JP2973718B2 - Intake device for internal combustion engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement in an intake device for an internal combustion engine.

[0002]

2. Description of the Related Art As a condition of an intake pipe provided in an automobile engine, the intake efficiency is good over a wide rotation range from low speed to high speed, and in a multi-cylinder engine, the distribution of air-fuel mixture to each cylinder is equal. Is required.

As an intake pipe provided in a conventional V-type opposed six-cylinder engine, for example, there has been one shown in FIGS . 4 and 5 (see Japanese Patent Laid-Open No. 3-68526).

To explain this, the intake manifold 80 extends both branch pipes 83, 84 communicating with the cylinders of the left and right banks 81, 82 on the left bank 81, and connects the respective branch pipes 83, 84 to the left and right banks 81, 82. Two collecting portions (surge tanks) 85 and 86 that are collected every 82 are provided on the left bank 81.

The connecting portions 85 and 86 are arranged in a direction parallel to the crankshaft. The connecting portions 85 and 86 are provided with a communicating pipe 8 for communicating the central portions thereof with each other. Is provided. Each communication pipe 87, 8
By opening and closing each of the control valves 89 and 90 interposed in the middle of step 8 according to the operating conditions, the pulsating energy of the intake air is used to increase the intake efficiency.

[0006]

However, in such a conventional intake manifold 80, each of the collecting portions 85 and 86 is formed in a long cylindrical shape extending in parallel with the crankshaft, and the communication pipe 88 is formed in each of the connecting tubes 88 and 86. Since the connecting portions 85 and 86 are connected by being overhanged from the rear ends thereof, it is difficult to sufficiently secure the support rigidity of each of the collecting portions 85 and 86 and each of the communication tubes 88, and the communication tubes are caused by vibration transmitted from the engine. As a result, the vibration of the pipe 88 becomes large, and the sealing property of the connecting portion of the communication pipe 88 is deteriorated. In order to prevent this, the structure becomes complicated.

The present invention has been made in view of the above problems, and has as its object to increase the support rigidity of an intake pipe.

[0008]

Means for Solving the Problems The present invention is left to set the branch pipe to each other in communication with the non-consecutive cylinder group firing order
Intake collectors provided for each right bank and these left
In the intake device of a V-type multi-cylinder internal combustion engine including a communication pipe that communicates between the intake collector of the right bank and the intake collector of the right bank , each of the center lines of the branch pipes that communicate with the group of cylinders that are not consecutive in the ignition order is Existing substantially on the same plane and being gathered so as to face substantially one point, each of the intake collectors is provided with a predetermined volume downstream from a point where the center lines of the branch pipes gather, The communication pipe connecting these intake collectors on the left and right banks is a cylinder row
The direction is the front-rear direction, and is spanned at substantially the center in the front-rear direction of the left and right banks of the internal combustion engine, and the connecting flange of the communication pipe with respect to each collecting part is from the most front and rear ends of the branch pipe outer wall of each bank. Formed inside.

[0009]

The branch pipes are assembled so that their respective center lines are directed to substantially one point, so that the branch pipes are gathered and each intake collector having a predetermined volume extends long in the direction parallel to the crankshaft. Without suction
The support rigidity of the air collector is increased, and the branch pipe and the intake
Suppress the vibration of the motor.

The connecting flanges of the communication pipes with respect to the respective intake collectors are arranged in the cylinder row direction in the front-rear direction.
The communication pipe is located before and after each intake collector because it is located inside the pipe wall of each branch pipe located at the most front and rear ends of the branch pipe outer wall.
It is possible to increase the support rigidity of the communication pipe and suppress the vibration of the communication pipe without being mounted overhanging in the direction .

[0011]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

As shown in FIG. 2, a six-cylinder engine having left and right banks opposed to a V-type is provided with left and right cylinder heads 2 and 3 above a cylinder block 1. The intake manifold 6 is connected to the inside, and an exhaust pipe (not shown) is connected to the outside. In the left and right banks, cylinders whose ignition order is not continuous are collected.

The intake manifold 6 is divided into a lower manifold 11 connected to the left and right cylinder heads 2 and 3 and an upper manifold 12 connected to an upper portion of the lower manifold 11. The upper manifold 12 extends horizontally on the left and right rocker covers 4, 5, and is connected to a lower manifold 11 communicating with each intake port of the left and right cylinder heads 2, 3.
4 and each branch pipe 13, 14 as an intake collector
The two collecting portions 15 and 16 and two introduction pipes 17 and 18 for guiding intake air from a throttle valve (not shown) to each of the collecting portions 15 and 16 are formed integrally.

