JPH0643461Y2 - V-type engine intake device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to an intake system for a V-type engine, and more particularly to the structure of an intake system that can utilize the dynamic effect of intake air.

(Prior Art) It has been conventionally known to use an intake dynamic effect such as intake inertia, resonance, etc., that is, a pressure wave to enhance the charging efficiency and thereby configure an intake system to obtain a high output. However, in order to configure such an intake system, it is necessary to provide the intake system with a pressure wave reversal section for reversing the negative force wave generated in the intake system and guiding it to the combustion chamber, and at an effective timing. In order to guide the pressure wave into the combustion chamber, it is necessary to secure an intake passage of a required length on the downstream side of the inversion section, which causes a problem that the intake device becomes large.

For this reason, various proposals have been made in the past for reducing the size of this type of intake system. For example, in the case of a V-type engine, a structure as shown in FIG. 3 has been put into practical use. That is, in the configuration of FIG. 3, the partition wall 3 is provided in the upper space between the first bank 2A and the second bank 2B of the engine 1.
A surge tank 5 partitioned by a bank surge tank 4A and a second bank surge tank 4B is provided. The left surge tank 4A is connected to an independent intake pipe 6A that forms a first bank side independent intake passage, and the independent intake pipe 6A is curved in a U shape and connected to the right first bank 2A. Has been done. The right and left surge tanks 4B are connected to an independent intake pipe 6B forming an independent intake passage on the second bank side, and the independent intake pipe 6B is curved in a U-shape to the left second bank 2B.
It is connected to the.

However, in the configuration of FIG. 3, the surge tanks 4A and 4B are
Are arranged in parallel, the cross-sectional areas of the surge tanks 4A and 4B cannot be increased so much, and the curvature of the independent intake passage formed by the independent intake pipes 6A and 6B is large, so the intake resistance increases and It becomes an obstacle in securing a large intake amount in the rotation range. Increase the cross-sectional area of this surge tank 4A, 4B,
In addition, in order to reduce the curvature of the independent intake passage, the intake system must be formed so as to project upward. Since the bonnet is arranged above the engine 1, there is a restriction that the overhang of the intake system must be suppressed as small as possible. Therefore, in the configuration of FIG. 3, there is a demand for intake performance and layout. It was not possible to obtain a result that satisfied both of

Therefore, the applicant of the present invention, as disclosed in JP-A-62-91621, secures a desired intake passage length on the downstream side of the surge tank without increasing the curvature of the independent intake passage,
Moreover, we proposed a structure that can reduce the upward protrusion of the intake system. As shown in FIG. 4, this structure is provided above the first bank 2A of the engine 1, by the partition wall 3, the upper first bank surge tank 4A and the lower second bank surge tank 4A.
Surge tank 5 partitioned by bank surge tank 4B
Is arranged. The surge tank 4A for the first bank on the upper side is connected to the independent intake pipe 6A curved in a C shape forming the independent intake passage on the side of the first bank, and the surge tank 4B for the second bank on the lower side is connected to the first The independent intake pipes 6B that are curved in a substantially L shape and that form the independent intake passages on the bank 2 side are connected. According to the configuration of FIG. 4, there is an advantage that the curve of the independent intake passage is gentle, the intake resistance is reduced, and the intake system is compact, but when the overhang of the intake system is particularly limited. Had a problem that the surge tanks 4A and 4B had a flat cross-sectional shape, which also resulted in intake resistance in the high rotation range.

Therefore, it is conceivable to arrange the surge tanks of each bank in series in the cylinder arrangement direction. In that case, the common intake passage for introducing intake air into the surge tank of each bank is provided without impairing the detachability of the spark plug. The problem is how to arrange it compactly.

(Effects of the Invention) The purpose of the present invention is to further improve the structure shown in FIG. 4 to reduce the intake resistance and reduce the size of the intake system, and prevent the deterioration of the detachability of the ignition plug due to the size reduction. It is an object of the present invention to provide an intake device for a V-type engine.

