JP2726422B2 - V-type engine intake system - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an intake device for a V-type engine provided with an auxiliary device such as a supercharger.

2. Description of the Related Art Conventionally, as a structure of an intake device of a V-type engine provided with an auxiliary device such as a supercharger, for example, as disclosed in Japanese Utility Model Application Laid-Open No. 61-1624, the left and right banks are inwardly moved. In addition to providing intake ports in a direction substantially perpendicular to the cylinder toward the cylinder, and providing each cylinder communication portion at their intersection,
By installing a turbocharger above each cylinder communication section,
It is known to use a space between two banks of a V-type engine to secure a space for installing a turbocharger.

(Problems to be Solved by the Invention) However, when the intake port is provided in a direction perpendicular to the cylinder axis as in the above-described conventional one, the flow resistance until the intake air reaches the combustion chamber of the engine increases,
As a result, there is a problem that a sufficient amount of intake air cannot be secured.

Also, by providing a supercharger above the intake port,
There is also a problem that the overall height of the engine is increased by the length of the intake port, and the engine cannot be stored compactly in the engine room.

The present invention has been made in view of such a point, and an object of the present invention is to take appropriate measures to reduce intake resistance while avoiding interference between an intake port and an auxiliary device such as a supercharger, thereby achieving intake charge. The purpose is to secure the quantity and make the auxiliary equipment and the intake system compact.

(Means for Solving the Problems) In order to achieve the above object, in the invention described in claim (1), two left and right banks are formed by a cylinder block and left and right cylinder heads provided on the cylinder block. Each bank is provided with a cylinder, and a V-type engine is provided in which an intake valve is provided between both banks with respect to the cylinder axis of each cylinder head, and an exhaust valve is provided outside the bank. I do.

An auxiliary device driven by an engine is arranged between the left and right cylinder heads, and the intake ports on the inter-bank side of the cylinder heads are inclined toward the inter-bank side by a predetermined angle with respect to each cylinder axis. The auxiliary equipment extends substantially vertically upward with a predetermined gap.

In the invention according to claim (2), in the intake device for a V-type engine according to claim (1), the engine includes, in each bank, an intake camshaft for driving an intake valve and an exhaust for driving an exhaust valve. And a camshaft provided with a DOHC engine.

In the invention according to claim (3), the cylinder block includes:
Left and right cylinder heads provided on the cylinder block form two banks on the left and right sides. Each bank is provided with a cylinder, and an intake valve is provided between the banks with respect to the cylinder axis of each cylinder head. An exhaust valve is provided outside the bank, and an intake cam shaft for driving the intake valve and an exhaust cam shaft for driving the exhaust valve are provided on each cylinder head. One of the two cam shafts is provided. Is drivingly connected to and driven by the crankshaft of the engine, while the other camshaft is drivingly connected to the one camshaft and is directly driven by the one camshaft. It is assumed that the V-type engine is configured as described above.

A supercharger driven by an engine is arranged between the two cylinder heads, and the intake port between the banks of each cylinder head is inclined at a predetermined angle with respect to each cylinder axis toward the bank between the cylinder heads. The feeder extends substantially vertically upward with a predetermined gap.

According to the invention described in claim (4), according to the invention described in claim (3), V
In the intake device of a model engine, the camshaft and the auxiliary machine are drivingly connected via a transmission mechanism having a timing winding transmission member on one end side of the crankshaft.

Further, an idler is provided for laying out the timing winding transmission member between the two banks on the lower side of the engine, and the drive line of the transmission mechanism for driving the auxiliary machine is more driven by the crankshaft than the drive line of the transmission mechanism for driving the camshaft. So that it is located at one end.

According to the invention described in claim (5), according to the invention described in claim (4), V
In the intake device of a type engine, an exhaust camshaft driven by a crankshaft is arranged outside the bank, and an intake camshaft is arranged between the banks, and the crankshaft driving is provided at one end of the exhaust camshaft. A first driven wheel and a driving wheel to which the force is transmitted are provided, while a second driven wheel to which the driving force of the driving wheel is transmitted is provided on the intake camshaft, and the auxiliary machine is provided at one end of the camshaft. To be driven by the crankshaft.

(Operation) With the above configuration, in the inventions described in claims (1) and (2), the intake port of each cylinder head extends substantially vertically upward with a predetermined gap between the cylinder head and the auxiliary machine. Therefore, the auxiliary equipment can be installed immediately above each bank without being installed above the intake port, and an increase in the overall height of the engine is suppressed as much as possible. That is, the intake / exhaust valve arrangement structure in which an intake valve is arranged between both banks with respect to the cylinder axis of each bank and an exhaust valve is arranged outside the bank at a predetermined angle with respect to the cylinder axis, thereby increasing the size of the cylinder head. Even in the case of a V-type engine, the accessories and the intake passage can be arranged in a compact layout.

