JPH0643460Y2 - Intake device for V-type internal combustion engine - Google Patents

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention is a V that utilizes the inertia supercharging effect and the resonance supercharging effect.
Type internal combustion engine intake device.

<Prior Art> Some internal combustion engines employ an intake air supply system that utilizes an inertial supercharging effect and a resonance supercharging effect to improve intake charging efficiency.

Inertial supercharging, in each cylinder, a negative pressure wave generated near the intake port at the start of intake propagates at the sonic velocity to the intake pipe end, and becomes a positive pressure wave, causing intake pressure oscillation that is returned toward the intake port. I'm taking advantage of that. That is, by matching the cycle of the intake pressure oscillation and the opening / closing cycle of the intake valve so that the positive pressure wave is transmitted to the intake valve just before the intake valve is closed, the air in which the positive pressure wave is generated is generated. It is designed to be pushed into the cylinder by inertia.

Resonance supercharging is resonance when the engine speed is tuned to the resonance frequency of the entire intake system by vibrating the intake air in the two cylinder groups through the resonance pipe in two cylinder groups that do not cause intake interference with each other. It is a supercharging system that causes a phenomenon and supercharges by increasing the pressure.

As the above-mentioned intake device, for example, an intake device for a V-type internal combustion engine described in Japanese Patent Laid-Open No. 62-101820 is known. As shown in FIG. 7, a pair of cylinder groups X, Y and a pair of independent distribution chambers 31, 32 are connected by a long main intake pipe 33 and a short bypass intake pipe 34, respectively, and each distribution chamber 31, The 32 are connected by a communication passage 35 so that the bypass intake pipe 34 and the communication passage 35 can be appropriately opened and closed. The distribution chambers 31, 32 are connected to the collecting chamber 37 by independent long intake passages 36 extending from one end and extending to the other end side. In the collecting chamber 37,
A throttle body 38 is attached, and intake air taken in from an air cleaner (not shown) is metered by a throttle valve 39 and then introduced.

<Problems to be Solved by the Invention> However, in such a conventional V-type internal combustion engine intake device, the distribution chambers 31, 32 are arranged between the banks, and the distribution chambers 31, 32 are also provided. Communication passage 3 connecting between
5 is horizontally arranged between the banks so as to connect the longitudinal intermediate positions of the distribution chambers 31 and 32, and the main intake pipe 33 is also horizontally arranged between the banks. There is such a problem.

That is, the length of the main intake pipe 33 cannot be made large, and the inertia supercharging effect cannot be sufficiently obtained in the low / medium speed operation region.

Further, since the communication passage 35 is horizontally arranged between the banks,
The intake passage 36 and the collecting chamber 37 arranged above this
Inevitably the position is high, the overall height of the engine is high, and the design of the vehicle is poor.

Furthermore, the collecting chamber 37 cannot be enlarged upward due to the restriction of the total height of the engine, and cannot be enlarged downward because the communication passage 35 and the main intake pipe 33 are horizontally arranged between the banks. Due to its capacity, it cannot be formed in a large capacity. As a result, as in the case where the intake pipe length cannot be increased, the inertia supercharging effect in the low / medium speed operation region cannot be sufficiently obtained.

In view of such conventional problems, it is an object of the present invention to improve the intake performance and improve the design of the vehicle by improving the arrangement structure of the intake system structure with respect to the engine body.

<Means for Solving the Problems> Therefore, the intake system for the V-type internal combustion engine according to the present invention is provided with a pair of sub units communicating with the respective cylinders via intake pipes above the two banks of the V-type internal combustion engine. A collector is provided, and a main collector is provided between the two banks and is connected to the pair of sub-collectors via a throttle chamber provided at the rear end position of the engine for introducing intake air.

<Operation> In this configuration, the intake air reaches the engine rear end side through the main collector between the banks, and is distributed and flows into the pair of sub-collectors through the throttle chamber from the sub-collector to the intake pipe. It is led to each cylinder via.

In such an intake device for a V-type internal combustion engine, the intake pipe length can be increased, and the capacity can be increased by adopting the main collector so that the inertia supercharging effect in the low / medium speed operation region can be sufficiently obtained. Become.

