JPS61201824A - Air intake device for multicylinder engine - Google Patents

Air intake device for multicylinder engine

Info

Publication number
JPS61201824A
JPS61201824A JP60042331A JP4233185A JPS61201824A JP S61201824 A JPS61201824 A JP S61201824A JP 60042331 A JP60042331 A JP 60042331A JP 4233185 A JP4233185 A JP 4233185A JP S61201824 A JPS61201824 A JP S61201824A
Authority
JP
Japan
Prior art keywords
intake
valve
throttle valve
passage
cylinder
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.)
Granted
Application number
JP60042331A
Other languages
Japanese (ja)
Other versions
JPH0678733B2 (en
Inventor
Keiichi Sugiyama
恵一 杉山
Takahiro Nagura
名倉　孝弘
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Priority to JP60042331A priority Critical patent/JPH0678733B2/en
Priority to US06/835,530 priority patent/US4660530A/en
Publication of JPS61201824A publication Critical patent/JPS61201824A/en
Publication of JPH0678733B2 publication Critical patent/JPH0678733B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/112—Intake manifolds for engines with cylinders all in one line
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0268—Valves
    • F02B27/0273—Flap valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
    • F02B31/085—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having two inlet valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/109—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps having two or more flaps
    • F02D9/1095—Rotating on a common axis, e.g. having a common shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10072—Intake runners
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10308—Equalizing conduits, e.g. between intake ducts or between plenum chambers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/108—Intake manifolds with primary and secondary intake passages
    • F02M35/1085—Intake manifolds with primary and secondary intake passages the combustion chamber having multiple intake valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
    • 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)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

PURPOSE:To improve the acceleration responsiveness of an engine which is provided with a throttle valve in the closely upper course from an air intake port and a volume chamber in the upper course form the throttle valve, by providing midway a pass for a high speed with a secondary valve that is opened in the high speed and a pass for a low speed without a valve. CONSTITUTION:The upper course from a primary throttle valve 14 provided in an air intake pass 6 located in the upper course from an air intake valve 2, is connected to a volume chamber 12 with a large volume for every cylinder. The passes between the volume chamber 12 and the primary throttle valve 14 are classified into two systems; one system comprises passes 6b for a high speed with secondary throttle valves 16, the other comprises passes 6a for a low speed without any valve. Since the secondary throttle valves 16 are closed in the low speed of an engine, the internal pressure from the upper course from the primary throttle valve 14 to the inside of the volume chamber 12 can be reduced to a value nearly equal to that of the atmospheric pressure. When the primary and secondary throttle valves 14 and 16, respectively, are opened in the acceleration of the engine, air intake ports can immediately take in a large amount of the air, whereby an acceleration responsiveness can be improved.

Description

【発明の詳細な説明】 〔産業上の利用分野〕 この発明は自動車用として好適なガソリンエンジンの吸
気装置に関するもので、特に吸気通路に常用通路と高速
通路との少なくとも２種を設けて、比較的広い速度域に
亘って高い出力トルクを得るように改良でれた高性能エ
ンジン用の吸気ｆｅｔｉｆｔに関する。[Detailed Description of the Invention] [Field of Industrial Application] This invention relates to an intake system for a gasoline engine suitable for use in automobiles. This invention relates to an intake fetift for high performance engines that has been improved to obtain high output torque over a wide speed range.

〔従来の技術、発明が解決すべき問題点〕従来、エンジ
ンの性能を向上させる目的で、絞り弁の下流側に比較的
大きな吸気箱を設けると共に、その吸気通路を吸気箱の
下流側でエンジンの低速運転時には閉じる高速用と、全
運転域において使用される常用との二種類で構成し、各
吸気通路をそれぞれの吸気弁を介して燃焼室内へ接続し
たものが知られている（例えば、特開昭５８−１０１３
０号公報）。[Prior art and problems to be solved by the invention] Conventionally, in order to improve engine performance, a relatively large intake box was provided downstream of the throttle valve, and the intake passage was connected to the engine downstream of the intake box. Two types are known: a high-speed type that closes during low-speed operation, and a regular type that is used throughout the entire operating range, and each intake passage is connected to the combustion chamber through its own intake valve (for example, Japanese Patent Publication No. 58-1013
Publication No. 0).

