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WO2019163893A1 - Dispositif d'admission d'air pour moteur à combustion interne - Google Patents

Dispositif d'admission d'air pour moteur à combustion interne Download PDF

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Publication number
WO2019163893A1
WO2019163893A1 PCT/JP2019/006572 JP2019006572W WO2019163893A1 WO 2019163893 A1 WO2019163893 A1 WO 2019163893A1 JP 2019006572 W JP2019006572 W JP 2019006572W WO 2019163893 A1 WO2019163893 A1 WO 2019163893A1
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WO
WIPO (PCT)
Prior art keywords
flow path
control valve
valve
intake port
internal combustion
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.)
Ceased
Application number
PCT/JP2019/006572
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English (en)
Japanese (ja)
Inventor
渡辺　聖彦
誠 大坪
真一 平岡
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.)
Denso Corp
Original Assignee
Denso Corp
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 Denso Corp filed Critical Denso Corp
Publication of WO2019163893A1 publication Critical patent/WO2019163893A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/04—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors
    • 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
    • F02B31/04—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors
    • F02B31/06—Movable means, e.g. butterfly 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

Definitions

  • the present disclosure relates to an intake device for an internal combustion engine.
  • the airflow in the combustion chamber is controlled to promote combustion.
  • a valve that partitions the intake port in the width direction is provided at the first intake port and the second intake port that intake air into the combustion chamber. And by opening and closing this valve, the swirl flow in the combustion chamber is controlled, and the EGR gas and the fresh air mixture are stratified.
  • the ignition status of the spark plug changes depending on the airflow in the combustion chamber. Specifically, if the airflow in the vicinity of the spark plug is too strong, the arc discharge may be interrupted and there is a risk of misfire. Further, if the airflow in the vicinity of the spark plug is too weak, the discharge distance of the arc discharge is shortened, and there is a possibility that poor ignition occurs. From such a viewpoint, it is required to control the airflow in the vicinity of the spark plug.
  • the present disclosure has been made in view of the above problems, and a main object thereof is to provide an intake device for an internal combustion engine that can generate an air flow that promotes stable ignition.
  • the first means is an intake device for an internal combustion engine comprising a combustion chamber provided in a cylinder that accommodates a piston, and an ignition plug provided in the center of the ceiling portion of the combustion chamber, through an intake port.
  • An intake port that communicates with the combustion chamber; a partition wall that is provided in the intake port and that forms a first flow path that is the center in the plan view of the cylinder and two second flow paths that are on both sides thereof;
  • a control valve provided in the first flow path, the opening area of the first flow path being variable, and an upper side when the axial direction of the cylinder in the first flow path is set as a vertical direction by the control valve;
  • An airflow control unit that partially closes at least one of the lower sides and reinforces the airflow flowing through the first flow path.
  • the intake port is provided with a partition wall that forms a central first flow path and second flow paths on both sides thereof, and a control valve is provided in the first flow path to change the opening area. Yes.
  • a control valve is provided in the central first flow path to change the opening area.
  • the control valve By providing the control valve in the central first flow path, the strength of the airflow flowing toward the spark plug can be controlled, and the airflow toward the spark plug can be set to an appropriate strength. Can be improved.
  • at least one of the upper side and the lower side in the first flow path is partially closed by the control valve, whereby the airflow flowing through the first flow path is strengthened. That is, one of the upper and lower sides or the central portion in the vertical direction is opened, and a vertical vortex in the combustion chamber is easily generated.
  • FIG. 1 is a schematic configuration diagram of an internal combustion engine according to a first embodiment.
  • FIG. 2 is a diagram showing the relationship between the flow velocity in the vicinity of the spark plug and an index indicating ignitability
  • FIG. 3 is a plan sectional view of the intake port and the combustion chamber
  • FIG. 4 is a view for explaining the airflow in the intake port and the combustion chamber
  • FIG. 5 is a view for explaining the airflow in the intake port and the combustion chamber
  • FIG. 6 is a plan view of the intake port and the combustion chamber according to the second embodiment
  • FIG. 7 is a view for explaining the airflow in the intake port and the combustion chamber
  • FIG. 8 is a plan view of an intake port and a combustion chamber according to another embodiment
  • FIG. 9 is a plan view of an intake port and a combustion chamber according to another embodiment.
