JPH041168B2 - - Google Patents

Info

Publication number
JPH041168B2
JPH041168B2 JP5511884A JP5511884A JPH041168B2 JP H041168 B2 JPH041168 B2 JP H041168B2 JP 5511884 A JP5511884 A JP 5511884A JP 5511884 A JP5511884 A JP 5511884A JP H041168 B2 JPH041168 B2 JP H041168B2
Authority
JP
Japan
Prior art keywords
surge tank
intake
cylinder
banks
intersection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
JP5511884A
Other languages
Japanese (ja)
Other versions
JPS60198323A (en
Inventor
Koji Asaumi
Koichi Hatamura
Tetsuo Hiraoka
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP59055118A priority Critical patent/JPS60198323A/en
Priority to KR1019850001416A priority patent/KR890000753B1/en
Priority to US06/712,132 priority patent/US4649871A/en
Priority to EP85103261A priority patent/EP0155685B2/en
Priority to DE8585103261T priority patent/DE3561345D1/en
Publication of JPS60198323A publication Critical patent/JPS60198323A/en
Publication of JPH041168B2 publication Critical patent/JPH041168B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
    • F02M35/10131—Ducts situated in more than one plane; Ducts of one plane crossing ducts of another plane
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/005—Oscillating pipes with charging achieved by arrangement, dimensions or shapes of intakes pipes or chambers; Ram air pipes
    • F02B27/006—Oscillating pipes with charging achieved by arrangement, dimensions or shapes of intakes pipes or chambers; Ram air pipes of intake runners
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10045—Multiple plenum chambers; Plenum chambers having inner separation walls
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10052—Plenum chambers special shapes or arrangements of plenum chambers; Constructional details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10072—Intake runners
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
    • F02M35/10111—Substantially V-, C- or U-shaped ducts in direction of the flow path
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10183—Engines having intake ducts fed from a separate carburettor or injector, the idling system being considered as a separate carburettor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/116—Intake manifolds for engines with cylinders in V-arrangement or arranged oppositely relative to the main shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1824—Number of cylinders six
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/20—SOHC [Single overhead camshaft]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Characterised By The Charging Evacuation (AREA)

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、Ｖ型エンジンの吸気装置に関し、特
に、サージタンクから両側のバンクに対する吸気
管の接続構造に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an intake system for a V-type engine, and more particularly to a connection structure of an intake pipe from a surge tank to banks on both sides.

（従来技術） 従来より、両側にバンクを備えたＶ型エンジン
においては、実開昭58−154860号に見られるよう
に、両側のバンク部の中央部にスペースがあり、
各バンクの気筒にそれぞれ接続した吸気管を一旦
この部分で集合させて吸気通路を構成するように
している。(Prior art) Conventionally, in a V-type engine with banks on both sides, there is a space in the center of the banks on both sides, as seen in Utility Model Application No. 154860/1983.
The intake pipes connected to the cylinders of each bank are temporarily assembled at this part to form an intake passage.

しかるに、上記のように両側のバンクの中央部
に集合部（サージタンク）を配設した場合に、こ
のサージタンク下流の吸気管の長さを十分に取る
ことができない問題を有する。すなわち、中央部
に配設したサージタンクから両バンクの内側の吸
気ポートまでの距離は短く、これを長くするため
にはサージタンクの設置位置を高くしなければな
らず、エンジンの全高が大きくなる。また、サー
ジタンク下流の吸気管長が短いと、中・低速域で
大きな慣性過給効果を得るように設定することは
できず、実用上のエンジンとしては汎用性に欠け
るものである。 However, when the collecting section (surge tank) is disposed at the center of both banks as described above, there is a problem in that the intake pipe downstream of the surge tank cannot be sufficiently long. In other words, the distance from the surge tank located in the center to the intake ports on the inside of both banks is short, and in order to lengthen this distance, the surge tank must be installed higher, which increases the overall height of the engine. . Furthermore, if the length of the intake pipe downstream of the surge tank is short, settings cannot be made to obtain a large inertial supercharging effect in the medium and low speed ranges, and the engine lacks versatility as a practical engine.

