JPH0647930B2 - Intake system structure of V-type engine with supercharger - Google Patents

Description

The present invention relates to an intake system structure for a V-type engine with a supercharger.

(Prior Art) Generally, in an engine, when the intake passage becomes long, there is a problem that intake resistance increases and fuel consumption performance deteriorates. Further, in particular, a supercharger that uses a fuel injection valve to supply fuel In the engine, the throttle valve is usually arranged on the upstream side of the supercharger, while the fuel injection valve is arranged near the intake port, so that the intake passage between the throttle valve and the fuel injection valve becomes long, There is a problem that the response of the intake air supply amount and the fuel supply amount deteriorates due to the time delay caused by Therefore, it is preferable to set the intake passage length as a whole as short as possible.

Therefore, in a V-type engine with a supercharger in which an intake air cooler is provided in the intake passage downstream of the supercharger, a V-type engine having an approximate V
An intake meter structure has been proposed in which a turbocharger and an intake air cooler are arranged in a valley-shaped space to make the intake system compact and the overall intake passage length is shortened. (See Japanese Unexamined Patent Publication No. 61-5330).

For example, as shown in FIG. 4, the conventional intake system structure has a first bank 51 and a second bank 5 of a V-type engine VE.
2, a roots-type supercharger 53 is arranged in a substantially V-shaped valley-shaped space portion or slightly above it, and a flat-shaped intake air cooler 54 is made compact below the supercharger. In order to achieve this, they are arranged in a shape that expands in the horizontal direction.

(Problems to be Solved by the Invention) However, in the above-described conventional intake system structure, the supercharger 53 and the intake cooler 54 are arranged vertically, and these are connected in the vertical direction. There is a problem that the structure is such that it projects upward from the VE body, the space of the upper space of the engine deteriorates, and compactness cannot be achieved sufficiently. Moreover, since the projected area of the intake air cooler 54 with respect to the longitudinal direction of the vehicle body, that is, the flow direction of the outside air during traveling cannot be increased, the air-cooled type (usually the air-cooled type) has sufficient cooling for the intake air cooler 54. There was a problem that the intake air was not sufficiently cooled because there was no use air.

Further, as described above, from the viewpoint of reducing the intake resistance, it is preferable to shorten the intake passage length as a whole, but on the other hand, the inertia effect of the intake is effectively used to increase the charging efficiency and to improve the engine output. From the viewpoint of improvement, it is preferable to set the intake passage length between each cylinder and the intake cooler 54 to be slightly longer. However, in the above-mentioned conventional one, the independent intake passage 5 between the intake cooler 54 and each cylinder is
Since the length of 5 is too short, there is a problem that the inertial effect cannot be effectively utilized and the output of the engine VE cannot be sufficiently increased.

The present invention has been made in view of the above conventional problems, and improves the cooling performance of the intake cooler while reducing the intake resistance by shortening the overall intake passage length, and the inertia of the intake air. An object of the present invention is to provide an intake system structure of a V-type engine with a supercharger, which can effectively utilize the effect to improve the output of the engine.

(Means for Solving the Problems) In order to achieve the above-mentioned object, the present invention is a V-type engine provided with two left and right banks, in which the engine is arranged vertically and is formed into a substantially V-shape between both banks. A supercharger extending in the crankshaft direction along both banks is provided in the valley-shaped space, and an intake passage upstream of the supercharger is connected from the rear side to the intake port of the supercharger. Two left and right intake coolers, which are long in the direction perpendicular to the crankshaft direction, are arranged in parallel in front of the engine, and the upstream end of the intake passage downstream of the supercharger is supercharged from the front side. Connected to the discharge port of the machine, the downstream side ends thereof are connected to the intake air inlets located in the vicinity of the center side ends of the two intake coolers in the vehicle width direction, and the crankshafts are provided on the left and right bank sides respectively. A surge tank that extends in the Two branch intake passages are provided, which connect the respective intake outlets located near the outer ends of the two left and right intake coolers in the vehicle width direction to the front ends of the corresponding surge tanks on the bank side. An intake system structure for a V-type engine with a supercharger is provided.

(Operation and Effect of the Invention) According to the present invention, the supercharger is arranged in the substantially V-shaped valley space between the left and right banks so as to extend in the longitudinal direction of the engine, and the upstream side and the downstream side thereof are arranged. Since the intake passages are respectively connected to the supercharger from the longitudinal direction of the engine, the supercharger and the intake passages on the upstream side and the downstream side thereof hardly project above the engine body and have a substantially V-shaped valley shape. Since the intake air cooler, which is located in the space and has a flat shape, is placed vertically in front of the engine, the intake air cooler is located in front of the engine by the thickness of the intake air cooler and a small amount of both. Interval of
It only occupies the space in front of the engine. As a result, the intake system can be made compact, the overall intake passage length can be shortened, intake resistance can be reduced, and fuel efficiency can be improved.

Further, since the engine is of a vertical type and the intake cooler is vertically arranged in front of the engine, the projected area of the intake cooler in the longitudinal direction of the engine, that is, the flow direction of the outside air can be maximized. . Therefore,
Since sufficient cooling air is supplied to the intake air cooler, the cooling performance of the intake air cooler can be improved.

Further, the branch intake passage connecting the intake cooler and the surge tank is extended to the rear side in the longitudinal direction of the engine from the vehicle width direction outer side end of the intake cooler arranged close to the front end of the engine and extends to the surge tank. Since the intake passage length between the intake cooler and each cylinder is not so long, it is possible to secure an appropriate length, so this can be effectively used for the inertia effect of intake air. The length can be set as much as possible, and the output of the engine can be improved.

(Examples) Examples of the present invention will be specifically described below.

As shown in FIG. 1 and FIG. 2, on the first bank P side of the vertical V-type engine CE, the first, third and fifth cylinders # 1, # 3, # are arranged in order from the front side. 5 are arranged on the other hand, on the other hand, on the second bank Q side, in order from the front side,
The fourth and sixth cylinders # 2, # 4 and # 6 are arranged. A common intake passage 1 is provided to supply intake air to the first to sixth cylinders # 1 to # 6. The common intake passage 1 is provided with an air cleaner 2 for removing dust in intake air in order from the upstream side. A slot valve 3 that opens and closes in conjunction with an accelerator pedal (not shown) and a snake-type mechanical supercharger 4 are provided.

The mechanical supercharger 4 has both banks P and Q within a substantially V-shaped space formed between the first bank P and the second bank Q.
Is arranged so as to extend in the longitudinal direction of the engine CE. The common intake passage 1 on the upstream side of the mechanical supercharger 4 is connected to the intake port of the mechanical supercharger 4 from the rear side in a substantially horizontal direction. On the other hand, the common intake passage 1 on the downstream side of the mechanical supercharger 4 is connected to the discharge port that opens from the front side to the upper surface near the front end of the mechanical supercharger 4. In addition,
The common intake passage 1 on the downstream side of the mechanical supercharger 4 rises upward from the connection with the discharge port, but is curved to the front side immediately downstream of the connection and extends in the longitudinal direction of the engine CE. There is. As a result, the mechanical supercharger 4 and the common intake passages 1 on the upstream side and the downstream side of the mechanical supercharger 4 are almost not projected above the engine CE and are arranged in the substantially V-shaped valley space portion, thereby achieving compactness. There is.

Further, when the mechanical supercharger 4 is stopped, in order to bypass the mechanical supercharger 4 and allow intake air to pass therethrough, a portion of the common intake passage 1 slightly upstream of the mechanical supercharger 4 is provided. Branch 5
And a bypass intake passage 7 that communicates with the collecting portion 6 on the slightly downstream side. A bypass intake passage opening / closing valve 8 for opening / closing the bypass intake passage 7 is provided near the branch portion 5.

And, slightly ahead of the engine CE, an air-cooled first bank side intake cooler 11p for cooling the intake air supplied to each cylinder # 1, # 3, # 5 on the first bank P side, and a second bank The air-cooled second bank-side intake air cooler 11q that cools the intake air supplied to each of the Q-side cylinders # 2, # 4, and # 6 is respectively in a direction perpendicular to the longitudinal direction of the engine CE, that is,
These first and second bank-side intake air coolers 11p and 11q are arranged so as to be long in the vehicle width direction, and cool the intake air that has been adiabatically compressed by the mechanical supercharger 4 and whose temperature has risen. It has become. The first bank-side intake air cooler 11p and the second bank-side intake air cooler 11q are each formed in a plate-shaped substantially rectangular parallelepiped having substantially the same shape.
It is arranged so that it is the shortest in the longitudinal direction (front-rear direction) of E and the longest in the width direction (left-right direction) of the engine CE, that is, the plate-shaped rectangular parallelepiped is horizontally long.

The common intake passage 1 is located downstream of the mechanical supercharger 4,
First bank side intake air cooler 11 via the intake air distribution member 9
p and the second bank-side intake air cooler 11q are connected at predetermined positions at the widthwise center end of the engine CE.

A little above the first bank P, a first surge tank 13p for stabilizing the flow rate of intake air supplied to each cylinder # 1, # 3, # 5 on the first bank P side is provided in the longitudinal direction of the engine CE. Second bank Q while being provided so as to extend to
Slightly above, cylinders # 2, # 4, and # 2 on the second bank Q side
A second surge tank 13q for stabilizing the flow rate of intake air supplied to # 6 is provided so as to extend in the longitudinal direction of the engine CE. A first branch intake passage 12p is connected to the rear surface of the first bank-side intake air cooler 11p in the vicinity of the outer end in the vehicle width direction (almost left end when viewed from the front side), and the downstream side of the first branch intake passage 12p. The end is connected to the front end of the first surge tank 13p. Similarly, in the vicinity of the end of the second bank side intake air cooler 11q on the outer side in the vehicle width direction (almost right end when viewed from the front side), the second branch intake passage 1 is provided on the rear surface.
2q is connected, and the downstream end of the second branch intake passage 12q is connected to the front end of the second surge tank 13q. In addition, from the first and second surge tanks 13p and 13q to the respective cylinders on the first and second bank sides, respective independent intake passages are provided.
Intake air is supplied through (not shown).

By the way, the mechanical supercharger 4 is arranged in a substantially V-shaped space formed between the first bank P and the second bank Q, and its drive system will be described below. The first fixedly attached to the tip of the crankshaft 16.
The rotational force of the variable pulley 17 is the same as that of the first timing belt 18
Is transmitted to the second variable pulley 19 via an intermediate pulley 21 fixed coaxially with the second variable pulley 19 via a second timing belt 22. It is adapted to be transmitted to the drive pulley 23. An electromagnetic clutch 24 is provided between the driven pulley 23 and a drive shaft (not shown) of the mechanical supercharger 4,
When the electromagnetic clutch 24 is turned on, the rotational force of the driven pulley 23 is transmitted to the mechanical supercharger 4, while
When the electromagnetic clutch 24 is turned off, the rotational force of the driven pulley 23 is not transmitted to the mechanical supercharger 4.

The electromagnetic clutch 24 has an engine speed N equal to or less than a predetermined position N _0, as indicated by a region I in FIG. 3, and
In the operating region where the average effective pressure Pe is equal to or lower than the predetermined position Pe _0, it is turned off, while N> N ₀ as shown in the region II in FIG.
Alternatively, it is turned on in the operating region where Pe> Pe ₀ . Then, when the electromagnetic clutch 24 is turned off, the mechanical supercharger 4 is stopped and the bypass intake passage opening / closing valve 8 is opened so that the intake air bypasses the mechanical supercharger 4 and flows downstream through the bypass intake passage 7. It flows to the side. On the other hand, when the electromagnetic clutch 24 is turned on, the mechanical supercharger 4 is driven and the bypass intake passage opening / closing valve 8 is closed so that intake air flows while being supercharged by the mechanical supercharger 4. It has become.

