JPS6149160A - Intake device of v-engine - Google Patents

Intake device of v-engine

Info

Publication number
JPS6149160A
JPS6149160A JP59169804A JP16980484A JPS6149160A JP S6149160 A JPS6149160 A JP S6149160A JP 59169804 A JP59169804 A JP 59169804A JP 16980484 A JP16980484 A JP 16980484A JP S6149160 A JPS6149160 A JP S6149160A
Authority
JP
Japan
Prior art keywords
surge tank
intake
engine
bank
independent
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
JP59169804A
Other languages
Japanese (ja)
Other versions
JPH0129985B2 (en
Inventor
Tetsuo Hiraoka
哲男 平岡
Koichi Hatamura
耕一 畑村
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 JP59169804A priority Critical patent/JPS6149160A/en
Publication of JPS6149160A publication Critical patent/JPS6149160A/en
Publication of JPH0129985B2 publication Critical patent/JPH0129985B2/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
    • 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
    • F02M35/10006—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
    • 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
    • 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

PURPOSE:To effectively utilize a space between banks, by arranging each intake passage, which extends from a left or right side surface of a surge tank to a right or left cylinder and crosses each other, while the surge tank, which forms its upper part tilting in the direction of an output shaft, and opening an inlet of intake air to the end part in a high side of the surge tank. CONSTITUTION:An intake device, allowing intake air in the rear end part of a surge tank to flow into each chamber 6a, 6b, supplies the intake air by a separate intake pipe 8A, 8B via a communication port 6c, 6d and a U-shaped part 10a, 10b into each cylinder 4, 4 in a bank 1A, 1B in both sides from an intake port 7a, 7b in each cylinder head 3a, 3b.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、■型エンジンの吸気装置に関し、特にサージ
タンクの配設構造に１３Ｑ′！１″るものである。DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to an intake system for a ■-type engine, and in particular to a surge tank arrangement structure. 1".

（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５８−１２９０６３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独立吸気管を一旦この部分で集合さ
せて吸気通路を４１＋１成するようにした技術がある。(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. 58-129063. There is a technique in which the independent intake pipes are assembled at this part to form a 41+1 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、サージタンクの容
積を大きくしてその特性を充分に発揮させるとともに、
このサージタンク下流の吸気管を１０性過給効果を実用
運転領域で良好に１ｑるために長くしたいという要求が
あるが、エンジン全高を大きくすることなく、これらの
要求を満足することが困難となる問題を有する。ずなわ
ら、中央部に配設したサージタンクから各バンクの内側
の吸気ボートまでの距離は短く、これを長くするために
はり゛−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り、サージタンクの上部がボ
ンネットラインと干渉することになる。また、サージタ
ンク下流の吸気管長が短いと、実用運転領域としての中
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 gathering part (surge tank) is arranged in the center of both banks as described above, the volume of the surge tank is increased to fully demonstrate its characteristics, and
There is a demand to lengthen the intake pipe downstream of this surge tank in order to achieve a good 1q supercharging effect in the practical operating range, but it is difficult to satisfy these demands without increasing the overall height of the engine. There are some problems. However, the distance from the surge tank located in the center to the intake boats inside each bank is short, and in order to lengthen this distance, the surge tank must be installed higher.
The overall height of the engine increases, and the top of the surge tank will interfere with the bonnet line. Furthermore, if the length of the intake pipe downstream of the surge tank is short, settings cannot be made to obtain a large inertial supercharging effect in the medium-speed range of practical operation, and the engine lacks versatility as a practical engine.

また、サージタンクを痛手形状としてその容積を拡大し
ても、このサージタンクに流入する吸気ｍを充分に確保
するために必要な大きさの吸気入口を形成することがで
きな（なる恐れがある。Furthermore, even if the volume of the surge tank is increased by changing its shape, it may not be possible to form an intake inlet of the size necessary to secure a sufficient amount of intake air m flowing into the surge tank. be.

