JP2020101121A - Internal combustion engine - Google Patents

Abstract

To suppress the deformation of an intake manifold arranged in a V-shaped internal combustion engine.SOLUTION: An internal combustion engine is a V-shaped internal combustion engine having a first bank and a second bank. The internal combustion engine comprises an intake manifold 10 constituting an intake passage. The intake manifold 10 comprises a first introduction part 18 for introducing intake air into the first bank, a second introduction part 19 for introducing intake air into the second bank, and an aggregation part 17. The internal combustion engine also comprises a discharge path for introducing a gas into the intake path. In the internal combustion engine, a purge pipe 32 constituting the discharge path is arranged along an axial direction of a crankshaft while passing through a clearance between the first introduction part 18 and the second introduction part 19. In the intake manifold 10, a first attachment part 21 to which the purge pipe 32 is fastened is arranged at the aggregation part 17. Also in the intake manifold 10, a second attachment part 22 to which the purge pipe 32 is fastened is arranged at the first introduction part 18.SELECTED DRAWING: Figure 3

Description

The present invention relates to an internal combustion engine including a V-shaped array of cylinders.

Patent Document 1 discloses an intake manifold (described as a “branch pipe block” in Patent Document 1) included in a V-type internal combustion engine in which cylinders are arranged in left and right banks, respectively. The intake manifold includes branch pipes that distribute intake air to the left and right banks. The branched branch pipe is attached to each bank.

Japanese Patent No. 4432678

In the V-type internal combustion engine, since the left and right banks are alternately ignited, a stress that acts in a direction in which the left and right banks are separated from each other is generated due to combustion. When such a stress occurs, the intake manifolds attached to both banks are alternately pulled to the right bank side and the left bank side, which may deform the intake manifolds.

An internal combustion engine for solving the above-mentioned problems constitutes a cylinder block having a first bank and a second bank in which a plurality of cylinders arranged in an axial direction of a crankshaft are formed, and a part of an intake passage, A first introduction part that introduces intake air into each cylinder of the first bank, a second introduction part that introduces intake air into each cylinder of the second bank, the first introduction part and the second introduction part are connected. And an intake manifold that extends in the axial direction and distributes intake air that passes through the intake assembly to the first introduction portion and the second introduction portion, and a discharge that introduces gas into the intake passage. An internal combustion engine having a passage, the pipe forming the discharge passage passing between the first introduction portion and the second introduction portion, and the collecting portion and the cylinder block along the axial direction. The gist of the intake manifold is that the intake manifold is provided between the collecting portion and the first introducing portion.

According to the above configuration, since the pipe extending in the axial direction of the crankshaft is fastened to the collecting portion of the intake manifold and the first introducing portion, the first bank and the second bank act in a direction away from each other. The first introduction portion is less likely to be displaced by the stress. That is, according to the above configuration, the rigidity of the intake manifold is improved. Accordingly, it is possible to suppress deformation of the intake manifold when the intake manifold is pulled toward the first bank side or the second bank side.

The schematic diagram which shows one Embodiment of an internal combustion engine. The top view of the internal combustion engine concerning the embodiment. The perspective view of the intake manifold with which the internal-combustion engine concerning the embodiment is provided.

Hereinafter, an embodiment of an internal combustion engine will be described with reference to FIGS.
FIG. 1 shows an internal combustion engine 90 including an intake manifold 10. The internal combustion engine 90 includes a right cylinder group formed in the right bank 91A of the cylinder block 91 and a left cylinder group formed in the left bank 91B of the cylinder block 91. The right bank 91A and the left bank 91B are located on both sides of the crankshaft 96 of the internal combustion engine 90. In each of the right bank 91A and the left bank 91B, three cylinders are arranged along the extending direction of the rotation center axis of the crankshaft 96. In FIG. 1, the rotation center axis of the crankshaft 96 is shown as an axis line C1.

FIG. 1 shows a right cylinder 92A as one of the right cylinder groups formed in the right bank 91A. The cylinder numbers “#1”, “#3”, and “#5” are assigned to the three cylinders that form the right cylinder group. Further, the left cylinder 92B is shown as one of the left cylinder groups formed in the left bank 91B. The cylinder numbers “#2”, “#4”, and “#6” are assigned to the three cylinders forming the left cylinder group.

The right bank 91A is inclined with respect to the left bank 91B so that the right cylinder 92A and the left cylinder 92B are closer to each other as they are closer to the crankshaft 96. The internal combustion engine 90 is a V-type internal combustion engine in which six cylinders are divided into a right bank 91A and a left bank 91B and arranged in a V shape.

