JPH05280350A - Intake device of v-type engine - Google Patents

Abstract

PURPOSE:To secure high torque from a low speed range to a high speed range by integrally setting auxiliary tanks on primary and secondary sides in a space between an engine bank on the primary side and the engine bank on the secondary side. CONSTITUTION:One-end sides of communication pipes 38, 42 on primary and secondary sides which form connection passages on the primary and secondary sides which have communication to the inside of surge tanks 28, 30 on the primary and secondary sides are connected to the surge tanks 28, 30 on the primary and secondary sides. Auxiliary tanks 46, 50 on the primary and secondary sides are connected to the other- end sides of the communication pipes 38, 42 on the primary and secondary sides. The auxiliary tanks 46, 50 on the primary and secondary sides are integrally arranged in a space 18 between a cylinder bank 10 on the primary side and an engine bank 12 on the secondary side. There are provided opening/closing changeover mechanisms on the primary and secondary side which open/close the connection passages on the primary and secondary sides in response to an engine operational condition. Consequently, a plural number of resonance frequencies can be determined, and high torque is obtained from a low speed range to a high speed range by synchronizing the resonance frequencies with the engine speed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a V-type engine intake device, and in particular, can obtain a high torque from a low speed range to a high speed range, save space and reduce the number of parts, and improve engine response. The present invention relates to an intake device for a V-type engine.

[0002]

2. Description of the Related Art As an engine, there are an engine having cylinders arranged in series, an engine having cylinders opposed to each other, a V-type engine having cylinders arranged in a V shape, and the like.

In the intake system of this V-type engine, a V-shaped primary side above the cylinder block, a primary side formed by mounting a primary side and a secondary side cylinder head on a secondary side cylinder bank, A secondary engine bank is provided,
Further, an intake manifold for guiding intake air to the primary and secondary cylinders of the primary and secondary engine banks is provided. In addition, the intake manifold is provided with a primary intake branch that branches from the intake collecting section and is directed toward the primary engine bank, and a secondary intake branch that is directed toward the secondary engine bank. .. A primary side surge tank located above the primary side engine bank is provided downstream of the primary side intake branch. Similarly, a secondary side surge tank located above the secondary side engine bank is provided on the downstream side of the secondary side intake branch portion. The capacity (volume) of these surge tanks corresponds to the displacement of the V-type engine, that is, is determined by selecting the resonance wave number from the required torque characteristics of the engine.

As an intake device for such a V-type engine, for example, Japanese Patent Publication No. 62-29634, Japanese Patent Laid-Open No.
It is disclosed in Japanese Patent Publication No. 146221. Japanese Patent Sho 62-
The one described in Japanese Patent No. 29634 is constituted by two collecting pipes branching an intake manifold from an intake air inlet to the left and right, and branch pipes having the same number as the number of cylinders of an internal combustion engine branched from each collecting pipe. Each branch pipe is extended in the cylinder arrangement direction of each bank, each branch pipe is extended to the opposite collecting pipe side, and is connected to the intake port of each cylinder located on the same collecting pipe side. The engine output is improved by sufficiently securing the length and cross-sectional area of the engine and the intake manifold is compactly housed between the left and right banks of the internal combustion engine to reduce the size of the internal combustion engine. In addition, Japanese Patent Laid-Open No. 2-146221
In the one disclosed in Japanese Patent Publication, an intake pipe extending from one surge tank intersects or contacts the surge tank on the other side to be connected to a lower cylinder, and the intake pipe intersects or contacts the surge tank on the other side. An opening with a control valve that communicates with the surge tank is provided in the portion, and the control valve is configured to open at high speed and close at low speed, whereby air is supplied by a short pipe part short-circuited from the opening at high speed. At low speeds, long pipes with closed openings are used to supply air, and high output is achieved over a wide operating range from low speeds to high speeds.

[0005]

However, conventionally, in the intake system of a V-type engine, when the surging capacities on the primary side and the secondary side are determined, the resonance frequency is determined by the balance with the intake pipe. For this reason, high torque cannot be obtained from the low speed region to the high speed region, and the capacity of the surge tank is uniformly determined, so that the engine response is deteriorated.

Further, as in the above-mentioned publication, if the space portion connected to the surge tank is provided separately from the outer peripheral surface of the engine bank, a large space is required, and further, the primary side auxiliary tank and the secondary tank are required. When the side auxiliary tank is provided separately, there is a disadvantage that the number of parts increases.

