JPS60224965A - Intake unit for multi-cylinder engine - Google Patents
Intake unit for multi-cylinder engineInfo
- Publication number
- JPS60224965A JPS60224965A JP59083238A JP8323884A JPS60224965A JP S60224965 A JPS60224965 A JP S60224965A JP 59083238 A JP59083238 A JP 59083238A JP 8323884 A JP8323884 A JP 8323884A JP S60224965 A JPS60224965 A JP S60224965A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- surge tank
- flow
- opening
- intake air
- 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
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
- 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
- F02M35/10032—Plenum chambers specially shaped or arranged connecting duct between carburettor or air inlet duct and the plenum chamber; specially positioned carburettors or throttle bodies with respect to the plenum chamber
-
- 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
- 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
- F02M35/112—Intake manifolds for engines with cylinders all in one line
-
- 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
- F02M35/1045—Intake manifolds characterised by the charge distribution between the cylinders/combustion chambers or its homogenisation
-
- 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)
- Characterised By The Charging Evacuation (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、吸気をサージタンクを介して各気筒に連通す
る分岐吸気管に分配するようにした多気筒エンンンの吸
気装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an intake system for a multi-cylinder engine that distributes intake air to branch intake pipes communicating with each cylinder via a surge tank.
（従来技術）
一般に、多気筒エンジン、とりわけ燃料噴射式の多気筒
エンジンにおいては、各気筒に吸気を均等に分配するこ
とがきわめて重要であり、この均等分配により初めて多
気筒エンジンの円滑な出力を保証することができる。(Prior Art) In general, in multi-cylinder engines, especially fuel-injected multi-cylinder engines, it is extremely important to distribute intake air evenly to each cylinder, and it is only through this equal distribution that the smooth output of the multi-cylinder engine can be achieved. can be guaranteed.
従来、例えば特開昭５３−１１３９１９号公報には、吸
気を均等分配すべく、サージタンクと各気筒を結ぶ分岐
吸気管の通路長を等しくするようにした多気筒エンジン
の吸気装置が開示されている。Conventionally, for example, Japanese Unexamined Patent Application Publication No. 113919/1983 discloses an intake system for a multi-cylinder engine in which the passage lengths of branched intake pipes connecting a surge tank and each cylinder are made equal in order to evenly distribute intake air. There is.
しかしながら、各分岐吸気管の通路長を等しく設定した
としても、吸気流はサージタンク内に作用する動圧でも
って流入するため、サージタンクに開口する各分岐吸気
管の開口に作用する圧力が等しくなるという保証はなく
、各分岐吸気管の流入開口に作用する動圧が違えばたと
え通路長が等しくても各気筒への吸気の均等分配は行な
われなくなる。However, even if the passage lengths of each branch intake pipe are set equal, the intake flow flows in with the dynamic pressure acting in the surge tank, so the pressure acting on the opening of each branch intake pipe that opens into the surge tank is equal. There is no guarantee that this will occur; if the dynamic pressures acting on the inflow openings of each branch intake pipe are different, even if the passage lengths are the same, the intake air will not be distributed equally to each cylinder.
（発明の目的）
本発明は、したがって、各分岐吸気管への吸気の分配を
ほぼ完全に均等化することができる多気筒エンジンの吸
気装置を提供することを目的としている。(Object of the Invention) Therefore, an object of the present invention is to provide an intake system for a multi-cylinder engine that can almost completely equalize the distribution of intake air to each branch intake pipe.
（発明の構成）
このため本発明は、サージタンクへの吸気の流入開口を
サージタンクの略中心部に設定する一方、このサージタ
ンクの流入開口に対し、各分岐吸気管の流入量１］を、
サージタンクの流入開口を中心とする扇形状に配置して
構成したものである。(Structure of the Invention) For this reason, the present invention sets the intake air inflow opening to the surge tank approximately at the center of the surge tank, and at the same time sets the inflow amount 1 of each branch intake pipe to the inflow opening of the surge tank. ,
It is arranged in a fan shape centered on the inflow opening of the surge tank.
すなわち、本発明においては、サージタンクに流入する
吸気の動圧かほぼ等しく作用する位置に、各分岐吸気管
の流入開口を配置して、各分岐吸気管の流入量ｌ］に作
用する吸気の動圧をほぼ均等にしたちのである。That is, in the present invention, the inflow opening of each branch intake pipe is arranged at a position where the dynamic pressure of the intake air flowing into the surge tank acts almost equally, and the intake air that acts on the inflow amount l of each branch intake pipe is This makes the dynamic pressure almost equal.
