JPH062627A - Intake system of internal combustion engine - Google Patents

Intake system of internal combustion engine

Info

Publication number
JPH062627A
JPH062627A JP18615592A JP18615592A JPH062627A JP H062627 A JPH062627 A JP H062627A JP 18615592 A JP18615592 A JP 18615592A JP 18615592 A JP18615592 A JP 18615592A JP H062627 A JPH062627 A JP H062627A
Authority
JP
Japan
Prior art keywords
intake
cylinder
collecting
cross
internal combustion
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.)
Granted
Application number
JP18615592A
Other languages
Japanese (ja)
Other versions
JP2855977B2 (en
Inventor
Yuuya Matsuo
勇也 松尾
Toshiki Ohara
俊樹 大原
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.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
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 Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP18615592A priority Critical patent/JP2855977B2/en
Priority to US08/070,852 priority patent/US5322038A/en
Publication of JPH062627A publication Critical patent/JPH062627A/en
Application granted granted Critical
Publication of JP2855977B2 publication Critical patent/JP2855977B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00Other engines
    • F02B75/16Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18Multi-cylinder engines
    • F02B75/22Multi-cylinder engines with cylinders in V, fan, or star arrangement

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

Abstract

PURPOSE:To improve the extent of intake efficiency as checking the overall height of an engine, in an intake system of a V-type internal combustion engine. CONSTITUTION:Two branch pipes 13, 14 being interconnected to each cylinder of symmetrical banks are set up so as to make them be crossed with each other in parallel, and each sectional form of upstream parts 13A, 14A and downstream parts 13C, 14C of these branch pipes 13 and 14 is formed into an oval with a long diameter in the cylinder bank direction, and each sectional form of two crossed parts 13B, 14B is formed into an oval with a short diameter in the cylinder bank direction, respectively.

Description

【発明の詳細な説明】Detailed Description of the Invention

【0001】[0001]

【産業上の利用分野】本発明は、内燃機関の吸気装置の
改良に関するものである。
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of an intake system for an internal combustion engine.

【0002】[0002]

【従来の技術】自動車用機関に備えられる吸気路の条件
として、低速から高速まで幅広い回転域に渡って吸入効
率が良いことや、多気筒機関では各気筒への混合気の分
配が均等であることが要求される。
2. Description of the Related Art As conditions for an intake passage provided in an automobile engine, intake efficiency is good over a wide range of rotation speeds from low speed to high speed, and in a multi-cylinder engine, distribution of air-fuel mixture to each cylinder is uniform. Is required.

【0003】従来のV型対向式6気筒機関に備えられる
吸気装置として例えば図12に示すものがある(特開昭
60−69255号公報、参照)。
An example of an intake device provided in a conventional V-type opposed 6-cylinder engine is shown in FIG. 12 (see Japanese Patent Laid-Open No. 60-69255).

【0004】これについて説明すると、左右バンク7
1,72の各気筒に連通する分枝管73,74をバンク
毎に集合する2つの集合部(サージタンク)75,76
を設け、各集合部75,76をロッカーカバー78,7
9上に位置して気筒列方向に配置し、各集合部75,7
6の端部にスロットルバルブ77をそれぞれ介装してい
る。
Explaining this, the left and right banks 7
Two collecting parts (surge tanks) 75, 76 for collecting the branch pipes 73, 74 communicating with the respective cylinders 1, 72 for each bank
And each of the gathering portions 75 and 76 are attached to rocker covers 78 and
9 and are arranged in the cylinder row direction, and
Throttle valves 77 are provided at the ends of 6 respectively.

【0005】[0005]

【発明が解決しようとする課題】しかしながら、このよ
うな従来装置にあっては、各分枝管73,74が左右の
ロッカーカバー78,79の間からそれぞれの上方にか
けて湾曲して形成される構造上、各分枝管の径の大きさ
によって機関の全高が決まるため、各分枝管の通路断面
積を大きくすると、それだけ車両のエンジンフードライ
ンが高くなってしまい、十分な通路断面積を確保するこ
とが難しいという問題点があった。
However, in such a conventional device, the branch pipes 73, 74 are formed so as to be curved from between the left and right rocker covers 78, 79 to the respective upper portions. Since the overall height of the engine is determined by the diameter of each branch pipe, increasing the passage cross-sectional area of each branch pipe increases the engine hood line of the vehicle and secures a sufficient passage cross-sectional area. There was a problem that it was difficult to do.