Since the intake systems of both banks can be configured symmetrically, the intake pipe length from the air cleaner to each cylinder can be made equal, the difference in inertia supercharging effect can be eliminated depending on the cylinder, and the output for each cylinder can be balanced.

Since the position where the sub-collector and the main collector communicate with each other is on the rear end side of the engine, the rear part of the engine can be raised and the front part of the engine can be lowered, so that the engine can be mounted along the hood line of the vehicle.

<Embodiment> An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 shows an intake device of a V-type 8-cylinder gasoline engine which is an embodiment of the present invention, and FIGS. 2 to 6 show the entire structure of the engine.

In these figures, the cylinder on the right side of the crankcase 1
_{R 1, R 2, R 3} , R 4 are, cylinders _{L 1, L 2, L 3} , L 4 is disposed on the left side.

The ignition order of each cylinder is R ₁ → L ₁ → R ₄ → L ₄ → L ₃ → R ₂ → L ₂ → R ₃
Is.

A pair of banks 2 and 3 are attached to the left and right of the crankcase 1 in a substantially V shape on the front. The banks 2 and 3 have intake ports and exhaust ports not shown.

Above the pair of banks ₂ and ₃ , a pair of subs communicating with each cylinder R ₁ , R ₂ , R ₃ , R ₄ , L ₁ , L ₂ , L ₃ , L ₄ via an intake pipe described later. Collectors 7, 8 are provided. Main intake air is introduced between the two banks 2 and 3 through an air cleaner (not shown) and is connected to the pair of sub-collectors 7 and 8 through a throttle chamber 4 arranged at the rear end of the engine. A collector 5 is provided. One end of the main collector 5 and the sub-collectors 7, 8 are connected to the end of the main collector 5 on the rear end side of the engine, and the other end is the sub-collector.
7, 8 are connected via an inlet pipe 9 communicating with the rear end side of the engine. The ends of the pair of subcollectors 7, 8 on the engine rear end side are communicated with each other via a variable intake pipe 10 as a communication pipe. This variable intake pipe 10 is an inlet pipe 9
Is arranged in parallel with the inlet pipe 9 at a lower position of the variable intake valve 13 at an intermediate longitudinal position inside thereof.
Is installed.

The variable intake valve 13 is controlled to open and close by controlling the drive of the actuator 11 by an output signal from a control unit (not shown) to which output signals from the engine load sensor and the rotation speed sensor are input.

The mounting flange 12 of the actuator 11 is bolted to a bolt boss (not shown) provided on the variable intake pipe 10.

Cylinder group consisting of cylinders L ₁ , L ₄ , R ₂ , R ₃ and cylinder R ₁ ,
Two cylinders in each cylinder group consisting of R ₄ , L ₂ and L ₃
L ₁ , L ₄ and R ₁ , R ₄ are located at the front and rear ends of the left and right banks ₂ and ₃ , respectively, and the other two cylinders R ₃ , R ₂ and
L ₃ and L ₂ are arranged at the front and rear end intermediate positions of the banks 2 and 3 on the opposite side of the banks 2 and 3 where the two cylinders L ₁ and L ₄ and R ₁ and R ₄ are respectively located.

The intake pipes 14 and 15 connected to the cylinders L ₁ and R ₁ located at the front ends of the banks 2 and 3, respectively, are the front ends of the sub-collectors 8 and 7 provided corresponding to the banks 3 and 2 on the opposite side. Intake pipes 16 and 17 connected to the cylinders L ₄ and R ₄ located at the rear end are respectively communicated with the rear end positions of the sub-collectors 8 and 7. Furthermore,
Cylinders L ₃ and L ₂ located between the front and rear ends of each bank ₂ and ₃
Intake pipes 18, 19 and 20, 21 respectively connected to R ₃ and R ₂ are communicated with subcollectors 7 and 8 provided corresponding to the banks 3 and 2.

Due to the connection structure of the intake pipes 14 to 21, the sub-collector 7,
The intake interference in 8 can be prevented.