  • an engine intake device is constructed for an on-vehicle multi-cylinder four-cycle gasoline engine that is an internal combustion engine.
  • a schematic diagram of this engine is shown in FIG.
  • only one cylinder among a plurality of cylinders provided in the engine 10 is illustrated.
  • the axial direction of the cylinder, that is, the reciprocating direction of the piston 11 is defined as the vertical direction.
  • the piston 11 is accommodated in each cylinder of the engine 10 so as to be able to reciprocate.
  • a combustion chamber 12 is provided on the top side (upper side) of the piston 11 of each cylinder.
  • the inner peripheral surface of the combustion chamber 12 has a circular shape (perfect circle or ellipse).
  • the combustion chamber 12 communicates with the intake port 30 via the two intake ports 31 and communicates with the exhaust port 14 via the two exhaust ports 13.
  • a spark plug 15 is provided at the center of the ceiling (cylinder head 21) of the combustion chamber 12.
  • the center part of the ceiling part where the spark plug 15 is provided is preferably within a predetermined range including the center point of the ceiling part.
  • the spark plug 15 has a central position on the intake side of the combustion chamber 12 (a central position of the two intake ports 31) and a central position on the exhaust side (the centers of the two exhaust ports 13) at the center of the ceiling. It is desirable to be provided at a position on a line connecting the position).
  • a high voltage is applied to the ignition plug 15 at a desired ignition timing through an ignition device including an ignition coil. By applying a high voltage to the spark plug 15, an arc discharge is generated between the counter electrodes, and the air-fuel mixture in the combustion chamber 12 is ignited.
  • a fuel injection valve 16 that directly supplies fuel into the combustion chamber 12 is provided at the upper portion of each cylinder of the engine 10 and on the intake port 30 side.
  • the fuel injection valve 16 is connected to a fuel tank via a fuel pipe (not shown).
  • the fuel in the fuel tank is supplied to the fuel injection valve 16 of each cylinder, and is injected from the fuel injection valve 16 toward the ignition plug 15 in the combustion chamber 12.
  • an EGR (Exhaust Gas Recirculation) system that connects the downstream of the exhaust port 14 and the upstream of the intake port 30 is provided. Part of the exhaust can be introduced into the intake air by the EGR system.
  • the EGR system has an EGR valve for adjusting the EGR rate.
  • the engine 10 is provided with a crank angle sensor 17 that outputs a rectangular crank angle signal for each predetermined crank (for example, 30 ° CA cycle) as the engine 10 rotates.
  • the engine 10 includes an ECU 18.
  • the ECU 18 is mainly composed of a microcomputer including a CPU, a ROM, a RAM, and the like.
  • the ECU 18 calculates the operating state of the engine 10 based on outputs from various sensors such as the crank angle sensor 17. And according to the driving
  • FIG. 2 is a diagram showing the relationship between the flow velocity V in the vicinity of the spark plug 15 and the index K indicating ignitability.
  • the index K is an index that is related to the ignitability from the spark plug 15 to the fuel, and the value increases as the ignitability improves.
  • the index K includes operating conditions of the engine 10 such as an EGR rate and fuel concentration.
  • the EGR rate is the ratio of the EGR gas in the intake gas, and the EGR rate can be increased as the ignitability increases.
  • the fuel concentration indicates the ratio of the fuel amount to the air amount (oxygen amount) in the combustion chamber 12, and the fuel concentration can be made thinner (lean state) as the ignitability is improved.
  • the ignition is delayed and misfire occurs. Specifically, if the flow velocity in the vicinity of the spark plug 15 is too fast, the discharge path becomes too long and the discharge is cut off. On the other hand, if the flow velocity in the vicinity of the spark plug 15 is too slow, the discharge path does not become long, so that the supply of energy to the air-fuel mixture deteriorates, resulting in a delay in ignition. Therefore, there is an appropriate flow velocity for each index value representing ignitability, and FIG. 2 shows the relationship. For example, in FIG. 2, when the index representing ignitability is K1, the appropriate flow rate is between V1 and V2. And it is calculated
  • FIG. 3 is a cross-sectional plan view of the intake port 30 and the combustion chamber 12, and is a view of the configuration of the periphery of the combustion chamber 12 as viewed from the cylinder head 21 side in the cylinder axial direction.