然しなから、このような構成の吸気通路を設けたエンジ
ンでは、絞り弁下流の吸気通路容積が大きいため、加速
応答性が低下したシ、吸気箱に大きな負圧が作用し、性
能上あるいは加工上程々の不便がある。However, in an engine with an intake passage configured in this way, the volume of the intake passage downstream of the throttle valve is large, resulting in reduced acceleration response and large negative pressure acting on the intake box, which may cause problems in performance or machining. There are some inconveniences.

〔発明の目的、概要〕[Purpose and outline of the invention]

この発明は上記先行技術の有する出力性能に大きな影響
を与えることなく、吸気箱に作用する吸気負圧を低下（
圧力を上昇）させることを目的とするものであシ、吸気
弁を介して各気筒の燃焼室に接続される吸気通路の上流
側を吸気箱で集合して大気中へ連通させ、それら吸気通
路の燃焼室へ近接する位置に操作子に連なる絞り弁を設
け、絞り弁から上流側の吸気箱へ至る吸気通路を長手方
向に伸びる隔壁で二分し、エンジン速度の大小と関係な
く常時作動する常用通路と、エンジンの低−速時には二
次絞り弁によって閉じられる高速通路とに区画した点に
特徴がある。This invention reduces the intake negative pressure acting on the intake box without significantly affecting the output performance of the prior art.
The purpose is to increase the pressure (increase in pressure), and the upstream sides of the intake passages connected to the combustion chambers of each cylinder via intake valves are gathered in an intake box and communicated with the atmosphere, and the intake passages are connected to the atmosphere. A throttle valve connected to the operator is installed close to the combustion chamber, and the intake passage from the throttle valve to the intake box on the upstream side is divided into two by a partition wall extending in the longitudinal direction. It is distinctive in that it is divided into a passage and a high-speed passage which is closed by a secondary throttle valve when the engine is running at low speeds.

〔実施例〕〔Example〕

以下、図示の実施例によってこの発明を説明すると、１
は２個づつの吸気弁２と排気弁３とを有する、いわゆる
多弁形の４行程ガソリンエンジンであシ、シリンダヘッ
ド４に設けられる燃焼室５には吸気弁２を介して連なる
吸気通路６と、排気弁３を介して連なる排気通路７とが
設けられている。８は吸気弁２と排気弁３との間、すな
わち燃焼室５の中央部に設けられた点火栓、９は吸気弁
２近傍の吸気通路６に設けられた燃料噴射弁であるＯ 吸気通路６はシリンダヘッド４から弁装置１１、吸気箱
１２）および図示してないエアクリーナを介して大気へ
開口する一連に形成されている。１４はアクセルペダル
などの操作子（図示してない）へ連なり、手動操作され
る絞り弁である。吸気通路Ｂは絞り弁１４の上流側から
吸気箱１２に至る間が、長手方向に伸びる隔壁１５によ
って区画され、低速域から高速域に至る全速度域におい
て作用する常用通路６ａと、エンジンの低速時には二次
絞り弁１６によって閉じられる高速通路６ｂとに分けら
れる。二次絞り弁１６はエンジンの回転速度Ｎｅ、吸気
負圧Ｐｖ、絞り弁１４の開度θｔｈ等の信号によって演
算するコンピュータ１７と、その出力信号によって作動
するアクチュエータ、すなわちソレノイド１８によって
エンジンの高速あるいは高負荷時に開弁するように制御
される。The present invention will be explained below with reference to illustrated embodiments.1
This is a so-called multi-valve four-stroke gasoline engine having two intake valves 2 and two exhaust valves 3, and a combustion chamber 5 provided in a cylinder head 4 has an intake passage 6 connected to the combustion chamber 5 through the intake valve 2. , and an exhaust passage 7 which are connected to each other via an exhaust valve 3 are provided. 8 is a spark plug provided between the intake valve 2 and exhaust valve 3, that is, in the center of the combustion chamber 5; 9 is a fuel injection valve provided in the intake passage 6 near the intake valve 2; O intake passage 6; is formed in a series that opens from the cylinder head 4 to the atmosphere via the valve device 11, the intake box 12) and an air cleaner (not shown). Reference numeral 14 represents a manually operated throttle valve connected to an operator (not shown) such as an accelerator pedal. The intake passage B is divided from the upstream side of the throttle valve 14 to the intake box 12 by a partition wall 15 extending in the longitudinal direction, and includes a regular passage 6a that operates in the entire speed range from low speed to high speed, and a regular passage 6a that operates in the entire speed range from low speed to high speed. The high speed passage 6b is sometimes closed by a secondary throttle valve 16. The secondary throttle valve 16 is operated by a computer 17 that calculates based on signals such as the engine rotational speed Ne, intake negative pressure Pv, and the opening degree θth of the throttle valve 14, and an actuator, that is, a solenoid 18, which operates based on the output signals of the computer 17. The valve is controlled to open when the load is high.