(Structure of the Invention) According to the present invention, the surge tanks for the first bank and the second bank of the V-type engine are arranged in series in the cylinder arrangement direction above the first bank, and intake air is introduced into each surge tank. The two common intake passages are extended from each of the surge tanks so as to extend across the cylinder arrangement direction of the first bank and then merged, and the two common intake passages are joined to each other in the engine of the ignition plug hole of the first bank. It is characterized in that it is arranged avoiding an extension line to the upper side.

(Effect of the Invention) According to the present invention, by arranging two surge tanks in series, each surge tank has a large cross-sectional area and a substantially square cross-sectional shape without increasing the overhang of the intake system. Therefore, the intake system can be downsized, the intake resistance in the surge tank can be reduced, and the pressure reversal effect can be improved. Further, two common intake passages for respectively introducing intake air into the respective surge tanks are provided so as to extend from the respective surge tanks so as to cross the cylinder arrangement direction of the first bank, and are then merged, and the both common intake passages are connected. By disposing the spark plug hole of the first bank while avoiding the extension line, the entire intake system can be made compact without impairing the detachability of the spark plug.

(Embodiment) An embodiment of the present invention will be described in detail below with reference to FIGS. 1 and 2. 1 is a partial cross-sectional view of an intake system for a V-6 cylinder engine, and FIG. 2 is a plan view of a surge tank and an upper intake manifold integrated with the surge tank.

In the figure, reference numeral 1 is a V-type engine in which a first bank 2A and a second bank 2B are arranged in a V-shape.
~ Six sixth cylinders are provided. The second, fourth, and sixth cylinders are located in the first bank 2A on the right side of the figure, and the first, third, and fifth cylinders are located in the second bank on the left side of the figure. It is located in 2B. In this case, the cylinder groups of the banks 2A and 2B are arranged so that the ignition order is not continuous, that is, the intake valve opening timings do not overlap. The first bank 2A is offset from the second bank 2B on the upper side in FIG. The engine 1 is provided with a first bank side cylinder head 7A and a second bank side cylinder head 7B, which are provided above the cylinder block 10 so as to correspond to the first bank 2A and the second bank 2B, respectively. The engine 1 is of the DOHC type, and each of the cylinder heads 7A and 7B has two cam shafts 8 attached thereto. 9A and 9B are cylinder head covers.

The surge tank 5 is arranged above the first bank side cylinder head 7A, and is configured as a box-shaped body that is long in the cylinder arrangement direction, that is, the output shaft direction of the engine 1. The inside of the surge tank 5 is divided into two parts by a partition wall 3 which is substantially perpendicular to the output shaft direction, and a surge tank 4A for the first bank and a surge tank 4B for the second bank, which have a substantially square cross-sectional shape, are output shafts. It is said that they are formed in series in the direction.
In this case, as is clear from FIG. 2, the surge bank 4A for the first bank corresponds to the offset direction of the first bank 2A and is located above the surge tank 4B for the second bank in FIG. It is arranged.

The first tank surge tank 4A has independent intake pipes 6A ₂ , 6
One ends of A ₄ and 6A ₆ are aligned and connected in this order from the partition wall 3 side toward the outside, and one end of the independent intake pipes 6B ₁ , 6B ₃ and 6B ₅ is outside to the second bank surge tank 4B. To partition 3
Side-by-side in this order, connected in this order, and the other ends of these six independent intake pipes 6B ₁ , 6A ₂ , 6B ₃ , 6A ₄ , 6B ₅ , 6A ₆ are connected in this order to a common flange 11. An upper intake manifold 12 is formed. The suffix attached to the code of each independent intake pipe indicates the cylinder number to which it is connected. The lower surface of the flange 11 in close contact with the upper surface of the 'flange 11' of the lower manifold 12, of the flange 11 independent intake pipe 6B ₁ 'of the lower manifold 12 upper end is connected to the''6A_6', independent intake pipe 6A ₂ ', 6A ₄ ', 6A
₆ ′ is connected to the first bank side cylinder head 7A, and the independent intake pipes 6B ₁ ′, 6B ₃ ′, 6B ₅ ′ are connected to the second bank side cylinder head 7B, and the independent intake passages 13B ₁ , 13B, respectively.
A ₂ , 13B ₃ , 13A ₄ , 13B ₅ and 13A ₆ are formed. For the independent intake pipe of the lower manifold 12 ', see Fig. 1.
Only 6A ₂ and 6B ₃ ′ are shown. 14 is a fuel injection valve.

