low speed intake chamber is formed independently of the high speed intake chamber and is connected to the low speed passage in the body through the low speed intake chamber. The high speed passage and the low speed passage are used for throttle operation. Throttle valves that are capable of individually opening and closing the passages in response to each other are provided. In the high-speed intake passage and the low-speed intake passage, the flow area of the passage portion of the intake passages on the upstream side of the downstream side passage portion is defined by the engine. Control valves that can be individually controlled according to the operating range of the high speed intake passage are provided so that the effective length of the high speed intake passage extending from the high speed intake chamber to the intake outlet and the intake valve opening is in the high speed operating range of the engine. Correspondingly, the effective length of the low speed intake passage extending from the intake outlet of the low speed intake chamber to the intake valve opening is set corresponding to the low speed operation range of the engine.
（２） 作用 上記構成によれば、機関の高速運転域では、その高速運
転域に対応して有効長さが設定される高速吸気通路から
空気を供給するようにしてその高速運転域での充填効率
を高めることができ、一方、低速運転域では、その低速
運転域に対応して有効長さが設定される低速吸気通路か
ら空気を供給するようにしてその低速運転域での充填効
率を高めることができる。しかも、両吸気通路にそれぞ
れ配設した制御弁の開度を機関の運転域に応じてそれぞ
れ調整することにより、高速運転域と低速運転域間で各
吸気通路の流通量を滑らかに変化させることが可能とな
る。(2) Operation According to the above configuration, in the high speed operation range of the engine, air is supplied from the high speed intake passage whose effective length is set corresponding to the high speed operation range so that the filling in the high speed operation range is performed. Efficiency can be increased, while in the low speed operating range, air is supplied from the low speed intake passage whose effective length is set corresponding to the low speed operating range, and the filling efficiency in the low speed operating range is increased. be able to. Moreover, the flow rate of each intake passage can be smoothly changed between the high-speed operating range and the low-speed operating range by adjusting the opening degree of each control valve arranged in each intake passage according to the operating range of the engine. Is possible.
また特にアイドリング時には、上記低速吸気通路を介し
て低速用吸気室側のみを吸気弁口に連通させるようにし
て、スロットル弁から吸気弁口に至る容積を小さくする
ことができ、これによりアイドリングの安定性が図ら
れ、またアイドリングからの加速応答性が良好となる。Also, especially during idling, the volume from the throttle valve to the intake valve opening can be made small by connecting only the low speed intake chamber side to the intake valve opening through the low speed intake passage, which stabilizes the idling. And the acceleration response from idling becomes good.
更に低速吸気通路及び高速吸気通路の何れを経由してき
た空気も共通の吸気弁口を通して燃焼室内に供給される
ため、該吸気弁口の開口面積を広めに設定することによ
り、高速運転域では勿論のこと、低速吸気通路だけが開
かれる低速運転域でも該共通の吸気弁口を通して空気を
燃焼室内にスムーズに流入させることができる。Further, since air that has passed through either the low-speed intake passage or the high-speed intake passage is supplied into the combustion chamber through the common intake valve opening, the opening area of the intake valve opening is set to be wide so that the high-speed operation range can be obtained. Therefore, even in the low speed operation range in which only the low speed intake passage is opened, the air can smoothly flow into the combustion chamber through the common intake valve port.
（３） 実施例 以下、図面により本発明の実施例について説明すると、
先ず本発明の一実施例を示す第１図において、多気筒内
燃機関の機関本体Ｅには、吸気弁１で開閉される吸気弁
口２を介して燃焼室３に接続された複数の吸気ポート４
が側面に開口して穿設されており、該吸気ポート４には
吸気マニホールド５を介して吸気函６が接続され、さら
にこの吸気函６はスロットルボデイ７を介して図示しな
いエアクリーナに接続される。(3) Example Hereinafter, an example of the present invention will be described with reference to the drawings.
First, referring to FIG. 1 showing an embodiment of the present invention, an engine body E of a multi-cylinder internal combustion engine has a plurality of intake ports connected to a combustion chamber 3 through an intake valve port 2 opened and closed by an intake valve 1. Four
Is opened to the side surface, an intake box 6 is connected to the intake port 4 via an intake manifold 5, and the intake box 6 is connected to an air cleaner (not shown) via a throttle body 7. .
