JPS58135323A - Air inlet device for diesel engine - Google Patents
Air inlet device for diesel engineInfo
- Publication number
- JPS58135323A JPS58135323A JP57017820A JP1782082A JPS58135323A JP S58135323 A JPS58135323 A JP S58135323A JP 57017820 A JP57017820 A JP 57017820A JP 1782082 A JP1782082 A JP 1782082A JP S58135323 A JPS58135323 A JP S58135323A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- air inlet
- valve
- combustion chamber
- helical
- 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
Links
- 238000002485 combustion reaction Methods 0.000 claims abstract description 34
- 238000011144 upstream manufacturing Methods 0.000 abstract description 2
- 239000000446 fuel Substances 0.000 description 12
- 239000006185 dispersion Substances 0.000 description 4
- 238000002347 injection Methods 0.000 description 3
- 239000007924 injection Substances 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000005611 electricity Effects 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
Classifications
-
- 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
- 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
- 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
- F02F1/4228—Helically-shaped channels
-
- 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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- 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
- F02F2001/247—Arrangement of valve stems in cylinder heads the valve stems being orientated in parallel 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
Description
【発明の詳細な説明】 本発明は、ディーゼルエンジンの吸気機構に関する。[Detailed description of the invention] The present invention relates to an intake mechanism for a diesel engine.
直接噴射式ディーゼルエンジンは、燃費や出力等の性能
を向上するには、燃焼室に噴射した燃料の分散を良好に
して空気と燃料の混合を充分に行い、かつ、燃焼室に吸
入する空電の量を多くして体積効率を増加させることが
必要である。従来、燃焼室の燃料の分散を良好にするた
め、燃焼室の吸気ポートをヘリカル形状にして、ヘリカ
ル吸気ホー）から燃焼室に流入する空気にスワールを発
生させ、そのスワールによって燃焼室の燃料を良好に分
散させることが行なわれている。ところが、ヘリカル吸
気ポートは吸気の流動損失が多いため、燃焼室に吸入さ
れる空気の量が減少して体積効率が低下し、また、エン
ジンの低速運転時にはスワール速度が遅くて燃料の分散
が不充分であり、逆に、高速運転時には、スワール速度
が速すぎていわゆるオーバースワールとなり、スワール
に噴霧した燃料同志が干渉し、燃料の分散が却って懸く
なるという問題がある。そこで、この問題を解決するた
め、燃焼室にスワール起生用の吸気ポートとスワールを
起生じない吸気ポートとごそれぞれ連通して設け、両吸
気ポートにそれぞれ同時に開閉する吸気弁を設け、両吸
気ボートの始端側分岐部にいずれか一方の吸気ポートの
流路を絞る流入制御弁を設け、エンジンの低速運転時に
はスワールを起生じない吸気ポートの流路を絞ってスワ
ール起生用の吸気ポートに多くの空気を流入させ、逆に
、高速運転時にはスワール起生用の吸気ポートの流路を
絞ってスワー）Ｖを起生じない吸気ポートに多くの空気
を流入させる吸気機構が発明された。この吸気機構は、
吸気の流動損失が多いスワール起生用吸気ポートの使用
率を低減して、エンジンの運転条件に応じた速度のスワ
ールを起生させることを意図しているが、しかし、両吸
気ポートの吸気弁の開閉時期をそれぞれ各吸気ポートに
適した時期に設定することができず、また、両吸気ポー
トの流路を同時に絞ることができないことから、まだ充
分なものとは言い難い。In order to improve performance such as fuel efficiency and output, a direct injection diesel engine requires good dispersion of the fuel injected into the combustion chamber to ensure sufficient mixing of air and fuel, and static electricity sucked into the combustion chamber. It is necessary to increase the volumetric efficiency by increasing the amount of . Conventionally, in order to improve the dispersion of fuel in the combustion chamber, the intake port of the combustion chamber was made into a helical shape, and a swirl was generated in the air flowing into the combustion chamber from the helical intake hole.The swirl caused the fuel in the combustion chamber to be dispersed. Good dispersion has been achieved. However, the helical intake port has a large flow loss of intake air, which reduces the amount of air taken into the combustion chamber and reduces volumetric efficiency.Furthermore, when the engine is running at low speed, the swirl speed is slow and fuel is not dispersed. On the other hand, during high-speed operation, the swirl speed is too high, resulting in so-called over-swirl, which causes the fuel sprayed in the swirl to interfere with each other, making it more difficult to disperse the fuel. Therefore, in order to solve this problem, an intake port for generating swirl and an intake port that does not cause swirl are provided in the combustion chamber to communicate with each other, and intake valves that open and close at the same time are installed in both intake ports. An inflow control valve that restricts the flow path of one of the intake ports is installed at the branch on the starting end side of the boat, and when the engine is running at low speed, the flow path of the intake port that does not cause swirl is restricted and the flow path of the intake port is used to generate swirl. An intake mechanism has been invented that allows a large amount of air to flow in, and conversely, during high-speed operation, narrows the flow path of the intake port for generating swirl so that a large amount of air flows into the intake port that does not cause swirl. This intake mechanism is
The intention is to reduce the usage rate of the swirl-generating intake ports, which have a high flow loss of intake air, and to generate swirl at a speed that matches the engine operating conditions. It is not possible to set the opening/closing timing of each intake port to a timing suitable for each intake port, and the flow paths of both intake ports cannot be narrowed at the same time, so it is still far from sufficient.
