JP2007315345A - Intake structure for internal combustion chamber - Google Patents

Intake structure for internal combustion chamber Download PDF

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JP2007315345A
JP2007315345A JP2006147973A JP2006147973A JP2007315345A JP 2007315345 A JP2007315345 A JP 2007315345A JP 2006147973 A JP2006147973 A JP 2006147973A JP 2006147973 A JP2006147973 A JP 2006147973A JP 2007315345 A JP2007315345 A JP 2007315345A
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egr
fresh air
pipe
internal combustion
curved
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Kenji Fujita
賢二 藤田
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Toyota Industries Corp
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    • 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
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    • Y02T10/12—Improving ICE efficiencies

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Abstract

<P>PROBLEM TO BE SOLVED: To provide an intake structure for an internal combustion engine, capable of accelerating the mixture of EGR gas and fresh air. <P>SOLUTION: An EGR combination pipe 33c is arranged between an upper horizontal pipe 18a and a lower horizontal pipe 18b and connected to a curved pipe 18c. Herein, when a position of changing the direction of the curved shape of a curved portion 18 is defined as an inflection point S and the axial center line of the EGR combination pipe 33c is defined as a center axial line L, the EGR combination pipe 33c is connected to the curved pipe 18c so that the center axial line L is located on the downstream side of the inflection point S. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

この発明は内燃機関の吸気構造に係り、特に、Ｖ型エンジンのように２つのバンクを有すると共に２つのバンク間で不等間隔に爆発が生じる内燃機関の吸気構造に関する。   The present invention relates to an intake structure for an internal combustion engine, and more particularly to an intake structure for an internal combustion engine that has two banks as in a V-type engine and causes explosions at unequal intervals between the two banks.

ＥＧＲガスと新気との混合を促進するための従来の内燃機関の吸気構造が、例えば、特許文献１〜３に記載されている。特許文献１に記載されるＶ型ディーゼルエンジンは、各バンクへ供給される新気が流通する通路をＹ字状に合流させると共にその合流部分にＥＧＲガスを戻すことにより、新気とＥＧＲガスとが効率よく混合されるようにして、気筒間におけるＥＧＲ率（新気とＥＧＲガスとの混合気中におけるＥＧＲガスの割合）のばらつきを低減させている。特許文献２及び３のエンジンは、インテークマニホールドに湾曲部を設けると共にその湾曲部にＥＧＲガスを戻すことにより、新気とＥＧＲガスとを混合しやすくさせている。   For example, Patent Documents 1 to 3 describe a conventional intake structure for an internal combustion engine for promoting the mixing of EGR gas and fresh air. The V-type diesel engine described in Patent Document 1 joins a passage through which fresh air supplied to each bank circulates in a Y shape, and returns EGR gas to the merged portion, so that fresh air, EGR gas, and Is efficiently mixed, and variation in the EGR rate (the ratio of EGR gas in the mixture of fresh air and EGR gas) between the cylinders is reduced. In the engines of Patent Documents 2 and 3, the intake manifold is provided with a curved portion and the EGR gas is returned to the curved portion, thereby facilitating mixing of fresh air and EGR gas.

特開２００５−１３３６４４号公報JP 2005-133644 A 実開昭６３−２００６５５号公報Japanese Utility Model Publication No. 63-200655 実開平１−１３００５７号公報Japanese Utility Model Publication No. 1-130057

しかしながら、特許文献１のＶ型ディーゼルエンジンにおいて、２つの新気の合流部は淀み領域になるため、ＥＧＲガスがこの合流部に入りにくくなり、ＥＧＲガスの還流量が減少してしまうといった問題点があった。また、Ｖ型ディーゼルエンジンにおいて、特許文献２及び３のようにインテークマニホールドへＥＧＲガスを戻す構成にすると、各バンク間で不等間隔に爆発が生じる場合には各ポートで吸気及び排気の圧力脈動が一定にならないため、たとえ新気とＥＧＲガスとの混合が向上したとしても、各気筒でのＥＧＲ率が同じにならないといった問題点があった。   However, in the V-type diesel engine disclosed in Patent Document 1, the two fresh air merged portions are in a stagnation region, so that the EGR gas is difficult to enter the merged portion, and the amount of EGR gas recirculation decreases. was there. Further, in the V-type diesel engine, when the EGR gas is returned to the intake manifold as in Patent Documents 2 and 3, if explosions occur at unequal intervals between the banks, the pressure pulsation of the intake and exhaust air at each port Therefore, even if the mixing of fresh air and EGR gas is improved, there is a problem that the EGR rate in each cylinder does not become the same.

