JPS60198323A - Intake device for v-type engine - Google Patents

Intake device for v-type engine

Info

Publication number
JPS60198323A
JPS60198323A JP59055118A JP5511884A JPS60198323A JP S60198323 A JPS60198323 A JP S60198323A JP 59055118 A JP59055118 A JP 59055118A JP 5511884 A JP5511884 A JP 5511884A JP S60198323 A JPS60198323 A JP S60198323A
Authority
JP
Japan
Prior art keywords
surge tank
intake
section
banks
intake pipe
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP59055118A
Other languages
Japanese (ja)
Other versions
JPH041168B2 (en
Inventor
Koji Asaumi
皓二 浅海
Koichi Hatamura
耕一 畑村
Tetsuo Hiraoka
哲男 平岡
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP59055118A priority Critical patent/JPS60198323A/en
Priority to KR1019850001416A priority patent/KR890000753B1/en
Priority to US06/712,132 priority patent/US4649871A/en
Priority to EP85103261A priority patent/EP0155685B2/en
Priority to DE8585103261T priority patent/DE3561345D1/en
Publication of JPS60198323A publication Critical patent/JPS60198323A/en
Publication of JPH041168B2 publication Critical patent/JPH041168B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
    • F02M35/10131—Ducts situated in more than one plane; Ducts of one plane crossing ducts of another plane
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/005—Oscillating pipes with charging achieved by arrangement, dimensions or shapes of intakes pipes or chambers; Ram air pipes
    • F02B27/006—Oscillating pipes with charging achieved by arrangement, dimensions or shapes of intakes pipes or chambers; Ram air pipes of intake runners
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10045—Multiple plenum chambers; Plenum chambers having inner separation walls
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10052—Plenum chambers special shapes or arrangements of plenum chambers; Constructional details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10072—Intake runners
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
    • F02M35/10111—Substantially V-, C- or U-shaped ducts in direction of the flow path
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10183—Engines having intake ducts fed from a separate carburettor or injector, the idling system being considered as a separate carburettor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/116—Intake manifolds for engines with cylinders in V-arrangement or arranged oppositely relative to the main shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1824—Number of cylinders six
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/20—SOHC [Single overhead camshaft]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Characterised By The Charging Evacuation (AREA)

Abstract

PURPOSE:To improve the inertia supercharge effect and to make compact by crossing a pair of intake tubes coupled to the opposite banks at the underside of surge tank than coupling the cross section with the surge tank at U-shaped section and inclining U-shaped section. CONSTITUTION:A surge tank 6 is arranged at the upper portion between the opposite banks 1A, 1B in a path 5 for feeding the intake air to each cylinder 4a, 4b. In each intake tube 8A, 8B, for coupling between the surge tank 6 and each intake port 7a, 7b, the cross section 9a in the downstream of the intake tube 8A having the downstream end coupled to the intake port 7a is crossed with the cross section 9b in the downstream of the intake tube 8B having the downstream end coupled to the intake port 7b. U-shaped sections 10a, 10b are formed in the upstream of each cross section 9a, 9b to couple the upstream ends to the left and right side sections of the surge tank 6. Here, each U-shaped section 10a, 10b is formed while inclining back and fro or in the direction of the output shaft of engine.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、Ｖ型エンジンの吸気装置に関し、特に、サー
ジタンクから両側のバンクに対する吸気管の接続構造に
関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an intake system for a V-type engine, and more particularly to a connection structure of an intake pipe from a surge tank to banks on both sides.

（従来技術） 従来より、両側にバンクを備えたＶ型エンジンにおいて
は、実開昭５８−１５４８６０号に見られるように、両
側のバンクの中央部にスペースがあり、各バンクの気筒
にそれぞれ接続した吸気管を一旦この部分で集合させて
吸気通路を構成するようにしている。(Prior art) Conventionally, in a V-type engine with banks on both sides, there is a space in the center of both banks, which is connected to the cylinders of each bank, as shown in Utility Model Application No. 58-154860. The intake pipes are assembled at this part to form an intake passage.

