JPS62182425A - V-type engine - Google Patents
V-type engineInfo
- Publication number
- JPS62182425A JPS62182425A JP2327286A JP2327286A JPS62182425A JP S62182425 A JPS62182425 A JP S62182425A JP 2327286 A JP2327286 A JP 2327286A JP 2327286 A JP2327286 A JP 2327286A JP S62182425 A JPS62182425 A JP S62182425A
- Authority
- JP
- Japan
- Prior art keywords
- cylinder head
- combustion chamber
- bank
- exhaust
- exhaust valve
- 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.)
- Pending
Links
- 238000002485 combustion reaction Methods 0.000 claims abstract description 28
- 239000000498 cooling water Substances 0.000 abstract description 9
- 238000005452 bending Methods 0.000 abstract 1
- 238000001816 cooling Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 239000003795 chemical substances by application Substances 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P3/00—Liquid cooling
- F01P3/12—Arrangements for cooling other engine or machine parts
- F01P3/14—Arrangements for cooling other engine or machine parts for cooling intake or exhaust valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
- F01L3/12—Cooling of valves
-
- 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
- F02B75/221—Multi-cylinder engines with cylinders in V, fan, or star arrangement with cylinder banks in narrow V-arrangement, having a single cylinder head
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は■型エンジンに関し、特に排気弁周りの冷却性
向上対策に関する。DETAILED DESCRIPTION OF THE INVENTION (Industrial Field of Application) The present invention relates to type 1 engines, and particularly to measures to improve cooling performance around exhaust valves.
（従来の技術）
従来、Ｖ型エンジンとして、例えば実開昭５６−７９６
２７Ｍ公報に開示されるように、？！故の燃焼室を千鳥
状に配置してバンク角度を狭くし、左右バンクで共通の
シリンダヘッドを形成した、いわゆる挟角Ｖ型エンジン
が知られている。このようなエンジンは、インライン型
のエンジンよりも気筒間のピッチを短く設定できるので
、エンジンの全長を短くできるとともに、両バンクの気
筒が対向して配置された通常のＶ型エンジンよりもバン
ク角度が狭いので、エンジンの全幅を狭くできることか
ら、エンジンがコンパクトなものになる。(Prior art) Conventionally, as a V-type engine, for example,
As disclosed in the 27M publication,? ! Therefore, a so-called narrow-angle V-type engine is known in which the combustion chambers are arranged in a staggered manner to narrow the bank angle and a common cylinder head is formed between the left and right banks. In such an engine, the pitch between the cylinders can be set shorter than in an in-line type engine, so the overall length of the engine can be shortened, and the bank angle can be set shorter than in a normal V-type engine in which both banks of cylinders are arranged facing each other. Since it is narrow, the overall width of the engine can be narrowed, making the engine more compact.
（発明が解決しようとする問題点）
ところで、上記従来のＶ型エンジンでは、各燃焼室に吸
気を供給する吸気ポートを一方のバンクの側方に開口し
て集合型の吸気マニホールドに接続するとともに、各燃
焼室からの排気を排出する排気ポートを他方のバンクの
側方に開口して集合型の排気マニホールドに接続するこ
とが行われている。(Problems to be Solved by the Invention) In the conventional V-type engine described above, the intake ports that supply intake air to each combustion chamber are opened on the side of one bank and connected to the collective intake manifold. The exhaust ports for discharging exhaust gas from each combustion chamber are opened on the side of the other bank and connected to a collective exhaust manifold.
ところが、このように吸、排気ポートを設けると、排気
マニホールドに近い燃焼室の排気ポートはシリンダヘッ
ドの側部のみに位置することになり、このシリンダヘッ
ドの側部は冷却水通路を設け難く、■つ淀み易い部分で
あるので、排気ポート及び排気弁を良好に冷／Ｊｌ （
’ 、！ ｆ 、シリンダヘッドの温度が不均一になる
とともに、シリンダヘッドの温度上昇によって吸気ボー
１−が加熱され、吸気温度が上昇して充填効率が低いも
のになるという問題がある。However, when intake and exhaust ports are provided in this way, the exhaust port of the combustion chamber near the exhaust manifold is located only on the side of the cylinder head, and it is difficult to provide a cooling water passage on the side of the cylinder head. ■Since these are the parts that are prone to stagnation, keep the exhaust port and exhaust valve well cooled.