（発明の効果）
本発明によれば、各気筒への吸気の分配を確実に均等化
することができ、したがって、各気筒の出力を均等化で
きるので、多気筒エンノンのエンジンの性能を良好に維
持することができる。(Effects of the Invention) According to the present invention, the distribution of intake air to each cylinder can be reliably equalized, and therefore the output of each cylinder can be equalized, so that the performance of a multi-cylinder ennon engine can be improved. can be maintained.
（実施例） 以下、本発明の実施例を具体的に説明する。(Example) Examples of the present invention will be specifically described below.
第１図、第２図に示すように、共通吸気通路の一部を構
成する水平なスｆ１ン）ルチャンバ１内に配設されたス
ロットルバルブ２の下流には、吸気通路の通路断面積に
比して十分大きい断面積を有するサージタンク３の流入
開口３Ａが水平方向に接続されている。このサージタン
ク３は、スロットルチャンバ１に接続されるサージタン
ク３の流入開口３Ａの中心線に関して左右対称でかつ左
右方向両側に拡がった閉断面形状に形成されている。As shown in Figs. 1 and 2, downstream of the throttle valve 2 disposed in the horizontal swivel chamber 1 constituting a part of the common intake passage, the cross-sectional area of the intake passage is The inflow opening 3A of the surge tank 3 having a sufficiently large cross-sectional area is connected in the horizontal direction. The surge tank 3 is formed in a closed cross-sectional shape that is symmetrical with respect to the center line of the inflow opening 3A of the surge tank 3 connected to the throttle chamber 1 and expands on both sides in the left-right direction.
第１図に明瞭に示すように、エンノン本体Ｅ内に形成さ
れた各気筒（図示せず）に吸気を供給する分岐吸気管４
〜７は、サージタンク３の底部に各々開口されており、
その各分岐吸気管４〜７の流入開口４ａ〜７ａはサージ
タンク３の流入開口３Ａを中心として、はぼ扇形状を成
すように配列されている。図示の４気筒エンノンＥの場
合は、したがって、吸気のサージタンク３への流入中心
線に対し、その左右両側に一対（５，６）、さらにその
外側に一対（４，７）、計４個の分岐吸気管４〜７の流
入開口４８〜７ａが扇形状を成すように設置されている
。また、サージタンク３の流入開口３Ａに対向する内壁
面３Ｂは、流入開口４ａ〜７ａの扇形配列にしたがって
左右方向にゆるやかに傾斜し、その左右方向の中心部、
つまり流入開口３Ａと対向する部分か内側２つの分岐吸
気管５，６の流入開口５ａ、６ａの間に突出するように
内向きに山形状に湾曲された分流面３Ｃとして形成され
ている。As clearly shown in FIG. 1, a branch intake pipe 4 that supplies intake air to each cylinder (not shown) formed in the ennon main body E
~7 are each opened at the bottom of the surge tank 3,
The inflow openings 4a to 7a of the branched intake pipes 4 to 7 are arranged in a fan shape with the inflow opening 3A of the surge tank 3 as the center. In the case of the 4-cylinder Ennon E shown in the figure, there are therefore a pair (5, 6) on both left and right sides of the center line of intake air flowing into the surge tank 3, and a pair (4, 7) on the outside thereof, for a total of four. The inflow openings 48 to 7a of the branch intake pipes 4 to 7 are arranged so as to form a fan shape. In addition, the inner wall surface 3B of the surge tank 3 facing the inflow opening 3A is gently inclined in the left-right direction according to the fan-shaped arrangement of the inflow openings 4a to 7a, and the center part in the left-right direction,
That is, the portion facing the inflow opening 3A is formed as a flow dividing surface 3C that is curved inward in a mountain shape so as to protrude between the inflow openings 5a and 6a of the two inner branch intake pipes 5 and 6.
この分流面３Ｃは、サージタンク３内に流入してくる吸
気を左右両側に均等に分流し、分流した吸気流を外側２
つの分岐吸気管４，７にまで案内することによって、吸
気の均等分配により寄与する。This diversion surface 3C divides the intake air flowing into the surge tank 3 equally to both left and right sides, and directs the divided intake air flow to the outside 2.
By guiding up to two branch intake pipes 4, 7, a more even distribution of the intake air is contributed.
