JPH0730331U

JPH0730331U - Engine intake structure

Info

Publication number: JPH0730331U
Application number: JP6519493U
Authority: JP
Inventors: 真次清家; 信晶杉野; 妙子杉本
Original assignee: Mazda Motor Corp
Current assignee: Mazda Motor Corp
Priority date: 1993-11-11
Filing date: 1993-11-11
Publication date: 1995-06-06

Abstract

(57)【要約】【目的】Ｖ型エンジンの吸気構造において、極力コン
パクトにまとめつつ慣性過給を行えるようにする。【構成】Ｖバンク２、３の上方に第１、第２集合部
６、７を配設し、その第１、第２集合部６、７と各バン
ク２、３の気筒とを第１、第２独立吸気通路１４ａ〜１
４ｆを介して連通する一方、上記第１集合部６の略直下
方側に第３集合部１６を配設し、その第３集合部１６と
上記第１、第２独立吸気通路１４ａ〜１４ｆの通路途中
とを接続通路１７ａ〜１７ｆを介して連通し、その接続
通路１７ａ〜１７ｆに同調回転数切換用切換弁１９を配
設する。 (57) [Summary] [Purpose] In the intake structure of a V-type engine, it is possible to perform inertia supercharging while keeping it as compact as possible. [Structure] First and second collecting units 6 and 7 are arranged above the V banks 2 and 3, and the first and second collecting units 6 and 7 and the cylinders of the banks 2 and 3 are first and second, respectively. Second independent intake passages 14a-1
The third collecting portion 16 is arranged substantially directly below the first collecting portion 6 while communicating with the third collecting portion 16 and the first and second independent intake passages 14a to 14f. The midway of the passage is communicated with each other through the connection passages 17a to 17f, and the switching valve 19 for switching the tuning speed is arranged in the connection passages 17a to 17f.

Description

[Detailed description of the device]

【０００１】[0001]

[Industrial applications]

本考案は、エンジンの吸気構造に関するものである。 The present invention relates to an intake structure for an engine.

【０００２】[0002]

[Prior art]

エンジンの吸気構造には、特開平３−２０２６２４号公報に示すように、Ｖ型エンジンにおいて、吸気通路構成要素としての第１、第２集合部を設け、該第１集合部を一方のバンクにおける気筒群に対して第１独立吸気通路群を介して連通し、前記第２集合部を他方のバンクにおける気筒群に対して第２独立吸気通路群を介して連通したものがある。そして、このものにおいては、上記第１集合部と上記第２集合部との間に連通路が設けられ、その連通路に、共鳴過給が得られる同調回転数を変更するため、切換弁が設けられており、これにより、エンジン回転数に応じて最も高いトルクが得られることになっている。一方、上記共鳴過給の他に、動的過給として、慣性過給が一般的に行われている。したがって、慣性過給機能を上記吸気構造に付加できれば、より好ましいものとなる。 As shown in Japanese Patent Laid-Open No. 3-202624, the intake structure of the engine is provided with first and second collecting portions as constituent elements of the intake passage in the V-type engine, and the first collecting portion is provided in one bank. Some cylinders communicate with each other through a first independent intake passage group, and the second collecting portion communicates with a cylinder group in the other bank through a second independent intake passage group. Further, in this structure, a communication passage is provided between the first collecting portion and the second collecting portion, and a switching valve is provided in the communication passage to change the tuning speed at which resonance supercharging is obtained. It is provided so that the highest torque can be obtained according to the engine speed. On the other hand, in addition to the above resonance supercharging, inertia supercharging is generally performed as dynamic supercharging. Therefore, it would be more preferable if the inertial supercharging function could be added to the intake structure.

【０００３】[0003]

[Problems to be solved by the device]

しかし、単に、前述の吸気構造に慣性過給機能を付加するだけでは、慣性過給に係る構造が増えることになり、吸気構造全体が大型化せざるを得ない。 However, simply adding the inertial supercharging function to the above-mentioned intake structure will increase the structure related to inertial supercharging, and the intake structure as a whole must be upsized.