（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、サージタンクの容積およびサージタンク下流の
吸気管の長さを充分に得るとともに、サージタンクに対
する吸気入口を確保するようにした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 is designed to obtain a sufficient volume of the surge tank and the length of the intake pipe downstream of the surge tank, and to secure an intake inlet to the surge tank without increasing the overall height of the engine. The object of the present invention is to provide an intake system for a V-type engine.

（発明のｈ′４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、このサージタンクの左
右の側面から右左の各バンクの気筒に延びる独立吸気通
路をサージタンクの下方で交差して各バンクに接続し、
上記サージタンクの上部を出力軸方向に傾斜して形成す
るとともに、高さのＢい側の端部に吸気入口を間口し上
流側の吸気通路を接続したことを特徴とするものである
。(H'4 of the Invention) The intake system of the present invention has a surge tank disposed approximately in the center of both banks of a V-type engine, and extends from the left and right sides of the surge tank to the cylinders of each bank on the right and left. Connect the independent intake passages to each bank by crossing them below the surge tank.
The surge tank is characterized in that the upper part of the surge tank is formed to be inclined in the direction of the output shaft, and the intake inlet is opened at the end on the B side of the height and connected to the intake passage on the upstream side.

（発明の効果）、 本発明にＪ：れば、サージタンクの両側面から各バンク
に対する独立吸気通路を交差させて配設するとともに、
サージタンクの上部をボンネン１〜ラインに沿って傾斜
させたことにより、サージタンクの容積および独立吸気
通路の艮ざを、サージタンクとボンネットラインとの干
渉を避けつつ充分に確保することができ、しかも、サー
ジタンクの高さの高い部分に吸気入口を開口して偏平形
状のサージタンクにも拘らず充分な吸気流入面積を確保
することができ、エンジン周辺のスペースが限られてい
るＶ型エンジンにおいて両側のバンク間のスペースを有
効に活用して、コンパクトに性能の優れた吸気通路を得
ることができるものである。(Effects of the Invention) According to the present invention, independent intake passages for each bank are arranged to intersect from both sides of the surge tank, and
By slanting the upper part of the surge tank along the bonnet line, the volume of the surge tank and the visibility of the independent intake passage can be sufficiently secured while avoiding interference between the surge tank and the bonnet line. Furthermore, by opening the intake inlet in the high part of the surge tank, a sufficient intake area can be secured despite the flat surge tank, making it suitable for V-type engines with limited space around the engine. By effectively utilizing the space between the banks on both sides, a compact intake passage with excellent performance can be obtained.

特に、長い独立吸気通路および大容積サージタンクによ
って慣性過給効果の拡大を図ることができ、Ｖ型エンジ
ンの出力性能の向上が実現できる。In particular, the long independent intake passage and large-volume surge tank can increase the inertial supercharging effect, and improve the output performance of the V-type engine.

（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■型エンジンの要部平面図、第２図は吸気装置
部分のＩＩＩＩＪ面図であり、図において左部がエンジ
ン前方で右部が後方である。また、第３図は第２図の■
−■線に沿う位置でのエンジンの縦断面正面図である。FIG. 1 is a plan view of the main parts of the ■-type engine, and FIG. 2 is a IIIJ plane view of the intake system. In the figure, the left side is the front of the engine and the right side is the rear. Also, Figure 3 shows the ■ of Figure 2.
FIG. 2 is a vertical cross-sectional front view of the engine at a position along line -■.

６気筒Ｖ型エンジン１は、中央下部のシリンダブロック
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４．４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 6-cylinder V-type engine 1 includes a first cylinder head 3a and a second cylinder head 3b arranged at an angle on a cylinder block 2 at the lower center, and arranged at an angle to each other in a first bank having cylinders 4.4, respectively. 1A and a second bank 1B are formed.

