JP2008284953A - Intake device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress degradation of the mountability, in an intake device for an internal combustion engine for feeding air for heat insulation by using a fan. <P>SOLUTION: An intake pipe 40 is provided, which guides air for combustion sucked from an air intake 45 to an internal combustion engine 20. A double pipe part 400 is provided on the intake pipe 40, which comprises an inner pipe 41 with air for combustion being distributed therein and an outer pipe 42 with the inner pipe 41 being inserted via a space 43 and with air for heat insulation flowing therein. The space 43 between the inner pipe 41 and the outer pipe 42 is divided into a plurality of heat insulation air passages 43a, 43b in the flow direction of the air for heat insulation. The plurality of heat insulation air passages 43a, 43b are connected with each other via a connection part 62 for connecting ends on the side closer to the internal combustion engine 20 to each other. An end on the side farther from the internal combustion engine 20 in at least one heat insulation air passage 43b among the plurality of heat insulation air passages 43a, 43b is connected with a space on the upstream side of the air flow of a fan 302 for feeding air to a radiator 300. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an intake device for an internal combustion engine that controls the temperature of combustion air taken into the internal combustion engine.

  The lower the temperature of the combustion air sucked into the internal combustion engine, the higher the charging efficiency and the generated torque. In view of this, air that does not pass through the radiator, in other words, relatively low-temperature air that has not been heated by the radiator is known to be sucked into the internal combustion engine. However, even if low-temperature combustion air is inhaled, the combustion air receives the heat in the engine room while passing through the intake passage, and the temperature rises considerably near the intake port of the internal combustion engine. There is a problem in that the generated torque of the internal combustion engine cannot be increased sufficiently even when low-temperature combustion air is sucked.

On the other hand, an intake device for an internal combustion engine has been proposed in which an intake path is configured by a double pipe and a heat supply air is supplied to an outer pipe using a fan that supplies air to a radiator (for example, Patent Documents). 1).
JP 2006-160142 A

  However, the intake device for an internal combustion engine described in Patent Document 1 requires a connecting duct for connecting the air flow downstream end of the outer pipe and the fan air flow upstream space. While the downstream end of the outer pipe on the air flow side is disposed in the vicinity of the internal combustion engine, the fan is disposed at a position away from the internal combustion engine, so that the length of the connecting duct in the longitudinal direction of the vehicle is increased. For this reason, there is a problem that the required mounting space for the entire internal combustion engine intake device becomes large, and the mounting property deteriorates. In addition, since the connecting duct is provided, there is a problem that the number of parts increases and the cost increases.

  The present invention has been made in view of the above points, and an object of the present invention is to suppress deterioration in mountability in an intake device for an internal combustion engine that supplies heat insulation air using a fan.

  Another object of the present invention is to suppress an increase in the number of parts in an intake device for an internal combustion engine that supplies air for heat insulation using a fan.

  In order to achieve the above object, according to the present invention, there is provided an intake device for an internal combustion engine (20) mounted on a vehicle, wherein the intake air path that guides combustion air drawn from an air intake port (45) to the internal combustion engine (20). (40), and the intake passage (40) has an inner pipe (41) through which combustion air circulates and an outer pipe through which the inner pipe (41) is inserted via a gap (43) and the heat insulation air flows. The pipe (42) has a double pipe part (400), and a gap (43) between the inner pipe (41) and the outer pipe (42) has a plurality of directions in the flow direction of the heat insulating air. The heat insulating air paths (43a, 43b) are partitioned, and the plurality of heat insulating air paths (43a, 43b) are connected via connecting portions (62) that connect the ends close to the internal combustion engine (20). A plurality of air paths for heat insulation (43a, 3b), the end of the at least one heat insulation air path (43b) far from the internal combustion engine (20) cools the coolant by exchanging heat between the coolant that cools the internal combustion engine (20) and the air. The fan (302) for supplying air to the radiator (300) that communicates with the space upstream of the air flow.