しかるに、上記のように両側のバンクの中央部に集合部
（サージタンク〉を配設した場合に、このサージタンク
下流の吸気管の長さを十分に取ることができない問題を
有する。すなわち、中央部に配設したサージタンクから
両バンクの内側の吸気ボートまでの距離は短く、これを
長くするためにはサージタンクの設置位置を高くしなけ
ればならず、エンジンの全高が大きくなる。また、サー
ジタンク下流の吸気管長が短いと、中・低速域で大きな
慣性過給効果を得るように設定することはできず、実用
上のエンジンとして汎用性に欠けるものである。However, when the collecting section (surge tank) is arranged at the center of both banks as described above, there is a problem that the intake pipe downstream of the surge tank cannot be sufficiently long. The distance from the surge tank located at the front of the engine to the intake boat on the inside of both banks is short, and in order to lengthen this distance, the surge tank must be installed higher, which increases the overall height of the engine. If the length of the intake pipe downstream of the surge tank is short, it cannot be set to obtain a large inertial supercharging effect in the medium and low speed ranges, and the engine lacks versatility in practical use.

しかして、サージタンクから両側のバンクに至る吸気管
を曲折して形成することによってその長さを長くしよう
とした場合に、吸気管の曲折部での曲率半径が小さいと
、この部分での吸気抵抗が大きくなって慣性過給効果の
向上が相殺される恐れがある。However, when attempting to lengthen the intake pipe from the surge tank to the banks on both sides by bending it, if the radius of curvature at the bent part of the intake pipe is small, the intake pipe at this part There is a risk that the resistance will increase and the improvement in the inertial supercharging effect will be offset.

（発明の目的） 本発明は上記事情に鑑み、エンジン全高を大きくするこ
となくサージタンク下流の吸気管の長さを大きな曲率半
径を確保しつつ十分に長くして、慣性過給効果による出
ツノ向上が良好に得られるようにしたＶ型エンジンの吸
気装置を提供することを目的とするものである。(Object of the Invention) In view of the above circumstances, the present invention has been developed by making the length of the intake pipe downstream of the surge tank sufficiently long while ensuring a large radius of curvature without increasing the overall height of the engine. It is an object of the present invention to provide an intake system for a V-type engine that can satisfactorily achieve improvements.

（発明の構成） 本発明の吸気装置は、Ｖ型エンジンの両側のバンクの略
中央部にサージタンクを配設し、このサージタンクから
両側のバンクに接続する吸気管を、サージタンクの下側
で互いに交差する交差部と、この交差部の上流端からＵ
字状に曲折してサージタンクの側部にそれぞれ連結リ−
るＵ字部とにより構成するとともに、上記Ｕ字部を出力
軸方向に傾斜して形成したことを特徴とするものである
。(Structure of the Invention) In the intake system of the present invention, a surge tank is disposed approximately in the center of both banks of a V-type engine, and an intake pipe connecting the surge tank to both banks is connected to the bottom of the surge tank. from the upstream end of this intersection to U
Bend it in the shape of a letter and connect it to the side of the surge tank.
This is characterized in that the U-shaped portion is formed to be inclined in the direction of the output shaft.

（発明の効果） 本発明によれば、サージタンクの下側で一方のバンクに
接続した吸気管と他方のバンクに接続した吸気管とを交
差させるとともに、この交差部とサージタンクをＵ字部
によって接続したことにより、サージタンク下流の吸気
管の長さをサージタンクの位置を＾くすることなく長く
することができ、特に、Ｕ字部を出力軸方向に傾斜して
設けて大きな曲率半径で長い吸気管とすることによりさ
らに低く設けることができ、同じ高さのものでも十分な
容積のサージタンクを確保りることができ、両側のバン
ク間のスペースを有効に活用して、長い吸気管長による
慣性過給効果の大ぎいコンパクトなＶ型エンジンを得る
ことができる。(Effects of the Invention) According to the present invention, the intake pipe connected to one bank and the intake pipe connected to the other bank are made to intersect below the surge tank, and this intersection and the surge tank are connected to a U-shaped part. By connecting it with a By making the intake pipe long, it can be installed even lower, and even with the same height, a surge tank with sufficient volume can be secured. A compact V-type engine with a large inertia supercharging effect due to the pipe length can be obtained.

（実施例） 以下、図面により本発明の詳細な説明する。(Example) Hereinafter, the present invention will be explained in detail with reference to the drawings.