上記両側の第１Ｊ５よび第２のバンク１Ａ、１Ｂの各気
筒４に吸気を供給する吸気装置５は、両側のバンクＩＡ
、１Ｂの間の上部に配設されたサージタンク６を備えて
いる。このサージタンク６と第１および第２のバンクＩ
Ａ、１Ｂの各吸気ボート７ａ、７ｂとを接続する第１お
Ｊ：び第２の独立吸気通路８Ａ、８Ｂは、上記サージタ
ンク６の下側で、左側の第１バンク１Ａの吸気ボート７
ａに下流端が接続された第１の独立吸気通路８Ａの下流
側部分の交差部９ａと、右側の第２バンク１Ｂの吸気ボ
ート７ｂに下流端が接続された第２の独立吸気通路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
の独立吸気通路８Ａ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、７Ｊ２の独立吸気通路８日
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。The intake device 5 supplies intake air to each cylinder 4 of the first J5 on both sides and the second banks 1A, 1B.
, 1B. This surge tank 6 and the first and second banks I
The first and second independent intake passages 8A and 8B connecting the intake boats 7a and 7b of A and 1B are located below the surge tank 6 and connect to the intake boats 7 of the first bank 1A on the left side.
an intersection 9a of the downstream portion of the first independent intake passage 8A, whose downstream end is connected to a second independent intake passage 8B, whose downstream end is connected to the intake boat 7b of the second bank 1B on the right side.
The intersections 9b on the downstream side intersect with each other, and the upstream sides of the intersections 9a and 9b are bent into a U-shape, and the first
The upstream end of the 0-shaped portion 10a of the independent intake passage 8A of 7J2 is connected to the right side of the surge tank 6, and the upstream end of the 0-shaped portion 10b of the independent intake passage 8A of 7J2 is connected to the left side of the surge tank 6. It is configured.

そして、上記Ｕ字部１０ａ、　１Ｑｂは、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。The U-shaped portions 10a and 1Qb are formed to be inclined in the direction of the output shaft of the engine, that is, in the longitudinal direction.

つまり、両側のバンクＩＡ、１８δよびシリンダブロッ
ク２に対してサージタンク６は前方にずれたオフセット
状態に配設され、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。In other words, the surge tank 6 is disposed in an offset state forward with respect to the banks IA, 18δ and the cylinder block 2 on both sides, and correspondingly,
curves downward from the connection position with the surge tank 6 and slopes backward, and is connected to the intersection portions 9a and 9b.

また、上記サージタンク６の内部空間は、前後方向くエ
ンジンの出力軸と平行方向）に延びる隔壁１１によって
左右に独立した第１室６ａと第２至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の独立吸気通路８Ａが連通し、左側の第２　Ｗ　６１
）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の独立吸気通路８Ｂが連
通している。Further, the internal space of the surge tank 6 is divided into a first chamber 6a and a second chamber 6b which are left and right independent, by a partition wall 11 extending in the longitudinal direction (parallel to the output shaft of the engine). A first independent intake passage 8A connected to the first bank 1A on the left side communicates with the first chamber 6a on the right side through a communication port 6G opened on the right side, and the second W 61 on the left side communicates with the first chamber 6a on the right side.
) communicates with a second independent intake passage 8B that is connected to the second bank 1B on the right side via a communication port 6d opened on the left side.

