JPH0730700B2 - Internal combustion engine intake system - Google Patents
Internal combustion engine intake systemInfo
- Publication number
- JPH0730700B2 JPH0730700B2 JP62053512A JP5351287A JPH0730700B2 JP H0730700 B2 JPH0730700 B2 JP H0730700B2 JP 62053512 A JP62053512 A JP 62053512A JP 5351287 A JP5351287 A JP 5351287A JP H0730700 B2 JPH0730700 B2 JP H0730700B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- speed
- passage
- low
- speed intake
- 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. The present invention relates to an intake device for an internal combustion engine, which is connected to a low speed intake passage corresponding to.
（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課題 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, a low-speed intake passage and a high-speed intake passage are individually connected to independent intake chambers, and a high-speed intake passage having a low-speed intake passage and an on-off valve in the middle It is disclosed that the passage is connected to a common intake chamber.
ところが、相互に独立した吸気室に低速および高速吸気
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が得られるものの、アイ
ドル運転時には両吸気室が吸気弁口に連通するので、ス
ロットル弁から吸気弁口に至る、吸気室を含む吸気系の
総容積が大となり、機関の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 low-speed and high-speed intake passages are individually connected to 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 intake during idle operation. Since it communicates with the valve port, the total volume of the intake system, including the intake chamber, from the throttle valve to the intake valve port becomes large, making the engine idling unstable and responsiveness of the engine when suddenly accelerating from idling. Will decrease.
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 having the opening / closing valve in the middle are connected to the common intake chamber, the volume of the intake chamber is large. Similarly, the idling becomes unstable and the engine responsiveness decreases.
本発明は、かかる事情に鑑みてなされたものであり、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
るとともに、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ことができるようにし、
しかも低速運転域での吸気温低減にも寄与することがで
きる、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 obtains a high output in a high-speed operating range and a high torque in a low-speed operating range, and secures idling stability and good responsiveness from idling. To allow
Moreover, it is an object of the present invention to provide an intake system for an internal combustion engine that can contribute to reduction of intake air temperature in a low speed operation range.
B.発明の構成 （１） 課題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をそれら通路の下流側で合流さ
せ、その合流部を機関本体の吸気弁口に接続した内燃機
関の吸気装置において、前記高速吸気通路の上流端は高
速用吸気室に、また前記低速吸気通路の上流端は該高速
用吸気室から独立した低速用吸気室にそれぞれ接続さ
れ、前記高速吸気通路の、前記合流部よりも上流側通路
部には、該上流側通路部を機関の運転域に応じて開閉す
る開閉弁が前記高速用吸気室に近接して配設され、前記
低速吸気通路の、前記合流部よりも上流側通路部は、そ
の通路部内に突出部が存在しない導通状態に常に保持さ
れ、前記高速用吸気室には、スロットルボディに形成さ
れる高速用通路が、また前記低速用吸気室には、前記高
速用通路から独立してスロットルボディに形成される低
速用通路がそれぞれ接続され、前記高，低速用通路に
は、スロットル操作に応動するスロットル弁が個別に設
けられる。B. Configuration of the Invention (1) Means for Solving the Problems To achieve the above object, according to the present invention, a high speed intake passage corresponding to a high speed operation range of an engine and a low speed corresponding to a low speed operation range of the engine are provided. In an intake device for an internal combustion engine in which an intake passage is joined downstream of these passages, and the joining portion is connected to an intake valve opening of an engine body, an upstream end of the high-speed intake passage is connected to a high-speed intake chamber The upstream ends of the intake passages are respectively connected to the low speed intake chambers independent of the high speed intake chambers, and the upstream side passages of the high speed intake passages are connected to the upstream side passages of the high speed intake passages to operate the engine. An on-off valve that opens and closes in accordance with the region is arranged close to the high-speed intake chamber, and a passage portion of the low-speed intake passage upstream of the confluence portion is in a conduction state in which there is no protrusion in the passage portion. Is always held in the high-speed intake chamber A high speed passage formed in the throttle body is connected to the low speed intake chamber, and a low speed passage formed in the throttle body is connected to the low speed intake chamber independently of the high speed passage. A throttle valve that responds to the throttle operation is separately provided.
