JPH02201026A - Multiple cylinder internal combustion engine - Google Patents

Abstract

PURPOSE:To improve the accelerator responsiveness of a supercharger by forming multiple exhaust passages opening to the engine side in a cylinder head, and gradually collecting these exhaust passages nearly to the center in the crank shaft direction in the plan view and installing a supercharger at the collected end. CONSTITUTION:In a 6-cylinder engine in which two exhaust ports 6 are provided per a cylinder, six exhaust passages 10 connected to each exhaust ports 6, 6 are formed in a cylinder head 4, and these exhaust passages 10 are separated in two groups which respectively consists of the exhaust passages 10-1..., and the exhaust passages 10-2.... The outlet side of the exhaust passages 10-1..., 10-2... of each group are gradually collected to the center in the crank shaft direction in the plan view, and exhaust manifolds 17-1, 17-2 are connected to that collected end. Turbo superchargers 20-1, 20-2 are installed in each collected end of each exhaust manifold 17-1, 17-2, and the exhaust gas inlet end of each supercharger 20-1, 20-2 are positioned directly facing to the opening port of each collected end of the exhaust manifolds 17-1, 17-2.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a multi-cylinder internal combustion engine with a turbocharger.

(Prior technology) A turbo supercharger uses engine exhaust energy to pressurize intake air and guides this pressurized intake air to a cylinder combustion chamber to improve engine output. In an internal combustion engine, this is attached to an exhaust pipe (exhaust manifold) that collects exhaust gas discharged from multiple cylinders into one place (for example, Japanese Patent Application Laid-Open No. 58-1
(See Publication No. 85932).

(Problems to be Solved by the Invention) Therefore, the length from the cylinder combustion chamber to the turbocharger becomes longer, and the accelerator response of the turbocharger deteriorates.

In order to improve this accelerator response, for example, the length from the cylinder combustion chamber to the turbocharger may be shortened by sharply bending the exhaust pipe.

However, when the exhaust pipe is suddenly bent as described above, another problem arises: exhaust resistance increases and engine output decreases.

The present invention has been made in view of the above problems, and an object of the present invention is to improve the accelerator response of a turbocharger without causing a decrease in engine output.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a plurality of exhaust passages, one end of which is connected to each cylinder constituting a cylinder group, and the other end of which opens toward the side of the engine. The exhaust passages are formed in the cylinder head, and the exhaust passages are gradually gathered toward the approximate center in the crankshaft direction in plan view for each cylinder group, and the turbo supercharger is attached to the collective end. The present invention is characterized in that the opening and the exhaust gas inlet of the turbocharger are directly opposed to each other.

(Function) According to the present invention, since a plurality of exhaust passages gradually gather together within the cylinder head, the length from the cylinder combustion chamber to the gathering point of these exhaust passages is shortened, and therefore turbo supercharging from the cylinder combustion chamber The length to the engine is also shortened, and the accelerator response of the turbocharger is improved. Moreover, because the exhaust gas inlet of the turbocharger is directly opposed to the opening of the exhaust passage provided on the side wall of the cylinder head, the exhaust gas flows smoothly into the turbocharger, improving the accelerator response of the turbocharger. Or even higher.

Also, as described in -1-, when shortening the length from the cylinder combustion chamber to the turbocharger, there is no need to sharply bend the exhaust passage (including the exhaust pipe connected to the cylinder head). The flow resistance of flowing exhaust gas is reduced, and a reduction in engine output is prevented.

(Example) An unreleased embodiment will be described below with reference to the accompanying drawings.

FIG. 1 is a plan view of a multi-cylinder internal combustion engine according to a first embodiment of the present invention, FIG. 2 is a sectional view taken along the line ■-■ in FIG. The top view of FIG. 4 is a view taken in the direction of arrow A in FIG. 3.

The illustrated engine 1 is a 4-stroke, 6-cylinder, 24-valve DO.
This is an HC engine, and as shown in FIG. 3, its cylinder body 2 has six cylinders 3 arranged vertically in parallel in the figure. The cylinder head 4 attached to the upper part of the cylinder body 2 has two intake boats 5.5 (see Fig. 2) and two exhaust boats 6.6 for each cylinder 3 facing the combustion chamber S. The intake valve 1-5.5 and the exhaust valve 6.6 are open, respectively.
7. The exhaust valves 8, 8 are opened and closed at the appropriate timing.