コンピュータ１７の出力信号によって作動するアクチュ
エータは、ソレノイド１８に限らず、吸気負圧によって
作動するダイアフラムとし、従来公知のように、コンピ
ュータ１７の出力信号によってダイアフラムと負圧源と
の間に介装した切換弁を切換制御するようにすることも
できる。なお、吸気通路６は燃焼室５の近傍においても
、小隔壁１５ａによって２個の枝管に分割され、各枝管
毎に設けた吸気弁２を介して燃焼室５に連結されている
。１９は各気筒毎の吸気通路６を絞り弁１４の下流側で
互いに連通させる従来公知のバランス通路である。The actuator actuated by the output signal of the computer 17 is not limited to the solenoid 18, but may be a diaphragm actuated by the intake negative pressure, and as is conventionally known, the actuator may be interposed between the diaphragm and the negative pressure source by the output signal of the computer 17. It is also possible to control the switching valve. The intake passage 6 is also divided into two branch pipes near the combustion chamber 5 by a small partition 15a, and is connected to the combustion chamber 5 via an intake valve 2 provided for each branch pipe. Reference numeral 19 denotes a conventionally known balance passage that connects the intake passages 6 of each cylinder to each other downstream of the throttle valve 14.

次ぎに、このエンジンの作動を説明すると、まず、エン
ジンが始動し低負荷あるいは低速で運転されるとき、二
次絞り弁１６は閉じられており、吸気弁は比較的少ない
もの＼、その全量は常用通路６ａのみを通るため高速化
し、その大きな慣性を持つため効率よく燃焼室５内へ吸
入される。このとき、絞９弁１４の下流側には燃焼室５
内の大きな吸気負圧が作用しているが、それより上流側
ははゾ大気圧に保たれる。Next, to explain the operation of this engine, first, when the engine is started and operated at low load or low speed, the secondary throttle valve 16 is closed and the number of intake valves is relatively small. Because it passes only through the regular passage 6a, the speed increases, and because it has a large inertia, it is efficiently sucked into the combustion chamber 5. At this time, the combustion chamber 5 is located downstream of the nine throttle valves 14.
A large intake negative pressure is acting on the inside, but the air pressure upstream is maintained at approximately atmospheric pressure.

エンジンの出力を増すべく絞り弁１４の開度を増し、そ
れに伴ってエンジン速度が増すと、コンピュータ１７の
作用によってソレノイド１８が作動して二次絞り弁１６
が開かれる。これに伴い吸気通路の断面積も増すが、こ
のときは吸気流量が十分大きいので、吸気は高速で燃焼
室５内へ流入し、より高い出力トルクが得られる。また
、このとき二次絞り弁１６の上流側の吸気通路６および
吸気箱１２内は大気圧に保たれ、且つ二次絞り弁１６の
上下流の差圧が大きいため迅速に吸気流量が増加され優
れた加速応答性が得られる。When the opening of the throttle valve 14 is increased in order to increase the output of the engine and the engine speed increases accordingly, the solenoid 18 is actuated by the action of the computer 17 and the secondary throttle valve 16 is activated.
will be held. As a result, the cross-sectional area of the intake passage also increases, but since the intake air flow rate is sufficiently large at this time, the intake air flows into the combustion chamber 5 at high speed and higher output torque can be obtained. Furthermore, at this time, the intake passage 6 and the intake box 12 on the upstream side of the secondary throttle valve 16 are maintained at atmospheric pressure, and the differential pressure between the upstream and downstream sides of the secondary throttle valve 16 is large, so the intake flow rate is rapidly increased. Excellent acceleration response can be obtained.