[0007]

Therefore, in order to eliminate the above-mentioned inconvenience, the present invention introduces an intake manifold for introducing intake air into a V-shaped primary side, a secondary side engine bank primary side, and a secondary side cylinder. Of the V-type engine in which the primary side and the secondary side surge tanks provided above the primary side and the secondary side engine banks are provided on the downstream side of the primary side and the secondary side intake branch portion where the intake manifold is branched. In the intake device, the primary side, the primary side communicating with the secondary side surge tank, the primary side forming the secondary side connecting passage, one end side of the secondary side connecting pipe to the primary side, the secondary side surge tank The primary side and the secondary side auxiliary tanks are connected to the other side of the primary side and the secondary side connecting pipes, and the primary side and the secondary side auxiliary tanks are integrated with the primary side cylinder bank. In the space between the secondary engine banks It was set, the by engine operating conditions the primary side, the primary side for opening and closing the secondary-side connecting passage, characterized in that a secondary side switching switching mechanism.

[0008]

According to the structure of the present invention, since the primary side and secondary side auxiliary tanks are connected to the primary side and secondary side surge tanks,
Multiple resonance frequencies can be determined, and when synchronized with the engine speed, high torque can be obtained from the low speed range to the high speed range, and the primary and secondary auxiliary tanks are integrated into the primary side. Since it is installed in the space between the engine bank and the secondary engine bank, it saves space and the number of parts is reduced.In addition, the primary / secondary open / close switching mechanism is activated depending on the engine operating condition, so the engine response Can be improved.

[0009]

Embodiments of the present invention will now be described in detail and specifically with reference to the drawings. 1 to 7 show a first embodiment of the present invention.
An example is shown. 1 and 2, reference numeral 2 is a V-type engine mounted on a vehicle. This V type engine 2
Is a primary side formed by mounting the primary side and the secondary side cylinder heads 6 and 8 on a V-shaped primary side, a secondary side cylinder bank (not shown) above the cylinder block 4, and a secondary side. It has side engine banks 10 and 12. A crank shaft 14 is supported by the cylinder block 4. An oil pan 16 is attached to the lower part of the cylinder block 4.

A V-shaped space 18 is formed between the primary engine bank 10 and the secondary engine bank 12.

An intake manifold 20 is provided above the V-type engine 2 in order to guide intake air to the primary side and the secondary side engine banks 10 and 12 and a secondary side cylinder (not shown). Has been. A throttle body 22 having a throttle valve (not shown) is attached to the upstream side of the intake manifold 20.

The downstream side of the intake manifold 20 is branched into primary side and secondary side intake branch portions 24 and 26.

A primary surge tank 28 located above the primary engine bank 10 is connected downstream of the primary intake branch portion 24. In addition, the secondary intake branch 2
On the downstream side of 6, a secondary surge tank 30 located above the secondary engine bank 12 is connected.

In the primary side surge tank 28, as shown in FIG. 2, each primary side intake introducing portion 3 for guiding intake air to each primary side cylinder.
Two are connected. Further, as shown in FIG. 2, each secondary side surge tank 30 is connected with each secondary side intake introducing portion 34 that guides intake air to each secondary side cylinder.

In the primary side surge tank 28, as shown in FIG.
As shown in FIG. 4, one end side of a primary side connecting pipe 38 forming a primary side connecting passage 36 communicating with the inside of the primary side surge tank 28 is connected. Further, as shown in FIG. 5, one end side of a secondary side connecting pipe 42 forming a secondary side connecting passage 40 is connected to the secondary side surge tank 30.

A primary side auxiliary tank 46 forming a primary side auxiliary space (sub-volume) 44 having a predetermined capacity is connected to the other end of the primary side connecting pipe 38. Further, a secondary side auxiliary tank 50 that forms a secondary side auxiliary space (sub-volume) 48 having a predetermined capacity is connected to the other end side of the secondary side connecting pipe 42.

As shown in FIGS. 1 and 3, the primary side auxiliary tank 46 and the secondary side auxiliary tank 50 are integrally formed via a tank partition wall 52.

As shown in FIGS. 1 and 3, the integrally constructed primary and secondary auxiliary tanks 46 and 50 are spaces which are valleys between the primary engine bank 10 and the secondary engine bank 12. 18 and is attached by a fixture (not shown).

The primary side connecting pipe 38 is formed to have a predetermined length L as shown in FIG. Further, the secondary side connecting pipe 42 is formed to have the same length L as the primary side connecting pipe 38, as shown in FIG.

The primary side connecting passage 36 is formed with a predetermined inner diameter D as shown in FIG. Further, the secondary side connecting passage 40 is formed to have the same inner diameter D as the primary side connecting passage 36, as shown in FIG.