このような従来の状況からして、本発明の目的は、燃焼
室に噴射した燃料の分散？良好にするスワールを起生さ
せ、かつ、吸気の流動損失を低減して燃焼室の体積効率
を増加させることができるディーゼルエンジンの吸気機
構を提供することである。Considering this conventional situation, the purpose of the present invention is to disperse the fuel injected into the combustion chamber. An object of the present invention is to provide an intake mechanism for a diesel engine that can generate a good swirl, reduce flow loss of intake air, and increase the volumetric efficiency of a combustion chamber.
本発明者は、上記σｌ目的を達成するため、先ず、燃焼
室の吸気ポートに設けた吸気弁の開閉時期に着眼したの
である。吸気弁が一般に開放又は閉鎖する上死点又は下
死点付近においては、吸気ポートから燃焼室に流入する
吸気の速度が遅く、スワールを起生させるのには適さな
いが、吸気の流動損失が少く、逆に、上死点と下死点の
中間付近においては、吸気の速度が速く、吸気σ）流動
損失が多いが、スワールの起生に適することから、強ス
ワール起生用吸気ポートの吸気弁は弱ヌワール起生用吸
気ボートの吸気弁より遅く開弁じて早く閉弁することに
考え及んだのである。In order to achieve the above-mentioned object σl, the present inventor first focused on the opening/closing timing of the intake valve provided at the intake port of the combustion chamber. Near top dead center or bottom dead center, where the intake valve generally opens or closes, the speed of intake air flowing into the combustion chamber from the intake port is slow, which is not suitable for generating swirl, but the flow loss of intake air is On the other hand, near the middle between top dead center and bottom dead center, the intake speed is high and there is a lot of intake air flow loss, but this is suitable for generating swirl, so the intake port for strong swirl generation is The idea was to open the intake valve later and close it earlier than the intake valve of the intake boat for generating weak noise.
即ち、第１発明は、ディーゼルエンジンの燃焼室に、強
スワール起生用のヘリカル吸気ポートと、弱ヌワーμ起
生月タンジエンシャル吸気ポートとをそれぞれ連通して
設け、ヘリカル吸気ポートに設けた吸気弁をタンジエン
シャμ吸気ポートに設けた吸気弁より遅く開弁して早く
閉弁するように設定し、タンジエンシャｐ吸気ポートに
ディーゼルエンジンの運転条件に応じて作動する絞り弁
を設けたことを特徴とするディーゼルエンジンの吸気機
構である。That is, the first invention provides a combustion chamber of a diesel engine with a helical intake port for generating a strong swirl and a tangential intake port for generating a weak swirl, which are connected to each other, and are provided in the helical intake port. The intake valve is set to open later and close earlier than the intake valve installed in the Tangiensha μ intake port, and the Tangiensha P intake port is equipped with a throttle valve that operates according to the operating conditions of the diesel engine. This is the intake mechanism of a diesel engine.
