JPH0723568Y2 - V-type engine intake device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake system for a V-type engine, and more particularly to an improvement of an intake system in which collectors are arranged above a pair of cylinder heads.

2. Description of the Related Art In the intake system of a V-type engine, in order to prevent interference of intake air of each cylinder, it is necessary to provide a pair of collectors and substantially separate the intake systems of the left and right banks. And
When a pair of collectors are provided in this way and an attempt is made to secure a relatively long intake pipe length, the collectors are arranged above the cylinder head of each bank, as shown in Japanese Patent Publication No. 62-50659. There is no choice but to have a configuration that does.

That is, in the device described in the above publication, as shown in FIG. 6, the collector 3 is provided above the cylinder heads 31 and 32, respectively.
3, 34 are arranged, and the tips of the branch portions 35, 36 extended from the side surfaces of the collectors 33, 34 are connected to the intake ports 37 of the cylinder heads 31, 32 of the opposite banks. Reference numeral 38 is a fuel injection valve attached toward the intake port 37.

Here, the collector 33 and the branch portion 35, and the collector 34 and the branch portion 36, which form the intake system of each bank, are cast integrally. The left and right intake systems, that is, the collector 33, the collector 34, and the like are configured as separate members. Each of the collectors 33, 34 is supported in a cantilever manner by fixing the flanges at the tips of the branch parts 35, 36 to the cylinder heads 31, 32 with bolts (not shown).

However, in the conventional configuration in which the collectors 33, 34 are simply supported by the branch portions 35, 36 as described above, the support rigidity of the collectors 33, 34 is low, and the vibration of the engine is reduced. The cylinder heads 31 of the branch parts 35 and 36 resonate,
There is a risk that the connection part with 32 will be damaged or a seal failure will occur. In addition, a throttle chamber is generally attached integrally with the collectors 33 and 34, but since this throttle chamber also vibrates greatly with the collectors 33 and 34, it is easy to cause malfunction of the throttle valve such as sticking of the throttle valve. Become.

Means for Solving the Problems In order to solve the above problems, an intake system for a V-type engine according to the present invention includes a pair of collectors disposed above each cylinder head of the V-type engine, and the collectors. A first branch portion formed integrally and extending from the collector side surface to a substantially central portion between the banks, one end thereof connected to the tip of the first branch portion, and the other end of the cylinder head. A second branch portion connected to the intake port and integrally connected to all cylinders, and a tubular shape in which both collectors are connected by fixing both ends to the upper wall portions of both collectors and an auxiliary air passage is formed inside And a beam member.

Action In the above configuration, the second branch portion is integrally connected to all the cylinders, and the collector is supported by the first branch portion, so that the vibration of the collector is caused by the first branch portion and the second branch portion. It will be formed with the joint of as a fulcrum. Therefore, the length from the fulcrum to the collector is very short, and the support rigidity is improved accordingly. In addition, the collector has the first branch portion formed on the side surface and is supported from the side surface, and at the same time, the upper wall portion is connected to each other through the tubular beam member, so that the collector is firmly supported from two directions. The vibration is reduced.

The auxiliary air passage inside the tubular beam member communicates with the inside of each collector and is used for introducing auxiliary air.

Embodiment An embodiment of the present invention will be described below with reference to FIGS. 1 to 4. This embodiment shows an example applied to a V-type 6-cylinder engine.

In the figure, reference numeral 1 is a cylinder block of a V-type engine, and a pair of cylinder heads 2 and 3 are mounted and fixed on the top of the cylinder block 1. The intake port 4 of each cylinder head 2, 3 is provided facing the inside of the V bank.

Above the cylinder heads 2 and 3, there are disposed elongated box-shaped collectors 5 and 6 along the crankshaft direction, and the collectors 5 and 6 each have three first branch portions. 7 are integrally formed. That is, the collector 5 on the left side of the drawing has the first branch section 7 of the # 2, # 4, and # 6 cylinders, and the collector 6 on the right side of the drawing has the first branch of the # 1, # 3, and # 5 cylinders. The parts 7 are integrally formed. As shown in FIG. 1, each of the first branch portions 7 is formed so as to extend substantially horizontally from the side surfaces of the collectors 5 and 6 toward the substantially central portion between the banks, and the tip end portion facing downward. A flange portion 7a is formed on the. In this embodiment, the first branch portions 7 extending from the left and right collectors 5 and 6 are cast in such a state that they are integrally joined at the central portion, and the flange portion 7a is continuous over 6 cylinders. It has a shape.
Further, as shown in FIG. 2, plate-shaped ribs 12 are formed in the recesses between the banks in such a manner that the first branch portions 7 of the cylinders are sequentially connected obliquely.