Further, each of the above-mentioned intake boats 5.
A total of six intake passages 9 are formed which are connected to each exhaust boat 6.
A total of six are formed.

On the other hand, diagonally above the intake side of the cylinder head 4 (the left side in FIGS. 1 and 2), cylinders 3 are arranged in parallel (in the crankshaft direction) as shown in FIGS. 1 and 2. ), and the six intake manifolds 12 leading out from the U surge tank 11 are bent in a U shape and face the cylinder head 4, and each intake manifold 12 is connected to a spacer 13. It is connected to each of the intake passages 9 via. The spacer 13 is interposed between the intake manifolds 12 and the cylinder head 4, and a total of six intake passages 14 are formed in this spacer to connect each intake manifold 12 and the intake passage 9. Moreover, each intake passage 14 is provided on the upper part of this spacer 13.
A total of six fuel injection valves 15 are installed diagonally in each tank. Further, as shown in FIG. 1, the surge tank 11 is connected to an intercooler 16 that cools intake air (air).

By the way, as shown in FIG. 3, the six exhaust passages 10... are divided into two groups of three exhaust passages 10-1... and three exhaust passages 1O-2. Each of the exhaust passages 10-1..., 10-2..., which is divided into These exhaust manifolds 17-1.
17-2 is connected. A turbo supercharger 20- is installed at each collecting end of the exhaust manifold 17-1 and 17-2.
1°20-2 are installed respectively.

The turbocharger 20-1.20-2 includes a turbine 21-1.21-2 and a compressor 22-1.22-, respectively.
2 coaxially connected, these turbo superchargers 20
-1.20-2 is turbine 2 knee 1 and turbine 21-2
As shown in FIG. 2, the exhaust gas inlet section a of the vortex chamber (intake scroll) 23-1. The exhaust manifolds 17-I and 17-2 directly face the openings at the collective ends of the exhaust manifolds 17-I and 17-2. Moreover, the compressor 22-1.
Suction ports (not shown) are opened at the outer end surfaces of the suction ports 22-2, and these suction ports are equipped with either a vibrator 24 or a suction pipe 25- which branches into two as shown in FIGS. 1 and 4. 1.25
-2 are connected in the axial direction. Note that the vibrator 24 is connected to an air cleaner (not shown). As shown in FIGS. 1 and 4, the compressor 22-1.2
From the discharge side of 2-2, the discharge pipes 26-1 and 26-
2 are led out, and after these discharge pipes 26-1 and 26-2 are assembled, they are connected to the intercooler 16 shown in FIG.

Furthermore, on the inner end surface of each turbine 21-1 (21-2),
The other turbine 21-2. (21-1) are provided with exhaust ports (not shown) that open toward the supercharger 20-1, as shown in FIGS. 3 and 4.
1.20-2 Branch portions 27a-1 and 27a of the exhaust manifold pipe 27 interposed between the turbines 21-1.2l-2
-2 is connected. This exhaust manifold pipe 27 includes the branch parts 27a-1 and 27a-2, and these branch parts 27a-1.
, 27a-2, and the axis m of the branching portion 27a-1+27b-2.
As shown, m2 are shifted from each other in plan view and side view (that is, three-dimensionally). A muffler (not shown) is connected to this exhaust manifold pipe 27.

In FIGS. 1 and 2, 18 is a cylinder cover, and in FIG. 3, 19-1 and 19-2 are actuators for driving a waste gate valve (not shown).

Next, the operation of the six-cylinder engine 1 will be explained.

During operation of the engine 1, when the exhaust valve 8.8 opens, high-temperature, high-pressure exhaust gas generated by combustion of the air-fuel mixture in each cylinder combustion chamber S flows through each exhaust passage 1O1 and each exhaust manifold 17-1.17. -2 to each turbo supercharger 20-
1.20-2, turbine 21-1.21-2
After being driven to rotate, it is led out from the exhaust port of the turbine 21-1, 21-2 to the exhaust manifold pipe 27, and is discharged into the atmosphere through the exhaust manifold pipe 27 and a muffler (not shown).

