JP2516268Y2 - Intake manifold device for internal combustion engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to an intake manifold device for an internal combustion engine.

(Prior Art) In an internal combustion engine having left and right banks whose cylinder blocks face each other in a V-shape, an intake passage is provided between the two banks, that is, an exhaust passage is provided outside.

In this case, the intake passage is conventionally constructed, for example, as shown in FIG. 5 (see Japanese Utility Model Laid-Open Nos. 60-69255 and 60-62654).

Reference numeral 1 is a cylinder block having a V-shaped bank, 2 and 3 are cylinder heads, and intake manifolds 5 and 6 connected to the intake ports are provided between the cylinder heads 2 and 3.

Each intake manifold 5, 6 has a branch pipe 7, 8 connected to the left and right cylinder heads 2, 3 and a collector 9, which collects each branch pipe 7, 8.
10 are integrally formed.

Throttle valves 25 and 26 are respectively housed at the inlets of the collectors 9 and 10 through throttle chambers (not shown) to adjust the amount of intake air flowing into the intake manifolds 5 and 6.

(Problems to be solved by the invention) By the way, the left and right intake manifolds 5 and 6 are
Since various pipes are provided over 9,10 and a drive shaft for interlocking each throttle valve 25, 26 is provided, each collector
5 and 6 require a certain position accuracy.

However, since the left and right intake manifolds 5 and 6 are independently connected to the cylinder heads 2 and 3, the positional accuracy between the intake manifolds 5 and 6 deteriorates due to assembly errors of the intake manifolds 5 and 6, etc. However, for example, it has become difficult to synchronize the throttle valves 25 and 26 with each other.

The present invention aims to solve these conventional problems.

(Means for Solving the Problems) In order to achieve the above object, in the present invention, in a multi-cylinder internal combustion engine having left and right banks whose cylinder blocks face each other in a V-shape, a branch pipe for distributing intake air to the left and right banks, The two collectors for collecting the left and right branch pipes are integrally formed, and the middles of the left and right branch pipes are integrally connected to each other, and throttle valves are positioned at the inlets of the collectors so as to be coaxial with each other. And a support bracket for supporting the drive shaft of each throttle valve is provided on the branch pipe so as to be located at the coupling portion.

(Operation) In the above configuration, since the two collectors are connected via the left and right branch pipes whose intermediate portions are integrated with each other, the accuracy of the mounting position of the throttle chamber or the like connected to the inlet of each collector is deteriorated and Elimination of fluctuations in relative position due to engine vibration. Further, since the drive shaft that drives each throttle valve is supported by the support brackets provided at the connecting portions of the left and right branch pipes, the mounting position accuracy of the drive shaft is also improved.

(Embodiment) An embodiment of the present invention will be described below with reference to the accompanying drawings.

As shown in FIG. 1 and FIG. 2, left and right cylinder heads 2 and 3 are attached to the upper portion of a cylinder block 1 of a V-type 6 cylinder internal combustion engine having two banks (cylinder rows), and between the two banks. The intake manifold 4 is located at.

The intake manifold 4 is divided into a lower manifold 11 connected to the left and right cylinder heads 2 and 3, and an upper manifold 12. The upper manifold 12 includes branch pipes 13 and 14 connected to the intake ports of the cinder heads 2 and 3 via the lower manifold 11, and collectors 15 and 16 that collect the branch pipes 13 and 14, respectively.

The intake air taken into the air cleaner 18 through the duct 17 is sent to the collectors 15 and 16 through the branch duct 19 and the throttle chambers 21 and 22, and then the branch pipes 13 and
It is inhaled into each cylinder through 14.

The mounting height of the upper manifold 12 is limited by the size of the engine room, etc.
6 is arranged closely on the left and right rocker covers 23, 24, and the branch pipes 13, 14 connected to the left and right banks are arranged alternately so that the branch pipes 13, 14 are suppressed while suppressing the overall height of the engine.
The length of the passage is sufficiently secured to improve the suction efficiency.

As shown in FIGS. 3 and 4, the branch pipes 13 and 14 of the upper manifold 12 are orthogonal to the crankshaft, and the collectors 15 and 16 are arranged in the crankshaft direction.

The left and right branch pipes 13 and 14 alternately intersect at their lower portions, and integrally join the wall surfaces of the left and right branch pipes 13 and 14 facing each other.

The upper manifold 12 shares a joint flange 35 for connecting the lower manifold 11 with the left and right branch pipes 13 and 14, and is fixed to the joint flange 36 of the lower manifold 11 by a plurality of bolts 37.

Joint flanges 38, 39 for the throttle chambers 21, 22 are formed at the inlets (front ends) of the collectors 15, 16, respectively, and the joint flanges 38, 39 are arranged on the same plane orthogonal to the crankshaft.

Throttle valves 25, 26 housed in each throttle chamber 21, 22
Are mounted so that the respective valve shafts 27, 28 are coaxially located, and these valve shafts 27, 28 are adjusted screws 45, 46.
Is connected to the drive shaft 47 via. The drive shaft 47 is rotatably supported via a support bracket 48 attached near the joint between the left and right branch pipes 13 and 14 on the throttle chamber end side, and a throttle drum 49 is connected in the middle thereof. One end of a throttle wire 50 is connected to the throttle drum 49, and the throttle drum 49 is rotated by depressing an accelerator pedal (not shown), so that the left and right throttle valves 25 and 26 are synchronously opened and closed. . In the figure, 51 and 52 are return springs, 59 is a plain bearing, and 60 is a pole bearing.

