JP2010014018A - Intake manifold - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an intake manifold restraining increase of the number of components in an internal combustion engine while preventing operation sound of the internal combustion engine from being leaked out to the outside from the portion between both banks. <P>SOLUTION: In the V-type engine 1, the intake manifold 12 positioned between the banks 2 and 3 is provided with a plurality of first pipe parts 12a respectively connected to a combustion chamber 6 of cylinders of the one bank 2, and a plurality of second pipe parts 12b respectively connected to the combustion chamber 6 of the cylinders of the other bank 3. A gap between the first pipe parts 12a and a gap between the second pipe parts 12b in the intake manifold 12 are closed by a functional component required for operation of the engine 1, in other words, a component to be attached to the engine 1. Concretely, the gap between the first pipe parts 12a and the gap between the second pipe parts 12b are closed by a bearing of an air flow control valve 17 for generating tumble flow of gas in the combustion chamber 6 of the engine 1. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an intake manifold for an internal combustion engine.

  In a V-type internal combustion engine, an intake manifold is provided so as to be positioned between two banks. Such an intake manifold includes a plurality of first pipe portions connected to the combustion chambers of the respective cylinders in one bank of the internal combustion engine, and a plurality of second pipes connected to the combustion chambers of the respective cylinders in the other bank of the engine. Department. For this reason, in the V-type internal combustion engine, the operating noise of the engine leaks to the outside from between both banks through the gaps between the plurality of first pipe portions and the gaps between the plurality of second pipe portions in the intake manifold.

In order to prevent the operating noise of the internal combustion engine from leaking to the outside from between the two banks in this way, as shown in Patent Document 1, for example, a region surrounded by the first pipe portion and the second pipe portion in the intake manifold It has been proposed that a sound insulating member is disposed on the sound insulating member and a protruding portion is formed on the sound insulating member to fill the gap between the first tube portions and the gap between the second tube portions. In this case, since the gaps between the first pipe parts and the gaps between the second pipe parts in the intake manifold are filled with the projecting parts of the sound insulation member, the operation sound of the internal combustion engine is generated between the banks from the first pipe parts. Leakage to the outside through the gaps between them and the gaps between the second pipe parts is suppressed.
JP 2007-177753 (paragraphs [0024], [0026], [0033], FIG. 1, FIG. 2, FIG. 9)

  As described above, by providing a sound insulation member in the intake manifold located between both banks of the internal combustion engine, it is possible to suppress leakage of the operating sound of the engine from between the banks. However, it is inevitable that a new sound insulation member must be provided in the internal combustion engine (intake manifold), resulting in an increase in the number of parts and an increase in labor required for installation work.

  The present invention has been made in view of such circumstances, and its purpose is to suppress an increase in the number of parts in the internal combustion engine while suppressing the operating sound of the internal combustion engine from leaking between the two banks to the outside. An object of the present invention is to provide an intake manifold that can be used.

In the following, means for achieving the above object and its effects are described.
In order to achieve the above object, according to the first aspect of the present invention, there are provided a plurality of first pipe portions which are located between both banks of the V-type internal combustion engine and which are respectively connected to the combustion chambers of the respective cylinders in one bank. In the intake manifold including a plurality of second pipe portions respectively connected to the combustion chambers of the respective cylinders in the other bank, functional parts required for the operation of the internal combustion engine extend in the axial direction of the crankshaft of the engine. The gist is that the gaps are provided between the plurality of first pipe portions and the gaps between the plurality of second pipe portions.

  According to the above configuration, the gap between the first pipe portions and the gap between the second pipe portions in the intake manifold are caused by functional parts required for operation of the internal combustion engine, in other words, parts to be attached to the engine. The operation noise of the engine is blocked from leaking to the outside from between the banks via the gaps between the first pipe parts and the gaps between the second pipe parts. In this way, the functional parts, which are parts scheduled to be attached to the internal combustion engine, suppress the leakage of the operation sound of the engine from between the two banks to the outside. There is no need to provide it. Therefore, it is possible to suppress an increase in the number of parts in the internal combustion engine while suppressing the operation sound of the internal combustion engine from leaking between the two banks to the outside.