第１図はＶ型エンジンを一部断面にして示す全体正面図
、第２図はその吸気装置の断面正面図、第３図は吸気装
置の平面図、第４図は第３図の左側面図である。Figure 1 is an overall front view showing a V-type engine with a partial section, Figure 2 is a cross-sectional front view of its intake system, Figure 3 is a plan view of the intake system, and Figure 4 is the left side of Figure 3. It is a diagram.

６気筒Ｖ型エンジン１はシリンダブロック２上に第１の
シリンダヘッド３ａおよび第２のシリンダヘッド３ｂが
傾斜配設されて、互いに角度をもってそれぞれ気筒４ａ
、４ｂを有する第１のバンク１Ａと第２のバンク１Ｂと
が形成されてなる。A six-cylinder V-type engine 1 has a first cylinder head 3a and a second cylinder head 3b arranged at an angle on a cylinder block 2, and each cylinder 4a is arranged at an angle to the other.
, 4b, a first bank 1A and a second bank 1B are formed.

上記両側の第１および第２のバンクＩＡ、ＩＢの合気ｆ
４４ａ、４ｂに吸気を供給する吸気通路５は、両側のバ
ンク１Ａ、１Ｂの間の上部に配設されたり°−レジタン
ク６備えている。このサージタンク６と第１および第２
のバンクＩＡ、ＩＢの各吸気ボーｔ−７ａ、７ｂとを接
続する第１および第２の吸気管８−Ａ、８Ｂは、上記サ
ージタンク６の下側で、左側の第１バンク１Ａの吸気ポ
ート７ａに下流端が接続された第１の吸気管８Ａの下流
側部分の交差部９ａと、右側の第２バンク１Ｂの吸気ポ
ート７ｂに下流端が接続された第２の吸気管８Ｂの下流
側部分の交差部９ｂとが互いに交差し、上記交差部９ａ
、９ｂの上流側はそれぞれＵ字状に曲折し、第１の吸気
＠８　Ａの０字部１０ａの上流端はサージタンク６の右
側部に接続され、第２の吸気管８Ｂの０字部１０ｂの上
流端はサージタンク６の左側部に接続されて構成されて
いるものである。Aiki f of the first and second banks IA and IB on both sides above
An intake passage 5 for supplying intake air to the banks 1A and 44b is disposed in the upper part between the banks 1A and 1B on both sides, and is provided with a register tank 6. This surge tank 6 and the first and second
The first and second intake pipes 8-A and 8B connecting the intake boats t-7a and 7b of banks IA and IB are located below the surge tank 6, and are connected to the intake boats t-7a and 7b of banks IA and IB. An intersection 9a of the downstream portion of the first intake pipe 8A whose downstream end is connected to the port 7a, and a downstream end of the second intake pipe 8B whose downstream end is connected to the intake port 7b of the second bank 1B on the right side. The intersection portions 9b of the side portions intersect with each other, and the intersection portions 9a of the side portions intersect with each other.
, 9b are bent into a U-shape, and the upstream end of the 0-shaped part 10a of the first intake @8A is connected to the right side of the surge tank 6, and the 0-shaped part of the second intake pipe 8B The upstream end of the surge tank 10b is connected to the left side of the surge tank 6.

そして、上記（１字部１０ａ、１０ｂは第３図および第
４図に示すように、エンジンの出力軸方向すなわち前後
方向に傾斜して形成されている。つまり、両側のバンク
ＩＡ、ＩＢに対してサージタンク６は前方にずれて配設
され、これに対応して０字部１０ａ、１０ｂはサージタ
ンク６との接続位置から下方に湾曲すると共に後方に傾
斜し、交差部９ａ、９ｂに接続されるものである。As shown in FIGS. 3 and 4, the above-mentioned (1-shaped portions 10a and 10b are formed to be inclined in the direction of the output shaft of the engine, that is, in the longitudinal direction. In other words, with respect to banks IA and IB on both sides, Accordingly, the surge tank 6 is disposed shifted forward, and correspondingly, the 0-shaped portions 10a and 10b are curved downward from the connection position with the surge tank 6 and inclined backward, and connected to the intersection portions 9a and 9b. It is something that will be done.