第１発明の吸気機構においては、エンジンの低速運転時
に多くの空気が流入するヘリカル吸気ポートに設けた吸
気弁がスワールの起生に適した期間にのみ開放するので
、従来においてはスワールの起生が充分ではなかった低
速運転時に、燃焼室算
燃料の分散を良好にする充分なスワ−／Ｌ’を起生させ
ることができ、また、高速運転時に多くの空気 ５−
が流入するタンジエンシャル吸気ポートに設けた吸気弁
が吸気の流動損失の少ない期間に開放するので、従来に
おいては吸気の流動損失が多かった高速運転時に、吸気
の流動損失を低減して燃焼室の体積効率を増加させるこ
とができる。In the intake mechanism of the first invention, the intake valve provided at the helical intake port through which a large amount of air flows in during low-speed operation of the engine opens only during a period suitable for generating swirl. It is possible to generate sufficient swath/L' to improve the dispersion of the fuel in the combustion chamber during low-speed operation, where the amount of air is insufficient, and to create a tangential flow that allows a large amount of air to flow during high-speed operation. The intake valve installed at the intake port opens during periods when intake air flow loss is low, reducing intake air flow loss and increasing the volumetric efficiency of the combustion chamber during high-speed operation, where intake air flow loss was conventionally high. be able to.
次に１本発明者は、タンジエンシャル吸気ポートのみな
らず強スワール起生用のヘリカル吸気ポートにも絞り弁
を設ければ５ヘリカル吸気ボートの流入空気量を制御す
ることにより高速運転時のオーバースワールを防止する
ことができることに考え及んだのである。Next, the inventor proposed that if a throttle valve is provided not only at the tangential intake port but also at the helical intake port for generating strong swirl, the amount of air flowing into the helical intake boat can be controlled during high-speed operation. The idea was to prevent overswirl.
即ち、第２発明は、ディーゼルエンジンの燃焼室にヘリ
カル吸気ポートとタンジエンシャル吸気ポートとをそれ
ぞれ連通して設け、ヘリカル吸気ポートに設けた吸気弁
をタンジエンシャル吸気ポートに設けた吸気弁より遅く
開弁して早く閉弁するように設定し、タンジエンシャル
吸気ポートとヘリカル吸気ポートの両吸気ポートにそれ
ぞれエンジンの運転条件に応じて作動する絞り弁を設け
たことを特徴とするディーゼルエンジンの吸気機 ６−
構である。That is, in the second invention, a helical intake port and a tangential intake port are provided in a combustion chamber of a diesel engine so as to communicate with each other, and the intake valve provided in the helical intake port is configured to be lower than the intake valve provided in the tangential intake port. A diesel engine that is set to open late and close early, and that both tangential intake ports and helical intake ports are provided with throttle valves that operate according to engine operating conditions. This is the intake machine 6- structure.
第２発明の吸気機構においては、第１発明のそれと同様
に、低速運転時に充分なスワール２起生させることがで
きると共に、高速運転時に吸気の流動損失を低減させる
ことができる上に、高速運転時のオーバースワールを防
止することができる。In the intake mechanism of the second invention, as in the first invention, it is possible to generate sufficient swirl 2 during low-speed operation, reduce the flow loss of intake air during high-speed operation, and also reduce the flow loss during high-speed operation. Time overswirl can be prevented.
次に、本発明の実施例について説明する。Next, examples of the present invention will be described.
第１実施例（第１図乃至第３図参照）
本例のディーゼルエンジンの吸気機構は、ＫＭ噴射式ｊ
気筒直列型ディーゼルエンジンの各燃焼室（１）にヘリ
カル吸気ポート（２）とタンジエンシャル吸気ポート（
３）とをそれぞれ連通して設け、各ヘリカル吸気ポート
（２）と各タンジエンシャル吸気ボート（３）の上流端
をそれぞれ吸気管（５）に接続したサージタンク（４）
Ｇこ接続し、ヘリカル状に形成した各ヘリカル吸気ポー
ト（２）の下流端と燃焼室（１）の周方向に向って彎曲
した各タンジエンシャル吸気ポート（３）の下流端にそ
れぞれ吸気弁（６） 、 （７）を装置し、第３図に両
吸気弁（６） 、 （７）の弁リフト線図を示すように
、ヘリカル吸気ポート（２）の吸気弁（６）の開弁時期
Ｐ、タンジエンシャル吸気ボート（３）の吸気弁（７）
のそれより遅く、上死点乃至上死点後ＳＯｏの範囲に設
定し、かつ、ヘリカル吸気ポートの吸気弁（６）の閉弁
時期を、タンジエンシャル吸気ポートの吸気弁（７）の
それより早く、下死点乃至下死点後グσの範囲に設定し
、各タンジエンシャル吸気ボート（３）の途中にそれぞ
れ絞り弁（８）を装置し、各絞り弁（８）の弁軸をそれ
ぞれリンク機構、９）を介して弁開度制御装置−の出力
回転軸０υに接続し、エンジンの燃料噴射量、吸気圧力
や回転数等の運転条件から最適な速度のスワールが形成
される絞り弁（８）の開度２算出してその開度を弁開度
制御装置００に指令する中央処理装置、いわゆるＣＰＵ
Ｑ４を設けている。First embodiment (see Figures 1 to 3) The intake mechanism of the diesel engine of this example is a KM injection type j
A helical intake port (2) and a tangential intake port (
3) are provided in communication with each other, and the upstream ends of each helical intake port (2) and each tangential intake boat (3) are respectively connected to the intake pipe (5).
