JPH04121224A - Intake device for v-engine - Google Patents

Abstract

PURPOSE:To lower a hood by arranging a surge tank at the center between both cylinder banks and by connecting throttle chambers to both sides of its rear in an opposed manner. CONSTITUTION:A surge tank 4 is arranged above the center between both cylinder banks 2 and 3 forming a V shape of a six-cylinder V-engine. The tank 4 is formed with its upper surface inclined downward to the front, and to its bottom wall, an upstream of an intake branch 5 connected to each of the cylinders is connected. Throttle chambers 8 and 9 are connected to the rear ends of the both side walls with their flow passage axes opposed to each other on a straight line. To its upstream end, charge air coolers 10 and 11, intake pipes 12 and 13, and turbo superchargers 14 and 15 are connected. In such an intake system structure, as the upper wall of the tank is in the shape inclined downward to the front, the height of the front end of the tank 4 can be lowered as much as possible, and the height of a hood 24 regulated by the shape of the tank 4 can be also lowered as much as possible.

Description

[Detailed description of the invention] <Industrial application field> The present invention relates to an intake system for a V-type engine.

<Prior art> As an intake system for a type engine, for example, the Japanese Patent Publication No. 1-2
There is one as shown in Japanese Patent No. 9985.

As shown in FIGS. 5 and 6, a surge tank 33 is provided in the center between both V-shaped cylinder banks 31 and 32, and each chamber is partitioned at the center of the surge tank 33. Intake pipes 34 and 35 extending rearward from the rear end are connected, and a throttle chamber 36 in which two throttle valves are stacked one above the other is provided at the confluence of the intake pipes 34 and 35.

<Problem to be solved by the invention> However, in such a conventional intake device,
The surge tank 33 is pushed forward to connect the rear intake pipes 34 and 35, and the two throttle chambers 36 are stacked one on top of the other, so that the surge tank 33 and throttle chamber 36 are The height of the hood 37, which covers the top and slopes forward, is restricted, which increases air resistance and leads to deterioration of fuel efficiency.

The present invention has been made in view of such conventional problems, and an object of the present invention is to provide an intake system for a V-type engine having a structure in which the height of the hood can be lowered by setting the structure and layout of the intake system. With the goal.

<Means for Solving the Problem> Therefore, in the present invention, in the intake system of a V-type engine mounted with the cylinder arrangement direction facing the longitudinal direction of the vehicle, a surge tank is arranged in the center between both cylinder cylinders. At the same time, throttle chambers each having a throttle valve installed on both sides of the rear of the surge tank are connected to face each other.

<Function> The surge tank is connected to the throttle chamber or side, so there are no restrictions on its placement in the front and back direction.
It can be placed as far back as possible.

Therefore, the height of the hood, which is regulated by the height of the surge tank and its position in the longitudinal direction, can be made as low as possible.

<Example> Embodiments of the present invention will be described below based on the drawings.

In FIGS. 1 to 4 showing one embodiment, a surge tank 4 is disposed above a central portion between two cylinder nozzles 2.3 forming a V-shape of a six-cylinder V-type engine 1. The surge tank 4 has a top surface inclined downward toward the front, and a bottom wall that is substantially horizontal, resulting in a thin shape at the front and a thick shape at the rear. The upstream side of the intake branch 5 connected to each cylinder is connected to the bottom wall. The rear end portions of both side walls of the surge tank 4 are formed to protrude laterally, and are opposed to throttle chambers 8 and 9 in which throttle valves 6 and 7 are interposed at their respective open ends, and the flow path axes of the throttle chambers 8 and 9 are aligned with each other. connected.

At the upstream end of each throttle chamber 8, 9, a charge air cooler 10. is disposed facing toward each cylinder bank 2, 3. Inlet pipe 12.1 connected to the downstream end of ii and connected to the bottom wall of each charge air cooler tO, U
Turbo superchargers 14 and 15 are connected to the downstream ends of 3, respectively.

When viewed from above, the charge air cooler 10 on the left side is arranged so as to partially overlap the left side cylinder head cover 100 of the V bank on the outside of the bank, and when viewed from the side, it is lower as it goes toward the front. It is mounted at an angle.