しかして、サージタンクから両側のバンクに至
る吸気管を曲折して形成することによつてその長
さを長くしようとした場合に、吸気管の曲折部で
の曲率半径が小さいと、この部分での吸気抵抗が
大きくなつて慣性過給効果の向上が相殺される恐
れがある。 However, if you try to lengthen the intake pipe from the surge tank to the banks on both sides by bending it, if the radius of curvature at the bent part of the intake pipe is small, this part will There is a risk that the intake resistance will increase and the improvement in the inertial supercharging effect will be offset.

また、Ｖ型エンジンはエンジン本体が独特の形
状を有し、サージタンクと両側のバンクに至る吸
気通路をＶ型エンジンの形状に対応していかにコ
ンパクトに配置するかが狭いエンジンルームに高
出力エンジンを搭載する際の重要な課題であり、
前記サージタンクがエンジン本体の端部から突出
したり上流側の吸気通路との部分が突出すること
は好ましくない。 In addition, the V-type engine has a unique engine body shape, and how to arrange the intake passage leading to the surge tank and banks on both sides in a compact manner that corresponds to the shape of the V-type engine is important. This is an important issue when installing
It is undesirable for the surge tank to protrude from the end of the engine body or for the portion that connects to the upstream intake passage to protrude.

（発明の目的） 本発明は上記事情に鑑み、エンジン全高を大き
くすることなくサージタンク下流の吸気管の長さ
を大きな曲率半径を確保しつつ十分に長くして、
慣性過給効果による出力向上が良好に得られるよ
うにしたＶ型エンジンの吸気装置を提供すること
を目的とするものである。(Object of the Invention) In view of the above-mentioned circumstances, the present invention makes the length of the intake pipe downstream of the surge tank sufficiently long while ensuring a large radius of curvature without increasing the overall height of the engine.
It is an object of the present invention to provide an intake system for a V-type engine that can satisfactorily improve the output due to the inertial supercharging effect.

（発明の構成） 本発明の吸気装置は、Ｖ型エンジンの両側のバ
ンクの略中央部にサージタンクを配設し、このサ
ージタンクの内部空間から上記両側のバンクの各
気筒に至る吸気通路を、一方のバンクの各気筒に
各々接続される吸気通路と、他方のバンクの各気
筒に各々接続される吸気通路とが上記サージタン
クの下側で互いに交差するように構成するもので
あつて、上記サージタンクから各気筒に至る吸気
通路を、左右の両側面に各バンクの吸気通路が接
続される連通口をバンクの気筒配列方向に沿つて
複数個設けたサージタンクと、両バンクへ至る吸
気通路が互いに交差する部分の各気筒の吸気通路
を構成する吸気管を一体的に集合してなる交差部
と、サージタンクの連通口と交差部の各吸気管の
上流端を両バンクのシリンダヘツド上方まで伸張
し、Ｕ字状に曲折して接続するＵ字部とから構成
するとともに、前記サージタンクには出力軸方向
の一端部から吸気を導入し、各気筒の吸気通路に
おけるサージタンクの連通口が交差部の各吸気管
の上流端より上記サージタンクへの吸気流入方向
と同方向にずれるようにサージタンクを配設し、
前記Ｕ字部を全気筒でサージタンクへの吸気流入
方向と逆方向の出力軸方向に傾斜して形成したこ
とを特徴とするものである。(Structure of the Invention) The intake system of the present invention includes a surge tank disposed approximately in the center of both banks of a V-type engine, and an intake passage extending from the internal space of the surge tank to each cylinder of the banks on both sides. , an intake passage connected to each cylinder of one bank and an intake passage connected to each cylinder of the other bank intersect with each other below the surge tank, The intake passage from the above surge tank to each cylinder is connected to a surge tank with multiple communication ports along the cylinder arrangement direction of the bank on both left and right sides to which the intake passages of each bank are connected, and the intake passage from the surge tank to both banks. The intersection where the intake pipes that make up the intake passages of each cylinder intersect with each other is integrated, and the communication port of the surge tank and the upstream end of each intake pipe at the intersection are connected to the cylinder heads of both banks. It consists of a U-shaped part that extends upward and connects by bending in a U-shape, and intake air is introduced into the surge tank from one end in the direction of the output shaft, and the surge tank communicates with the intake passage of each cylinder. The surge tank is arranged so that the mouth is shifted from the upstream end of each intake pipe at the intersection in the same direction as the intake air inflow direction to the surge tank,
The U-shaped portion is formed to be inclined in the direction of the output shaft in the direction opposite to the direction of intake air flowing into the surge tank in all cylinders.