Thus, the compressor 22-1.22- connected to the turbine 21-1.21-2 by the rotation of the turbine 21-1.21-2.
2 is driven to rotate, thereby sucking fresh air (air) from an air cleaner (not shown), and this fresh air is passed from the vibrator 24 through the suction pipe 25-1.25-2 to the compressor 22-1.22. -2 will be introduced. After this fresh air is pressurized by the compressor 22-1.22-2, it is discharged to the discharge pipe 26-1.26-2, and is merged through these discharge pipes 26-1.26-2. It is guided to an intercooler 16 and cooled by this intercooler 16. High-pressure fresh air cooled by the intercooler 16 is introduced into the surge tank 11 and distributed from there to each intake manifold 12.
The fresh air flowing through the intake passage 14 is injected with an appropriate amount of fuel from the fuel injection valve 15 at an appropriate timing to form an air-fuel mixture. When the valve 7.7 opens, the air is introduced from the intake passage 9 into the combustion chamber S, where it is ignited and combusted.

In this way, since the cylinder combustion chamber S is filled with the pressurized air-fuel mixture, the amount of air-fuel mixture charged into the combustion chamber S is increased, and the output of the engine 1 is improved. Note that the high temperature and high pressure exhaust gas generated by the combustion of the air-fuel mixture in the combustion chamber S is guided to the turbo supercharger 20-1 and 20-2 as described above, and thereafter the same action as described above is repeated. It will be done.

By the way, according to this embodiment, as described above, in the cylinder head 4, a plurality of exhaust passages 10-1-..., 10-
2... Since each cylinder group is gradually gathered toward the approximate center in the crankshaft direction in plan view, the length from each cylinder combustion chamber S to the gathering part of the exhaust manifold 17-1, 17-2. becomes shorter, so each cylinder combustion chamber S
The length from the turbocharger a20-1.20-2 to the turbocharger a20-1.20-2 is also shortened, and the accelerator response of the turbocharger a20-1.20-2 is improved. Moreover, since the exhaust gas inlet of the turbocharger 20-1.20-2 is directly opposed to the opening of the exhaust passage 10-1.10-2 provided on the side wall of the cylinder head 4, the exhaust Gas smoothly flows into the turbo superchargers 20-1 and 20-2, and these turbo superchargers 2
The accelerator response of 0-1.20-2 is further improved.

In addition, as mentioned above, the turbo supercharging f from each cylinder combustion chamber S
In addition to shortening the length up to i20-1.20-2, there is no need to sharply bend the exhaust passage 10... and air manifolds 17-1 and 17-2 when shortening this length. Therefore, the flow resistance of the exhaust gas flowing through the exhaust passages IO and the exhaust manifolds 17-1, 17-2 is reduced, and a decrease in the output of the engine 1 is prevented.

Next, a second embodiment of the present invention will be described based on FIG.

FIG. 5 is a diagram similar to FIG. 2 according to the second embodiment of the present invention, and in this embodiment, the turbocharger 20-1.2
Each central axis Ot of the turbine 21-1゜21-2 of 0-2,
Os as shown in the diagram, extending the center line of the exhaust passage lO...! Distribute the upper and lower parts of the sentence, these turbines 21-1.2
The center line of each of the vortex chambers 23-1 and 23-2 of 1-2 is located on the extension line, and the other configurations are the same as those of the first embodiment.

Therefore, in this embodiment, the same effect as that obtained in the first embodiment can be obtained, but in particular, in this embodiment, from the exhaust passage lO... to the exhaust manifold 17-1.1.
7-2 to the vortex chamber 23- of the turbine 21-1.21-2
Since the passages leading to 1.23-2 are substantially straight, the resistance of the exhaust gas flowing through these passages can be further suppressed.

Further, in Sth and Z, a case of an engine having an even number of cylinders is shown as a third embodiment of the present invention.

FIG. 6 is a diagram similar to FIG. 3 showing a third embodiment of the present invention. The engine 1 according to this embodiment is a four-cylinder engine, and four cylinders 3 are arranged in parallel. The four exhaust passages lO..., one end of which opens in each cylinder 3, are gradually converged toward the approximate center in the crankshaft direction when viewed from above, as in the first embodiment. These exhaust passages 10-... converge on a center line passing between the two central cylinders 3, 3. and,
An exhaust manifold 17 is connected to these exhaust passages 10, and a turbo supercharger 20 is attached to a collective end of the exhaust manifold 17.

Furthermore, FIGS. 7 and 8 show the details of the present invention! $4Example is shown.