（２） 作用 上記構成によれば、機関の高速運転域では開閉弁を開く
ことにより、流通抵抗の小さい高速吸気通路側を空気が
流通して高出力を得ることができ、一方、機関の低速運
転域では開閉弁を閉じることにより、低速吸気通路を空
気が流通して高トルクを得ることができる。(2) Operation According to the above configuration, by opening the on-off valve in the high-speed operation region of the engine, air can flow through the high-speed intake passage side with low flow resistance to obtain high output, while the low-speed operation of the engine can be achieved. In the operating range, by closing the on-off valve, the air circulates through the low speed intake passage to obtain high torque.
また特に開閉弁を閉じた状態では、その開閉弁よりも上
流側の高速用吸気室及びスロットルボディの高速用通路
が吸気弁口とは遮断され、吸気弁口に連通するのは、該
開閉弁よりも下流側の高速吸気通路、低速吸気通路、低
速用吸気室及びスロットルボディの低速用通路である。
そのため、その低速用通路を開閉するスロットル弁から
吸気弁口に至る吸気系には、上記高速用吸気室や高速用
通路が含まれず、該吸気系の総容積を比較的小さくでき
るので、アイドリング安定性を図ると共に、アイドリン
グから急加速した時の加速応答性を向上させることがで
きる。Further, particularly when the on-off valve is closed, the high-speed intake chamber on the upstream side of the on-off valve and the high-speed passage of the throttle body are cut off from the intake valve opening, and it is the open-close valve that communicates with the intake valve opening. These are a high-speed intake passage, a low-speed intake passage, a low-speed intake chamber, and a low-speed passage of the throttle body on the downstream side.
Therefore, the intake system from the throttle valve that opens and closes the low-speed passage to the intake valve port does not include the high-speed intake chamber and the high-speed passage, and the total volume of the intake system can be made relatively small. It is possible to improve the acceleration characteristic and improve the acceleration response when the vehicle is suddenly accelerated from idling.
しかも上記開閉弁の閉成状態では、該開閉弁よりも下流
で且つ前記合流部よりも上流の高速吸気通路部に対応し
た所定容積の閉空間が低速吸気通路に直接連通するた
め、該閉空間にも低速吸気通路の吸気音を分散させてそ
の吸気音を低減することができる。更に上記開閉弁は、
高速用吸気室に近接配置、則ち高速吸気通路の上流端近
傍に配置されるから、該開閉弁の開弁時における高速吸
気通路による吸気慣性効果が該開閉弁のために損なわれ
るのを極力抑えることができる。Moreover, in the closed state of the on-off valve, a closed space of a predetermined volume corresponding to the high-speed intake passage portion downstream of the on-off valve and upstream of the confluence portion directly communicates with the low-speed intake passage. In addition, the intake sound in the low speed intake passage can be dispersed to reduce the intake sound. Furthermore, the on-off valve is
Since it is arranged close to the high-speed intake chamber, that is, near the upstream end of the high-speed intake passage, the intake inertia effect due to the high-speed intake passage when the opening / closing valve is opened is impaired by the opening / closing valve as much as possible. Can be suppressed.
また低速吸気通路の、前記合流部よりも上流側通路部
は、その通路部内に突出部（例えば制御弁、開閉弁等の
吸気制御手段）が存在しない導通状態に常に保持されて
いるため、それだけ吸気制御構造の簡素化や吸気制御手
段の単純化が図られ、その上、該通路部内に吸気抵抗と
なるような制御弁等の突出部が存在しないことから、そ
の制御弁等のために低速吸気通路による吸気慣性効果が
損なわれる虞れもない。Further, the passage portion of the low-speed intake passage, which is upstream of the confluence portion, is always held in a conducting state in which there is no protruding portion (for example, intake control means such as a control valve or an opening / closing valve) in the passage portion, and therefore only that. The intake control structure and intake control means are simplified, and since there is no protruding portion such as a control valve that causes intake resistance in the passage portion, the control valve or the like causes a low speed. There is no fear that the intake inertial effect due to the intake passage will be impaired.