【０００４】本考案は上記実情に鑑みてなされたもので、その目的は、Ｖ型エンジンの吸気構造において、極力コンパクトにまとめつつ、慣性過給を行うことができるようにすることにある。The present invention has been made in view of the above circumstances, and an object thereof is to make it possible to perform inertia supercharging in an intake structure of a V-type engine while making it as compact as possible.

【０００５】[0005]

[Means and actions for solving the problems]

上記目的を達成するために本考案（請求項１の考案）にあっては、Ｖ型エンジンのＶバンク上方に、吸気通路構成要素としての第１、第２集合部が配設され、該第１集合部が一方のバンクにおける気筒群に対して第１独立吸気通路群を介して連通され、前記第２集合部が他方のバンクにおける気筒群に対して第２独立吸気通路群を介して連通されているエンジンの吸気構造において、前記第１集合部の略直下方側に第３集合部が配設され、前記第３集合部は、前記Ｖバンクにおける気筒群に対して独立通路を介してそれぞれ連通され、前記各独立通路には、所定エンジン回転数以上で開成される同調回転数切換用切換弁が配設されている、構成としてある。上述の構成により、第１、第２集合部、第１、第２独立吸気通路、及び切換弁を用いて、エンジン回転数に応じて慣性過給が行われるが、この場合、第１集合部の略直下方側に第３集合部を配設することによって、自ずと、独立吸気通路が第１、第２独立吸気通路よりも短くなり、該第１、第２独立吸気通路と、該第１、第２独立吸気通路の管長よりも短い独立通路とは、Ｖバンク中央空間を利用して効果的に配設されることになる。このため、極力コンパクトにまとめつつ、慣性過給を行うことができるエンジンの吸気構造を提供できることになる。 In order to achieve the above object, according to the present invention (the invention of claim 1), first and second collecting portions as intake passage constituent elements are provided above a V bank of a V type engine. The first collecting portion communicates with the cylinder group in one bank through the first independent intake passage group, and the second collecting portion communicates with the cylinder group in the other bank through the second independent intake passage group. In the intake structure of the engine, a third collecting portion is arranged substantially directly below the first collecting portion, and the third collecting portion is connected to the cylinder group in the V bank via an independent passage. Each of the independent passages is communicated with each other, and a tuning speed switching valve that is opened at a predetermined engine speed or higher is provided in each of the independent passages. With the configuration described above, inertia supercharging is performed according to the engine speed using the first and second collecting portions, the first and second independent intake passages, and the switching valve. In this case, the first collecting portion is used. By disposing the third collecting portion substantially immediately below the first intake passage, the independent intake passage is naturally shorter than the first and second independent intake passages, and the first and second independent intake passages and the first independent intake passage are provided. , The independent passage shorter than the pipe length of the second independent intake passage is effectively arranged by utilizing the central space of the V bank. Therefore, it is possible to provide an intake structure for an engine that can perform inertial supercharging while making it as compact as possible.

【０００６】また、前述の目的を達成するために請求項２の考案にあっては、請求項１において、前記第１、第２集合部が、該第１集合部が該第２集合部よりも低く傾斜配置され、前記第１集合部と前記第３集合部とが通路を介して連通されている、構成としてある。上述の構成により、前記請求項１の考案と同様の作用を生じる他に、第１、第２集合部に水が進入しても、第２集合部の水は、第１集合部、又は第２独立吸気通路を介して燃焼室に流れ、第１集合部の水は、通路、第３集合部、独立通路を経て燃焼室に流れる。このため、簡単な構成をもって、第１、第２集合部の水抜きを行うことができることになり、該第１、第２集合部に水が溜ることを防止できることになる。Further, in order to achieve the above-mentioned object, in the invention of claim 2, in claim 1, the first and second collecting parts are arranged such that the first collecting part is more than the second collecting part. Also, the first collecting portion and the third collecting portion are arranged so as to be inclined at a low level and communicate with each other through a passage. With the above configuration, in addition to the same effect as that of the invention of claim 1, even when water enters the first and second collecting portions, the water in the second collecting portion remains in the first collecting portion or the first collecting portion. 2 Flows into the combustion chamber through the independent intake passage, and the water in the first collecting portion flows into the combustion chamber through the passage, the third collecting portion, and the independent passage. Therefore, it is possible to drain water from the first and second collecting portions with a simple structure, and it is possible to prevent water from being accumulated in the first and second collecting portions.