  In this way, the gap (43) between the inner pipe (41) and the outer pipe (42) is partitioned into a plurality of heat insulation air paths (43a, 43b) and a plurality of heat insulation air paths (43a, 43b). By connecting the ends of the side closer to the internal combustion engine (20) and making the heat insulating air U-turn to flow, the air flow downstream end of the heat insulating air path (43a, 43b) and the fan (302) The distance to the space on the upstream side of the air flow can be shortened compared to the conventional one. As a result, the length in the vehicle front-rear direction of the duct connecting the downstream end of the air flow for heat insulation (43a, 43b) and the space upstream of the air flow of the fan (302) is shortened as compared with the prior art. Therefore, it becomes possible to suppress the deterioration of the mountability.

  Further, in the intake device for an internal combustion engine having the above characteristics, an end of the at least one heat insulating air path (43b) far from the internal combustion engine (20) among the plurality of heat insulating air paths (43a, 43b) is a fan. (302) The air flow upstream side space may be directly connected.

  According to this, since it is not necessary to separately provide a duct for connecting the downstream end of the air flow for heat insulation (43a, 43b) and the space upstream of the air flow of the fan (302), the number of parts is increased. Can be suppressed.

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim shows the correspondence with the specific means as described in embodiment mentioned later.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a schematic diagram of a vehicle equipped with an intake device for an internal combustion engine according to the first embodiment.

  As shown in FIG. 1, a bumper facer 10 having an air intake 100 is disposed at the front end of the vehicle, and the bumper facer 10 is attached to a reinforcing member 11. Above the bumper facer 10, a grill 12 having an air intake 120 is disposed. An engine room 13 is formed on the vehicle rear side of the bumper facer 10 and the grill 12, and the upper part of the engine room 13 is covered with a hood 14.

  A water-cooled internal combustion engine 20 is disposed in the engine room 13, and a heat exchange unit 30 is disposed in the engine room 13 on the vehicle rear side of the bumper fascia 10 and on the vehicle front side of the internal combustion engine 20. Has been.

  The heat exchange unit 30 is disposed on the radiator 300, the condenser 301 disposed on the upstream side of the air flow of the radiator 300, the fan 302 disposed on the downstream side of the air flow of the radiator 300, and the downstream side of the air flow of the radiator 300. A shroud 303 is provided.

  The radiator 300 cools the coolant by exchanging heat between the coolant that cools the internal combustion engine 20 and the air. The condenser 301 forms part of a vapor compression refrigeration machine in an air conditioner for performing air conditioning of the passenger compartment, and cools the refrigerant by exchanging heat between the refrigerant and air.

  The fan 302 blows cooling air to the radiator 300 and the condenser 301 and includes blades that generate an air flow and an electric motor that rotates the blades. The shroud 303 guides the air flow so that the air flow generated by the fan 302 passes through the radiator 300 and the condenser 301.

  Combustion air introduced into the internal combustion engine 20 is connected to the internal combustion engine via an intake pipe 40, an air cleaner 50 for purifying the air, an intake manifold (not shown) for distributing air to each cylinder of the internal combustion engine 20, and the like. 20 leads. The intake pipe 40 corresponds to the intake path of the present invention.

  2 is an enlarged cross-sectional view showing the vicinity of the intake pipe 40 in the first embodiment, and FIG. 3 is a cross-sectional view taken along the line AA of FIG.

  As shown in FIGS. 2 and 3, the intake pipe 40 includes an inner pipe 41 through which combustion air flows, and the inner pipe 41 is inserted through a gap 43 to insulate between the inner pipe 41 and the engine room 13. It has the double piping part 400 which consists of the outer piping 42 through which the heat insulation air for doing. A gap 43 between the inner pipe 41 and the outer pipe 42 is partitioned by a partition 44 into two heat insulating air paths 43a and 43b in the air flow direction. That is, between the inner pipe 41 and the outer pipe 42, two heat insulating air paths 43a and 43b are provided in parallel. In the present embodiment, the passage cross-sectional areas of the two heat insulating air paths 43a and 43b are equal.

  As shown in FIG. 2, the end of the inner pipe 41 on the vehicle rear side, that is, the end closer to the internal combustion engine 20 is located on the vehicle rear side than the end of the outer pipe 42 on the vehicle rear side.

