JP2000073888A - Structure of inertial supercharging intake manifold in multi-cylinder internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To directly support a surge tank to a common flange connected to an internal combustion engine by mutually approaching the common flange and the surge tank, and integrally connecting the both so that the common flange extends substantially in parallel to one outside surface of the surge tank. SOLUTION: An intake manifold 8 to an internal combustion engine 1 is formed of a surge tank 10 having an intake air inlet pipe 9, four branch pipes 11-14, and a common flange 15 for connecting one-side ends of the branch pipes to the longitudinal side surface of a cylinder head 2. The common flange 15 and the surge tank 10 are arranged in mutually approached positions and integrally connected so that the common flange 15 extends substantially in parallel to one side surface of the surge tank 10. The common flange 15 is connected to the longitudinal side surface of the cylinder head 2 by fastening by a plurality of bolts 16 so that each branch pipe 11-14 communicates with the intake port 4-7 of an intake port A1-A4 to each cylinder.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a multi-cylinder internal combustion engine such as a four-cylinder internal combustion engine which is configured to supercharge by an inertia effect among intake manifolds for distributing intake air from an air cleaner to respective cylinders. The present invention relates to the structure of the intake manifold.

[0002]

2. Description of the Related Art Generally, an inertia supercharging type intake manifold of this type has a relatively long branch pipe independent for each cylinder, and a common flange for joining one end of each branch pipe to an internal combustion engine. And a surge tank connected to the other end of each of the branch pipes and provided with an inlet for intake air.
No. 65, etc., the surge tank is separated from a common flange to be attached to an internal combustion engine, and the interval is connected by a plurality of branch pipes to cast aluminum or an alloy thereof. Produced at

[0003]

In the intake manifold of this configuration, a throttle body or a carburetor having a considerable weight is attached to the surge tank. In the case of disposing the surge tank away from the common flange, the surge tank is
Since it must be configured to be integrally connected via a stay member or to be supported via a separate stay member, the entire intake manifold is enlarged by the distance that the surge tank is separated from the common flange. In addition to the necessity of the above-mentioned stay member, the thickness of the common flange is increased or an appropriate rib is integrally provided to improve the sealing performance when joining the common flange to the internal combustion engine. Since it is necessary to secure the weight, the weight increases, and in particular, when the support is performed via a separate stay member, there is a problem that the number of parts and the number of assembling steps increase. .

Conventionally, the entire intake manifold having the common flange, the surge tank, and the respective branch pipes connecting them is manufactured by casting aluminum or an alloy thereof. There is also a problem that the surface roughness on the inner surface is rough and the flow resistance of the intake air is large. An object of the present invention is to provide a structure of an inertia supercharged intake manifold that solves these problems.

[0005]

In order to achieve the technical object, the present invention provides a multi-cylinder internal combustion engine having a relatively long branch pipe independent for each cylinder, and one end of each branch pipe connected to the internal combustion engine. In the intake manifold consisting of a common flange for joining to, and a surge tank to which the other end of each of the branch pipes is connected, the common flange and the surge tank are brought close to each other, and both of them are The common flange is integrally connected so as to extend substantially parallel to one outer surface of the surge tank. "

[0006]

As described above, the common flange and the surge tank are brought close to each other, and the two are integrally connected so that the common flange extends substantially parallel to one outer surface of the surge tank. Accordingly, the surge tank can be directly supported on the common flange joined to the internal combustion engine, while the common flange can be reinforced by the surge tank.

Therefore, according to the present invention, the surge tank can be brought closer to the common flange joined to the internal combustion engine, so that the entire intake manifold can be made smaller than before. And
In addition to eliminating the need to provide a stay member to support the surge tank on the common flange as in the past, the common flange can be reinforced by the surge tank, which reduces the weight of the common flange. As a result, the entire intake manifold can be made considerably lighter than before.

Further, as described in claim 2, the common flange and the surge tank integrally connected are made of a hard synthetic resin, and each branch pipe connecting between the common flange and the surge tank is made of a hard synthetic resin. In addition to reducing the weight of the entire intake manifold by using resin, the inner surface of each branch pipe becomes smoother, greatly reducing the flow resistance of intake air compared to casting the intake manifold. It can be reduced.