また、上記サージタンク６の上壁６ｅは、エンジンの出
力軸方向に対し後方が高く前方が低くなるように傾斜し
て形成され、この上壁６ｅの傾斜はこのサージタンク６
の上方に位置するボンネットＢの傾斜形状に沿う形状に
設けられている。よって、上記サージタンク６の高さは
後部が大きく前部が小さくなり、この高い側の後端部に
は冬至６ａ、６ｂにそれぞれ吸気人口１２ａ、１２ｂが
１７ｉ１０され、この吸気人口１２ａ、１２ｂには上流
側の独立吸気管１３ａ、１３ｂがそれぞれ接続δれ、こ
の流入側の吸気管１３ａ、１３ｂｌユ１サージタンク６
復方からエンジンの側方に湾曲するとともにねじれてス
ロットルボディ１４に接続され、該スロットルボディ１
４の上下に配設されたスロットルバルブ（図示せず）に
よってそれぞれの通路が開開されるものである。このス
ロットルボディ１４上流の吸気通路は、ツインスロット
ルコネクタ１５から上下に並設された２本のエアパイプ
１６で更に独立して延長され、図示していない上流で１
本に合流されエアクリーナに接続されている。Further, the upper wall 6e of the surge tank 6 is formed to be inclined such that the rear side is higher and the front side is lower with respect to the output shaft direction of the engine.
It is provided in a shape that follows the inclined shape of the bonnet B located above the bonnet B. Therefore, the height of the surge tank 6 is large at the rear and small at the front, and the intake populations 12a and 12b are 17i10 at the rear end of the high side at the winter solstice 6a and 6b, respectively, and the intake populations 12a and 12b are The independent intake pipes 13a and 13b on the upstream side are connected δ, respectively, and the intake pipes 13a and 13b on the inflow side are connected to the surge tank 6.
The throttle body 1 is connected to the throttle body 14 by being curved and twisted to the side of the engine from the opposite direction.
Each passage is opened and opened by throttle valves (not shown) disposed above and below 4. The intake passage upstream of the throttle body 14 is further independently extended from the twin throttle connector 15 by two air pipes 16 arranged vertically in parallel.
It merges with the book and is connected to the air cleaner.

ざらに、上記サージタンク６の両側取付面はエンジンの
前方から見て第３図に示すように、逆Ｖ字状の斜面に形
成され、このサージタンク６と独立吸気通路８Ａ、８Ｂ
の０字部１０ａ、１０ｂの接続面と同一傾斜面上で０字
部１０ａ、１０ｂと交差部９ａ、９ｂとが接続される。Roughly speaking, the mounting surfaces on both sides of the surge tank 6 are formed into inverted V-shaped slopes as seen from the front of the engine, and the surge tank 6 and the independent intake passages 8A and 8B are
The 0-shaped portions 10a, 10b and the intersection portions 9a, 9b are connected on the same inclined surface as the connecting surface of the 0-shaped portions 10a, 10b.

この傾斜のため、０字部１０ａ、１０ｂは側方から見た
場合、若干下側から見るようになるので、第２図の如く
湾曲線で示されるものである。Because of this inclination, the 0-shaped portions 10a and 10b appear slightly downward when viewed from the side, and are therefore shown as curved lines as shown in FIG. 2.

一方、サージタンク６の上９５６が傾斜し、前部の高さ
が低くなって、最前方の独立吸気通路８Ａ、８Ｂの０字
部１０ａ、１０ｂの接続位置の高さは後部のものと同一
位置に接続できず低くなり、これに伴って前方の０字部
１０ａ、１０ｂは後方の０字部１０ａ、１０ｂより大き
く前方に傾斜して配設されている（第２図参照）。各Ｕ
字部１０ａ、１０ｂのサージタンク６の側面に対する連
通口６ｃ、６ｄは楕円形状に偏平されて開口している。On the other hand, the top 956 of the surge tank 6 is tilted, and the height of the front part is lowered, so that the height of the connection position of the 0-shaped parts 10a and 10b of the independent intake passages 8A and 8B at the front is the same as that of the rear part. As a result, the front 0-shaped portions 10a, 10b are inclined more forward than the rear 0-shaped portions 10a, 10b (see FIG. 2). Each U
The communication ports 6c and 6d of the character portions 10a and 10b to the side surfaces of the surge tank 6 are flattened and open in an elliptical shape.

また、０字部１０ａ、１０ｂは前後のもので共通部品が
使用され、各部で取付Ｇプ角度が変更される。Further, common parts are used for the front and rear parts of the 0-shaped parts 10a and 10b, and the mounting angle of each part is changed.