FIG. 7 is a plan view of a six-cylinder engine 1 according to a fourth embodiment of the present invention, and FIG. 8 is a cross-sectional view taken along the line 1-1 in FIG. 7. In this embodiment, the exhaust gas is divided into two groups. Passage 1O-1...
. . , 10-2 .
20-2 is directly attached. Also in this embodiment, the exhaust gas inlet of the turbo supercharging fi20-1, 20-2 directly faces the collective end opening of the exhaust passages 10-1..., 10-2... As shown in Fig. 8, the center line of the exhaust passage 10-1... (10-2...) and the turbo supercharging m20-1 (20-2) (7) fi chamber 23
-1 (23-2) are made to coincide with the center line.

According to this embodiment, the length from each cylinder combustion chamber S to the turbocharger fi20-1. The performance is further improved and the exhaust resistance is further suppressed.

Next, a fifth embodiment of the present invention is shown in FIGS. 9 and 10.

FIG. 9 is a cutaway plan view around the exhaust passage of a six-cylinder engine according to the W45 embodiment of the present invention, and FIG.
This is a line sectional view, and in this embodiment, similarly to the fourth embodiment, the exhaust passages 10-1 are already assembled in the cylinder head 4, or these exhaust passages 10-1 are
A heat insulating liner 28 is cast into the inner wall of the tube.

By the way, the exhaust passage 10-1 of the cylinder head 4...
There is an over jacket 29 around the area for passing cooling water.
... are formed, and the cylinder head 4 is cooled by the cooling water flowing through these outer jackets 29, thereby preventing thermal deformation of the cylinder head 4. However, if the exhaust gas flowing through the exhaust passages 1o-i is also cooled at the same time, the thermal energy held by the exhaust gas is lost before driving the turbocharger (not shown). Therefore, in this embodiment, the inner wall of the exhaust passage 10-1 is lined with the liner 28 as described in Section 1, so that the exhaust gas temperature is prevented from decreasing, and the exhaust gas retains heat. The energy is effectively used to drive the turbocharger.

(Effects of the Invention) As is clear from the above description, according to the present invention, a plurality of exhaust passages are connected to each cylinder constituting a cylinder group at one end and the other end opens toward the side of the engine. The exhaust passage is formed in the head, and the exhaust passage is gradually gathered toward the approximate center in the crankshaft direction in plan view for each cylinder group, and a turbo supercharger is attached to the collective end, and an opening for the exhaust passage is provided in the side wall of the cylinder head. This is because the exhaust gas inlet of the turbocharger and the exhaust gas inlet of the turbocharger are directly opposed to each other.

The effect is that the accelerator response of the turbocharger can be improved without causing a decrease in engine output.

[Brief explanation of the drawing]

FIG. 1 is a plan view of a multi-cylinder internal combustion engine according to a first embodiment of the present invention, FIG. 2 is a sectional view taken along the line ■-■ in FIG. 4 is a view in the direction of arrow A in FIG. 3, FIG. 5 is a view similar to FIG. 2 showing a second embodiment of the present invention, and FIG. 6 is a view showing a third embodiment of the present invention. Similar to No. 31J showing an example [4, Section 7 is a cross-sectional view of the engine according to the fourth embodiment of the present invention, and FIG.
59 is a partially cutaway plan view of the engine according to the fifth embodiment of the present invention, and FIG. 10 is a sectional view taken along the line X--X in FIG. 9. 1...Multi-cylinder internal combustion engine, 3...Cylinder, 4...
...Cylinder head, 10.10-1.10-2...
Exhaust 5JJa Road, l 7.17-1, 17-2-
・・Exhaust manifold, 20.20-1.20-2・・
・Turbo supercharger. Figure 6 Patent Applicant Yamaha Motor Co., Ltd. Agent Patent Attorney Ryo Yamashita Figure 9 Figure 10

Claims (1)

[Claims] A plurality of exhaust passages are formed in the cylinder head, one end of which is connected to each cylinder constituting the cylinder group, and the other end of which opens toward the side of the engine. The turbo supercharger is installed at the collective end of the turbo supercharger, which is gradually gathered toward the center in the direction, and the opening of the exhaust passage provided in the side wall of the cylinder head is directly opposed to the exhaust gas inlet of the turbo supercharger. A multi-cylinder internal combustion engine.