Each of the introduction pipes 17 and 18 is connected to each of the collecting sections 15 and 16.
Orthogonal part 1 extending from the shaft in a direction orthogonal to the crankshaft
7a, 18a and a parallel portion 17 bent from the orthogonal portions 17a, 18a and extending in a direction parallel to the crankshaft.
b, 18b.

On the front view (FIG. 2),
Reference numerals 5 and 16 are arranged inside the cylinder center lines A ₂ and A ₃ of the left and right banks, and the parallel portions 17 b and 18 b of the introduction pipes 17 and 18 are arranged outside the cylinder center lines A ₂ and A ₃ . The respective points C ₁ and C ₂ where the respective branch pipes 13 and 14 are gathered are referred to as respective gathering parts 15 and 16
And the parallel portions 17b and 18b of the introduction pipes 17 and 18, respectively.

At the end of each of the introduction pipes 17, 18, a joining flange 17c, 1 for a throttle chamber (not shown) is provided.
8c is formed.

The intake manifold 6 has left and right collecting parts 15, 1
6, a flat box-shaped communication pipe 20 communicating with each
16 and above each branch pipe 13, 14.

As shown in FIG. 3, a first communication passage 21 and a second communication passage 22 having different opening cross-sectional areas are defined by a partition wall 27 inside the communication pipe 20. The control valves 23 and 24 are interposed, and the control valves 23 and 24 are opened and closed via the actuators 25 and 26 in accordance with the operating conditions, whereby the respective collecting portions 15 and 16 communicate in a stepwise manner, and the pulsation energy of the intake air is Is used to increase the inhalation efficiency.

In the plan view (FIG. 1), each branch pipe 1
The center lines O ₄ and O _{3 of} those arranged at the center among 3, 14
Extend linearly in a direction orthogonal to a crankshaft (not shown). On the other hand, the center lines O ₁ , O ₂ , O ₅ , and O ₆ of the branch pipes 13 and 14 that are arranged at the front and rear ends extend linearly in a direction orthogonal to the crankshaft on the base end side. It is bent inward toward the collecting parts 15 and 16 from the middle and reaches the points C ₁ and C ₂ on the extension of the center lines O ₃ and O ₄ . That is, the center lines O ₂ , O ₄ , and O ₆ intersect at the point C ₁ , and the center lines O ₁ , O ₃ , and O ₅ intersect at the point C ₂ .

Therefore, the branch pipes 13 and 14 of the upper manifold 12 which are arranged at the front and rear ends are as follows:
Each of the parallel portions 13a and 14a crossing each other in parallel, and each of the inclined portions 13 that bend from each of the parallel portions 13a and 14a toward one of the branch pipes 13 and 14 that is disposed at the center.
b, 14b.

Each of the collecting portions 15 and 16 is connected to each of the branch pipes 13 and 14.
A space extending in the direction parallel to the crankshaft is defined by a predetermined volume between the inlet pipes 17 and 18, and the upper wall thereof has oblong openings 31 and 32 formed therein, while the communication pipe 20.
The openings 3 of the same shape overlapping the openings 31 and 32
3, 34 are formed. The openings 31 and 32 extend in a direction parallel to the crankshaft, and the respective opening edges are center lines O ₁ and O _{2 of the} branch pipes 13 and 14 located at the front and rear ends in the plan view (FIG. 1). , O ₅ , O ₆ , so that the opening area to the communication pipe 20 is sufficiently secured. The end wall portions of the collecting portions 15 and 16 are connected to the tube walls 13 of the branch pipes 13 and 14 located at the front and rear ends.
c, 14c.

The connecting pipe 20 has connecting flanges 35 and 36 formed around the openings 33 and 34 with respect to the collecting parts 15 and 16. In the plan view (FIG. 1), the connecting flanges 35 and 36 are connected to the branch pipes 13 and 14 located at the front and rear ends.
Tube walls (end wall portions of the respective collecting portions 15, 16) 13c, 14c
It is arranged more inside.

The communication pipe 20 is connected to each of the connecting flanges 35 and 36.
A pair of bolt holes 37 are formed at the front and rear ends of the upper manifold 12, and bolts (not shown) inserted into the respective bolt holes 37 are screwed into the upper manifold 12 for fastening. Communication pipe 20
A seal member (not shown) is interposed between the connection portion of the upper manifold 12 and the gasket, an O-ring, or the like.

Next, the operation will be described.