この発明はこのような問題点を解決するためになされたもので、ＥＧＲガスと新気との混合を促進することのできる内燃機関の吸気構造を提供することを目的とする。   The present invention has been made to solve such a problem, and an object of the present invention is to provide an intake structure for an internal combustion engine that can promote mixing of EGR gas and fresh air.

２つのバンクを有し各バンク間で不等間隔に爆発が生じる内燃機関の吸気構造において、各バンクに連通し、新気が流通する２つの新気通路と、一端が各バンクに連通し、内燃機関の排気ガスの一部がＥＧＲガスとして流通する２つのＥＧＲ管と、２つのＥＧＲ管に連通する１つのＥＧＲ合流管とを備え、２つの新気通路は、それらの一部分が互いに合流すると共にＵ字状に湾曲して形成された湾曲部を有し、ＥＧＲ合流管の中心軸線が湾曲部の変曲点よりも下流側に位置するように、ＥＧＲ合流管が湾曲部に接続されていることを特徴とする。湾曲部の変曲点の下流側には、新気の流れの乱れが強く圧力の低い剥離領域が形成されるので、ＥＧＲ合流管を流通するＥＧＲガスは剥離領域に流入しやすくなる。   In an intake structure of an internal combustion engine having two banks and causing explosions at irregular intervals between the banks, two fresh air passages that communicate with each bank and through which fresh air circulates and one end communicates with each bank, Two EGR pipes in which a part of the exhaust gas of the internal combustion engine flows as EGR gas and one EGR merging pipe communicating with the two EGR pipes are provided. And the EGR merging tube is connected to the bending portion so that the central axis of the EGR merging tube is located downstream of the inflection point of the bending portion. It is characterized by being. A separation region where the turbulence of the fresh air is strong and the pressure is low is formed on the downstream side of the inflection point of the curved portion, so that the EGR gas flowing through the EGR junction pipe easily flows into the separation region.

この発明によれば、２つのバンクに連通し、新気が流通する２つの新気通路と、一端が各バンクに連通し、ＥＧＲガスが流通する２つのＥＧＲ管と、２つのＥＧＲ管に連通する１つのＥＧＲ合流管とを備え、２つの新気通路は、それらの一部分が互いに合流すると共にＵ字状に湾曲して形成された湾曲部を有し、ＥＧＲ合流管の中心軸線が湾曲部の変曲点よりも下流側に位置するように、ＥＧＲ合流管が湾曲部に接続されている。湾曲部の変曲点の下流側には、新気の流れの乱れが強く圧力の低い剥離領域が形成されることにより、ＥＧＲ合流管を流通するＥＧＲガスは剥離領域に流入しやすくなるので、ＥＧＲガスと新気との混合を促進することができる。   According to the present invention, two new air passages that communicate with two banks and through which fresh air circulates, two EGR pipes that communicate with one bank at one end, and two EGR pipes through which EGR gas circulates, communicate with two EGR pipes. The two new air passages have a curved portion formed by being bent in a U shape and a part of the two fresh air passages being joined to each other, and the central axis of the EGR merged tube is a curved portion. The EGR merging pipe is connected to the bending portion so as to be located downstream of the inflection point. Since the separation region where the flow of fresh air is strongly disturbed and the pressure is low is formed on the downstream side of the inflection point of the curved portion, the EGR gas flowing through the EGR merging pipe easily flows into the separation region. Mixing of EGR gas and fresh air can be promoted.

