JPH01257718A - Intake system structure for v-type engine with supercharger - Google Patents

Abstract

PURPOSE:To improve a fuel cost performance by arranging a supercharger at about V trough like space part located between the right and left both banks and arranging a flat shaped suction cooler vertically at just the front of an engine. CONSTITUTION:A supercharger 4 is arranged by extending to the longitudinal direction of an engine CE at about V trough like space part located between both banks P, Q. The suction path 1 of upper and lower stream sides is connected to the supercharger 4 from the longitudinal direction of the engine CE. Flat shaped suction cooler 11p, 11q is arranged so as to become longitudinal in the car width direction of the engine CE. The suction resistance is thus reduced by shortening the whole suction path length and the fuel cost performance can be increased.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an intake system structure for a supercharged Y-type engine.

(Prior art) In general, when the intake passage becomes long in an engine, there is a problem that intake resistance increases and fuel efficiency decreases. In engines with a turbocharger, the throttle valve is usually placed upstream of the supercharger, while the fuel injection valve is placed near the intake port, so the intake passage between the throttle valve and the fuel injection valve becomes long. Due to the time delay caused by this, there is a problem that the responsiveness of the intake air supply amount and the fuel supply amount becomes poor. For this reason, it is preferable to set the overall length of the intake passage as short as possible.

Therefore, in a type engine with a supercharger in which an intake air cooler is installed in the intake passage downstream of the turbocharger, the supercharger and intake air cooler are installed in the roughly ■-shaped valley-shaped space between the left and right banks. Place it and
An intake system structure has been proposed in which the intake system is made more compact and the length of the intake passage as a whole is shortened (for example, see Japanese Utility Model Publication No. 5330/1983).

The conventional intake system structure described above is, for example, as shown in FIG.
A Roots-type supercharger 53 is disposed in the approximately V-shaped valley-shaped space formed between the For this purpose, they are arranged in a shape that spreads out in the horizontal direction.

(Problem to be Solved by the Invention) On the contrary, in the conventional intake system structure described above, the supercharger 53 and the intake air cooler 54 are arranged vertically, and these are connected downward. The intake system comes from the engine itself.”
This resulted in a structure that protruded in the direction of the engine, which resulted in problems such as poor space availability in the space above the engine, and insufficient conversion. In addition, since it is not possible to increase the projected area of the intake air cooler 54 in the longitudinal direction of the vehicle body, that is, in the direction of the flow of outside air during driving, the intake air cooler 54 is There was a problem in that not enough cooling air was applied to the intake air, resulting in insufficient cooling of the intake air.

In addition, as mentioned above, from the perspective of reducing intake resistance, it is preferable to shorten the overall intake passage length, but on the other hand, it is also possible to effectively utilize the inertia effect of intake air to increase filling efficiency and improve engine output. From the viewpoint of improving the air flow direction, it is preferable to set the intake passage length between each cylinder and the intake air cooler 54 to be slightly longer. However, in the above conventional device, the independent intake passage 5 between the intake air cooler 54 and each cylinder
Since the length of the engine 5 was too short, the inertia effect could not be used effectively and the output of the engine VE could not be sufficiently increased.

The present invention has been made in view of the problems of the prior art described in 1.8=, and aims to reduce the intake resistance by shortening the overall intake passage length, while improving the cooling performance of the intake air cooler. and,
Effectively utilizes the inertia effect of intake air to increase engine output.
It is an object of the present invention to provide an intake system structure for a supercharged V-type engine that can achieve the following two objectives.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a V-type engine with two left and right banks. A supercharger extending in the crankshaft direction along both banks is provided in the V-shaped valley space, and the intake passage on the first flow side from the supercharger is connected from the rear side to the intake port of the supercharger marked -h. On the other hand, there are two left and right panels in front of the engine that are longitudinal in the direction perpendicular to the crankshaft direction.
Two intake air coolers are arranged in parallel on the left and right, and the "1st flow side end of the intake passage downstream from the supercharger is connected to the discharge port of the supercharger from the front side, and the downstream end" is connected to the discharge port of the supercharger from the front side. 2. Sarno tanks are installed on both the left and right bank sides, which are connected to each intake inlet located near the center end in the vehicle width direction of the two intake air coolers, and extend in the crankshaft direction, respectively.
Two branch intake passages are provided to connect each intake outlet located near the outer end in the vehicle width direction of the two left and right intake air coolers to the front end of the corresponding bank-side chain tank. We provide the intake system structure of a type engine with a characteristic supercharger.

