JP2721983B2 - V-type engine intake system - Google Patents

V-type engine intake system

Info

Publication number
JP2721983B2
JP2721983B2 JP63263319A JP26331988A JP2721983B2 JP 2721983 B2 JP2721983 B2 JP 2721983B2 JP 63263319 A JP63263319 A JP 63263319A JP 26331988 A JP26331988 A JP 26331988A JP 2721983 B2 JP2721983 B2 JP 2721983B2
Authority
JP
Japan
Prior art keywords
intake
valve
independent
banks
passages
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP63263319A
Other languages
Japanese (ja)
Other versions
JPH02108817A (en
Inventor
哲男 平岡
竹徳 大塚
和昭 外園
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Matsuda KK
Original Assignee
Matsuda KK
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Matsuda KK filed Critical Matsuda KK
Priority to JP63263319A priority Critical patent/JP2721983B2/en
Priority to US07/423,205 priority patent/US4977865A/en
Priority to DE68916158T priority patent/DE68916158T2/en
Priority to EP89119439A priority patent/EP0365016B1/en
Publication of JPH02108817A publication Critical patent/JPH02108817A/en
Application granted granted Critical
Publication of JP2721983B2 publication Critical patent/JP2721983B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10Air intakes; Induction systems
    • F02M35/10091Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
    • F02M35/10131Ducts situated in more than one plane; Ducts of one plane crossing ducts of another plane
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0205Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
    • F02B27/0215Oscillating pipe charging, i.e. variable intake pipe length charging
    • F02B27/0221Resonance charging combined with oscillating pipe charging
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0247Plenum chambers; Resonance chambers or resonance pipes
    • F02B27/0252Multiple plenum chambers or plenum chambers having inner separation walls, e.g. comprising valves for the same group of cylinders
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00Other engines
    • F02B75/16Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18Multi-cylinder engines
    • F02B75/22Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10Air intakes; Induction systems
    • F02M35/10006Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026Plenum chambers
    • F02M35/10065Valves arranged in the plenum chamber
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10Air intakes; Induction systems
    • F02M35/104Intake manifolds
    • F02M35/116Intake manifolds for engines with cylinders in V-arrangement or arranged oppositely relative to the main shaft
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00Other engines
    • F02B75/16Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18Multi-cylinder engines
    • F02B2075/1804Number of cylinders
    • F02B2075/1824Number of cylinders six
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0268Valves
    • F02B27/0273Flap valves
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0294Actuators or controllers therefor; Diagnosis; Calibration
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02FCYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00Casings, e.g. crankcases or frames
    • F02F7/006Camshaft or pushrod housings
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/12Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Characterised By The Charging Evacuation (AREA)

Description

【発明の詳細な説明】 (産業上の利用分野) 本発明は、吸気の動的効果を利用して過給を行うよう
にしたV型エンジンの吸気装置に関するものである。
Description: TECHNICAL FIELD The present invention relates to an intake device for a V-type engine that performs supercharging by utilizing a dynamic effect of intake air.

(従来の技術) 従来より、V型エンジンの吸気系において、共鳴過
給、慣性過給等の吸気の動的効果すなわち圧力波を利用
して充填効率を高めるようにした吸気装置が、例えば、
特開昭62−91621号公報に見られるように種々提案され
ている。
2. Description of the Related Art Conventionally, in an intake system of a V-type engine, an intake device that uses a dynamic effect of intake such as resonance supercharging and inertia supercharging, that is, a pressure wave to increase a charging efficiency has been used.
Various proposals have been made as seen in JP-A-62-91621.

(発明が解決しようとする課題) しかして、V型エンジンに対して共鳴過給、慣性過給
による動的効果を利用するようにした吸気装置では、も
ともと両側のバンクに対してそれぞれ吸気通路を接続す
るために吸気系統が複雑になると共に、この吸気通路に
動的効果を得るための容積室を連通するなどのように構
成する必要があり、エンジンのコンパクト化を図る際の
障害となっている。
(Problems to be Solved by the Invention) However, in an intake device that utilizes the dynamic effects of resonance supercharging and inertial supercharging for a V-type engine, the intake passages are originally provided for the banks on both sides. The intake system becomes complicated to connect, and it is necessary to configure the intake passage to communicate with a volume chamber for obtaining a dynamic effect, which is an obstacle to downsizing the engine. I have.

また、特に、前記吸気の動的効果を広い範囲で得られ
るように、その同調点を切換えるようにした構造におい
ては、さらに吸気装置が複雑となる問題を有するもので
ある。
Particularly, in the structure in which the tuning point is switched so that the dynamic effect of the intake can be obtained in a wide range, there is a problem that the intake device is further complicated.

そこで、本発明は上記事情に鑑み、慣性過給等の吸気
の動的効果を運転状態に応じて変更するようにした構成
をV型エンジンの構造と関連してコンパクトに形成する
ようにしたV型エンジンの吸気装置を提供することを目
的とするものである。
In view of the above circumstances, the present invention has a structure in which a dynamic effect of intake air such as inertia supercharging is changed in accordance with an operating state, and is compactly formed in relation to the structure of a V-type engine. It is an object of the present invention to provide an intake device for a model engine.

(課題を解決するための手段) 上記目的を達成するために本発明の吸気装置は、両バ
ンク間の各バンクから両バンク中央方向へ延び、上流側
が一方のバンク上方に集合する各気筒独立の独立吸気通
路と、上記各独立吸気通路から分岐し各独立吸気通路に
対応して設けた分岐通路と、この分岐通路と連通し他方
のバンク上方に配置した容積室と、運転状態に応じて前
記各独立吸気通路と容積室との連通を開閉する開閉弁と
を備えるように構成したものである。
(Means for Solving the Problems) In order to achieve the above object, an intake device according to the present invention is provided for each of the cylinders independently extending from each bank between both banks toward the center of both banks so that the upstream side is gathered above one bank. An independent intake passage, a branch passage branched from each of the independent intake passages and provided corresponding to each of the independent intake passages, a volume chamber communicated with the branch passage and arranged above the other bank, and An opening / closing valve for opening and closing the communication between each independent intake passage and the volume chamber is provided.