前記サージタンク６下流の独立吸気通路８Ａ。An independent intake passage 8A downstream of the surge tank 6.

８Ｂの交差部９ａ、９ｂには、各気筒４，４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２
０，２０が配設されている。その他、第３図において、
２１は吸気弁、２２はロッカーアーム、２３はカムシャ
フト、２４はピストンである。At the intersections 9a and 9b of 8B, there are fuel injection nozzles 2 that inject fuel to the intake ports 7a and 7b of each cylinder 4, 4.
0 and 20 are arranged. In addition, in Figure 3,
21 is an intake valve, 22 is a rocker arm, 23 is a camshaft, and 24 is a piston.

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

１Ｂの各気筒４，４に対する吸気の供給は、独立吸気管
１３ａ、１３ｂによってそれぞれサージタンク６の後端
部から冬至６ａ、６ｂに流入した吸気が、サージタンク
６側面の連通口６ｃ、６ｄを経てそれぞれ両側の独立吸
気通路８Ａ、８Ｂの０字部１０ａ、１０ｂに流れ、この
０字部１０ａ。Intake air is supplied to each cylinder 4, 4 of 1B through independent intake pipes 13a, 13b so that the intake air flows into winter solstice 6a, 6b from the rear end of surge tank 6 through communication ports 6c, 6d on the side of surge tank 6. The flow then flows to the 0-shaped portions 10a and 10b of the independent intake passages 8A and 8B on both sides, respectively, and the 0-shaped portions 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。10b, the surge tank 6 curves downward and slopes backward, and then flows down to the intersection 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、３ｂの吸気ボート７ａ、７ｂから各気筒４，４に
供給されるものである。9b, the intake boats 7a, 7b of the cylinder heads 3a, 3b are supplied to the cylinders 4, 4 from the intake boats 7a, 7b of the cylinder heads 3a, 3b, respectively.

よって、サージタンク６の上壁６ｅを傾斜させ、サージ
タンク６をボンネットラインにできる限り近接して上方
に配設することができ、充分な容積を得ることができる
。また、０字部１０ａ、１０ｂを傾斜させたことにより
、サージタンク６の高さに対して、サージタンク６下流
の独立吸気通路８Ａ、８Ｂの曲率半径および長さが大き
く、特に、中速域（２５００〜５０００ｒｐｍ　）にお
いて慣性過給効果の大きいコンパクトな■型エンジンを
得ることができる。また、サージタンク６内およびその
上流の吸気管１３ａ、１３ｂを区画していることにより
、吸気干渉を抑制するとともに、サージタンク６上流の
独立吸気管１３ａ、１３ｂの影響による圧力振動に伴う
過給効果（共鳴過給効果）が得られ、特に、低速域での
出力向上が図れるものである。Therefore, the upper wall 6e of the surge tank 6 can be inclined, and the surge tank 6 can be disposed as close as possible to the bonnet line and above, and a sufficient volume can be obtained. In addition, by slanting the 0-shaped portions 10a and 10b, the radius of curvature and length of the independent intake passages 8A and 8B downstream of the surge tank 6 are large relative to the height of the surge tank 6, especially in the medium speed range. (2500 to 5000 rpm), it is possible to obtain a compact ■-type engine with a large inertial supercharging effect. In addition, by dividing the intake pipes 13a and 13b in the surge tank 6 and upstream thereof, intake air interference is suppressed, and supercharging due to pressure vibration due to the influence of the independent intake pipes 13a and 13b upstream of the surge tank 6 is suppressed. The effect (resonant supercharging effect) can be obtained, and the output can be particularly improved in the low speed range.