Further, as described in claim 3, each branch pipe extends laterally from the common flange through the upper side of the surge tank when viewed from the axial direction of the crankshaft of the internal combustion engine. Each branch that must be lengthened in order to achieve inertial supercharging by curving downward outside the surge tank and further curving upward below the surge tank and connected to the lower surface of the surge tank Since the pipe can be disposed so as to substantially surround the surge tank, both the height dimension of the entire intake manifold and the projection dimension from the internal combustion engine increase the length of each branch pipe. Therefore, it is possible to reliably avoid the simultaneous increase due to the above, and it is possible to reduce the size of the intake manifold.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings in the case of an intake manifold for an internal combustion engine having four cylinders. In FIG.
Indicates a four-cylinder internal combustion engine in which four cylinders A1, A2, A3, and A4 are arranged in series along the axial direction 1a of the crankshaft. The intake ports 4, 5, 6, 7 to the cylinders A1, A2, A3, A4 are open.

Reference numeral 8 denotes an intake manifold for the internal combustion engine 1. The intake manifold 8 is provided with a surge tank 1 having an intake inlet pipe 9 protruding upward on the upper surface.
0 and four long branch pipes 11, 12, 1
3, 14 and the branch pipes 11, 12, 13,
A common flange 15 joining one end of the cylinder head 14 to the longitudinal side surface 3 of the cylinder head 2 of the internal combustion engine 1;
These surge tank 10, each branch pipe 11, 1
2, 13, 14 and the common flange 15 are all made of thermoplastic hard synthetic resin such as polyamide resin (nylon).

Then, the common flange 15 and the surge tank 10 are disposed at positions adjacent to each other, and the two are arranged such that the common flange 15 extends substantially parallel to one outer surface of the surge tank 10. The common flange 15 is connected to the branch pipes 11 and 1 with respect to the longitudinal side surface 3 of the cylinder head 2.
The two, 13, and 14 are joined by a plurality of bolts 16 so as to communicate with the intake ports 4, 5, 6, and 7 to the cylinders A1, A2, A3, and A4.

Further, as shown in FIG. 1 which is a plan view, a surge tank 10 in the intake manifold 8 is provided with a second cylinder located at the center among the cylinders A1, A2, A3 and A4.
A throttle body 17 provided with a throttle valve (not shown) is provided at a position between the cylinder A2 and the third cylinder A3, and at the upper end of the intake inlet pipe 9 on the upper surface of the surge tank 10.

Further, on the lower surface of the surge tank 10, four connection portions 18, 19, 20, 21 for the respective branch pipes 11, 12, 13, 14 are provided, while the respective branch pipes 11, 12,. 13, 14
Aligned to the same length, the direction of the axis of the crankshaft 1a
As shown in FIG. 2 which is a side view seen from the side, the lateral direction extends from the common flange 15 attached to the longitudinal side surface 3 of the cylinder head 2 through the upper side of the surge tank 10 and then downwards outside the surge tank 10. , And further upward at the lower side of the surge tank 10, so that each connection portion 18, 19, 20,
21.

In this case, each branch pipe 11, 12, 13, 14 is connected to the common flange 15 by inserting one end of each branch pipe 11, 12, 13, 14 into the common flange 15. Later
Each of the branch pipes 11, 12, 13, and 14 has a connection portion 18, 1 on the lower surface of the surge tank 10 which is fixed by an adhesive or heat fusion.
Connections to 9, 20, 21 are made in each branch pipe 1
1, 12, 13, and 14 are connected to the connecting portions 18 and 1 respectively.
It is configured to be inserted into 9, 20, 21 and then fixed by an adhesive or heat fusion.