（発明の効果） 本発明によれば、サージタンクの下側で一方の
バンクに接続した吸気管と他方のバンクに接続し
た吸気管とを交差させるとともに、この交差部と
サージタンクをシリンダヘツド上に伸張するＵ字
部によつて接続したことにより、サージタンク下
流の吸気管の長さをサージタンクの位置を高くす
ることなく長くすることができ、特に、Ｕ字部を
出力軸方向に傾斜して設けて大きな曲率半径で長
い吸気管とすることによりさらに低く設けること
ができ、同じ高さのものでも十分な容積のサージ
タンクを確保することができ、両側のバンク間お
よびシリンダヘツド上のスペースを有効に活用し
て、長い吸気管長による慣性過給効果の大きいコ
ンパクトなＶ型エンジンを得ることができる。(Effects of the Invention) According to the present invention, the intake pipe connected to one bank and the intake pipe connected to the other bank are made to intersect below the surge tank, and this intersection and the surge tank are connected above the cylinder head. The length of the intake pipe downstream of the surge tank can be increased without raising the position of the surge tank. By installing a long intake pipe with a large radius of curvature, it can be installed even lower, and even with the same height, a surge tank with sufficient volume can be secured, and the surge tank can be installed between the banks on both sides and on the cylinder head. It is possible to effectively utilize space and obtain a compact V-type engine with a large inertia supercharging effect due to the long intake pipe length.

さらに、サージタンクには出力軸方向の一端か
ら吸気を導入する一方、該サージタンクを、各気
筒の吸気通路におけるサージタンクの連通口が交
差部の各吸気管の上流端より吸気流入方向と同方
向にずれるように配設し、前記Ｕ字部を全気筒で
サージタンクへの吸気流入方向と逆方向の出力軸
方向に傾斜して形成したことにより、このＵ字部
を両側で互いに反対方向に傾斜させた場合にはサ
ージタンクが長くなるが、これを全気筒で同方向
に傾斜させることでサージタンクの長さを短くで
き、また、Ｕ字部をサージタンクへの吸気流入方
向と同方向に傾斜させた場合にはサージタンクへ
の吸気流入部分がエンジン本体より突出するが、
これを吸気流入方向と逆方向に傾斜させることで
吸気流入部分と突出量を低減でき、前記のサージ
タンクの高さを低く形成することと相俟つて全体
としてＶ型エンジンに適応したコンパクトは吸気
装置を構成することができるものである。 Furthermore, while intake air is introduced into the surge tank from one end in the direction of the output shaft, the surge tank is introduced from the upstream end of each intake pipe where the communication port of the surge tank in the intake passage of each cylinder is in the same direction as the intake air inflow direction. By forming the U-shaped portion to be inclined in the direction of the output shaft opposite to the intake air inflow direction to the surge tank in all cylinders, the U-shaped portion is arranged so as to be shifted in the direction opposite to each other on both sides. If the surge tank is tilted in the same direction for all cylinders, the length of the surge tank can be shortened. If the engine is tilted in the opposite direction, the intake air inflow portion to the surge tank will protrude from the engine body.
By tilting this in the opposite direction to the intake air inflow direction, the intake air inflow part and the amount of protrusion can be reduced. Combined with the low height of the surge tank mentioned above, the overall compactness adapted to the V-type engine is It is possible to configure the device.