',! f. There is a problem in that the temperature of the cylinder head becomes non-uniform, and the intake bow 1- is heated due to the rise in the temperature of the cylinder head, causing the intake air temperature to rise and the charging efficiency to become low.
本発明はかかる点に鑑みてなされたものであり、その目
的とするところは、各燃焼室の排気弁を、冷却水がスム
ーズに供給されるシリンダヘッド中央部に配設して排気
弁及び排気ポートを良好に冷却し、シリンダヘッドの冷
却性を改善することにある。The present invention has been made in view of the above, and an object of the present invention is to arrange the exhaust valve of each combustion chamber in the center of the cylinder head where cooling water is smoothly supplied. The purpose is to cool the port well and improve the cooling performance of the cylinder head.
（問題点を解決するための手段）
上記目的を達成するため、本発明の解決手段は、燃焼室
を千鳥状に配置してバンク角度を狭くし、左右のバンク
で共通のシリンダヘッドを形成したＶ型エンジンを前提
とし、これに対して、上記各燃焼室の吸気弁を各バンク
の外方に配設するとともに、各吸気ポートをバンクの側
方に間口し、一方、各燃焼室の排気弁を各バンクの内方
に配設する構成としたものである。(Means for Solving the Problems) In order to achieve the above object, the solving means of the present invention is to arrange the combustion chambers in a staggered manner to narrow the bank angle, and to form a common cylinder head between the left and right banks. Assuming a V-type engine, the intake valves of each combustion chamber are arranged outside of each bank, and each intake port is opened to the side of the bank, while the exhaust of each combustion chamber is The valve is arranged inside each bank.
〈作用）
上記の構成により、本発明では、排気弁は、；゛１１却
水がスムーズに流れる冷却水通路のあるシリンダヘッド
中央部に配設さ机ることになるので、該排気弁及び排気
ポートがこの冷却水によって良好に冷却され、シリンダ
ヘッドの冷却性が向上するつしかも、この冷却作用によ
りシリンダヘッドの温度が均一になるとともに、排気ポ
ートから吸気ポートへの熱伝達量が少爵になって吸気温
度の上昇が有効に防止される。(Function) With the above configuration, in the present invention, the exhaust valve is disposed in the center of the cylinder head where there is a cooling water passage through which coolant flows smoothly. The ports are well cooled by this cooling water, improving the cooling performance of the cylinder head. Moreover, this cooling action makes the temperature of the cylinder head uniform and reduces the amount of heat transferred from the exhaust port to the intake port. This effectively prevents a rise in intake air temperature.
（実施例） 以下、本発明の実施例を図面に基づいて説明する。(Example) Embodiments of the present invention will be described below based on the drawings.
第１図及び第２図は本発明の第１実施例に係る４気筒の
Ｖ型エンジンを示す。同図において、１はシリンダブロ
ック、２は該シリンダブロック１上に配設されたシリン
ダヘッドであって、該シリンダブロック１とシリンダヘ
ッド２との間には第１図下方から第１〜第４の気筒３ａ
〜３ｄが設けられ、該各気筒３ａ〜３ｄにはそれぞれピ
ストン４が嵌挿されて各気筒３ａ〜３ｄにベントルーフ
型の燃焼室５が形成されている。1 and 2 show a four-cylinder V-type engine according to a first embodiment of the present invention. In the same figure, 1 is a cylinder block, 2 is a cylinder head disposed on the cylinder block 1, and between the cylinder block 1 and the cylinder head 2 there are numbers 1 to 4 from the bottom in FIG. cylinder 3a
- 3d are provided, and a piston 4 is fitted into each of the cylinders 3a to 3d, and a vent roof type combustion chamber 5 is formed in each cylinder 3a to 3d.