  According to a second aspect of the present invention, in the first aspect of the present invention, the first pipe portion and the second pipe portion are provided with an air flow control valve for generating a vortex flow of gas in the combustion chamber, and the air flow The control valve includes a bearing portion extending in parallel with the axis of the crankshaft in the internal combustion engine, a valve shaft that passes through the bearing portion and is rotatably supported by the bearing portion, and the first pipe portion in the valve shaft. And between a valve closing position that is fixed at a corresponding position in the second pipe portion and generates a vortex flow of gas in the combustion chamber based on rotation of the valve shaft, and a valve opening position that cancels the generation of the vortex flow. The functional component is provided so as to extend in the axial direction of the crankshaft and close the gaps between the plurality of first pipe portions and the plurality of second pipe portions. The gist is that it is a bearing part.

  According to the above configuration, the gap between the first pipe portions and the gap between the second pipe portions in the intake manifold are blocked by the bearing portion of the airflow control valve that is a component (functional component) to be attached to the internal combustion engine. It is. As a result, it is possible to suppress an increase in the number of parts in the internal combustion engine while suppressing the operating sound of the internal combustion engine from leaking from between both banks to the outside.

  According to a third aspect of the present invention, in the second aspect of the present invention, an EGR passage surrounded by a partition wall is provided between the first pipe portion and the second pipe portion, and the functional component is The present invention also includes the partition that extends in the axial direction of the crankshaft and is provided so as to close the gaps between the plurality of first pipe parts and the gaps between the plurality of second pipe parts.

  According to the above configuration, the partition wall for forming the EGR passage is provided in the intake manifold as a component (functional component) to be attached to the internal combustion engine, and the partition wall also connects the first pipe portions in the intake manifold. The gap and the gap between the second pipe portions are closed. Thereby, it is possible to more accurately suppress the operating sound of the internal combustion engine from leaking between the two banks, and to suppress an increase in the number of parts in the internal combustion engine.

  According to a fourth aspect of the present invention, in the third aspect of the present invention, the partition wall of the EGR passage is in the vicinity of the intersecting portion of the first pipe portion and the second pipe portion and at a position on the crankshaft side. The gist of the present invention is that the airflow control valve bearing is provided at a position closer to the crankshaft than the partition.

  According to the above configuration, since the EGR passage is formed in the vicinity of the intersection of the first pipe portion and the second pipe portion in the intake manifold, both the first pipe portion and the second pipe portion from the EGR passage. When supplying gas, it can control that the passage becomes long. Further, by providing the bearing portion of the airflow control valve at a position near the crankshaft with respect to the partition wall of the EGR passage, the space between the first tube portions of the intake manifold and the second tube portions are formed by the partition wall and the bearing portion. It is possible to efficiently close the gap between them.

  In the invention of claim 5, in the invention of claim 4, the bearing portion of the airflow control valve is closest to the crankshaft in the gap between the first pipe portions and the gap between the plurality of second pipe portions. The gist is that it is provided at the position.

  According to the above configuration, of the gap between the first pipe portions and the gap between the second pipe portions in the intake manifold, the region near the intersection between the first pipe portion and the second pipe portion is the partition wall of the EGR passage. Thus, the region positioned closer to the crankshaft than that region is properly blocked by the bearing portion of the airflow control valve. For this reason, with respect to the gap between the first pipe portions and the gap between the second pipe portions of the intake manifold, the whole of the gap in the direction approaching and separating from the crankshaft is defined by the partition wall and the bearing portion. It will be properly blocked.