【０００７】[0007]

【Example】

以下、本考案の実施例を図面に基づいて説明する。図１、図２において、１はＶ型エンジンで、該Ｖ型エンジン１は、既知の如く、左右バンク２、３を有しており、その左右バンク２、３間にはＶバンク中央空間４が形成されている。このＶ型エンジン１は、本実施例においては、Ｖ型６気筒エンジンとされ、左右の各バンク２、３には３つの気筒（図示略）がそれぞれ設けられている。そして、右バンク３における各気筒には吸気ポ−ト５ａ〜５ｃが連なり、その各吸気ポ−ト５ａ〜５ｃはＶバンク中央空間４にそれぞれ開口しており、左バンク２における各気筒には吸気ポ−ト５ｄ〜５ｆが連なり、その各吸気ポ−ト５ｄ〜５ｆもＶバンク中央空間４にそれぞれ開口している。 Embodiments of the present invention will be described below with reference to the drawings. In FIGS. 1 and 2, reference numeral 1 denotes a V-type engine, and the V-type engine 1 has left and right banks 2 and 3 as is known, and a space between the left and right banks 2 and 3 is a V bank central space. 4 are formed. In the present embodiment, the V-type engine 1 is a V-type 6 cylinder engine, and each of the left and right banks 2 and 3 is provided with three cylinders (not shown). The intake ports 5a to 5c are connected to the cylinders in the right bank 3, and the intake ports 5a to 5c open in the V-bank central space 4 respectively. The intake ports 5d to 5f are connected to each other, and the intake ports 5d to 5f are also opened to the V bank central space 4.

【０００８】前記左右バンク２、３の上方には、図１、図２に示すように、第１、第２集合部６、７が配設されている。第１集合部６は左バンク２の上方において該左バンク２の延び方向に延び、第２集合部７は右バンク３の上方において該右バンク３の延び方向に延びており、該第１集合部６は、図１、図４、図５に示すように、該第２集合部７よりも低くなるように傾斜配置されている（傾斜は傾斜角度θをもって示す）。この第１、第２集合部６、７の各一端部は、スロットルバルブボディ８を介して、吸気を供給する共通吸気通路９に連なると共に、該スロットルバルブボディ８の下流側において、該各一端部同士が接続されて、第１連通路１０（矢印をもって示す）を構成している。一方、第１、第２集合部６、７の各他端部は第２連通路１１を介して接続されており、その第２連通路１１には切換弁１２が配設されており、その切換弁１２は駆動アクチュエ−タ１３により駆動されることになっている。Above the left and right banks 2 and 3, as shown in FIGS. 1 and 2, first and second collecting sections 6 and 7 are arranged. The first collecting portion 6 extends above the left bank 2 in the extending direction of the left bank 2, and the second collecting portion 7 extends above the right bank 3 in the extending direction of the right bank 3. As shown in FIGS. 1, 4, and 5, the collecting portion 6 is arranged so as to be lower than the second collecting portion 7 (inclination is shown with a tilt angle θ). One end of each of the first and second collecting portions 6 and 7 is connected to a common intake passage 9 for supplying intake air through a throttle valve body 8 and is provided on the downstream side of the throttle valve body 8. The first ends are connected to each other to form a first communication passage 10 (shown by an arrow). On the other hand, the other ends of the first and second collecting portions 6 and 7 are connected to each other via a second communication passage 11, and a switching valve 12 is arranged in the second communication passage 11, The switching valve 12 is to be driven by a drive actuator 13.

