JP3374412B2 - 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 of an intake system for an internal combustion engine.

[0002]

2. Description of the Related Art As conditions for an intake passage provided in an automobile engine, intake efficiency is good over a wide range of rotation speeds from low speed to high speed, and in a multi-cylinder engine, air and air-fuel mixture are evenly distributed to each cylinder. Is required.

An example of an intake device provided in a conventional V-type opposed 6-cylinder engine is shown in FIG. 11 (see JP-A-60-69255).

Explaining this, the left and right banks 7
Two collecting parts (surge tanks) 75, 76 for collecting the branch pipes 73, 74 communicating with the respective cylinders 1, 72 for each bank
Is provided, the collecting portions 75 and 76 are arranged in parallel with the crankshaft, and the throttle valve 77 is interposed at the end of each collecting portion 75 and 76.

[0005]

However, in such a conventional device, since the throttle valves 77 are respectively provided at the ends of the collecting portions 75 and 76, the throttle valves 77 and the cylinders are not connected. There has been a problem that the intake passage length connecting the intake valves becomes non-uniform, and the intake efficiency of each cylinder varies in the low rotation range where resonance supercharging is performed.

Further, since the collecting portions 75 and 76 are arranged on the center lines of the banks, there is a problem that the spark plugs arranged on the center lines of the banks cannot be removed unless the intake device is removed from the engine body. It was Further, there is a design restriction that the engine hood line of the vehicle is higher on the side part than on the center part.

The present invention has been made in view of the above problems, and an object of the present invention is to improve suction efficiency in a V-type internal combustion engine while suppressing the overall height of the engine.

According to the present invention, in an intake system provided in a V-type 6- cylinder internal combustion engine having first and second banks facing each other in the V-type , each bank is biased in the axial direction of the crankshaft.
The first bank is on the front side and the second bank is on the rear side.
While placing the substantially coincident with the ignition device for each cylinder on the respective center line of each bank, arranged branch pipes communicating with the respective cylinders of each bank so as to intersect in parallel to each other, non-consecutive cylinder firing order The two collecting parts for collecting the branch pipes connected to each other are arranged inside the bank centerline so as to be biased in the axial direction of the crankshaft corresponding to each bank, and the throttle valve and the intake valve of each cylinder are arranged. first and second vans as the intake passage length is substantially uniform connecting
First and second inlet tube connected to the click, the first introduction
The tube is from the outside of the center line of the second bank to the front side of the second bank
Assembly that connects to the first bank through two ignition devices
Connected to the central part of the section, the second introduction pipe is the center line of the first bank
From the outside, pass between the two ignition devices on the rear side of the first bank.
Then, it is connected to the central portion of the collecting portion connected to the second bank .

Further, a communication pipe that communicates each collecting portion is provided above each branch pipe, and a control valve that opens and closes each communication pipe according to engine operating conditions is provided.

[0010]

[Action] While placing the ignition device substantially coincident with each cylinder on the respective center line of each bank, arranged branch pipes communicating with the respective cylinders of each bank so as to intersect in parallel to each other, the firing order Two collecting parts for collecting the branch pipes connected to the discontinuous cylinders are arranged inside the center line of each bank so as to be biased in the axial direction of the crankshaft corresponding to each bank, the throttle valve and each cylinder. first as an intake passage length is substantially uniform connecting the intake valve of the first
The first and second introduction pipes respectively connected to the two banks ,
The first inlet pipe is located outside the center line of the second bank and is located in the second bank.
Connect to the first bank through the two ignition devices on the front side
Connected to the central part of the collecting part, the second introduction pipe is the first bank
Ignition devices on the rear side of the first bank from outside the center line of
It connects to the central part of the assembly that connects to the second bank through
Since this continues , the suction efficiency of each cylinder can be increased even in the low rotation speed region where resonance supercharging is performed.

In addition , the heights of the left and right side portions of the engine can be suppressed, and the spark plug and the like arranged substantially on the center line of the bank can be attached and detached without removing the intake device from the engine body.

Further, by opening and closing the communication pipes communicating with each collecting portion in accordance with the engine operating conditions, the resonance supercharging effect is enhanced in the low rotation speed region and the inertia supercharging effect is enhanced in the high rotation speed region, so that a wide range is achieved. The suction efficiency can be maintained over the rotation range.

Further, since the two collecting portions and the connecting pipe connecting them are arranged inside the center line of each bank, there is a design effect that the engine hood line of the vehicle can be made lower than the central portion in the side portion. is there.