〔発明の効果〕〔Effect of the invention〕

この発明は以上のように、吸気弁を介して各気筒の燃焼
室に接続される吸気通路の上流側を吸気箱で集合して大
気中へ連通させ、それら吸気通路の燃焼室へ近接する位
置に操作子に連なる絞り弁を設け、絞り弁から上流側の
吸気箱へ至る吸気通路を長手方向に伸びる隔壁で二分し
、エンジン速度の大小と関係なく常時作動する常用通路
と、エンジンの低速時には二次絞り弁によって閉じられ
る高速通路としたものであるから、絞り弁および二次絞
り弁が最少開度にあるとき、それらの上流側の吸気通路
、すなわち吸気箱内は比較的大気圧に近い圧力に保たれ
るので、それらの弁の上下流の差圧が太き（、且つ安定
しているので開弁と共に瞬時に流量が増大でき、すぐれ
た加速応答性が得られる効果がある。As described above, the present invention collects the upstream sides of the intake passages connected to the combustion chambers of each cylinder via the intake valves in an intake box and connects them to the atmosphere, and positions the intake passages close to the combustion chambers. A throttle valve connected to the controller is installed, and the intake passage from the throttle valve to the intake box on the upstream side is divided into two by a partition wall extending in the longitudinal direction, with a regular passage that operates all the time regardless of the engine speed, and a regular passage that operates at low engine speeds. Since this is a high-speed passage closed by the secondary throttle valve, when the throttle valve and the secondary throttle valve are at their minimum opening, the intake passage upstream of them, that is, the inside of the intake box, is relatively close to atmospheric pressure. Since the pressure is maintained at a constant pressure, the differential pressure between the upstream and downstream sides of these valves is large (and stable), so the flow rate can be instantly increased as soon as the valves are opened, which has the effect of providing excellent acceleration response.

【図面の簡単な説明】[Brief explanation of drawings]

図面はこの発明の一実施例を示すもので、第１図はエン
ジンの横断面図、第２図はその一部を破断した■−■断
面図である。 ２・・・・吸気弁、３・φ・・排気弁、６・・・・吸気
通路、６ａ・・・・常用通路、６ｂ・・・・旨速通路、
１１・・・・弁装置、１４・・・・絞り弁、１５・・・
・隔壁、１６・・・・二次絞り弁、１９・・・・バラン
ス通路。The drawings show one embodiment of the present invention, and FIG. 1 is a cross-sectional view of the engine, and FIG. 2 is a partially broken sectional view taken along the line 1--2. 2... Intake valve, 3... Exhaust valve, 6... Intake passage, 6a... Regular passage, 6b... Speed passage,
11... Valve device, 14... Throttle valve, 15...
- Bulkhead, 16...Secondary throttle valve, 19...Balance passage.

Claims (5)