【０００９】前記Ｖバンク中央空間４には、図２、図４、図５に示すように、第１独立吸気通路群を構成する３本の第１独立吸気通路１４ａ〜１４ｃと、第２独立吸気通路群を構成する３本の第２独立吸気通路１４ｄ〜１４ｆとが互い違いに配設されている。各第１独立吸気通路１４ａ〜１４ｃは前記各吸気ポ−ト５ａ〜５ｃを前記第１集合部に連通させており、各第２独立吸気通路１４ｄ〜１４ｆは前記各吸気ポ−ト５ｄ〜５ｆを前記第２集合部７に連通させている。As shown in FIGS. 2, 4 and 5, the V-bank central space 4 includes three first independent intake passages 14 a to 14 c forming a first independent intake passage group and a second independent intake passage. The three second independent intake passages 14d to 14f forming the intake passage group are arranged alternately. Each of the first independent intake passages 14a to 14c communicates each of the intake ports 5a to 5c with the first collecting portion, and each of the second independent intake passages 14d to 14f includes each of the intake ports 5d to 5f. Are communicated with the second collecting portion 7.

【００１０】前記第１集合部６の略直下方側には、図２〜図４に示すように、第３集合部１６が配設されている。この第３集合部１６は、左バンク２と第１集合部６との間において、該左バンク２の延び方向に延び、その延び長さは、第１集合部６の延び長さとほぼ同じとされており、該第３集合部１６には、上下方向に延びる通路２２を介して前記第１集合部６が接続されている。この第３集合部１６と前記第１、第２独立吸気通路１４ａ〜１４ｆとの間には、接続通路１７ａ〜１７ｆが配設されている。この接続通路１７ａ〜１７ｆは、第１、第２独立吸気通路１４ａ〜１４ｆの各通路途中にそれぞれ接続されており、これにより、この各接続通路１７ａ〜１７ｆと、該各接続通路１７ａ〜１７ｆの接続個所から各吸気ポ−ト５ａ〜５ｆまでの第１、第２独立吸気通路１４ａ〜１４ｆ部分とが、該各第１、第２独立吸気通路１４ａ〜１４よりも短い独立通路１８（矢印をもって示す）を、各吸気ポ−ト５ａ〜５ｆと第３集合部１６との間毎に構成することになっている。As shown in FIGS. 2 to 4, a third gathering portion 16 is arranged substantially directly below the first gathering portion 6. The third collecting portion 16 extends in the extending direction of the left bank 2 between the left bank 2 and the first collecting portion 6, and the extension length thereof is substantially the same as the extending length of the first collecting portion 6. The first collecting portion 6 is connected to the third collecting portion 16 via a passage 22 extending in the vertical direction. Connection passages 17a to 17f are arranged between the third collecting portion 16 and the first and second independent intake passages 14a to 14f. The connection passages 17a to 17f are respectively connected to the respective intermediate passages of the first and second independent intake passages 14a to 14f, whereby the connection passages 17a to 17f and the connection passages 17a to 17f are connected. The first and second independent intake passages 14a to 14f from the connection point to the respective intake ports 5a to 5f are shorter than the respective first and second independent intake passages 14a to 14 (with arrows). (Shown) is to be configured between each of the intake ports 5a to 5f and the third collecting portion 16.

【００１１】前記各接続通路１７ａ〜１７ｆには、図２、図４、図５に示すように、切換弁１９がそれぞれ配設されている。この各切換弁１９は、駆動アクチュエ−タ２０により開閉動が制御され、第３集合部１６と各吸気ポ−ト５ａ〜５ｆとを連通、遮断させることになっている。A switching valve 19 is disposed in each of the connection passages 17a to 17f, as shown in FIGS. 2, 4, and 5. The opening / closing movement of each switching valve 19 is controlled by a drive actuator 20, and the third collecting portion 16 and each of the intake ports 5a to 5f are made to communicate with each other and shut off.