Independent intake pipes 6A ₂ → 6A ₂ ′, 6A ₄ → 6 connecting the first bank surge tank 4A and the first bank side cylinder head 7A
A ₄ ′ and 6A ₆ → 6A ₆ ′ are curved in a substantially C shape, and thus are curved in a substantially C shape.
First bank side independent intake passages 13A ₂ , 13A ₄ , which are curved in a letter shape,
13A ₆ is formed. Independent intake pipes 6A ₂ , 6A ₄ , 6A that form the independent intake passages 13A ₂ , 13A ₄ , 13A ₆ on the first bank side
The end opposite to the partition wall 3 side of the first bank surge tank 4A of _6, i.e. independent intake pipe 6A ₆ which is connected to an end portion of the outer, corner portions of the first bank for the surge tank 4A From the slanted wall 15A, extend outward once at an angle that is substantially perpendicular to the wall 15A, and then bend toward the first and second banks 2A and 2B to be connected to the flange 11. There is. In this case, if the independent intake passage 13A ₆ is to be led out from the wall surface of the surge tank 4A on the side of the second bank similarly to 13A ₄ , the surge tank 5 must be lengthened by that amount, but with the above-mentioned configuration. , it is possible to equalize path lengths of independent intake passages 13A ₆ to the path length of the other independent intake passage without lengthening the surge tank 5, and gentle curvature of the independent intake passage 13A _6. Further, the wall 16A adjacent to the partition wall 3 of the first bank surge tank 4A
Is formed to be inclined, and the independent intake air space 6A ₂ extends from the vessel wall 16A to the second bank surge tank 4B side at an angle that is substantially perpendicular to the vessel wall 16A.

On the other hand, between the independent intake air 6B ₁ → 6B ₂ ′, which connects the second bank surge tank 4B and the second bank cylinder head 7B,
Of 6B ₃ → 6B ₃ ′ and 6B ₅ → 6B ₅ ′, the independent intake air space 6B ₁ connected to the end of the second bank surge tank 4B opposite to the partition 3 side, that is, the outer end. also, similar to the independent intake pipe 6A ₆ described above, extended to once outwardly at an angle forming a substantially right angle to the container wall 15B from the inclined wall portion 15B of the corner portion of the second bank surge tank 4B, Then the first and second
Curved between the banks 2A and 2B and connected to the flange 11. In addition, the central independent intake pipe 6B ₃ is located in the first bank 2A.
It passes through the inside of the C-shaped curved portion of the independent intake pipe 6A ₂ on the side and reaches the flange 11. Further, the vessel wall 16B adjacent to the partition wall of the second bank surge tank 4B is also formed to be inclined, and this vessel wall 16B is also formed to be inclined. From this vessel wall 16B, the independent intake pipe 6B ₅ is provided to the vessel wall 16B. Extending to the surge tank 4A side for the first bank at an angle forming an almost right angle with respect to the flange 11 through the inside of the C-shaped curved portions of the independent intake pipes 6A ₂ and 6A ₄ on the side of the first bank 2A. Has reached

As described above, the surge tank 5 includes the six independent intake pipes 6B.
_It is integrally formed with _{1 to} 6A ₆ and the upper flange 11.