（実施例） 以下、図面により本発明の実施例を説明する。
第１図はＶ型エンジンを一部断面にして示す全体
正面図、第２図はその吸気装置の断面正面図、第
３図は吸気装置の平面図、第４図は第３図の左側
面図である。(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.
Fig. 1 is an overall front view showing a V-type engine with a partial section, Fig. 2 is a sectional front view of its intake system, Fig. 3 is a plan view of the intake system, and Fig. 4 is the left side of Fig. 3. It is a diagram.

６気筒Ｖ型エンジン１はシリンダブロツク２上
に第１のシリンダヘツド３ａおよび第２のシリン
ダヘツド３ｂが傾斜配設されて、互いに角度をも
つてそれぞれ気筒４ａ，４ｂを有する第１のバン
ク１Ａと第２のバンク１Ｂとが形成されてなる。 A six-cylinder V-type engine 1 has a first cylinder head 3a and a second cylinder head 3b arranged at an angle on a cylinder block 2, and a first bank 1A having cylinders 4a and 4b, respectively, at an angle to each other. A second bank 1B is formed.

上記両側の第１および第２のバンク１Ａ，１Ｂ
の各気筒４ａ，４ｂに吸気を供給する吸気通路５
は、両側のバンク１Ａ，１Ｂの間の上部に配設さ
れたサージタンク６を備えている。このサージタ
ンク６と第１および第２のバンク１Ａ，１Ｂの各
吸気ポート７ａ，７ｂとを接続する第１および第
２の吸気管８Ａ，８Ｂは、上記サージタンク６の
下側で、左側の第１バンク１Ａの吸気ポート７ａ
に下流端が接続された第１の吸気管８Ａの下流側
部分の交差部９ａと、右側の第２バンク１Ｂの吸
気ポート７ｂに下流端が接続された第２の吸気管
８Ｂの下流側部分の交差部９ｂとが互いに交差
し、上記交差部９ａ，９ｂの上流側は両バンク１
Ａ，１Ｂの第１および第２のシリンダヘツド３
ａ，３ｂの上方まで伸張してそれぞれＵ字状に曲
折し、第１の吸気管８ＡのＵ字部１０ａの上流端
はサージタンク６の右側部に接続され、第２の吸
気管８ＢのＵ字部１０ｂの上流端はサージタンク
６の左側部に接続されて構成されているものであ
る。 First and second banks 1A and 1B on both sides of the above
An intake passage 5 that supplies intake air to each cylinder 4a, 4b.
is equipped with a surge tank 6 disposed in the upper part between banks 1A and 1B on both sides. First and second intake pipes 8A and 8B connecting this surge tank 6 and each intake port 7a and 7b of the first and second banks 1A and 1B are located below the surge tank 6 and on the left side. Intake port 7a of first bank 1A
The downstream end of the first intake pipe 8A is connected to the intersection 9a of the downstream part of the first intake pipe 8A, and the downstream end of the second intake pipe 8B is connected to the intake port 7b of the second bank 1B on the right. The intersections 9b intersect with each other, and the upstream sides of the intersections 9a and 9b are connected to both banks 1.
A, 1B first and second cylinder heads 3
a, 3b and are bent into a U-shape, and the upstream end of the U-shaped portion 10a of the first intake pipe 8A is connected to the right side of the surge tank 6, and the U-shaped portion of the second intake pipe 8B is connected to the right side of the surge tank 6. The upstream end of the portion 10b is connected to the left side of the surge tank 6.