At the same time, since the intake port is inclined inward at a predetermined angle with respect to the cylinder axis, intake air is supplied toward the center of each cylinder, thereby reducing intake resistance as much as possible. The amount of intake air charged to each combustion chamber is secured.

According to the invention described in claim (3), the cylinder head of each bank is provided with an intake camshaft and an exhaust camshaft, respectively.
One camshaft is drivingly connected to the crankshaft of the engine, while the other camshaft is drivingly connected to one camshaft and is configured to be directly driven from the camshaft. The cylinder head of the engine is more compact than when the camshafts are both driven by the crankshaft of the engine. In addition, the turbocharger and the intake passage can be arranged in a compact layout even in the V-type engine having the relatively compact intake and exhaust valve arrangement structure by the arrangement of the intake ports as described above.

In the invention described in claim (4), the camshaft and the auxiliary device are drivingly connected to each other at one end side of the crankshaft via a transmission mechanism having a timing winding transmission member, and drive of the transmission mechanism for driving the auxiliary device is performed. In a structure in which the line is located on one end side of the crankshaft with respect to the drive line of the transmission mechanism for driving the camshaft, a timing winding transmission member for driving the camshaft between both banks is laid out below the engine by an idler. Therefore, the cam shaft drive timing winding transmission member between the two banks does not interfere with the drive space of the auxiliary machine, and the auxiliary machine drive space can be secured between the banks.

In the invention described in claim (5), the exhaust camshaft is disposed outside the bank, so that the camshaft on the interbank side is drivingly connected to the crankshaft via the camshaft driving timing winding transmission member. In comparison, the timing winding transmission member between the banks can be easily laid out below the engine by the idler, and the space for the auxiliary equipment between the banks can be easily secured.

(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.

1 to 3 show a DOHC type V-type six-cylinder engine according to an embodiment of the present invention, in which 1 is a cylinder block of the engine, and 2 and 3 are cylinder heads disposed on a cylinder block 1, respectively. And this cylinder block 1
And three cylinder heads 2 and 3, three cylinders 4 to 4 are formed in the left bank L and the right bank R, respectively.

Reference numeral 5 denotes a supercharger for supplying excess air to the engine. The supercharger 5 is installed on the cylinder block 1 between the banks L and R via a mounting base 1a. As shown in FIG. 1, the turbocharger 5 has a compressor shaft 6
A crankshaft 7 is pivotally supported below the cylinder block 1. A pulley 11 is attached to the front end of the compressor shaft 6.
A V-belt 13 is wound between the pulley 10 and one of the two coaxial intermediate pulleys 9 and 10 installed at the right front portion of the cylinder block 1. A V-belt 12 is wound around a pulley 8 attached to the front end of the crankshaft 7 and the other pulley 9 of the coaxial intermediate pulleys 9 and 10, and the compressor shaft 6 is Pulleys 8, 9 and 1
0,11 and two V wound around these pulleys 8-11.
It is rotationally driven by the crankshaft 7 via the belts 12 and 13. That is, the supercharger 5 has a function as an auxiliary device driven by the engine.

As shown in FIG. 2, each cylinder head 2, 3 has intake valves L1, R1 and exhaust valves L2, R2 for supplying and exhausting intake air to each cylinder 4 at a predetermined timing. Intake cam L for opening L1, R1 and exhaust valves L2, R2 against the urging force of the valve spring, respectively.
3, R3 and exhaust cams L4, R4 are provided, and the intake valves L1,
R1 is both banks L, with respect to the cylinder axis 4X of each cylinder 4.
The exhaust valves L2 and R2 are arranged at a predetermined angle with respect to the cylinder axis 4X outside of the bank with respect to the cylinder axis 4X of each cylinder 4 on the side between R.

As shown in FIG. 1, each of the cylinder heads 2 and 3 has an intake cam shaft 15 for rotationally driving the intake cams L3 and R3, and an exhaust cam L4 and R4 for rotationally driving the exhaust cams L4 and R4. The exhaust cam shaft 16 is pivotally supported. Above intake camshaft 15
Are located on the inside of the bank (between the banks L and R), and the exhaust cam shaft 16 is located on the outside of the bank.