吸気函６は、機関本体Ｅの各気筒に共通なものであり、
機関本体Ｅ側の高速用吸気室８と、機関本体Ｅとは反対
側の低速用吸気室９とが隔壁10を介して吸気函６内に画
成される。しかも高速用吸気室８はその容積を比較的大
にして形成され、低速用吸気室９はその容積を比較的小
にして形成される。また機関本体Ｅの気筒配列方向に沿
う一方側で、吸気函６にはスロットルボデイ７が接続さ
れ、このスロットルボデイ７には、高速用吸気室８の入
口に通じ得る高速用通路11と、低速用吸気室９の入口に
通じ得る低速用通路12とが、相互に独立して設けられ
る。高速用通路11の途中には第１スロットル弁13が開閉
自在にして配設され、低速用通路12の途中には第２スロ
ットル弁14が開閉自在にして配設される。さらに両スロ
ットル弁13,14には、それらをスロットル操作に応じて
連動して駆動すべく、共通なアクチュエータ15が連結さ
れる。The intake box 6 is common to each cylinder of the engine body E,
A high-speed intake chamber 8 on the engine body E side and a low-speed intake chamber 9 on the opposite side of the engine body E are defined in the intake box 6 via a partition wall 10. Moreover, the high-speed intake chamber 8 is formed with a relatively large volume, and the low-speed intake chamber 9 is formed with a relatively small volume. A throttle body 7 is connected to the intake box 6 on one side along the cylinder arrangement direction of the engine body E, and the throttle body 7 has a high speed passage 11 that can communicate with an inlet of a high speed intake chamber 8 and a low speed passage. A low speed passage 12 that can communicate with the inlet of the intake air chamber 9 is provided independently of each other. A first throttle valve 13 is openably and closably arranged in the middle of the high speed passage 11, and a second throttle valve 14 is openably and closably arranged in the middle of the low speed passage 12. Further, a common actuator 15 is connected to both throttle valves 13 and 14 so as to drive them in conjunction with each other according to the throttle operation.
吸気函６には、機関本体Ｅの各気筒に対応して高速用吸
気室８に個別に連通する複数の高速吸気通路部16と、前
記各気筒に対応して低速用吸気室９に個別に連通する複
数の低速吸気通路部17とが設けられ、高速吸気通路部16
の横断面積は低速吸気通路部17よりも大きく定められ
る。而して高速吸気通路部16の高速用吸気室８への開口
端が、該吸気室８の吸気出口8aを構成し、また低速吸気
通路部17の低速用吸気室９への開口端が、該吸気室９の
吸気出口9aを構成している。The intake box 6 has a plurality of high-speed intake passage portions 16 that individually communicate with the high-speed intake chambers 8 corresponding to the cylinders of the engine body E, and a low-speed intake chamber 9 corresponding to the cylinders. A plurality of low speed intake passage portions 17 communicating with each other are provided, and a high speed intake passage portion 16 is provided.
The cross-sectional area of is set to be larger than that of the low-speed intake passage portion 17. Thus, the opening end of the high-speed intake passage portion 16 to the high-speed intake chamber 8 constitutes the intake outlet 8a of the intake chamber 8, and the opening end of the low-speed intake passage portion 17 to the low-speed intake chamber 9 is The intake outlet 9a of the intake chamber 9 is configured.
吸気マニホールド５は、吸気函６の高速吸気通路部16及
び吸気ポート４と協働して本発明の高速吸気吸気18を構
成すべく吸気函６の高速吸気通路部16及び吸気ポート４
間に亘って形成される複数の高速吸気通路部19と、その
各高速吸気通路部19の吸気ポート４寄りの中間部22から
それぞれ分岐して吸気函６の対応する低速吸気通路部17
に至る複数の低速吸気通路部21とを一体に備えており、
前記高速吸気通路部19は、低速吸気通路部21よりも断面
積を大きくして形成される。The intake manifold 5 cooperates with the high-speed intake passage portion 16 of the intake box 6 and the intake port 4 to form the high-speed intake air intake 18 of the present invention so as to form the high-speed intake passage portion 16 and the intake port 4 of the intake box 6.