【0006】本発明は上記の問題点に着目し、V型内燃
機関の吸気装置において、機関の全高を抑えつつ吸入効
率を高めることを目的とする。
In view of the above problems, the present invention has an object to increase the intake efficiency while suppressing the overall height of the engine in an intake system for a V-type internal combustion engine.

【0007】[0007]

【課題を解決するための手段】本発明は、V型に対向す
る左右バンクを有する多気筒内燃機関に備えられる吸気
装置において、左右バンクの各気筒の吸気ポートに連通
する分枝管を互いに並列に交差するように配置し、点火
順序の連続しない気筒に接続する各分枝管どうしを互い
に集合させる2つの集合部を設け、各分枝管の集合部に
接続する上流部と吸気ポートに接続する下流部の断面形
状を気筒列方向に長径を持つ長円形に形成し、かつ上流
部と下流部を結ぶ交差部の断面形状を気筒列方向に短径
を持つ長円形に形成する。
According to the present invention, in an intake system provided in a multi-cylinder internal combustion engine having left and right banks facing each other in a V-shape, branch pipes communicating with intake ports of the cylinders of the left and right banks are arranged in parallel with each other. Is installed so as to intersect with each other, and two collecting portions for collecting the branch pipes connected to the cylinders whose ignition order is not continuous are provided with each other, and connected to the upstream portion connected to the collecting portion of each branch pipe and the intake port The cross-sectional shape of the downstream portion is formed in an oval shape having a major axis in the cylinder row direction, and the cross-sectional shape of an intersection connecting the upstream portion and the downstream portion is formed in an oval shape having a minor axis in the cylinder row direction.

【0008】また、各集合部を連通する連通管を各分枝
管の上方に位置して設け、各連通管を機関運転条件に応
じて開閉する制御弁を設ける。
Further, a communication pipe that communicates each collecting portion is provided above each branch pipe, and a control valve that opens and closes each communication pipe according to engine operating conditions is provided.

【0009】[0009]

【作用】各分枝管の上流部と下流部の断面形状を気筒列
方向に長径を持つ長円形に形成したため、機関の全高を
抑えつつ、各分枝管の通路断面積を十分に大きく確保す
ることが可能となる。
[Function] Since the cross-sectional shape of the upstream and downstream portions of each branch pipe is formed into an elliptical shape having a long diameter in the cylinder row direction, the overall height of the engine is suppressed and a sufficiently large passage cross-sectional area of each branch pipe is secured. It becomes possible to do.

【0010】分枝管の交差部の断面形状を気筒列方向に
短径を持つ長円形に形成したため、互いに交差して並ぶ
分枝管どうしの間隔によって交差部の通路断面積が制限
されることを回避し、十分な通路断面積を確保すること
ができる。
Since the cross-sectional shape of the intersection of the branch pipes is formed to be an ellipse having a short diameter in the cylinder row direction, the passage cross-sectional area of the intersection is limited by the distance between the branch pipes arranged so as to intersect each other. It is possible to avoid the above and secure a sufficient passage cross-sectional area.

【0011】また、上記したように各分枝管の高さを抑
えることにより、分枝管の上方に位置して各集合部を連
通する連通管を設けることが可能となる。
Further, by suppressing the height of each branch pipe as described above, it becomes possible to provide a communication pipe located above the branch pipe and communicating each collecting portion.

【0012】各集合部を連通する連通管を機関運転条件
に応じて開閉することにより、低回転域では共鳴過給効
果を高めるとともに、高回転域では慣性過給効果を高め
て、幅広い回転域に渡って吸入効率を維持することがで
きる。
By opening and closing the communication pipes that connect the respective collecting portions in accordance with the engine operating conditions, the resonance supercharging effect is enhanced in the low rotation speed region and the inertia supercharging effect is enhanced in the high rotation speed region so that the wide rotation speed region is increased. Inhalation efficiency can be maintained over

【0013】[0013]

【実施例】以下、本発明の実施例を添付図面に基づいて
説明する。
Embodiments of the present invention will be described below with reference to the accompanying drawings.