  • the axial direction of the intake port 30 (the direction in which the intake port 30 extends) is the L1 direction
  • the direction orthogonal to the L1 direction is the L2 direction.
  • the intake port 30 includes a head passage 30 a provided in the cylinder head 21 and an assembly passage 30 b provided in the valve body assembly 23 attached between the cylinder head 21 and the intake manifold 22.
  • the intake port 30 refers to an air passage between the connection portion with the intake manifold 22 and the intake port 31 of the combustion chamber 12.
  • the head passage 30 a is an air passage that forms a downstream region of the intake port 30, and the assembly passage 30 b is an air passage that forms an upstream region of the intake port 30.
  • a bifurcated passage 32 that is bifurcated on the combustion chamber 12 side is formed in the head passage 30 a of the intake port 30.
  • An intake port 31 is provided at each end of the bifurcated passage 32 (on the combustion chamber 12 side).
  • the intake ports 31 are provided so as to be adjacent along the L2 direction. At the position of the assembly passage 30b, the passage section of the intake port 30 has a rectangular shape, whereas at the position of the bifurcated passage 32, the passage section of each intake port 30 has a circular shape.
  • Two exhaust ports 13 are provided so as to be adjacent along the L2 direction, similarly to the intake port 31. Note that the number of exhaust ports may be one instead of two. In that case, it is preferable that one exhaust port is provided at the center position in the L2 direction.
  • the intake port 30 and the exhaust port 14 of the engine 10 are respectively provided with an intake valve 33 that closes the intake port 31 and an exhaust valve 19 that closes the exhaust port 13.
  • the intake valve 33 includes a valve head 33a for opening and closing the intake port 31, and a rod-shaped valve stem 33b connected to the valve head 33a.
  • the outer peripheral shape of the valve head 33 a is substantially the same circular shape as the inner peripheral shape of the intake port 31, and the outer diameter of the valve head 33 a is larger than the inner diameter of the intake port 31.
  • the valve stem 33b is provided at the center position of the valve head 33a.
  • the opening / closing timing (valve timing) of the intake valve 33 and the exhaust valve 19 is variably controlled by a variable valve timing device.
  • the intake port 30 is provided with two partition walls 34 that are divided into the center and both sides thereof in a plan view of the cylinder.
  • the partition wall 34 is provided over substantially the entire length of the intake port 30 in the L1 direction.
  • the leading end side (combustion chamber 12 side) of the partition wall 34 reaches the bifurcated passage 32 of the intake port 30, and the partition wall 34 extends toward the valve stem 33b.
  • the intake port 30 is partitioned by a partition wall 34 into a first flow path 35 that is the center in the plan view of the cylinder and two second flow paths 36 on both sides thereof. That is, the intake port 30 is divided into three in the L2 direction.
  • a first control valve 41 and a second control valve 42 are provided in the first flow path 35 and the second flow path 36, respectively.
  • the first control valve 41 and the second control valve 42 each have a valve body 43, a rotating shaft 44, and an actuator 45.
  • the control valves 41 and 42 partially close the lower side of the first flow path 35 and the second flow path 36 when the axial direction of the cylinder is the vertical direction, and the airflow flowing through the flow paths 35 and 36.
  • the air flow is adjusted by the rotation of the valve body 43 having the rotation shaft 44 as an axis.
  • the valve body 43 is rotatably supported by the rotation shaft 44 on the lower surface of the intake port 30, and the valve body 43 is rotated by the actuator 45, whereby each flow path 35, The underside of 36 is partially closed.
  • the rotation shafts 44 of the second control valve 42 are connected to each other, and the rotation shafts 44 are respectively attached to actuators 45 outside the flow path.
  • each 2nd control valve 42 may be controlled separately.