上記各交差部９ａ、９ｂは各気筒４ａ、４ｂに対するも
のが連結して一体に形成されると共に、その上部はサー
ジタンク６の底部と連結されて両者が一体に設けられ、
しかも、交差部９ａ、９ｂ上流端の上部通路壁とサージ
タンク６の両側底部壁とが一体となって共用されている
。また、Ｕ字部’？Ｏａ、１０ｂも８気ｆ１４ａ、４ｂ
に対するものが一体に設けられ、サージタンク６および
交差部９ａ、、９ｂに対してそれぞれ連結される。Each of the above-mentioned intersection parts 9a, 9b is integrally formed by connecting those for each cylinder 4a, 4b, and the upper part thereof is connected to the bottom part of the surge tank 6, so that the two are integrally provided,
Furthermore, the upper passage walls at the upstream ends of the intersections 9a and 9b and the bottom walls on both sides of the surge tank 6 are integrally used. Also, the U-shaped part'? Oa, 10b are also 8ki f14a, 4b
are integrally provided and connected to the surge tank 6 and the intersections 9a, 9b, respectively.

また、上記サージタンク６の内部空間は、前後方向（エ
ンジンの″出力軸方向と平行方向）に延びる仕切壁１１
によって右左に独立した第１室６ａと第２室６ｂとに区
画形成されている。右側の第１室６ａには、右側面に開
口した連通口６Ｇを介して左側の第１バンク１Ａに接続
される第１吸気管８Ａが連通し、左側の第２室６ｂには
、左側面に開口した連通口６ｄを介して右側の第２バン
ク１Ｂに接続される第２吸気管８Ｂが連通し、このサー
ジタンク６の後端開口部には流入側の吸気管１２が接続
され、この流入側の吸気管１２内にも上記仕切壁１１に
連続する隔壁延長部１２Ｇが設けられ、サージタンク６
の第１および第２室６ａ。The internal space of the surge tank 6 is defined by a partition wall 11 extending in the front-rear direction (parallel to the output shaft direction of the engine).
It is divided into a first chamber 6a and a second chamber 6b which are independent on the right and left. A first intake pipe 8A connected to the first bank 1A on the left side communicates with the first chamber 6a on the right side via a communication port 6G opened on the right side, and the second chamber 6b on the left side communicates with the first intake pipe 8A connected to the first bank 1A on the left side through a communication port 6G opened on the right side. A second intake pipe 8B connected to the second bank 1B on the right side communicates with the second bank 1B through a communication port 6d opened at A partition wall extension 12G continuous to the partition wall 11 is also provided in the intake pipe 12 on the inflow side, and the surge tank 6
the first and second chambers 6a.

６ｂに連続する独立通路１２ａ、１２ｂにそれぞれ較り
弁１３ａ、１３ｂが配設されている。この両絞り弁１３
ａ、１３ｂは同じ角度で開閉するよう同期作動される。Comparison valves 13a and 13b are provided in independent passages 12a and 12b that are continuous with 6b, respectively. This double throttle valve 13
a and 13b are synchronously operated to open and close at the same angle.

前記サージタンク６下流の吸気管８Ａ、８Ｂの交差部９
ａ、９ｂには、各気筒４ａ、’４ｂの吸気ポート７ａ、
７ｂに対して燃料を噴射する燃料噴射ノズル１４．１４
が配設されている。その他、第１．２図において、１５
は吸気弁、１６はロッカーアーム、１７はカムシャフト
、１８はピストンである。Intersection 9 of the intake pipes 8A and 8B downstream of the surge tank 6
a, 9b, the intake port 7a of each cylinder 4a, '4b,
Fuel injection nozzle 14.14 for injecting fuel to 7b
is installed. In addition, in Figure 1.2, 15
16 is an intake valve, 16 is a rocker arm, 17 is a camshaft, and 18 is a piston.

上記の如き実施例によれば、両側のバンク７Ａ。According to the embodiment as described above, banks 7A on both sides.

１Ｂの各気、筒４ａ、４ｂに対する吸気の供給は、吸気
管１２の各通路１２ａ、１２ｂによってＩＪ−−ジタン
ク６の各室６ａ、６ｂに流入した吸気が、サージタンク
６側面の連通口５ｃ、５ｄを経てそれぞれ両側の吸気管
８’Ａ、８Ｂの０字部１０ａ。Intake air is supplied to each of the cylinders 1B and cylinders 4a and 4b.Intake air that flows into each chamber 6a and 6b of the IJ tank 6 through each passage 12a and 12b of the intake pipe 12 is supplied to each chamber 6a and 6b of the surge tank 6 through a communication port 5c on the side of the surge tank 6. , 5d to the 0-shaped portions 10a of the intake pipes 8'A and 8B on both sides, respectively.

