JPH01240765A - Fuel supply device for v-engine - Google Patents

Abstract

PURPOSE:To reduce the resistance of intake and the sticking of fuel to a wall surface in a V-engine formed in compact size by providing an intake passage of each bank in a vertical direction in both sides of accessories and mounting an injector to the inner position of a connection part in an upper collection part. CONSTITUTION:A supercharger 105 is provided to be arranged in the lengthwise direction in space between right and left banks. Connection pipes 152, 153 are connected to manifolds 154, 155 positioned in the upper right and left of the supercharger 105. ln order to ensure space for arranging a fuel injector 116, the connection pipes 152, 153 are curved in their upper part to the outer of the V-bank. In this way, a V-engine, while it is formed in compact size, enables an increase of intake resistance to be suppressed and the sticking of fuel to a wall surface to be reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a fuel supply system for a V-type engine in which an auxiliary device, particularly a mechanical supercharger, is disposed between left and right banks formed in a V-shape.

(Prior art) Conventionally, as described in Utility Model Application Publication No. 61-5330, a mechanical supercharger was disposed between the left and right banks of a V-type engine in an attempt to make the engine more compact. It has been known.

Each cylinder of this type of V-type engine is usually a cross-flow type, with an exhaust port outside the bank, and
■An intake port is provided inside the bank. As stated in the above publication, the intake passages of the left and right banks are curved approximately horizontally and converge inside the bank, and are connected to the discharge port of the mechanical supercharger. is normal.

However, in this case, by installing a mechanical supercharger between the left and right banks, the intake passage itself and the arrangement of the gathering part or intertellar are considerably restricted, and as a result, the curvature of the intake passage becomes large. As a result, a problem arises in that intake resistance increases.

By the way, instead of curving the left and right intake passages horizontally to the bottom of the mechanical supercharger as shown above, the intake ports are erected and the intake passages of each bank are placed under the mechanical supercharger. It is also conceivable that the intake passage be provided vertically on both sides and communicated with the mechanical supercharger via the upper gathering part.In this case, the intake passage may be formed with a relatively small curve. Therefore, it can be expected that the intake resistance will be reduced. However, when the intake passages are provided vertically on both sides of the mechanical supercharger in this way, it becomes difficult to provide the injector at an appropriate position and direction close to the intake port. If the injector is not placed in the proper position and orientation, a problem arises in that the fuel sticks to the walls more and the combustion efficiency deteriorates.

(Object of the Invention) The present invention has been made in view of the above-mentioned problems, and aims to make the ■ type engine more compact by providing auxiliary equipment such as a mechanical supercharger between the left and right banks, and to reduce the intake resistance. The purpose is to suppress the increase in fuel adhesion to the wall surface.

(Structure of the Invention) The present invention reduces the curvature of the intake passage by vertically arranging the intake port and providing intake passages in the vertical direction on both sides of auxiliary equipment such as a mechanical supercharger disposed between the left and right banks. Focusing on the ability to suppress the increase in intake resistance, and while providing the intake passage in the vertical direction, it was realized to secure space for arranging the injector in an appropriate position and direction. The configuration is as follows. That is, the fuel supply system for a type engine according to the present invention has a V
In a V-type engine in which an auxiliary machine is arranged between left and right banks formed in a mold, the intake passages of each bank are provided in the vertical direction on both sides of the Moeki auxiliary machine, and the above-mentioned intake passages are arranged in the upper part. It is characterized in that the connection parts with the parts are curved outward, and injectors are attached to the inner positions of the respective curved parts toward the respective intake ports.

(Function) The space between the left and right banks of the V-type engine is effectively used by installing auxiliary equipment such as a mechanical supercharger, which reduces wasted space and makes the engine more compact. Ru.

In addition, since the intake passages are provided vertically on both sides of the auxiliary equipment located between the left and right banks, the space on both sides of the auxiliary equipment can be used effectively, and the curvature is small, so the intake passage has low intake resistance. A passage is formed. The intake passage is curved outward at the connection part with the upper gathering part, and the injector is installed in the space formed inside the curved part, so the fuel is introduced from a position relatively close to the intake port. It becomes possible to inject in the appropriate direction toward the port.

Furthermore, since the intake passage to the upper gathering portion is relatively long, the resonance effect improves the filling efficiency on the low speed side. Therefore, the torque on the low speed side is improved.

(Example) Embodiments of the present invention will be described below based on the drawings.

FIG. 1 schematically shows an Ennon mechanical supercharging system according to an embodiment of the present invention.