The intake air taken from an air cleaner (not shown) is supplied from each throttle chamber to each of the inlet pipes 17 and 1.
After being fed into the respective collecting portions 15 and 16 through 8, they are sequentially sucked into the cylinders that undergo the suction stroke through the branch pipes 13 and 14. In a predetermined low rotation range, the control valves 23 and 24 are both closed to cut off the communication between the collecting portions 15 and 16, thereby performing resonance supercharging using pulsation energy of intake air.
In a predetermined middle rotation region, only one of the control valves 23 and 24 is opened in order, and in a predetermined high rotation region, each of the control valves 23 and 24 is opened.
The valves 24 are both opened, and by gradually changing the opening area communicating with each of the collecting portions 15 and 16, switching is made to inertia supercharging utilizing the column inertia of the intake air, and over a wide range of rotation range. To increase the inhalation efficiency.

The intake manifold 6 is connected to each of the branch pipes 13 and 14.
Of the branch pipes 13 and 14 through the respective collecting sections 15 and 16 and the respective inlet pipes 1 and 14a.
Since it extends in the horizontal direction to 7, 18, the length of each intake passage is sufficiently ensured while the overall height of the engine is suppressed.

[0027] As each of the center line O ₂ of the inclined portion 13b of each branch tube 13, O _4, O ₆ is directed to the point C _1, each branch pipe 1
4 are formed such that the respective center lines O ₁ , O ₃ , O ₅ are directed to the point C ₂ , so that each assembly 1
The support rigidity of the upper manifold 12 with respect to the cylinder heads 2 and 3 can be increased by reducing the length in the direction parallel to the crankshafts 5 and 16 (front-back direction).

The communication pipe 20 is disposed above the upper manifold 12, and in the plan view (FIG. 1), the connecting flanges 35,
36 is the pipe wall 13 of each of the branch pipes 13 and 14 located at the front and rear ends.
Since the communication pipe 20 is disposed on the inner side than c and 14c, the communication pipe 20 does not overhang from the upper manifold 12, and the coupling rigidity of the communication pipe 20 to the upper manifold 12 can be sufficiently secured through the four bolts. As a result, the communication pipe 20 does not vibrate significantly due to engine vibration or external impact, and an excessive load is prevented from acting on the sealing material interposed between the communication pipe 20 and the upper manifold 12. It is not necessary to use a simple sealing material or increase the number of bolts for fastening the communication pipe 20.

The communication pipe 20 and the upper manifold 12 may be connected via rivets or welded. Alternatively, the communication pipe 20 may be made of resin and may be fitted into the upper manifold 12.

[0030]

[0031]

[0032]

[0033]

[0034]

[0035]

[0036]

[0037]

[0038]

The present invention as has been described above, according to the present invention includes an intake collector which is provided for each of the left and right banks to set the branch pipe to each other in communication with the non-consecutive cylinder group firing order, which
A V-type multi-cylinder internal combustion engine having a communication pipe communicating with an intake collector of the left bank and an intake collector of the right bank. Each of the center lines are substantially coplanar and are gathered so as to face substantially one point,
Each of the intake collectors is provided with a predetermined volume downstream of a point where the center line of each of the branch pipes gathers, and a communication pipe that communicates these intake collectors on the left and right banks is
The cylinder row direction is the front and rear direction, and the left and right banks of the internal combustion engine
Since the connecting flange of the communication pipe with respect to each gathering portion is formed inside the outermost front and rear ends of the branch pipe outer wall of each bank, the collector flange with respect to the engine is provided. The rigidity of the communication pipe with respect to each collector is increased, the vibration of the intake pipe is suppressed, and the sealing property of the connection part of the communication pipe can be maintained satisfactorily.

[Brief description of the drawings]

FIG. 1 is a plan view of an intake manifold showing an embodiment of the present invention.

FIG. 2 is a front view of the engine.

FIG. 3 is a perspective view of the communication pipe.

FIG. 4 is a front view of an engine showing a conventional example.

FIG. 5 is a plan view of the engine.

[Explanation of symbols]

 13 Branch pipe 13c Pipe wall 14 Branch pipe 14c Pipe wall 15 Assembling part 16 Assembling part 20 Communication pipe 35 Joint flange 36 Joint flange

Claims (1)

(57) [Claims] An intake collector provided for each of left and right banks for collecting branch pipes communicating with cylinder groups having discontinuous ignition orders, an intake collector for the left bank and a right van.
A center line of each of branch pipes communicating with a group of cylinders whose ignition order is not continuous exists in a suction device of a V-type multi-cylinder internal combustion engine including a communication pipe communicating with an intake collector of the engine. And each of the intake collectors is provided with a predetermined volume downstream of a point where the center line of each of the branch pipes gathers, and is located on the left and right banks. The communication pipes communicating these intake collectors extend in the cylinder row direction in the front-rear direction, and are bridged substantially at the center in the front-rear direction of the left and right banks of the internal combustion engine. An intake device for an internal combustion engine, which is formed inside the outermost front and rear ends of a branch pipe outer wall of each bank.