(Operations and Effects of the Invention) According to the present invention, the supercharger is disposed in the substantially V-shaped valley-shaped space between the left and right banks so as to extend in the longitudinal direction of the engine. Since the side intake passages are connected to the turbocharger from the longitudinal direction of the engine, the turbocharger and its upstream and downstream intake passages almost always protrude into the engine body. zu, located within the approximately ■-shaped valley-shaped space,
In addition, since the flat-shaped intake air cooler is placed vertically just in front of the engine, the intake air cooler is placed in front of the engine by the thickness of the intake air cooler and a slight distance between the two.
It occupies the space in front of the engine (J). Therefore, the intake system can be made more compact, and the overall length of the intake passage can be shortened, reducing intake resistance and improving fuel efficiency. .

Furthermore, since the engine is vertically mounted and the intake air cooler is placed vertically in front of the engine, the projected area of the intake air cooler in the longitudinal direction of the engine, that is, in the flow direction of outside air, can be maximized. . therefore,
Since sufficient cooling air is supplied to the intake air cooler, the cooling performance of the intake air cooler can be improved.

In addition, the branch intake passage connecting the intake air cooler and the surge tank extends rearward in the longitudinal direction of the engine from the outer end in the vehicle width direction of the intake air cooler, which is located close to the front end of the engine, and connects the surge tank to the surge tank. Although the length of the intake passage between the intake air cooler and each cylinder is not very long, it is possible to secure a suitable length, making effective use of the inertia effect of the intake air. The length can be set as long as possible, and the output of the engine can be improved.

(Example) Examples of the present invention will be specifically described below.

As shown in FIGS. 1 and 2, the first bank P side of the vertically installed V-type engine CE has a first
．． Third. 5th cylinder #l,, #3. #5 is arranged, and on the other hand, on the second bank Q side, in order from the front side, the second. 4th. 6th cylinder #2. #4. #6 is placed. A common intake passage I is provided to supply intake air to the first to sixth cylinders #1 to #6.
An air cleaner 2 for removing dust from intake air, a throttle valve 3 that opens and closes in conjunction with an accelerator pedal (not shown), and a snake-type mechanical supercharger 4 are provided in order from upstream.

The mechanical supercharger 4 is installed in a substantially ■-shaped valley-shaped space formed between the first bank P and the second bank Q.
along the longitudinal direction of the engine GE. The common intake passage l on the upstream side of the mechanical supercharger 4 is connected to the intake port of the mechanical supercharger 4 in a substantially horizontal direction from the rear side. On the other hand, the common intake passage l on the downstream side of the mechanical supercharger 4 is connected from the front side to a discharge port that opens on the upper surface near the front end of the mechanical supercharger 4.

Note that the common intake passage l on the downstream side of the mechanical supercharger 4 rises upward from the connection part with the above-mentioned discharge port, but immediately downstream of the connection part, it curves toward the front side and extends in the longitudinal direction of the engine CE. are doing. As a result, the mechanical supercharger 4 and the common intake passage 1 on its upstream and downstream sides hardly protrude above the engine CE, and are arranged in a substantially ■-shaped valley-shaped space, thereby achieving compactness. There is.

In addition, in order to bypass the mechanical supercharger 4 and pass intake air when the mechanical supercharger 4 is not operating, a portion of the common intake passage 1 slightly upstream of the mechanical supercharger 4 is provided. A bypass intake passage 7 is provided that communicates the branching portion 5 with a gathering portion 6 located slightly downstream.

In the vicinity of the branch portion 5, the bypass intake passage 7 is provided with a bypass intake passage opening/closing valve 8 for opening and closing the bypass intake passage 7.