また、前記独立吸気通路を両バンク中央の略水平な分
割面で分割するのが好適である。
Further, it is preferable that the independent intake passage is divided by a substantially horizontal dividing surface at the center of both banks.

(作用) 上記のようなエンジンの吸気装置では、両バンク間の
V型のスペースに対し、各バンクから延びる各気筒独立
の独立吸気通路を一方のバンク上に集合すると共に、こ
の独立吸気通路から各々分岐した分岐通路に連通する容
積室を他方のバンク上に配設し、その連通を開閉弁によ
って運転状態に応じて開閉し、慣性過給による吸気の動
的効果を得る同調点を変更して広い範囲でエンジン出力
を向上する機構を、上記スペースを有効利用して配置し
ている。
(Operation) In the above-described intake system for an engine, independent independent intake passages for the respective cylinders extending from the banks are assembled on one bank in the V-shaped space between the two banks. A volume chamber communicating with each branched passage is arranged on the other bank, and the communication is opened and closed according to the operation state by an on-off valve, and a tuning point for obtaining a dynamic effect of intake by inertia supercharging is changed. A mechanism that improves the engine output over a wide range by effectively utilizing the space is arranged.

(実施例) 以下、図面に沿って本発明の各実施態様を説明する。(Embodiments) Each embodiment of the present invention will be described below with reference to the drawings.

実施例1 この実施例は第1図および第2図に示し、V型6気筒
エンジンの例である。
Embodiment 1 This embodiment is shown in FIGS. 1 and 2 and is an example of a V-type six-cylinder engine.

エンジン本体1は、中央下部のシリンダブロック2上
の両側に所定の角度をもって左右シリンダヘッド3a,3b
が配設されてなる左バンク1Aと右バンク1Bとを有し、左
バンク1Aには第1,3,5気筒が配設され、右バンク1Bには
第2,4,6気筒が配設されている。各気筒の吸気ポート4
は、両バンク1A,1Bの内面側に互いに対向して開口され
ている。
The engine body 1 has left and right cylinder heads 3a, 3b at predetermined angles on both sides of a cylinder block 2 at the lower center.
Are arranged, a left bank 1A and a right bank 1B are arranged, the first bank 1, 3, and 5 cylinders are arranged in the left bank 1A, and the second, 4, 6 cylinders are arranged in the right bank 1B. Have been. Intake port 4 for each cylinder
Are opened on the inner surfaces of both banks 1A and 1B so as to face each other.

上記両側のバンク1A,1Bの各気筒に吸気を供給する吸
気装置は、各吸気ポート4にそれぞれ接続される左右の
各独立吸気通路6a〜6dを構成する吸気マニホールド7
と、右側のバンク1Bの上方に位置して配置され前記独立
吸気通路6a〜6fの上流端が接続される集合部としてのサ
ージタンク8とを備えている。
An intake device that supplies intake air to each cylinder of the banks 1A and 1B on both sides includes an intake manifold 7 that forms left and right independent intake passages 6a to 6d that are respectively connected to the intake ports 4.
And a surge tank 8 which is arranged above the right bank 1B and which is connected to the upstream ends of the independent intake passages 6a to 6f.

上記サージタンク8は、左右のバンク1A,1Bに対して
それぞれ設けられた第1室8aおよび第2室8bによって構
成されている。すなわちサージタンク8は、出力軸方向
に長い箱状体として構成され、内部が中央の仕切壁8cに
よって第1室8aと第2室8bとに分割されている。そし
て、後方の第1室8aに対して該サージタンク8に遠い方
の左バンク1Aからの第1,3,5気筒からの独立吸気通路6a,
6c,6eが接続集合され、前方の第2室8bには近い方の右
バンク1Bからの第2,4,6気筒からの独立吸気通路6b,6d,6
fがそれぞれ接続集合され、各バンク1A,1B毎に吸気行程
が隣接しない気筒ごとに独立吸気通路6a〜6fが集合され
ている。
The surge tank 8 includes a first chamber 8a and a second chamber 8b provided for the left and right banks 1A and 1B, respectively. That is, the surge tank 8 is configured as a box-shaped body that is long in the output axis direction, and is internally divided into a first chamber 8a and a second chamber 8b by a central partition wall 8c. Then, the independent intake passages 6a, 6a, 6b, 6c from the left bank 1A farthest from the surge tank 8 with respect to the rear first chamber 8a.
6c and 6e are connected and gathered, and independent intake passages 6b, 6d and 6 from the second, fourth and sixth cylinders from the right bank 1B closer to the second chamber 8b in the front.
f are connected and collected, and independent intake passages 6a to 6f are collected for each cylinder whose intake stroke is not adjacent to each other for each of the banks 1A and 1B.

上記サージタンク8には独立吸気通路6a〜6fの反対側
にスロットルボディ11が接続され、このスロットルボデ
ィ11には各室に対してそれぞれスロットル弁12a,12bが
介装され、サージタンク8の両室8a,8bに接続され、吸
気が導入される。また、さらに上流側には吸気通路13が
接続され、この上流側の吸気通路13が合流する部分にお
いて両側の第1室8aと第2室8bが連通され、吸気通路13
の上流端はエアフローメータAFM、エアクリーナACに接
続される。
A throttle body 11 is connected to the surge tank 8 on the opposite side of the independent intake passages 6a to 6f. The throttle body 11 is provided with throttle valves 12a and 12b for each chamber. Connected to the chambers 8a and 8b, the intake air is introduced. Further, an intake passage 13 is connected further upstream, and a first chamber 8a and a second chamber 8b on both sides communicate with each other at a portion where the upstream intake passage 13 joins.
Is connected to an air flow meter AFM and an air cleaner AC.