A plurality of high-speed intake passage portions 19 formed across the space and a middle portion 22 of each of the high-speed intake passage portions 19 near the intake port 4 branch off from the corresponding low-speed intake passage portion 17 of the intake box 6.
Is equipped with a plurality of low-speed intake passage portions 21 up to
The high-speed intake passage portion 19 has a larger cross-sectional area than the low-speed intake passage portion 21.
而して各低速吸気通路部21は、吸気マニホールド５にお
ける各高速吸気通路部19の前記中間部22より下流側部
分、吸気函６における低速吸気通路部17、及び前記吸気
ポート４と協働して、本発明の低速吸気通路20を構成し
ており、また吸気マニホールド５における高速吸気通路
部19の前記中間部22より下流側部分と、吸気ポート４と
は互いに協働して、吸気弁口２に連なる本発明の下流側
通路部分Ｐを、更に吸気マニホールド５における低速吸
気通路部21が、本発明における低速吸気通路20の前記下
流側通路部分Ｐよりも上流側通路部分を構成している。Thus, each low speed intake passage portion 21 cooperates with a portion of each high speed intake passage portion 19 of the intake manifold 5 downstream of the intermediate portion 22, the low speed intake passage portion 17 of the intake box 6, and the intake port 4. The low-speed intake passage 20 of the present invention is constituted, and the portion of the high-speed intake passage portion 19 of the intake manifold 5 downstream of the intermediate portion 22 and the intake port 4 cooperate with each other to form the intake valve opening. 2 and the low speed intake passage portion 21 of the intake manifold 5 constitutes the upstream passage portion of the low speed intake passage 20 of the present invention. .
また吸気函６における高速用吸気室８の各吸気出口8aと
前記吸気弁口２とに亘る前記高速吸気通路18の有効長さ
L1は、吸気慣性効果により高速運転域での充電効率を最
大に高めるべく比較的短く設定される。一方、吸気函６
における低速用吸気室９の各吸気出口9aと前記吸気弁口
２とに亘る前記低速吸気通路20の有効長さL2は、吸気慣
性効果により低速運転域での充填効率を最大に高めるべ
く比較的長く設定される。Further, the effective length of the high-speed intake passage 18 extending from each intake outlet 8a of the high-speed intake chamber 8 in the intake box 6 to the intake valve port 2
L 1 is set to be relatively short in order to maximize the charging efficiency in the high speed operation range due to the intake inertia effect. On the other hand, the intake box 6
The effective length L 2 of the low-speed intake passage 20 extending from each intake outlet 9a of the low-speed intake chamber 9 to the intake valve opening 2 is compared in order to maximize the charging efficiency in the low-speed operation range due to the intake inertia effect. Set for a long time.
吸気マニホールド５における高速吸気通路部18の前記中
間部22よりも上流側の通路部分19aの途中には、アクチ
ュエータ23により開閉駆動される第１制御弁24が配設さ
れる。また低速吸気通路部20の途中には第２制御弁25が
配設され、この第２制御弁25は前記第１制御弁24に連動
すべくアクチュエータ23に連結される。しかも両制御弁
24,25は、アクチュエータ23の作動に応じて開閉方向を
逆方向にして段階的に開度を変化すべくアクチュエータ
23に連結される。即ちアクチュエータ23は、機関の運転
域に応じて作動するものであるが、高速吸気通路18の第
１制御弁24は低速運転域の全閉状態から高速運転域の全
開状態まで段階的に開度が変化するのに対し、低速吸気
通路20の第２制御弁25は低速運転域の全開状態から高速
運転域の全閉状態まで段階的に開度が変化する。A first control valve 24, which is driven to open and close by an actuator 23, is arranged in the middle of a passage portion 19a of the high-speed intake passage portion 18 of the intake manifold 5 upstream of the intermediate portion 22. A second control valve 25 is disposed in the middle of the low speed intake passage portion 20, and the second control valve 25 is connected to an actuator 23 so as to interlock with the first control valve 24. Moreover, both control valves
24 and 25 are actuators that change the opening and closing directions in reverse according to the operation of the actuator 23 to change the opening stepwise.