（３） 実施例 以下、図面により本発明の一実施例について説明する
と、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はスロットルボディ７を介
して図示しないエアクリーナに接続される。(3) Embodiment Hereinafter, one embodiment of the present invention will be described with reference to the drawings. An engine body E of a multi-cylinder internal combustion engine is connected to a combustion chamber 3 via an intake valve port 2 opened and closed by an intake valve 1. In addition, a plurality of intake ports 4 are opened on the side surface, and an intake box 6 is connected to the intake port 4 via an intake manifold 5, and the intake box 6 is illustrated via a throttle body 7. Not connected to the air cleaner.
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を介して空気函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ィ７には、高速用吸気室８に通
じ得る高速用通路11と、低速用吸気室９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、低速用吸気通路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1
3,14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 side opposite to the engine body E are defined in the air 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. The throttle body 7 has a high speed passage 11 that can communicate with a high speed intake chamber 8 and a low speed intake air. A low speed passage 12 which can communicate with the chamber 9 is provided independently of each other. Highway passage
A first throttle valve 13 is provided in the middle of 11 so as to be freely opened and closed, and a second throttle valve 14 is provided in the middle of the low speed intake passage 12.
Is openable and closable. Furthermore, both throttle valves 1
A common actuator 15 is connected to 3 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。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.
吸気マニホールド５は、吸気函６の高速吸気通路部16お
よび吸気ポート４間にわたって形成される複数の高速吸
気通路部19と、その高速吸気通路部19の吸気ポート４寄
りの後半部22から分岐して吸気函６の低速吸気通路部17
に至る複数の低速吸気通路部21とを備える。而して吸気
函６及び吸気マニホールド５の各高速吸気通路部16,19
は本発明の高速吸気通路18を構成し、また吸気函６及び
吸気マニホールド５の各低速吸気通路部17,21は、吸気
マニホールド５における高速吸気通路部19の前記後半部
22と協働して本発明の低速吸気通路20を構成しており、
従って前記後半部22は、本発明における高，低速吸気通
路18,20の合流部を構成している。The intake manifold 5 branches from a plurality of high-speed intake passage portions 19 formed between the high-speed intake passage portion 16 of the intake box 6 and the intake port 4 and a second half portion 22 of the high-speed intake passage portion 19 near the intake port 4. Low speed intake passage part 17 of the intake box 6
And a plurality of low-speed intake passage portions (21) leading to. Thus, the high-speed intake passage portions 16 and 19 of the intake box 6 and the intake manifold 5, respectively.
Constitutes the high-speed intake passage 18 of the present invention, and the low-speed intake passage portions 17, 21 of the intake box 6 and the intake manifold 5 are the latter half of the high-speed intake passage portion 19 of the intake manifold 5.
22 to form the low-speed intake passage 20 of the present invention,
Therefore, the latter half portion 22 constitutes the merging portion of the high and low speed intake passages 18, 20 in the present invention.
而して低速吸気通路20の、前記後半部22より上流側通路
部20aの断面積は、高速吸気通路18の、前記後半部22よ
り上流側通路部18aの断面積よりも小さく形成される。
また吸気ポート４及び高速吸気通路18の合計長さL1は、
吸気慣性効果により高速運転域での充填効率を最大に高
めるべく比較的短く設定される。さらに吸気ポート４及
び低速吸気通路20の合計長さ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。Thus, the cross-sectional area of the low-speed intake passage 20 upstream of the latter half 22 is smaller than the cross-sectional area of the high-speed intake passage 18 of the upstream passage 18a from the latter half 22.