【0014】図1、図2に示すように、V型6気筒機関
はシリンダブロック1の上部に左右シリンダヘッド2,
3が設けられ、この左右シリンダヘッド2,3の内側に
吸気マニホールド6が接続され、外側に図示しない排気
管が接続されている。なお、左右のバンクには点火順序
の連続しない気筒どうしが集められている。
As shown in FIGS. 1 and 2, the V-type 6-cylinder engine has a left and right cylinder heads 2 on top of a cylinder block 1.
3, the intake manifold 6 is connected to the inside of the left and right cylinder heads 2 and 3, and an exhaust pipe (not shown) is connected to the outside. It should be noted that cylinders whose ignition order is not continuous are collected in the left and right banks.

【0015】吸気マニホールド6は左右シリンダヘッド
2,3に接続されるロアマニホールド11と、このロア
マニホールド11の上部に接続されるアッパーマニホー
ルド12とに分割して形成される。このアッパーマニホ
ールド12は左右のロッカーカバー4,5上で水平方向
に延び、ロアマニホールド11を介して左右シリンダヘ
ッド2,3の各吸気ポート9に連通する分枝管13,1
4と、各分枝管13,14を集合する2つの集合部1
5,16と、各集合部15,16に各スロットルバルブ
10からの吸気を導く2つの導入管17,18とを有
し、これらが一体形成されている。
The intake manifold 6 is divided into a lower manifold 11 connected to the left and right cylinder heads 2 and 3, and an upper manifold 12 connected to the upper part of the lower manifold 11. The upper manifold 12 extends in the horizontal direction on the left and right rocker covers 4 and 5, and the branch pipes 13 and 1 communicating with the intake ports 9 of the left and right cylinder heads 2 and 3 via the lower manifold 11.
4 and two collecting units 1 for collecting the branch pipes 13 and 14
5 and 16 and two introducing pipes 17 and 18 for guiding intake air from each throttle valve 10 to each collecting portion 15 and 16, and these are integrally formed.

【0016】平面図(図3)上において、各分枝管1
3,14のうち中央に配置されるものの中心線O4,O3
は気筒列(クランクシャフト)に直交する方向に直線状
に延びる一方、各分枝管13,14のうち前後端に配置
されるものの中心線O1,O2,O5,O6は途中から折れ
曲がり、各中心線O3,O4上の各点C1,C2に交わる。
すなわち、各中心線O2,O4,O6は点C1で交わり、各
中心線O1,O3,O5は点C2で交わっている。
In the plan view (FIG. 3), each branch pipe 1
The center lines O 4 and O 3 of the ones arranged at the center among the three and four
Extends linearly in the direction orthogonal to the cylinder row (crankshaft), while the center lines O 1 , O 2 , O 5 , O 6 of the branch pipes 13 and 14 arranged at the front and rear ends are in the middle. It bends and intersects with the points C 1 and C 2 on the center lines O 3 and O 4 , respectively.
That is, the center lines O 2 , O 4 and O 6 intersect at a point C 1 and the center lines O 1 , O 3 and O 5 intersect at a point C 2 .

【0017】各集合部15,16は各分枝管13,14
と各導入管17,18の間に画成されるサージタンクと
して気筒列方向に延びる一方、各導入管17,18は各
集合部15,16の中央部から気筒列と直交する方向に
延びる直交部17a,18aと、各直交部17a,18
aから折れ曲がって気筒列方向に延びる平行部17b,
18bとを有している。
The collecting portions 15 and 16 are respectively connected to the branch pipes 13 and 14.
While extending in the cylinder row direction as a surge tank defined between the introduction pipes 17 and 18, the introduction pipes 17 and 18 are orthogonal to each other and extend in the direction orthogonal to the cylinder row from the central portions of the collecting portions 15 and 16. Part 17a, 18a and each orthogonal part 17a, 18
a parallel portion 17b which is bent from a and extends in the cylinder row direction,
18b and.

【0018】アッパーマニホールド12は左右のロッカ
ーカバー4,5上で水平方向に延びており、正面図(図
1、図2)上において、各集合部16,15は左右のバ
ンク中心線(気筒中心線)A2,A3より内側で、かつ各
導入管18,17の平行部18b,17bは各バンク中
心線A2,A3より外側に配置される。
The upper manifold 12 extends horizontally on the left and right rocker covers 4 and 5, and in the front view (FIGS. 1 and 2), each of the gathering portions 16 and 15 has a left and right bank center line (cylinder center). Lines) A 2 and A 3 are arranged inside, and the parallel portions 18b and 17b of the introduction pipes 18 and 17 are arranged outside the bank center lines A 2 and A 3 .