Connected to 23. That is, the actuator 23 operates according to the operating range of the engine, but the first control valve 24 of the high speed intake passage 18 is opened stepwise from the fully closed state in the low speed operating range to the fully open state in the high speed operating range. On the other hand, the second control valve 25 of the low speed intake passage 20 gradually changes in opening degree from the fully open state in the low speed operation range to the fully closed state in the high speed operation range.
次にこの実施例の作用について説明すると、機関の高速
運転域では第１制御弁24を開弁するとともに第２制御弁
25を閉弁する。この状態では、空気が高速吸気通路18を
流通して吸気ポート４に供給されるが、この場合の空気
の流通長さ、即ち該高速吸気通路18の有効長さL1は、高
速運転域で最大の充填効率を得るように予め設定されて
いるので、第２図の曲線Ａで示すように高出力を得るこ
とができる。Next, the operation of this embodiment will be described. In the high speed operation range of the engine, the first control valve 24 is opened and the second control valve is opened.
Close 25. In this state, air flows through the high-speed intake passage 18 and is supplied to the intake port 4. In this case, the air circulation length, that is, the effective length L 1 of the high-speed intake passage 18 is in the high-speed operation range. Since it is preset to obtain the maximum filling efficiency, a high output can be obtained as shown by the curve A in FIG.
斯かる高速運転域において、高速用吸気室８の容積は比
較的大きく定められているので、各気筒間で吸気脈動に
よる干渉が生じることを極力回避することができて、所
期の吸気慣性効果が得られる。In such a high-speed operation range, the volume of the high-speed intake chamber 8 is set to be relatively large, so that it is possible to avoid interference due to intake pulsation between the cylinders as much as possible, and the desired intake inertia effect is obtained. Is obtained.
機関の低速運転域では、第１制御弁24が閉弁されるとと
もに第２制御弁25が開弁される。したがって空気ポート
４には低速吸気通路20側からのみ空気が供給され、この
ときの空気の流通長さ、即ち該低速吸気通路20の有効長
さL2は、低速運転域で最大の充填効果が得られるように
設定されているので、第２図の曲線Ｂで示すように高ト
ルクが得られる。In the low speed operation range of the engine, the first control valve 24 is closed and the second control valve 25 is opened. Therefore, air is supplied to the air port 4 only from the low-speed intake passage 20 side, and the flow length of the air at this time, that is, the effective length L 2 of the low-speed intake passage 20 has the maximum filling effect in the low-speed operation range. Since it is set so as to be obtained, a high torque is obtained as shown by the curve B in FIG.
さらにアイドリング時には、高速吸気通路18の第１制御
弁24よりも上流側が吸気ポート４と遮断されており、吸
気ポート４に通じるのは、第１制御弁24よりも下流側の
高速吸気通路18、低速吸気通路20および低速用吸気室９
であって低速用吸気室９の容積は小さい。したがって吸
気ポート４に通じる部分の容積を比較的小さくし、安定
したアイドリングを得ることができるとともに、急加速
などの吸気量変化に対する応答性を向上することができ
る。Further, at idling, the upstream side of the first control valve 24 of the high speed intake passage 18 is blocked from the intake port 4, and the intake port 4 communicates with the high speed intake passage 18 downstream of the first control valve 24. Low speed intake passage 20 and low speed intake chamber 9
However, the volume of the low speed intake chamber 9 is small. Therefore, the volume of the portion communicating with the intake port 4 can be made relatively small, stable idling can be obtained, and the responsiveness to changes in the intake air amount such as rapid acceleration can be improved.
ところで、低速運転域および高速運転域間の遷移域で
は、第１および第２制御弁24,25の開度が段階的に変化
され、これにより第２図の曲線Ｃで示すような出力特性
を得ることができる。したがって、低速運転域から高速
運転域まで円滑な出力特性を得ることが可能となる。By the way, in the transition region between the low speed operation region and the high speed operation region, the opening degrees of the first and second control valves 24, 25 are changed stepwise, which causes the output characteristic as shown by the curve C in FIG. Obtainable. Therefore, it is possible to obtain smooth output characteristics from the low speed operation range to the high speed operation range.