The capacities of the primary side and secondary side auxiliary spaces 44 and 48, the length L of the primary side and secondary side connecting pipes 38 and 42, and the inner diameter D of the primary side and secondary side connecting passages 36 and 40 are By changing variously, a plurality of resonance frequencies can be determined.

As shown in FIG. 4, the primary side connecting passage 36 is provided with a primary side switching valve 56 for opening and closing the primary side connecting passage 36. The primary side switching valve 56 is operated by, for example, a primary side actuator 58 that is operated in an intake pipe pressure (negative pressure) state as an engine operating state. More specifically, the primary-side switching valve 56 is, for example, the primary-side actuator 5 for closing the primary-side connecting passage 36 during steady running of the vehicle and low-speed running with the throttle valve fully closed.
8 is operated by the primary side actuator 58 to open the primary side connecting passage 36 during high speed traveling with the throttle valve fully closed.

As shown in FIG. 5, the secondary side connecting passage 40 is provided with a secondary side switching valve 62 of a secondary side opening / closing switching mechanism 60 for opening and closing the secondary side connecting passage 40. The secondary side switching valve 62 is operated by, for example, a secondary side actuator 64 that is operated in an intake pipe pressure (negative pressure) state as an engine operating state. More specifically, the secondary side switching valve 62 is operated by the secondary side actuator 64 to close the secondary side connecting passage 40 during steady running of the vehicle and low speed running with the throttle valve fully closed. On the other hand, when the vehicle is traveling at high speed with the throttle valve fully closed, the secondary side actuator 64 operates to open the secondary side connecting passage 40.

Next, the operation of this embodiment will be described.

The intake air from the upstream side of the intake manifold 20 is branched into a primary side intake branch section 24 and a secondary side intake branch section 26 and flows into a primary side surge tank 28 and a secondary side surge tank 30. Then, the temporary intake port 32
Is supplied to each primary side cylinder of the primary side engine bank 10 and each secondary side cylinder of the secondary side engine bank 12 via the secondary side intake introduction section 34.

By the way, in the first embodiment, the primary side and secondary side surge tanks 28 and 30 are connected to one end sides of the primary side and secondary side connecting pipes 38 and 42, respectively. Since the primary side and secondary side auxiliary tanks 46 and 50 are connected to the other ends of the side connecting pipes 38 and 42, the length L of the primary side and the secondary side connecting pipes 38 and 42, the primary side, and the secondary side Inner diameter D of the secondary side connecting passages 36, 40, primary side, secondary side auxiliary spaces 44, 4
By changing the capacity of No. 8, it is possible to set a plurality of resonance frequencies, and if these resonance frequencies are tuned to the engine speed, as shown in FIG. 6, high engine torque from low speed range to high speed range is achieved. Can be obtained.

Further, the primary and secondary auxiliary tanks 46, 5
By arranging 0 as an integral part in the space 18, it is possible to save space and reduce the number of parts as compared with the case where an auxiliary tank is provided separately.

Furthermore, the primary and secondary side connecting passages 36, 40
By providing the primary side switching valves, 56, 62 for opening and closing, the surge tank volume (capacity) is substantially increased and the response at the time of acceleration is deteriorated. However, as shown in FIG. It can be maintained at a predetermined level to prevent deterioration of engine response, and by opening / closing the primary / secondary switching valves 56, 62, the primary / secondary auxiliary tank 4
It is possible to recover the decrease in engine output in the low speed range caused by mounting the engine on the No. 6 and 50.

8 to 12 show a second embodiment of the present invention. In the second embodiment, parts having the same functions as those of the first embodiment will be designated by the same reference numerals.

The features of the second embodiment are as follows. That is, as shown in FIG. 8, an actuator 102 for operating the primary side and secondary side switching mechanisms 54, 58 and the secondary side switching valves 56, 62 is provided, and control for operating the actuator 102 according to the engine operating state is performed. Means 104 are provided. A throttle sensor 106 for detecting a throttle opening, a vehicle speed sensor 108 for detecting a vehicle speed, an air flow meter 110 for detecting an intake air amount, etc. are connected to the control means 104. This control means 10
4 inputs various signals, and in order to improve the response at the time of acceleration, at the time of acceleration, the primary side / secondary side switching valves 56, 6
A predetermined delay time (indicated by time T1 in FIG. 10 and time T2 in FIG. 12) is provided at the opening timing of No.2.