１０ｂに流れ、この０字部１０ａ、１０ｂに沿ってサー
ジタンク６の下側に湾曲してかつ後方に傾斜して流下し
、続いて、交差部９ａ、９ｂによって互いに交差してそ
れぞれ各シリンダヘッド３ａ。10b, curve downward and tilt backward along the 0-shaped portions 10a and 10b, and then cross each other through the intersection portions 9a and 9b to flow into each cylinder head, respectively. 3a.

３ｂの吸気ボート７ａ、７ｂから各気筒４ａ、４ｂに供
給されるものである。よって、サージタンク６の設置位
置を大幅に高くしなくても、サージタンク６下流の吸気
管８Ａ、８Ｂの曲率半径および長さが大きく、特に中速
域（２５００〜５０００ｒｐＨｌ　）において慣性過給
効果の大きいコンパクトなエンジンを得ることができる
。また、サージタンク６内を第１および第２室６ａ、６
ｂに区画しているゝ゛　ことにより、吸気干渉を抑制す
るとともにサージタンク６上流の吸気管１２の影響によ
る圧力振動に伴う過給効果が得られ、特に低速域での出
ノＪ向上が図れる。3b is supplied to each cylinder 4a, 4b from the intake boat 7a, 7b. Therefore, the radius of curvature and length of the intake pipes 8A and 8B downstream of the surge tank 6 are large, and the inertial supercharging effect is improved, especially in the medium speed range (2500 to 5000 rpm), even if the installation position of the surge tank 6 is not significantly raised. You can get a large compact engine. In addition, the inside of the surge tank 6 is divided into first and second chambers 6a, 6.
By partitioning into section b, it is possible to suppress intake air interference and obtain a supercharging effect due to pressure vibrations caused by the influence of the intake pipe 12 upstream of the surge tank 6, thereby improving the output J especially in the low speed range.

特に、サージタンク６とその下側の交差部９ａ。In particular, the surge tank 6 and its lower intersection 9a.

９ｂを一体に設けているので、高さが低く軽量化が行え
ると同時に、大きな容積を有するサージタンクが形成で
き、その特性が十分に発揮できる。Since 9b is provided integrally, it is possible to reduce the height and weight, and at the same time, form a surge tank having a large volume, so that its characteristics can be fully exhibited.

さらに、０字部１０ａ、１０ｂを別体にしていることか
ら、その長さが容易に変更可能で慣性過給効果の同調回
転数の変更ができ、しかも、プラスチック等の異種材料
が使用可能である。Furthermore, since the 0-shaped portions 10a and 10b are separate, their lengths can be easily changed and the synchronized rotational speed of the inertial supercharging effect can be changed, and different materials such as plastic can be used. be.

なお、上記実施例では０字部１０ａ、１０ｂのみ出力軸
方向に傾斜させているが、交差部９ａ。In the above embodiment, only the 0-shaped portions 10a and 10b are inclined in the output shaft direction, but the intersection portion 9a.

９ｂについても同様に傾斜して設けるようにしてもよい
。また、サージタンク６の左右で傾斜方向が異なるよう
な構造も採用可能である。9b may also be provided at an angle. Further, a structure in which the right and left sides of the surge tank 6 have different inclination directions can also be adopted.