また、前記独立吸気通路6a〜6fを構成する吸気マニホ
ールド7は、両側のバンク1A,1Bの中間上部の略水な分
割面Fを分割部分として、サージタンク8と一体な上流
側のサージタンク側部分7aと、吸気ポート4に接続され
る下流側の吸気ポート側部分7bとに2分割され、組付性
を確保しながら全体のレイアウトを得ている。
Further, the intake manifold 7 constituting the independent intake passages 6a to 6f has an upstream surge tank side integral with the surge tank 8 by using a substantially water dividing surface F in the middle upper portion of the banks 1A and 1B on both sides as a divided portion. A portion 7a and a downstream intake port-side portion 7b connected to the intake port 4 are divided into two parts, and the entire layout is obtained while securing the assemblability.

すなわち、左バンク1Aに接続された独立吸気通路6a,6
c,6eは、吸気ポート側部分7bによって両バンク1A,1Bの
中間位置に向けて斜め上方に伸び、略水平の分割面Fを
介してサージタンク側部分7aによって緩やかな曲率をも
って上方から後方に向かって延び、右バンク1Bの上方に
位置するサージタンク8の第1室8aに各気筒で略同一通
路長さでもって接続される。一方、右バンク1Bに接続さ
れた独立吸気通路6b,6d,6fは、吸気ポート側部分7bによ
って両バンク1A,1Bの中間位置に向けて斜め上方に伸
び、略水平の分割面Fで前記左バンク1Aからの独立吸気
通路6a,6c,6eと交互に接続され、サージタンク側部分7a
によって緩やかな曲率をもって上方から前方に向かって
延び、右バンク1Bの上方に位置するサージタンク8の第
2室8bに各気筒で略同一通路長さでもって接続されてい
る。
That is, the independent intake passages 6a, 6a connected to the left bank 1A
c, 6e extend obliquely upward toward the intermediate position between the banks 1A, 1B by the intake port side portion 7b, and from the upper side to the rear with a gentle curvature by the surge tank side portion 7a via the substantially horizontal dividing surface F. Each cylinder is connected to the first chamber 8a of the surge tank 8 located above the right bank 1B with substantially the same passage length. On the other hand, the independent intake passages 6b, 6d, 6f connected to the right bank 1B extend obliquely upward toward the intermediate position between the two banks 1A, 1B by the intake port side portion 7b, and form the left intake passage at a substantially horizontal dividing surface F. Independently connected to the independent intake passages 6a, 6c, 6e from the bank 1A, the surge tank side portion 7a
As a result, each of the cylinders is connected to the second chamber 8b of the surge tank 8 located above the right bank 1B with substantially the same passage length.

前記サージタンク8の中央の仕切壁8cには、第1室8a
と第2室8bを連通する開口が形成され、この開口部分に
共鳴切換用の第1開閉弁15が介装されている。この第1
開閉弁15は、第1アクチュエータ17が接続されて開閉操
作される。
A first partition 8a is provided on a central partition wall 8c of the surge tank 8.
An opening communicating with the second chamber 8b is formed, and a first switching valve 15 for resonance switching is interposed in this opening. This first
The opening / closing valve 15 is connected to a first actuator 17 and is opened / closed.

また、前記各独立吸気通路6a〜6fにおけるサージタン
ク側部分7aから分岐してサージタンク8と反対側の左バ
ンク1Aの方向に延びる分岐通路9a〜9fが設けられ、この
分岐通路9a〜9fの先端はバンク間の空間上の前後に配設
された圧力反転部としての第1および第2容積室19a,19
bに接続されている。前方の第1容積室19aには第1〜3
気筒の分岐通路9a〜9cが接続され、一方、後方の第2容
積室19bには第4〜6気筒の分岐通路9d〜9fが接続さ
れ、各容積室19a,19bに集合する気筒の独立吸気通路6a
〜6fは容積室19a,19bを介して相互に連通するように構
成されている。そして、上記各分岐通路9a〜9fの容積室
19a,19bに対する連通部分に慣性切換用の第2開閉弁16
がそれぞれ配設され、各容積室19a,19bごとに共通の軸
に支持され、各気筒の第2開閉弁16は中央に配設された
共通の第2アクチュエータ18によって開閉作動される。
Further, branch passages 9a to 9f are provided which branch off from the surge tank side portion 7a of each of the independent intake passages 6a to 6f and extend in the direction of the left bank 1A on the side opposite to the surge tank 8 and are provided with branch passages 9a to 9f. The front ends are first and second volume chambers 19a, 19 as pressure reversing parts disposed before and after in the space between the banks.
Connected to b. The first to third chambers 19a
The branch passages 9a to 9c of the cylinders are connected, while the branch passages 9d to 9f of the fourth to sixth cylinders are connected to the rear second volume chamber 19b, and the independent intake of the cylinders gathering in the respective volume chambers 19a and 19b. Passage 6a
6f are configured to communicate with each other via the volume chambers 19a and 19b. And the volume chamber of each of the branch passages 9a to 9f
A second opening / closing valve 16 for switching inertia is provided in a communicating portion with respect to 19a and 19b.
Are provided, and are supported by a common shaft for each of the volume chambers 19a and 19b. The second opening / closing valve 16 of each cylinder is opened / closed by a common second actuator 18 provided at the center.