In addition, the second branch portion 8 arranged in the central portion between the banks
Is cast in a state in which the upper flange portion 8a is integrally connected to all the cylinders, and is alternately distributed left and right one by one. One end is connected to the tip of the first branch portion 7, and the other end is connected to each intake port 4. The flange portions 7a and 8a of the first branch portion 7 and the second branch portion 8 are connected by a plurality of bolts 9 as shown in FIG. The connection ports 8b of the second branch unit 8 on the side of the first branch unit 7 are in a state where six connection ports 8b are arranged in series. Further, the injection valve mounting portion 10 is the second
Each is formed at the tip of the branch portion 8.

A throttle chamber 11 having a built-in throttle valve is attached to one end of each of the collectors 5 and 6, and a first chamber is provided at the other end of the collector 6 on the right side of the drawing. An auxiliary air control valve 14 is attached. Then, the first auxiliary air control valve 14
An auxiliary air passage portion 13 is defined by partitioning the inside of the collector 6 at the portion to which is attached (see FIG. 2). The first auxiliary air control valve 14 controls feedback control of the engine idling speed, and the amount of auxiliary air introduced through the first auxiliary air control valve 14 is relatively small.

Next, 15 is a tubular beam member made of a highly rigid steel pipe,
This tubular beam member 15 has flanges 16 and 17 at both ends, and these flanges 16 and 17 are bolted to the upper wall portions of both collectors 5 and 6.
It is fixed at 18. That is, the tubular beam member 15 connects the collectors 5 and 6 to each other. The flanges 16 and 17 are precision-cast by, for example, the lost wax casting method, and the ends of the steel pipe are brazed after inserting the ends of the tubular portions 16a and 17a.

As shown in FIG. 2, the tubular beam member 15 has a shape in which both ends are gently bent, and the first branch portion 7 for the # 5 cylinder is used.
And the first branch portion 7 for the # 6 cylinder are arranged along the recessed portion.

Further, in the tubular beam member 15, the space inside is used as the auxiliary air passage 19, so that it is communicated with the inside of each collector 5, 6 through the communication hole 20 provided in the upper wall portion of the collector 5, 6. Has become. Further, the tubular beam member 15 has a connector portion 22 at the center thereof, and an auxiliary air pipe from a second auxiliary air control valve (not shown) is connected thereto. The second auxiliary air control valve introduces a relatively large amount of auxiliary air according to the engine cooling water temperature and the like. As shown in FIGS. 2 and 4, the connector portion 22 is bent once along the horizontal plane by 90 °, and then further upward by 90 °.
It is bent and communicates with the auxiliary air passage 19 from below.

Further, a first auxiliary air tube 23 is arranged substantially along the tubular beam member 15. One end of this first auxiliary air tube 23 is connected to the flange 17 and communicates with the auxiliary air passage portion 13 at the end of the collector 6 through the flange 17, and the other end is shown in FIG. As shown, tubular beam member
The auxiliary air passage 19 inside the tubular beam member 15 communicates with the substantially central portion of the member 15.

Now, in the above-mentioned structure, the second branch portion 8 located in the central portion between the banks is integrally connected to all the cylinders and has extremely high rigidity. Since the collectors 5 and 6 are supported by the second branch portion 8 via the first branch portion 7, the collector 5 is mainly supported by the joint portion between the first branch portion 7 and the second branch portion 8. , 6 tend to vibrate up and down, but the length from this joint to each collector 5, 6 is relatively short, so the support rigidity is improved and the load applied to the joint is reduced.

Further, the collectors 5 and 6 are supported from the side surface by the first branch portion 7 and, at the same time, are supported by the tubular beam member 15 on the upper wall portion thereof. Vibration in the vertical direction due to is significantly reduced. In particular, since the tubular beam member 15 is formed of a steel tube having high rigidity, the collectors 5 and 6 can be firmly supported from above, and the weight increase can be suppressed to the minimum.

Therefore, at the connecting portion between the first branch portion 7 and the second branch portion 8 or at the connecting portion between the second branch portion 8 and the cylinder heads 2 and 3, each branch portion may be damaged or a sealing failure may occur. There is no. Also the throttle chamber
Since the vibration applied to 11 is reduced, malfunctions such as sticking of the throttle valve can be prevented.