In this system, intake port 1 of engine +01
02 and the air cleaner 103 are connected to each other.
A mechanical supercharger 105 is installed. This mechanical supercharger 105 is based on the so-called Lysholm type screw compressor, which is composed of a four-leaf male rotor and a six-groove female rotor, and is downstream of the supercharger 105. An air-cooled intercooler 106 is connected to. Further, the throttle valve 107 is connected to the supercharger 10.
A bypass passage 108 is provided upstream of the throttle valve 107 and downstream of the intercooler 106 to bypass the supercharger 105. An auxiliary throttle valve 109 is provided at a position immediately downstream of the branch point of the bypass passage 108 in the intake passage 104 . The auxiliary throttle valve 109 is connected to an auxiliary throttle valve lever 110. It is connected to a throttle valve lever 112 via a grooved rod 111. When the throttle valve 107 opens to a predetermined opening degree, the auxiliary throttle valve 109 begins to open. In addition, a diaphragm type bypass valve 1 is provided in the bypass passage 108.
13 are provided. In the non-supercharging area, this bypass valve 1
13 is opened to perform natural intake without going through the supercharger l05. The supercharger 105 is connected to a drive-side variable pulley (not shown) via an electromagnetic clutch 114 and a centrifugal variable pulley 115. The intake passage 104 also includes a fuel injector +16 adjacent to the intake port 102.
An air flow meter 117 is provided downstream of the air cleaner 103.

As shown in FIG. 2, the electromagnetic clutch 114 is cut off in the low rotation/low load range, and is turned on in other ranges. The variable pulley 115 and the drive-side variable pulley combined therewith are basically known as centrifugal pulleys, and by their combination, as shown in FIG. On the other hand, the turbocharger's rotational speed gradually saturates at high rotational speeds, in other words, the supercharging pressure does not increase much in the high rotational speed range of the engine. Therefore, first of all, in the low rotation/low load region of the engine, the electromagnetic clutch 1
14 is cut, turbocharging is stopped, and in other areas, control is performed to ensure sufficient intake air volume at low rotation speeds while suppressing excessive increases in boost pressure at high rotation speeds. Therefore, it is possible to stop or suppress supercharging in a low load range and switch to natural intake via the bypass passage 108, without resorting to efficient and thermally problematic methods such as suppressing supercharging using intake air relief. be able to. In addition, by the aforementioned auxiliary throttle valve 109,
By adjusting the amount of air entering the supercharger 105 itself, the supercharging pressure relative to the load is controlled. therefore,
The combination of the electromagnetic clutch 114, variable pulley 115, and auxiliary throttle valve 109 efficiently stops or suppresses supercharging in low load ranges and controls supercharging according to engine speed and load in other operating ranges. It can be realized. In a low load range, the bypass valve +13 is opened by the intake negative pressure, and natural intake is performed via the bypass passage 108.

Figure 4 is a schematic front view showing the overall structure of this embodiment;
The figure is a detailed view of the main part, and FIG. 6 is a plan view.

This engine 101 is a V-type six-cylinder engine, and the six three cylinders in the left and right banks are arranged offset from each other by a predetermined amount. Intake side camshafts 120 and 121 are located inside the upper part of the cylinder heads 118 and 119 of each bank, respectively.
Furthermore, exhaust side camshafts 122 and 123 are disposed on the outside. Pulleys 124 and 125 are attached to the front end portions of both outer exhaust side camshafts 122 and 123, and these pulleys 124 and 125 are connected to the timing belt 1.
It is conductively connected to the crankshaft side pulley 127 via 26. The tension and winding of the timing belt 126 are adjusted by an upper pair of idler pulleys 128, 129 and a lower pair of tensioner pulleys 130, 131. In addition, the intake side camshafts 118 and 119 disposed inside each pair of gears 132 and 1
Exhaust side camshaft 1 of each bank by 33°134.135
22.123.

In this way, only the outer exhaust side camshaft is directly driven by the timing belt 126, and then the timing belt 1
As shown in FIG. 4, 26 has a shape in which the center portion is positioned downward by a pair of idler pulleys 128, 129. Space can be secured.

Scholm type supercharger 10 installed in the space between the left and right banks
5 are arranged in the longitudinal direction. And supercharger 105
A drive pulley 115 is provided at the front end of the engine 101 via an electromagnetic clutch 114, and a belt is connected between the drive pulley 1!5 and the large diameter portion of a driven pulley 136 provided on the left side of the front side of the engine 101. 137 is stretched, and a belt 139 is also stretched between the small diameter portion of the driven pulley 136 and the large diameter driving pulley 13B provided on the crankshaft. The small diameter portion of the driven pulley 136 and the large diameter portion of the driving pulley 138 are variable bobbies using a centrifugal weight. The diameter of the driven pulley 136 side increases due to centrifugal force, and the diameter of the driving pulley 138 side decreases due to centrifugal force.