上記吸気系統において、共鳴過給機能は吸気行程の連
続しない気筒ごとに集合した集合部(サージタンク8の
第1室8aもしくは第2室8b)と集合させた独立吸気通路
6a〜6fによる吸気系の固有振動数とエンジン回転数とが
共振状態となった時に発生する定常波が、吸気行程終わ
りの時期に吸気ポート4に作用することによって得られ
るものである。そして、上記吸気系の固有振動数を切換
える共鳴変更手段20によって、第1開閉弁15が第1アク
チュエータ17の作動によって開くと、閉じている状態よ
り集合部8a,8bの連通経路が短くなって固有振動数が高
くなり、高回転域において高い共鳴効果が得られる。な
お、本例におけるエンジンでは、吸気行程順序(点火順
序)が第1−2−3−4−5−6気筒の順に設定され、
各バンク1A,1Bからの独立吸気通路6a〜6fを集合したサ
ージタンク8の各室8a,8bでは吸気順序は隣接せず、吸
気干渉が生じないことによって上記共鳴過給が確保でき
る。
In the above-described intake system, the resonance supercharging function is performed by an independent intake passage that is integrated with a collecting portion (the first chamber 8a or the second chamber 8b of the surge tank 8) that is collected for each cylinder whose intake stroke is not continuous.
The stationary wave generated when the natural frequency of the intake system and the engine speed due to 6a to 6f resonate is obtained by acting on the intake port 4 at the end of the intake stroke. When the first on-off valve 15 is opened by the operation of the first actuator 17 by the resonance changing means 20 for switching the natural frequency of the intake system, the communication path of the collecting portions 8a and 8b becomes shorter than in the closed state. The natural frequency increases, and a high resonance effect is obtained in a high rotation range. In the engine according to the present embodiment, the intake stroke order (ignition order) is set in the order of 1-2-3-4-5-6 cylinders.
In each of the chambers 8a and 8b of the surge tank 8 in which the independent intake passages 6a to 6f from the banks 1A and 1B are assembled, the intake order is not adjacent to each other, and the above-described resonance supercharging can be ensured because the intake interference does not occur.

また、慣性過給機能は、吸気ポート4で発生した加振
力が独立吸気通路6a〜6fを上流側に伝わり、第2開閉弁
16が閉じている場合には、サージタンク8の第1および
第2室8a,8bまでの吸気管内全体を加振し、また、第2
開閉弁16が開いている際には第1および第2容積室19a,
19bまでの吸気管内を加振し、吸気ポートが閉じる時期
に対応して同調した際に慣性過給作用を得る。そして、
上記経路すなわち圧力振動部の位置を変更する慣性変更
手段21によって、第2開閉弁16が閉じている時が振動管
長が長く低回転域で同調するものであり、開いている時
には振動管長が短くなって高回転域で同調すると共に、
他の気筒の独立吸気通路6a〜6fから分岐通路9a〜9fおよ
び容積室19a,19bを介して吸気が導入され、吸気抵抗の
低減による充填効率の向上が得られるものである。
In addition, the inertia supercharging function is such that the exciting force generated in the intake port 4 is transmitted to the upstream side through the independent intake passages 6a to 6f, and the second on-off valve
When the valve 16 is closed, the entire inside of the intake pipe up to the first and second chambers 8a and 8b of the surge tank 8 is vibrated.
When the on-off valve 16 is open, the first and second volume chambers 19a,
Exciting the inside of the intake pipe up to 19b, an inertial supercharging effect is obtained when the intake port is tuned in response to the closing timing. And
The above-mentioned path, that is, the inertia changing means 21 for changing the position of the pressure oscillating portion, the length of the vibrating tube is long when the second on-off valve 16 is closed, and is tuned in the low rotation range. And tune in the high speed range,
The intake air is introduced from the independent intake passages 6a to 6f of the other cylinders through the branch passages 9a to 9f and the volume chambers 19a and 19b, so that the charging efficiency is improved by reducing the intake resistance.

次に前記共鳴変更手段20および慣性変更手段21の第1
および第2アクチュエータ17,18の作動は、第3図に示
すような制御手段22によって制御される。両アクチュエ
ータ17,18は負圧導入通路23,24による作動圧の導入によ
って駆動され、共鳴過給用の第1アクチュエータ17に対
する負圧導入通路23には第1三方ソレノイド弁25が、慣
性過給用の第2アクチュエータ18に対する負圧導入通路
24には第2三方ソレノイド弁26がそれぞれ介装され、こ
の両三方ソレノイド弁25,26には制御手段22の駆動回路2
7,28から駆動信号が出力され所定時期に第1アクチュエ
ータ17もしくは第2アクチュエータ18に負圧を導入して
第1開閉弁15もしくは第2開閉弁16の切換え作動を行う
ものである。
Next, the first of the resonance changing means 20 and the inertia changing means 21
The operation of the second actuators 17 and 18 is controlled by control means 22 as shown in FIG. The two actuators 17 and 18 are driven by the introduction of the operating pressure through the negative pressure introducing passages 23 and 24, and the first three-way solenoid valve 25 is provided in the negative pressure introducing passage 23 for the resonance supercharging first actuator 17 with the inertial supercharging. Pressure introduction passage for the second actuator 18 for use
24 is provided with a second three-way solenoid valve 26, and the two three-way solenoid valves 25 and 26 are provided with a drive circuit 2 of the control means 22.
A drive signal is output from the first and second actuators 7 and 28, and a negative pressure is introduced into the first actuator 17 or the second actuator 18 at a predetermined time to switch the first on-off valve 15 or the second on-off valve 16.