The total length L 1 of the intake port 4 and the high-speed intake passage 18 is
It is set relatively short in order to maximize the charging efficiency in the high-speed operation range due to the intake inertia effect. Further, the total length L 2 of the intake port 4 and the low speed intake passage 20 is set to be relatively long in order to maximize the charging efficiency in the low speed operation range due to the intake inertia effect.
高速吸気通路18の、前記後半部22より上流側通路部18a
には、該上流側通路部18aを機関の運転域に応じて開閉
すべくアクチュエータ23により駆動される開閉弁24が前
記高速用吸気室８に近接して配設される。A passage portion 18a of the high-speed intake passage 18 upstream of the latter half portion 22
An opening / closing valve 24, which is driven by an actuator 23 to open / close the upstream side passage 18a in accordance with the operating range of the engine, is disposed near the high-speed intake chamber 8.
一方、低速吸気通路20の、前記後半部22より上流側通路
部20aは、その通路部20a内に突出部（例えば制御弁、開
閉弁等の吸気制御手段）が存在しない導通状態に常に保
持されており、それだけ吸気装置の吸気制御構造の簡素
化が図られると共にその制御手段を極力単純化すること
ができる。しかも前記上流側通路部20a内に吸気抵抗と
なるような制御弁等の突出部が存在しないことから、そ
の制御弁等の突出部のために低速吸気通路20による吸気
慣性効果が損なわれる虞れもない。On the other hand, the passage portion 20a of the low-speed intake passage 20 on the upstream side of the latter half portion 22 is always held in a conductive state where there is no protruding portion (for example, an intake control means such as a control valve or an opening / closing valve) in the passage portion 20a. Therefore, the intake control structure of the intake device can be simplified and the control means can be simplified as much as possible. Moreover, since there is no protrusion such as a control valve that causes intake resistance in the upstream passage 20a, the intake inertia effect of the low-speed intake passage 20 may be impaired due to the protrusion of the control valve or the like. Nor.
次にこの実施例の作用について説明すると、機関の高速
運転域では開閉弁24がアクチュエータ23により開弁駆動
される。この状態では、高速吸気通路18の断面積が比較
的大きく、しかも長さL1も比較的短いので、流通抵抗の
小さい高速吸気通路18を空気が主として流通し、吸気ポ
ート４に供給される。このとき、空気が流通する長さL1
は高速運転域で最大の充填効率を得るように設定されて
いるので、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 opening / closing valve 24 is driven by the actuator 23 to open the valve. In this state, since the cross-sectional area of the high-speed intake passage 18 is relatively large and the length L 1 is also relatively short, air mainly circulates in the high-speed intake passage 18 having a small flow resistance and is supplied to the intake port 4. At this time, the length of air flow L 1
Is set to obtain the maximum charging efficiency in the high speed operation range, so that high output can be obtained.
か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、所期
の吸気慣性効果が得られる。In such a high speed operation range, since the volume of the high speed intake chamber 8 is set to be relatively large, it is possible to avoid interference due to intake pulsation between the cylinders as much as possible, and obtain the desired intake inertia effect. To be
また運転域がさらに高速になると、低速吸気通路20から
の給気も加わるので、最大出力回転以上で急激な出力の
低下が生じることはない。Further, when the operating range is further increased, the air supply from the low speed intake passage 20 is also added, so that the output does not suddenly drop above the maximum output rotation.
機関の低速運転域では開閉弁24がアクチュエータ23によ
り閉弁駆動される。したがって、吸気ポート４には低速
吸気通路20側からのみ空気が供給される。このとき、低
速用吸気室９の出口から吸気弁口２に至るまでの長さL2
は、低速運転域で最大の充填効率が得られるように設定
されているので、高トルクを得ることができる。In the low speed operation range of the engine, the opening / closing valve 24 is driven to be closed by the actuator 23. Therefore, air is supplied to the intake port 4 only from the low speed intake passage 20 side. At this time, the length L 2 from the outlet of the low speed intake chamber 9 to the intake valve opening 2
Is set so that the maximum charging efficiency is obtained in the low speed operation range, so that high torque can be obtained.