[0014]

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

As shown in FIGS. 1 and 2, a V-type 6-cylinder engine has a cylinder block 1 and right and left cylinder heads 2, 2.
3, the intake manifold 6 is connected to the inside of the left and right cylinder heads 2 and 3, and an exhaust pipe (not shown) is connected to the outside. It should be noted that cylinders whose ignition order is not continuous are collected in the left and right banks.

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 the upper part of the lower manifold 11. The upper manifold 12 extends in the horizontal direction on the left and right rocker covers 4 and 5, and the branch pipes 13 and 1 communicating with the intake ports 9 of the left and right cylinder heads 2 and 3 via the lower manifold 11.
4 and two collecting units 1 for collecting the branch pipes 13 and 14
5 and 16 and two introducing pipes 17 and 18 for guiding intake air from each throttle valve 10 to each collecting portion 15 and 16, and these are integrally formed.

In the plan view (FIG. 3), each branch pipe 1
The center lines O ₄ and O _{3 of the} ones arranged at the center among the _{three and four}
Is linearly extended in a direction orthogonal to a crankshaft (not shown), while center lines O ₁ , O ₂ , O ₅ , O ₆ of the branch pipes 13 and 14 arranged at the front and rear ends are bent from the middle, The points C ₁ and C ₂ on the center lines O ₃ and O ₄ intersect.
That is, the center lines O ₂ , O ₄ and O ₆ intersect at a point C ₁ and the center lines O ₁ , O ₃ and O ₅ intersect at a point C ₂ . Therefore, among the branch pipes 13 and 14 of the upper manifold 12, the branch pipes 13 and 14 arranged at the front and rear ends include the parallel portions 13a and 14a intersecting with each other in parallel and the parallel portions 13a and 14a.
Each of the branched pipes 13 and 14 has an inclined portion 13b and 14b that is bent toward the centrally arranged one.

The collecting parts 15 and 16 are respectively connected to the branch pipes 13 and 14.
While extending in a direction parallel to the crankshaft as a surge tank defined between the introducing pipes 17 and 18, the introducing pipes 17 and 18 extend in the direction orthogonal to the crankshaft from the central portions of the collecting portions 15 and 16. Orthogonal parts 17a, 18 extending
a and parallel portions 17b and 18b that are bent from the orthogonal portions 17a and 18a and extend in the direction parallel to the crankshaft.

The upper manifold 12 extends horizontally on the left and right rocker covers 4 and 5, and in the front view (FIGS. 1 and 2), the collecting portions 16 and 15 have the left and right bank center lines (cylinder centers). Lines) A ₂ and A ₃ are arranged inside, and the parallel portions 18b and 17b of the introduction pipes 18 and 17 are arranged outside the bank center lines A ₂ and A ₃ .

As shown in FIG. 4, each rocker cover 4,
5, an ignition coil 41 is attached to each cylinder,
An ignition plug (not shown) is housed below each ignition coil 41. In the front view, the ignition plugs and the ignition coils 41 are arranged on the left and right bank center lines A ₂ and A ₃ , respectively, and are located outside the collecting portions 16 and 15, and the ignition coils 41 and the ignition plugs are arranged. It is easy to attach and detach.
In the left bank, the front end ignition coil 41 is arranged between the collecting portion 16 and the introduction pipe parallel portion 18b, and the front end ignition coil 41 and the center ignition coil 41 are arranged so as to sandwich the introduction pipe orthogonal portion 18a. In the right bank, the central ignition coil 41 is arranged between the collecting portion 15 and the introduction pipe parallel portion 17b, and the central ignition coil 41 and the rear end ignition coil 41 are arranged.
Are arranged so as to sandwich the introduction pipe orthogonal portion 17a.

As shown in FIG. 5, joining flanges 17c and 18c for the throttle chamber 30 are formed at the ends of the respective introducing pipes 17 and 18. This joint flange 17
The c and 18c are formed so as to be inclined downward by a predetermined angle to keep the mounting height of the throttle chamber 30 low. In FIG. 5, 47 is an exhaust pipe and 48 is a radiator fan.

As shown in FIG. 6, the left and right throttle valves 10 are connected to respective shafts 41, 42.
Are coaxially arranged, and are linked to an accelerator pedal (not shown) via a wire in synchronization with each other.

Ducts 43 and 44 made of an elastic material are connected to the throttle chambers 30, respectively, and intake air taken in from an air cleaner (not shown) is fed to the ducts 43 and 44, respectively.
It is led through 44. In addition, the intake passage length connecting the air cleaner and the intake valve 8 of each cylinder is formed uniformly.

The intake manifold 6 includes left and right collecting portions 15, 1.
A communication pipe 20 communicating with 6 is provided above each of the branch pipes 13 and 14.

The connecting pipe 20 has the joint flanges 35, 36.
Bolt holes 37 are formed at the front and rear ends of the upper manifold 12
It is fastened by screwing. A seal material (not shown) is interposed between the communication pipe 20 and the upper manifold 12.