【0019】図4に示すように、各ロッカーカバー4,
5には各気筒に対応して点火コイル41が取付けられ、
各点火コイル41の下方には図示しない点火栓が収装さ
れている。正面図上において、各点火栓および点火コイ
ル41は左右のバンク中心線A2,A3上にそれぞれ配置
され、各集合部16,15より外側に位置しており、各
点火コイル41および点火栓の脱着を容易にしている。
As shown in FIG. 4, each rocker cover 4,
5, an ignition coil 41 is attached to each cylinder,
An ignition plug (not shown) is housed below each ignition coil 41. In the front view, the ignition plugs and the ignition coils 41 are arranged on the left and right bank center lines A 2 and A 3 , respectively, and are located outside the collecting portions 16 and 15, and the ignition coils 41 and the ignition plugs are arranged. It is easy to attach and detach.

【0020】図5に示すように、各導入管17,18の
端部にはスロットルチャンバー30に対する接合フラン
ジ17c,18cが形成される。この接合フランジ17
c,18cは所定角度だけ下方に向けて傾斜して形成さ
れ、スロットルチャンバー30の取付け高さを低く抑え
ている。なお、図5において、47は排気管、48はラ
ジエータファンである。
As shown in FIG. 5, joining flanges 17c and 18c for the throttle chamber 30 are formed at the ends of the respective introducing pipes 17 and 18. This joint flange 17
The c and 18c are formed so as to be inclined downward by a predetermined angle to keep the mounting height of the throttle chamber 30 low. In FIG. 5, 47 is an exhaust pipe and 48 is a radiator fan.

【0021】左右のスロットルバルブ10は、図6にも
示すように、それぞれに結合されたシャフト41,42
が同軸上に配置され、図示しないアクセルペダルにワイ
ヤーを介して互いに同期して連動するようになってい
る。
The left and right throttle valves 10 are connected to the shafts 41 and 42, respectively, as shown in FIG.
Are coaxially arranged, and are linked to an accelerator pedal (not shown) via a wire in synchronization with each other.

【0022】各スロットルチャンバ30には弾性材から
なるダクト43,44がそれぞれ接続され、図示しない
エアクリーナから取り入れられた吸気が各ダクト43,
44を通して導かれるようになっている。なお、エアク
リーナと各気筒の吸気弁8を結ぶ吸気通路長は均一に形
成される。
Ducts 43 and 44 made of an elastic material are connected to the throttle chambers 30, respectively, and intake air taken in from an air cleaner (not shown) is fed to the ducts 43 and 44.
It is led through 44. In addition, the intake passage length connecting the air cleaner and the intake valve 8 of each cylinder is formed uniformly.

【0023】図7に示すように、各分枝管14の集合部
16に接続する上流部14Aの断面形状は気筒列方向に
長径を持つ長円形に形成される。
As shown in FIG. 7, the cross-sectional shape of the upstream portion 14A connected to the collecting portion 16 of each branch pipe 14 is formed in an oval shape having a major axis in the cylinder row direction.

【0024】図9に示すように、右側バンクの各吸気ポ
ート9に接続する各分枝管14の下流部14Cの断面形
状は気筒列方向に長径を持つ長円形に形成される。な
お、下流部14Cの上部には図示しない燃料噴射弁に対
峙する凹部14Dが形成されている。
As shown in FIG. 9, the sectional shape of the downstream portion 14C of each branch pipe 14 connected to each intake port 9 of the right bank is formed into an elliptical shape having a major axis in the cylinder column direction. A recess 14D facing the fuel injection valve (not shown) is formed in the upper portion of the downstream portion 14C.

【0025】図8に示すように、各分枝管14の上流部
14Aと下流部14Cを結ぶ交差部14Bの断面形状は
気筒列方向に短径を持つ長円形に形成される。
As shown in FIG. 8, the cross-sectional shape of an intersection 14B connecting the upstream portion 14A and the downstream portion 14C of each branch pipe 14 is formed in an oval shape having a short diameter in the cylinder row direction.

【0026】左側バンクに接続する各分枝管13も同様
に長円形の断面形状をした上流部13A、交差部13
B、下流部13Cを有しており、その偏平方向を途中で
変化させて形成される。
Similarly, each branch pipe 13 connected to the left bank also has an upstream portion 13A and an intersection portion 13 each having an oval cross section.
B has a downstream portion 13C and is formed by changing the flattening direction midway.