Hereinafter, an embodiment in which the present invention is embodied in an intake manifold of an automotive V-type 6-cylinder engine will be described with reference to FIGS.
The engine 1 shown in FIG. 1 includes two cylinder rows (banks 2 and 3) including three cylinders. Both banks 2 and 3 include a cylinder block 5 in which a piston 4 is accommodated in each cylinder so as to be able to reciprocate, and a cylinder head 7 attached to the cylinder block 5 to form a combustion chamber 6 between the piston 4. Is provided. The cylinder head 7 has an intake passage 8 and an exhaust passage 9 connected to the combustion chamber 6 of each cylinder, and is located between the banks 2 and 3 to inject and supply fuel into the combustion chamber 6. A fuel injection valve 10 is provided.

  In the engine 1, fuel is injected and supplied from the fuel injection valve 10 into the combustion chamber 6, and air flowing through the intake passage 8 is sucked into the combustion chamber 6, and the fuel and air are mixed in the combustion chamber 6. Ignition is done to qi. When the air-fuel mixture is ignited in the combustion chamber 6 as described above, the air-fuel mixture burns, the piston 4 reciprocates, and the crankshaft 11 that is the output shaft of the engine 1 rotates. Further, the air-fuel mixture after combustion is sent out from each combustion chamber 6 to the exhaust passage 9 as exhaust gas.

  The engine 1 includes an EGR mechanism that returns part of the exhaust gas flowing through the exhaust passage 9 to the intake passage 8 via the EGR passage 31 in order to reduce the amount of nitrogen oxide (NOx) contained in the exhaust gas. By recirculating a part of the exhaust gas of the engine 1 to the intake passage 8 by this EGR mechanism, gas (exhaust gas) that does not contribute to combustion exists in the combustion chamber 6 at the time of combustion of the air-fuel mixture in the combustion chamber 6. become. As a result, the combustion temperature of the air-fuel mixture in the combustion chamber 6 decreases, the generation of NOx is reduced, and the amount of NOx contained in the exhaust of the engine 1 is reduced.

Next, the intake system of the engine 1 including the intake passage 8 will be described.
An intake manifold 12 that connects the intake passage 8 and the surge tank 14 is provided between the banks 2 and 3 of the engine 1. The intake manifold 12 has a first pipe portion 12a connected to the combustion chamber 6 of each cylinder on the bank 2 side via the intake passage 8, and the intake passage 8 to the combustion chamber 6 of each cylinder on the bank 3 side. And a second pipe portion 12b connected to each other. Three first pipe portions 12a are provided corresponding to each cylinder of the bank 2 (only one is shown in the figure), and the second pipe portion 12b corresponds to each cylinder of the bank 3. Are provided (only one is shown in the figure). The inside of the surge tank 14 and the intake manifold 12 is an intake passage 15 connected to the intake passage 8, and air is sucked into the combustion chamber 6 through the intake passages 8 and 15.

  Here, in the V-type engine 1, the surge tank 14 is disposed above one bank (in this example, the bank 2) and the intake manifold 14 is arranged from the side of the surge tank 14 because of the cylinder arrangement. Twelve first pipe parts 12 a and second pipe parts 12 b are extended between both banks 2 and 3. In this case, of the first pipe portion 12a and the second pipe portion 12b in the intake manifold 12, the portion from the portion connected to the surge tank 14 to the portion located between the banks 2 and 3 overlaps in the axial direction of the crankshaft 11. In this state, the space from the same portion to the intake passages 8 of both banks 2 and 3 is separated from each other and connected to the intake passage 8.

  In addition, the intake system of the engine 1 is provided in the combustion chamber 6 for the purpose of stabilizing the combustion of the fuel by atomizing the fuel in the combustion chamber 6, promoting the mixing of the fuel and air, and improving the combustion speed of the fuel. A vortex generator is provided for generating a gas vortex. The apparatus includes an airflow control valve 17 provided in the first pipe portion 12a and the second pipe portion 12b in the intake manifold 12, and an electric motor 21 for opening and closing the airflow control valve 17.