上記気ｎ ３ ａ〜３ｄのうち第１及び第３気筒３ａ、
３ｃはエンジンの右側バンクＲに配置され、第２及び第
４気筒３ｂ 、３ｄはエンジンの左側バンクしに配置さ
れ、且つ燃焼室５・・・が千鳥状に配置されるように各
気筒３ａ〜３ｄは互いに他方のバンクＲ，Ｌの気筒間に
位置づけられていて、バンク角度が挟角に形成されてい
る。The first and third cylinders 3a among the above air 3a to 3d,
3c is arranged on the right bank R of the engine, the second and fourth cylinders 3b and 3d are arranged on the left bank of the engine, and each cylinder 3a to 3c is arranged so that the combustion chambers 5 are arranged in a staggered manner. 3d is positioned between the cylinders of the other banks R and L, and the bank angle is formed at an included angle.
また、上記シリンダヘッド２は、左右のバンクＲ，Ｌで
共通に形成されている。そして、シリンダヘッド２の中
火部には冷却水通路６．６・・・が設けられている。Further, the cylinder head 2 is formed in common between the left and right banks R and L. Cooling water passages 6, 6, . . . are provided in the intermediate heat section of the cylinder head 2.
さらに、」−記シリンダヘッド２には、各気筒ごとに吸
気ポート７と排気ポート８とが設けられている。そして
、吸気ポート７は、その一端が、各燃焼室５においてそ
の燃焼室５のバンクＲ，Ｌの外方に間口し、他端が同じ
バンクＲ，Ｌの側方に開口している。そして、燃焼室側
の開口には吸気弁９が配設され、該吸気かっは、ロッカ
ーアーム１２を介してシリンダヘッド２上に支承された
カム軸１１のカム１１ａによって所定のタイミングで開
閉駆動される。Further, the cylinder head 2 is provided with an intake port 7 and an exhaust port 8 for each cylinder. One end of the intake port 7 opens to the outside of the banks R and L of the combustion chamber 5 in each combustion chamber 5, and the other end opens to the side of the same bank R and L. An intake valve 9 is disposed at the opening on the combustion chamber side, and the intake valve is driven to open and close at a predetermined timing by a cam 11a of a camshaft 11 supported on the cylinder head 2 via a rocker arm 12. Ru.
一方、排気ポート８は、その一端が、各燃焼室５におい
てその燃焼室５の属するバンクＲ，Ｌの内方に開口し、
他端がそのバンクＲ，Ｌと異なるバンクＬ、Ｒの側方に
開口している。そして、燃焼室側の間口には排気弁１０
が配設され、該排気弁１０は、カムリフ１〜邑を増幅す
るスイングアーム１３を介して上記カム軸１１のカム１
１ｂによって所定のタイミングで開閉駆動される。On the other hand, one end of the exhaust port 8 opens inward of the banks R and L to which the combustion chamber 5 belongs in each combustion chamber 5,
The other end opens to the side of a bank L, R different from the banks R, L. And an exhaust valve 10 is installed at the frontage on the combustion chamber side.
The exhaust valve 10 is connected to the cam 1 of the camshaft 11 via a swing arm 13 that amplifies the cam rift 1.
1b is driven to open and close at a predetermined timing.
尚、１４は上記吸気ポート６のバンク側方側の開口に接
続され、各燃焼室５に吸気を供給する吸気マニホールド
、１５は上記排気ポート７のバンク側方側の開口に接続
され各燃焼室５からの排気を排出する排気マニホールド
である。The reference numeral 14 is an intake manifold that is connected to the opening on the side of the bank of the intake port 6 and supplies intake air to each combustion chamber 5, and the reference numeral 15 is connected to the opening on the side of the bank of the exhaust port 7 that supplies intake air to each combustion chamber 5. This is an exhaust manifold that discharges the exhaust gas from 5.