The right cylinder head 41 is attached to the right bank 91A of the cylinder block 91. The right cylinder head 41 is formed with a right intake port 42 that introduces intake air into each cylinder of the right cylinder group, and a right exhaust port 43 that discharges the air-fuel mixture burned in the cylinder.

The left cylinder head 51 is attached to the left bank 91B of the cylinder block 91. The left cylinder head 51 is formed with a left intake port 52 that introduces intake air into each cylinder of the left cylinder group, and a left exhaust port 53 that discharges the air-fuel mixture burned in the cylinder.

An intake passage 81 of the internal combustion engine 90 is provided with a throttle body 82 having a built-in throttle valve. The intake manifold 10 is provided downstream of the throttle body 82 in the intake passage 81.

The internal combustion engine 90 includes the purge mechanism 30 that introduces the evaporated fuel generated in the fuel tank 33 into the intake passage 81. The purging mechanism 30 includes a discharge passage 31 that connects the fuel tank 33 and the intake passage 81. The discharge passage 31 is connected between the throttle body 82 and the intake manifold 10 in the intake passage 81. The discharge passage 31 is provided with a purge adjustment unit 34 having a canister that collects evaporated fuel and a purge valve that opens and closes the discharge passage 31.

As shown in FIG. 1, the intake manifold 10 includes a first introduction portion 18 having a passage communicating with the right intake port 42 of the right cylinder head 41. The first introduction part 18 is attached to the right cylinder head 41 and introduces intake air into the right cylinder 92A. The intake manifold 10 includes a second introduction portion 19 having a passage communicating with the left intake port 52 of the left cylinder head 51. The second introducing portion 19 is attached to the left cylinder head 51 and introduces intake air into the left cylinder 92B. The intake manifold 10 includes a collecting portion 17. In the collecting portion 17, an end portion on the opposite side of the end portion of the first introduction portion 18 connected to the right cylinder head 41, and an end portion of the second introduction portion 19 connected to the left cylinder head 51. Is connected to the opposite end. That is, the first introducing portion 18 and the second introducing portion 19 are branched from the collecting portion 17 of the intake manifold 10. A cover 83 having a connecting portion into which intake air is introduced from the throttle body 82 side in the intake passage 81 is attached to the collecting portion 17. A space extending in the axial direction of the crankshaft 96 is defined by the collecting portion 17 and the cover 83. The space functions as a surge tank located upstream of the first introduction part 18 and the second introduction part 19 in the direction of intake air flow. In the internal combustion engine 90, the intake air that has passed through the surge tank is distributed to the first introduction section 18 and the second introduction section 19.

As shown in FIG. 2, the first introduction part 18 includes a first branch pipe 11, a third branch pipe 13, and a fifth branch pipe 15 that form a passage for distributing intake air from the surge tank. The first branch pipe 11, the third branch pipe 13, and the fifth branch pipe 15 are arranged side by side in the arrangement direction of the right cylinder 92A. The first branch pipe 11, the third branch pipe 13, and the fifth branch pipe 15 communicate with the right-side cylinder 92A having cylinder numbers “#1”, “#3”, and “#5”, respectively.

As shown in FIG. 2, the second introduction portion 19 includes a second branch pipe 12, a fourth branch pipe 14, and a sixth branch pipe 16 that form a passage for distributing intake air from the surge tank. The second branch pipe 12, the fourth branch pipe 14, and the sixth branch pipe 16 are arranged side by side in the arrangement direction of the left cylinder 92B. The second branch pipe 12, the fourth branch pipe 14, and the sixth branch pipe 16 communicate with the left-side cylinder 92B having cylinder numbers “#2”, “#4”, and “#6”, respectively.

In the intake manifold 10, the first branch pipe 11, the second branch pipe 12, the third branch pipe 13, the fourth branch pipe 14, the fifth branch pipe 15, and the sixth branch pipe 16 are arranged in this order from one side of the axis C1. The branch tubes are staggered. Therefore, the first introduction part 18 and the second introduction part 19 are at positions displaced in the axial direction of the crankshaft 96.

As shown in FIGS. 1 and 2, a purge pipe 32 forming a part of the discharge passage 31 is arranged between the first introduction part 18 and the second introduction part 19 of the intake manifold 10. As shown in FIG. 1, the purge pipe 32 is arranged between the cylinder block 91 and the collecting portion 17 of the intake manifold 10. Further, as shown in FIG. 2, the purge pipe 32 extends along the axis C1. That is, the purge pipe 32 is arranged along the axial direction of the crankshaft 96.