【００１２】図６には、前記切換弁１２と１９との組合せに応じたエンジントルクとエンジン回転数との関係を示してある。具体的に説明すると、両切換弁１２、１９が閉じられているときには、第１連通路１０を共鳴通路として、共鳴過給の同調回転数が最も低くなってトルク曲線がＴ１のようになる。切換弁１９が閉じられかつ切換弁１２が開かれたときは、共鳴過給の同調回転数が高くなってトルク曲線がＴ２のようになり、また、この切換弁１２、１９の状態においては、第１、第２独立吸気通路１４ａ〜１４ｆを慣性通路として、トルク曲線がＴ３のようになる。両吸気弁１２、１９が開かれたときは、慣性過給の同調回転数が高くなり、トルク曲線がＴ４のようになる。FIG. 6 shows the relationship between the engine torque and the engine speed depending on the combination of the switching valves 12 and 19. More specifically, when the switching valves 12 and 19 are closed, the resonance speed of the resonance supercharging becomes the lowest and the torque curve becomes T1 with the first communication passage 10 as the resonance passage. When the switching valve 19 is closed and the switching valve 12 is opened, the resonance supercharging tuning speed becomes high and the torque curve becomes T2. Further, in the states of the switching valves 12 and 19, The torque curve becomes T3 using the first and second independent intake passages 14a to 14f as the inertia passages. When both intake valves 12 and 19 are opened, the synchronous rotational speed of inertia supercharging becomes high and the torque curve becomes T4.

【００１３】図２中、符号Ｕはマイクロコンピュ−タを利用して構成された制御ユニットである。この制御ユニットＵは、回転数センサ２１からの信号が入力される一方、前記駆動アクチュエ−タ１３、２０に対して制御信号が出力されることになっており、これにより、図に示すトルク曲線Ｔ１〜Ｔ４のうち、エンジン回転数に応じて最も高いトルクが得られるように切換弁１２、１９が制御される。In FIG. 2, reference numeral U is a control unit configured using a microcomputer. The control unit U is designed to output the control signal to the drive actuators 13 and 20 while receiving the signal from the rotation speed sensor 21. As a result, the torque curve shown in FIG. Of T1 to T4, the switching valves 12 and 19 are controlled so that the highest torque is obtained according to the engine speed.

【００１４】以上のようなエンジンの吸気構造においては、上述のように、第１、第２集合部６、７、第１、第２連通路１０、１１等を利用して、共鳴過給が行われるだけでなく、容積室を構成する第１、第２集合室６、７、第１、第２独立吸気通路１４ａ〜１４ｆ、独立通路１８等を利用して慣性過給が行われるが、この際、第１集合部６の略直下方側に第３集合部１６を配設することから、独立通路１８は第１、第２独立吸気通路１４ａ〜１４ｆに対して自ずと短くなり、第１、第２独立吸気通路１４ａ〜１４ｆと、独立通路１８とは、Ｖバンク中央空間４内に効果的に配設される。特に、本実施例においては、第１、第２独立吸気通路１４ａ〜１４ｆの途中に接続通路１７ａ〜１７ｆを接続して、独立通路１８を構成するために、該第１、第２独立吸気通路１４ａ〜１４ｆの一部を利用することになり、よりコンパクトにまとめることができることになる。In the intake structure of the engine as described above, as described above, the resonance supercharging is performed by using the first and second collecting portions 6, 7, the first and second communication passages 10, 11. In addition to this, inertial supercharging is performed using the first and second collecting chambers 6, 7, which form the volume chamber, the first and second independent intake passages 14a to 14f, the independent passage 18, and the like. At this time, since the third collecting portion 16 is arranged substantially directly below the first collecting portion 6, the independent passage 18 is naturally shortened with respect to the first and second independent intake passages 14a to 14f. The first and second independent intake passages 14a to 14f and the independent passage 18 are effectively arranged in the V bank central space 4. In particular, in this embodiment, the connection passages 17a to 17f are connected in the middle of the first and second independent intake passages 14a to 14f to form the independent passage 18, so that the first and second independent intake passages are formed. Since a part of 14a to 14f is used, it can be more compactly integrated.