  • Each actuator 45 incorporates a sensor for detecting the opening degree of the first control valve 41 and the second control valve 42.
  • the ECU 18 controls the actuator 45 based on the operating state of the engine 10 and controls the opening degrees of the first control valve 41 and the second control valve 42.
  • the opening degree of each control valve 41, 42 detected by the actuator 45 is output to the ECU 18.
  • the function of detecting the driving situation and detecting and adjusting the opening corresponds to the “air flow control unit”.
  • the first control valve 41 provided in the center controls the airflow flowing through the first flow path 35 as shown in FIGS. 4 and 5, thereby adjusting the flow velocity in the vicinity of the spark plug 15.
  • the FIG. 4 is a view for explaining the airflow in the intake port 30 and the combustion chamber 12, and is a cross-sectional view at the position of the first flow path 35.
  • FIG. 5 is a view for explaining the airflow in the intake port 30 and the combustion chamber 12, and is a view of the configuration of the periphery of the combustion chamber 12 as viewed from the cylinder head 21 side in the cylinder axial direction. 4 and 5, the alternate long and two short dashes line indicates the flow of airflow.
  • the opening of the first control valve 41 is adjusted so as to increase the opening area of the first flow path 35, while the second control valve 42 decreases the opening area of the second flow path 36. Adjust the opening so that That is, a large amount of gas flows into the first flow path 35 in which the flow path resistance is lower than that of the second flow path 36 so that the opening area of the first flow path 35 is larger than the opening area of the second flow path 36. Like that. At this time, the opening area of each flow path 35, 36 is easily adjusted by rotating the valve body 43 by the rotation shaft 44 and partially closing the lower side of each flow path 35, 36. Is done.
  • the gas that has flowed into the first flow path 35 flows down along the upper wall surface of the first flow path 35 because the lower portion of the first flow path 35 is closed by the first control valve 41.
  • the passage 32 it flows into two parts.
  • the gas that has flowed in flows through the center side of the valve stem 33b and strikes the valve head 33a so as to be concentrated on the center side. Flow into.
  • the airflow flowing through the first flow path 35 becomes a relatively strong airflow and flows into the center position of the combustion chamber 12.
  • the tumble flow which rotates in order of the ceiling surface of the combustion chamber 12, the cylinder inner wall surface by the side of the exhaust port 13, and the upper surface of the piston 11 is produced.
  • the gas slightly flowing into the second flow path 36 is closed below the second flow path 36 by the second control valve 42. Flows along. In the bifurcated passage 32, the gas that has flowed in passes through the outside, flows to the side of the valve stem 33 b and passes through the outside, hits the valve head 33 a, and faces the outside. Flow into. In this way, the airflow flowing through the second flow path 36 flows into the outside of the combustion chamber 12.
  • the intake port 30 is divided by a partition wall 34 into a first flow path 35 and two second flow paths 36 on both sides of the first flow path 35, and the airflow flowing through the intake port 30 is divided into two flow paths provided at the tip of the bifurcated passage 32. It flows into the combustion chamber 12 from the intake port 31. At this time, since the partition wall 34 extends toward the valve stem 33b, the airflow is divided into the central side and the outer side even after hitting the valve head 33a.
  • the amount of gas flowing into the first flow path 35 is adjusted by the difference in opening between the second flow path 36 and the first flow path 35, and the first flow path 35 through which the air flow flowing into the center of the combustion chamber 12 passes.
  • the first control valve 41 can control the flow velocity of the airflow flowing into the center of the combustion chamber 12 (near the spark plug 15). Further, the lower portions of the flow paths 35 and 36 are closed, and the airflow flows upward, so that a tumble flow is easily generated in the combustion chamber 12.
  • the control valves 41 and 42 are adjusted to open so that the opening areas of all the flow paths 35 and 36 are increased.
  • the opening area of each of the flow paths 35 and 36 is reduced, it becomes resistance when the airflow flows. Therefore, when the amount of gas flowing in is large, the opening area is increased.
  • the ratio of fuel in the combustion chamber 12 is relatively high, the required flow velocity range near the spark plug 15 is widened, so there is no problem even if the opening areas of all the flow paths 35 and 36 are increased. Absent.