以下、この発明の実施の形態を添付図面に基づいて説明する。
図１に、この実施の形態に係る吸気構造を備えた内燃機関の模式図を示す。内燃機関であるディーゼルエンジン１は、２つのバンク３ａ，３ｂを有するＶ型８気筒ディーゼルエンジンである。各バンク３ａ，３ｂはそれぞれ４つの気筒６を有している。各バンク３ａ，３ｂにはそれぞれ、各気筒６に２つの吸気ポート７を介して連通するインテークマニホールド１４が接続され、各気筒６に２つの排気ポート５を介して連通するエキゾーストマニホールド１５が接続されている。各インテークマニホールド１４にはそれぞれ、新気通路１７ａ，１７ｂが接続されている。すなわち、新気通路１７ａ，１７ｂは、各インテークマニホールド１４を介して、各バンク３ａ，３ｂに連通している。インテークマニホールド１４の近傍で、新気通路１７ａ，１７ｂは、それらの一部分が合流すると共にＵ字状に湾曲することにより、湾曲部１８を形成している。 Embodiments of the present invention will be described below with reference to the accompanying drawings.
FIG. 1 shows a schematic diagram of an internal combustion engine provided with an intake structure according to this embodiment. The diesel engine 1 which is an internal combustion engine is a V-type 8-cylinder diesel engine having two banks 3a and 3b. Each bank 3a, 3b has four cylinders 6 respectively. Each bank 3a, 3b is connected to an intake manifold 14 that communicates with each cylinder 6 via two intake ports 7, and an exhaust manifold 15 that communicates with each cylinder 6 via two exhaust ports 5. ing. Fresh air passages 17a and 17b are connected to each intake manifold 14, respectively. That is, the fresh air passages 17a and 17b communicate with the banks 3a and 3b through the intake manifolds 14, respectively. In the vicinity of the intake manifold 14, the fresh air passages 17 a and 17 b form a curved portion 18 by being partly joined and curved in a U shape.

図２に示されるように、湾曲部１８は、新気通路１７ａ，１７ｂの合流部分１７ｄに形成された開口１７ｃから鉛直下方に向かって延びた後、水平方向に向きを変えて、新気通路１７ａ，１７ｂの上流方向に向かって延びる上水平管１８ａを有している。上水平管１８ａの端部には、Ｕ字状に１８０°湾曲した湾曲管１８ｃの一端が接続されている。湾曲管１８ｃの他端には、新気通路１７ａ，１７ｂの下流方向に向かって延びる下水平管１８ｂの一端が接続されている。下水平管１８ｂの他端は、鉛直下方に向きを変えて延びた後、新気通路１７ａ，１７ｂの分岐部分１７ｅに形成された開口１７ｆに接続されている。   As shown in FIG. 2, the curved portion 18 extends vertically downward from an opening 17 c formed in the merged portion 17 d of the fresh air passages 17 a and 17 b, and then changes its direction in the horizontal direction, so that the fresh air passage An upper horizontal pipe 18a extending in the upstream direction of 17a, 17b is provided. One end of a curved tube 18c that is curved in a U shape by 180 ° is connected to the end of the upper horizontal tube 18a. One end of a lower horizontal pipe 18b extending in the downstream direction of the fresh air passages 17a and 17b is connected to the other end of the bending pipe 18c. The other end of the lower horizontal pipe 18b extends vertically downward and is connected to an opening 17f formed in the branch portion 17e of the fresh air passages 17a and 17b.

図１に示されるように、湾曲部１８よりも上流側において、新気通路１７ａ，１７ｂにはそれぞれ、過給機１１のコンプレッサー２３と、新気の流量を調整するディーゼルスロットルバルブ２７とが設けられている。コンプレッサー２３とディーゼルスロットルバルブ２７との間には、インタークーラー２５が設けられている。インタークーラー２５は内部で冷却室２５ａ，２５ｂの２つに仕切られており、冷却室２５ａは新気通路１７ａ上に配置されると共に冷却室２５ｂは新気通路１７ｂに配置されている。冷却室２５ａ，２５ｂの出口２５ａ１，２５ｂ１は、連通管１９によって連通されている。   As shown in FIG. 1, on the upstream side of the curved portion 18, the fresh air passages 17a and 17b are respectively provided with a compressor 23 of the supercharger 11 and a diesel throttle valve 27 for adjusting the flow rate of the fresh air. It has been. An intercooler 25 is provided between the compressor 23 and the diesel throttle valve 27. The intercooler 25 is internally partitioned into two cooling chambers 25a and 25b. The cooling chamber 25a is disposed on the fresh air passage 17a, and the cooling chamber 25b is disposed on the fresh air passage 17b. The outlets 25a1 and 25b1 of the cooling chambers 25a and 25b are communicated with each other through a communication pipe 19.