Timing pulleys 18 having the same pitch diameter are attached to the cam shafts on the outer sides of the banks L, R, that is, the front ends of the exhaust cam shafts 16, 16. Inside of the pulley 8 at the front end (rear side)
The timing pulleys 18, 18 on the exhaust cam shafts 16, 16
A timing pulley 19 having a half pitch diameter is mounted, and a timing belt 20 is wound around the timing pulleys 18, 18, and 19. That is, the exhaust camshafts 16, 16 are synchronously driven to rotate via the timing pulleys 18, 18, 19 and the timing belt 20 so that the up and down strokes of the left and right exhaust valves L2, R2 are reversed. It has been made to be.

Two idler pulleys 24, 24 for guiding the timing belt 20 between the timing pulleys 18, 18 on the exhaust camshafts 16, 16 are provided below the front sides of the supercharger 5 on both sides thereof. The timing belt 20 is bent downward by the idler pulleys 24 so that the timing belt 20 does not interfere with the supercharger 5 between the banks L and R. . The exhaust camshaft
Two idler pulleys 25a, 25b are provided between the timing pulleys 18, 18 on the 16, 16 and the timing pulley 19 on the crankshaft 7 to abut the outer surface of the timing belt 20 to guide the timing belt 20. ing. Among them, the idler pulley 25a is configured as a tension pulley. As a result, the exhaust camshafts 16 and 16 are provided via a transmission mechanism having a timing belt 20 as a timing wrapping transmission member, and the supercharger 5 is provided with V belts 12 and 13 as a timing wrapping transmission member. The drive line of the transmission mechanism for driving the supercharger 5 is more driven than the drive line of the transmission mechanism for driving the camshaft 16 by a drive line connected to the front end side of the crankshaft 7 via a transmission mechanism. It is located on the front end side.

Further, the two camshafts 15 and 16 of the banks L and R are provided with:
Gears 26 and 27, each having the same pitch diameter and module and meshing with each other, are mounted.
The intake camshaft 15 is synchronously driven to rotate by the exhaust camshaft 16 via the ports 6 and 27.

The gear 26 on the intake camshaft 15 has an exhaust camshaft.
A friction gear (not shown) for eliminating a backlash between the gear 16 and the gear 27 on the gear 16 is provided. Also,
In FIG. 1, reference numerals 32 and 33 denote cylinder head covers disposed on the respective cylinder heads 2 and 3, reference numeral 34 denotes a water pump casing, and reference numeral 35 denotes an oil pan provided below the cylinder block 1.

The intake valves L1,
Intake ports 42, 42 are provided which are opened and closed by R1 to supply intake air to combustion chambers 41, 41 in each cylinder 4 of the engine. Each intake port 42 is located at a predetermined angle with respect to the cylinder axis 4X of each cylinder 4 on the inner side of the bank (banks L,
(R side), and extends substantially vertically upward while securing a constant gap with the outer portion of the supercharger 5. Above the supercharger 5, a surge tank 43 is provided for each of the banks L and R as a cylinder communication portion that communicates between the cylinders 4, 4, and 4 of each bank L and R so that intake air can flow. The upper end of the intake port 42 is connected to the surge tank 43. That is, by providing the intake ports 42, 42 in a substantially vertical direction, interference with the supercharger 5 is avoided, and the intake direction is inclined at a predetermined angle inward of the cylinder with respect to the cylinder shafts 4X, 4X. The intake air is supplied toward the center of each of the combustion chambers 41, 41.

In FIG. 3, reference numeral 44 denotes an intake passage which extends forward from above the turbocharger 5 and then branches off on both sides and is connected to each of the surge tanks 43, 43; This is an intercooler that is provided at the left and right branches and cools the intake air that has been compressed and overheated by the supercharger 5. That is, after the outside air taken into the supercharger 5 from behind is pressurized by the compressor of the supercharger 5, the air is discharged to the upper part of the supercharger 5, branched right and left, and cooled by the intercoolers 45, 45. Air is supplied to each of the cylinders 4 to 4 via the surge tanks 43, 43.

Reference numeral 46 denotes an electromagnetic clutch for stopping the rotation of the compressor of the supercharger 5 when the engine is running at a low load and at a low speed.

Therefore, in the above embodiment, the supercharger 5 is installed between the left and right banks L and R and between the two cylinder heads 2 and 3, so that the space above the middle of the V-type engine is increased by the supercharger 5 ( Auxiliary equipment) can be used.

In that case, the intake ports 42, 42 of the cylinder heads 2, 3
The turbocharger 5 is extended substantially vertically upward with a gap so as not to interfere with the supercharger 5 and connected to the surge tank 43 (cylinder communication portion). It can be installed directly between the banks L and R of the cylinder block 1 without being installed, and an increase in the engine front height can be suppressed as much as possible.