上記制御手段22にはエンジンの回転数を検出するエン
ジン回転数検出手段29の回転センサ39からの回転数信号
およびエンジンのスロットル弁12a,12bの開度を検出す
るスロットルセンサ31からのスロットル開度信号が入力
される。回転数信号およびスロットル開度信号は、第1
〜第4比較回路32〜35に入力され、それぞれの比較回路
で設定値と比較される。すなわち、例えば回転数信号
は、第1比較回路32で3500rpm相当の比較値N1と、第2
比較回路33で5000rpm相当の比較値N2と、第3比較回路3
4で7000rpm相当の比較値N3とそれぞれ比較され、また、
スロットル開度信号は、第4比較回路35で73゜相当の比
較値T0と比較される。そして、上記第1比較回路32およ
び第3比較回路34の出力信号が、ゲート回路36を介して
OR回路37に入力され、このOR回路37には前記第4比較回
路35からの信号も入力され、該OR回路37の出力が共鳴用
の駆動回路27に出力される。一方、前記第2比較回路33
の信号が慣性用の駆動回路28に出力される。
The control means 22 includes a rotation speed signal from a rotation sensor 39 of an engine rotation speed detection means 29 for detecting the rotation speed of the engine and a throttle opening from a throttle sensor 31 for detecting the opening degrees of the throttle valves 12a and 12b of the engine. A signal is input. The rotation speed signal and the throttle opening signal are
To the fourth comparison circuits 32 to 35 and are compared with the set values by the respective comparison circuits. That is, for example rotational speed signal, a comparison value N 1 equivalent 3500rpm first comparator circuit 32, a second
A comparison value N 2 of 5000rpm corresponding comparison circuit 33, the third comparator circuit 3
4 is compared with the comparison value N 3 equivalent to 7000 rpm, respectively.
The throttle opening signal is compared by a fourth comparison circuit 35 with a comparison value T 0 corresponding to 73 °. Then, the output signals of the first comparison circuit 32 and the third comparison circuit 34 are output via the gate circuit 36.
The signal is input to the OR circuit 37, and the signal from the fourth comparison circuit 35 is also input to the OR circuit 37, and the output of the OR circuit 37 is output to the resonance driving circuit 27. On the other hand, the second comparison circuit 33
Is output to the inertial drive circuit 28.

上記のような制御手段22による共鳴変更手段20および
慣性変更手段21の制御により、第4図に示すような特性
で共鳴用の第1開閉弁15および慣性用の第2開閉弁16が
開閉される。すなわち、第1開閉弁15は、スロットル開
度TVOが73゜以上の高負荷状態でかつエンジン回転数が3
500rpm以下の低回転領域、およびスロットル開度が73゜
以上の高負荷状態でかつエンジン回転数が7000rpm以上
の高回転領域で閉じられ、固有振動数を低くする一方、
その他の負荷および回転領域では開かれて固有振動数を
高くするものである。また、第2開閉弁16は、スロット
ル開度に関係なく、エンジン回転数が5000rpm以下で閉
じて、振動管長を長くする一方、それ以上のエンジン回
転数で開いて振動管長を短くするものである。
By the control of the resonance changing means 20 and the inertia changing means 21 by the control means 22 as described above, the first on-off valve 15 for resonance and the second on-off valve 16 for inertia are opened and closed with characteristics as shown in FIG. You. That is, the first on-off valve 15 is in a high load state where the throttle opening TVO is 73 ° or more and the engine speed is 3
It is closed in the low rotation range of 500 rpm or less, and in the high load state where the throttle opening is 73 ° or more and the engine rotation speed is 7000 rpm or more, while lowering the natural frequency,
In the other load and rotation regions, it is opened to increase the natural frequency. In addition, the second on-off valve 16 closes at an engine speed of 5000 rpm or less to increase the length of the vibrating tube regardless of the throttle opening, and opens at a higher engine speed to shorten the vibrating tube length. .

上記のような制御特性に基づいて、例えば、第5図に
示すようなエンジン出力特性を得ることができるもので
ある。図には第1および第2開閉弁15,16の開閉状態に
対応して4つのトルク曲線I〜IVが生じ、これを切換え
使用するものである。まず、曲線Iは第1開閉弁15が閉
で第2開閉弁16が閉状態の特性を示し、曲線IIは第1開
閉弁15が閉で第2開閉弁16が開状態の特性を示し、曲線
IIIは第1開閉弁15が開で第2開閉弁16が閉状態の特性
を示し、曲線IVは第1開閉弁15が開で第2開閉弁16が開
状態の特性を示している。そして、エンジン回転数が35
00rpm以下の低回転領域では、両開閉弁15,16を閉じた曲
線Iの状態が最も出力が大きく、3500〜5000rpmの中回
転域では第1開閉弁15のみを開いた曲線IIIの状態が最
も出力が大きく、5000〜7000rpmの高回転域では両開閉
弁15,16を開いた曲線IVの状態が最も出力が大きく、さ
らに7000rpmを越えた超高回転域では第1開閉弁15のみ
を閉じた曲線IIの状態が最も出力が大きくなるものであ
り、これに対応した3500rpm以下の低回転領域では両開
閉弁15,16を閉じ、3500rpmに達すると第1開閉弁15を開
き、さらに、5000rpmに達すると第2開閉弁16も開き、7
000rpmを越える高回転状態となると第1開閉弁15を閉じ
るように制御するものである。
Based on the above control characteristics, for example, an engine output characteristic as shown in FIG. 5 can be obtained. In the drawing, four torque curves I to IV are generated corresponding to the open / close states of the first and second on-off valves 15 and 16 and are used by switching. First, a curve I shows the characteristics when the first on-off valve 15 is closed and the second on-off valve 16 is closed, and a curve II shows the characteristics when the first on-off valve 15 is closed and the second on-off valve 16 is open. curve
III shows the characteristics when the first on-off valve 15 is open and the second on-off valve 16 is closed, and the curve IV shows the characteristics when the first on-off valve 15 is open and the second on-off valve 16 is open. And the engine speed is 35
In the low rotation region of 00 rpm or less, the state of the curve I in which both the on-off valves 15 and 16 are closed has the largest output, and in the middle rotation region of 3500 to 5000 rpm, the state of the curve III in which only the first on-off valve 15 is opened is the most. The output is large, and in the high rotation range of 5000 to 7000 rpm, the state of the curve IV where both the on-off valves 15 and 16 are opened has the largest output, and in the ultra-high rotation range exceeding 7000 rpm, only the first on-off valve 15 is closed. In the state of the curve II, the output is the largest, and in the low rotation region corresponding to 3500 rpm or less, both the on-off valves 15 and 16 are closed, and when the speed reaches 3500 rpm, the first on-off valve 15 is opened, and further, at 5,000 rpm. When it reaches, the second on-off valve 16 also opens,
The first on-off valve 15 is controlled to be closed when the rotation speed exceeds 000 rpm.