As a result, a characteristic is obtained in which the rotational speed of the supercharger @105 gradually becomes saturated on the high rotational side.

The left and right bank cylinder heads 118, 119 have four combustion chamber parts 140.141, and these four combustion chamber parts 140.1.
4N intake ports 102a, 102b and exhaust ports 142, 143 are formed, and these intake ports 102a, 102b and exhaust port 14
Intake valves 144, 145 and exhaust valves 146, 147 which open and close the intake valves 2, 143 are provided. Intake valve 144,1
45 and exhaust valves 146, 147 are connected to the intake side camshaft 1.
20, 121 and the exhaust side camshaft 122°+23.

Exhaust passages 148 and 149 are exhaust bows) 142°143
The cylinder head 11 extends from the V bank toward the outside of the V bank.
8, 119 and communicates with an exhaust pipe (not shown). On the other hand, the intake passage in the cylinder head 118, 119 is located in the combustion chamber recess 140. Intake port l02a opens near the center of +41.

Cylinder head 118. which extends inward from 102b a little and immediately rises upward. +19 Opens at the top.

Connecting pipes 152 and 153 are attached to openings 150 and 151 at the top of the cylinder head 118°+19. The connecting pipes 152 and 153 extend upward inside the V bank and are connected to collecting pipes 154 and 155 located above the left and right sides of the supercharger 105. Further, these connecting pipes 152 and 153 are connected to the cylinder head 118. Injector mounting portions 156, 157 are formed at the inner positions near the mounting ends to the openings 150, 151 on the upper part of +19, and the connecting pipe 152 above the injector mounting portions 156, 157.
, 153 In order to secure a space for arranging the fuel injector 116 between the wall surface and the supercharger 105, the connecting pipe 15
2. The upper part of 153 is bent outward from ■bank.

Therefore, at this portion, the intake passages 104a, 104b are curved outward by −1 and communicate with the surge tank portions 158, 159 in the collecting pipes 154, 155.

The fuel injector 116 is connected to the cylinder head 118
, 119 directly upstream of the openings 150, 151 toward the intake ports 102a, 102b of each cylinder. A fuel dispipe 160 that distributes fuel to these fuel injectors 116 is provided so as to go around the space above each fuel injector 116, as shown in FIGS. 5 and 6. Fuel enters from the manifold end 161 of the fuel dispipe 160, is distributed to each fuel injector 116, and is led to the outlet end 163 via the pressure regulator 162 after circulating.

As shown in FIG. 6, the supercharger +05 is arranged such that the artificial part 164 is located on the rear side, and the discharge part 165 opens at the upper part of the supercharger 105 and extends to the front side. The pressurized air exits from the upper discharge part 165 to the front side, enters the intercooler, is divided into left and right I, and enters each collecting pipe inlet 166.
．． 167 into the left and right collecting pipes 154 and 155.

In the above embodiment, an engine equipped with a Linsholm type supercharger has been described, but the present invention is not limited to the Linsholm type supercharger, but can be applied to engines equipped with other mechanical superchargers.

Further, the present invention may be applied to a vehicle in which an auxiliary machine other than a supercharger is disposed between the left and right banks.

The present invention can be implemented in various other ways.

(Effects of the Invention) Since the present invention is configured as described above, the auxiliary equipment is disposed between the left and right banks to make the ■-type engine more compact, suppress the increase in intake resistance, and reduce fuel consumption. Wall adhesion can be reduced.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram of an engine supercharging system according to an embodiment of the present invention, Figs. 2 and 3 are characteristic diagrams of the engine supercharging system, and Fig. 4 is a front view showing the overall structure of the embodiment. A schematic diagram, FIG. 5 is a detailed view of the same essential parts, and FIG. 6 is a plan view of the same. 101: Engine, 102, 102a, 102b: Intake port, 104. l04a, 104b: Intake passage, 1
05: Mechanical supercharger, 116: Fuel injector,
154,155: Collecting pipe.

Claims (1)

[Claims] (1) In a V-type engine in which auxiliary equipment is arranged between left and right banks formed in a V-shape, intake passages for each bank are provided vertically on both sides of the auxiliary equipment, and above each intake passage. 1. A fuel supply device for a V-type engine, characterized in that a connection part with a gathering part is curved outward, and an injector is attached to an inward position of each curved part toward each intake port.