  • the control valves 41 and 42 are closed and adjusted so as to reduce the open areas of all the flow paths 35 and 36. In such a case, even if the opening area of each of the flow paths 35 and 36 is reduced, there is no resistance when the airflow flows. Therefore, when the amount of gas flowing in is small, the opening area is reduced. .
  • the opening degree of the control valves 41 and 42 is adjusted based on the operating state of the engine 10, and the airflow flowing through the flow paths 35 and 36 can be made appropriate.
  • a partition wall 34 that partitions the inside of the intake port 30 is provided in the first first flow path 35 and the second flow paths 36 on both sides thereof, and the opening area is reduced by reducing the flow path in the first flow path 35.
  • a first control valve 41 is provided to make the variable. By providing the first control valve 41 in the central first flow path 35, the strength of the airflow flowing toward the spark plug 15 can be controlled, and the airflow toward the spark plug 15 is set to an appropriate strength. And ignitability can be improved. Further, the lower side of the first flow path 35 is partially closed by the first control valve 41, and the airflow flowing through the first flow path 35 is strengthened. That is, the upper part is opened, and a vertical vortex (tumble flow) in the combustion chamber 12 is easily generated.
  • the opening area reduced by the first control valve 41 is set based on the fuel ratio in the combustion chamber 12 and the operating conditions such as the rotational speed and load of the engine 10. For example, when the lean operation or the EGR rate is high, the conditions under which ignition can be performed are severe, so the opening area is set so that the flow rate is necessary for ignition. That is, when it is necessary to control the flow rate based on the operating conditions, it is possible to control the flow rate to a necessary level.
  • the second control valve 42 is provided in the second flow path 36, whereby the airflow flowing in the second flow path 36 can be controlled. Both the first control valve 41 and the second control valve 42 partially close the lower flow path, that is, the upper part is opened, so that the airflow easily flows along the wall surface of the intake port 30. It becomes easy to generate a tumble flow. Further, the airflow flowing from the second control valve 42 can also contribute to the generation of the tumble flow.
  • the first control valve 41 and the second control valve 42 are individually driven, and the air flow enhancement of the first flow path 35 and the air flow reinforcement of the second flow path 36 are performed, respectively, so that the air flow in the center and the combustion chamber The entire 12 airflows can be controlled. Moreover, the 1st control valve 41 and the 2nd control valve 42 can close the lower part partially by rotating with the rotating shaft 44, and can adjust an opening area.
  • the intake port 30 is bifurcated and an intake valve 33 is provided at each of two intake ports 31 connected to the combustion chamber 12.
  • the intake valve 33 has a valve head 33a for opening and closing the intake port 31, and a valve stem 33b connected to the valve head 33a.
  • a bifurcated intake port 30 (a bifurcated passage 32) is partitioned into a first flow path 35 and a second flow path 36.
  • the airflows flowing from the first flow path 35 are respectively concentrated on the central side of the two valve heads 33a, while the airflows flowing from the second flow path 36 and hitting the outer sides of the two valve heads 33a are respectively collected. It becomes easy to be gathered outside. As a result, even in the combustion chamber 12, the airflow at the center position becomes an airflow flowing from the first flow path 35, and the airflow controlled by the first control valve 41 can flow into the center position as it is. In addition, since the partition walls 34 extend toward the respective valve stems 33b, it becomes easier to regulate the direction of the airflow that hits the valve head 33a more reliably.
  • FIG. 6 is a plan sectional view of the intake port 30 and the combustion chamber 12 of the second embodiment, and is a view of the configuration of the periphery of the combustion chamber 12 as viewed from the cylinder head 21 side in the cylinder axial direction.
  • FIG. 7 is a view for explaining the airflow in the intake port 30 and the combustion chamber 12, and the two-dot chain line indicates the flow of the airflow.
  • the intake port 30 is provided with two partition walls 134 that partition the center and both sides thereof in a plan view of the cylinder.
  • the partition wall 134 is provided over substantially the entire length of the intake port 30 in the L1 direction.