なお、上記のような切換えは、スロットル開度が73゜
以上開かれた高負荷状態において行うものであり、スロ
ットル開度が73゜未満の負荷状態では、それ程の出力が
要求されないことから、第1開閉弁15を開いて曲線III
の状態とし、5000rpm以下の領域では両開閉弁15,16の切
換えをなくして、切換えに伴うトルクショックによる運
転性能の変化を阻止するようにしている。また、エンジ
ンの常用回転領域が7000rpm以下となるように設定され
ているものでは、7000rpmでの第1開閉弁15の切換え作
動は不要となるものである。
Note that the above-described switching is performed in a high load state in which the throttle opening is opened by 73 ° or more.In a load state in which the throttle opening is less than 73 °, not much output is required. Open the open / close valve 15 and turn to curve III
In the region of 5000 rpm or less, switching between the two on-off valves 15 and 16 is eliminated to prevent a change in driving performance due to torque shock accompanying the switching. In addition, when the normal rotation range of the engine is set to be 7000 rpm or less, the switching operation of the first opening / closing valve 15 at 7000 rpm is unnecessary.

上記のような実施例によれば、低回転領域から高回転
領域に至るまで、それぞれの領域で同調状態を切換えた
共鳴過給もしくは慣性過給の作用によって充填効率を向
上して別途の過給機によれずに高い出力性能を得ること
ができるものである。
According to the above-described embodiment, the charging efficiency is improved by the action of resonance supercharging or inertia supercharging in which the tuning state is switched in each region from the low rotation region to the high rotation region, and the separate supercharging is performed. High output performance can be obtained regardless of the machine.

実施例2 本例も前例同様のV型6気筒エンジンにおける吸気装
置であって、第6図および第7図に概略構成を示す。
Embodiment 2 This embodiment is also an intake device for a V-type six-cylinder engine similar to the previous embodiment, and a schematic configuration is shown in FIGS. 6 and 7.

前例同様に配設された両側のバンク1A,1Bの各気筒か
らの独立吸気通路6a〜6fは、それぞれのバンク1A,1Bご
とにサージタンク8の第1室8aおよび第2室8bに集合さ
れ、両室8a,8bの連通が第1開閉弁15によって調整され
て共鳴過給の固有振動数の切換えを行う共鳴変更手段40
が構成される。
The independent intake passages 6a to 6f from the respective cylinders of the banks 1A and 1B on both sides arranged in the same manner as in the previous example are assembled in the first chamber 8a and the second chamber 8b of the surge tank 8 for each of the banks 1A and 1B. The resonance changing means 40 in which the communication between the two chambers 8a and 8b is adjusted by the first on-off valve 15 to switch the natural frequency of resonance supercharging.
Is configured.

また、両バンク1A,1B間の空間で前後方向に略一列に
並んで形成されている独立吸気通路6a〜6fの途中にそれ
ぞれ分岐通路9a〜9fを連通し、さらに、この分岐通路9a
〜9fを両側のバンク1A,1B毎に上下に設置された第1お
よび第2容積室42a,42bにそれぞれ集合し、両容積室42
a,42bへの連通部分に第2開閉弁16がそれぞれ配設され
ている。そして、左バンク1A,1Bの気筒に対応する奇数
気筒の分岐通路9a,9c,9eに介装された第2開閉弁16が第
1の軸43で連係して開閉するように設けられ、また、同
様に右バンク1Bの気筒に対応する偶数気筒の分岐通路9
b,9d,9fに介装されて第2開閉弁16が第2の軸44で連係
して開閉するように設けられ、それぞれの軸43,44に対
して第2アクチュエータ(図示せず)が連係されて開閉
作動されるように慣性変更手段41が構成されている。
Further, branch passages 9a to 9f are respectively communicated in the middle of the independent intake passages 6a to 6f formed substantially in a line in the front-rear direction in the space between the banks 1A and 1B, and further, the branch passages 9a
9f are respectively assembled in first and second volume chambers 42a and 42b which are installed vertically for each of the banks 1A and 1B on both sides.
The second on-off valves 16 are respectively provided at the communication portions to the a and the 42b. And, the second on-off valve 16 interposed in the branch passages 9a, 9c, 9e of the odd-numbered cylinders corresponding to the cylinders of the left banks 1A, 1B is provided so as to open and close in cooperation with the first shaft 43, Similarly, the branch passage 9 of the even-numbered cylinder corresponding to the cylinder of the right bank 1B
The second on-off valve 16 is interposed between b, 9d, and 9f so as to open and close in cooperation with a second shaft 44. A second actuator (not shown) is provided for each shaft 43, 44. The inertia changing means 41 is configured so as to be linked and opened / closed.

そして、第1開閉弁15および第2開閉弁16の開閉制御
は、前例同様に行われる。
The opening / closing control of the first opening / closing valve 15 and the second opening / closing valve 16 is performed in the same manner as in the previous example.

その他は前例同様に構成され、同一構造には同一符号
を付している。
The other components are the same as in the previous example, and the same structures are denoted by the same reference numerals.