さらにアイドリング時には、開閉弁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
は開閉弁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。従ってその低速用吸気室９上流のスロット
ルボディ７における低速用通路12を開閉する第２スロッ
トル弁14から吸気ポート４に至る吸気系の総容積を比較
的小さくすることができるから、安定したアイドリング
を得ることができると共に、急加速時などの吸気量変化
に対する応答性を向上させることができる。Further, when idling, the upstream side of the on-off valve 24 is blocked from the intake port 4, and the intake port 4 communicates with the high-speed intake passage 18, the low-speed intake passage 20 and the low-speed intake chamber 9 downstream of the on-off valve 24. However, the volume of the low speed intake chamber 9 is small. Therefore, the total volume of the intake system from the second throttle valve 14 that opens and closes the low speed passage 12 in the throttle body 7 upstream of the low speed intake chamber 9 to the intake port 4 can be made relatively small, and stable idling can be achieved. In addition to being obtained, it is possible to improve the responsiveness to changes in the intake air amount during sudden acceleration.
しかも上記開閉弁24の閉成状態では、該開閉弁24よりも
下流で且つ前記後半部22よりも上流の高速吸気通路部19
に対応した所定容積の閉空間が低速吸気通路20に直接連
通するため、斯かる閉空間にも低速吸気通路20の吸気音
を分散させて吸気騒音低減を図ることができる。Moreover, in the closed state of the opening / closing valve 24, the high-speed intake passage portion 19 downstream of the opening / closing valve 24 and upstream of the latter half portion 22.
Since the closed space having a predetermined volume corresponding to the above is directly communicated with the low speed intake passage 20, the intake noise of the low speed intake passage 20 can be dispersed in the closed space to reduce the intake noise.
また得に上記開閉弁24は、高速用吸気室８に近接配置
（即ち高速吸気通路18の上流端近傍に配置）されるた
め、該開閉弁24の開弁時における高速吸気通路18による
吸気慣性効果が該開閉弁24のために損なわれるのを極力
回避できる。In addition, since the on-off valve 24 is arranged close to the high-speed intake chamber 8 (that is, near the upstream end of the high-speed intake passage 18), the intake inertia by the high-speed intake passage 18 when the on-off valve 24 is opened. It is possible to avoid the effects from being lost due to the on-off valve 24 as much as possible.
C.発明の効果 以上のように本発明によれば、高速運転域では開閉弁を
開弁して高出力を得ることができ、低速運転域では開閉
弁を閉弁して高トルクを得ることができる。また特に開
閉弁を閉弁したアイドリング時には、その開閉弁上流の
高速用吸気室及びスロットルボディの高速用通路が吸気
弁口と遮断され、該吸気弁口は開閉弁下流の高速吸気通
路、低速吸気通路、低速用吸気室及びスロットルボディ
の低速用通路と連通されるから、その低速用通路を開閉
するスロットル弁から吸気弁口に至る吸気系の総容積を
小さくして、アイドリングの安定性およびアイドリング
状態からの加速応答性を向上させることができる。C. Effects of the Invention As described above, according to the present invention, it is possible to open the open / close valve in the high speed operation range to obtain high output, and to close the open / close valve in the low speed operation range to obtain high torque. You can In particular, at the time of idling with the on-off valve closed, the high-speed intake chamber upstream of the on-off valve and the high-speed passage of the throttle body are blocked from the intake valve opening, and the intake valve opening closes the high-speed intake passage downstream of the on-off valve and low-speed intake Since it is connected to the passage, the low speed intake chamber and the low speed passage of the throttle body, the total volume of the intake system from the throttle valve that opens and closes the low speed passage to the intake valve opening is reduced to stabilize the idling and stabilize the idling. The acceleration response from the state can be improved.