The opening 3 is formed in the upper wall of each of the collecting portions 15 and 16.
1 and 32 are formed, the communication pipe 20 has openings 3
Openings 33, 34 of the same shape are formed so as to overlap with 1, 32. The openings 31 and 32 extend in the direction parallel to the crankshaft, and the opening edges are the center lines O ₁ and O of the branch pipes 13 and 14 located at the front and rear ends in the plan view (FIG. 3). _It is arranged outside ₂ , O ₅ and O ₆ , so that the opening area of the communication pipe 20 for each of the collecting portions 15 and 16 is sufficiently secured.

As shown in FIG. 7, the communication pipe 20 has a flat box shape, and a partition wall 27 defines a first series passage 21 and a second communication passage 22 having different opening cross-sectional areas therein. To be done. Each of the communication passages 21 and 22 has a substantially rectangular cross-sectional shape, and is formed in different sizes.

The first ceiling wall portion 21a defining the first series passage 21 is formed lower than the second ceiling wall portion 22a defining the second communication passage 22 with a step 28. It is possible to reduce the air resistance of the vehicle by tilting the engine hood of the vehicle low from the rear side to the front side of the vehicle.

Butterfly-type first and second control valves 23 and 24 are provided in the communication passages 21 and 22, respectively. The control valves 23 and 24 are rectangular valve bodies 23a and 24a, and valve shafts 23b and 2 that rotatably support the valve bodies 23a and 24a.
4b and is opened and closed via actuators 25 and 26 connected to the valve shafts 23b and 24b. Each valve shaft 23
Link plates 39 and 40 are connected to the ends of b and 24b protruding from the communication pipe 20, and the rods 25 of the actuators 25 and 26 are connected to the link plates 39 and 40, respectively.
a and 26a are connected. Each actuator 25, 26
Is configured to open and close each control valve 23, 24 in accordance with the operating condition to change the passage area of the communication pipe 20 in a stepwise manner.

Next, the operation will be described.

Intake air taken in from an air cleaner (not shown) is introduced from each throttle valve 10 into each introduction pipe 17, 1.
After being sent to each of the collecting parts 15 and 16 through 8, the pipe is sucked into the cylinders that sequentially enter the intake stroke through the branch pipes 13 and 14. In a predetermined low rotation speed range, the control valves 23 and 24 are both closed to cut off the communication between the collecting portions 15 and 16, so that the pulsation energy of intake air is used to perform resonance supercharging.

2 for guiding intake air from the throttle valve 10
Since the two introduction pipes 17 and 18 are connected to the central portions of the collecting portions 15 and 16, it is possible to make the intake passage length connecting the throttle valve 10 and the intake valve 8 of each cylinder uniform, and in the low rotation speed range, the above resonance occurs. By supercharging, the suction efficiency of each cylinder can be uniformly increased.

Only one of the control valves 23 and 24 is selectively opened in a predetermined medium speed range, and both control valves 23 and 24 are opened in a predetermined high speed range. 15,
By gradually changing the opening area that communicates 16 with each other, inertia supercharging using the air column inertia of intake air is switched. FIG. 8 shows an experimental result obtained by measuring generated torque characteristics according to opening / closing of each control valve 23, 24. Based on this characteristic, each control valve 23 is controlled so as to obtain the highest generated torque according to the rotation speed. , 24 are controlled to be opened and closed.

The second communicating passage 22 having a relatively large cross-sectional area is disposed rearward of the first continuous passage 21 and exerts a force toward the rear of the engine which is given to the intake air flow passing through the introduction pipe parallel portions 17b and 18b. Utilizing this, the intake flow is promoted to flow into the second communication passage 22, and the intake efficiency at high speed is enhanced.

The intake manifold 6 includes branch pipes 13 and 14
Of the parallel pipes 13a and 14a in parallel with each other, and from the branch pipes 13 and 14 through the collecting portions 15 and 16 to the introduction pipes 1
Since the intake passage extends horizontally without bending in the vertical direction to 7 and 18, the curvature of the intake passage can be minimized to suppress the intake resistance.

Since the collecting parts 15 and 16 are arranged inside the bank centerlines A ₂ and A ₃ , the bank centerlines A ₂ and
The ignition coil 41 and the spark plug arranged on A ₃ can be attached and detached without removing the intake manifold 6 from the engine body.

Further, each collecting portion 1 having a relatively large volume
Since 5 and 16 are arranged on the inner side of the center lines A ₂ and A ₃ of each bank, there is a design effect that the engine hood line of the vehicle can be made lower in the lateral portion than in the central portion.