The throttle wire 50 is arranged in a valley formed by intersecting the intake branch pipes 13 and 14 to suppress the overall height of the engine.

A joint surface 53 for the bracket 48 is formed at the front end of the upper manifold 12, and the joint surface 53 and the joint flanges 38, 39 of the throttle chambers 21, 22 are machined in the same step.

The lower manifold 11 has branch pipes 41, 42 connected to the intake ports of the cylinder heads 2, 3, and a boss for mounting a fuel injection valve (not shown) in the middle of each branch pipe 41, 42.
43 is formed.

In the figure, 54 is an air flow meter, 55 is a cooling fan,
Reference numeral 56 is a pipe for supplying idle air and communicating the collectors 15 and 16 for balancing. The pipe 56 is composed of an iron pipe and a mounting flange, and both ends of the upper manifold 12 that defines the branch pipes 13 and 14 are connected to each other to form the upper manifold 12.
Throttle chamber 21,22
It is designed to suppress the vibration of.

Further, 57 is a pipe for returning blow-by gas, and 58 is a separator chamber. Separator chamber 5 in rocker covers 23, 24
By projecting 8 from the center of the V bank and fitting it in the gap between the branch pipes 13 and 14, a sufficient volume is secured and the overall height of the engine is suppressed.

It is configured in this way, and the operation will be described next.

Since the two collectors 15 and 16 are integrally connected via the respective branch pipes 13 and 14, the two collectors 15 and 16 can be integrally cast.

Therefore, the positional relationship of the joint flanges 38, 39, 53 does not change due to the assembly error of the intake manifold 4, etc., and it is not necessary to readjust the opening degree of the throttle valves 25, 26 when disassembling the intake manifold 4.

Further, by integrally casting the two collectors 15 and 16 and connecting the middle portions of the left and right branch pipes 13 and 14 that connect them, the rigidity of the intake manifold as a whole is improved. Since deformation and vibration at the mounting portion can be suppressed, it is possible to prevent a variation in the opening degree between the throttle valves 25 and 26 and a galling phenomenon due to the deviation of the shaft center.

Further, since the drive shaft 47 of the throttle valves 25 and 26 is supported via the support bracket 48 attached near the connecting portion of the left and right branch pipes 13 and 14, the positioning accuracy of the drive shaft 47 is improved and the above-mentioned is provided. It is possible to prevent variation in the opening degree more reliably, wear of the bearings (59, 60) caused by vibration of the drive shaft 47, and this vibration is transmitted through the throttle drum 49 and the throttle wire 50 to vibrate the accelerator pedal. It is possible to prevent problems such as

It should be noted that in this embodiment, each slottol chamber 21,2
The joining flanges 38, 39 for 2 and the joining flange 53 for the support bracket 48 can be machined in the same process, and the mutual positional accuracy of the joining flanges 38, 39, 53 can be further enhanced.

(Effect of the Invention) As described above, according to the present invention, the left and right branch pipes that communicate with the left and right banks that face each other in a V-shape and the two collectors that collect the left and right branch pipes are integrally formed.
A support bracket that integrally connects midway parts of the left and right branch pipes, a throttle valve is provided at the inlet of each collector so as to be coaxial with each other, and supports a drive shaft of each throttle valve. Since it was installed in the branch pipe so as to be located in the vicinity, it is possible to precisely control the intake amount by increasing the accuracy of mounting throttle chambers etc. mounted on the left and right collectors and the operability of the throttle valve, and to control each throttle valve. The effect of suppressing the vibration of the driven drive shaft and improving the durability and operational feeling of the throttle system can be obtained.

[Brief description of drawings]

1 is a side view of an engine showing an embodiment of the present invention, FIG. 2 is a plan view of the same, FIG. 3 is a plan view of an upper manifold, and FIG. 4 is a front view of the same. FIG. 5 is a side view of a conventional engine. 1 ... Cylinder block, 2, 3 ... Cylinder head, 4
...... Intake manifold, 11 ...... Lower manifold, 12 ...
… Upper manifold, 13,14 …… Branch pipe, 15,16 ……
Collector, 21,22 ... Throttle chamber, 38,39,53 ...
… Joint flange, 47 …… Drive shaft, 48 …… Blanket.

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification number Office reference number FI technical display location // F02M 13/02 F02M 35/10 301P

Claims (1)

(57) [Scope of utility model registration request] 1. In a multi-cylinder internal combustion engine having left and right banks whose cylinder blocks face each other in a V-shape, a branch pipe for distributing intake air to the left and right banks and two collectors for collecting the left and right branch pipes are integrally formed. A support bracket that forms the same, connects the middle of the left and right branch pipes to each other integrally, and installs throttle valves at the inlets of the collectors so that they are coaxial with each other and supports the drive shaft of each throttle valve. Is provided in the branch pipe so as to be located at the coupling portion.