各エキゾーストマニホールド１５にはそれぞれ排気管９が接続され、各排気管９には、過給機１１のタービン１３が設けられている。また、各エキゾーストマニホールド１５にはそれぞれ、ＥＧＲ管３３ａ，３３ｂの一端が接続されている。すなわち、ＥＧＲ管３３ａ，３３ｂの一端はそれぞれ、各バンク３ａ，３ｂに連通している。ＥＧＲ管３３ａ，３３ｂにはそれぞれ、ＥＧＲクーラー３５とＥＧＲバルブ３７が設けられている。ＥＧＲ管３３ａ，３３ｂの他端はそれぞれ、ミキサ２９に接続されている。ミキサ２９にはＥＧＲ合流管３３ｃの一端が接続され、ＥＧＲ合流管３３ｃの他端は、湾曲部１８の湾曲管１８ｃに接続されている。したがって、ＥＧＲ合流管３３ｃは、ミキサ２９を介して、２つのＥＧＲ管３３ａ，３３ｂに連通している。   An exhaust pipe 9 is connected to each exhaust manifold 15, and a turbine 13 of the supercharger 11 is provided in each exhaust pipe 9. Further, one end of each of the EGR pipes 33a and 33b is connected to each exhaust manifold 15. That is, one end of the EGR pipes 33a and 33b communicates with the banks 3a and 3b, respectively. The EGR pipes 33a and 33b are provided with an EGR cooler 35 and an EGR valve 37, respectively. The other ends of the EGR pipes 33a and 33b are connected to the mixer 29, respectively. One end of an EGR merging pipe 33 c is connected to the mixer 29, and the other end of the EGR merging pipe 33 c is connected to the bending pipe 18 c of the bending portion 18. Accordingly, the EGR junction pipe 33 c communicates with the two EGR pipes 33 a and 33 b via the mixer 29.

図３に示されるように、ＥＧＲ合流管３３ｃは、上水平管１８ａ及び下水平管１８ｂに挟まれるように配置されると共に湾曲管１８ｃに接続されている。すなわち、ＥＧＲ合流管３３ｃは、湾曲管１８ｃの湾曲の内側に接続されている。ここで、湾曲部１８の湾曲形状の向きが変わる位置を変曲点Ｓと定義し、ＥＧＲ合流管３３ｃの軸方向の中心線を中心軸線Ｌと定義すると、中心軸線Ｌが変曲点Ｓよりも下流側に位置するように、ＥＧＲ合流管３３ｃが湾曲管１８ｃに接続されている。   As shown in FIG. 3, the EGR junction pipe 33c is disposed so as to be sandwiched between the upper horizontal pipe 18a and the lower horizontal pipe 18b, and is connected to the curved pipe 18c. That is, the EGR merging pipe 33c is connected to the inside of the bending of the bending pipe 18c. Here, if the position where the direction of the curved shape of the bending portion 18 changes is defined as the inflection point S, and the center line in the axial direction of the EGR merging pipe 33c is defined as the center axis L, the center axis L is greater than the inflection point S. Also, the EGR junction pipe 33c is connected to the bending pipe 18c so as to be located downstream.

次に、この実施の形態に係る吸気構造を備えた内燃機関の動作を説明する。
図１に示されるように、ディーゼルエンジン１が始動すると、ディーゼルエンジン１の外部から新気が取り入れられて、新気通路１７ａ，１７ｂのそれぞれを新気が流通する。新気通路１７ａ，１７ｂのそれぞれを流通する新気は、過給機１１のコンプレッサー２３によって圧縮された後、インタークーラー２５の冷却室２５ａ，２５ｂにそれぞれ流入して冷却される。冷却室２５ａ，２５ｂにおいて冷却された新気はそれぞれ、出口２５ａ１，２５ｂ１から流出すると、連通管１９を介して混合される。これにより、インタークーラー２５より下流の新気通路１７ａ，１７ｂにはそれぞれ均等に新気が分配されるようになり、新気の圧力脈動が低減される。 Next, the operation of the internal combustion engine provided with the intake structure according to this embodiment will be described.
As shown in FIG. 1, when the diesel engine 1 is started, fresh air is introduced from the outside of the diesel engine 1, and fresh air flows through the fresh air passages 17a and 17b. The fresh air flowing through each of the fresh air passages 17a and 17b is compressed by the compressor 23 of the supercharger 11, and then flows into the cooling chambers 25a and 25b of the intercooler 25 to be cooled. The fresh air cooled in the cooling chambers 25a and 25b flows out of the outlets 25a1 and 25b1, respectively, and is mixed through the communication pipe 19. As a result, fresh air is evenly distributed to the fresh air passages 17a and 17b downstream of the intercooler 25, and the pressure pulsation of fresh air is reduced.