Slightly forward of the engine CE, each cylinder #1 on the first bank P side. #3. An air-cooled first bank side intake air cooler 11p that cools the intake air supplied to #5, and each cylinder #2 on the second bank Q side. #4. The air-cooled second bank-side intake air coolers 11q that cool the intake air supplied to #6 are arranged so as to extend in a direction perpendicular to the longitudinal direction of the engine CE, that is, in the vehicle width direction. , the first of these
．． The second bank-side intake air coolers +ip and llq are configured to cool intake air whose temperature has increased due to adiabatic compression by the mechanical supercharger 4, respectively. The first bank side intake air cooler zp and the second bank side intake air cooler 11q are each formed into a substantially rectangular parallelepiped in the shape of a substantially identical plate.
E is the shortest in the longitudinal direction (front-rear direction) and longest in the width direction (left-right direction) of the engine CE, that is,
The plate-shaped rectangular parallelepiped is arranged vertically so that it is horizontally long.

The common intake passage 1 is downstream of the mechanical supercharger 4,
Through the intake air distribution member 9, the first bank side intake air cooler zp
and the second bank-side intake air cooler 11Q, respectively, at predetermined positions at the central end in the width direction of the engine GE.

Also, slightly above the first bank P, each cylinder #1 on the first bank P side. #3. The first Zano tank 13p, which stabilizes the flow rate of intake air supplied to #5, is provided to extend in the longitudinal direction of the engine CE, while the second bank Q
Slightly above is each cylinder #2 on the second bank Q side. #4.
A second surge tank +3q that stabilizes the flow of intake air supplied to engine #6 is provided so as to extend in the longitudinal direction of engine CE. A first branch intake passage +2p is connected to the rear surface of the first bank side intake air cooler 11p near the outer end in the vehicle width direction (approximately the left end when viewed from the front side), and a first branch intake passage +2p is connected to the downstream side of the first branch intake passage +2p. The end portion is connected to the front end portion of the first surge tank +3p. Similarly, a second branch intake passage +2Q is connected to the rear surface near the outer end in the vehicle width direction (approximately the right end when viewed from the front side) of the second bank side intake air cooler lIQ, and a second branch intake passage +2Q is connected to the rear surface of the second bank side intake air cooler lIQ. The side end portion is connected to the front end portion of the second surge tank 13Q. In addition, 1. 2nd Zarge tank +ap, +3
Intake air is supplied from q to each of the cylinders on the first and second hanging sides through respective independent intake passages (not shown).

By the way, the mechanical supercharger 4 is arranged in a substantially square-shaped space formed between the first bank P and the second bank Q, and its drive system will be explained below. The first one is fixed to the tip of the crankshaft 16.
The rotational force of the variable pulley 17 is applied to the first timing heald 18.
Further, this rotational force is transmitted to the second variable pulley 19 via the intermediate pulley 21 fixed coaxially with the second variable pulley 19 to the cover on the mechanical supercharger 4 side via the second timing belt 22. The signal is transmitted to the drive pulley 23. An electromagnetic clutch 24 is interposed between the driven pulley 23 and the drive shaft (not shown) of the mechanical supercharger 4, and when the electromagnetic clutch 24 is turned on, the rotational force of the driven pulley 23 is is transmitted to the mechanical supercharger 4. On the other hand, when the electromagnetic clutch 24 is turned off, the rotational force of the driven pulley 23=11- is not transmitted to the mechanical supercharger 4.

The electromagnetic clutch 24 has an engine rotation speed N of a predetermined value N, as shown in region I in FIG. The following is true.
It is turned off in the operating region where the average effective pressure Pe is less than the predetermined value Peo, and on the other hand, as shown in the region ■ in Fig. 3, N>N
It is turned on in an operating region where P e > P eo or P e > P eo. When the electromagnetic clutch 24 is turned off, the mechanical supercharger 4 is stopped, the bypass intake passage opening/closing valve 8 is opened, and the intake air bypasses the mechanical supercharger 4 and passes through the bypass intake passage 7 downstream. It flows to the side. On the other hand, the electromagnetic clutch 24
When turned on, the mechanical supercharger 4 is driven, and the bypass intake passage opening/closing valve 8 is closed, so that the intake air is supercharged by the mechanical supercharger 4 and flows downstream.