The charge air cooler 11 on the right side is symmetrical to the left side.

The throttle valve 6.7 is connected to the throttle chamber 8.
, 9 A lever 18 on the outwardly projecting rotating shaft 16.17 end.
．． A lever 22 is connected to the upper wall of the surge tank 4 at one end thereof, or the other end of a rod 20.21 connected by a universal joint to the end of each lever 18. are connected to both ends by universal joints.

The lever 22 is connected to an accelerator pedal (not shown) via a flexible wire 23.

Next, the function of this product will be explained.

The intake air supercharged by each turbocharger 14.15 is
After flowing into the charge air coolers tO, U and being cooled to increase intake air filling efficiency, the throttle chambers 8, 9
and flows into the surge tank 4.

The intake air flowing into the surge tank 4 from the throttle chambers 8°9 arranged opposite to each other collides head-on with each other on the same line, and after the flow velocity is almost completely reduced by 0, it is evenly distributed into the surge tank 4. Air at equal pressure is distributed and supplied to each cylinder.

In this intake system structure, the two throttle chambers 8 and 9 are connected to both sides of the rear end of the surge tank 4, so the surge tank 4 can be placed as far back as possible without being restricted by the connection structure. be able to.

Therefore, in combination with the shape of the surge tank 4 in which the earthen wall is inclined downwardly toward the front, the height of the front end of the surge tank 4 can be lowered as much as possible. In addition, since the throttle chambers 8 and 9 are provided independently for each bank,
The diameter can be made small while keeping the ventilation loss low, and therefore the height of the rear end of the surge tank 4 to which the throttle chambers 8 and 9 are connected can also be kept low.

As a result, as shown in Fig. 1, the height of the hood 24, which is restricted by the shape of the surge tank 4, can be similarly lowered as much as possible, which in turn promotes the reduction of air resistance of the vehicle and ultimately improves fuel efficiency. can be promoted.

In addition, since the throttle chambers 8 and 9 are arranged to face each other, the intake air flowing out from each throttle chamber 8 and 9 collides in the surge tank 4 and the flow velocity is reduced, which improves the distribution of intake air to each cylinder. It is possible to increase In particular, in this embodiment, since both throttle valves 6.7 are rotated symmetrically in opposite directions, the throttle valve 6.7 is rotated symmetrically in opposite directions.
．． By making the axes of the intake air flow constricted in step 7 coincide with each other, it is possible to further improve the above-mentioned distribution property.

Furthermore, since the charge share coolers 10.11 are provided corresponding to the throttle chambers 8 and 9, and are arranged in layers along the three-dimensional inclination of the hood 24, the engine output can be controlled by the large-capacity charge air coolers 10.11. The height of the hood 24 can be maintained low while increasing the height sufficiently.

<Effects of the Invention> As explained above, according to the present invention, the throttle chambers are connected to both sides of the rear of the surge tank located in the center between both cylinder banks, so that the surge tank can be used as much as possible. Since the throttle chamber can be located at the rear, and the diameter of the throttle chamber can be reduced, the height of the foot can be lowered, reducing air resistance and improving fuel efficiency.

[Brief explanation of drawings]

FIG. 1 is a side view of a six-cylinder V-type engine equipped with an intake system according to an embodiment of the present invention, and FIG. 2 is the same (plan view, third
4 is a rear view, FIG. 5 is a plan view of a six-cylinder V-type engine equipped with a conventional intake system, and FIG. 6 is a side view. 1...6-cylinder V-type engine 2.3...Cylinder bank 4...Surge tank 6.7...Throttle valve 8,9...Throttle chamber Patent applicant Nissan Motor Co., Ltd. agent Patent attorney
Fujio Sasashima Figure 2 and Figure 5

Claims (1)

[Claims] In the intake system of a type engine mounted with the cylinder arrangement direction facing the longitudinal direction of the vehicle, a surge tank is disposed in the center between both cylinder banks, and throttle valves are interposed on both sides of the rear of the surge tank. An intake system for a V-type engine, characterized in that throttle chambers are connected to face each other.