  The double pipe part 400 is connected to the air cleaner 50 via the connection pipe part 60. This connection pipe 60 constitutes a part of the intake pipe 40. The connection pipe 60 includes a small diameter part 61 having an inner diameter slightly larger than the outer diameter of the inner pipe 41 and a large diameter part 62 having an inner diameter slightly larger than the outer diameter of the outer pipe 42. The large diameter portion 62 is disposed on the vehicle front side of the small diameter portion 61, that is, on the side closer to the intake pipe 40.

  The end portion on the vehicle front side of the small-diameter portion 61 is a first fitting portion 610 into which the end portion on the vehicle rear side of the inner pipe 41 enters and fits. Further, the end portion of the large-diameter portion 62 on the vehicle front side is a second fitting portion 620 into which the end portion on the vehicle rear side of the outer pipe 42 enters and fits. The double pipe part 400 and the connection pipe 60 are fixed by fitting the outer pipe 42 to the large diameter part 62 and fitting the inner pipe 41 to the small diameter part 62. At this time, the two heat insulating air paths 43 a and 43 b in the double pipe portion 400 communicate with each other via the large diameter portion 62. The large diameter portion 62 corresponds to the connection portion of the present invention.

  In addition, a bellows portion 63 is formed in the small diameter portion 61 of the connection pipe 60, so that vibration absorption, assembly variation absorption, and assembly workability are improved.

  Returning to FIG. 1, the inner pipe 41 has a first air inlet 45. The first air intake port 45 is located on the vehicle rear side of the grill 12, and air immediately after flowing into the engine room 13, in other words, cool air that has not passed through the radiator 300 and the condenser 301, enters the inner pipe 41. It has come to introduce. The first air suction port 45 corresponds to the air suction port of the present invention.

  Of the two heat insulating air paths 43a and 43b, the end of the first heat insulating air path 43a disposed on the vehicle upper side, that is, on the vehicle front side, that is, the side far from the internal combustion engine 20, is the heat insulating air path 43a. , 43b is a second air suction port 46 for introducing heat insulation air. The second air intake port 46 is located on the vehicle rear side of the grill 12, and air immediately after flowing into the engine room 13, in other words, cool air that has not passed through the radiator 300 and the condenser 301, is insulated from the air path 43 a. , 43b.

  On the other hand, of the two heat insulating air paths 43a and 43b, the end portion on the vehicle front side of the second heat insulating air path 43b arranged on the vehicle lower side is the air flow downstream side of the radiator 300 and the air of the fan 302. It communicates with the part space upstream of the flow. Specifically, the end portion on the vehicle front side of the outer pipe 42 constituting the second heat insulating air path 43b is a bent portion 47 bent at a right angle toward the vehicle lower side, and the vehicle lower portion of the bent portion 47 is below the vehicle. The end of the side is connected to the surface of the shroud 303 on the vehicle upper side. Thus, air is sucked into the heat insulating air paths 43a and 43b by the negative pressure generated by the fan 302.

  In the present embodiment, the double pipe portion 400 and the connection pipe 60 are both made of resin.

  Next, the detailed structure of the double piping part 400 in this embodiment is demonstrated.

  FIG. 4 is an exploded perspective view showing the double pipe section 400 in the first embodiment. In FIG. 4, the first and second air inlets 45 and 46 and the bent portion 47 are not shown.

  As shown in FIG. 4, the double pipe portion 400 includes a first semi-cylindrical member 71 having a shape obtained by vertically dividing a cylinder having both ends opened in half, and a second semi-cylindrical member having a larger diameter than the first semi-cylindrical member 71. Two hollow semi-cylindrical members 70 each having a member 72 and a connecting member 73 that connects the end portions in the circumferential direction of two semi-cylindrical members 71 and 72 spaced apart from each other in the axial direction are provided. And the double piping part 400 is formed by combining the two hollow half cylinder members 70 so that each connection member 73 may contact.

