JPH0295722A - Intake air device for v-type multicylinder internal combustion engine - Google Patents

Abstract

PURPOSE:To uniformize an intake air supply into each cylinder as well as to make improvements in engine power by installing an extended part which has an intake chamber situated almost at the central part between banks and positioned at the collecting part side of these banks and an intake guide passage guiding intake air to a bottom part of this intake chamber. CONSTITUTION:In a V-type multicylinder internal combustion engine 2 in which banks 4, 4 are set up in a V-shaped form left and right, each of first and second intake pipes 24, 26, constituting an intake air device guiding intake air to the side of a cylinder head each, is set up in a space part 22 or a trough formed between these banks 4 and 4. In addition, at an almost central part of the space part 22 between the banks 4 and 4, both first and second intake chambers 28, 30 functioning as a serge tank are formed each in these intake pipes 24, 26, partitioning them by a first partitioning member 32. At this time, first intake pipes 24-1a- 24-1d are formed into one set so as not to cause intake intervals to be continued, and likewise second intake pipe 26-2a- 26-2d are set up as one set. Then, each of extended parts 42, 44 is constituted by the intake chambers 28, 30 and intake guide passages 34, 36.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an intake system for a V-type multi-cylinder internal combustion engine, and in particular, by providing an expansion part to obtain a dynamic effect of intake air,
The present invention relates to an intake system for a V-type multi-cylinder internal combustion engine that can uniformly supply intake air to each cylinder to improve engine output and effectively utilize space.

[Conventional technology]

In internal combustion engines, in order to improve the intake efficiency by obtaining a dynamic effect on the intake air in the intake passage communicating with the combustion chamber,
Some are equipped with an intake device that has a variable intake passage length.

In addition, as an intake system for a V-type multi-cylinder internal combustion engine in which banks are arranged in two rows in a V-shape, for example, Japanese Patent Laid-Open No. 55-519
45, JP-A-57-13218, and JP-A-61-258922. What is described in the above-mentioned publication is an intake port in which an intake chamber is arranged in the space between the banks, and an intake passage of an intake pipe formed in a U-shaped curve above the intake chamber is communicated with each cylinder. The side end of the intake chamber is connected to an intake air introduction passage leading to a throttle body equipped with a throttle valve.

That is, as shown in FIG. 6.7, the intake system 102 has first and second intake chambers 108 and 110 that function as surge tanks above both ends of the internal combustion engine in the longitudinal direction X between the left and right banks 104 and 106. and also this first
, an intake air introduction passage 112.114 is provided in communication with the second intake chamber 108.110, and the intake air introduction passage 112.
114 and a slot/throttle valve equipped with a throttle valve 116.
It communicates with the inside of the nottle body 118.

[Problem that the invention seeks to solve]

However, in the conventional intake system of a V-type multi-cylinder internal combustion engine having a crank throw of 90'', if the intake is configured to be drawn into the intake chambers on the left and right sides so that the intake is not continuous in one bank, the intake air between each cylinder is This has the disadvantage that the lengths of the pipes are non-uniform, making it impossible to uniformly supply intake air to each cylinder.

In addition, in a type 6-cylinder internal combustion engine, each intake chamber can be partitioned economically, but in a type 8-cylinder internal combustion engine, the structure of the partitions between each intake chamber is complicated.
In addition to being troublesome and expensive to manufacture, the partition cannot be long enough to improve engine performance at low speeds, resulting in a disadvantage that torque decreases at low speeds.

Furthermore, since the intake air is introduced from the side end of the intake chamber, there is a disadvantage that the intake air is uneven between the upstream side and the downstream side. In order to eliminate this inconvenience, for example,
Although there is a structure devised as disclosed in Japanese Patent No. 0-194128, the intake air is distributed unevenly to each cylinder due to the difference in the diameter of the intake pipe, especially in a high speed/high output operating range.

As a result, in the conventional type 8-cylinder internal combustion engine, the distribution of intake air to each cylinder becomes uneven, resulting in uneven output between the cylinders, resulting in a reduction in engine output. It is not possible to obtain an intake pipe of a predetermined length to obtain the dynamic effect of the engine, and as a result, there is a problem that the engine output tends to decrease particularly during low speed operation.

Furthermore, in the intake system shown in FIG. 6.7, since the first and second intake chambers protrude upward, there is a disadvantage that the internal combustion engine becomes large.