その後、新気通路１７ａ，１７ｂを流通する新気はそれぞれ、ディーゼルスロットルバルブ２７によって流量が制御されて、合流部分１７ｄにおいて合流する。合流した新気は、開口１７ｃから湾曲部１８に流入する。湾曲部１８を流通した新気は、分岐部分１７ｅにおいて、開口１７ｆを介して、再び新気通路１７ａ，１７ｂのそれぞれに分配され、各インテークマニホールド１４に流入する。各インテークマニホールド１４において、新気は各吸気ポート７を介して各気筒６内に吸入される。   Thereafter, the flow rate of fresh air flowing through the fresh air passages 17a and 17b is controlled by the diesel throttle valve 27, and merges at the merge portion 17d. The merged fresh air flows into the bending portion 18 from the opening 17c. The fresh air flowing through the curved portion 18 is distributed again to each of the fresh air passages 17a and 17b through the opening 17f in the branch portion 17e, and flows into the intake manifolds 14. In each intake manifold 14, fresh air is sucked into each cylinder 6 via each intake port 7.

各気筒６内の新気は、図示しないピストンによって圧縮されて、燃料が添加されることにより燃焼する。各気筒６内で順次に燃焼が起こることにより、バンク３ａ，３ｂ間で不等間隔に爆発が生じる。燃焼後、各気筒６内に排気ガスが生成され、排気ポート５を介してエキゾーストマニホールド１５に排出される。各エキゾーストマニホールド１５内の排気ガスは、その一部がＥＧＲガスとしてＥＧＲ管３３ａ，３３ｂのそれぞれに流入し、残りが各排気管９に流入する。各排気管９を流通する排気ガスが過給機１１のタービン１３を駆動することにより、前述したコンプレッサー２３が駆動される。一方、ＥＧＲ管３３ａ，３３ｂのそれぞれを流通するＥＧＲガスは、各ＥＧＲクーラー３５によって冷却された後、各ＥＧＲバルブ３７によって流量が制御され、ミキサ２９に流入して混合される。これにより、ＥＧＲガスの圧力脈動が低減される。ミキサ２９において混合されたＥＧＲガスは、ＥＧＲ合流管３３ｃを流通して湾曲部１８内に流入し、湾曲部１８を流通する新気と混合される。   The fresh air in each cylinder 6 is compressed by a piston (not shown) and burned by adding fuel. As combustion sequentially occurs in each cylinder 6, explosions occur at unequal intervals between the banks 3a and 3b. After combustion, exhaust gas is generated in each cylinder 6 and is discharged to the exhaust manifold 15 via the exhaust port 5. A part of the exhaust gas in each exhaust manifold 15 flows into each of the EGR pipes 33 a and 33 b as EGR gas, and the rest flows into each exhaust pipe 9. The exhaust gas flowing through each exhaust pipe 9 drives the turbine 13 of the supercharger 11 to drive the compressor 23 described above. On the other hand, the EGR gas flowing through each of the EGR pipes 33a and 33b is cooled by each EGR cooler 35, and then the flow rate is controlled by each EGR valve 37 to flow into the mixer 29 and mixed. Thereby, the pressure pulsation of EGR gas is reduced. The EGR gas mixed in the mixer 29 flows through the EGR junction pipe 33 c and flows into the bending portion 18, and is mixed with fresh air flowing through the bending portion 18.