That is, with respect to the cylinder axis 4X, 4X of each bank L, R, the intake valves L1, R1 are located between the banks L, R, and the exhaust valves L2, R2 are located outside the bank at predetermined angles with the cylinder axis 4X. Since they are arranged, the cylinder heads 2 and 3 of the engine basically become larger. However, camshafts 15 and 16 for intake and exhaust are provided in each of the banks L and R, respectively. Of these, the camshaft 16 for exhaust is mounted on the crankshaft 7 of the engine with the timing pulleys 18, 18, 19 and the timing belt 20. , While the intake camshaft 15 is configured to be directly driven by the engagement of the gears 26 and 27 by the exhaust camshaft 16, so that the exhaust camshaft 15 is driven by the exhaust camshaft 16. The size of the cylinder head is reduced as compared with the case where not only the shaft 16 but also the intake camshaft 15 are driven by a timing belt by the crankshaft 7 of the engine. Even in the V-type engine having such an arrangement of the intake and exhaust valves L1, R1, L2, and R2, the intake passage including the intake port 42 of the engine and the supercharger 5 connected in the middle thereof are compact. Can be arranged in a layout.

In addition, since the intake ports 42, 42 are inclined inward at a predetermined angle with respect to the cylinder axes 4X, 4X, the intake air avoids the high-resistance parts of the outer walls of the combustion chambers 41, 41, and the combustion chambers 41, 41 ,
It is supplied toward the center of 41, and the intake resistance becomes as small as possible. As a result, it is possible to secure a sufficient amount of intake air into each of the combustion chambers 41 to 41.

Further, the exhaust camshaft 6 and the supercharger 5 are drivingly connected to the same front end side of the crankshaft 7 via a transmission mechanism having a timing belt 20 and V-belts 12 and 13, respectively. Is located on the front end side of the crankshaft 7 with respect to the drive line of the transmission mechanism for driving the exhaust camshaft 16, the timing belt 20 between the two banks L, R Engine 1 by 24
Since it is laid out on the lower side, the timing belt 20 between the banks L and R does not interfere with the driving space of the supercharger 5, and the exhaust camshaft 1 is located outside the banks L and R.
5 and the supercharger 5 between the banks L and R
The driving space can be satisfactorily and easily secured.

In the above embodiment, an example in which the present invention is applied to a DOHC type engine having two OHCs in both banks L and R has been described. However, the present invention is not limited to a DOHC type V-type engine. Instead, the present invention can be applied to a so-called SOHC type in which a common camshaft is used for exhaust and intake.

Further, in the above embodiment, only the supercharger 5 is disposed as an auxiliary device between the cylinder heads 2 and 3 above the banks L and R. However, for example, an alternator driven by an engine is also disposed as an auxiliary device at the same position. can do.

(Effect of the Invention) As described above, in the invention described in claim (1),
In a V-type engine in which an intake valve is provided between both banks with respect to the cylinder axis of each cylinder head and an exhaust valve is provided outside the bank at a predetermined angle with respect to the cylinder axis, engine drive is provided between both cylinder heads. The cylinders are arranged, and the intake ports located between the banks with respect to the cylinder axis of each cylinder head are inclined at a predetermined angle with respect to the cylinder axis, and extend substantially vertically upward with a predetermined gap from the auxiliary machine. In the invention described in claim (2), the V-type engine is a DOHC engine in which each bank is provided with a cam shaft for driving an intake valve and a cam shaft for driving an exhaust valve. Further, in the invention described in claim (3), an intake valve is arranged between both banks with respect to the cylinder axis of each cylinder head, and an exhaust valve is arranged outside the bank at a predetermined angle with respect to the cylinder axis. A camshaft for driving the intake valve and the exhaust valve is provided on the cylinder head, and both camshafts are drivingly connected to the crankshaft of one engine, while the other camshaft is directly driven by the one camshaft. In such a V-type engine, an engine-driven supercharger is arranged between the two cylinder heads, and the intake port on the interbank side of each cylinder head is inclined toward the interbank side by a predetermined angle with respect to each cylinder axis. A space is provided with the supercharger so as to extend substantially vertically upward. Therefore, according to these inventions, even in a V-type engine having an intake / exhaust valve structure with a large cylinder head, an auxiliary device such as a supercharger is installed immediately above both banks to form an auxiliary device and an intake passage. The engine can be arranged in a compact layout, the increase in the overall height of the engine can be suppressed as much as possible, and the intake charge can be secured by reducing the intake resistance.