本例においては、慣性変更手段41によって高速域(50
00rpm)で振動管長の長さを短くして同調点が高速側に
なるように第2開閉弁16を開いた際に、第1および第2
容積室42a,42bに集合した気筒間では吸気行程は連続せ
ず、1つの気筒が吸気行程にある時に他の連通気筒では
吸気は導入されていないことから、他の気筒の独立吸気
通路6a〜6fから吸気行程にある気筒に対して吸気が流入
し、前例の集合方式よりも吸気の充填効率がさらに向上
するものである。
In this example, the inertia changing means 41 uses the high-speed range (50
When the second on-off valve 16 is opened such that the tuning point is on the high-speed side by shortening the length of the vibrating tube at 00 rpm), the first and second
Since the intake stroke is not continuous between the cylinders gathered in the volume chambers 42a and 42b, and when one cylinder is in the intake stroke, no intake is introduced into the other continuous ventilation cylinders, the independent intake passages 6a to From 6f, the intake air flows into the cylinder in the intake stroke, and the charging efficiency of the intake air is further improved as compared with the collective system of the previous example.

実施例3 この実施例は前記実施例1の変形例を示し、全気筒の
容積室を一体化した構造の例で、第8図に容積室部分の
平面図、第9図に正面図を示す。
Embodiment 3 This embodiment is a modification of Embodiment 1 and is an example of a structure in which the volume chambers of all cylinders are integrated. FIG. 8 is a plan view of the volume chamber portion, and FIG. 9 is a front view of FIG. .

実施例1と同様に、両バンク1A,1Bから延びる各独立
吸気通路6a〜6fに接続されて左バンク1Aの上方に延びて
形成される分岐通路9a〜9fに対し、この分岐通路9a〜9f
の先端は、吸気マニホールド7のサージタンク側部分7a
とは別体に形成された容積室45に接続されている。
As in the first embodiment, the branch passages 9a to 9f are connected to the independent intake passages 6a to 6f extending from the banks 1A and 1B and extend above the left bank 1A.
Is the surge tank side part 7a of the intake manifold 7
Is connected to a volume chamber 45 formed separately.

この容積室45は全気筒一体に形成され、その前後に延
びる内部空間45aに各分岐通路9a〜9fが連通開口し、各
気筒の独立吸気通路6a〜6fは相互に連通するように構成
されている。そして、上記容積室45には各分岐通路9a〜
9fの開口部分に貫通切換用の第2開閉弁16がそれぞれ配
設され、各気筒の第2開閉弁16は1本の軸46に固着され
て端部に配設された第2アクチュエータ18によって連係
して開閉作動される。
The volume chamber 45 is formed integrally with all cylinders, and each of the branch passages 9a to 9f communicates and opens in an internal space 45a extending before and after the cylinder, and the independent intake passages 6a to 6f of each cylinder are configured to communicate with each other. I have. Each of the branch passages 9a-
A second on-off valve 16 for switching through is disposed at the opening of 9f, and the second on-off valve 16 of each cylinder is fixed to one shaft 46 by a second actuator 18 disposed at the end. Opening and closing operations are linked.

その他、図示していない部分の構造は実施例1と同一
である。
In addition, the structure of a portion not shown is the same as that of the first embodiment.

なお、前記各実施例においては、慣性過給を高回転側
に同調させるように第2開閉弁を開作動した際に、所定
の気筒の独立吸気通路を相互に連通して高回転時の吸気
の充填効率の向上を図るようにしているが、この連通は
実施例2のように吸気行程が隣接しない気筒同志を連通
するのが好ましいが、実施例1のように隣接する気筒を
含んだり、実施例3のように全気筒連通するようにして
もよく、また、圧力反転を行うのに必要な容積室が形成
されれば相互に連通していなくてもよい。
In each of the above embodiments, when the second on-off valve is opened to synchronize the inertia supercharging to the high rotation side, the independent intake passages of the predetermined cylinders communicate with each other, and the intake air at the high rotation Although it is preferable to improve the charging efficiency of this cylinder, this communication preferably communicates between cylinders that do not have adjacent intake strokes as in the second embodiment, but includes adjacent cylinders as in the first embodiment, As in the third embodiment, all cylinders may communicate with each other, or may not communicate with each other if a volume chamber necessary for performing pressure reversal is formed.

また、上記実施例では、共鳴過給を得る同調点をも切
換える第1開閉弁を設置するようにして、より広い範囲
で動的過給効果を得るようにしているが、この共鳴過給
については単にサージタンクに接続集合して特定の運転
状態で同調するように設定してもよい。
In the above embodiment, the first on-off valve for switching the tuning point for obtaining the resonance supercharging is also provided so as to obtain the dynamic supercharging effect in a wider range. May simply be connected to the surge tank and set to tune in a specific operating state.

(発明の効果) 上記のような本発明によれば、各バンクから延びる各
気筒独立の独立吸気通路を一方のバンク上に集合すると
共に、この独立吸気通路から各々分岐した分岐通路に連
通する容積室を他方のバンク上に配設し、その連通を運
転状態に応じて開閉する開閉弁を設けたことにより、慣
性過給による吸気の動的効果を得る同調点を変更して広
い範囲でエンジン出力を向上することができる機構を、
両バンク間のV型のスペースを有効利用して配置するこ
とができるものである。
(Effect of the Invention) According to the present invention as described above, the cylinder-independent independent intake passages extending from the respective banks are assembled on one bank, and the volumes communicate with the branch passages branched from the independent intake passages. The room is arranged on the other bank, and the on-off valve that opens and closes the communication according to the operating state is provided, so that the tuning point that obtains the dynamic effect of intake by inertia supercharging is changed and the engine A mechanism that can improve the output,
The arrangement can be made by effectively utilizing the V-shaped space between both banks.