Further, according to the above configuration, since the tubular beam member 15 connecting the collectors 5 and 6 is used as the auxiliary air passage 19, external piping can be reduced and the number of parts can be reduced. Here, since the connector portion 22 into which a relatively large amount of auxiliary air from the second auxiliary air control valve (not shown) is introduced is connected to the central portion of the tubular beam member 15, the auxiliary air is supplied to both collectors 5, 5. It is evenly distributed to 6 and can prevent deviation of the amount of auxiliary air. Further, the auxiliary air for idle speed feedback control is supplied from the first auxiliary air control valve 14 to the auxiliary air passage portion.
13 and the first auxiliary air tube 23, and is guided to the substantially central portion of the auxiliary air passage 19, from which both collectors 5, 5,
Evenly distributed to 6. Here, the first auxiliary air control valve 14
Since the auxiliary air from the auxiliary air and the auxiliary air from the second auxiliary air control valve do not join on the upstream side of the auxiliary air passage 19, they do not interfere with each other and the control accuracy does not deteriorate.
As described above, since the amount of auxiliary air flowing in from the connector portion 22 is larger than the amount of auxiliary air flowing in through the first auxiliary air tube 23, the connector portion 22 is connected to the tubular beam member.
It is located at the center of 15, and the end of the first auxiliary air tube 23 is connected to a position relatively close thereto.

Next, FIG. 5 shows a different embodiment of the present invention.
In this embodiment, the left and right collectors 5, 6 are cast as separate members, and each collector 5, 6 has three first
The branch portion 7 is integrally cast. The second branch portion 8 is curved in a substantially U shape, and the intake air is guided from the collectors 5 and 6 to the cylinders of the banks located therebelow.

The second branch portion 8 has a connection port 8b at the upper end of 3
Although they are arranged in two rows one by one, they are cast in a state where they are integrally connected to all the cylinders in the lower part.

In this embodiment, the tubular beam member 15 is made of an aluminum alloy and is cast in the same manner as the other collectors 5 and 6, and has a relatively large substantially rectangular cross-sectional shape. Both ends of the tubular beam member 15 are bolted to the upper wall portions of the ends of the collectors 5 and 6, respectively, so that the collectors 5 and 6 are connected to each other.

According to the above configuration, it is possible to secure a sufficiently large area for the joint between the tubular beam member 15 and both collectors 5 and 6, and it is possible to sufficiently reduce the rigidity due to the use of both collectors 5 and 6 as separate members. Can be supplemented. Further, by making the tubular beam member 15 made of the same aluminum alloy as the collectors 5, 6 and the like, it is possible to prevent the occurrence of distortion due to a difference in thermal expansion, which may cause loosening of the joint between the two and poor gasket sealing or the like. Absent.

EFFECTS OF THE INVENTION As is apparent from the above description, in the intake device for the V-type engine according to the present invention, the length from the tip of the first branch portion to the collector is relatively short, and the length of the first branch portion is increased accordingly. The support rigidity of the supported collector is improved. Moreover, since the collector is supported by the first branch portion from the side surface and at the same time is supported from above by the tubular beam member, the vibration of the collector is significantly reduced. Therefore, the joint portion between the first branch portion and the second branch portion or the second branch portion
The burden on the joint between the branch portion and the cylinder head is reduced, and damage to each branch portion and defective sealing can be prevented. Further, the vibration received by the throttle chamber is reduced, and the malfunction of the throttle valve can be prevented.

Furthermore, since the tubular beam member is used as an auxiliary air passage, external piping can be omitted, and the number of parts can be reduced.

[Brief description of drawings]

1 is a sectional view showing an embodiment of the present invention, FIG. 2 is a plan view thereof, FIG. 3 is a sectional view taken along line III-III of FIG. 2, and FIG. 4 is IV of FIG. -IV is a sectional view taken along line IV, FIG. 5 is an exploded perspective view showing another embodiment of the present invention, and FIG. 6 is a sectional view showing an example of a conventional intake device. 5,6 …… Collector, 7 …… First branch, 8 …… Second
Branch, 12 ... Rib, 15 ... Tubular beam member, 19 ... Auxiliary air passage.

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI technical display location F02D 33/00 318 J

Claims (1)

[Scope of utility model registration request] 1. A pair of collectors disposed above each cylinder head of a V-type engine, and a first collector formed integrally with the collectors and extending from a side surface of the collector to a substantially central portion between the banks. A branch portion, a second branch portion, one end of which is connected to the tip of the first branch portion, the other end of which is connected to each intake port of the cylinder head, and which is integrally connected to all cylinders; An intake device for a V-type engine, comprising: a tubular beam member having both ends fixed to an upper wall portion to connect both collectors and having an auxiliary air passage formed therein.