【0027】吸気マニホールド6は左右集合部15,1
6を連通する連通管21を各分枝管13,14の上方に
備える。連通管20は、各接合フランジ35,36の前
後端にボルト穴37が形成され、各ボルト穴37に挿通
する図示しないボルトをアッパーマニホールド12に螺
合させることにより締結される。連通管20とアッパー
マニホールド12間には図示しないシール材が介装さ
れ、このシール材としてはガスケットまたはOリング等
が用いられる。
The intake manifold 6 includes left and right collecting portions 15, 1.
A communication pipe 21 that communicates 6 is provided above each of the branch pipes 13 and 14. The communication pipe 20 has bolt holes 37 formed at the front and rear ends of the joint flanges 35 and 36, and is fastened by screwing a bolt (not shown) inserted into each bolt hole 37 into the upper manifold 12. A seal material (not shown) is interposed between the communication pipe 20 and the upper manifold 12, and a gasket, an O-ring or the like is used as the seal material.

【0028】各集合部15,16の上壁部には開口部3
1,32が形成される一方、連通管20には各開口部3
1,32と重なり合う同形の開口部33,34が形成さ
れる。各開口部31,32は気筒列方向に延び、それぞ
れの開口縁部は平面図(図3)上において各分枝管1
3,14のうち前後端に位置するものの中心線O1
2,O5,O6より外側に配置され、これにより各集合
部15,16に対する連通管20の開口面積が十分に確
保されている。
The opening 3 is formed in the upper wall of each of the collecting portions 15 and 16.
1 and 32 are formed, the communication pipe 20 has openings 3
Openings 33, 34 of the same shape are formed so as to overlap with 1, 32. The openings 31 and 32 extend in the cylinder row direction, and the opening edges of the openings 31 and 32 are the branch pipes 1 in the plan view (FIG. 3).
The center line O 1 , which is located at the front and rear ends of 3, 14
It is arranged on the outer side of O 2 , O 5 , and O 6 , so that the opening area of the communicating pipe 20 with respect to the collecting portions 15 and 16 is sufficiently secured.

【0029】図10にも示すように、連通管20は偏平
な箱形をしており、その内部に開口断面積の異なる第一
連通路21と第二連通路22が仕切り壁27によって画
成される。各連通路21,22の断面形状は略矩形をし
て、大小異なる大きさで形成される。
As shown in FIG. 10, the communication pipe 20 has a flat box shape, and a partition wall 27 defines therein a first series passage 21 and a second communication passage 22 having different opening cross-sectional areas. To be done. Each of the communication passages 21 and 22 has a substantially rectangular cross-sectional shape, and is formed in different sizes.

【0030】また、第一連通路21を画成する第一天井
壁部21aは、段差28を持って第二連通路22を画成
する第二天井壁部22aより低く形成されていることに
より、車両のエンジンフードを車両の後方から前方にか
けて低く傾斜させて、車両の空気抵抗を小さくすること
が可能となる。
Further, the first ceiling wall portion 21a defining the first series passage 21 is formed lower than the second ceiling wall portion 22a defining the second communication passage 22 with a step 28. It is possible to reduce the air resistance of the vehicle by tilting the engine hood of the vehicle low from the rear side to the front side of the vehicle.

【0031】各連通路21,22にはバタフライ式の第
一、第二制御弁23,24がそれぞれ介装される。各制
御弁23,24は矩形の各弁体23a,24aと、各弁
体23a,24aを回動可能に支持する弁軸23b,2
4bを備え、各弁軸23b,24bに連結したアクチュ
エータ25,26を介して開閉作動する。各弁軸23
b,24bは連通管20から突出した端部に各リンクプ
レート39,40がそれぞれ連結され、各リンクプレー
ト39,40にアクチュエータ25,26のロッド25
a,26aが連結される。各アクチュエータ25,26
は運転条件に応じて各制御弁23,24を開閉作動させ
て、連通管20の通路面積を段階的に変化させるように
なっている。
Butterfly type first and second control valves 23 and 24 are provided in the communication passages 21 and 22, respectively. The control valves 23 and 24 are rectangular valve bodies 23a and 24a, and valve shafts 23b and 2 that rotatably support the valve bodies 23a and 24a.
4b and is opened and closed via actuators 25 and 26 connected to the valve shafts 23b and 24b. Each valve shaft 23
Link plates 39 and 40 are connected to the ends of b and 24b protruding from the communication pipe 20, and the rods 25 of the actuators 25 and 26 are connected to the link plates 39 and 40, respectively.
a and 26a are connected. Each actuator 25, 26
Is configured to open and close each control valve 23, 24 in accordance with the operating condition to change the passage area of the communication pipe 20 in a stepwise manner.