The intake pipes 14 to 17 extend substantially horizontally from the inner surfaces of the sub-collectors 7 and 8 toward the sub-collectors 7 and 8 facing each other, and then curve downward to extend into the cylinders L ₁ , R ₁ and L. ₄ and R ₄ communicate with each other. Further, the intake pipes 18 to 21 extend substantially horizontally from the inner side surfaces of the subcollectors 7 and 8 toward the subcollectors 7 and 8 facing each other, and then are bent by approximately 180 degrees, that is, extend in a U-turn. It is connected to cylinders L ₃ , L ₂ , R ₃ , and R ₂ .

Therefore, the intake pipes 14 to 17 cross each other so as to form a substantially X shape on the front surface, and the intake pipes 18 to 21 have a shape substantially along the substantially X shape on the front surface.

Both ends of the main collector 5 are formed to have a large thickness in the height direction and have a large passage cross-sectional area, and the middle portion is formed to have a small thickness and a small passage cross-sectional area. The middle portion of the main collector 5 is located in the valley between the front X-shaped portions formed by the intake pipes 14 to 21, and both ends thereof are located at the front end side and the rear end side. Located in the space in front of and behind 16 and 17.

An air duct 22 connected to an air cleaner is connected to the side surface of the passage cross-section large area on the front end side of the main collector 5, and the air duct 22 extends laterally.

An auxiliary machine, a starter motor, a water pipe, a blow-by gas hose, etc. are arranged in the lower space of the front substantially X-shaped portion.

A fuel injection valve 23 is arranged in the space between the end faces of the banks 2 and 3 on the communication side of the intake pipes 14 to 21 and the curved portions of the intake pipes 14 to 21.

On the other hand, a dual throttle chamber is adopted as the throttle chamber 4. As a result of adopting the dual throttle chamber 4, the intake air amounts to the sub-collectors 7 and 8 can be managed equally, and the intake air amount does not vary. Further, in the case where the sub-collectors 7 and 8 are respectively arranged, a long interlocking shaft is required, which increases the cost, but the dual throttle chamber 4 does not have such a worry.

A throttle drum for operating the throttle valve 4a is provided at an outer side position of the dual throttle chamber 4.
24 are provided. A throttle wire 25 that is interlocked with an accelerator pedal is connected to the throttle drum 24, and the upper portion of the throttle drum 24 is pulled diagonally upward by the throttle wire 25 drawn from the lower side of the drum 24, whereby the throttle drum 24 is moved. It is configured to rotate.

That is, as shown in FIG. 5, the throttle wire boot 26 with the built-in throttle wire 25 guided from the rear to the front through the banks 2 and 3 of the engine is supported by the support 2 at the front end side of the engine and When turned, the front end portion is fixed to the rear end side surface of the main collector 5 by a bracket 28 along one side surface of the main collector 5 toward the rear. The throttle wine 25 projects from the front end of the fixed throttle wire boot 26, is wound from the lower portion of the throttle drum 24 to the circumferential groove of the drum 24, reaches the upper portion of the drum 24, and is connected thereto.

Therefore, when the throttle wire 25 is pulled by operating the accelerator pedal, the throttle drum 24 rotates counterclockwise in FIG. 5 and the throttle valve 4a is operated in the opening direction.

As described above, as a result of pulling the upper portion of the throttle drum 24 obliquely upward by the throttle wire 25 pulled from the lower side of the drum 24, the following effects are obtained.

That is, as a result of the throttle wire boot 26 being disposed obliquely downward, condensed water does not enter and accumulate from the mouth portion of the boot 26 through which the throttle wire 25 is drawn out, and the throttle wire is frozen due to freezing of the condensed water. 25 It is possible to prevent malfunction.

Further, instead of merely disposing the throttle wire boot 26 diagonally below, the upper portion of the throttle drum 24 is
Since it is configured to be pulled by the throttle wire 25 pulled out from the lower side of the vehicle, the layout position of the throttle wire boot 26 can be lowered and there is no interference with the bonnet gas throttle wire boot 26 of the vehicle. It contributes to lowering the hood line L shown.

Next, the operation and effect of this configuration will be described.