第３図は本発明の他の実施例を示すものであり、両制御
弁24,25はアクチュエータ23a,23bに個別に連結される。
これにより超高速運転域では、両制御弁24,25をともに
開弁し、低速吸気通路20からも空気を提供するようにし
て、第２図の曲線Ｄで示すように超高速運転域および高
速運転域間の出力特性変化を滑らかにすることができ
る。FIG. 3 shows another embodiment of the present invention, in which both control valves 24 and 25 are individually connected to actuators 23a and 23b.
As a result, in the ultra-high speed operation range, both control valves 24 and 25 are opened so that air is also supplied from the low-speed intake passage 20, and as shown by the curve D in FIG. It is possible to smooth the change in the output characteristics between the driving ranges.
本発明のさらに他の実施例として両制御弁24,25を独立
して開閉制御するとともに両スロットル弁13,14も独立
して開閉制御するようにし、高速運転域で制御弁24,25
を開弁し、スロットル弁13,14の開閉制御により円滑な
出力特性を得ることも可能である。As still another embodiment of the present invention, both control valves 24 and 25 are independently controlled to be opened and closed, and both throttle valves 13 and 14 are also independently controlled to be opened and closed to control valves 24 and 25 in a high speed operation range.
It is also possible to obtain a smooth output characteristic by opening the valve and controlling the opening / closing of the throttle valves 13 and 14.
C.発明の効果 以上のように本発明によれば、機関本体の共通の吸気弁
口に、該吸気弁口に連なる下流側通路部分を互いに共用
した高速吸気通路及び低速吸気通路が接続され、高速吸
気通路の上流端は、スロットルボディに連設される吸気
函内の高速用吸気室を介して該ボディ内の高速用通路
に、また低速吸気通路の上流端は、高速用吸気室とは独
立して吸気函内に形成された低速用吸気室を介して該ボ
ディ内の低速用通路にそれぞれ独立され、高速用通路及
び低速用通路には、スロットル操作に応動してそれら通
路を個別に開閉し得るスロットル弁がそれぞれ配設さ
れ、高速吸気通路及び低速吸気通路には、それら吸気通
路の、前記下流側通路部分よりも上流側の通路部分の流
通面積を機関の運転域に応じて個別に制御し得る制御弁
がそれぞれ配設されるので、機関の高速運転域では、そ
の高速運転域に対応して高速用吸気室の吸気出口と吸気
弁口とに亘る有効長さが設定される高速吸気通路を通じ
空気を供給できるようにして、その高速運転域での充填
効率を高め高出力を得ることができ、一方、低速運転域
では、その低速運転域に対応して低速用吸気室の吸気出
口と吸気弁口とに亘る有効長さが設定される低速吸気通
路を通じ空気を供給できるようにして、その低速運転域
での充填効率を高め高トルクを得ることができる。しか
も、両吸気通路にそれぞれ配設される制御弁の開度を機
関の運転域に応じて調整することにより、高速運転域と
低速運転域間で各吸気通路の流通量を滑らかに変化させ
て滑らかな出力特性を得ることができる。C. Effects of the Invention As described above, according to the present invention, the common intake valve opening of the engine body is connected to the high-speed intake passage and the low-speed intake passage that share the downstream passage portion connected to the intake valve opening. The upstream end of the high-speed intake passage is connected to the high-speed passage in the body through the high-speed intake chamber in the intake box connected to the throttle body, and the upstream end of the low-speed intake passage is not connected to the high-speed intake chamber. The low speed air passages are independently formed in the intake box, and are independently connected to the low speed passages in the body.The high speed passages and the low speed passages are individually provided in response to the throttle operation. Throttle valves that can be opened and closed are respectively provided, and the flow areas of the passage portions of the high-speed intake passage and the low-speed intake passage, which are upstream of the downstream passage portion, are individually set according to the operating range of the engine. Each control valve can be controlled Since it is arranged, in the high speed operation range of the engine, air can be supplied through the high speed intake passage in which the effective length between the intake outlet and the intake valve opening of the high speed intake chamber is set corresponding to the high speed operation range. In this way, it is possible to increase the charging efficiency in the high speed operation range and obtain a high output, while in the low speed operation range, the intake outlet and intake valve opening of the low speed intake chamber correspond to the low speed operation range. Air can be supplied through the low-speed intake passage in which the effective length is set, and the charging efficiency in the low-speed operation range can be increased and high torque can be obtained. Moreover, the flow rate of each intake passage can be smoothly changed between the high speed operation range and the low speed operation range by adjusting the opening degree of the control valve provided in each of the intake paths according to the operation range of the engine. A smooth output characteristic can be obtained.