  • the leading end side (combustion chamber 12 side) of the partition wall 134 reaches the bifurcated passage 32 of the intake port 30, and the partition wall 134 extends inward from the valve stem 33b.
  • a second control valve 142 is provided in the second flow path 36.
  • the second control valve 142 is provided with a valve body 143 and a rotating shaft 144, respectively.
  • the valve body 143 has a flat plate shape, and the dimension in the width direction (L2 direction) of the valve body 143 is about three-quarters of the inner dimension in the width direction (L2 direction) of the second flow path 36.
  • the vertical dimension of the valve body 143 is the same as the vertical dimension of the second flow path 36. That is, the valve body 143 (second control valve 142) closes the outside (the side opposite to the partition wall 134) of the second flow path 36, and the center side is always open.
  • the dimension in the width direction of the valve body 143 may be the same as the inner dimension of the second flow path 36.
  • a rotation shaft 144 is provided at one end of the valve body 143, specifically, at the base side (outside), and the rotation shaft 144 is in contact with the wall surface of the intake port 30 on the outer side in the width direction.
  • the opening degree in the width direction of the second flow path 36 is adjusted by the valve body 143 rotating around the rotation shaft 144. That is, the second control valve 142 partially closes the opposite side of the partition wall 134, and the closed state (the opening degree of the second flow path 36) rotates the valve body 143 around the rotation shaft 144. It is adjusted by doing.
  • the rotation shafts 144 are respectively attached to actuators 145 outside the flow path.
  • the opening degree of each second control valve 142 is adjusted by an actuator 145, and the actuator 145 includes a sensor for detecting the opening degree of the second control valve 142.
  • the gas flowing into the second flow path 36 is partitioned on the center side of the second flow path 36 because the second control valve 142 closes the outside of the second flow path 36. It flows along the wall surface of the wall 134.
  • the gas that has flowed in flows toward the center side, flows so as to pass from the center side of the valve stem 33b or the center of the outside, hits the valve head 33a, and approaches the center side. In this way, it flows into the combustion chamber 12. In this way, the airflow flowing through the second flow path 36 flows into the center side of the combustion chamber 12.
  • the amount of gas flowing into the first flow path 35 is adjusted by the difference in opening between the second flow path 36 and the first flow path 35.
  • the airflow in the first flow path 35 through which the airflow flowing into the center of the combustion chamber 12 is controlled by the first control valve 41, the flow velocity of the airflow flowing into the center of the combustion chamber 12 (near the spark plug 15) can be controlled. it can.
  • the airflow flowing in the central position can be strengthened by bringing the airflow of the second flow path 36 toward the center.
  • the second flow control valve 42 is provided in the second flow path 36.
  • the airflow flowing through 36 is controlled.
  • the 1st control valve 41 becomes easy to flow along the wall surface of intake port 30, and it becomes easy to generate a tumble flow because the lower channel is partially closed, that is, the upper part is opened.
  • the second control valve 42 the opposite side of the partition wall 134 is partially closed and the center side (first flow path 35 side) is opened, so that the airflow flowing to the center position can be strengthened. .
  • the airflow flowing into the first flow path 35 is adjusted by adjusting the opening of the first control valve 41 and the second control valves 42 and 142, but only the opening of the first control valve 41 is adjusted. And the speed of the airflow flowing into the first flow path 35 may be adjusted.
  • the first control valve 41 closes the lower part of the first flow path 35, but the upper part may be closed and the lower part may be opened. Further, both the upper and lower sides may be closed so that the center in the vertical direction opens.
  • valve shape as in the above embodiment, other configurations may be used as long as the flow path can be partially closed.
  • a slide valve that protrudes from the wall surface of the flow path may be used, or a rotary valve that has a rotating structure may be used.
  • the intake port 30 is bifurcated.
  • the intake port 31 may be a single one without being divided.
  • the partition wall 34 may be provided only in the assembly passage 30b on the valve body assembly 23 side.
  • the partition wall 34 is provided only in the valve body assembly 23
  • the airflow in the vicinity of the ignition plug 15 is adjusted in the combustion chamber 12 as compared with the case where the partition wall 34 and the first control valve 41 are not provided. be able to.