  The air flow control valve 17 rotates a valve shaft 20 extending in parallel with the crankshaft 11 of the engine 1 by an electric motor 21, thereby being fixed to the valve shaft 20, and the first pipe portion 12a and the second pipe portion. The valve body 22 located in the position 12b is displaced between a valve closing position for generating a gas vortex flow in the combustion chamber 6 and a valve opening position for canceling the generation of the vortex flow. Then, when the valve body 22 is displaced from the valve opening position to the valve closing position, the same air is sucked from the intake passage 8 into the combustion chamber 6 with the air flow being biased. A gas swirl is generated inside. Further, when the valve body 22 is displaced from the valve closing position to the valve opening position, the above-described bias of the air flow sucked into the combustion chamber 6 from the intake passage 8 is eliminated. The generation of vortex flow is cancelled.

  Incidentally, displacing the valve body 22 to the valve closing position and thereby generating a vortex flow of gas in the combustion chamber 6 is a low load operation region of the engine 1 which is an operation region where the intake air amount of the engine 1 is reduced. Is executed. On the other hand, in the operating region of the engine 1 other than the low-load operating region, the valve body 22 is displaced to the valve opening position so that the air flow area of the intake passage 15 is maximized. This is preferable in order to obtain good engine operation in the operation region of the engine 1 other than the low load operation region, in order to obtain good engine operation, and the valve element 22 is moved from the valve opening position to the valve closing position side. This is because in the displaced state, this increases the intake resistance of the engine 1 and makes it difficult to obtain good engine operation.

Next, the EGR passage 31 and the airflow control valve 17 will be described in detail.
The EGR passage 31 is provided between the first pipe portion 12a and the second pipe portion 12b in the intake manifold 12, and the intake passage 15 and the second pipe portion 12b inside the first pipe portion 12a are provided. It opens to the intake passage 15 inside. The opening mode of the EGR passage 31 with respect to the intake passage 15 is shown in FIGS. 2 shows the structure around the EGR passage 31 and the airflow control valve 17 in the first pipe portion 12a, and FIG. 3 shows the structure around the EGR passage 31 and the airflow control valve 17 in the second pipe portion 12b. Yes.

  As shown in FIGS. 2 and 3, the EGR passage 31 is defined by a partition wall 32 and is surrounded by the partition wall 32. The partition wall 32 extends in the axial direction of the crankshaft 11 (FIG. 1), and is integrated with the outer walls of the tube portions 12a and 12b at portions corresponding to the first tube portion 12a and the second tube portion 12b. . And the part corresponding to the 1st pipe part 12a and the 2nd pipe part 12b in the partition 32 opens to the intake passage 15 inside these pipe parts 12a and 12b, respectively, and the same passage 15 and the EGR passage 31 are communicated. Communication holes 33a and 33b are formed.

  On the other hand, in the airflow control valve 17, the valve shaft 20 to which the valve body 22 is fixed passes through a bearing portion 23 provided so as to extend in the axial direction of the crankshaft 11 (FIG. 1). Is supported so as to be rotatable around an axis.

  As shown in FIG. 2, with respect to the valve body 22 of the first pipe portion 12a, the air flows in the first pipe portion 12a from the valve shaft 20 toward the downstream side in the direction of the arrow Y1 in the drawing. The position when it is parallel to the air flow is the valve opening position (solid line). If the valve shaft 20 rotates clockwise when the valve body 22 is in the valve opening position, the valve body 22 is displaced from the valve opening position to the valve closing position (two-dot chain line), and the first pipe portion. Only the upper left portion of the figure in 12a is a portion through which air can flow. Therefore, when air is sucked into the combustion chamber 6 (FIG. 1) of the bank 2 from the first pipe portion 12a through the intake passage 8, air is sucked into the combustion chamber 6 only from the upper portion of the intake passage 8. As a result, suction occurs in a state where the air flow into the combustion chamber 6 is biased, and thereby a vortex (tumble flow) in which the gas rotates in the vertical direction is generated in the combustion chamber 6 of the bank 2. Release of the generation of the tumble flow in the combustion chamber 6 is performed by displacing the valve body 22 to the valve opening position (solid line).