As shown in FIGS. 1 and 3, the purge pipe 32 is composed of two pipes arranged side by side. As shown in FIG. 3, the purge pipe 32 is provided with a first fixture 35 and a second fixture 36. The collecting portion 17 of the intake manifold 10 is provided with a first mounting portion 21 to which the first fixing member 35 is fastened by a bolt 37. The first introduction portion 18 of the intake manifold 10 is provided with a second mounting portion 22 to which the second fixing member 36 is fastened by the bolt 37. The first mounting portion 21 is located at one end of the intake manifold 10 in the direction in which the purge pipe 32 extends. The second mounting portion 22 is located at the other end of the intake manifold 10 in the direction in which the purge pipe 32 extends. As shown in FIG. 1, the purge pipe 32 is fastened to the intake manifold 10 while being arranged between the first introduction part 18 and the second introduction part 19. The 1st attachment part 21 and the 1st fixture 35 are fastened in the state which the 1st fixture 35 contact|abuts to the surface by the side of the 2nd introduction part 19 of the 1st attachment part 21. The second attachment part 22 and the second fixture 36 are fastened together with the second fixture 36 in contact with the surface of the second attachment part 22 on the second introduction part 19 side.

The operation and effect of this embodiment will be described.
In the V-type internal combustion engine such as the internal combustion engine 90, when ignition is performed in the right cylinder 92A of the right bank 91A and the air-fuel mixture burns, the crank is generated with respect to the right cylinder head 41 as indicated by an arrow in FIG. A stress acting in a direction away from the axis C1 that is the rotation center axis of the shaft 96 is generated. Similarly, when the left cylinder 92B of the left bank 91B is ignited to burn the air-fuel mixture, a stress acting on the left cylinder head 51 in a direction away from the axis C1 is generated. In the internal combustion engine 90, since the right bank 91A and the left bank 91B are alternately ignited, a stress acting in a direction in which the right bank 91A and the left bank 91B are separated from each other acts on the intake manifold 10. That is, while the internal combustion engine 90 is operating, the intake manifold 10 is pulled alternately to the right bank 91A side and the left bank 91B side.

In the internal combustion engine 90 of the present embodiment, the purge pipe 32 extending along the axis C1 that is the rotation center axis of the crankshaft 96 is fastened to the collecting portion 17 and the first introducing portion 18 of the intake manifold 10. Therefore, the bending strength of the purge pipe 32 makes it difficult for the first introducing portion 18 to be deformed by the stress acting in the direction in which the right bank 91A and the left bank 91B are separated from each other. That is, the rigidity of the intake manifold 10 can be improved. As a result, the deformation of the intake manifold 10 when the intake manifold 10 is pulled toward the right bank 91A side or the left bank 91B side can be suppressed. Further, it is possible to reduce the vibration generated by pulling the intake manifold 10.

Further, in the intake manifold in which the branch pipes are alternately arranged, both ends of the intake manifold are easily deformed by a small stress as compared with other portions. In this regard, in the intake manifold 10, the first mounting portion 21 and the second mounting portion 22 to which the purge pipe 32 is fastened are located at both ends of the intake manifold 10. As a result, the deformation of the first introduction portion 18 of the intake manifold 10 can be suppressed by the purge pipe 32. That is, the deformation of the intake manifold 10 when the intake manifold 10 is pulled to the right bank 91A side or the left bank 91B side can be suppressed.

Further, in the internal combustion engine 90, since the purge pipe 32 is arranged so as to pass between the first introduction portion 18 and the second introduction portion 19 of the intake manifold 10, the purge pipe 32 is arranged between the intake manifold 10 and the cylinder block 91. A purge pipe 32 is housed in the space. This makes it possible to reduce the volume of the space for mounting the internal combustion engine 90, as compared with the case where the purge pipe 32 is provided at a position distant from the cylinder block 91.

Further, since the bending strength of the purge pipe 32 arranged so as to pass between the first introduction part 18 and the second introduction part 19 is utilized, a member for improving rigidity may be separately arranged or the rigidity may be increased. The rigidity of the intake manifold 10 can be improved without increasing the thickness of the intake manifold 10 for improvement.

Here, it is conceivable to integrally form a wall portion that defines a passage extending along the axial direction of the crankshaft 96 so as to pass between the first introduction portion and the second introduction portion of the intake manifold, with the intake manifold. To be According to the internal combustion engine 90 of the present embodiment as compared with such a configuration, the rigidity of the intake manifold 10 can be improved by fastening the intake manifold 10 and the purge pipe 32. It is possible to suppress the increase in weight of.