次に、湾曲部１８における新気とＥＧＲガスとの混合について、図３に基づいてさらに詳細に説明する。
湾曲部１８に流入した新気は、上水平管１８ａを流通した後、湾曲管１８ｃに流入し、湾曲管１８ｃの湾曲形状に沿って流通する。この際、湾曲管１８ｃの湾曲の内側であって変曲点Ｓよりもやや下流、すなわち、湾曲管１８ｃとＥＧＲ合流管３３ｃとの接続部分付近に、新気の流れの乱れが強く圧力の低い剥離領域（斜線部分）が形成される。このため、ＥＧＲ合流管３３ｃを流通するＥＧＲガスが湾曲管１８ｃに流入する際、圧力の低い剥離領域に流入しやすくなる。また、剥離領域は新気の流れの乱れが強いために、剥離領域に流入されたＥＧＲガスは新気と良好に混合される。さらに、剥離領域は、湾曲管１８ｃにおいて変曲点Ｓよりもやや下流に形成されることにより、剥離領域内の新気及びＥＧＲガスの混合ガスが周囲の新気の流れに押されて下流に流れやすくなるので、ＥＧＲガスが湾曲部１８を逆流して、上流に配置されるディーゼルスロットルバルブ２７（図１参照）に吹き返すことがなくなる。この結果、湾曲部１８において、湾曲部１８を流通する新気とＥＧＲ合流管３３ｃを流通したＥＧＲガスとの混合が促進される。 Next, the mixing of fresh air and EGR gas in the curved portion 18 will be described in more detail based on FIG.
The fresh air flowing into the bending portion 18 flows through the upper horizontal tube 18a, then flows into the bending tube 18c, and flows along the curved shape of the bending tube 18c. At this time, the turbulence of the fresh air is strong and low in pressure inside the curved tube 18c and slightly downstream of the inflection point S, that is, in the vicinity of the connection portion between the curved tube 18c and the EGR merging tube 33c. A peeling region (shaded portion) is formed. For this reason, when EGR gas which distribute | circulates the EGR confluence | merging pipe | tube 33c flows in into the bending pipe 18c, it becomes easy to flow into the peeling area | region with a low pressure. Further, since the flow of fresh air is strongly disturbed in the separation region, the EGR gas that has flowed into the separation region is well mixed with fresh air. Further, the separation region is formed slightly downstream of the inflection point S in the curved tube 18c, so that the mixed gas of fresh air and EGR gas in the separation region is pushed by the flow of the surrounding fresh air and is downstream. Since it becomes easy to flow, the EGR gas does not flow backward through the curved portion 18 and blow back to the diesel throttle valve 27 (see FIG. 1) disposed upstream. As a result, in the bending portion 18, mixing of fresh air flowing through the bending portion 18 and EGR gas flowing through the EGR merging pipe 33c is promoted.

このように、ディーゼルエンジン１において、２つの新気通路１７ａ，１７ｂはそれらの一部分が互いに合流すると共にＵ字状に湾曲して形成された湾曲部１８を有し、ＥＧＲ合流管３３ｃの中心軸線Ｌが湾曲部１８の変曲点Ｓよりも下流側に位置するように、ＥＧＲ合流管３３ｃが湾曲部１８に接続されている。湾曲部１８の変曲点Ｓの下流側には、新気の流れの乱れが強く圧力の低い剥離領域が形成されることにより、ＥＧＲ合流管３３ｃを流通するＥＧＲガスは剥離領域に流入しやすくなるので、ＥＧＲガスと新気との混合を促進することができる。   As described above, in the diesel engine 1, the two fresh air passages 17a and 17b have a curved portion 18 formed by being curved in a U shape while part of them merges with each other, and the central axis of the EGR merging pipe 33c. The EGR merging pipe 33 c is connected to the bending portion 18 so that L is located downstream of the inflection point S of the bending portion 18. On the downstream side of the inflection point S of the bending portion 18, a separation region where the turbulence of the fresh air is strong and the pressure is low is formed, so that the EGR gas flowing through the EGR junction pipe 33 c easily flows into the separation region. Therefore, mixing of EGR gas and fresh air can be promoted.

この実施の形態では、管状のＥＧＲ合流管３３ｃが湾曲管１８ｃに接続されているが、これに限定するものではない。ＥＧＲ合流管３３ｃの端部が二又に分岐して湾曲管１８ｃに接続されてもいいし、端部がラッパ状（末広がり状）の形状を有して湾曲管１８ｃに接続されてもよい。
また、この実施の形態では、湾曲部１８は変曲点Ｓに対して対称なＵ字状であったが、この形状に限定するものではない。湾曲部１８におけるＵ字状の形状とは、変曲点Ｓに対して完全には対称となっていない略Ｕ字形状のものも含む。 In this embodiment, the tubular EGR merging pipe 33c is connected to the curved pipe 18c, but the present invention is not limited to this. The end of the EGR merging pipe 33c may be bifurcated and connected to the bending pipe 18c, or the end may be connected to the bending pipe 18c having a trumpet shape (end-swelling shape).
Further, in this embodiment, the curved portion 18 has a U-shape that is symmetrical with respect to the inflection point S, but is not limited to this shape. The U-shaped shape of the curved portion 18 includes a substantially U-shaped shape that is not completely symmetric with respect to the inflection point S.