また特にアイドリング時には、上記低速吸気通路を介し
て低速用吸気室側のみを吸気弁口に連通させるようにし
てスロットル弁から吸気弁口に至る容積を小さくするこ
とができるため、アイドリングの安定性を図ると共に、
アイドリングからの良好な加速応答性を確保することが
できる。In particular, at the time of idling, the volume from the throttle valve to the intake valve opening can be reduced by connecting only the low speed intake chamber side to the intake valve opening through the low speed intake passage, so that the idling stability is improved. Along with
Good acceleration response from idling can be secured.
更に低速吸気通路及び高速吸気通路の何れを経由してき
た空気も共通の吸気弁口を通して燃焼室内に供給される
から、該吸気弁口の開口面積を広めに設定することによ
り、高速運転域では勿論のこと、低速吸気通路だけが開
かれる低速運転域でも該共通の吸気弁口を通して空気を
燃焼室内にスムーズに流入させることができ、従ってそ
の充填効率の一層の向上を図り低速トルクを一層高める
ことができる。Furthermore, since air that has passed through either the low-speed intake passage or the high-speed intake passage is supplied into the combustion chamber through the common intake valve opening, by setting the opening area of the intake valve opening to be wider, it goes without saying that in the high-speed operating range. Therefore, even in the low speed operation range where only the low speed intake passage is opened, the air can be smoothly introduced into the combustion chamber through the common intake valve opening, and therefore the charging efficiency can be further improved and the low speed torque can be further increased. You can
第１図は本発明の一実施例の縦断側面図、第２図は出力
特性図、第３図は本発明の他の実施例の縦断側面図であ
る。 ２……吸気弁口、６……吸気函、７……スロットルボデ
イ、8a……高速用吸気室の吸気出口、９……低速用吸気
室、9a……低速用吸気室の吸気出口、13,14……スロッ
トル弁、18……高速吸気通路、19a……高速吸気通路の
上流側通路部分、20……低速吸気通路、21……低速吸気
通路の上流側通路部分としての低速吸気通路部、24,25
……制御弁、Ｐ……下流側通路部分、Ｅ……機関本体FIG. 1 is a vertical sectional side view of an embodiment of the present invention, FIG. 2 is an output characteristic diagram, and FIG. 3 is a vertical sectional side view of another embodiment of the present invention. 2 ... intake valve port, 6 ... intake box, 7 ... throttle body, 8a ... high speed intake chamber intake outlet, 9 ... low speed intake chamber, 9a ... low speed intake chamber intake outlet, 13 , 14 ...... Throttle valve, 18 ...... High speed intake passage, 19a ...... Upstream passage part of high speed intake passage, 20 ...... Low speed intake passage, 21 ...... Low speed intake passage part as upstream passage part of low speed intake passage , 24,25
...... Control valve, P ...... Downstream passage part, E ...... Engine body
Claims (3)
に、該吸気弁口（２）に連なる下流側通路部分（Ｐ）を
互いに共用した高速吸気通路（18）及び低速吸気通路
（20）が接続され、前記高速吸気通路（18）の上流端
は、スロットルボディ（７）に連設される吸気函（６）
内の高速用吸気室（８）を介して該ボディ（７）内の高
速用通路（11）に、また前記低速吸気通路（20）の上流
端は、前記高速用吸気室（８）とは独立して吸気函
（６）内に形成された低速用吸気室（９）を介して該ボ
ディ（７）内の低速用通路（12）にそれぞれ接続され、
前記高速用通路（11）及び低速用通路（12）には、スロ
ットル操作に応動してそれら通路（11,12）を個別に開
閉し得るスロットル弁（13,14）がそれぞれ配設され、
前記高速吸気通路（18）及び低速吸気通路（20）には、
それら吸気通路（18,20）の、前記下流側通路部分
（Ｐ）よりも上流側の通路部分（19a,21）の流通面積を
機関の運転域に応じて個別に制御し得る制御弁（24,2
5）がそれぞれ配設され、前記高速用吸気室（８）の吸
気出口（8a）と吸気弁口（２）とに亘る前記高速用吸気
通路（18）の有効長さ（L1）が機関の高速運転域に対応
して、また前記低速用吸気室（９）の吸気出口（9a）と
吸気弁口（２）とに亘る前記低速用吸気通路（20）の有
効長さ（L2）が機関の低速運転域に対応してそれぞれ設
定されたことを特徴とする、内燃機関の吸気装置。1. A common intake valve port (2) of an engine body (E)
Is connected to a high-speed intake passage (18) and a low-speed intake passage (20) that share a downstream passage portion (P) connected to the intake valve port (2), and the upstream end of the high-speed intake passage (18) is Intake box (6) connected to the throttle body (7)