The intake air passes through the main collector 5 between the banks 2 and 3 and reaches the rear end side of the engine, from which it is distributed to the pair of sub-collectors 7 and 8 through the throttle chamber 4 and flows in. From each cylinder through intake pipes 14 to 21 R _{1 to} R ₄ , L
₁ , led to L ₄ .

For example, in the low / medium speed range of the engine, when the variable intake valve 13 of the variable intake pipe 10 is opened, the subcollectors 7 and 8 communicate with each other, so that the subcollectors 7 and 8 and the main collector 5 are connected.
Acts as a surge tank. Therefore, the sub-collector
Intake vibration occurs between 7, 8 and the main collector 5 and each of the cylinders R _{1 to} R ₄ and L _{1 to} R _4, and when the engine speed is tuned to the resonance frequency in the vibration system, an inertia supercharging effect occurs.

Also, in the high speed range of the engine, when the variable intake valve 13 is closed,
Since the sub-collectors 7 and 8 are not in communication with each other, the sub-collectors 7 and 8 and the main collector 5 function as a resonance container. Therefore, the intake air oscillates between the two subcollectors 7 and 8 through the subcollectors 7 and 8, the inlet pipe 9 and the main collector 5, and the engine speed is tuned to the resonance frequency of the entire intake system. When a resonance phenomenon occurs, a resonance supercharging effect is obtained.

And in such an intake device, the sub-collector 7,8
A variable intake pipe 10 connecting the two is located on the engine rear end side of the sub-collectors 7 and 8, and the intake pipes 14 to 21 are arranged above the two banks 2 and 3, respectively. not a horizontal state at the engine body middle part since toward each cylinder _{R 1 ~R 4, L 1 ~L} 4 to 8.

That is, the intake pipes 14 to 17 can intersect so as to form a substantially frontal X shape, and the intake pipes 18 to 21 can be formed to substantially follow the frontal X shape.

Therefore, the position of the main collector 5 can be lowered, and the overall height of the engine is lowered.

In particular, both ends of the main collector 5 are formed to have a large thickness in the height direction so as to have a large passage cross-sectional area so that they can correspond to the passage cross-sectional areas of the throttle chamber 4 and the air duct 22, respectively. Has the same small thickness and a small passage cross-sectional area. And the main collector 5
Of the intake pipes 14, 15 and 16, 17 which are located in the valleys of the front X-shaped portion formed by the intake pipes 14 to 21 and whose both ends are located on the front end side and the rear end side. As a result of being able to locate it by utilizing the space portion located in the front, the height of the main collector 5 can be made lower, which greatly contributes to the effect of reducing the overall height of the engine.

Therefore, the hood hood line L shown in FIG. 5 can be lowered. Like this, the bonnet food line L
Throttle wire boot 26 as described above
As a result, the hood does not interfere with the throttle wire boot 26.

The E1 line in FIG. 6 is the conventional engine outline, and the EL line is the engine outline according to this configuration.

Further, as described above, the intake pipes 14 to 17 intersect so as to form a substantially X shape on the front surface, and the intake pipes 18 to 21 have a U-turned shape so as to substantially follow the substantially X shape on the front surface. Therefore, the length of each intake pipe can be increased, and the capacity can be increased by adopting the main collector 5, and the variable intake pipe 10
Since the inlet pipe 9 and the inlet pipe 9 are arranged on the rear end side of the engine to secure a predetermined length, the length of the entire intake system from the air cleaner to the cylinder can be significantly increased, and the length can be reduced. A sufficient inertia supercharging effect can be obtained in the medium speed operation range.

Further, as described above, the intake systems of both banks 2 and 3 can be configured symmetrically, despite the significant increase in the overall intake system length, so that the intake pipe length from the air cleaner to each cylinder can be made equal. , The difference in inertia supercharging effect is eliminated depending on the cylinder, and the output for each cylinder is balanced.

Furthermore, since the sub-collectors 7 and 8 are arranged above the banks 2 and 3, it is necessary to bend the intake pipes significantly in order to connect the intake pipes of the same length to the cylinders as compared to the case where the sub-collectors are located between the banks. It is possible to reduce the intake resistance.