そして、上記Ｕ字部１０ａ，１０ｂは第３図お
よび第４図に示すように、エンジンの出力軸方向
すなわち前後方向に傾斜して形成されている。つ
まり、両側のバンク１Ａ，１Ｂに対してサージタ
ンク６は前方にずれて配設され、これに対応して
Ｕ字部１０ａ，１０ｂはサージタンク６との接続
位置から下方に湾曲すると共に後方に傾斜し、交
差部９ａ，９ｂに接続されるものである。 As shown in FIGS. 3 and 4, the U-shaped portions 10a and 10b are formed to be inclined in the direction of the output shaft of the engine, that is, in the longitudinal direction. In other words, the surge tank 6 is disposed shifted forward with respect to the banks 1A and 1B on both sides, and correspondingly, the U-shaped portions 10a and 10b are curved downward from the connection position with the surge tank 6 and rearward. It is inclined and connected to the intersection parts 9a and 9b.

上記各交差部９ａ，９ｂは各気筒４ａ，４ｂに
対するものが連結して一体に形成されると共に、
その上部はサージタンク６の底部と連結されて両
者が一体に設けられ、しかも、交差部９ａ，９ｂ
上流端の上部通路壁とサージタンク６の両側底部
壁とが一体となつて共用されている。また、Ｕ字
部１０ａ，１０ｂも各気筒４ａ，４ｂに対するも
のが一体に設けられ、サージタンク６および交差
部９ａ，９ｂに対してそれぞれ連結される。 Each of the above-mentioned intersection parts 9a, 9b is integrally formed by connecting the parts for each cylinder 4a, 4b, and
The upper part is connected to the bottom part of the surge tank 6 so that the two are integrated, and the intersection parts 9a and 9b
The upper passage wall at the upstream end and the bottom walls on both sides of the surge tank 6 are integrally used. Furthermore, U-shaped portions 10a and 10b for each cylinder 4a and 4b are integrally provided and connected to surge tank 6 and intersection portions 9a and 9b, respectively.

また、上記サージタンク６の内部空間は、前後
方向（エンジンの出力軸方向と平行）に延びる仕
切壁１１によつて右左に独立した第１室６ａと第
２室６ｂとに区画形成されている。右側の第１室
６ａには、右側面に開口した連通口６ｃを介して
左側の第１バンク１Ａに接続される第１吸気管８
Ａが連通し、左側の第２室６ｂには、左側面に開
口した連通口６ｄを介して右側の第２バンク１Ｂ
に接続される第２吸気管８Ｂが連通し、このサー
ジタンク６の後端開口部には流入側の吸気管１２
が接続され、この流入側の吸気管１２内にも上記
仕切壁１１に連続する隔壁延長部１２ｃが設けら
れ、サージタンク６の第１および第２室６ａ，６
ｂに連続する独立通路１２ａ，１２ｂにそれぞれ
絞り弁１３ａ，１３ｂが配設されている。この両
絞り弁１３ａ，１３ｂは同じ角度で開閉するよう
同期作動される。 Further, the internal space of the surge tank 6 is partitioned into a first chamber 6a and a second chamber 6b, which are independent on the right and left sides, by a partition wall 11 extending in the front-rear direction (parallel to the output shaft direction of the engine). . The first chamber 6a on the right side has a first intake pipe 8 connected to the first bank 1A on the left side through a communication port 6c opened on the right side surface.
A communicates with the second chamber 6b on the left, and the second bank 1B on the right through a communication port 6d opened on the left side.
A second intake pipe 8B connected to the surge tank 6 communicates with the rear end opening of the surge tank 6.
A partition wall extension 12c that is continuous with the partition wall 11 is also provided in the intake pipe 12 on the inflow side, and the first and second chambers 6a, 6 of the surge tank 6 are connected to each other.
Throttle valves 13a and 13b are arranged in independent passages 12a and 12b, respectively, which are continuous with b. Both throttle valves 13a and 13b are operated synchronously so that they open and close at the same angle.