したがって、上記実施例においては、各燃焼室５の排気
弁９が各バンクＲ，Ｌの内方に配設されているので、レ
イアラ１〜上、排気弁９及びｌｊｌ：気ボ−１−８はシ
リングへラド２の中央部に位置し、つまり曲り部分の少
ない、ｉ ７４１ 、ＪＣ通路６が多数設けられて電灯
１水が多く且つスムーズに流れる部分に位置して、この
冷Ｗ水によって排気弁９及び排気ポート８が良好に冷却
されるので、その冷却性が向上してＷＩＩＪＪ上界が抑
えられ、その結果シリングヘッドの湯面分布が均一にな
る。Therefore, in the above embodiment, since the exhaust valves 9 of each combustion chamber 5 are disposed inside each bank R, L, the exhaust valves 9 and ljl: exhaust valves 1-8 I 741 is located in the center of Schillingherad 2, which has few curved parts, and is located in a part where there are many JC passages 6, electric lights 1, and a lot of water flowing smoothly. Since the valve 9 and the exhaust port 8 are well cooled, their cooling performance is improved, the WIIJJ upper limit is suppressed, and as a result, the hot water level distribution in the shilling head becomes uniform.
また、このシリンダヘッド２の冷却性向上によってシリ
ンダヘッド２の温度が低いものになるので、吸気温ａの
上昇が防止される。しがも、各燃焼室５の吸気弁９を各
バンクＲ，Ｌの外方に配置するとともに、吸気ポート７
をこのバンクＲ，Ｌの側方に開口したので、吸気ポート
７の長さが短くなり、吸気がエンジン熱に晒される時間
が短くなって吸気温度の上昇がさらに防止され、充填効
率を一層向上させることができる。Further, since the temperature of the cylinder head 2 becomes low due to this improvement in the cooling performance of the cylinder head 2, an increase in the intake air temperature a is prevented. However, the intake valve 9 of each combustion chamber 5 is arranged outside each bank R, L, and the intake port 7
are opened on the sides of these banks R and L, so the length of the intake port 7 is shortened, the time that the intake air is exposed to engine heat is shortened, further preventing a rise in intake air temperature, and further improving charging efficiency. can be done.
さらに、第３図及び第４図は本発明の第２実施例を示し
、排気ポート８′の下流端をシリンダヘッド２′の中央
部上方に間口するとともに、吸気ボー１−７′の上流端
をその吸気ポート７′の燃焼室５′のバンクＲ１Ｌと異
なるバンクＬ、Ｒの側方に間口し、各吸気弁９′及び１
１［気弁１０′を異なるバンクＬ、Ｒの上方に支承ざ杭
たカム軸′１６゜１７のカム１６ａ 、 １６ｂ １７
ａ 、 １７ｂによって開閉駆動するようにしたもので
あり、上記第１実施例と同様の効果を奏するものである
。尚１本実施例の場合、排気マニホールドをシリンダヘ
ッド２の上方に設けることになるが、吸、ｌ）［気）ｒ
９’、１０’ の水平面とのなす角度を小さく設定でき
るので、エンジンの全高が高くなることはなく、挟角■
型エンジンめ特質であるコンパクト性を損うことはない
。Furthermore, FIGS. 3 and 4 show a second embodiment of the present invention, in which the downstream end of the exhaust port 8' is opened above the center of the cylinder head 2', and the upstream end of the intake bow 1-7' The intake port 7' is opened to the side of banks L and R different from the bank R1L of the combustion chamber 5', and each intake valve 9' and 1
1 [cams 16a, 16b 17 of cam shafts'16°17 with air valves 10' supported above different banks L and R
A and 17b are used to drive the opening and closing operation, and the same effects as in the first embodiment are achieved. In the case of this embodiment, the exhaust manifold is provided above the cylinder head 2.
Since the angle between 9' and 10' with the horizontal plane can be set small, the overall height of the engine does not increase, and the included angle ■
It does not compromise the compactness that is a characteristic of type engines.