According to the second embodiment, during normal traveling of the vehicle (constant speed), the primary side / secondary side switching valves 56 and 62 are closed as shown in FIG. When accelerating, as shown in FIG. 10, the primary side / secondary side switching valve 56 is delayed by a time T1 from the A position to the B position.
62 is opened to a half-open state, and when the vehicle is traveling with the throttle opening fully open, as shown in FIG.
When the secondary side switching valves 56 and 62 are fully opened, and when the throttle opening is closed and the vehicle is suddenly accelerated, as shown in FIG. 12, the secondary side switching valves 56 and 62 are delayed by the time T2 from the C position to the D position. The secondary switching valves 56, 62 are opened until they are fully opened. Thereby, the response at the time of acceleration can be improved.

[0032]

As is apparent from the above detailed description, according to the present invention, in the V-type engine, the primary side forming the primary side and secondary side connecting passages communicating with the primary side and secondary side surge tanks is formed. , One end side of the secondary side connecting pipe is connected to the primary side and the secondary side surge tank, and the primary side and the secondary side auxiliary tank are connected to the other end side of the primary side and the secondary side connecting pipe, and the primary side Side and secondary side auxiliary tanks are integrally installed in the space between the primary side engine bank and the secondary side engine bank, and the primary side and secondary side opening / closing are opened / closed depending on the engine operating state. By providing the switching mechanism, the primary side and the secondary side auxiliary tanks are connected to the secondary side surge tank, so it is possible to determine a plurality of resonance frequencies and, if synchronized with the engine speed, High torque from low speed to high speed Get.

Further, since the primary side and secondary side auxiliary tanks are integrally installed in the space between the primary side engine bank and the secondary side engine bank, it is possible to save space and reduce the number of parts.

Furthermore, since the primary side / secondary side open / close switching mechanism is operated depending on the engine operating state, the engine response can be improved.

[Brief description of drawings]

FIG. 1 is a front view of a V-type engine.

FIG. 2 is a plan view of a V-type engine.

3 is a partial perspective view of an intake system of a V-type engine taken along the arrow 〓 in FIG.

FIG. 4 is a partial cross-sectional view of the primary side opening / closing switching mechanism of the first embodiment in the intake system in FIG.

FIG. 5 is a partial cross-sectional view of the secondary side opening / closing switching mechanism of the first embodiment in the intake system.

FIG. 6 is a relationship diagram between engine speed and torque when the throttle opening is fully opened.

FIG. 7 is a relationship diagram between time and engine speed during acceleration.

FIG. 8 is a block diagram of an opening / closing switching mechanism according to a second embodiment.

FIG. 9 is a time chart during steady running in the second embodiment.

FIG. 10 is a time chart during normal acceleration in the second embodiment.

FIG. 11 is a time chart at the time of traveling with the throttle opening fully opened in the second embodiment.

FIG. 12 is a time chart at the time of sudden acceleration in the second embodiment.

[Explanation of symbols]

 2 V type engine 10 primary side engine bank 12 secondary side engine bank 18 space 20 intake manifold 28 primary side surge tank 30 secondary side surge tank 36 temporary side connecting passage 38 primary side connecting pipe 40 secondary side connecting passage 42 secondary side Side connection pipe 46 Primary side auxiliary tank 50 Secondary side auxiliary tank 54 Primary side opening / closing switching mechanism 56 Temporary side switching valve 60 Secondary side opening / closing switching mechanism 62 Secondary side switching valve

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Kazuo Sugiyama 300, Takatsuka-cho, Hamamatsu City, Shizuoka Prefecture Suzuki Stock Company

Claims (1)

[Claims] 1. An intake manifold for guiding intake air to a V-shaped primary side, a secondary side engine bank primary side, and a secondary side cylinder is provided, and a primary side and a secondary side intake branch portion of the intake manifold are branched. V provided with the primary and secondary surge tanks located above the primary and secondary engine banks on the downstream side
In an intake device of a type engine, the primary side, the primary side communicating with the secondary side surge tank, the primary side forming a secondary side connecting passage, and one end side of the secondary side connecting pipe to the primary side, the secondary side The primary side cylinder and the secondary side auxiliary tank are connected to the surge tank, the primary side and the secondary side auxiliary tanks are connected to the other end side of the primary side and the secondary side connecting pipes, and the primary side cylinder and the secondary side auxiliary tank are integrated. A V type, which is provided in a space between the bank and the secondary engine bank, and is provided with a primary side / secondary side opening / closing switching mechanism for opening / closing the primary side / secondary side connecting passage depending on an engine operating state. Engine intake device.