しかも上記開閉弁の閉成状態では、該開閉弁よりも下流
で且つ低速吸気通路との合流部よりも上流の高速吸気通
路部に対応した所定容積の閉空間を低速吸気通路に直接
連通させて、斯かる閉空間にも低速吸気通路の吸気音を
分散させることができるから、それだけ低速運転域での
吸気音低域に寄与することができる。Moreover, in the closed state of the on-off valve, a closed space having a predetermined volume corresponding to the high-speed intake passage downstream of the on-off valve and upstream of the confluence with the low-speed intake passage is directly communicated with the low-speed intake passage. Since the intake sound of the low speed intake passage can be dispersed in such a closed space as well, it can contribute to the low intake sound range in the low speed operation range.
更に上記開閉弁は、高速用吸気室に近接配置、即ち高速
吸気通路の上流端近傍に配置されるため、高速吸気通路
による吸気慣性効果が開弁状態の開閉弁のために損なわ
れるのを極力回避することができ、従って機関の高速運
転域での一層の高出力化を図ることができる。一方、低
速吸気通路の、前記合流部よりも上流側通路部は、その
通路部内に突出部（例えば制御弁、開閉弁等の吸気制御
手段）が存在しない導通状態に常に保持されているた
め、それだけ吸気装置の吸気制御構造の簡素化が図られ
ると共にその制御手段を極力単純化することができてコ
スト節減に寄与することができ、しかも該通路部内に吸
気抵抗となるような制御弁等の突出部が存在しないこと
から、その制御弁等のために低速吸気通路による吸気慣
性効果が損なわれる虞れもない。Further, since the on-off valve is arranged close to the high-speed intake chamber, that is, near the upstream end of the high-speed intake passage, the intake inertia effect due to the high-speed intake passage is minimized due to the open-close valve. This can be avoided, and thus the output can be further increased in the high speed operation range of the engine. On the other hand, the passage portion of the low-speed intake passage, which is upstream of the confluence portion, is always held in a conductive state in which there is no protruding portion (for example, an intake control means such as a control valve or an opening / closing valve) in the passage portion. As a result, the intake control structure of the intake device can be simplified and the control means can be simplified as much as possible to contribute to cost reduction, and further, a control valve or the like that can provide intake resistance in the passage portion can be provided. Since the protruding portion does not exist, there is no fear that the intake inertia effect due to the low speed intake passage will be impaired due to the control valve or the like.
図面は本発明装置の一実施例を示す縦断側面図である。 ２……吸気弁口、７……スロットルボディ、８……高速
用吸気室、９……低速用吸気室、11,12……通路、13,14
……スロットル弁、18……高速吸気通路、18a……高速
吸気通路の、合流部よりも上流側通路部、20……低速吸
気通路、20a……低速吸気通路の、合流部よりも上流側
通路部、22……合流部としての後半部、24……開閉弁、 Ｅ……機関本体The drawing is a vertical side view showing an embodiment of the device of the present invention. 2 ... Intake valve port, 7 ... Throttle body, 8 ... High speed intake chamber, 9 ... Low speed intake chamber, 11,12 ... Passage, 13,14
...... Throttle valve, 18 ...... High-speed intake passage, 18a ...... High-speed intake passage, upstream side of confluence part, 20 ...... Low-speed intake passage, 20a ...... Low-speed intake passage, upstream side of confluence part Passage part, 22 …… Last half part as confluence part, 24 …… Open / close valve, E …… Engine body
Claims (3)
（18）と、機関の低速運転域に対応した低速吸気通路
（20）とをそれら通路の下流側で合流させ、その合流部
（22）を機関本体（Ｅ）の吸気弁口（２）に接続した内
燃機関の吸気装置において、 前記高速吸気通路（18）の上流端は高速用吸気室（８）
に、また前記低速吸気通路（20）の上流端は該高速用吸
気室（８）から独立した低速用吸気室（９）にそれぞれ
接続され、前記高速吸気通路（18）の、前記合流部（2
2）よりも上流側通路部（18a）には、該上流側通路部
（18a）を機関の運転域に応じて開閉する開閉弁（24）
が前記高速用吸気室（８）に近接して配設され、前記低
速吸気通路（20）の、前記合流部（22）よりも上流側通
路部（20a）は、その通路部（20a）内に突出部が存在し
ない導通状態に常に保持され、前記高速用吸気室（８）
には、スロットルボディ（７）に形成される高速用通路
（11）が、また前記低速用吸気室（９）には、前記高速
用通路（11）から独立してスロットルボディ（７）に形
成される低速用通路（12）がそれぞれ接続され、前記
高，低速用通路（11,12）には、スロットル操作に応動
するスロットル弁（13,14）が個別に設けられたことを
特徴とする、内燃機関の吸気装置。1. A high-speed intake passage (18) corresponding to a high-speed operating range of an engine and a low-speed intake passage (20) corresponding to a low-speed operating range of an engine are joined at the downstream side of these passages, and a joining portion ( In an intake device for an internal combustion engine in which 22) is connected to an intake valve port (2) of an engine body (E), an upstream end of the high speed intake passage (18) has a high speed intake chamber (8).