また、サージタンク６を前方にオフセットすると同時に
、上部が傾斜したサージタンク６の高い部分に流入側の
吸気管１３ａ、１３ｂを接続しＩにとにより、吸気人口
１２ａ、１２ｂの開口面積が充分に得られるとともに、
このサージタンク６後方のスペースにスロットルボディ
１４等の部品を効率的に配置することができる。In addition, by offsetting the surge tank 6 forward and connecting the intake pipes 13a and 13b on the inflow side to the high part of the surge tank 6 whose upper part is slanted, the opening area of the intake ports 12a and 12b is made sufficient. Along with being obtained,
Parts such as the throttle body 14 can be efficiently arranged in the space behind the surge tank 6.

さらに、サージタンク６下流の独立吸気通路８Ａ、８Ｂ
の０字部１０ａ、１０ｂの傾斜を前後で変え、前部程前
方へ大ぎく傾斜さけて設けたことにより、後方ではサー
ジタンクの略中火の高さから吸気が導出できると同時に
、このＵ字部が前後で同一部品が使用でき、各独立吸気
通路８Ａ、８Ｂ間での形状変化がなく、吸気効率の均一
化が図れ、Ｏ産効果の向上が期待できる。また、サージ
タンク６の０字部１０ａ、１０ｂに対する連通口６ｃ、
６ｄを偏平として上下方向の高さを低くしつつ充分な開
口面積を得るようにしている。特に、０字部１０ａ、１
０ｂを別体にしていると、その長さが容易に変更可能で
慣性同調回転数の変更ができる。Furthermore, independent intake passages 8A and 8B downstream of the surge tank 6
By changing the inclination of the 0-shaped parts 10a and 10b in the front and back, and by arranging the front part so that it is tilted forward as much as possible, intake air can be drawn from the height of the surge tank's medium heat at the rear, and at the same time, this U The same parts can be used for the front and rear portions, there is no change in shape between the independent intake passages 8A and 8B, uniformity of intake efficiency can be achieved, and an improvement in the O production effect can be expected. In addition, a communication port 6c for the 0-shaped portions 10a and 10b of the surge tank 6,
6d is flattened to reduce the height in the vertical direction and to obtain a sufficient opening area. In particular, the 0 character portions 10a, 1
If 0b is made separate, its length can be easily changed and the inertial tuning rotation speed can be changed.

一方、サージタンク６に対する独立吸気通路８Ａ、８Ｂ
の０字部１０ａ、１０Ｍ）取付面が上向きに傾斜してい
るため、この０字部１０ａ、１０ｂの脱着がバンク１Ａ
、１Ｂと干渉することなく容易に行え、かつ、０字部１
０ａ、１０ｂが斜め上向きに装着されて、各バンク１Ａ
、１Ｂのヘッドカバーとのクリアランスを最小でかつ平
行に設定できる。さらに、サージタンク６の取付面が単
一平面でその加工が容易であり、しかも、０字部１Ｑａ
、１０ｂの両端のサージタンク６および交差部９ａ、９
ｂとの接続面が、吸気の流れと略直角となるので、合せ
面ずれが最小となり、シール性も向上するなどの種々の
設計上の利点を備えている。On the other hand, independent intake passages 8A and 8B for the surge tank 6
0-shaped parts 10a, 10M) Since the mounting surface is tilted upward, the installation and removal of these 0-shaped parts 10a, 10b is difficult for bank 1A.
, 1B, and can be easily done without interfering with 0-character part 1.
0a and 10b are installed diagonally upward, and each bank 1A
, the clearance with the head cover of 1B can be set to the minimum and parallel. Furthermore, the mounting surface of the surge tank 6 is a single plane, which makes it easy to process, and the 0-shaped portion 1Qa
, 10b and the intersections 9a, 9.
Since the connection surface with b is substantially perpendicular to the flow of intake air, it has various design advantages such as minimizing misalignment of the mating surfaces and improving sealing performance.