【0032】次に、作用について説明する。Next, the operation will be described.

【0033】図示しないエアクリーナから取り入れられ
た吸気は各スロットルバルブ10から各導入管17,1
8を通って各集合部15,16に送り込まれた後、各分
枝管13,14を通って順に吸入行程を迎える気筒へと
吸入される。所定の低回転域では各制御弁23,24が
共に閉弁して各集合部15,16の連通を断つことによ
り、吸気の脈動エネルギーを利用して共鳴過給が行われ
る。
Intake air taken in from an air cleaner (not shown) is introduced from each throttle valve 10 into each introduction pipe 17,1.
After being sent to each of the collecting parts 15 and 16 through 8, the pipe is sucked into the cylinders that sequentially enter the intake stroke through the branch pipes 13 and 14. In a predetermined low rotation speed range, the control valves 23 and 24 are both closed to cut off the communication between the collecting portions 15 and 16, so that the pulsation energy of intake air is used to perform resonance supercharging.

【0034】スロットルバルブ10からの吸気を導く2
つの導入管17,18を各集合部15,16の中央部に
接続したため、スロットルバルブ10と各気筒の吸気弁
8を結ぶ吸気通路長を均一とすることが可能となり、低
回転域では上記共鳴過給により各気筒の吸入効率に均一
に高めることができる。
2 for guiding intake air from the throttle valve 10
Since the two introduction pipes 17 and 18 are connected to the central portions of the collecting portions 15 and 16, it is possible to make the intake passage length connecting the throttle valve 10 and the intake valve 8 of each cylinder uniform, and in the low rotation speed range, the above resonance occurs. By supercharging, the suction efficiency of each cylinder can be uniformly increased.

【0035】所定の中回転域では各制御弁23,24の
いずれか一方のみが選択的に開弁し、所定の高回転域で
は各制御弁23,24が共に開弁して、各集合部15,
16を連通する開口面積を段階的に変化させることによ
り、吸気の気柱慣性を利用した慣性過給に切換える。図
11は各制御弁23,24の開閉に応じた発生トルク特
性を測定した実験結果を示しており、この特性に基づい
て回転数に応じて最も高い発生トルクが得られるように
各制御弁23,24を開閉制御するようになっている。
Only one of the control valves 23 and 24 is selectively opened in a predetermined medium speed range, and both control valves 23 and 24 are opened in a predetermined high speed range. 15,
By gradually changing the opening area that communicates 16 with each other, inertia supercharging using the air column inertia of intake air is switched. FIG. 11 shows an experimental result obtained by measuring generated torque characteristics according to opening / closing of each control valve 23, 24. Based on this characteristic, each control valve 23 is controlled so that the highest generated torque is obtained according to the rotation speed. , 24 are controlled to be opened and closed.

【0036】断面積の比較的大きい第二連通路22は第
一連通路21より後方に配置されており、各導入管平行
部17b,18bを通過する吸気流に与えられる機関後
方に向かう勢力を利用して第二連通路22に吸気流が流
入することを促し、高回転時の吸入効率を高めるように
なっている。
The second communicating passage 22 having a relatively large cross-sectional area is arranged rearward of the first continuous passage 21 and exerts a force toward the rear of the engine which is given to the intake air flow passing through the introduction pipe parallel portions 17b and 18b. Utilizing this, the intake flow is promoted to flow into the second communication passage 22, and the intake efficiency at high speed is enhanced.

【0037】吸気マニホールド6は各分枝管13,14
の交差部13B,14Bを互いに並列に交差し、各分枝
管13,14から各集合部15,16を経て各導入管1
7,18へと吸気流路が上下方向に曲がることなく水平
方向に延びているため、吸気流路の湾曲を最小限にして
吸気抵抗を小さく抑えられる。
The intake manifold 6 includes branch pipes 13 and 14
Crossing portions 13B and 14B of the pipes 1 and 2 in parallel with each other, and introducing pipes 1 from the branch pipes 13 and 14 to the collecting portions 15 and 16 respectively.
Since the intake passage extends horizontally without bending in the vertical direction to 7 and 18, the curvature of the intake passage can be minimized to suppress the intake resistance.