に記の扇形状配列とこの内向外の分流面３Ｃとによって
スロットルバルブ２を介して流入する吸気の動圧は、各
分岐吸気管４〜７の流入開口４ａ〜７ａに対し、はぼ均
等に作用するようになる。The dynamic pressure of the intake air flowing in through the throttle valve 2 due to the fan-shaped arrangement shown in FIG. It comes to work.
また、第１図、第２図に明瞭に示すように、内側２つの
分岐吸気管５．６の流入開口Ｓａ、６ａが開設されるサ
ージタンク３の底壁面かられずかに立ち上がった突起帯
８が上記サージタンク３の分流面３Ｃと対向して、内側
２つの流入開口５ａ、 ６ａをはさむように突出形成さ
れていて、その突起帯８のわずか上流側には、各分岐吸
気管４〜７を構成する吸気マニホールド９の上面壁部９
ａ内を貫通するＥＧＲガス還流通路１０の吐出口１１が
開口されている。このＥＧＲ吐出口１１は、したがって
、サージタンク３の吸気の流入中心線上に位置し、また
、これをわずか下流で囲うように形成された突起帯８は
ＥＧＲ吐出口１１から吐出されるＥＧＲガスのうち、内
側２つの流入開口５ａ、 ６ａに直接的に流入しようと
するＥＧＲガスに干渉して直接的な流入を制限するとと
もに、その突起帯８の技手方向両側に沿って案内するこ
とによって、外側２つの分岐吸気管４．７の流入開口４
ａ、 ７ａ側に分配する役割を有する。つまり、このＥ
ＧＲ吐出口１１に対して設けた突起帯８は、ＥＧＲｆｆ
スを各分岐吸気管４〜７に均等分配するための役割を有
している。Further, as clearly shown in FIGS. 1 and 2, a protruding band 8 slightly rises from the bottom wall surface of the surge tank 3 where the inflow openings Sa and 6a of the two inner branch intake pipes 5.6 are opened. is formed in a protruding manner so as to face the diversion surface 3C of the surge tank 3 and sandwich the two inner inflow openings 5a, 6a, and slightly upstream of the protruding zone 8, each branch intake pipe 4-7 is formed. The upper wall portion 9 of the intake manifold 9 that constitutes the
A discharge port 11 of the EGR gas recirculation passage 10 that penetrates the inside of the gas chamber a is opened. This EGR discharge port 11 is therefore located on the inflow center line of the intake air of the surge tank 3, and the protrusion band 8 formed to surround it slightly downstream is a part of the EGR gas discharged from the EGR discharge port 11. By interfering with the EGR gas that attempts to directly flow into the two inner inlet openings 5a and 6a and restricting the direct inflow, the EGR gas is guided along both sides of the protruding band 8 in the technique direction. Inflow opening 4 of the two outer branch intake pipes 4.7
It has the role of distributing to the a and 7a sides. In other words, this E
The protruding band 8 provided for the GR discharge port 11 is
It has the role of evenly distributing gas to each branch intake pipe 4 to 7.
また、第１図、第２間には具体的に図示しないが、エン
ノン本体Ｅに取付けられる吸気マニホールド９の取付は
ブラケツ）９ｂ部分には、噴射弁取付は用の取付は部９
ｃ、９ｃ＋・・・が形成されており、各取付は部９ｃに
は図示しない燃料噴射弁が各々配設される。なお、第２
図に示すように、各分岐吸気管の傾きは、各気筒の燃焼
室にストレートに空気を流入させることができるよう、
比較的大きな傾斜角度に設定することが好ましく、さら
に分岐吸気管の通路長を各分岐吸気管４〜７についてほ
ぼ等しくすることか吸気の均等分配性をより高めるうえ
で好ましい。Although not specifically shown in FIG. 1 and the second space, the intake manifold 9 attached to the ennon main body E is attached to the bracket (9b), and the injector is attached to the bracket (9b).
c, 9c+, . . . are formed, and a fuel injection valve (not shown) is respectively disposed in the mounting portion 9c. In addition, the second
As shown in the figure, the slope of each branch intake pipe is set so that air can flow straight into the combustion chamber of each cylinder.
It is preferable to set the inclination angle to a relatively large angle, and it is also preferable to make the passage lengths of the branch intake pipes approximately equal for each of the branch intake pipes 4 to 7 in order to further improve uniform distribution of intake air.