[Purpose of the invention]

Therefore, the purpose of this invention is to eliminate the above-mentioned disadvantages.
By providing an expanded portion consisting of an intake chamber located approximately in the center between the V-shaped banks and on the side where the banks gather, and an intake air introduction passage that introduces intake air into the approximately center portion of the bottom of the intake chamber, By making the length of the tubes uniform, the dynamic effects such as inertia effects that occur in each cylinder are made uniform,
A V-type multi-cylinder internal combustion engine that improves engine output, increases the length of the intake pipe, provides well-balanced output characteristics in the entire operating range from low speed to high speed, and makes effective use of space. The goal is to realize the intake system.

[Failure to solve the problem]

In order to achieve this object, the present invention provides an intake system for a V-type multi-cylinder internal combustion engine in which banks are arranged in two rows in a V-shape. The present invention is characterized in that an expanded portion is provided, which has an intake chamber positioned therein and an intake air introduction passage that guides intake air to a substantially central portion of the bottom of the intake chamber.

[Effect]

According to the configuration of the present invention, intake air is supplied from the substantially central portion of the bottom of the intake chamber via the intake air introduction passage, and then is supplied to the internal combustion engine via the intake pipe.

As a result, the dynamic effect of the intake air generated in each cylinder becomes uniform, and the intake air is evenly distributed to each cylinder to improve engine output, and the length of the intake pipe and the volume of the expansion part can be adjusted to the desired length. It can be easily changed as required to obtain well-balanced output characteristics in all operating ranges.

〔Example〕

Embodiments of the present invention will be described in detail and specifically below based on the drawings.

1 to 5 show embodiments of this invention. In the figure, 2 is a ■-type multi-cylinder internal combustion engine with banks 4.4 arranged in a V-shape on the left and right, 6 is a cylinder block, 8.
8 is a cylinder head, 10 is an intake boat, 12 is an intake valve, 14 is a combustion chamber, 16 is an exhaust valve, 18 is an exhaust port, 2
0 is the spark plug. In the space 22, which is a valley formed between the banks 4.4, there are first and second intake pipes 24 that constitute an intake device that guides intake air toward the cylinder head 8.8, respectively.
．． 26 are arranged.

At approximately the center of the space 22 between the banks 4.4, the first and second intake pipes 24.26 are formed with first and second intake chambers 28.30, which function as surge tanks, respectively. . This first and second intake chamber 28.30
are partitioned by the first partition member 32.

Further, in order to prevent the intake intervals from being continuous, the first intake pipes 24-1a to 24-1d are arranged as a set, as shown in Fig. 3.4, and the second intake pipe 26-2a ~2
6-2d are arranged as a set.

The first intake pipes 24-1 a to 24-1 d and the second intake pipes 26-2 a to 26-2 d are connected to the first intake pipe 24-1 d.
1b, 24-1c and the second intake pipe 26-2b.

1st and 2nd intake chamber 28.3 compared to 26-2c
The lengths up to 0 are each formed short, as shown in Figure 3.
For example, each first intermediate intake pipe 24a-1 to 24a-1 is formed to have a substantially equal length by taking the length up to the second intake chamber 30.

The first and second intake chambers 28.30 are
First and second intake introduction passages 34 that communicate with the intake pipes 24 and 26, are located approximately in the center of the space 22 and on the side where the banks 4.4 gather, and are oriented in the longitudinal direction X of the internal combustion engine 2;
．． 36 respectively.

The first and second intake air introduction passages 34 and 36 are connected to the internal combustion engine 2.
The second partition part 38 has a length that makes the output characteristics of
A slot is formed into separate compartments, one end of which communicates with the substantially central portion of the bottom of the first and second intake chambers 28, 30, and the other end of which joins and is provided with a throttle valve (not shown).
It communicates with the inside of the knottle body 40 (see FIG. 3). This throttle body 40 is located outside at one end in the longitudinal direction between the banks 4.4.

That is, the first intake chamber 28 and the first intake passage 34
The first extension part 42 is configured by the
A second expanded portion 44 is constituted by the intake chamber 30 and the second intake air introduction passages 3 and 6.

Next, the operation of this embodiment will be explained.