In addition, the surge tank for the first bank is provided on the wall of the surge tank 5 on the side opposite to the side to which the independent intake pipes 6B _{1 to} 6A ₆ are connected.
The common intake passages 17A and 17B for introducing intake air into the surge tanks 4A and 4B for the second bank are the above surge tanks 4A and 4B.
Are connected to each other. Both common intake passages 17A, 1
The 7Bs are arranged above the first bank 2A so as to cross the cylinder arrangement direction and have their upstream sides inclined downward, and merge at a position beyond the first bank side cylinder head 7A. It is connected to an air cleaner (not shown) via double throttle valves 18A and 18B provided upstream of the merging portion. Also, both common intake passages 17A, 1
7B is arranged so as to avoid the extension line 22A of the ignition plug hole 22 formed in the first bank side silanda head 7A to the upper side of the engine, and especially the extension line 22A of the ignition plug hole 22 of the fourth cylinder. It is arranged so as to straddle. further,
Surge tank 4A for 1st bank and surge tank for 2nd bang
A communication hole 20 is formed in the partition wall 3 that separates from 4B, and an on-off valve 21 is attached to this communication hole 20. The opening / closing valve 21 is opened / closed in accordance with the operating range of the engine, for example, the engine speed, and the surge tanks 4A and 4B are shut off at low speed and communicated at high speed, so that the intake valve opening timing is exceeded. By changing the confluence point of the intake passages connected to each of the plurality of wrapped cylinders, a good inertia supercharging effect can be obtained in a wide rotation range of the engine. In that case, since the device walls 16A and 16B adjacent to the partition wall 3 are inclined as described above, the intake resistance when the on-off valve 21 is opened can be reduced.

The above is the configuration of the embodiment of the intake system for the V-type engine according to the present invention. In this embodiment, the surge tank for the first bank is used.
By arranging the 4A and the second bank surge tank 4B in series in the cylinder arrangement direction, that is, in the output shaft direction of the engine 1, the surge tanks 4A and 4B can be installed without increasing the overhang of the intake system. Since the cross-sectional area is large and the cross-sectional shape is almost square, the intake system can be downsized, the intake resistance in the surge tanks 4A and 4B can be reduced, and the pressure reversal effect can be improved. In addition, each independent intake passage 13B ₁ ~
All independent intake passages 13 while gently curving 13A ₆
Since it is possible to equalize the path lengths of the B _{1 ~13A 6,} it is possible to separate the intake resistance in the intake passage 13B ₁ ~13A ₆ is reduced, and to improve the dynamic effect of intake air to improve the output of the engine.

Further, in the present invention example, the two common intake passages 17A, 17B for introducing intake air into the surge tanks 4A, 4B are extended from the surge tanks 4A, 4B so as to cross the cylinder arrangement direction of the first bank 2A. After being installed, both common intake passages 17A and 17B are arranged so as to avoid the extension line 22A of the ignition plug hole 22 of the first bank 2A. At the time of desorption, both common intake passages 17A, 17B do not hinder the work, and the work can be easily performed.

[Brief description of drawings]

FIG. 1 is a partial sectional side view of a V-type engine having an intake device according to an embodiment of the present invention, FIG. 2 is a partial sectional plan view of a surge tank and an upper intake manifold, FIGS.
FIG. 1 is a schematic side view of a conventional V-type engine intake device. 1 ... Engine, 2A ... First bank 2B ... Second bank, 3 ... Partition 4A ... Surge tank for 1st bank 4B ... Surge tank for 2nd bank 6B ₁ , 6A ₂ , 6B ₃ , 6A ₄ , 6B ₅ , 6A ₆ ...... Independent intake pipe 7A, 7B ...... Cylinder head 10 ...... Cylinder block 11, 11 '...... Flange 12 ...... Upper manifold 12' ...... Lower manifold 13B ₁ , 13A ₂ , 13B ₃ , 13A ₄ , 13B ₅ , 13A ₆ ...... Independent intake passage 17A, 17B ...... Common intake passage 18A, 18B ...... Throttle valve 20 ...... Communication hole, 21 ...... Open / close valve 22 ...... Spark plug hole, 22A ...... Extension line

Claims (1)

[Scope of utility model registration request] 1. A surge tank is provided for each of a first bank and a second bank of a V-type engine, and a first bank side independent intake passage is led out from one surge tank and connected to the first bank. In a v-type engine intake device in which a second bank-side independent intake passage is led out from the other surge tank and is connected to the second bank, the two surge tanks are arranged above the first bank in a cylinder arrangement direction. Are arranged in series with each other, and two common intake passages for respectively introducing intake air into the respective surge tanks are provided so as to extend from the respective surge tanks so as to cross the cylinder arrangement direction of the first bank, and then they are merged, and Both common intake passages are arranged so as to avoid the extension line of the ignition plug hole of the first bank toward the upper side of the engine, and the intake air of the V-type engine. apparatus.