  More specifically, a protrusion 73a that protrudes toward the other hollow semi-cylindrical member 70 is provided in the connecting member 73 of one hollow semi-cylindrical member 70 of the two hollow semi-cylindrical members 70 in the axial direction. Is formed. Further, the connecting member 73 of the other hollow semi-cylindrical member 70 is formed with a groove portion 73b that fits with the protruding portion 73a in the axial direction. Then, the two hollow half-cylinder members 70 are integrated by fitting the protrusion 73a of one hollow half-cylinder member 70 into the groove 73b of the other hollow half-cylinder member 70, whereby the double pipe part 400 is completed. At this time, the inner pipe 41 is constituted by the two first semi-cylindrical members 71, the outer pipe 42 is constituted by the two second semi-cylindrical members 72, and the partition portion 44 is constituted by the two connecting members 73.

  As described above, the gap 43 between the inner pipe 41 and the outer pipe 42 is partitioned into two heat insulating air paths 43a and 43b, and the two heat insulating air paths 43a and 43b are located closer to the internal combustion engine 20. By connecting the ends to each other and making the heat insulating air U-turn to flow, the distance between the air flow downstream ends of the heat insulating air paths 43a and 43b and the space on the upstream side of the air flow of the fan 302 is compared with the conventional distance. Can be shortened. Therefore, it is possible to directly connect the heat insulating air paths 43a and 43b and the space on the upstream side of the air flow of the fan 302 as in the present embodiment, that is, the air flow upstream of the heat insulating air paths 43a and 43b and the fan 302. Since it is not necessary to separately provide a duct for connecting to the side space, it is possible to suppress deterioration in mountability and increase in the number of parts.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIGS. The same parts as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.

  FIG. 5 is a cross-sectional view showing the double pipe section 400 in the second embodiment, and FIG. 6 is an exploded perspective view showing the double pipe section 400 in the second embodiment. FIG. 5 corresponds to FIG. In FIG. 6, the first and second air inlets 45 and 46 and the bent portion 47 are not shown.

  As shown in FIGS. 5 and 6, the first heat insulating air path 43 a is partitioned by the partition wall 440 into two heat insulating air paths 431 a and 432 a in the air flow direction. Similarly, the second heat insulating air path 43b is also partitioned by the partition wall 440 into two heat insulating air paths 431b and 432b in the air flow direction. Accordingly, the gap 43 between the inner pipe 41 and the outer pipe 42 is partitioned into four heat insulating air paths 431a, 432a, 431b, and 432b in the air flow direction by the partition portion 44 and the partition wall 440.

  As a result, it is possible to obtain the same effect as that of the first embodiment.

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIG. The same parts as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.

  FIG. 7 is an exploded perspective view showing the intake pipe 40 in the third embodiment. In FIG. 7, the first and second air inlets 45 and 46 and the bent portion 47 are not shown.

  As shown in FIG. 5, the intake pipe 40 of the present embodiment has a shape in which a cylindrical cylindrical member 76 having both ends opened and a cylinder having both ends opened larger in diameter than the cylindrical member 76 are vertically divided in half. Two semi-cylindrical members 77 and 78 are provided. And the double piping part 400 is formed by fixing in the state which has arrange | positioned the cylindrical member 76 between the two semi-cylindrical members 77 and 78. FIG.

  More specifically, the cylindrical member 76 is integrally formed with two projecting wall portions 76a projecting radially outward in the axial direction. In the present embodiment, the two protruding wall portions 76a are arranged on the same plane.

  A flange portion 77a of one of the two semi-cylindrical members 77 and 78 (hereinafter referred to as a first semi-cylindrical member 77) has a first flange portion 77a protruding outward in the radial direction. It is formed over. The 1st flange part 77a contacts the surface of the one side of the protrusion wall part 76a.

  A second flange portion 78a protruding outward in the radial direction is provided at the radial end portion of the other half cylindrical member (hereinafter referred to as the second semicylindrical member 78) of the two semicylindrical members 77 and 78. It is formed over the axial direction. The 2nd flange part 78a contacts the surface of the other side of the protrusion wall part 76a.