以上の説明から明らかなように、本実施例ではサージタ
ンク３に水平方向から流入する吸気の動圧か各分岐吸気
Ｗ４−７の流入開口４ａ〜７ａに対しはｌｒ均等に作用
する、換言すれば等しい動圧が作用するため、サージタ
ンク３に流入する吸×は各分岐吸気管４へ７にほぼ均等
に分配される。したがって、燃料噴射弁から等しく供給
される燃料に対し、設定された空燃比か各気筒について
正しく実現されることとなり、エンジンの各気筒はほぼ
均等な出力特性を示すこととなって、エンノンの作動性
、出力性能さらにはエミッション性能が良好に維持され
ることになる。As is clear from the above explanation, in this embodiment, the dynamic pressure of the intake air flowing horizontally into the surge tank 3 acts equally on the inflow openings 4a to 7a of each branch intake W4-7. Since equal dynamic pressures act on the surge tank 3, the suction flowing into the surge tank 3 is distributed almost equally to each branch intake pipe 4. Therefore, with respect to the fuel equally supplied from the fuel injection valve, the set air-fuel ratio is correctly achieved for each cylinder, and each cylinder of the engine exhibits approximately equal output characteristics, and the ennon is activated. performance, output performance, and even emission performance will be maintained well.
なお、本発明は４′Ａ筒エンノンのみならず、６気筒や
８気筒エンン゛ン等にも適用しうろことはいうまでもな
い。It goes without saying that the present invention can be applied not only to 4'A-cylinder engines but also to 6-cylinder and 8-cylinder engines.
第１図は本発明の実施例にががる吸気装置の要部水平断
面説明図、第２図は第１図の■−■線方向断面図である
。
２・・・スロットルバルブ、３・・・サージタンク、３
Ａ・・・流入開口、 ４〜７・・・分岐吸気管、４ａ〜
７ａ・・・分岐吸気管の流入開口。
特許出願人 東洋工業株式会社FIG. 1 is an explanatory horizontal cross-sectional view of a main part of an intake device according to an embodiment of the present invention, and FIG. 2 is a cross-sectional view taken along the line ■-■ in FIG. 2... Throttle valve, 3... Surge tank, 3
A...Inflow opening, 4-7... Branch intake pipe, 4a-
7a...Inflow opening of branch intake pipe. Patent applicant: Toyo Kogyo Co., Ltd.
Claims (1)
気管に吸気を分配するようにした多気筒エンジンの吸気
装置であって、 サージタンクの略中心部にサージタンクへの吸気の流入
開口を設置するとともに、この流入開口に対し、流入開
口を中心として、扇形状に各分岐吸気管の流入開口を配
設したことを特徴とする多気筒エンノンの吸気装置。(1) An intake system for a multi-cylinder engine that distributes intake air to branch intake pipes communicating with each cylinder via a surge tank, with an inflow opening for intake air into the surge tank approximately at the center of the surge tank. An intake device for a multi-cylinder ennon, characterized in that the inflow opening of each branch intake pipe is arranged in a fan shape with the inflow opening as the center.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59083238A JPS60224965A (en) | 1984-04-24 | 1984-04-24 | Intake unit for multi-cylinder engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59083238A JPS60224965A (en) | 1984-04-24 | 1984-04-24 | Intake unit for multi-cylinder engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60224965A true JPS60224965A (en) | 1985-11-09 |
| JPH0160667B2 JPH0160667B2 (en) | 1989-12-25 |
Family
ID=13796740
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59083238A Granted JPS60224965A (en) | 1984-04-24 | 1984-04-24 | Intake unit for multi-cylinder engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60224965A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0681735A (en) * | 1992-08-31 | 1994-03-22 | Hitachi Ltd | Air intake device for internal combustion engine |
| JP2009074432A (en) * | 2007-09-20 | 2009-04-09 | Daihatsu Motor Co Ltd | Intake device for multiple cylinder internal combustion engine |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP7251465B2 (en) * | 2019-12-20 | 2023-04-04 | トヨタ自動車株式会社 | Intake manifold |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5571021U (en) * | 1978-11-08 | 1980-05-16 | ||
| JPS55114355U (en) * | 1979-02-06 | 1980-08-12 |
-
1984
- 1984-04-24 JP JP59083238A patent/JPS60224965A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5571021U (en) * | 1978-11-08 | 1980-05-16 | ||
| JPS55114355U (en) * | 1979-02-06 | 1980-08-12 |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0681735A (en) * | 1992-08-31 | 1994-03-22 | Hitachi Ltd | Air intake device for internal combustion engine |
| JP2009074432A (en) * | 2007-09-20 | 2009-04-09 | Daihatsu Motor Co Ltd | Intake device for multiple cylinder internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0160667B2 (en) | 1989-12-25 |
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