According to the invention described in claim (4), the camshaft and the auxiliary machine are drivingly connected to each other via a transmission mechanism having a timing winding transmission member on one end side of the crankshaft to drive the transmission mechanism for driving the auxiliary machine. When the line is located on one end side of the crankshaft with respect to the drive line of the transmission mechanism for driving the camshaft, the timing winding transmission member for driving the camshaft between both banks is laid out by an idler below the engine. Thus, the timing winding transmission member for driving the cam shaft between the two banks does not interfere with the driving space of the auxiliary machine, and the auxiliary machine driving space can be secured between the banks.

According to the invention of claim (5), in the invention of claim (4), the exhaust camshaft driven by the crankshaft is provided outside the bank, and the intake camshaft is provided between the banks. With this arrangement, it is possible to easily lay out the timing wrapping transmission member between the two banks under the engine by the idler, and it is possible to easily secure the auxiliary device driving space between the banks. .

[Brief description of the drawings]

1 to 3 show an embodiment of the present invention. FIG. 1 is a front view of an engine, FIG. 2 is a partial sectional view thereof, and FIG. 3 is a plan view thereof. 1 ... Cylinder block, 2,3 ... Cylinder head, 4 ... Cylinder, 4X ... Cylinder axis, 5 ... Supercharger (auxiliary equipment), 7 ...
Crankshaft, 12,13… V-belt, 15… Camshaft for intake, 16
... Exhaust cam shaft, 20 ... Timing belt, 24 ... Idler pulley, 42 ... Intake port, 43 ... Surge tank, L1, R1 ...
Intake valves, L2, R2 ... exhaust valves, L ... left bank, R ... right bank.

 ────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Koichi Hatamura 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (56) References JP-A-60-230503 (JP, A) JP-A-167146 (JP, A) JP-A-60-261911 (JP, A) JP-A-62-93432 (JP, A) JP-A-63-68705 (JP, A) JP-A-63-150404 (JP, A) ) Japanese Utility Model Showa 59-35642 (JP, U) Japanese Utility Model Showa 63-9434 (JP, U) Japanese Utility Model Showa 58-33225 (JP, Y2)

Claims (5)

(57) [Claims] 1. A cylinder block and left and right cylinder heads provided on the cylinder block form two banks on the left and right sides. Each bank is provided with a cylinder, and the cylinder axis of each cylinder head is provided. On the other hand, in a V-type engine in which an intake valve is provided between both banks and an exhaust valve is provided outside the bank, auxiliary machines driven by the engine are arranged between the left and right cylinder heads. A V-shaped intake port, wherein the intake port between the banks of each cylinder head is inclined toward the bank between the cylinders by a predetermined angle with respect to each cylinder axis and extends substantially vertically upward with a predetermined gap with respect to the auxiliary machine. Engine intake device. 2. An intake system for a V-type engine according to claim 1, wherein each bank is provided with an intake camshaft for driving an intake valve and an exhaust camshaft for driving an exhaust valve. An intake device for a V-type engine. 3. A cylinder block and left and right cylinder heads provided on the cylinder block form two banks on the left and right sides, each of which is provided with a cylinder, and the cylinder axis of each of the cylinder heads. On the other hand, an intake valve is provided between both banks, and an exhaust valve is provided outside the bank. Each cylinder head has an intake camshaft for driving the intake valve and an exhaust camshaft for driving the exhaust valve. One of the two camshafts is drivingly connected to a crankshaft of the engine and driven by the crankshaft, while the other camshaft is drivingly connected to the one camshaft and In the V-type engine configured to be directly driven by the camshaft, a supercharger driven by the engine is disposed between the two cylinder heads. The intake port on the bank side of each cylinder head is inclined toward the bank side by a predetermined angle with respect to each cylinder axis and extends substantially vertically upward with a predetermined gap with respect to the supercharger. An intake device for a V-type engine. 4. The intake system for a V-type engine according to claim 3, wherein the camshaft and the auxiliary device are drivingly connected via a transmission mechanism having a timing winding transmission member on one end side of the crankshaft, respectively. An idler for laying out the timing winding transmission member for driving the cam shaft between the two banks on the lower side of the engine is provided, and the drive line of the transmission mechanism for driving the auxiliary equipment is provided by a drive line for the transmission mechanism for driving the cam shaft. An intake device for a V-type engine, wherein the intake device is also located at one end of the crankshaft. 5. The intake device for a V-type engine according to claim 4, wherein an exhaust camshaft driven by a crankshaft is located outside the bank, and an intake camshaft is located between the banks. One end of the exhaust camshaft is provided with a first driven vehicle and a driving vehicle to which the driving force of the crankshaft is transmitted, while the driving force of the driving vehicle is transmitted to the intake camshaft. An intake device for a V-type engine, further comprising a second driven vehicle, wherein the auxiliary device is configured to be driven by a crankshaft at one end of the camshaft.