Further, the upstream end of the low speed intake passage (20) is connected to the low speed intake chamber (9) independent of the high speed intake chamber (8), and the merging portion (of the high speed intake passage (18) ( 2
An opening / closing valve (24) that opens and closes the upstream passage (18a) according to the operating range of the engine in the passage (18a) upstream of 2).
Is disposed close to the high-speed intake chamber (8), and the low-speed intake passage (20) has a passage portion (20a) upstream of the confluence portion (22) in the passage portion (20a). The high-speed intake chamber (8) is always maintained in a conductive state in which there is no protruding portion.
A high speed passage (11) formed in the throttle body (7), and a low speed intake chamber (9) formed in the throttle body (7) independently of the high speed passage (11). The low speed passages (12) are connected to each other, and the high and low speed passages (11, 12) are individually provided with throttle valves (13, 14) responsive to throttle operation. , Intake device for internal combustion engine.
よりも上流側通路部（20a）は、高速吸気通路（18）
の、前記合流部（22）よりも上流側通路部（18a）より
も長くかつ断面積を小さく形成されることを特徴とする
特許請求の範囲第項記載の内燃機関の吸気装置。2. The merging portion (22) of the low speed intake passage (20)
The high-speed intake passage (18) is located upstream of the passage (20a).
The intake device for an internal combustion engine according to claim 1, wherein the intake passage device is formed so as to be longer than the merging portion (22) and smaller than the upstream passage portion (18a) and have a smaller cross-sectional area.
よりも容積を小さく形成されることを特徴とする特許請
求の範囲第項または第項記載の内燃機関の吸気装
置。3. The low speed intake chamber (9) is a high speed intake chamber (8).
The intake device for an internal combustion engine according to claim 1 or 2, wherein the intake device has a smaller volume than that of the first embodiment.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62053512A JPH0730700B2 (en) | 1987-03-09 | 1987-03-09 | Internal combustion engine intake system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62053512A JPH0730700B2 (en) | 1987-03-09 | 1987-03-09 | Internal combustion engine intake system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63219813A JPS63219813A (en) | 1988-09-13 |
| JPH0730700B2 true JPH0730700B2 (en) | 1995-04-10 |
Family
ID=12944867
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62053512A Expired - Fee Related JPH0730700B2 (en) | 1987-03-09 | 1987-03-09 | Internal combustion engine intake system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0730700B2 (en) |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS597224U (en) * | 1982-07-06 | 1984-01-18 | トヨタ自動車株式会社 | Internal combustion engine intake system |
| JPS61147332U (en) * | 1985-03-04 | 1986-09-11 | ||
| JPS61201819A (en) * | 1985-03-04 | 1986-09-06 | Mazda Motor Corp | Air intake device for engine |
| JPS6253510A (en) * | 1985-09-03 | 1987-03-09 | Fujitsu Ltd | Optical receiver |
-
1987
- 1987-03-09 JP JP62053512A patent/JPH0730700B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPS63219813A (en) | 1988-09-13 |
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|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |