JPH07150953A - Intake device for v-engine - Google Patents

Abstract

PURPOSE:To provide the intake device of a v-engine having compact constitution capable of improving appearance and also more air intake efficiency and so on. CONSTITUTION:This device is provided with a second surge tank 9 arranged on the upper side of one side bank 3 of a V-engine, an air intake passage 12 for communicating the second surge tank 9 and respective cylinders 4, a passage 10 having a length shorter than the air intake passage 12 and being integrated in the air intake passage 12 at one end between both banks 2 and 3, a first surge tank 8 connected to the other end of the passage 10, and an opening/ closing valve 14 provided on the passage 10 to open the passage 10 at the time of a high speed. The air intake passage 12 escapes from the upper side part of the igniting means 22 mounting positions of the respective cylinders of one sided-bank 3 to form a gap part for inserting an igniting means.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake system for a V-type engine for an automobile, and more particularly to a low speed intake system having a long path for an intake passage for introducing intake air into an intake port of each cylinder in accordance with an operating state of the engine. The present invention relates to an intake device for a V-type engine in which a passage and a high-speed intake passage having a short path length are appropriately switched.

[0002]

2. Description of the Related Art As a conventional intake device of this type, Japanese Patent Laid-Open No.
There is one disclosed in Japanese Laid-Open Patent Publication No. 2-162723.

In the proposed intake system, a long surge tank is provided above each bank of a V-type multi-cylinder engine along the cylinder arrangement direction, and each surge tank is short in each cylinder of one bank below the surge tank. A high-speed intake passage for introducing intake air with a path length and a low-speed intake passage for introducing intake air with a long path length to each cylinder of the other bank are provided. The surge tank is provided with an on-off valve, and each surge tank is provided with a communication passage at one end side in the longitudinal direction for communicating them with each other, and an air cleaner is provided at the other end side via an air cleaner. An intake pipe system communicated with is connected and configured.

In the low speed operation range of the engine, the high speed intake passages are closed by the on-off valves, and the intake ports of the cylinders on the right bank are extended from the surge tank above the left bank to the low speed intake passages. While the intake air is introduced via the intake port, the intake port of each cylinder of the right bank is introduced from the surge tank on the left bank via the low speed intake passage also having a long path length.

Further, in the high speed operation range, the high speed intake passage is opened so that the intake air is introduced into each of the intake ports not only from the low speed intake passage but also from the high speed intake port having a short path length. . In other words, in this high-speed operation range, most of the intake air amount filled in the cylinder is introduced into the intake port of each cylinder of each bank from the surge tank on one bank above it through the high-speed intake passage, and The part is introduced from the surge tank on the other bank through the low speed intake passage. That is, the intake passage communicating with the intake port is switched according to the operating speed of the engine, thereby optimizing the engine operation.

[0006]

However, in the above-described conventional intake system, each surge tank is used in the entire operating band from the low speed region to the high speed region and has the same function, and therefore the left and right sides are the same. In order to equalize the distribution of intake air to each cylinder of each bank, both surge tanks are symmetrically arranged almost directly above each bank, while an intake pipe connected to the upstream side of each surge tank. It is necessary to arrange the systems symmetrically, and the throttle body has to be arranged at a position apart from the surge tanks on the upstream side of the branch portion to each surge tank in the intake pipe system.

Therefore, it cannot be said that the difference in the length of the intake passage for obtaining the effect of inertia supercharging is effectively utilized. For example, the length of the entire intake passage including the throttle body on the upstream side of the surge tank is increased. It was still long in the high-speed operating range, and there was a problem that the intake efficiency was compromised. In addition, the handling of the upstream intake pipe system including the throttle body becomes relatively complicated, and the appearance of the engine room is impaired, or the workability during assembly and maintenance is impaired. was there.

The present invention has been made in view of the above circumstances, and an object thereof is to provide an intake device for a V-type engine, which has a compact structure and can be improved in appearance and can be further improved in intake efficiency. And

[0009]

In order to achieve the above object, the present invention has a main volume chamber disposed above one bank of a V-type engine, and connects the main volume chamber with each cylinder. In a V-type engine intake device provided with a main passage for introducing intake air, a sub-passage having a shorter path length than the main passage and having one end integrated with the main passage between both banks is provided. A sub-volume chamber is connected to the end above the bank,
An opening / closing valve that opens the sub passage when the engine is rotating at a high speed is provided in the sub passage, and the main passage escapes above the ignition means mounting position of each cylinder of the one bank to form a gap portion for inserting the ignition means. It is characterized by being formed.

[0010]

According to the intake system for the V-type engine according to the present invention, the intake air is introduced from the main volume chamber into each cylinder of each bank through the main passage having a predetermined length. The opening / closing valve of the sub passage is closed in the low speed rotation operation range. Further, the opening / closing valve of the sub passage is opened in the high speed rotation operation range. The sub-volume chamber is arranged above the space between the banks so as not to close the position above the ignition means mounting position, and the length of the sub-passage is also short.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings.

This embodiment is applied to a vertical V-type 6-cylinder engine. 1 is a front view, FIG. 2 is a plan view, FIG. 3 is a side view, and FIG. 4 is a longitudinal sectional view.

The engine body 1 has three cylinders 4 in each of the banks 2 and 3 that oppose the V type on the left and right, and each of the cylinder heads 5 and 6 on the opposite surface side of the banks 2 and 3 respectively. The intake port 7 of each cylinder is formed. A long first surge tank 8 is provided above the right bank 5 of the engine body 1 along the cylinder arrangement direction, and above the left bank 3 there is arranged a cylinder facing the first surge tank 8. An elongated second surge tank 9 is provided along the arrangement direction.

The first surge tank 8 is connected to a throttle body, which will be described later, and is mainly used for a high speed operation range. That is, the first surge tank 8 communicates with the intake port 7 of each cylinder 4 through the high-speed intake passage 10 having a short path length. Further, the first surge tank 8 is communicated with the second surge tank 9 by a communication passage 11 formed across the left and right banks 2 and 3.

On the other hand, the second surge tank 9 is mainly used for the medium and low speed operation range, and communicates with the intake port 7 of each cylinder 4 through a low speed intake passage 12 having a long path length. The low speed intake passage 12 is arranged in a two-stage structure below the communication passage 11.

The intake passages 10 and 12 are connected to the bank 2,
It is integrated once in the center between the three, and then the bifurcated branch pipe 13
Is branched to the left and right and communicates with each intake port 7. An on-off valve 14 is provided in the high-speed intake passage 10 at the integrated portion of the intake passages 10 and 12. The on-off valve 14 is set in shape and arrangement such that the surface on the intake port 7 side is a large-diameter curved surface so that the cross-sectional area of the low speed intake passage 12 is small and the intake resistance is low. Thus, it is possible to prevent the occurrence of torque fluctuations in the engine low speed operation range where intake is performed via the low speed intake passage 12.

The first surge tank 8 is located closer to the center between the banks than the second surge tank 9. As a result, the length of the high speed intake passage 8 is set as short as possible, and a space is formed above the right bank 4. A throttle body 15 is arranged in the space above the right bank 4, and the throttle body 15 is connected to the outer side portion of the first surge tank 8. Reference numeral 15a is a pipe to an air cleaner detachably connected to the throttle body 15, and 15b is an idle speed controller.

Therefore, according to the intake system of the V-type engine constructed as described above, the intake passage 10 for high speed is closed by the opening / closing valve 14 in the engine low speed operation range, so that the intake air is supplied from the throttle body 15 to the first side. After flowing into the first surge tank 8, it flows into the other second surge tank 9 through the communication passage 11, and from the second surge tank 9 through the low-speed air supply passage 12 having a long path length to the banks 2 and 3 respectively. It is installed in each cylinder 4.

That is, in the low speed operation range, the communication passage 1
Since the first surge tank 8 and the second surge tank 9 which are communicated by 1 function as a large surge tank having two volumes combined, a sufficient inertia supercharging effect can be obtained.

In the high speed operation range, the high speed intake passage 1
The open / close valve 14 of 0 is opened, and most of the intake air is from the first surge tank 8 on one side, and the high-speed intake passage 1 having a short path length.
0 is introduced into each cylinder 4 and a part thereof is introduced through the low speed intake passage 12.

Here, the one first surge tank 8 is arranged near the center between the banks, and the throttle body 15 is connected to the first surge tank 8 and is formed above the right bank 2 on the outer side thereof. Since it is arranged in the space, the throttle body 15 on the upstream side of the first surge tank 8
Also, the length of the air supply pipe system including the air cleaner can be shortened as much as possible to form a compact intake system, which facilitates the handling of the upstream intake pipe system, and It is possible to improve the external appearance and the assemblability and maintainability.

Further, since the length of the intake pipe system on the upstream side of the first surge tank 8 can be formed as short as possible, the length of the high speed intake passage 8 itself can be changed as described above. Since it can be set as short as possible, the ventilation resistance is reduced particularly in the high-speed operating range where intake air is introduced from the high-speed air supply passage 8, and the intake efficiency in the high-speed operating range is improved as much as possible. You will be able to plan.

The first surge tank 8 has a shape in which the cross-sectional area gradually expands from the intake port on the throttle body 15 side toward the downstream side along the intake streamline. As a result, the intake air distribution at the time of high speed operation is improved.

Further, the pipe forming the communication passage 11 between the first surge tank 8 and the second surge tank 9 is eccentrically provided on the rear side of both surge tanks 8 and 9. As a result, since the communication passage 11 having the highest height in the intake system is arranged on the rear side, the bonnet line of an automobile which is normally inclined forward (the phantom line a in FIGS. 2 and 3). ) And the height relationship are the same, and it meets the demand for lowering the bonnet line.

The EGR gas passage 1 is provided in the communication passage 11.
6 and the PCV gas passage 17 are connected. The EGR gas passage 16 is led out from an EGR valve 18 arranged substantially in the center between the banks, and is connected to the upstream side of the communication passage 11. The PCV gas passage 17 is led out from the cylinder head 6 of the left bank 3 and connected to the downstream side of the communication passage 11. According to such a configuration, EGR gas and PCV
The gas flows down through a long passage including the communication passage 11, the second surge tank 9, and the low speed intake passage 12, so that the gas is sufficiently mixed and is evenly distributed to each cylinder 4. Like

Further, since the EGR gas passage 16 is connected to the upstream side of the PCV gas passage 17, mixing of the EGR gas, which affects the emission property, can be sufficiently performed, and both passages 16 and 17 are arranged in reverse. In such a case, there is no adverse effect such as the oil content in the PCV gas sticking to the EGR gas passage opening.

Further, a cold start injector 19 is arranged in the connecting flow passage portion on the downstream side of the throttle valve of the throttle body 15 and on the upstream side of the first surge tank 8. Such a cold start injector 1
According to the arrangement configuration of FIG. 9, the increased fuel from the cold start injector 19 at the cold start flows down with the intake air through the first surge tank 8, the communication passage 11, the second surge tank 9, and the low speed air supply passage 12. Since it is supplied to each cylinder through a long path, a sufficient mixing effect can be obtained during that time, and the fuel can be distributed to each cylinder 4 satisfactorily.

A branch pipe 13 on the downstream side of the integrated portion of the high-speed intake passage 8 and the low-speed intake passage 12 is provided with a negative pressure to a brake master back or the like via a check valve 20 which is opened and closed by negative intake pressure. A vacuum chamber 21 as a storage source is connected. This vacuum chamber 21
Is disposed in the space formed by the upper wall between the V banks of the engine body 1 and the branch pipe 13. According to such a configuration, the vacuum chamber 21 can be installed by effectively utilizing the space between the V banks, and the vacuum chamber 21 is arranged close to the cylinder 4 that is the negative pressure generation source. Negative pressure can be stored. Therefore, it is extremely effective as a negative pressure storage source, and the vacuum chamber 21 and the brake master bag can be made compact.

Further, each constituent pipe of the air supply manifold forming the low speed intake passage 12 is formed so as to escape above the ignition plug mounting position of each cylinder of the left bank, and a gap is formed there. The plug cap 22 is inserted and arranged in this gap. The high tension cord 23 integrally connected to the plug cap 22 is hooked on the cylinder head cover at the upper end of the left bank 6 to prevent the cord from falling off during maintenance and inspection.

[0030]

As described above in detail, the V according to the present invention
According to the intake system of the type engine, one surge tank is arranged near the center of the bank, and the throttle body is connected to the one surge tank and is arranged in the space above the bank on the outer side of the bank. The path length of the air passage can be formed as short as possible, and the length of the intake pipe system including the throttle body on the upstream side of the surge tank can be shortened as much as possible to configure a compact intake system.

Therefore, the ventilation resistance is reduced particularly in the high speed operation range where the intake air is introduced from the high speed air supply passage,
It is possible to improve intake efficiency in the high speed operation range as much as possible. In addition, the upstream intake pipe system can be easily handled, and the appearance of the engine room can be improved and the assembling and maintainability can be improved.

[Brief description of drawings]

FIG. 1 is a front view showing an embodiment of an intake device for a V-type engine according to the present invention.

FIG. 2 is a plan view showing an embodiment of an intake device for a V-type engine according to the present invention.

FIG. 3 is a side view showing an embodiment of an intake device for a V-type engine according to the present invention.

FIG. 4 is a vertical cross-sectional view showing an embodiment of an intake device for a V-type engine according to the present invention.

[Explanation of symbols]

 1 Engine Body 2,3 Bank 4 Cylinder 7 Intake Port 8,9 Surge Tank 10 High Speed Air Supply Passage 11 Communication Passage 12 Low Speed Intake Passage 14 Open / Close Valve 15 Throttle Body

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[Procedure amendment]

[Submission date] November 24, 1994

[Procedure Amendment 1]

[Document name to be amended] Statement

[Correction target item name] Full text

[Correction method] Change

[Correction content]

[Document name] Statement

Title: Intake device for V-type engine

[Claims]

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake device for a V-type engine for an automobile, and more particularly to intake air according to the operating condition of the engine.
The present invention relates to an improvement of an intake system for a V-type engine whose characteristics can be switched appropriately.

[0002]

2. Description of the Prior Art As this type of conventional intake system, JP 6
The one disclosed in Japanese Patent Laid- Open No. 3-159660 is known.
It

Is this intake system a cylinder of a V-type engine?
These independent intake passages were set up in the center between both banks
Lead above the bank and form a volume chamber on the upstream side
With a surge tank connected, each cylinder has a long path length.
Communicates with the surge tank through two independent intake passages that are different from each other.
The short independent intake passage is
An open / close valve that opens the intake passage is provided to enable engine
The output torque is improved.

Further , the two independent intake passages, the long and short, are vertically
Stacked side by side and formed integrally with the surge tank
By trying to make it compact,
The short and long two independent intake passages have appropriate path lengths.
In order to ensure that the surge tank is
It is short and independent on the whole head.
Is the intake passage inside the bank with respect to the surge tank?
From the surge tank.
Cross over and contact the outside of the bank.
I am trying to continue.

Furthermore, in this way, the surge tank
If you cover almost the entire surface of the duhead, the ignition
Assembling and removing lugs and plug caps becomes difficult
Since the workability during maintenance and maintenance is impaired,
The spark plug to the fuel tank without removing it.
Make sure to match the spark plug mounting position so that it can be removed.
The through hole is formed through.

[0006]

The object of the invention is to be Solved However, the above-mentioned slave
In the conventional intake system, a surge tank and two long and short independent intakes
It is integrally formed with the passage and the surge tank part has the above-mentioned penetration.
Since a through hole must be formed, its shape configuration is extremely
Complexity, which results in extremely high molding costs
There was a problem.

The present invention has been made in view of such circumstances.
The purpose is to simplify the shape of the component parts and
V which can be manufactured to a higher level and can further improve intake efficiency
An object of the present invention is to provide an intake system for a type engine.

[0008]

In order to achieve the above object, the present invention has a main volume chamber disposed above one bank of a V-type engine, and connects the main volume chamber with each cylinder. In a V-type engine intake device provided with a main passage for introducing intake air, a sub-passage having a shorter path length than the main passage and having one end integrated with the main passage between both banks is provided. A sub-volume chamber is connected to the end above the bank,
An opening / closing valve that opens the sub passage when the engine is rotating at a high speed is provided in the sub passage, and the main passage escapes above the ignition means mounting position of each cylinder of the one bank to form a gap portion for inserting the ignition means. It is characterized by being formed.

[0009]

According to the intake system for the V-type engine according to the present invention, the intake air is introduced from the main volume chamber into each cylinder of each bank through the main passage having a predetermined length. The opening / closing valve of the sub passage is closed in the low-speed rotation operating range , which causes the sub passage to
The functions of the passage and sub-volume chamber are canceled and the rotation speed is low.
Intake air is introduced with an intake characteristic suitable for driving. The sub passage on-off valve is opened at high speed operating range, the sub-passage
And the function of the sub-volume chamber is demonstrated, making it suitable for high-speed rotation operation.
Intake is introduced with the intake characteristic.

The sub-volume chamber should be suitable for high speed operation.
Since the passage length is short, it is placed above the V banks.
Can be placed and dare to block the top of the addition means device
Never. Also, the main passage should be suitable for low speed operation.
Due to the long passage length, the main volume chamber
Easily located above the bank at a location where the ignition device mounting position is not blocked
Can be installed and the main passage escapes the ignition device mounting position.
A gap for inserting the ignition means can be easily formed in the portion.

Further , the main passage and the sub passage are superposed vertically.
They are not installed side by side and are manufactured as separate parts.
Therefore, the shape of each part is complicated especially.
And the manufacturing cost does not soar.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. This embodiment is applied to a vertical V-type 6-cylinder engine. 1 is a front view, FIG. 2 is a plan view, FIG. 3 is a side view, and FIG. 4 is a longitudinal sectional view.

The engine body 1 has three cylinders 4 in each of the banks 2 and 3 that oppose the V type on the left and right, and each of the cylinder heads 5 and 6 on the opposite surface side of the banks 2 and 3 respectively. The intake port 7 of each cylinder is formed. Above the right bank 5 of the engine body 1, an elongated first surge tank 8 is provided as a sub-volume chamber along the cylinder arrangement direction, and above the left bank 3 the first surge tank 8 is provided.
An elongated second surge tank 9 is provided as a main volume chamber so as to oppose to each other along the cylinder arrangement direction.

The first surge tank 8 is connected to a throttle body, which will be described later, and is mainly used for a high speed operation range. That is, the first surge tank 8 communicates with the intake port 7 of each cylinder 4 through the high-speed intake passage 10 as a sub passage having a short path length. Further, the first surge tank 8 is communicated with the second surge tank 9 by a communication passage 11 formed across the left and right banks 2 and 3.

On the other hand, the second surge tank 9 is mainly used for the medium and low speed operation range, and the intake port 7 of each cylinder 4 is
It communicates via a low speed intake passage 12 as a main passage having a long path length. The low speed intake passage 12 is arranged in a two-stage structure below the communication passage 11.