  As shown in FIG. 3, the valve body 22 of the second pipe portion 12b is directed toward the downstream side in the air flow direction (in the direction of arrow Y2 in the figure) from the valve shaft 20 in the second pipe portion 12b. The position when it is parallel to the air flow is the valve opening position (solid line). If the valve shaft 20 rotates counterclockwise in the figure when the valve body 22 is in the valve open position, the valve body 22 is displaced from the valve open position to the valve close position (two-dot chain line), and the second pipe portion Only a portion near the upper right in the figure in 12b becomes a portion through which air can flow. For this reason, when air is sucked into the combustion chamber 6 (FIG. 1) of the bank 2 from the second pipe portion 12b via the intake passage 8, air is sucked into the combustion chamber 6 only from the upper portion of the intake passage 8. As a result, suction occurs in a state where the air flow into the combustion chamber 6 is biased, whereby a tumble flow of gas occurs in the combustion chamber 6 of the bank 2. Release of the generation of the tumble flow in the combustion chamber 6 is performed by displacing the valve body 22 to the valve opening position (solid line).

  By the way, in the intake manifold 12 shown in FIG. 1, since the plurality of first pipe portions 12a are connected to the intake passages 8 of the respective cylinders of the bank 2, there are gaps between the plurality of first pipe portions 12a. become. Further, since the plurality of second pipe portions 12b in the intake manifold 12 are also connected to the intake passages 8 of the respective cylinders of the bank 3, there are also gaps between the plurality of second pipe portions 12b. Accordingly, the operating noise of the engine 1, for example, the operating noise of the fuel injection valve 10, is generated between the banks 2 and 3 and between the plurality of first pipe portions 12a in the intake manifold 12, and between the plurality of second pipe portions 12b. Leak outside through the gap. In order to suppress this, a sound insulation member is disposed between the first tube portion 12a and the second tube portion 12b in the intake manifold 12, and the sound insulation member allows gaps between the plurality of first tube portions 12a and a plurality of first tube portions 12a. It is conceivable to close the gap between the two pipe portions 12b. However, when a sound insulation member is newly provided in the engine 1 (intake manifold 12), it is inevitable that the provision of the sound insulation member will increase the number of parts and the labor required for installation work.

  In order to cope with such a problem, in the present embodiment, gaps between the plurality of first pipe portions 12a in the intake manifold 12 due to functional parts required for operation of the engine 1, in other words, parts to be attached to the engine 1, In addition, the gaps between the plurality of second pipe portions 12b are closed. In addition, in this embodiment, the partition part 32 which forms the bearing part 23 (FIGS. 2 and 3) of the airflow control valve 17 and the EGR passage 31 is used as the functional component.

  Specifically, as shown in FIG. 1, the partition wall 32 is provided in the vicinity of the intersection of the first pipe portion 12a and the second pipe portion 12b and at a position on the crankshaft 11 side. Further, as shown in FIGS. 2 and 3, a bearing portion 23 of the airflow control valve 17 is provided at a position closer to the crankshaft 11 than the partition wall 32 (a lower position in the figure). The partition walls 32 and the bearing portions 23 close the entire gaps between the plurality of first pipe portions 12a and the entire gaps between the plurality of second tube portions 12b.

  Here, with respect to an aspect in which the bearing portion 23 and the partition wall 32 block the gaps between the plurality of first tube portions 12a and the gaps between the plurality of second tube portions 12b, FIGS. This will be described in detail with reference. Note that. 4, (a) is a schematic view showing a state in which the gap between the first tube portion 12a and the tube portion 12b in FIG. 2 is viewed from the side in the drawing, and (b) is the second tube in FIG. It is the schematic which shows the state which looked at the clearance gap between the part 12b and the same pipe part 12b from the side in a figure.