Further, the rotational force of the crankshaft 16 is transmitted from a crank pulley 25 fixedly attached to the crankshaft 16 via a third timing belt 26 to a first bank side exhaust cam shaft 28p coaxially fixedly attached. The signal is also transmitted to the first bank side exhaust camshaft pulley 27p, which is attached, and the second bank side exhaust camshaft pulley 27Q, which is coaxially fixedly attached to the second bank side exhaust camshaft 28q. The rotational force of the first and second bank side exhaust cam shafts 28p and 28q is further applied to the first and second bank side exhaust cam shaft gears 29p, respectively.
, 29q and the 1st. The power is transmitted to the first and second bank side intake camshafts 32p and 32Q via the second bank side intake camshaft gears 31p and 31q. Note that the third timing belt 26 is provided with a predetermined tension by four idler pulleys 35, 36, 37, and 38, and is designed to prevent interference with other equipment in the layout. . With such a power transmission mechanism, the first. 2nd bank side exhaust camouflage) 2
8p, 28q and 1st. second intake camshaft 32p,
32Q rotates in synchronization with the crankshaft 16, and the exhaust valve (
(not shown) and an intake valve (not shown) are opened and closed at predetermined timing.

Although not shown in detail, three water pumps are also driven by the crankshaft 1G.

In the above configuration, the mechanical supercharger 4 is arranged in the approximately ■-shaped valley-shaped space between the first bank P and the second bank Q, while
1st. Since the second bank side intake air cooler 111) and IIQ are placed directly in front of the engine CE, the intake system can be made more compact and the overall intake passage length can be shortened, reducing intake resistance and improving fuel efficiency. It is possible to improve the

Also, 1st. 2nd bank side intake air cooler 111), IIQ
are arranged so as to have the largest projected area in the direction of the flow of outside air during driving. Sufficient cooling air is supplied to the second bank-side intake air coolers 11p and llq, so that the intake air can be sufficiently cooled and filling efficiency can be increased.

Furthermore, the first bank side intake air cooler zp and the first bank side
Each cylinder #I, #3. #5, as well as the intake air cooler 11q on the second bank side and each cylinder #2 on the second bank Q side. #4. The length of the intake passage between #6 and #6 is set to a predetermined length that makes effective use of the inertial effect of intake air, so it is possible to increase the filling efficiency and improve the output of the engine CE.

[Brief explanation of the drawing]

FIG. 1 is an explanatory plan view of a type 1 engine with a mechanical supercharger equipped with an intake structure according to the present invention. FIG. 2 is an explanatory front view of the engine shown in FIG. 1. FIG. 3 is a diagram showing the operating range and stop range of the mechanical supercharger of the engine shown in FIG. 1 with respect to engine speed and average effective pressure. FIG. 4 is an explanatory front view of a V-type engine with a conventional intake system structure in which a supercharger and an intake air cooler are arranged in a roughly ■-shaped valley-shaped space between the first bank and the second bank. It is. CE... Engine, P 1st bank, Q 2nd bank, l... Common intake passage, 4... Mechanical supercharger, 111
), IIQ... 1st. 2nd bank side intake air cooler, 12p
, 12Q・1st. 2nd branch intake passage, 13p, +3q・
・First. 2nd surge tank.

Claims (1)

[Claims] (1) In a V-type engine with two left and right banks, the engine is placed vertically, and the engine extends in the crankshaft direction along both banks in the approximately V-shaped valley-shaped space formed between the two banks. The intake passage upstream of the supercharger is connected to the intake port of the supercharger from the rear side, while the left and right channels in front of the engine extend in a direction perpendicular to the crankshaft direction. Two intake air coolers are arranged in parallel on the left and right,
The upstream end of the intake passage on the downstream side of the supercharger is connected to the discharge port of the supercharger from the front side, and the downstream end is connected to the center end of the two intake air coolers in the vehicle width direction. Surge tanks are provided on both the left and right bank sides and extend in the crankshaft direction, respectively, and are connected to the respective intake air inlets located near the outer ends of the two left and right intake air coolers in the vehicle width direction. An intake system structure for a V-type engine with a supercharger, characterized in that two branch intake passages each connecting an outlet to the front end of a surge tank on the corresponding bank side are provided.