To the high speed passage (11) in the body (7) through the high speed intake chamber (8), and the upstream end of the low speed intake passage (20) is different from the high speed intake chamber (8). Independently connected to the low speed passage (12) in the body (7) via the low speed intake chamber (9) formed in the intake box (6),
The high speed passage (11) and the low speed passage (12) are respectively provided with throttle valves (13, 14) capable of individually opening and closing the passages (11, 12) in response to a throttle operation.
In the high speed intake passage (18) and the low speed intake passage (20),
A control valve (24) capable of individually controlling the flow area of the passage portions (19a, 21) of the intake passages (18, 20) on the upstream side of the downstream passage portion (P) according to the operating range of the engine. , 2
5) are respectively arranged, and the effective length (L 1 ) of the high speed intake passage (18) extending from the intake outlet (8a) of the high speed intake chamber (8) to the intake valve opening ( 2 ) is the engine. Corresponding to the high speed operation range of the low speed intake chamber (9) and the effective length (L 2 ) of the low speed intake passage (20) extending from the intake outlet (9a) of the low speed intake chamber (9) to the intake valve opening ( 2 ). Are set in correspondence with the low speed operation range of the engine, respectively.
通路（18）よりも長く且つ断面積を小さく形成されるこ
とを特徴とする特許請求の範囲第（１）項記載の内燃機
関の吸気装置。2. The internal combustion engine according to claim 1, wherein the low speed intake passage (20) is formed to be longer and have a smaller cross-sectional area than the high speed intake passage (18). Intake device.
気室（８）よりも容積を小さくして形成されることを特
徴とする特許請求の範囲第（１）項または第（２）項記
載の内燃機関の吸気装置。3. The low-speed intake chamber (9) is formed so as to have a smaller volume than the high-speed intake chamber (8). An intake device for an internal combustion engine according to the item 2).
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62053510A JPH0730699B2 (en) | 1987-03-09 | 1987-03-09 | Internal combustion engine intake system |
| GB8805482A GB2202276B (en) | 1987-03-09 | 1988-03-08 | Intake device for internal combustion engine |
| DE3807750A DE3807750A1 (en) | 1987-03-09 | 1988-03-09 | INLET DEVICE FOR INTERNAL COMBUSTION ENGINES |
| US07/165,724 US4862840A (en) | 1987-03-09 | 1988-03-09 | Intake device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62053510A JPH0730699B2 (en) | 1987-03-09 | 1987-03-09 | Internal combustion engine intake system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63219811A JPS63219811A (en) | 1988-09-13 |
| JPH0730699B2 true JPH0730699B2 (en) | 1995-04-10 |
Family
ID=12944809
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62053510A Expired - Fee Related JPH0730699B2 (en) | 1987-03-09 | 1987-03-09 | Internal combustion engine intake system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0730699B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0299227U (en) * | 1989-01-26 | 1990-08-07 |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS616633U (en) * | 1984-06-19 | 1986-01-16 | 三菱自動車工業株式会社 | Internal combustion engine intake control device |
| JPS6253512A (en) * | 1985-09-03 | 1987-03-09 | Anritsu Corp | Pulse output device |
-
1987
- 1987-03-09 JP JP62053510A patent/JPH0730699B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPS63219811A (en) | 1988-09-13 |
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|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |