JP3330070B2 - Variable 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 a variable intake air system for an internal combustion engine having a pair of intake manifolds, a communication passage for communicating the pair of intake manifolds with each other, and a control valve for opening and closing the communication passage. Related to the device.

[0002]

2. Description of the Related Art Such a variable intake device for an internal combustion engine is already known, for example, from Japanese Patent Laid-Open No. 6-2625.
This device is provided with a control valve in the center of a communication path that allows a pair of intake manifolds to communicate with each other. In a low-speed rotation region of the internal combustion engine, the control valve is closed to shut off the communication between the pair of intake manifolds. In this way, resonance supercharging is performed using the pulsation effect of intake air, and in the high-speed rotation region of the internal combustion engine, the control valve is opened to allow the pair of intake air collecting portions to communicate with each other via the communication passage. Thus, inertia supercharging is performed using the column inertia of the intake air.

[0003]

However, when the control valve is closed in the low-speed rotation region of the internal combustion engine to cut off the communication between the pair of intake manifolds, the control valve moves to the central portion of the communication passage. , A half of the volume of the communication passage partitioned by the closed control valve is added to the volume of each intake manifold, and as a result, the original volume of the intake manifold changes. Therefore, there is a problem that an effective intake resonance effect cannot be obtained.

The present invention has been made in view of the above-mentioned circumstances, and by appropriately arranging a communication passage and a control valve of a variable intake device, resonance supercharging and inertia supercharging can be effectively achieved. It is an object of the present invention to establish a resonance supercharging system to further improve the torque characteristics.

[0005]

In order to achieve the above object, a variable intake device for an internal combustion engine according to claim 1 is provided.
A first pair of intake manifolds for collecting independent intake passages communicating with a group of cylinders in which the ignition order is not continuous, and a first pair of first openings provided at ends of the pair of intake manifolds for communicating with each other; A communication path, a second communication path having a larger cross-sectional area than the first communication path, and communicating with each other between a pair of second openings provided along a longitudinal direction of the pair of intake collecting sections; A first control valve that opens and closes the pair of first openings in accordance with the engine speed; and a second control valve that opens and closes the pair of second openings in accordance with the engine speed.
The first control valve is opened according to the increase in the speed, and the engine speed is increased.
Characterized the this <br/> opening the second control valve in response to further increases in speed.

According to a second aspect of the present invention, there is provided a variable intake device for an internal combustion engine, wherein an intake introduction portion connected to a throttle body and a pair of intake collection portions branching from the intake introduction portion and extending along a pair of banks. And a plurality of independent intake passages respectively connecting the pair of intake manifolds to a cylinder group of a corresponding bank, and a pair of first openings provided at ends of the pair of intake manifolds communicate with each other. A cross-sectional area larger than the first communication path, which communicates between the first communication path and a pair of second openings provided along the longitudinal direction of the pair of intake collecting sections above the intake collecting section. A first control valve that opens and closes the pair of first openings according to the engine speed, and a second control valve that opens and closes the pair of second openings according to the engine speed. And engine rotation
The first control valve is opened according to the increase in the speed, and the engine speed is increased.
Characterized the this <br/> opening the second control valve in response to further increases in speed.

According to the first or second aspect of the present invention, when both the first and second control valves are closed in the low speed rotation range of the internal combustion engine, the first and second control valves of the pair of intake manifolds are controlled by the control valves. Since the second opening is closed and the communication between the intake manifolds is interrupted, resonance supercharging utilizing the pulsation effect of the intake air can be performed. At this time, since the control valves are arranged at the first and second openings at both ends of the first and second communication passages, the first and second communication passages are closed when the first and second control valves are closed. Is no longer added to the volume of the intake manifold, thereby enabling effective resonance supercharging.

When the first control valve is opened while the second control valve is closed in the middle-speed rotation region of the internal combustion engine, the first control valve opens the first openings of the pair of intake manifolds. Since the communication between the intake manifolds is established, the volume of the first communication passage is added to the volume of the intake manifold, and the tuning frequency of resonance supercharging shifts to the high rotation side to achieve effective resonance supercharging in the medium speed rotation region. It can be carried out.

Further, in the high speed rotation region of the internal combustion engine, the first and second
When the control valves are both opened, the pair of intake manifolds communicate with each other through the first and second communication passages, so that inertial supercharging using the inertial effect of intake air can be performed. At this time, since the second openings at both ends of the second communication passage are formed along the longitudinal direction of the pair of intake manifolds, the pair of intake manifolds is sufficiently formed through the second opening having a sufficient area. An effective inertia supercharging can be performed because the inertia supercharging is performed by communicating with the second communication passage having a large volume and further with the first communication passage. Thus, the low speed of the engine
In the rotation range and the medium-speed rotation range,
Resonant supercharging can be performed at the tuning frequency according to the number.
Inertia supercharging can be performed in the high-speed range of
So, from resonance supercharging in the low-speed rotation region to high-speed rotation region
Wide speed range with smooth transition to inertia supercharging
Thus, the output torque of the internal combustion engine can be secured.

[0010]

[0011]

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described based on embodiments of the present invention shown in the accompanying drawings.

FIGS. 1 to 10 show an embodiment of the present invention. FIG. 1 is a partial sectional view of a V-type multi-cylinder internal combustion engine, FIG. 2 is a view taken in the direction of arrow 2 in FIG. 1, and FIG. 1, FIG. 4 is an enlarged view in four directions of FIG. 2, FIG. 5 is an enlarged view of a part 5 in FIG. 2, FIG. 6 is an enlarged view in six directions of FIG. 4, and FIG. FIG. 8 is an explanatory diagram of the operation in the low-speed rotation region, FIG. 8 is an explanatory diagram of the operation in the high-speed rotation region, and FIG. 10 is a graph illustrating the effect.

As shown in FIGS. 1 to 3, the V-type six-cylinder internal combustion engine E has # 1, # 3 and # 5 in which the ignition timing is not continuous.
A front bank Bf having cylinders and a rear bank Br having # 2, # 4 and # 6 cylinders having non-continuous ignition timings
The variable intake device I is arranged above the front bank Bf and the rear bank Br. The variable intake device I includes an intake manifold lower 2 connected to intake ports 1... That open to the opposing surfaces of both banks Bf and Br, a substantially U-shaped intake manifold upper 3 coupled to an upper surface of the intake manifold lower 2. An arc-shaped first communication path 5 interconnecting a pair of distal ends of the intake manifold lower 2 and a flat box-shaped second communication path 4 coupled to the upper surface of the intake manifold upper 3. Prepare.

At the base end of the intake manifold upper 3, an arc-shaped intake introduction portion 6 connected to the throttle body T is formed. Both ends of the intake introduction portion 6 extend linearly and parallel to each other. A pair of intake collecting sections 7f,
7r are integrally connected. Therefore, the pair of intake air collecting portions 7
The base end side and the front end side of f, 7r are arc-shaped intake introduction portions 6.
And an arc-shaped first communication path 5 respectively.
An oval passage closed as a whole is formed.

The front intake manifold 7f is arranged above the front bank Bf in parallel with the front bank Bf, and the rear intake manifold 7r is arranged above the rear bank Br in parallel with the rear bank Br. By connecting the upper surface of the intake manifold lower 2 to the lower surface of the intake manifold upper 3 with a plurality of bolts 8, the front-side intake collecting portion 7f is connected to the front bank Bf.
And three U-shaped independent intake passages 9f, which communicate with the # 1, # 3 and # 5 cylinders, and the rear intake manifold 7r with the # 2, # 4 and # 6 cylinders of the rear bank Br. Three U-shaped independent intake passages 9r are formed.

On the upper surfaces of the front intake manifold 7f and the rear intake manifold 7r, the intake manifolds 7f, 7
over the entire length in the longitudinal direction of r
Openings 10f and 10r are formed. Second opening 10
Since f and 10r are formed along the longitudinal direction of the intake collecting portions 7f and 7r, it is possible to ensure a sufficiently large area of the second openings 10f and 10r. The second communication passage 4, which has a substantially square shape in plan view, is formed by a plurality of bolts 11... With a front-side intake manifold 7f and a rear-side intake manifold 7r.
Is bonded to the upper surface. The second communication passage 4 is provided above the two intake collecting portions 7f, 7r and the six independent intake passages 9f,.
Are arranged so as to cover the upper side of..., And both ends thereof communicate with the front-side intake manifold 7f and the rear-side intake manifold 7r via the second openings 10f and 10r.

At both ends of the second communication passage 4, valve shafts 12f and 12r extending in parallel with the second openings 10f and 10r of the front intake manifold 7f and the rear intake manifold 7r are supported in parallel. A second control valve 13 for opening and closing the second openings 10f, 10r is provided on the valve shafts 12f, 12r.
f, 13r are provided respectively.

4 and 5, the valve shaft 12 protruding from the end wall of the second communication passage 4 is evident.
f, 12r, plate-shaped stopper members 14,
14 is fixed. The stopper members 14 and 14
The fully open position regulating stopper 4 ₁ formed integrally with the communication passage 4,
4 ₁ can abut a stopper arm 14 _1, 14 ₁ and, capable of abutting against the stopper arm 14 ₂ to the fully closed position limiting stopper 15, 15 made of bolts screwed into the second communication passage 4, 1
4 ₂ and is provided. When the stopper arm 14 _1, 14 ₁ is in contact with the fully open position regulating stopper 4 _1, 4 _1, second
The second openings 10f, 10r are controlled by the control valves 13f, 13r.
r is fully opened and the stopper arms 14 ₂ , 14
_{When 2} comes into contact with the fully closed position regulating stoppers 15, 15,
By the second control valves 13f, 13r, the second openings 10f,
10r is in the fully closed state. The angles of the second control valves 13f, 13r in the fully closed state can be adjusted by changing the amount of protrusion of the fully closed position restricting stoppers 15, 15 made of bolts.

The valve shafts 12f, 12r are torsion springs 16, 1
6 in the valve opening direction, that is, the stopper arms 14 ₁ , 1
4 ₁ is biased in a direction in contact with the fully open position regulating stopper 4 _1, 4 _1. The second control valves 13f, 13r are driven in the valve closing direction by a second negative pressure diaphragm device 17 disposed between the valve shafts 12f, 12r. The inside of the housing 18 of the second negative pressure diaphragm device 17
The two outer atmospheric pressure chambers 20 and 20 and the inner negative pressure chamber 21 sandwiched between the two atmospheric pressure chambers 20 and 20 by the two diaphragms 19 and 19.
Divided into. The diaphragms 19, 19 are connected to the negative pressure chamber 2
1 are urged from the negative pressure chamber 21 side to the atmospheric pressure chambers 20, 20 by the diaphragm springs 23, 23 housed therein. Each diaphragm 19, 19 is connected to two stopper members 14, 14 via rods 22, 22, respectively. The housing 18, the negative pressure port 18 ₁ is provided which acts intake negative pressure via a control valve (not shown).

As is apparent from FIGS. 4 and 6, the first openings 24f, 24f on the distal end sides of the pair of intake manifolds 7r, 7r.
The first communication path 5 connected to the second communication path 4r
Has a smaller passage cross-sectional area than the passage cross-sectional area. At both ends of the first communication passage 5, a pair of first control valves 25f, 25r for opening and closing the first openings 24f, 24r are provided.
The first control valves 25f and 25r are driven to open and close by a first negative pressure diaphragm device 27 provided on the lower surface of the first communication path 5.

The structure of the first negative pressure diaphragm device 27 is substantially the same as the structure of the second negative pressure diaphragm device 17 for driving the second control valves 13f and 13r to open and close.
The same components as those of the second negative pressure diaphragm device 17 are denoted by the same reference numerals, and redundant description will be omitted. However, the first negative pressure diaphragm device 27
And its stopper member 14 and 14 fully open position regulating stopper 5 ₁ fixed to the first communication path 5, 5 _1, the fully closed position limiting stopper 28 made of bolts screwed into the first communication passage 5
This is different from the second negative pressure diaphragm device 17 in that it abuts on

The first negative pressure diaphragm device 27 and the second
The negative pressure diaphragm device 17 is driven at different operation timings described later.

Next, the operation of the embodiment of the present invention having the above configuration will be described.

When the internal combustion engine E is in the low-speed rotation region, intake negative pressure is introduced into the negative pressure chambers 21 of the first negative pressure diaphragm device 27 and the second negative pressure diaphragm device 17, and the two diaphragms 19, 19 are mutually moved. When moved in the approaching direction, the stopper members 14 and 1 pulled by the rods 22 and 22 are moved.
4 rotates against the resilient force of the torsion springs 16, 16, and the stopper arms 14 ₂ , 14 ₂
Contact 5 and 15. In this state, as shown in FIG. 7, the first control valve 25f, 25f and the second control valve 13
As f and 13r are closed, the front-side intake manifold 7f and the rear-side intake manifold 7r are disconnected from the first communication passage 5 and the second communication passage 4, and have independent volumes. Thus, a pressure wave reciprocatingly propagating between each cylinder and the intake manifolds 7f, 7r resonates in the intake manifolds 7f, 7r, and the intake air is pushed into each cylinder by the resonance pressure waves. The efficiency of charging the cylinder with the intake air increases, and the output torque of the internal combustion engine E increases.

When the internal combustion engine E is in the medium speed region, when the atmospheric pressure is introduced into the negative pressure chamber 21 of the first negative pressure diaphragm device 27 to make both the diaphragms 19, 19 free, the torsion spring Stopper member 1 with resiliency of 16,16
The valve shafts 26f and 26r rotate together with the first and second control valves 2 and 4 so that the first openings 24f and 24r at both ends of the first communication path 5
Opened by 5f, 25r. As a result, as shown in FIG. 8, the front-side intake manifold 7f and the rear-side intake manifold 7r are integrally connected by the first communication path 5, and the first intake manifold 7f, 7r The volume of the passage 5 is added, and the tuning frequency of the resonance supercharging system shifts to the high rotation side, so that an effective resonance supercharging effect can be obtained in the medium speed rotation region.

When the internal combustion engine E is in the high-speed rotation region, the second negative pressure diaphragm device 27
When the negative pressure diaphragm device 17 operates, the second control valves 13f and 13r are opened. As a result, as shown in FIG. 9, the front-side intake manifold 7f and the rear-side intake manifold 7r communicate with each other via the second communication path 4.
In this way, when the two intake collecting portions 7f and 7r are connected to each other through the large-volume second communication passage 4 in addition to the first communication passage 5, the above-described intake resonance effect disappears, and the disadvantages other than the tuning frequency other than the tuning frequency are disadvantageous. The drop in output torque in the region is compensated. Thus, in the high-speed rotation region of the internal combustion engine E, the output torque is increased by the inertia supercharging effect, and the output torque of the internal combustion engine E can be maintained at a high value in a wide range from the low-speed rotation region to the high-speed rotation region. (See FIG. 10).

As described above, the second openings 10f, 1 formed at both ends of the second communication path 4 for interconnecting the front-side intake manifold 7f and the rear-side intake manifold 7r.
0r is opened and closed by the second control valves 13f and 13r.
When the control valves 13f, 13r are closed, the volume of the second communication passage 4 is prevented from being added to the volume of the intake manifolds 7f, 7r, and resonance supercharging in the low-speed rotation region of the internal combustion engine E is effectively performed. It can be carried out. The second communication passage 4 is disposed so as to cover the upper part of the pair of intake air collecting portions 7f and 7r, has a sufficient volume, and has the second openings 10f and 10r.
Has a length substantially equal to the entire length of the intake collecting portions 7f and 7r. Therefore, the area of the second openings 10f and 10r can be sufficiently secured, and inertia supercharging can be effectively performed.

When the second control valves 13f, 13r are closed, the second control valves 13f, 13r themselves constitute the upper walls of both intake manifolds 7f, 7r.
And the variable intake device I
Are arranged using the dead space between the front bank Bf and the rear bank Br, so that the entire internal combustion engine E can be made compact.

Further, the pair of first control valves 25f and 25r are driven in conjunction with each other by a common first negative pressure diaphragm device 27, and the pair of second control valves 13f and 13r are driven by a common second negative pressure. Since they are driven by the diaphragm device 17 in conjunction with each other, it is possible to reliably avoid a shift in operation timing that is likely to occur when the diaphragm devices 17 are driven by separate negative pressure diaphragm devices.

Although the embodiments of the present invention have been described in detail, various design changes can be made in the present invention without departing from the gist thereof.

For example, in the embodiment, the second openings 10f, 1
Each of 0r is divided into two holes, but they can be composed of one or three or more holes.
However, the smaller the number of holes, the more the second openings 10f, 10f.
This is advantageous because a large area of r can be secured.