【００１５】また、第１、第２集合部６、７に水が進入する虞れがあるが、第２集合部７の水は、第１、第２集合部６、７が傾斜配置されていることから、第１、第２連通路１０、１１を介して第１集合部６に流れると共に第２独立吸気通路１４ｄ〜１４ｆを介して燃焼室（図示略）に流れ、第１集合部６の水は、通路２２、第３集合部１６、独立通路１８を経て燃焼室に流れる。これにより、第１、第２集合部６、７には水が溜る虞れはなくなることになる。Water may enter the first and second collecting portions 6 and 7, but the water in the second collecting portion 7 is formed by sloping the first and second collecting portions 6 and 7. Therefore, it flows to the first collecting portion 6 via the first and second communication passages 10 and 11, and also flows to the combustion chamber (not shown) via the second independent intake passages 14d to 14f, and the first collecting portion. The water of No. 6 flows into the combustion chamber through the passage 22, the third collecting portion 16, and the independent passage 18. As a result, there is no possibility that water will accumulate in the first and second collecting portions 6 and 7.

【００１６】[0016]

[Effect of device]

以上述べたように、請求項１、２の考案にあっては、コンパクトにまとめつつ、慣性過給を行うことができるエンジンの吸気構造を提供できる。請求項２の考案にあっては、簡単な構成をもって、第１、第２集合部の水抜きを行うことができる As described above, according to the inventions of claims 1 and 2, it is possible to provide an intake structure for an engine that can perform inertia supercharging while being compact. According to the second aspect of the invention, the water can be drained from the first and second collecting portions with a simple structure.

【図面の簡単な説明】[Brief description of drawings]

【図１】実施例に係るＶ型エンジンを示す正面図。FIG. 1 is a front view showing a V-type engine according to an embodiment.

【図２】図１の拡大平面図。FIG. 2 is an enlarged plan view of FIG.

【図３】図１の右側面図。FIG. 3 is a right side view of FIG.

【図４】図２のＡ−Ａ線断面図FIG. 4 is a sectional view taken along the line AA of FIG.

【図５】図２のＢ−Ｂ線断面図5 is a sectional view taken along line BB of FIG.

【図６】切換弁の開閉態様とトルク曲線の関係を示す
図。FIG. 6 is a diagram showing a relationship between an opening / closing mode of a switching valve and a torque curve.

[Explanation of symbols]

１Ｖ型エンジン２左バンク３右バンク６第１集合部７第２集合部１４ａ〜１４ｃ第１独立吸気通路１４ｄ〜１４ｆ第２独立吸気通路１６第３集合部１８独立通路１９切換弁２２通路 1 V-type engine 2 Left bank 3 Right bank 6 1st collecting part 7 2nd collecting part 14a-14c 1st independent intake passage 14d-14f 2nd independent intake passage 16 3rd collecting part 18 Independent passage 19 Switching valve 22 passage

Claims

[Scope of utility model registration request]

1. A first and a second collecting portion as an intake passage constituent element is arranged above a V bank of a V type engine, and the first collecting portion is a first independent cylinder group for one cylinder. In an intake structure for an engine, which is communicated via an intake passage group and in which the second collecting portion is communicated with a cylinder group in the other bank via a second independent intake passage group, A third collecting portion is disposed immediately below, and the third collecting portion communicates with the cylinder group in the V bank via independent passages, and each independent passage has a predetermined engine speed or more. An intake structure for an engine, characterized in that a switching valve for switching the synchronized rotation speed, which is opened in, is provided.

2. The first and second collecting sections according to claim 1, wherein the first collecting section is arranged so as to be inclined lower than the second collecting section, and the first collecting section and the third collecting section are provided. The air intake structure of the engine is characterized by being communicated via a passage.