上記サージタンク６の後端への流入側の吸気管
１２の接続により該サージタンク６には出力軸方
向の一端部から吸気が導入され、また、このサー
ジタンク６は、各気筒に対するサージタンク６の
連通口６ｃ，６ｄが交差部９ａ，９ｂの上流端よ
りサージタンク６への吸気流入方向と同方向（前
方）にずれるように配設され、前記Ｕ字部１０
ａ，１０ｂは全気筒で上記サージタンク６への吸
気流入方向と逆方向（後方）の出力軸方向に傾斜
して設置されているものである。 By connecting the intake pipe 12 on the inflow side to the rear end of the surge tank 6, intake air is introduced into the surge tank 6 from one end in the output shaft direction. The communication ports 6c and 6d are arranged so as to be shifted from the upstream ends of the intersection parts 9a and 9b in the same direction (forward) as the intake air inflow direction to the surge tank 6, and
All cylinders a and 10b are installed so as to be inclined in the direction of the output shaft in the opposite direction (rearward) to the direction in which the intake air flows into the surge tank 6.

前記サージタンク６下流の吸気管８Ａ，８Ｂの
交差部９ａ，９ｂには、各気筒４ａ，４ｂの吸気
ポート７ａ，７ｂに対して燃料を噴射する燃料噴
射ノズル１４，１４が配置されている。その他、
第１，２図において、１５は吸気弁、１６はロツ
カーアーム、１７はカムシヤフト、１８はピスト
ンである。 At intersections 9a and 9b of the intake pipes 8A and 8B downstream of the surge tank 6, fuel injection nozzles 14 and 14 are arranged to inject fuel into the intake ports 7a and 7b of each cylinder 4a and 4b. others,
In FIGS. 1 and 2, 15 is an intake valve, 16 is a rocker arm, 17 is a camshaft, and 18 is a piston.

上記の如き実施例によれば、両側のバンク１
Ａ，１Ｂの各気筒４ａ，４ｂに対する吸気の供給
は、吸気管１２の各通路１２ａ，１２ｂによつて
サージタンク６の各室６ａ，６ｂに流入した吸気
が、サージタンク６側面の連通口６ｃ，６ｄを経
てそれぞれ両側の吸気管８Ａ，８ＢのＵ字部１０
ａ，１０ｂに流れ、このＵ字部１０ａ，１０ｂに
沿つてサージタンク６の下側に湾曲してかつ後方
に傾斜して流下し、続いて、交差部９ａ，９ｂに
よつて互いに交差してそれぞれ各シリンダヘツド
３ａ，３ｂの吸気ポート７ａ，７ｂから各気筒４
ａ，４ｂに供給されるものである。よつて、サー
ジタンク６の設置位置を大幅に高くしなくても、
サージタンク６下流の吸気管８Ａ，８Ｂの曲率半
径および長さが大きく、特に中速域（2500〜
5000rpm）において慣性過給効果の大きいコンパ
クトはエンジンを得ることができる。また、サー
ジタンク６内を第１および第２室６ａ，６ｂに区
画していることにより、吸気干渉を抑制するとも
にサージタンク６上流の吸気管１２の影響による
圧力振動に伴う過給効果が得られ、特に低速域で
の出力向上が図れる。 According to the embodiment as described above, the banks 1 on both sides
The supply of intake air to each cylinder 4a, 4b of A, 1B is such that the intake air that has flowed into each chamber 6a, 6b of the surge tank 6 through each passage 12a, 12b of the intake pipe 12 is passed through a communication port 6c on the side of the surge tank 6. , 6d to the U-shaped portions 10 of the intake pipes 8A and 8B on both sides, respectively.
a, 10b, curve downward and tilt backward along the U-shaped portions 10a, 10b, and then cross each other at the intersection portions 9a, 9b. Each cylinder 4 is connected to the intake port 7a, 7b of each cylinder head 3a, 3b, respectively.
a, 4b. Therefore, even if the installation position of the surge tank 6 is not significantly raised,
The radius of curvature and length of the intake pipes 8A and 8B downstream of the surge tank 6 are large, especially in the medium speed range (2500~
You can get a compact engine with a large inertia supercharging effect at 5000rpm). Furthermore, by dividing the inside of the surge tank 6 into the first and second chambers 6a and 6b, intake air interference can be suppressed and a supercharging effect caused by pressure vibrations caused by the influence of the intake pipe 12 upstream of the surge tank 6 can be achieved. This allows for improved output, especially in the low speed range.