【特許請求の範囲】[Claims] （１）吸気弁を介して各気筒の燃焼室に接続される吸気
通路の上流側を吸気箱で集合して大気中へ連通させ、そ
れら吸気通路の燃焼室へ近接する位置に操作子に連なる
絞り弁を設け、絞り弁から上流側の吸気箱へ至る吸気通
路を長手方向に伸びる隔壁で二分し、エンジン速度の大
小と関係なく常時作動する常用通路と、エンジンの低速
時には二次絞り弁によつて閉じられる高速通路とに区画
してなる多気筒エンジンの吸気装置。(1) The upstream side of the intake passages connected to the combustion chamber of each cylinder via the intake valve are gathered in an intake box and communicated with the atmosphere, and the intake passages are connected to the operator at a position close to the combustion chamber. A throttle valve is installed, and the intake passage from the throttle valve to the intake box on the upstream side is divided into two by a partition wall extending in the longitudinal direction, and the normal passage is always operated regardless of the engine speed, and the secondary throttle valve is used at low engine speeds. An intake system for a multi-cylinder engine that is divided into a high-speed passage and a high-speed passage that is closed by the cylinder. （２）特許請求の範囲第１項の記載において、各気筒毎
の吸気通路は絞り弁の下流側にそれらを互いに連通させ
るバランス通路を備えている多気筒エンジンの吸気装置
。(2) The intake system for a multi-cylinder engine according to claim 1, wherein the intake passages for each cylinder are provided with a balance passage downstream of a throttle valve that communicates the intake passages with each other. （３）特許請求の範囲第１項の記載において、吸気通路
は吸気弁の下流側において、小隔壁によつて複数個に分
割され、各枝管毎に設けた吸気弁を介して燃焼室に連結
されている多気筒エンジンの吸気装置。(3) In the statement of claim 1, the intake passage is divided into a plurality of parts by a small partition on the downstream side of the intake valve, and is connected to the combustion chamber through an intake valve provided for each branch pipe. Intake system for connected multi-cylinder engines. （４）特許請求の範囲第１項、第２項又は第３項の記載
において、吸気通路は２個の吸気弁を介して燃焼室に連
結されている多気筒エンジンの吸気装置。(4) The intake system for a multi-cylinder engine according to claim 1, 2 or 3, wherein the intake passage is connected to a combustion chamber via two intake valves. （５）特許請求の範囲第１項の記載において、二次絞り
弁はエンジン速度に依存して開閉制御される蝶形弁であ
る多気筒エンジンの吸気装置。(5) The intake system for a multi-cylinder engine according to claim 1, wherein the secondary throttle valve is a butterfly valve whose opening and closing are controlled depending on the engine speed.
JP60042331A 1985-03-04 1985-03-04 Multi-cylinder engine intake system Expired - Fee Related JPH0678733B2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP60042331A JPH0678733B2 (en) 1985-03-04 1985-03-04 Multi-cylinder engine intake system
US06/835,530 US4660530A (en) 1985-03-04 1986-03-03 Intake system for internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP60042331A JPH0678733B2 (en) 1985-03-04 1985-03-04 Multi-cylinder engine intake system

Publications (2)

Publication Number Publication Date
JPS61201824A true JPS61201824A (en) 1986-09-06
JPH0678733B2 JPH0678733B2 (en) 1994-10-05

Family

ID=12633022

Family Applications (1)

Application Number Title Priority Date Filing Date
JP60042331A Expired - Fee Related JPH0678733B2 (en) 1985-03-04 1985-03-04 Multi-cylinder engine intake system

Country Status (1)

Country Link
JP (1) JPH0678733B2 (en)

Also Published As

Publication number Publication date
JPH0678733B2 (en) 1994-10-05

Similar Documents

Publication Publication Date Title
JPS62210219A (en) Intake device of internal combustion engine
US4494493A (en) Intake system for an automotive engine
JPH0262688B2 (en)
JPS61226516A (en) Intake device of multicylinder engine
JPH0259290B2 (en)
JPS5943923A (en) Suction system for multi-cylinder engine
JPH0319892B2 (en)
JPS61201824A (en) Air intake device for multicylinder engine
JPH0823292B2 (en) Engine intake system
JPS614821A (en) Intake device for internal-combustion engine
JPH0244021Y2 (en)
JPS6125915A (en) Intake-air device in internal-combustion engine
JPH01155025A (en) Intake device for multi-cylinder engine
JPS6232323B2 (en)
KR900006871B1 (en) Intabe means of internal combustion engine
JPS61132719A (en) Duplex air intake unit of internal-combustion engine
JPS64587B2 (en)
JPS6350427Y2 (en)
JPH0528338Y2 (en)
JPS6315549Y2 (en)
JPS61201825A (en) Air intake device for multicylinder engine
JPH02173309A (en) Blow-by gas deoxidation device of engine
JPS6128714A (en) Intake device of internal-combustion engine
JPS6161918A (en) Air intake device of internal-combustion engine
JPS6013920A (en) Intake apparatus for multi-cylinder engine

Legal Events

Date Code Title Description
LAPS Cancellation because of no payment of annual fees