Intake air from the throttle body 40 side is passed through first and second intake introduction passages 34. which are separated on the downstream side of the throttle body 40.
36 respectively. The intake air from the first intake air introduction passage 34 flows into the first intake chamber 28 from approximately the center of the bottom of the first intake chamber 28, and then flows into each of the first intake pipes 24-1a to 2l-1d. , is supplied to the combustion chamber 14 from the intake boat 10 on the - side. On the other hand, the intake air from the second intake four-person passage 36 similarly flows into each of the second intake pipes 26-2a to 26-2d through the bottom of the second intake chamber 30, and flows from the intake boat 10 on the other side into the combustion chamber 14. is supplied to

At this time, the intake air supplied to the combustion chamber 14 in the example is
The first enlarged portion 42 formed by the intake air introduction passage 34 and the first intake chamber 28 makes the inertial effect uniform.

Further, the inertia effect of the intake air supplied to the combustion chamber 14 on the other side is made uniform by the second expanded portion 44 constituted by the second intake introduction passage 36 and the second intake chamber 30.

In addition, the intake to each cylinder is performed as shown in Fig. 5(a) so that the intake intervals are not continuous to prevent intake interference.
Corresponding to the crank angle, the first intake pipe 24-1a, the second intake pipe 26-2a, the first intake pipe 24-1d, the second intake pipe 2
6-2d, first intake pipe 24-1b, second intake pipe 26-2
c, the first intake pipe 24-IC, and the second intake pipe 28-2b, and as shown in FIGS. 5(b) and 5(C), The intake air is alternately supplied to the pump, effectively preventing the occurrence of intake interference.

Furthermore, in the configuration of this embodiment, the length of each intake pipe can be made approximately equal, and the intake air is introduced from the approximately central portion of the bottom of the intake chamber 28, 30, so that the intake air resonates. This makes dynamic effects such as inertial effects uniform,
Engine output can be improved.

In addition, since one end of the first and second intake air introduction passages 34.36 opens at approximately the center of the bottom of the first and second intake chambers 28.30, the distribution of intake air to each cylinder is uniform and the engine output is reduced. Improvements can be made.

Furthermore, the lengths of the first and second intake air introduction passages 34 and 36 can be increased, and the output performance during low-speed operation can be improved.
In addition, in order to obtain output performance and balance during high-speed operation, the first
It is easy to ensure the length and volume of the second intake air introduction passages 34 and 36 as required, and it is possible to obtain well-balanced output characteristics in the entire operating range from low-speed operation to high-speed operation.

Furthermore, since the first and second intake chambers 28.30 and the first and second intake introduction passages 34.36 are arranged in the space 22, which is the valley between the banks 4.4, the overall height of the internal combustion engine 2 can be reduced. By lowering the height, the entire internal combustion engine 2 can be made compact, and other auxiliary equipment can be placed in the dead space 22, improving mounting efficiency and making effective use of space. obtain.

〔Effect of the invention〕

As is clear from the above detailed description, according to the present invention,
The dynamic effect of the intake air can be made uniform by providing an expansion part having an intake chamber located approximately in the center between the banks and on the side where the banks gather, and an intake air introduction passage that guides intake air to the bottom of the intake chamber. In addition to uniformly supplying intake air to each cylinder and improving engine output, the size of the expansion part can be changed as desired, ensuring balance in the entire operating range from low speed to high speed operation. Good output characteristics can be obtained, and space can be used effectively.

[BRIEF DESCRIPTION OF THE DRAWINGS] Figures 1 to 5 show embodiments of the present invention, where Figure 1 is a schematic diagram of the intake system, Figure 2 is a front view of the intake system, and Figure 3 is a side view of the intake system. FIG. 4 is a plan view of the intake device, and FIG. 5 is a timing chart explaining the operation of this embodiment. 6.7 shows a conventional intake device, FIG. 6 is a plan view of the intake device, and FIG. 7 is an explanatory diagram of the intake device. In the figure, 2 is an internal combustion engine, 4.4 is a bank, 1O is an intake boat, 22 is a space, 24 is a first intake pipe, 26 is a second intake pipe, 28 is a first intake chamber, and 30 is a second intake chamber. An intake chamber, 34 a first intake introduction passage, 36 a second intake introduction passage, 40 a throttle body, 42 a first expansion part,
And 44 is a second extension part. Figure 1

Claims (1)

[Claims] 1. In an intake system for a V-type multi-cylinder internal combustion engine in which banks are arranged in two rows in a V-shape, an intake chamber located approximately in the center between the banks and on the side where the banks gather, and a bottom portion of the intake chamber. 1. An intake system for a V-type multi-cylinder internal combustion engine, characterized in that an expansion part having an intake air introduction passage for guiding intake air is provided at a substantially central portion of the engine.