  An elastically deformable claw portion 78b that protrudes toward the first flange portion 77a is provided at the radially outer end of the second flange portion 78a. The claw portion 78b is formed with a protruding portion 78c that engages with the radially outer end of the first flange portion 77a. Then, with the protruding wall portion 76a sandwiched between the two flange portions 77a and 78a, the double piping portion 400 is engaged by engaging the projection portion 78c with the radially outer end of the first flange portion 77a. Is completed. At this time, the cylindrical member 76 constitutes the inner pipe 41, the two semi-cylindrical members 77 and 78 constitute the outer pipe 42, and the protruding wall portion 76a and the first and second flange portions 77a and 78a form the partition portion 44. Composed.

  As a result, it is possible to obtain the same effect as that of the first embodiment.

(Other embodiments)
In each of the above embodiments, the example in which the double pipe portion 400 is formed by combining a plurality of members has been described. However, the present invention is not limited to this, and as shown in FIG. 8, the inner pipe 41 is formed by gas assist injection molding or the like. And the outer pipe 42 may be integrally formed.

  Moreover, although each said embodiment demonstrated the example which connected directly the edge part of the air flow downstream side of the air paths 43a and 43b for heat insulation, and the space of the air flow upstream side of the fan 302, it is not restricted to this. You may provide the duct which connects air path 43a, 43b for air, and the space of the air flow upstream of the fan 302. FIG. Even in this case, the length of the duct in the vehicle front-rear direction can be shortened as compared with the conventional case, so that deterioration in mountability can be suppressed.

  Moreover, although each said embodiment demonstrated the example which connected the intake piping 40 to the internal combustion engine 20 via the air cleaner 50, you may connect not only to this but to the internal combustion engine 20 directly.

  Moreover, although each said embodiment demonstrated the example which fixed the double piping part 400 and the connection piping 60 by fitting, you may fix by methods, such as not only this but welding and band fixation.

1 is a schematic diagram of a vehicle equipped with an intake device for an internal combustion engine according to a first embodiment. It is an expanded sectional view showing intake piping 40 neighborhood in a 1st embodiment. It is AA sectional drawing of FIG. It is a disassembled perspective view which shows the intake piping 40 in 1st Embodiment. It is sectional drawing which shows the double piping part 400 in 2nd Embodiment. It is a disassembled perspective view which shows the intake piping 40 in 2nd Embodiment. It is a disassembled perspective view which shows the intake piping 40 in 3rd Embodiment. It is a perspective view which shows the intake piping 40 in other embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 20 ... Internal combustion engine, 40 ... Intake piping (intake passage), 41 ... Inner piping, 42 ... Outer piping, 43 ... Clearance, 43a, 43b ... Insulation air passage, 45 ... First air intake port, 62 ... Large diameter part (Connection part), 300 ... radiator, 302 ... fan, 400 ... double piping part.

Claims (2)

An intake device for an internal combustion engine (20) mounted on a vehicle,
An intake passage (40) for guiding combustion air sucked from an air suction port (45) to the internal combustion engine (20);
The intake passage (40) includes an inner pipe (41) through which the combustion air flows and an outer pipe (42) through which the inner pipe (41) is inserted via a gap (43) and through which the heat insulating air flows. )) And a double pipe part (400) consisting of
The gap (43) between the inner pipe (41) and the outer pipe (42) is partitioned into a plurality of heat insulating air paths (43a, 43b) in the flow direction of the heat insulating air,
The plurality of heat insulating air paths (43a, 43b) communicate with each other via a connecting portion (62) that connects ends close to the internal combustion engine (20).
Cooling for cooling the internal combustion engine (20) is provided at an end of the plurality of heat insulation air paths (43a, 43b) on the side farther from the internal combustion engine (20) in at least one heat insulation air path (43b). An air intake system for an internal combustion engine, characterized in that it communicates with a space upstream of an air flow of a fan (302) that supplies air to a radiator (300) that cools the coolant by exchanging heat between the fluid and air. . Of the plurality of heat insulating air paths (43a, 43b), the end of the at least one heat insulating air path (43b) on the side far from the internal combustion engine (20) is on the upstream side of the air flow of the fan (302). The intake device for an internal combustion engine according to claim 1, wherein the intake device is directly connected to a space.

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