なお、エンジンルームに対するエンジンの配置は、前後
方向もしくは左右方向に設置されるものであるが、いず
れの場合にもボンネットには傾斜があり、このボンネッ
トの傾斜に沿ってサージタンク６の上部を傾斜形状に設
けるものである。Note that the engine is installed in the front-rear direction or in the left-right direction in the engine room, but in either case, the bonnet has a slope, and the top of the surge tank 6 is sloped along the slope of the bonnet. It is provided in the shape.

また、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。Further, 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
。9b may also be provided at an angle.

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

第１図は本発明の一実施例における■型エンジンの要部
平面図、 第２図は吸気製首部分の側面図、 第３図は第２図の■−■線に沿う位首でのエンジンの要
部縦断面正面図である。 １・・・・・・■型エンジン　　　ＩＡ、ＩＢ・・・・
・・バンク５・・・・・・吸気装置　　　　　６・・・
・・・サージタンク６ｃ、６ｄ・・・・・・連通口　　
６ｅ・・・・・・上壁８Ａ、８Ｂ・・・・・・独立吸気
通路 ９ａ、９ｂ・・・・・・交差部 １０ａ、１０ｂ・・・・・・Ｕ字部　　１１・・・・・
・隔壁１２ａ、１２ｂ・・・・・・吸気入口 １３ａ、１３ｂ・・・・・・独立吸気管第１図 第２図Fig. 1 is a plan view of the main parts of a ■-type engine according to an embodiment of the present invention, Fig. 2 is a side view of the intake neck section, and Fig. 3 is a plan view of the main part of the ■-type engine in an embodiment of the present invention. FIG. 2 is a vertical cross-sectional front view of the main parts of the engine. 1... ■Type engine IA, IB...
... Bank 5 ... Intake device 6 ...
...Surge tank 6c, 6d...Communication port
6e...Top walls 8A, 8B...Independent intake passages 9a, 9b...Intersections 10a, 10b...U-shaped portion 11...
・Partition walls 12a, 12b...Intake inlets 13a, 13b...Independent intake pipes Fig. 1 Fig. 2

Claims (1)

【特許請求の範囲】[Claims] （１）Ｖ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、該サージタンクの左右の側面
から右左の各バンクの気筒に延びる独立吸気通路をサー
ジタンクの下方で交差して各バンクに接続し、上記サー
ジタンクの上部を出力軸方向に一方から他方に傾斜して
形成するとともに、高さの高い側の端部に吸気入口を開
口し上流側の吸気通路を接続したことを特徴とするＶ型
エンジンの吸気装置。(1) In a V-type engine, a surge tank is arranged approximately in the center of both banks, and independent intake passages extending from the left and right sides of the surge tank to the cylinders of each bank on the right and left intersect below the surge tank. The upper part of the surge tank was formed to be inclined from one side to the other in the direction of the output shaft, and an intake inlet was opened at the higher end to connect the upstream intake passage. This is an intake system for a V-type engine.
JP59169804A 1984-08-14 1984-08-14 Intake device of v-engine Granted JPS6149160A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP59169804A JPS6149160A (en) 1984-08-14 1984-08-14 Intake device of v-engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP59169804A JPS6149160A (en) 1984-08-14 1984-08-14 Intake device of v-engine

Publications (2)

Publication Number Publication Date
JPS6149160A true JPS6149160A (en) 1986-03-11
JPH0129985B2 JPH0129985B2 (en) 1989-06-15

Family

ID=15893200

Family Applications (1)

Application Number Title Priority Date Filing Date
JP59169804A Granted JPS6149160A (en) 1984-08-14 1984-08-14 Intake device of v-engine

Country Status (1)

Country Link
JP (1) JPS6149160A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7150256B2 (en) 2004-10-06 2006-12-19 Nissan Motor Co., Ltd. Intake device of multi-cylinder engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7150256B2 (en) 2004-10-06 2006-12-19 Nissan Motor Co., Ltd. Intake device of multi-cylinder engine

Also Published As

Publication number Publication date
JPH0129985B2 (en) 1989-06-15

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