The intake passages 10 and 12 are connected to the bank 2,
It is integrated once in the center between the three, and then the bifurcated branch pipe 13
Is branched to the left and right and communicates with each intake port 7. An on-off valve 14 is provided in the high-speed intake passage 10 at the integrated portion of the intake passages 10 and 12. The on-off valve 14 is set in shape and arrangement such that the surface on the intake port 7 side is a large-diameter curved surface so that the cross-sectional area of the low speed intake passage 12 is small and the intake resistance is low. Thus, it is possible to prevent the occurrence of torque fluctuations in the engine low speed operation range where intake is performed via the low speed intake passage 12.

The first surge tank 8 is located closer to the center between the banks than the second surge tank 9. As a result, the length of the high speed intake passage 8 is set as short as possible, and a space is formed above the right bank 4. A throttle body 15 is arranged in the space above the right bank 4, and the throttle body 15 is connected to the outer side portion of the first surge tank 8. Reference numeral 15a is a pipe to an air cleaner detachably connected to the throttle body 15, and 15b is an idle speed controller.

Therefore, according to the intake system for the V-type engine constructed as described above, in the engine low speed operation range, the auxiliary passage is used.
Since a certain high-speed intake passage 10 is closed by the opening / closing valve 14, intake air flows from the throttle body 15 into one first surge tank 8 and then through the communication passage 11 into the other second surge tank 9. The low-speed air supply passage 12 having a long path length, which is the main passage, from the second surge tank 9.
Is introduced into each cylinder 4 of each bank 2, 3.

That is, in the low speed operation range, the communication passage 1
Since the first surge tank 8 and the second surge tank 9 which are communicated by 1 function as a large surge tank having two volumes combined, a sufficient inertia supercharging effect can be obtained.

In the high speed operation range, the high speed intake passage 1
The on-off valve 14 of 0 is opened, and most of the intake air is introduced into the respective cylinders 4 from the first surge tank 8 on one side through the high speed intake passage 10 having a short path length which is a sub passage ,
Moreover, a part of the main passage is introduced through the low speed intake passage 12.

Here, the one first surge tank 8 forming the sub volume chamber is arranged near the center between the banks, and the throttle body 15 is connected to the first surge tank 8 and the right bank 2 on the outer side thereof. Since it is arranged in the space formed above the air intake system, the length of the air supply pipe system including the throttle body 15 on the upstream side of the first surge tank 8 and the air cleaner is shortened as much as possible to realize a compact intake system. Therefore, the upstream intake pipe system can be easily handled, and the appearance of the engine room can be improved and the assemblability and maintainability can be improved.

Further, since the length of the intake pipe system on the upstream side of the first surge tank 8 can be formed as short as possible, the length of the high speed intake passage 8 itself can be changed as described above. Since it can be set as short as possible, the ventilation resistance is reduced particularly in the high-speed operating range where intake air is introduced from the high-speed air supply passage 8, and the intake efficiency in the high-speed operating range is improved as much as possible. You will be able to plan.

The first surge tank 8 has a shape in which the cross-sectional area gradually expands from the intake port on the throttle body 15 side toward the downstream side along the intake streamline. As a result, the intake air distribution at the time of high speed operation is improved.

The pipe forming the communication passage 11 between the first surge tank 8 forming the sub volume chamber and the second surge tank 9 forming the main volume chamber is biased to the rear side of both surge tanks 8 and 9. It is set up in rank. As a result, since the communication passage 11 having the highest height in the intake system is arranged on the rear side, the bonnet line of an automobile which is normally inclined forward (the phantom line a in FIGS. 2 and 3). ) And the height relationship are the same, and it meets the demand for lowering the bonnet line.

The EGR gas passage 1 is provided in the communication passage 11.
6 and the PCV gas passage 17 are connected. The EGR gas passage 16 is led out from an EGR valve 18 arranged substantially in the center between the banks, and is connected to the upstream side of the communication passage 11. The PCV gas passage 17 is led out from the cylinder head 6 of the left bank 3 and connected to the downstream side of the communication passage 11. According to such a configuration, EGR gas and PCV
The gas flows down through a long passage including the communication passage 11, the second surge tank 9, and the low speed intake passage 12, so that the gas is sufficiently mixed and is evenly distributed to each cylinder 4. Like

Further, since the EGR gas passage 16 is connected to the upstream side of the PCV gas passage 17, mixing of the EGR gas, which affects the emission property, can be sufficiently performed, and both passages 16 and 17 are arranged in reverse. In such a case, there is no adverse effect such as the oil content in the PCV gas sticking to the EGR gas passage opening.

Further, a cold start injector 19 is arranged in the connecting flow passage portion on the downstream side of the throttle valve of the throttle body 15 and on the upstream side of the first surge tank 8. Such a cold start injector 1
According to the arrangement configuration of FIG. 9, the increased fuel from the cold start injector 19 at the cold start flows down with the intake air through the first surge tank 8, the communication passage 11, the second surge tank 9, and the low speed air supply passage 12. Since it is supplied to each cylinder through a long path, a sufficient mixing effect can be obtained during that time, and the fuel can be distributed to each cylinder 4 satisfactorily.

A branch pipe 13 on the downstream side of the integrated portion of the high-speed intake passage 8 and the low-speed intake passage 12 is provided with a negative pressure to a brake master back or the like via a check valve 20 which is opened and closed by negative intake pressure. A vacuum chamber 21 as a storage source is connected. This vacuum chamber 21
Is disposed in the space formed by the upper wall between the V banks of the engine body 1 and the branch pipe 13. According to such a configuration, the vacuum chamber 21 can be installed by effectively utilizing the space between the V banks, and the vacuum chamber 21 is arranged close to the cylinder 4 that is the negative pressure generation source. Negative pressure can be stored. Therefore, it is extremely effective as a negative pressure storage source, and the vacuum chamber 21 and the brake master bag can be made compact.

Further, each constituent pipe of the air supply manifold forming the low speed intake passage (main passage) 12 is formed so as to escape above the ignition plug mounting position of each cylinder of the left bank, and is formed there. gap is formed, a point on the gap portion
The plug cap 22 of the fire means is inserted and arranged. The high tension cord 23 integrally connected to the plug cap 22 is the left bank 6
It is hooked on the cylinder head cover at the upper end to prevent it from falling off during maintenance and inspection.

[0030]

As described above in detail, the V according to the present invention
Suitable for low / high speed operation according to the intake system of the engine
Effective use of the points with different passage lengths
It is possible to form a gap for inserting the ignition means by further
Securing output from low speed range to high speed range and ignition means
While maintaining the serviceability of the
Can be provided.

[Brief description of drawings]

FIG. 1 is a front view showing an embodiment of an intake device for a V-type engine according to the present invention.

FIG. 2 is a plan view showing an embodiment of an intake device for a V-type engine according to the present invention.

FIG. 3 is a side view showing an embodiment of an intake device for a V-type engine according to the present invention.

FIG. 4 is a vertical cross-sectional view showing an embodiment of an intake device for a V-type engine according to the present invention.

[Explanation of reference numerals] 1 engine body 2, 3 bank 4 cylinder 7 intake port 8 first surge tank (sub-volume chamber) 9 second surge tank (main volume chamber) 10 high-speed air supply passage (sub-passage) 11 communication passage 12 Low-speed intake passage (main passage) 14 Open / close valve 15 Throttle body 22 Plug cap 23 High tension cord

Claims (1)

[Claims] 1. An intake system for a V-type engine, wherein a main volume chamber is arranged above one bank of the V-type engine, and a main passage is provided for communicating the main volume chamber with each cylinder to introduce intake air. , A sub-passage having a shorter path length than the main passage and having one end integrated with the main passage between both banks, and a sub-volume chamber being connected to the other end of the sub-passage above the banks, An opening / closing valve that opens the sub passage when the engine rotates at a high speed is provided in the sub passage, and the main passage escapes above the ignition means mounting position of each cylinder of the one bank to form a gap portion for inserting the ignition means. The V-type engine intake device is characterized in that it is formed.