  As shown in FIG. 4A, the plurality of first pipe portions 12a are provided at predetermined intervals in the direction in which the crankshaft 11 (FIG. 1) extends (left and right in the drawing). In the gap between the first pipe portions 12a, a region R1a near the intersection (upward in the drawing) between the first pipe portion 12a and the second pipe portion 12b (FIG. 4B) is a crankshaft. 11 is blocked by the partition wall 32 extending in the axial direction of 11 (left and right direction in the figure). Further, in the gap between the first pipe portions 12a, the bearing portion extending in the axial direction of the crankshaft 11 is located at the position closest to the crankshaft 11 (lowermost position) between the first pipe portions 12a. 23 is provided. In addition, this bearing part 23 is the thing of the airflow control valve 17 provided in the 1st pipe part 12a side. In the gap between the first pipe portions 12a, a region R1b located on the crankshaft 11 side (lower side in the drawing) from the region R1a is closed by the bearing portion 23.

  As shown in FIG. 4B, the plurality of second pipe portions 12b are provided at predetermined intervals in the direction in which the crankshaft 11 (FIG. 1) extends (the left-right direction in the figure). In the gap between the second pipe portions 12b, the region R2a near the intersection (upward in the drawing) between the second pipe portion 12b and the first pipe portion 12a (FIG. 4A) is a crankshaft. 11 is blocked by the partition wall 32 extending in the axial direction of 11 (left and right direction in the figure). Further, in the gap between the second pipe portions 12b, the axial direction of the crankshaft 11 (the left-right direction in the drawing) is located closest to the crankshaft 11 (the lowest position) between the second pipe portions 12b. The above-mentioned bearing portion 23 is provided to extend. In addition, this bearing part 23 is the thing of the airflow control valve 17 provided in the 2nd pipe part 12b side. In the gap between the second pipe portions 12b, a region R2b located closer to the crankshaft 11 (lower side in the drawing) than the region R2a is closed by the bearing portion 23.

  The bearing portion 23 and the partition wall 32 block the gaps between the plurality of first pipe portions 12a and the gaps between the plurality of second pipe portions 12b. Leakage to the outside through the gaps between the plurality of first pipe portions 12a and the gaps between the plurality of second pipe portions 12b is suppressed from between three. The bearing portion 23 and the partition wall 32 are functional parts required for the operation of the engine 1, in other words, parts to be attached to the engine 1, and these functional parts allow the engine from between the banks 2 and 3 to the outside. Therefore, it is not necessary to newly provide a sound insulation member or the like in order to suppress the operation sound leakage. Therefore, an increase in the number of parts in the engine 1 can be suppressed while suppressing operating noise of the engine 1 from leaking between the banks 2 and 3 to the outside.

According to the embodiment described in detail above, the following effects can be obtained.
(1) Depending on functional parts required for operation of the engine 1, in other words, parts scheduled to be attached to the engine 1, gaps between the first pipe parts 12a in the intake manifold 12 and between the second pipe parts 12b. The gap is blocked. Specifically, the gap between the first pipe parts 12a and the second pipes are provided by the bearing part 23 of the airflow control valve 17 for generating a tumble flow of gas in the combustion chamber 6 of the engine 1. The gap between the parts 12b is closed. Therefore, such functional components prevent the operating sound of the engine 1 from leaking from between the banks 2 and 3 to the outside through the gaps between the first pipe parts 12a and the gaps between the second pipe parts 12b. The As described above, since the functional component which is a component scheduled to be attached to the engine 1 suppresses the operating sound leakage of the engine 1 from between the banks 2 and 3 to the outside, a new one is provided to suppress the operating sound leakage. There is no need to provide a sound insulation member or the like. Accordingly, it is possible to suppress an increase in the number of parts in the engine 1 while suppressing the operation sound of the engine 1 from leaking between the banks 2 and 3 to the outside.

  (2) As the functional component, a partition wall 32 for forming the EGR passage 31 is also provided in the intake manifold 12, and each of the intake manifolds 12 in the intake manifold 12 is also supported by the partition wall 32 in addition to the bearing portion 23 of the airflow control valve 17. The gap between the first tube portions 12a and the gap between the second tube portions 12b are closed. Thereby, it is possible to more accurately suppress the operating sound of the engine 1 from leaking between the banks 2 and 3 and to suppress an increase in the number of parts in the engine 1.