Hereinafter, the correspondence relationship between the matters in the above embodiment and the matters described in the above-mentioned "Means for solving the problem" section will be described.
The right bank 91A corresponds to the first bank, and the left bank 91B corresponds to the second bank.

The present embodiment can be modified and implemented as follows. The present embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.
In the above embodiment, the collecting portion 17 of the intake manifold 10 and the cover 83 attached to the collecting portion 17 form a surge tank. Alternatively, the cover 83 may be integrally formed as a part of the intake manifold 10.

In the above-described embodiment, the purge pipes 32 are fastened at two locations, the first mounting portion 21 and the second mounting portion 22, but the number of mounting portions can be changed as appropriate. Further, the position at which the mounting portion is provided can be changed appropriately.

In the above embodiment, the purge pipe 32 is fastened to the intake manifold 10, but the pipe that can be fastened to the intake manifold 10 is not limited to the purge pipe 32. For example, the intake manifold 10 may be fastened with a pipe forming a recirculation passage for discharging blow-by gas leaking from the combustion chamber of the internal combustion engine to the intake passage. Further, a pipe forming an EGR passage that discharges the exhaust gas from the exhaust passage to the intake passage and recirculates the exhaust gas can be fastened to the intake manifold 10. If a pipe is arranged along the axial direction of the crankshaft 96 and the intake manifold 10 is fastened to the pipe, the intake manifold 10 can be treated against the stress that pulls the intake manifold 10 toward the right bank 91A side or the left bank 91B side. The rigidity of can be improved. Note that the effect of suppressing the deformation of the intake manifold 10 can be increased by using a pipe having a high bending strength.

-In the above-mentioned embodiment, the internal combustion engine 90 of V type 6 cylinder was illustrated, but the number of cylinders with which an internal combustion engine is provided is arbitrary. The number of branch pipes included in the first introduction part 18 and the second introduction part 19 is changed according to the internal combustion engine. Regardless of the number of cylinders, if the intake manifold is applied to a V-type internal combustion engine, the rigidity is improved by fastening the pipes arranged along the axial direction of the crankshaft 96, thereby improving the rigidity of the above embodiment. The same effect as can be obtained.

In the above embodiment, the right bank 91A is the first bank and the left bank 91B is the second bank. In an internal combustion engine in which a plurality of cylinders are divided into two banks and arranged, the left bank 91B serves as a first bank, the right bank 91A serves as a second bank, and the first introduction portion 18 of the intake manifold 10 introduces intake air into the left cylinder 92B. The second introduction unit 19 may introduce the intake air into the right cylinder 92A.

Further, the right bank and the left bank are names given for convenience, and in a posture in which the internal combustion engine is mounted on the vehicle, for example, the first bank is a bank located in front of the vehicle and the second bank is located behind the vehicle. May be

10... Intake manifold, 11... 1st branch pipe, 12... 2nd branch pipe, 13... 3rd branch pipe, 14... 4th branch pipe, 15... 5th branch pipe, 16... 6th branch pipe, 17... Assembly Part, 18... 1st introduction part, 19... 2nd introduction part, 21... 1st attachment part, 22... 2nd attachment part, 30... Purge mechanism, 31... Release path, 32... Purge pipe, 33... Fuel tank, 34... Purge adjuster, 35... First fixture, 36... Second fixture, 37... Bolt, 41... Right cylinder head, 42... Right intake port, 43... Right exhaust port, 51... Left cylinder head, 52... Left intake port, 53... Left exhaust port, 81... Intake passage, 82... Throttle body, 83... Cover, 90... Internal combustion engine, 91... Cylinder block, 91A... Right bank, 91B... Left bank, 92A... Right cylinder, 92B ... left cylinder, 96... crankshaft.

Claims (1)

A cylinder block having a first bank and a second bank in which a plurality of cylinders arranged in the axial direction of the crankshaft are formed;
A first introduction part that constitutes a part of the intake passage and introduces intake air into each cylinder of the first bank, a second introduction part that introduces intake air into each cylinder of the second bank, and the first introduction part. And an intake manifold that connects the second introduction part to each other and extends in the axial direction, and distributes intake air passing through the collection part to the first introduction part and the second introduction part. ,
An internal combustion engine having a discharge passage for introducing gas into the intake passage,
A pipe that constitutes the discharge path is arranged between the collecting portion and the cylinder block along the axial direction passing between the first introducing portion and the second introducing portion,
The internal combustion engine, wherein the intake manifold includes a mounting portion to which the pipe is fastened, in the collecting portion and the first introducing portion.