特に、サージタンク６とその下側の交差部９
ａ，９ｂを一体に設けているので、高さが低く軽
量化が行えると同時に、大きな容積を有するサー
ジタンクが形成でき、その特性が十分に発揮でき
る。さらに、Ｕ字部１０ａ，１０ｂを別体にして
いることから、その長さが容易に変更可能で慣性
過給効果の同調回転数が変更でき、しかも、プラ
スチツク等の異種材料が使用可能である。 In particular, the surge tank 6 and its lower intersection 9
Since a and 9b are integrally provided, a surge tank with a low height and weight can be formed, and at the same time, a large volume can be formed, and its characteristics can be fully exhibited. Furthermore, since the U-shaped portions 10a and 10b are separate, their lengths can be easily changed, the synchronized rotational speed of the inertial supercharging effect can be changed, and different materials such as plastic can be used. .

なお、上記実施例ではＵ字部１０ａ，１０ｂの
み出力軸方向に傾斜させているが、交差部９ａ，
９ｂについても同様に傾斜して設けるようにして
もよい。 In the above embodiment, only the U-shaped portions 10a and 10b are inclined toward the output shaft direction, but the intersection portions 9a and 10b are inclined toward the output shaft direction.
9b may also be provided at an angle.

一方、サージタンク６内部を仕切壁１１によつ
て区画する構造は、必要に応じて構成すればよい
ものである。さらに、サージタンク６と交差部９
ａ，９ｂとは一体に形成することなく、必要に応
じて別体に構成してもよいことは勿論である。 On the other hand, the structure in which the inside of the surge tank 6 is partitioned by the partition wall 11 may be configured as necessary. Furthermore, the surge tank 6 and the intersection 9
It goes without saying that they do not need to be formed integrally with a and 9b, but may be formed separately as necessary.

【図面の簡単な説明】[Brief explanation of drawings]

第１図はＶ型エンジンを一部断面にして示す全
体正面図、第２図はその吸気装置の断面正面図、
第３図は吸気装置の平面図、第４図は第３図の左
側面図である。 １……Ｖ型エンジン、１Ａ，１Ｂ……バンク、
４ａ，４ｂ……気筒、５……吸気通路、６……サ
ージタンク、７ａ，７ｂ……吸気ポート、８Ａ，
８Ｂ……吸気管、９ａ，９ｂ……交差部、１０
ａ，１０ｂ……Ｕ字部。 Fig. 1 is an overall front view showing a V-type engine with a partial section, Fig. 2 is a sectional front view of its intake system,
FIG. 3 is a plan view of the intake device, and FIG. 4 is a left side view of FIG. 3. 1...V-type engine, 1A, 1B...bank,
4a, 4b...Cylinder, 5...Intake passage, 6...Surge tank, 7a, 7b...Intake port, 8A,
8B...Intake pipe, 9a, 9b...Intersection, 10
a, 10b...U-shaped part.

Claims (1)