  (3) In the intake manifold 12, since the EGR passage 31 is formed in the vicinity of the intersection of the first pipe portion 12a and the second pipe portion 12b, the first pipe portion 12a and the second pipe are formed from the EGR passage 31. It is possible to prevent the passage 31 from becoming long when the gas is supplied to both the portion 12b. Further, with respect to the partition wall 32 of the EGR passage 31, the bearing portion 23 of the airflow control valve 17 is positioned closer to the crankshaft 11, more specifically, the position closest to the crankshaft 11 in the first pipe portion 12a and the second pipe portion 12b. Provided. Thereby, the clearance gap between each 1st pipe part 12a of the intake manifold 12 and the clearance gap between each 2nd pipe part 12b can be efficiently plugged up using these partition walls 32 and the bearing part 23. FIG. Of the gaps between the first pipe parts 12a and the gaps between the second pipe parts 12b, the regions R1a and R2a near the intersection of the first pipe part 12a and the second pipe part 12b are formed in the EGR passage 31. The partition wall 32 is properly closed, and the regions R1b and R2b located closer to the crankshaft 11 than the regions R1a and R2a are properly blocked by the bearing portion 23 of the airflow control valve 17. Therefore, the whole of the gaps between the first pipe portions 12a and the gaps between the second pipe portions 12b in the direction approaching and separating from the crankshaft 11 is properly blocked by the partition walls 32 and the bearing portions 23. It comes to be.

In addition, the said embodiment can also be changed as follows, for example.
The positional relationship between the EGR passage 31 and the airflow control valve 17 in the approach / separation direction of the crankshaft 11 may be reversed from that in the above embodiment. In this case, two EGR passages 31 are provided as the EGR passages 31 for the first pipe portion 12a and for the second pipe portion 12b, and the partition walls 32 for forming these EGR passages 31 provide each EGR passage 31. The portions near the crankshaft 11 in the gaps between the first pipe parts 12a and the gaps between the second pipe parts 12b are closed. On the other hand, the portions apart from the crankshaft 11 in the gaps between the first tube portions 12 a and the gaps between the second tube portions 12 b are closed by the bearing portion 23 of the airflow control valve 17.

  The gap between the first pipe parts 12 a and the whole gap between the second pipe parts 12 b are closed only by the bearing part 23 of the airflow control valve 17, or only by the partition wall 32 of the EGR passage 31. May be.

Instead of performing the opening / closing operation of the airflow control valve 17 by the electric motor 21, a hydraulic actuator or a negative pressure actuator may be used.
The vortex flow of the gas in the combustion chamber 6 generated by the vortex generator is not limited to the tumble flow that is a vortex that rotates in the vertical direction, but is a swirl flow that is a vortex in which the gas rotates in the horizontal direction. There may be. In this case, when the valve element 22 of the airflow control valve 17 is in the valve closing position, the entire intake passage 15 is closed, and a notch is provided in a part of the valve element 22 so that the valve element 22 is closed. When displaced to a position, air is sucked into the combustion chamber 6 through the intake passage 8 only from the notch, thereby biasing the flow of air sucked into the combustion chamber 6 and generating the swirl flow. Let

  When the airflow control valve 17 generates a swirl flow as described above, the bearing portion 23 of the airflow control valve 17 can be provided as shown in FIGS. 5 and 6, for example. FIG. 5 shows an example in which the bearing portion 23 in the air flow control valve 17 on the first tube portion 12a side and the bearing portion 23 in the air flow control valve 17 on the second tube portion 12b side are provided at positions farthest from each other. It is. Further, FIG. 6 shows that the bearing portion 23 in the air flow control valve 17 on the first pipe portion 12a side is provided at a position corresponding to the central portion of the first pipe portion 12a, and the air flow control valve 17 on the second pipe portion 12b side. This is an example in which the bearing portion 23 is provided at a position corresponding to the center portion of the second pipe portion 12b.