この発明の実施の形態に係る吸気構造を備えた内燃機関の模式図である。1 is a schematic view of an internal combustion engine provided with an intake structure according to an embodiment of the present invention. この実施の形態に係る吸気構造の湾曲部周辺の斜視図である。It is a perspective view around the curved part of the air intake structure according to this embodiment. この実施の形態に係る吸気構造において、湾曲部とＥＧＲ合流管との接続部分の構造を示す詳細図である。In the intake structure according to this embodiment, it is a detailed view showing the structure of the connecting portion between the bending portion and the EGR merging pipe.

符号の説明Explanation of symbols

１ ディーゼルエンジン（内燃機関）、３ａ，３ｂ バンク、１７ａ，１７ｂ 新気通路、１８ 湾曲部、３３ａ，３３ｂ ＥＧＲ管、３３ｃ ＥＧＲ合流管、Ｌ （ＥＧＲ合流管３３ｃの）中心軸線、Ｓ （湾曲部１８の）変曲点。   DESCRIPTION OF SYMBOLS 1 Diesel engine (internal combustion engine), 3a, 3b bank, 17a, 17b Fresh air passage, 18 Bending part, 33a, 33b EGR pipe, 33c EGR merging pipe, L (EGR merging pipe 33c) center axis, S (bending part) 18) inflection point.

Claims (1)

２つのバンクを有し各バンク間で不等間隔に爆発が生じる内燃機関の吸気構造において、
各バンクに連通し、新気が流通する２つの新気通路と、
一端が各バンクに連通し、前記内燃機関の排気ガスの一部がＥＧＲガスとして流通する２つのＥＧＲ管と、
前記２つのＥＧＲ管に連通する１つのＥＧＲ合流管と
を備え、
前記２つの新気通路は、それらの一部分が互いに合流すると共にＵ字状に湾曲して形成された湾曲部を有し、
前記ＥＧＲ合流管の中心軸線が前記湾曲部の変曲点よりも下流側に位置するように、前記ＥＧＲ合流管が前記湾曲部に接続されていることを特徴とする内燃機関の吸気構造。 In the intake structure of an internal combustion engine that has two banks and explosions occur at irregular intervals between each bank,
Two new air passages that communicate with each bank and through which fresh air circulates,
Two EGR pipes, one end of which communicates with each bank and a part of the exhaust gas of the internal combustion engine circulates as EGR gas;
One EGR junction pipe communicating with the two EGR pipes,
The two fresh air passages have a curved portion formed by bending a portion of them into a U-shape while joining together.
An intake structure for an internal combustion engine, wherein the EGR merging pipe is connected to the bending portion so that a central axis of the EGR merging pipe is located downstream of an inflection point of the bending portion.
JP2006147973A 2006-05-29 2006-05-29 Intake structure for internal combustion chamber Pending JP2007315345A (en)

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010065601A (en) * 2008-09-10 2010-03-25 Fuji Heavy Ind Ltd Exhaust gas recirculating device of diesel engine
JP2010222975A (en) * 2009-03-19 2010-10-07 Mitsubishi Motors Corp Exhaust gas recirculation device
JP2010222976A (en) * 2009-03-19 2010-10-07 Mitsubishi Motors Corp Exhaust gas recirculation device
JP5459318B2 (en) * 2009-11-09 2014-04-02 株式会社Ｉｈｉ Oxygen mixing equipment for oxyfuel boilers
JP2017040212A (en) * 2015-08-20 2017-02-23 日産自動車株式会社 engine

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010065601A (en) * 2008-09-10 2010-03-25 Fuji Heavy Ind Ltd Exhaust gas recirculating device of diesel engine
JP2010222975A (en) * 2009-03-19 2010-10-07 Mitsubishi Motors Corp Exhaust gas recirculation device
JP2010222976A (en) * 2009-03-19 2010-10-07 Mitsubishi Motors Corp Exhaust gas recirculation device
JP5459318B2 (en) * 2009-11-09 2014-04-02 株式会社Ｉｈｉ Oxygen mixing equipment for oxyfuel boilers
JP2017040212A (en) * 2015-08-20 2017-02-23 日産自動車株式会社 engine

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