【特許請求の範囲】 １ 両側のバンクの略中央部にサージタンクを配
設し、該サージタンクの内部空間から上記両側の
バンクの各気筒に至る吸気通路を、一方のバンク
の各気筒に各々接続される吸気通路と、他方のバ
ンクの各気筒に各々接続される吸気通路とが上記
サージタンクの下側で互いに交差するようにした
Ｖ型エンジンの吸気装置において、 サージタンクから各気筒に至る吸気通路を、左
右の両側面に各バンクの吸気通路が接続される連
通口をバンクの気筒配列方向に沿つて複数個設け
たサージタンクと、両バンクへ至る吸気通路が互
いに交差する部分の各気筒の吸気通路を構成する
吸気管を一体的に集合してなる交差部と、サージ
タンクの連通口と交差部の各吸気管の上流端を両
バンクのシリンダヘツド上方まで伸張し、Ｕ字状
に曲折して接続するＵ字部とから構成するととも
に、前記サージタンクには出力軸方向の一端部か
ら吸気を導入し、各気筒の吸気通路におけるサー
ジタンクの連通口が交差部の各吸気管の上流端よ
り上記サージタンクへの吸気流入方向と同方向に
ずれるようにサージタンクを配設し、前記Ｕ字部
を全気筒でサージタンクへの吸気流入方向と逆方
向の出力軸方向に傾斜して形成したことを特徴と
するＶ型エンジンの吸気装置。[Scope of Claims] 1. A surge tank is disposed approximately in the center of both banks, and an intake passage from the internal space of the surge tank to each cylinder of the above-mentioned both banks is provided to each cylinder of one bank. An intake system for a V-type engine in which a connected intake passage and an intake passage connected to each cylinder of the other bank intersect with each other below the surge tank, from the surge tank to each cylinder. The intake passages are connected to a surge tank that has multiple communication ports along the cylinder arrangement direction of the banks on both left and right sides to which the intake passages of each bank are connected, and each of the parts where the intake passages leading to both banks intersect with each other. The intersection is formed by integrally gathering the intake pipes that make up the intake passage of the cylinder, and the upstream end of each intake pipe at the intersection with the communication port of the surge tank extends above the cylinder heads of both banks, forming a U-shape. In addition, intake air is introduced into the surge tank from one end in the direction of the output shaft, and the communication port of the surge tank in the intake passage of each cylinder connects to each intake pipe at the intersection. The surge tank is arranged so as to be offset from the upstream end of the surge tank in the same direction as the intake air inflow direction to the surge tank, and the U-shaped portion is inclined in the output shaft direction in the opposite direction to the intake air inflow direction to the surge tank for all cylinders. An intake system for a V-type engine, characterized in that it is formed by:
JP59055118A 1984-03-22 1984-03-22 Intake device for v-type engine Granted JPS60198323A (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
JP59055118A JPS60198323A (en) 1984-03-22 1984-03-22 Intake device for v-type engine
KR1019850001416A KR890000753B1 (en) 1984-03-22 1985-03-06 Intake system for v-type engine
US06/712,132 US4649871A (en) 1984-03-22 1985-03-15 Intake system for V-type engine
EP85103261A EP0155685B2 (en) 1984-03-22 1985-03-20 Intake system for v-type engine
DE8585103261T DE3561345D1 (en) 1984-03-22 1985-03-20 INTAKE SYSTEM FOR V-TYPE ENGINE

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP59055118A JPS60198323A (en) 1984-03-22 1984-03-22 Intake device for v-type engine

Publications (2)

Publication Number Publication Date
JPS60198323A JPS60198323A (en) 1985-10-07
JPH041168B2 true JPH041168B2 (en) 1992-01-10

Family

ID=12989835

Family Applications (1)

Application Number Title Priority Date Filing Date
JP59055118A Granted JPS60198323A (en) 1984-03-22 1984-03-22 Intake device for v-type engine

Country Status (2)

Country Link
JP (1) JPS60198323A (en)
KR (1) KR890000753B1 (en)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5820331B2 (en) * 1978-11-30 1983-04-22 三井造船株式会社 Artificial island for oil drilling in frozen waters
JPS59565A (en) * 1982-05-24 1984-01-05 ゼネラル・モ−タ−ズ・コ−ポレ−シヨン Small-sized plenum type suction manifold for internal combustion engine

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5820331U (en) * 1981-07-31 1983-02-08 株式会社小松製作所 inertia intake pipe

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5820331B2 (en) * 1978-11-30 1983-04-22 三井造船株式会社 Artificial island for oil drilling in frozen waters
JPS59565A (en) * 1982-05-24 1984-01-05 ゼネラル・モ−タ−ズ・コ−ポレ−シヨン Small-sized plenum type suction manifold for internal combustion engine

Also Published As

Publication number Publication date
KR850007630A (en) 1985-12-07
JPS60198323A (en) 1985-10-07
KR890000753B1 (en) 1989-04-03

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