Further, since the positions of the inlet pipe 9, the variable intake pipe 10 and the throttle chamber 4 which communicate with the sub-collectors 7, 8 and the main collector 5 are on the rear end side of the engine, the rear part of the engine can be raised and the front part of the engine can be lowered. As shown in FIG. 5, the engine can be mounted along the hood hood line L of the vehicle. Also, the inlet pipe 9 and the variable intake pipe 10
Since it has two stages, the front and rear length of the intake system can be shortened and it can be installed in a small engine room.

Further, since there is a space in the front end side of the engine, the air duct 22 connected to the front end side surface of the main collector 5 can be easily arranged, and the air duct 22 is formed in a square shape as in the embodiment without complicating the sectional shape. Because you can, air duct 22
Blow molding becomes easier and the manufacturability can be improved. or,
The alternator 29 can be arranged in the space on the front end side of the engine, and the cooling air can be sufficiently used. Also, the alternator 29 can be increased in size.

In addition to the above effects, the present embodiment has the following advantages.

That is, due to the above-mentioned intake pipe connection structure, the sub-collector
As a result of preventing intake interference in the cylinders 7, 8, it is possible to eliminate variations in the amount of air charged for each cylinder, and to prevent output reduction and combustion failure in cylinders with a small amount of air.

Further, since the intake pipes 14 to 21 are arranged so that the front substantially X-shaped portion is formed, the space below the front substantially X-shaped portion is largely vacant, and the auxiliary machine, starter motor, water pipe 3
0, blow-by hose, etc. can be easily arranged, and the space between the banks 2 and 3 can be effectively used. Further, since there is a space between the end faces of the intake pipes 14 to 21 on the communication side of the banks 2 and 3 and the curved portions of the intake pipes 14 to 21, a large fuel injection valve 23 can be easily arranged here. .

In this embodiment, as an example of the V-type internal combustion engine, V
Although the 8-cylinder gasoline engine is mentioned, the invention is not limited to this, and can be applied to a multi-cylinder V-type diesel engine such as a 6-cylinder, 10-cylinder, or a gasoline engine.

<Effects of the Invention> As described above, according to the intake system for the V-type internal combustion engine of the present invention, a pair of sub-collectors is provided above each of the two banks, and a main collector is provided between the two banks. With the configuration provided, intake air is directed to the rear end side of the engine through the main collector between banks, from where it is distributed to the subcollectors via the throttle chamber, and it is guided from each subcollector to each cylinder via the intake pipe. Therefore, the intake pipe length is increased, the output of each cylinder is balanced by making the intake system symmetrical, the overall height of the engine is reduced, the inertia supercharging effect in the low / medium speed operation region is improved, and the rear layout of the intake system is adopted. It is a practical effect that the space in front of the engine can be effectively utilized, and the intake performance can be improved and the vehicle design can be improved.

[Brief description of drawings]

FIG. 1 is a perspective view showing an embodiment of an intake device for a V-type internal combustion engine according to the present invention, FIG. 2 is a plan view of an engine to which the intake device of the same is applied, and FIG. 3 is a main collector of the same engine. FIG. 4 is a front view of the same engine with the cylinder side removed, FIG. 5 is a right side view of the same engine without the right subcollector, and FIG. 6 is the same as above. FIG. 7 is a left side view of the engine, FIG. 7 is a view showing an example of a conventional V-type internal combustion engine intake device, (a) is a front view, and (b) is a plan view. 2,3 …… Bank, 4 …… Dual throttle chamber,
5 …… Main collector, 7,8 …… Sub collector, 9 ……
Inlet pipe 14 to 21 …… Intake pipe L _{1 to} L ₄ , R _{1 to} R ₄ …… Cylinder

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification number Office reference number FI technical display location F02M 35/10 301 C 9247-3G 35/16 D 9247-3G

Claims (1)

[Scope of utility model registration request] 1. A pair of sub-collectors communicating with each cylinder via an intake pipe are provided above each of two banks of a V-type internal combustion engine, and intake air is introduced between the two banks and an engine rear side is provided. An intake system for a V-type internal combustion engine, comprising a main collector connected to the pair of sub-collectors via a throttle chamber arranged at an end position.