[0033]

As described above, according to the first or second aspect of the present invention, the first and second control valves are provided at the first and second openings at both ends of the first and second communication passages. Is arranged, when the first and second control valves are closed, the volume of the first and second communication passages is not added to the volume of the pair of intake air collecting portions, and is effective in the low-speed rotation region. Resonance supercharging can be performed. In addition, by opening only the first control valve and communicating the pair of intake manifolds with the first communication passage having a small cross-sectional area, it is possible to perform resonance supercharging at a tuning frequency suitable for the medium speed rotation region, It is possible to avoid a drop in output torque in the medium speed rotation region. Also, the second openings at both ends of the second communication passage are formed along the longitudinal direction of the pair of intake manifolds, so that the pair of intake manifolds has a sufficient area.
By communicating with the second communication passage having a sufficient volume through the opening, and additionally communicating a pair of intake collecting portions with the first communication passage, effective inertial supercharging in the high-speed rotation region is achieved. It can be carried out. As a result, it is possible to effectively balance resonance supercharging and inertial supercharging in a wide rotational speed range of the internal combustion engine, and to improve torque characteristics of the internal combustion engine. In addition, in the low-speed and medium-speed regions of the engine
Over inertia at the tuning frequency corresponding to each engine speed
Supply and inertia in the high-speed range of the engine.
Since supercharging can be performed, resonance supercharging in the low-speed rotation region
Smooth transition from charging to inertial supercharging in the high-speed rotation region
To secure the output torque of the internal combustion engine in a wide speed range
can do.

[0034]

[Brief description of the drawings]

FIG. 1 is a partial sectional view of a V-type multi-cylinder internal combustion engine.

FIG. 2 is a view in the direction of arrows in FIG. 1;

FIG. 3 is a view taken in the direction of arrows 3-3 in FIG. 1;

FIG. 4 is an enlarged view in the direction of arrows in FIG. 2;

FIG. 5 is an enlarged view of a part of FIG. 2;

6 is an enlarged view in the direction of arrow 6 in FIG. 4;

FIG. 7 is an explanatory diagram of an operation in a low-speed rotation region.

FIG. 8 is an explanatory diagram of an operation in a medium speed rotation region.

FIG. 9 is a diagram illustrating the operation of the high-speed rotation region.

FIG. 10 is a graph illustrating an effect.

[Explanation of symbols]

 4 2nd communication path 5 1st communication path 6 Intake introduction part 7f, 7r Intake collecting part 9f, 9r Independent intake passage 10f, 10r Second opening 13f, 13r Second control valve 24f, 24r First opening 25f, 25r First control valve Bf, Br Bank T Throttle body

────────────────────────────────────────────────── ─── Continued on the front page Examiner Masahiro Sato (56) References JP-A-6-2625 (JP, A) JP-A-6-299856 (JP, A) (58) Fields investigated (Int. Cl. ⁷⁾ , DB name) F02B 27/02

Claims (2)

(57) [Claims] 1. A pair of intake manifolds (7f, 7r) for gathering independent intake passages (9f, 9r) communicating with a group of cylinders whose ignition order is not continuous, and the pair of intake manifolds (7f, 7r). A first communication path (5) for communicating between a pair of first openings (24f, 24r) provided at the ends of the pair, and a first communication path (5f) provided along the longitudinal direction of the pair of intake manifolds (7f, 7r). A second communication path (4) having a larger cross-sectional area than the first communication path (5), which allows the pair of second openings (10f, 10r) to communicate with each other; and the pair of first openings. A first control valve (25f, 25r) that opens and closes (24f, 24r) according to the engine speed; and a second control valve that opens and closes the pair of second openings (10f, 10r) according to the engine speed. (13f, 13r) and comprises, in accordance with an increase in engine speed Serial first control valve (25f,
25r), and according to the further increase of the engine speed,
The second control valve (13f, 13r) is opened.
A variable intake device for an internal combustion engine. 2. An intake air inlet (6) connected to a throttle body (T), and a pair of banks (B) branched from the air intake air inlet (6).
f, Br) and a pair of intake manifolds (7f, 7
r), a plurality of independent intake passages (9f, 9r) connecting the pair of intake manifolds (7f, 7r) to cylinder groups of the corresponding banks (Bf, Br), respectively, and the pair of intake manifolds (9f, 9r). 7f, 7r), a first communication path (5) for mutually communicating between a pair of first openings (24f, 24r) provided at ends of the pair, and a longitudinal direction of the pair of intake collecting sections (7f, 7r). A larger cross-sectional area than the first communication path (5), which allows a pair of second openings (10f, 10r) provided along the air path to communicate with each other above the intake manifold (7f, 7r). A second communication passage (4), a first control valve (25f, 25r) for opening and closing the pair of first openings (24f, 24r) in accordance with an engine speed, and a pair of second opening (10f). , 10r) according to the engine speed. Includes a 13r), a first control valve in accordance with an increase in engine speed (25f,
25r), and according to the further increase of the engine speed,
The second control valve (13f, 13r) is opened.
A variable intake device for an internal combustion engine.