Intake valves are installed at the downstream end of each helical intake port (2) that is connected in a helical shape and at the downstream end of each tangential intake port (3) that is curved in the circumferential direction of the combustion chamber (1). (6) and (7) are installed, and the intake valve (6) of the helical intake port (2) is opened as shown in the valve lift diagram of both intake valves (6) and (7) in Figure 3. Period P, intake valve (7) of tangential intake boat (3)
The closing timing of the intake valve (6) of the helical intake port is later than that of the intake valve (7) of the tangential intake port. The throttle valve (8) is installed in the middle of each tangential intake boat (3), and the valve stem of each throttle valve (8) are connected to the output rotation axis 0υ of the valve opening control device through a link mechanism (9), respectively, and a swirl of the optimum speed is formed based on operating conditions such as engine fuel injection amount, intake pressure and rotation speed. A central processing unit, so-called CPU, which calculates the opening degree 2 of the throttle valve (8) and commands the opening degree to the valve opening degree control device 00.
Q4 has been established.
なお、各燃焼室（１）にはそれぞれ排気外付の２連の排
気ホー）Ｑ３を連通して設けている。In addition, each combustion chamber (1) is provided with two external exhaust hoses Q3 in communication with each other.
本例の吸気機構においては、エンジンの低速運転時に、
弱い吸入スワールを起生ずる各タンジエンシャル吸気ポ
ート（３）の絞り弁（８）が閉鎖し、強い吸入スワール
を起生ずる各ヘリカル吸気ポート（２）から各燃焼室（
１）に吸気が流入し、しかも、各ヘリカル吸気ポートの
吸気弁（６）が遅く開いて早く閉まりスワールの起生に
適した期間に開放するので、強いスワールを起生ずる各
ヘリカ／ｌ／吸気ボート（２）から強いスワー＃を起生
する期間に各燃焼室（１）に吸気が流入し、各燃焼室（
１）に強いスワールが発生し、各燃焼室（１）に噴霧し
た燃料がその強いスワールによって良好に分散される。In the intake mechanism of this example, when the engine is operating at low speed,
The throttle valve (8) of each tangential intake port (3), which generates a weak intake swirl, closes, and the throttle valve (8) of each tangential intake port (3), which generates a weak intake swirl, closes, and the flow from each helical intake port (2), which generates a strong intake swirl, to each combustion chamber (
1), and since the intake valve (6) of each helical intake port opens late and closes early, opening at a period suitable for generating a swirl, each helical/l/intake generates a strong swirl. During the period when a strong swirl # occurs from the boat (2), intake air flows into each combustion chamber (1), and each combustion chamber (
A strong swirl is generated in 1), and the fuel sprayed into each combustion chamber (1) is well dispersed by the strong swirl.
エンジンの高速運１１Ｆ［には、各タンジエンシャル吸
気ボートの絞り弁（８）が開放し、各燃焼室（１）に、
吸気の流動損失の少ないタンジエンシャル吸気ポート（
３）から多くの吸気が、吸気の流動損失の多いヘリカル
吸気ポート（２）から少しの吸気がそれぞれ流入し、し
かも、各タンジエンシャル吸気ボートの吸気弁（７）が
早く開いて遅く閉ｆｖ吸俄の流動損失が少ない期間に開
放するので、各燃焼室（１）に流入する吸気の流動損失
が少なく各燃焼室（１）の体積効率が良い。During engine high-speed operation 11F, the throttle valve (8) of each tangential intake boat is opened, and each combustion chamber (1) is
Tangential intake port with less flow loss of intake air (
A large amount of intake air flows from 3), and a small amount of intake air flows from the helical intake port (2), which has a large flow loss of intake air, and the intake valves (7) of each tangential intake boat open early and close late fv. Since it is opened during a period when the flow loss during intake is small, the flow loss of the intake air flowing into each combustion chamber (1) is small and the volumetric efficiency of each combustion chamber (1) is good.