  • an existing cylinder head without a partition wall can be used. That is, by attaching the valve body assembly 23 provided with the partition wall 34 and the first control valve 41 (and the second control valve 42) to the existing cylinder head, the airflow in the vicinity of the spark plug 15 can be adjusted.
  • the partition wall 34 may be provided only on the upstream side in the head passage 30a of the intake port 30 as shown in FIG. That is, the partition wall 34 may not reach the bifurcated passage 32. As described above, even if the bifurcated passage 32 is not reached, the airflow in the vicinity of the spark plug 15 can be adjusted in the combustion chamber 12 as compared with the case where the partition wall 34 and the first control valve 41 are not provided.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

Un moteur à combustion interne (10) comprend : une chambre de combustion (12) disposée à l'intérieur d'un cylindre qui contient un piston (11) ; et une bougie d'allumage (15) disposée au centre du plafond de la chambre de combustion. Ce dispositif d'admission d'air pour le moteur à combustion interne (10) comprend : un orifice d'admission d'air (30) communiquant avec la chambre de combustion (12) par l'intermédiaire d'une ouverture d'admission d'air (31) ; et des parois de séparation (34) disposées dans l'orifice d'admission d'air (30) et formant un premier passage d'écoulement (35) qui est situé au centre dans une vue en plan du cylindre, et deux seconds passages d'écoulement (36) qui sont situés des deux côtés du premier passage d'écoulement (35). Une soupape de commande (41) qui peut changer la zone d'ouverture du premier passage d'écoulement (35) est disposée dans le premier passage d'écoulement (35). Une unité de commande de flux d'air (18) amène la soupape de commande (41) à fermer partiellement le côté supérieur et/ou le côté inférieur, par rapport à la direction haut-bas, c'est-à-dire la direction axiale du cylindre, du premier passage d'écoulement (35) pour intensifier ainsi le flux d'air s'écoulant à travers le premier passage d'écoulement (35).
PCT/JP2019/006572 2018-02-23 2019-02-21 Dispositif d'admission d'air pour moteur à combustion interne Ceased WO2019163893A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2018-031322 2018-02-23
JP2018031322A JP2019143612A (ja) 2018-02-23 2018-02-23 内燃機関の吸気装置

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WO2019163893A1 true WO2019163893A1 (fr) 2019-08-29

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PCT/JP2019/006572 Ceased WO2019163893A1 (fr) 2018-02-23 2019-02-21 Dispositif d'admission d'air pour moteur à combustion interne

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Publication number Priority date Publication date Assignee Title
JP7606629B2 (ja) 2021-09-30 2024-12-25 本田技研工業株式会社 内燃機関の吸気構造

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6371423U (fr) * 1986-10-30 1988-05-13
JPH0738665U (ja) * 1993-12-16 1995-07-14 富士重工業株式会社 エンジンの吸気装置
JPH0861072A (ja) * 1994-08-26 1996-03-05 Fuji Heavy Ind Ltd エンジンの吸気制御装置
GB2298896A (en) * 1995-03-17 1996-09-18 Ford Motor Co I.c.engine cylinder charge stratification
JP2000080965A (ja) * 1998-09-04 2000-03-21 Suzuki Motor Corp 内燃機関の吸気装置
WO2002038924A1 (fr) * 2000-10-30 2002-05-16 Hitachi, Ltd. Moteur a cylindre a injection et son procede de commande

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6371423U (fr) * 1986-10-30 1988-05-13
JPH0738665U (ja) * 1993-12-16 1995-07-14 富士重工業株式会社 エンジンの吸気装置
JPH0861072A (ja) * 1994-08-26 1996-03-05 Fuji Heavy Ind Ltd エンジンの吸気制御装置
GB2298896A (en) * 1995-03-17 1996-09-18 Ford Motor Co I.c.engine cylinder charge stratification
JP2000080965A (ja) * 1998-09-04 2000-03-21 Suzuki Motor Corp 内燃機関の吸気装置
WO2002038924A1 (fr) * 2000-10-30 2002-05-16 Hitachi, Ltd. Moteur a cylindre a injection et son procede de commande

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