【0038】各分枝管13,14の上流部13A,14
Aと下流部13C,14Cの断面形状をそれぞれ気筒列
方向に長径を持つ長円形に形成したため、各分枝管1
3,14の通路断面積を十分に確保しつつ、機関の全高
を抑えて各分枝管13,14の上方に位置して連通管2
0を設けることが可能となる。
Upstream portions 13A, 14 of the branch pipes 13, 14
Since the cross-sectional shapes of A and the downstream portions 13C and 14C are each formed into an elliptical shape having a major axis in the cylinder row direction, each branch pipe 1
The communication pipe 2 is located above the branch pipes 13 and 14 while suppressing the overall height of the engine while ensuring a sufficient passage cross-sectional area of the pipes 3 and 14.
It is possible to set 0.

【0039】分枝管13,14の交差部13B,14B
の断面形状を気筒列方向に短径を持つ長円形に形成した
ため、互いに交差して並ぶ隣り合う分枝管13,14ど
うしの間隔によって、交差部13B,14Bの通路断面
積が制限されることを回避し、十分な通路断面積を確保
することができる。
Intersections 13B and 14B of the branch pipes 13 and 14
Since the cross-sectional shape of the cross section is formed into an oval shape having a minor axis in the cylinder row direction, the passage cross-sectional area of the intersecting portions 13B and 14B is limited by the distance between the branch pipes 13 and 14 that are adjacent to each other. It is possible to avoid the above and secure a sufficient passage cross-sectional area.

【0040】[0040]

【発明の効果】以上のように本発明では、V型に対向す
る左右バンクを有する多気筒内燃機関に備えられる吸気
装置において、左右バンクの各気筒の吸気ポートに連通
する分枝管を互いに並列に交差するように配置し、点火
順序の連続しない気筒に接続する各分枝管どうしを互い
に集合させる2つの集合部を設け、各分枝管の集合部に
接続する上流部と吸気ポートに接続する下流部の断面形
状を気筒列方向に長径を持つ長円形に形成し、かつ上流
部と下流部を結ぶ交差部の断面形状を気筒列方向に短径
を持つ長円形に形成したため、各分枝管の通路断面積を
十分に大きく確保しつつ、機関の全高を抑えることが可
能となり、車両のエンジンフードラインを低く抑えるこ
とが可能となる。また、各分枝管の高さを抑えることに
より、分枝管の上方に位置して各集合部を連通する連通
管を設けることが可能となる。各集合部を連通する連通
管を機関運転条件に応じて開閉することにより、低回転
域では共鳴過給効果を高めるとともに、高回転域では慣
性過給効果を高めて、幅広い回転域に渡って吸入効率を
維持することができる。
As described above, according to the present invention, in the intake device provided in the multi-cylinder internal combustion engine having the left and right banks facing each other in the V-shape, the branch pipes communicating with the intake ports of the cylinders of the left and right banks are parallel to each other. Is installed so as to intersect with each other, and two collecting portions for collecting the branch pipes connected to the cylinders whose ignition order is not continuous are provided with each other, and connected to the upstream portion connected to the collecting portion of each branch pipe and the intake port Since the cross-sectional shape of the downstream portion is formed into an elliptical shape having a major axis in the cylinder row direction, and the cross-sectional shape of the intersection connecting the upstream portion and the downstream portion is formed into an oval shape having a minor diameter in the cylinder row direction, It becomes possible to suppress the overall height of the engine while ensuring a sufficiently large passage cross-sectional area of the branch pipe, and it is possible to suppress the engine hood line of the vehicle to a low level. Further, by suppressing the height of each branch pipe, it becomes possible to provide a communication pipe located above the branch pipe and communicating each collecting portion. By opening and closing the communication pipes that connect each collecting part according to the engine operating conditions, the resonance supercharging effect is enhanced in the low speed range and the inertia supercharging effect is enhanced in the high speed range, and the wide range of speeds is achieved. Inhalation efficiency can be maintained.

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

【図1】本発明の実施例を示す機関の正面図である。FIG. 1 is a front view of an engine showing an embodiment of the present invention.

【図2】同じく機関の全体正面図である。FIG. 2 is likewise an overall front view of the engine.