一方、サージタンク６内部を仕切壁１１によって区画す
る構造は、必要に応じて構成ずればよいものである。さ
らに、サージタンク６と交差部９ａ、９ｂとは一体に形
成することなく、必要に応じて別体に構成してもよいこ
とは勿論である。On the other hand, the structure in which the interior of the surge tank 6 is partitioned by the partition wall 11 may be configured as required. Furthermore, it goes without saying that the surge tank 6 and the intersection portions 9a, 9b may not be formed integrally, but may be formed separately as necessary.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図はＶ型エンジンを一部断面にして示す全体正面図
、 第２図はその吸気装置の断面正面図、 第３図は吸気装置の平面図、 第４図は第３図の左側面図である。 １・・・・・・Ｖ型エンジン　１Ａ、１Ｂ・・・・・・
バンク４ａ、４ｂ・・・・・・気筒 ５・・・・・・吸気通１　６・・・・・・サージタンク
７ａ、７ｂ・・・・・・吸気ポート ８Ａ、８Ｂ・・・・・・吸気管　９ａ、９ｂ・・・・・
・交差部１０ａ、１０ｂ・・・・・・Ｕ字部 ＩＩＩ　図Figure 1 is an overall front view showing a V-type engine with a partial section; Figure 2 is a cross-sectional front view of its intake system; Figure 3 is a plan view of the intake system; Figure 4 is the left side of Figure 3. It is a diagram. 1... V-type engine 1A, 1B...
Banks 4a, 4b... Cylinder 5... Intake vent 1 6... Surge tanks 7a, 7b... Intake ports 8A, 8B... Intake pipe 9a, 9b...
・Intersection parts 10a, 10b... U-shaped part III

Claims (1)

【特許請求の範囲】[Claims] （１）■型エンジンにおいて、両側のバンクの略中央部
にサージタンクを配設し、該サージタンクから上記両側
のバンクに接続する吸気管を、下流端が一方のバンクに
接続された吸気管と下流端が他方のバンクに接続された
吸気管とが上記サージタンクの下側で互いに交差する交
差部と、この交差部の上流端からＵ字状に曲折してそれ
ぞれ上記サージタンクの側部に連結する０字部とにより
構成す°るとともに、上記Ｕ宇部を出力軸方向に傾斜し
て形成したことを特徴とする■型エンジンの吸気装置。(1) In a ■ type engine, a surge tank is arranged approximately in the center of both banks, and an intake pipe is connected from the surge tank to the banks on both sides, and the downstream end of the intake pipe is connected to one bank. and an intake pipe whose downstream end is connected to the other bank intersect with each other below the surge tank; and a U-shaped bend from the upstream end of this intersection to the side of the surge tank. 1. An intake system for a type engine, characterized in that the U part is formed to be inclined in the direction of the output shaft.
JP59055118A 1984-03-22 1984-03-22 Intake device for v-type engine Granted JPS60198323A (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
JP59055118A JPS60198323A (en) 1984-03-22 1984-03-22 Intake device for v-type engine
KR1019850001416A KR890000753B1 (en) 1984-03-22 1985-03-06 Intake system for v-type engine
US06/712,132 US4649871A (en) 1984-03-22 1985-03-15 Intake system for V-type engine
EP85103261A EP0155685B2 (en) 1984-03-22 1985-03-20 Intake system for v-type engine
DE8585103261T DE3561345D1 (en) 1984-03-22 1985-03-20 INTAKE SYSTEM FOR V-TYPE ENGINE

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP59055118A JPS60198323A (en) 1984-03-22 1984-03-22 Intake device for v-type engine

Publications (2)

Publication Number Publication Date
JPS60198323A true JPS60198323A (en) 1985-10-07
JPH041168B2 JPH041168B2 (en) 1992-01-10

Family

ID=12989835

Family Applications (1)

Application Number Title Priority Date Filing Date
JP59055118A Granted JPS60198323A (en) 1984-03-22 1984-03-22 Intake device for v-type engine

Country Status (2)

Country Link
JP (1) JPS60198323A (en)
KR (1) KR890000753B1 (en)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5820331U (en) * 1981-07-31 1983-02-08 株式会社小松製作所 inertia intake pipe
JPS59565A (en) * 1982-05-24 1984-01-05 ゼネラル・モ−タ−ズ・コ−ポレ−シヨン Small-sized plenum type suction manifold for internal combustion engine

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5820331B2 (en) * 1978-11-30 1983-04-22 三井造船株式会社 Artificial island for oil drilling in frozen waters

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5820331U (en) * 1981-07-31 1983-02-08 株式会社小松製作所 inertia intake pipe
JPS59565A (en) * 1982-05-24 1984-01-05 ゼネラル・モ−タ−ズ・コ−ポレ−シヨン Small-sized plenum type suction manifold for internal combustion engine

Also Published As

Publication number Publication date
KR850007630A (en) 1985-12-07
JPH041168B2 (en) 1992-01-10
KR890000753B1 (en) 1989-04-03

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