【図面の簡単な説明】[Brief description of the drawings]

第1図は本発明の第1の実施例におけるV型6気筒エン
ジンの吸気装置の概略平面図、 第2図は同要部正面図、 第3図は制御手段のブロック図、 第4図は開閉弁作動状態を示す特性図、 第5図はエンジン回転数に対する開閉弁の切換制御によ
るトルク特性を示すグラフ、 第6図は第2の実施例におけるV型6気筒エンジンの吸
気装置の概略構成を示す平面図、 第7図は同要部正面図、 第8図は第3の実施例におけるV型6気筒エンジンの吸
気装置の容積室部分の平面図、 第9図は同正面図である。 1……エンジン本体、6a〜6f……独立吸気通路、8……
サージタンク、9a〜9f……分岐通路、15……第1開閉
弁、16……第2開閉弁、17……第1アクチュエータ、18
……第2アクチュエータ、19a,19b,42a,42b,45……容積
室。
FIG. 1 is a schematic plan view of an intake device of a V-type six-cylinder engine according to a first embodiment of the present invention, FIG. 2 is a front view of the essential parts, FIG. 3 is a block diagram of control means, and FIG. FIG. 5 is a graph showing a torque characteristic of the on / off valve switching control with respect to the engine speed, and FIG. 6 is a schematic configuration of a V-type 6-cylinder engine intake device according to a second embodiment. 7, FIG. 7 is a front view of the essential part, FIG. 8 is a plan view of a volume chamber portion of the intake device of the V-type six-cylinder engine in the third embodiment, and FIG. 9 is a front view thereof. . 1 ... Engine body, 6a-6f ... Independent intake passage, 8 ...
Surge tank, 9a to 9f branch passage, 15 first on-off valve, 16 second on-off valve, 17 first actuator, 18
... second actuator, 19a, 19b, 42a, 42b, 45 ... volume chamber.

Claims (6)

(57)【特許請求の範囲】(57) [Claims] 【請求項1】両バンク間の各バンクから両バンク中央方
向へ延びると共に、上流側が一方のバンク上方に集合す
る各気筒独立の独立吸気通路と、上記各独立吸気通路か
ら分岐し各独立吸気通路に対応して設けた分岐通路と、
上記分岐通路と連通し他方のバンク上方に配置した容積
室と、運転状態に応じて前記各独立吸気通路と容積室と
の連通を開閉する開閉弁とを備えたことを特徴とするV
型エンジンの吸気装置。
An independent intake passage extending from each bank between both banks toward the center of both banks and having an upstream side gathering above one bank, independent of each cylinder, and each independent intake passage branching from each of the independent intake passages. A branch passage provided corresponding to
A volume chamber that communicates with the branch passage and is disposed above the other bank; and an on-off valve that opens and closes communication between each of the independent intake passages and the volume chamber according to an operation state.
Type engine intake system.
【請求項2】前記独立吸気通路を構成する吸気マニホー
ルドを、両バンク中央の略水平な分割面で上下に分割し
たことを特徴とする請求項1に記載のV型エンジンの吸
気装置。
2. An intake system for a V-type engine according to claim 1, wherein said intake manifold forming said independent intake passage is vertically divided by a substantially horizontal dividing plane at the center of both banks.
【請求項3】前記容積室を2つに形成したことを特徴と
する請求項1に記載のV型エンジンの吸気装置。
3. The intake device for a V-type engine according to claim 1, wherein said two chambers are formed.
【請求項4】前記容積室を1つに形成したことを特徴と
する請求項1に記載のV型エンジンの吸気装置。
4. The intake device for a V-type engine according to claim 1, wherein said volume chamber is formed as one.
【請求項5】前記容積室を別体に形成したことを特徴と
する請求項4に記載のV型エンジンの吸気装置。
5. The intake device for a V-type engine according to claim 4, wherein said volume chamber is formed separately.
【請求項6】前記開閉弁を分岐通路に配置したことを特
徴とする請求項1に記載のV型エンジンの吸気装置。
6. An intake system for a V-type engine according to claim 1, wherein said on-off valve is arranged in a branch passage.
JP63263319A 1988-10-19 1988-10-19 V-type engine intake system Expired - Fee Related JP2721983B2 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
JP63263319A JP2721983B2 (en) 1988-10-19 1988-10-19 V-type engine intake system
US07/423,205 US4977865A (en) 1988-10-19 1989-10-18 Intake system for V-type engine
DE68916158T DE68916158T2 (en) 1988-10-19 1989-10-19 Inlet arrangement for internal combustion engine with rows of cylinders arranged in a V-shape.
EP89119439A EP0365016B1 (en) 1988-10-19 1989-10-19 Intake system for V-type engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP63263319A JP2721983B2 (en) 1988-10-19 1988-10-19 V-type engine intake system

Publications (2)

Publication Number Publication Date
JPH02108817A JPH02108817A (en) 1990-04-20
JP2721983B2 true JP2721983B2 (en) 1998-03-04

Family

ID=17387829

Family Applications (1)

Application Number Title Priority Date Filing Date
JP63263319A Expired - Fee Related JP2721983B2 (en) 1988-10-19 1988-10-19 V-type engine intake system

Country Status (1)

Country Link
JP (1) JP2721983B2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101748339B1 (en) * 2016-03-24 2017-06-16 델파이파워트레인 유한회사 Variable intake apparatus of vehicle

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20220203314A1 (en) 2020-12-25 2022-06-30 Kubota Corporation Exhaust gas diffusing device

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101748339B1 (en) * 2016-03-24 2017-06-16 델파이파워트레인 유한회사 Variable intake apparatus of vehicle

Also Published As

Publication number Publication date
JPH02108817A (en) 1990-04-20

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