As described above, the common flange 15 and the surge tank 10 are disposed at locations close to each other, and the common flange 15 is connected to the surge tank 10 by the common flange 15.
The common flange 15 is connected to the longitudinal side surface 3 of the cylinder head 2 with each branch pipe 1 so as to extend substantially in parallel with one outer surface of the branch pipe 1.
1, 12, 13, and 14 are referred to as the cylinders A1, A2, A3,
By joining by fastening with a plurality of bolts 16 so as to communicate with the intake ports 4, 5, 6, 7 to A4,
The surge tank 10 can be directly supported on a common flange 15 joined to the cylinder head 2 of the internal combustion engine, while the common flange 1
5 can be reinforced by the surge tank 10.

Further, since the surge tank 10, the branch pipes 11, 12, 13, and 14 and the common flange 15 are made of a hard synthetic resin, the intake manifold 8 is provided.
In addition to being able to reduce the weight of the whole, the inner surfaces of the branch pipes 11, 12, 13, and 14 become smoother.
The flow resistance of intake air can be greatly reduced. Further, the branch pipes 11, 12, 13, and 14 are laterally extended from the common flange 15 attached to the longitudinal side surface 3 of the cylinder head 2 through the upper side of the surge tank 10 in a side view. Each of the connection portions 1 on the lower surface of the surge tank 10 is bent downward on the outside of the surge tank 10 and upward on the lower side of the surge tank 10.
8, 19, 20, and 21, the surge tank 10 is connected to the longitudinal side surface 3 of the cylinder head 2.
The cylinders A1,
Since the branch pipes 11, 12, 13, and 14 having a long length with respect to A2, A3, and A4 can be disposed so as to substantially surround the outside of the surge tank 10, the height dimension of the entire intake manifold 8 is measured. H and the protrusion dimension L from the longitudinal side surface 3 to the outer side surface of the cylinder head 2 are both the respective branch pipes 11, 12, 13, and 14.
Can be reliably prevented from increasing at the same time due to the lengthening of.

[Brief description of the drawings]

FIG. 1 is a plan view showing an embodiment of the present invention.

FIG. 2 is a side view taken along the line II-II of FIG.

FIG. 3 is an enlarged sectional view taken along line III-III of FIG. 1;

FIG. 4 is an enlarged sectional view taken along the line IV-IV in FIG. 1;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Internal combustion engine A1, A2, A3, A4 Cylinder 2 Cylinder head 3 Longitudinal side surface of cylinder head 4, 5, 6, 7 Intake port 8 Intake manifold 9 Intake inlet pipe 10 Surge tank 11, 12, 13, 14 Branch pipe 15 Common Flange 16 Bolt 17 Throttle body 18, 19, 20, 21 Connection

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Yoshihiro Kimoto 2-1-1 Taoyuan, Ikeda-shi, Osaka Daihatsu Industry Co., Ltd. (72) Inventor Mikio Nakajima 1 Toyota Town, Toyota-shi, Aichi Prefecture Toyota Motor F term in the company (reference) 3G031 AA15 AB05 AC01 BA07 BA14 DA30 HA01 HA04 HA08 HA10 HA11

Claims (3)

[Claims] 1. A relatively long branch pipe independent for each cylinder in a multi-cylinder internal combustion engine, a common flange for joining one end of each branch pipe to the internal combustion engine, In an intake manifold comprising a surge tank to which an end is connected, the common flange and the surge tank are brought close to each other, and both of them are arranged such that the common flange extends substantially parallel to one outer surface of the surge tank. An inertia supercharged intake manifold structure for a multi-cylinder internal combustion engine, which is integrally connected. 2. The apparatus according to claim 1, wherein said common flange and said surge tank are made of hard synthetic resin, and each branch pipe connecting between said common flange and said surge tank is made of hard synthetic resin. The structure of the inertia supercharged intake manifold in the described multi-cylinder internal combustion engine. 3. Each of the branch pipes extends laterally from an upper side of the surge tank from the common flange as viewed from an axial direction of a crankshaft of the internal combustion engine, and then curves downward outside the surge tank. 3. The structure of an inertia supercharged intake manifold in a multi-cylinder internal combustion engine according to claim 1, wherein the surge tank is further curved upwardly below the surge tank and connected to a lower surface of the surge tank.