Further, the rotational force of the crankshaft 16 is coaxially fixedly attached to the first bank side exhaust camshaft 28p via the third timing belt 26 from the crank pulley 25 fixedly attached to the crankshaft 16. It is also transmitted to the first bank-side exhaust camshaft pulley 27p and the second bank-side exhaust camshaft pulley 27q fixedly mounted coaxially to the second bank-side exhaust camshaft 28q. The rotational forces of the first and second bank side exhaust camshafts 28p and 28q are the same as those of the first and second bank side exhaust camshaft gears 29p and 2p, respectively.
9q, intake camshaft gear 31 on the first and second banks
It is adapted to be transmitted to the first and second bank side intake camshafts 32p and 32q via p and 31q. The third timing belt 26 is designed to have a predetermined tension by the four idle pulleys 35, 36, 37, 38 and to prevent layout interference with other devices. With such a power transmission mechanism, the first and second bank side exhaust camshafts 28p, 28
q and the first and second intake cam cafts 32p, 32q rotate in synchronization with the crankshaft 16 so that the exhaust valve (not shown) and the intake valve (not shown) are opened and closed at predetermined timings. It has become.

Although not shown in detail, the water pump 39 is also driven by the crankshaft 16.

In the above configuration, while the mechanical supercharger 4 is arranged in the substantially V-shaped valley-shaped space portion between the first bank P and the second bank Q,
Since the first and second bank side intake air coolers 11p and 11q are arranged immediately in front of the engine CE, the intake system can be made compact and the overall intake passage length can be shortened.
It is possible to reduce intake resistance and improve fuel efficiency.

Further, since the first and second bank side intake air coolers 11p and 11q are arranged so as to have the maximum projected area in the flow direction of the outside air during traveling, the first and second bank side intake air coolers 1
Sufficient cooling air is supplied to 1p and 11q to sufficiently cool the intake air and improve the charging efficiency.

Further, the intake passage length between the first bank side intake cooler 11p and the cylinders # 1, # 3, # 5 on the first bank P side, the second bank side intake cooler 11q, and the second bank Punk Q
The intake passage length between each of the cylinders # 2, # 4, # 6 on the side is set to a predetermined length so that the inertial effect of intake air can be effectively used, so that the charging efficiency is improved and the engine CE is increased. The output of can be improved.

[Brief description of drawings]

FIG. 1 is a plan view of a V-type engine with a mechanical supercharger equipped with an intake structure according to the present invention. FIG. 2 is a front explanatory view of the engine shown in FIG. FIG. 3 is a diagram showing the operating region and the stopping region of the mechanical supercharger of the engine shown in FIG. 1 with respect to the engine speed and the average effective pressure. FIG. 4 is a front explanatory view of a V-type engine having a conventional intake system structure in which a supercharger and an intake air cooler are arranged in a substantially V-shaped valley portion between the first bank and the second bank. Is. CE ... Engine, P ... First bank, Q ... Second bank, 1 ... Common intake passage, 4 ... Mechanical supercharger, 11p,
11q ... Intake air cooler on the first and second banks, 12p, 12q
...... First and second branch intake passages, 13p, 13q ...... First,
Second surge tank.

Claims (1)

[Claims] 1. A V-type engine having two left and right banks, wherein the engines are vertically arranged, and a substantially V-shaped valley space formed between the banks is provided along both banks in the crankshaft direction. A turbocharger extending to the supercharger is provided, and the intake passage upstream of the turbocharger is connected from the rear side to the intake port of the supercharger, while the front of the engine extends in the direction perpendicular to the crankshaft direction. The two left and right intake coolers are arranged in parallel on the left and right, and the upstream end of the intake passage downstream of the supercharger is connected to the discharge port of the supercharger from the front side and the downstream end is Surge tanks connected to the intake inlets located near the ends of the two intake coolers in the vehicle width direction on the center side, and provided with surge tanks extending in the crankshaft direction on the left and right banks respectively, Located near the outer edge of the intake air cooler in the vehicle width direction An intake system structure for a V-type engine with a supercharger, characterized in that two branch intake passages connecting the respective intake outlets to the front ends of the corresponding surge tanks on the bank side are provided.