【図3】同じく吸気装置の平面図である。FIG. 3 is a plan view of the intake device of the same.

【図4】同じく機関の平面図である。FIG. 4 is a plan view of the same engine.

【図5】同じく機関の側面図である。FIG. 5 is a side view of the same engine.

【図6】同じく吸気装置の分解斜視図である。FIG. 6 is an exploded perspective view of the intake device of the same.

【図7】同じく図1のA−A線に沿う断面図である。7 is a sectional view taken along line AA of FIG. 1.

【図8】同じく図1のB−B線に沿う断面図である。FIG. 8 is a sectional view taken along line BB of FIG.

【図9】同じく図1のC−C線に沿う断面図である。FIG. 9 is a sectional view taken along the line CC of FIG.

【図10】同じく連通管の斜視図である。FIG. 10 is a perspective view of the communication pipe.

【図11】同じく機関のトルク特性図である。FIG. 11 is a torque characteristic diagram of the engine.

【図12】従来例を示す機関の正面図である。FIG. 12 is a front view of an engine showing a conventional example.

【符号の説明】[Explanation of symbols]

13 分枝管 14 分枝管 13A 上流部 14A 上流部 13B 交差部 14B 交差部 13C 下流部 14C 下流部 15 集合部 16 集合部 20 連通管 23 第一制御弁 24 第二制御弁 13 Branch pipe 14 Branch pipe 13A Upstream part 14A Upstream part 13B Intersection part 14B Intersection part 13C Downstream part 14C Downstream part 15 Collecting part 16 Collecting part 20 Communication pipe 23 First control valve 24 Second control valve

Claims (2)

【特許請求の範囲】[Claims] 【請求項1】 V型に対向する左右バンクを有する多気
筒内燃機関に備えられる吸気装置において、左右バンク
の各気筒の吸気ポートに連通する分枝管を互いに並列に
交差するように配置し、点火順序の連続しない気筒に接
続する各分枝管どうしを互いに集合させる2つの集合部
を設け、各分枝管の集合部に接続する上流部と吸気ポー
トに接続する下流部の断面形状を気筒列方向に長径を持
つ長円形に形成し、かつ上流部と下流部を結ぶ交差部の
断面形状を気筒列方向に短径を持つ長円形に形成したこ
とを特徴とする内燃機関の吸気装置。
1. In an intake system provided in a multi-cylinder internal combustion engine having left and right banks facing each other in a V-shape, branch pipes communicating with intake ports of the cylinders of the left and right banks are arranged so as to cross each other in parallel. Two collecting parts are provided for collecting the branch pipes connected to the cylinders whose ignition order is not continuous, and the cross-sectional shape of the upstream part connected to the collection part of each branch pipe and the downstream part connected to the intake port is the cylinder. An intake system for an internal combustion engine, wherein the cross section of an intersection connecting an upstream portion and a downstream portion is formed into an elliptical shape having a short diameter in the cylinder row direction, and an elliptical shape having a long diameter in the row direction.
【請求項2】 各集合部を連通する連通管を各分枝管の
上方に位置して設け、各連通管を機関運転条件に応じて
開閉する制御弁を設けたことを特徴とする請求項1記載
の内燃機関の吸気装置。
2. A communication pipe for communicating each collecting portion is provided above each branch pipe, and a control valve for opening and closing each communication pipe according to engine operating conditions is provided. 1. An intake system for an internal combustion engine according to 1.
JP18615592A 1992-06-19 1992-06-19 Intake device for internal combustion engine Expired - Fee Related JP2855977B2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP18615592A JP2855977B2 (en) 1992-06-19 1992-06-19 Intake device for internal combustion engine
US08/070,852 US5322038A (en) 1992-06-19 1993-06-03 Suction system for internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP18615592A JP2855977B2 (en) 1992-06-19 1992-06-19 Intake device for internal combustion engine

Publications (2)

Publication Number Publication Date
JPH062627A true JPH062627A (en) 1994-01-11
JP2855977B2 JP2855977B2 (en) 1999-02-10

Family

ID=16183348

Family Applications (1)

Application Number Title Priority Date Filing Date
JP18615592A Expired - Fee Related JP2855977B2 (en) 1992-06-19 1992-06-19 Intake device for internal combustion engine

Country Status (1)

Country Link
JP (1) JP2855977B2 (en)

Also Published As

Publication number Publication date
JP2855977B2 (en) 1999-02-10

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