（発明の効果）
以上説明したように、本発明のＶ型エンジンによれば、
排気弁を冷却水がスムーズに流れるシリンダヘッド中央
部に臨む各バンクの内方に配設して排気弁及び排気ポー
トを良好に冷却するとともに、吸気弁をｍｌの低い各バ
ンクの外方に配置Ｌ、吸気ポートを各バンクの側方に開
口して吸気温度の上界を防止したのＣ、エンジンのコン
パクト性という挟角ＶＺエンジンの特質を損うことなく
シリンダヘッドの温度分布を均一にすることができると
ともに充填効率を向上させることがｒきる。(Effects of the Invention) As explained above, according to the V-type engine of the present invention,
Exhaust valves are placed inside each bank facing the center of the cylinder head where cooling water flows smoothly, allowing the exhaust valves and exhaust ports to be cooled well, and intake valves are placed outside each bank with low ml. L. The intake ports are opened on the sides of each bank to prevent the upper limit of the intake air temperature. C. The temperature distribution of the cylinder head is made uniform without compromising the compactness of the engine, which is the characteristic of the narrow-angle VZ engine. It is possible to improve the filling efficiency.
図面は本発明の実施例を示し、第１図は第１実施例の平
面図、第２図は第１図の■−■線断面図、第３図は第２
実施例の平面図、第４図は第３図のｒｖ −ｒｖ線断面
図である。
２．２′・・・シリンダヘッド、５．５′・・・燃焼室
、７．７′・・・吸気ポート、９．９′・・・吸気弁、
１０゜１０′・・・排気弁、Ｒ，Ｌ・・・バンク。
特許出願人 マツダ株式会社
、τ
代 理 人 弁理士 前 １）
弘、賢゛−；：ノ；
ｍ’Ｌ！Ａ
第１図
第３図
第４図The drawings show embodiments of the present invention; FIG. 1 is a plan view of the first embodiment, FIG. 2 is a sectional view taken along the line ■-■ of FIG. 1, and FIG.
A plan view of the embodiment, FIG. 4 is a sectional view taken along the line rv-rv in FIG. 3. 2.2'...Cylinder head, 5.5'...Combustion chamber, 7.7'...Intake port, 9.9'...Intake valve,
10°10'...Exhaust valve, R, L...Bank. Patent applicant Mazda Motor Corporation, τ Agent Patent attorney 1)
Hiroshi, Ken゛-;:ノ; m'L! A Figure 1 Figure 3 Figure 4
Claims (1)
左右のバンクで共通のシリンダヘッドを形成したＶ型エ
ンジンにおいて、上記各燃焼室の吸気弁は各バンクの外
方に配設されているとともに、各吸気ポートはバンクの
側方に開口し、一方、各燃焼室の排気弁は各バンクの内
方に配設されていることを特徴とするＶ型エンジン。(1) Arrange the combustion chambers in a staggered manner to narrow the bank angle,
In a V-type engine in which a common cylinder head is formed between the left and right banks, the intake valves of each combustion chamber are located outside of each bank, and each intake port opens to the side of the bank. , a V-type engine characterized in that the exhaust valves of each combustion chamber are arranged inward of each bank.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2327286A JPS62182425A (en) | 1986-02-05 | 1986-02-05 | V-type engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2327286A JPS62182425A (en) | 1986-02-05 | 1986-02-05 | V-type engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS62182425A true JPS62182425A (en) | 1987-08-10 |
Family
ID=12105965
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2327286A Pending JPS62182425A (en) | 1986-02-05 | 1986-02-05 | V-type engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62182425A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2015094245A (en) * | 2013-11-11 | 2015-05-18 | 日産自動車株式会社 | Cylinder block of internal combustion engine |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5639830B2 (en) * | 1978-11-08 | 1981-09-16 | ||
| JPS5732745A (en) * | 1980-08-08 | 1982-02-22 | Mitsubishi Heavy Ind Ltd | Running method of dust collector |
| JPS6214694A (en) * | 1985-07-12 | 1987-01-23 | 三菱電機株式会社 | Analog amount display unit |
-
1986
- 1986-02-05 JP JP2327286A patent/JPS62182425A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5639830B2 (en) * | 1978-11-08 | 1981-09-16 | ||
| JPS5732745A (en) * | 1980-08-08 | 1982-02-22 | Mitsubishi Heavy Ind Ltd | Running method of dust collector |
| JPS6214694A (en) * | 1985-07-12 | 1987-01-23 | 三菱電機株式会社 | Analog amount display unit |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2015094245A (en) * | 2013-11-11 | 2015-05-18 | 日産自動車株式会社 | Cylinder block of internal combustion engine |
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