  When the bearing portion 23 of the airflow control valve 17 is provided as shown in FIG. 6, the valve body 22 is of a so-called butterfly type as shown in the figure, and therefore combustion is performed through position adjustment of the notch portion of the valve body 22. The vortex flow of the gas in the chamber 6 can be a tumble flow instead of a swirl flow.

A function component other than the partition wall 32 of the EGR passage 31 and the bearing portion 23 of the airflow control valve 17 may be used.
The present invention may be applied to an intake manifold of a V-type engine other than the V-type 6-cylinder engine 1.

BRIEF DESCRIPTION OF THE DRAWINGS Schematic which shows the whole engine with which the eddy current generator of this embodiment is applied. The expanded sectional view which shows the structure around the EGR channel | path and airflow control valve in the 1st pipe part of an intake manifold. The expanded sectional view which shows the structure around the EGR channel | path and airflow control valve in the 2nd pipe part of an intake manifold. (A) is the schematic which shows the state which looked at the clearance gap between the 1st pipe part and the said pipe part from the side, (b) is the state which looked at the clearance gap between the 2nd pipe part and the same pipe part from the side. FIG. Schematic which shows the other example of arrangement | positioning of the bearing part in an airflow control valve. Schematic which shows the other example of arrangement | positioning of the bearing part in an airflow control valve.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2, 3 ... Bank, 4 ... Piston, 5 ... Cylinder block, 6 ... Combustion chamber, 7 ... Cylinder head, 8 ... Intake passage, 9 ... Exhaust passage, 10 ... Fuel injection valve, 11 ... Crankshaft, DESCRIPTION OF SYMBOLS 12 ... Intake manifold, 12a ... 1st pipe part, 12b ... 2nd pipe part, 14 ... Surge tank, 15 ... Intake passage, 17 ... Airflow control valve, 20 ... Valve shaft, 21 ... Electric motor, 22 ... Valve body, 23 ... Bearing part, 31 ... EGR passage, 32 ... Partition, 33a, 33b ... Communication hole.

Claims (5)

It is located between both banks of the V-type internal combustion engine, and has a plurality of first pipe portions respectively connected to the combustion chambers of the respective cylinders in one bank and a plurality of portions connected to the combustion chambers of the respective cylinders in the other bank. An intake manifold including a second pipe portion;
Functional parts required for the operation of the internal combustion engine extend in the axial direction of the crankshaft of the engine so as to block the gaps between the plurality of first pipe parts and the gaps between the plurality of second pipe parts. An intake manifold characterized by being provided. The first pipe part and the second pipe part are provided with an airflow control valve for generating a vortex flow of gas in the combustion chamber,
The airflow control valve includes a bearing portion extending in parallel with an axis of a crankshaft in the internal combustion engine, a valve shaft that passes through the bearing portion and is rotatably supported by the bearing portion, and the first shaft in the valve shaft. A valve closing position which is fixed at a position corresponding to the inside of the pipe part and the second pipe part and generates a vortex flow of gas in the combustion chamber based on rotation of the valve shaft, and a valve opening position which releases the generation of the vortex flow And a valve body that is displaced between
The functional part is the bearing portion provided so as to extend in an axial direction of the crankshaft so as to close gaps between the plurality of first pipe portions and between the plurality of second pipe portions. Intake manifold. An EGR passage surrounded by a partition wall is provided between the first pipe part and the second pipe part,
The functional component also includes the partition that extends in an axial direction of the crankshaft and is provided so as to close a gap between the plurality of first pipe portions and a gap between the plurality of second pipe portions. Intake manifold as described. The partition wall of the EGR passage is provided in the vicinity of the intersection of the first pipe portion and the second pipe portion and at a position on the crankshaft side,
The intake manifold according to claim 3, wherein the bearing portion of the airflow control valve is provided at a position closer to the crankshaft than the partition wall. The intake manifold according to claim 4, wherein the bearing portion of the airflow control valve is provided at a position closest to the crankshaft in a gap between the first pipe portions and a gap between the plurality of second pipe portions.

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