第、２実施例（第１図と第５図参照）
本例のディーゼルエンジンの吸気機構ハ、前例のそれと
比較すると、各タンジエンシャル吸気ポート（３）のみ
ならず各ヘリカル吸気ポート（２）にも絞 ９−
り弁０４とその弁開度制御装置（ｌｉ’９を同様に設け
ている。その他の点は、前例のそれと同様であるので、
第を図と第Ｓ図に同一部分に同一符号を付してその説明
【省略する。Second Embodiment (See Figures 1 and 5) The intake mechanism of the diesel engine of this example is compared with that of the previous example. The throttle valve 04 and its valve opening control device (li'9) are also provided in the same way.Other points are the same as those in the previous example, so
Identical parts in Figures 1 and 5 are denoted by the same reference numerals and their explanations are omitted.
本例の吸気機構においては、エンジンの高速運転時に、
各タンジエンシャル吸気ボートの絞り弁（８）が全開す
る一方、各ヘリカル吸気ポートの絞す弁０弔が少し閉鎖
し、強い吸入スワールを起生ずる各ヘリカル吸気ポート
（２）から各燃焼室（１）に流入する吸気の量が減少し
て、各燃焼室（１）にオーバースワールが発生するのが
防止される。In the intake mechanism of this example, when the engine is running at high speed,
While the throttle valve (8) of each tangential intake boat is fully open, the throttle valve 0 of each helical intake port is slightly closed, causing a strong intake swirl from each helical intake port (2) to each combustion chamber ( The amount of intake air flowing into the combustion chambers (1) is reduced, thereby preventing overswirl from occurring in each combustion chamber (1).
第１図は本発明の第１実施例のディーゼルエンジンの吸
気機構の平面図、第２図は同吸気機構の一部斜視図、第
３図は同吸気機構の両吸気弁の弁リフト線図であり、第
１図は第２実施例のディーゼルエンジンの吸気機構の平
面図、第５図は同吸気機構の一部斜視図である。
１：燃焼室 ２：ヘリカル吸気ポート３：タンジ
エンシャル吸気ボート
１０−
６：吸気弁 ７：吸気弁
８：絞り弁 １４：絞り弁
特許出願人 株式会社豊田中央研究所 １１−
第１図
第２図
６１
第３図
ＴＤＣ４０８０１２０１６０ＢＤＣ２００クランク角度
（０）Fig. 1 is a plan view of an intake mechanism of a diesel engine according to a first embodiment of the present invention, Fig. 2 is a partial perspective view of the same intake mechanism, and Fig. 3 is a valve lift diagram of both intake valves of the same intake mechanism. FIG. 1 is a plan view of an intake mechanism of a diesel engine according to a second embodiment, and FIG. 5 is a partial perspective view of the intake mechanism. 1: Combustion chamber 2: Helical intake port 3: Tangential intake boat 10- 6: Intake valve 7: Intake valve 8: Throttle valve 14: Throttle valve Patent applicant Toyota Central Research Institute Co., Ltd. 11- Fig. 1, 2 Figure 61 Figure 3 TDC4080120160BDC200 crank angle (0)
Claims (2)
ポートとタンジエンシャル吸気ポートとをそれぞれ連通
して設け、ヘリカル吸気ボートトに設けた吸気弁の開弁
時期をタンジエンシャル吸気ボートに設けた吸気弁のそ
れより遅く、かつ、ヘリカル吸気ポートの吸気弁の閉弁
時期をタンジエンシャル吸気ポートの吸気弁のそれよジ
早く設定し、タンシエンシャル吸気ポートにディーゼル
エンジンの運転条件に応じて作動する絞・ジ弁を設けた
ことを特徴とするディーゼルエンジンの吸気機構。(1) A helical intake port and a tangential intake port are provided in communication with each other in the combustion chamber of a diesel engine, and the opening timing of the intake valve provided on the helical intake boat is adjusted to the opening timing of the intake valve provided on the tangential intake boat. The closing timing of the intake valve of the helical intake port is set later than that and earlier than that of the intake valve of the tangential intake port. -A diesel engine intake mechanism characterized by the provision of a di-valve.