Next, in another embodiment shown in FIGS. 9 and 10, the communication pipe 20 in the above-mentioned embodiment is eliminated, and in this case, the protruding height of the intake manifold 6 is suppressed to a further low level, and the vehicle is The degree of freedom in designing the engine hood line 50 can be expanded. In the figure, 51
Is a front fender, and 52 is a transmission connected to the rear of the engine.

[0039]

As described above, the present invention faces the V type.
In an intake device provided in a V-6 internal combustion engine having first and second banks, each bank is a crankshaft
The first bank is on the front side and the second bank is on the rear side.
The ignition device for each cylinder is arranged on the side of each bank so as to substantially coincide with the center line of each bank, while the branch pipes communicating with each cylinder of each bank are arranged so as to intersect in parallel with each other, and the ignition is performed. Two collecting parts for collecting the branch pipes connected to the cylinders that are not consecutive in sequence are arranged inside the center line of each bank so as to be biased in the axial direction of the crankshaft corresponding to each bank. Make sure that the intake passage length connecting the intake valves of each cylinder is approximately uniform .
The first and second introduction pipes are respectively connected to the first and second banks, and the first introduction pipe is the second from the outside of the center line of the second bank.
The first bank through the two ignition devices on the front side of the two banks
The second introduction pipe is connected to the central part of the collecting part
Two points from the outside of the bank centerline to the back of the first bank
The center of the assembly that connects to the second bank through the firearms
Since it is connected to the section, the intake passage length connecting the throttle valve and the intake valve of each cylinder can be made uniform while suppressing the overall height of the engine, and the intake efficiency of each cylinder can be increased uniformly. It can be detached without removing it from the engine body.

Further, since the communication pipes that communicate the respective collecting portions are provided above the respective branch pipes, and the control valves that open and close the respective communication pipes according to the engine operating conditions are provided, a wide range of rotation can be achieved. There is a design effect that the suction efficiency can be maintained and the side portion of the engine hood line of the vehicle can be made lower than the central portion.

[Brief description of drawings]

FIG. 1 is a front view of an engine showing an embodiment of the present invention.

FIG. 2 is an enlarged front view of the upper portion of the engine.

FIG. 3 is a plan view of the intake device of the same.

FIG. 4 is a plan view of the same engine.

FIG. 5 is a side view of the same engine.

FIG. 6 is an exploded perspective view of the intake device of the same.

FIG. 7 is a perspective view of the communication pipe.

FIG. 8 is a torque characteristic diagram of the engine.

FIG. 9 is a front view of an engine showing another embodiment.

FIG. 10 is a side view of the same engine.

FIG. 11 is a front view of an engine showing a conventional example.

[Explanation of symbols]

10 Throttle valve 13 branches 14 branch pipes 15 Assembly Department 16 Assembly Department 17 Introductory pipe 18 Introductory pipe 20 communication pipes 23 First control valve 24 Second control valve

─────────────────────────────────────────────────── ─── Continuation of the front page (56) References Japanese Patent Laid-Open No. 3-9020 (JP, A) Japanese Patent Laid-Open No. 1-280631 (JP, A) Actual Japanese Laid-Open 3-42027 (JP, U) (58) Field (Int.Cl. ⁷ , DB name) F02M 35/116 F02B 27/00

Claims (2)

(57) [Claims] 1. An intake system provided in a V-type 6- cylinder internal combustion engine having first and second banks facing each other in a V-type ,
Each bank is offset in the axial direction of the crankshaft and
The second bank is on the front side and the second bank is on the rear side .
While arranging the ignition devices of the cylinders substantially coincident with each other on the respective center lines, the branch pipes communicating with the cylinders of the banks are arranged in parallel with each other and connected to the cylinders whose ignition order is not continuous. The two collecting parts that collect the branch pipes from each other are arranged inside the center line of each bank so as to be biased in the axial direction of the crankshaft corresponding to each bank, and the intake valve that connects the throttle valve and the intake valve of each cylinder Each of the first and second banks has a uniform passage length
The first and second inlet pipes connected to each other are connected to each other , and the first inlet pipe is connected to the second bar.
Ignition from the outside of the center line of the fuel tank from the front of the second bank
Central part of the assembly that connects to the first bank through the devices
And the second introduction pipe is outside the center line of the first bank.
To the second bank through the two ignition devices on the rear side of the first bank.
An intake device for an internal combustion engine, characterized in that the intake device is connected to a central portion of a collecting portion connected to a fuel tank. 2. A communication pipe for communicating each collecting portion is provided above each branch pipe, and a control valve for opening and closing each communication pipe according to engine operating conditions is provided. 1. An intake system for an internal combustion engine according to 1.