ポートとタンジエンシャル吸気ポートとをそれぞれ連通
して設け、ヘリカル吸気ポートに設けた吸気弁の開弁時
期をタンジエンシャル吸気ポートに設けた吸気弁のそれ
より遅く、かつ、ヘリカル吸気ポートの吸気弁の閉弁時
期をタンジエンシャル吸気ポートの吸気弁のそれより早
く設定し、タンジエンシャル吸気ボートとヘリカル吸気
ポートにそれぞれディーゼルエンジンの運転条件に応じ
て作動する絞り弁を設けたことを特徴とするディーゼル
エンジンの吸気機構。(2) A helical intake port and a tangential intake port are provided in communication with each other in the combustion chamber of a diesel engine, and the opening timing of the intake valve provided on the helical intake port is determined by the opening timing of the intake valve provided on the tangential intake port. The closing timing of the intake valve of the helical intake port is set later than that and earlier than that of the intake valve of the tangential intake port, and the tangential intake boat and helical intake port are set respectively according to the operating conditions of the diesel engine. An intake mechanism for a diesel engine, characterized by being provided with a throttle valve that is operated by the engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57017820A JPS58135323A (en) | 1982-02-05 | 1982-02-05 | Air inlet device for diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57017820A JPS58135323A (en) | 1982-02-05 | 1982-02-05 | Air inlet device for diesel engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58135323A true JPS58135323A (en) | 1983-08-11 |
| JPS6145048B2 JPS6145048B2 (en) | 1986-10-06 |
Family
ID=11954362
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57017820A Granted JPS58135323A (en) | 1982-02-05 | 1982-02-05 | Air inlet device for diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58135323A (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60175861U (en) * | 1984-04-28 | 1985-11-21 | いすゞ自動車株式会社 | Diesel engine EGR device |
| JPS61277815A (en) * | 1985-05-31 | 1986-12-08 | Ishikawajima Shibaura Kikai Kk | Intake apparatus of direct injection type diesel engine |
| US5429086A (en) * | 1994-02-14 | 1995-07-04 | Cummins Engine Company, Inc. | Shared runner intake ports for I.C. engine |
| JPH0765514B2 (en) * | 1985-03-05 | 1995-07-19 | モト−レン−ヴエルケ マンハイム アクチエンゲゼルシヤフト フオ−ルマ−ルス ベンツ アプタイルング シユタツイオネ−レル モト−レンバウ | Diesel engine |
| US6047473A (en) * | 1997-12-24 | 2000-04-11 | Ford Global Technologies, Inc. | Inlet port flat wall section |
| US6772729B2 (en) * | 2001-06-28 | 2004-08-10 | Delphi Technologies, Inc. | Swirl port system for a diesel engine |
| KR100513449B1 (en) * | 2002-09-27 | 2005-09-09 | 현대자동차주식회사 | Swirl control system |
| CN102191995A (en) * | 2010-03-08 | 2011-09-21 | 通用汽车环球科技运作有限责任公司 | Internal combustion engine port design layout for enhanced in-cylinder swirl generation |
-
1982
- 1982-02-05 JP JP57017820A patent/JPS58135323A/en active Granted
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60175861U (en) * | 1984-04-28 | 1985-11-21 | いすゞ自動車株式会社 | Diesel engine EGR device |
| JPH0332771Y2 (en) * | 1984-04-28 | 1991-07-11 | ||
| JPH0765514B2 (en) * | 1985-03-05 | 1995-07-19 | モト−レン−ヴエルケ マンハイム アクチエンゲゼルシヤフト フオ−ルマ−ルス ベンツ アプタイルング シユタツイオネ−レル モト−レンバウ | Diesel engine |
| JPS61277815A (en) * | 1985-05-31 | 1986-12-08 | Ishikawajima Shibaura Kikai Kk | Intake apparatus of direct injection type diesel engine |
| US5429086A (en) * | 1994-02-14 | 1995-07-04 | Cummins Engine Company, Inc. | Shared runner intake ports for I.C. engine |
| US6047473A (en) * | 1997-12-24 | 2000-04-11 | Ford Global Technologies, Inc. | Inlet port flat wall section |
| US6772729B2 (en) * | 2001-06-28 | 2004-08-10 | Delphi Technologies, Inc. | Swirl port system for a diesel engine |
| KR100513449B1 (en) * | 2002-09-27 | 2005-09-09 | 현대자동차주식회사 | Swirl control system |
| CN102191995A (en) * | 2010-03-08 | 2011-09-21 | 通用汽车环球科技运作有限责任公司 | Internal combustion engine port design layout for enhanced in-cylinder swirl generation |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6145048B2 (en) | 1986-10-06 |
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