KR100344665B1 - Intake device of V engine - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates mainly to an intake apparatus of a V-type engine which has been studied for the excretion of a surge tank, and has an object of improving the structural rigidity of the intake system of a V-type engine. On the left and right pairs of cylinder rows E1 and E2 of E, one pair of left and right surge tanks 11 and 12 corresponding to each of the cylinder rows is disposed, and the front and rear ends of the respective surge tanks are The annular surge tube 1a is formed by being connected to each other by the front communication tube 13 and the rear communication tube 14, and the throttle valve body 3 is placed in this annular surge tube to provide intake air. From the surge tanks 11 and 12, independent intake pipes P corresponding to the number of cylinders are alternately branched in opposite directions to each other, and adjacent independent intake pipes P are integrally coupled to each other, and the front and rear directions The freezing side of the independent air intake at the end of the Is coupled integrally with the communicating tube and the rear of the communicating tube either side, it characterized in that the communication pipe on the front or rear of the communicating tube either the throttle valve body 3 is coupled integrally.

Description

Intake device of V engine

The present invention relates to an intake apparatus of a V-type engine which has studied research in excretion of a surge tank.

In the V-type engine, a plurality of cylinders are arranged in two rows, the cylinder has a V-shape when viewed from the front, and is advantageous for the compaction in the longitudinal direction in an engine having many cylinders. In such a V-type engine, an intake machine including a surge tank downstream of a throttle valve, an independent intake pipe, and the like is usually formed in a space between cylinder rows facing each other.

In the intake apparatus of such a V-type engine, the structure is designed to increase the driving efficiency while achieving compactness. For example, as disclosed in Japanese Patent Laid-Open No. 62-210218, a surge tank is provided for each cylinder row. At the same time, it is proposed to connect the end portions of the surge tanks of each cylinder row so as to communicate with each other, and to make the surge tank itself into an annular shape. In this way, the surge tank has an annular shape, and the supercharge effect such as resonance and inertia of the intake air can be obtained, and the V-type engine can be made relatively compact.

By the way, in the case of applying the annular surge tank as described above, when attempting to further compact the engine, it may be difficult to integrally combine the various devices of the intake cylinder with the annular surge tank, By doing so, the weight of the surge tank is considerably large, and the weight of the surge tank is easy to be applied to the surge tank, and in particular, since the relatively heavy throttle body is connected to one end of the surge tank, the surge tank is disposed in a stable state. This difficult problem exists.

Therefore, it is conceivable to arrange a rigid support structure for supporting the surge tank around the V-type engine. However, in such a case, a large accommodation space for accommodating the support structure in the engine room must be secured, and at the same time, the support structure is provided. The inconvenience that the weight of the engine, including a large, occurs.

The present invention has been made to solve the problems described above, and provides an intake device of a structurally high V-type engine that can cope with its weight sufficiently even when various devices of an intake cylinder are coupled to an annular surge tank. It is aimed at.

In the intake apparatus of the V-type engine of the first invention of the present invention, a pair of left and right surge tanks corresponding to each cylinder row are formed on the upper left and right pairs of cylinder rows of the V-type engine, and the cylinders of these surge tanks are formed. One end and the other end in the column direction are connected to each other by a communication tube at one end and a communication tube at the other end to form an annular surge tube, and a V-type configured to supply intake air through the throttle valve body through the annular surge tube. In the engine intake apparatus, each of the surge tanks is provided with a plurality of independent intake pipes extending inwardly, and each of the surge tanks has an independent intake pipe extending from one surge tank and the other surge tanks extending from one surge tank in a substantially central portion between the two ampere tanks. Adjacent independent intake pipes are integrally coupled to each other in a state where the independent independent intake pipes are alternately positioned, and at least one independent intake pipe located at one end in the column row direction is provided. Coupled to the communication pipe integrally, to one characterized in that it is a throttle valve body with one end connected to the communicating tube of bujjok.

The intake device of the V-type engine of the second invention of the present invention is the intake device of the V-type engine according to the first invention of the present invention, wherein the independent intake pipe and the other end are located at one end of the cylinder row direction. It is characterized in that the independent intake pipe located is integrally coupled to each communication tube.

The intake apparatus of the V-type engine of the third invention of the present invention is the intake apparatus of the V-type engine according to the first or second invention of the present invention, wherein the throttle valve body is directly connected to the annular surge pipe. It is characterized by.

The intake apparatus of the V-type engine of the fourth invention of the present invention is the intake apparatus of the V-type engine according to any one of the first to third inventions of the present invention, which is located opposite to the throttle valve side. An on-off valve is provided in the communication tube, and a boss portion for supporting the on-off valve is connected to an independent intake pipe.

The intake apparatus of the V-type engine of the fifth invention of the present invention is the intake apparatus of the V-type engine according to any one of the first to fourth inventions of the present invention, each independent branching from each of the surge tanks. The downstream end of the intake pipe is characterized in that it is disposed in a zigzag shape when viewed in a plane.

The intake apparatus of the V-type engine of the sixth invention of the present invention is the intake apparatus of the V-type engine according to any one of the first to fifth inventions of the present invention, wherein each of the independent intake pipes is coupled. The bolt hole toward the engine is arranged in a jig-zag shape.

The intake apparatus of the V-type engine of the seventh aspect of the present invention is the intake apparatus of the V-type engine according to the fifth or sixth aspect of the present invention, wherein the upstream end of the pair of surge tanks is located. The independent intake pipes which are set at the same position in the cylinder row direction and branch off from one surge tank extend substantially at right angles to the surge tank. It is characterized by being installed obliquely to the surge tank.

The intake apparatus of the V-type engine of the eighth invention of the present invention is the intake apparatus of the V-type engine according to any one of the fifth to seventh inventions of the present invention, wherein the jig-zag independent intake pipe excretion portion is provided. The vacuum chamber is formed in the lower portion of the.

The intake apparatus of the V-type engine of the ninth invention of the present invention is the intake apparatus of the V-type engine according to any one of the first to eighth inventions of the present invention, wherein the throttle valve body is connected to the communication tube. The volume chamber which bulged toward the inner side of the annular surge tube is formed in the diaphragm.

The intake apparatus of the V-type engine of the tenth invention of the present invention is the intake apparatus of the V-type engine according to the ninth invention of the present invention, wherein the volume chamber is formed at a position offset from the center portion of the communication tube. It is a feature.

In the intake apparatus of the V-type engine of the eleventh invention of the present invention, in the intake apparatus of the V-type engine according to the ninth or tenth invention of the present invention, the additional gas passage for supplying additional gas to the intake machine is It is characterized by being integrally cast with the volumetric chamber.

The intake apparatus of the V-type engine of the twelfth invention of the present invention is the intake apparatus of the V-type engine according to the eleventh invention of the present invention, wherein the additional gas passage bypasses the throttle valve in the throttle valve body. It is characterized by a bypass passage for introducing air.

According to the intake apparatus of the V-type engine of the first invention of the present invention, each of the independent intake pipes alternately branched from each surge tank in a direction opposite to each other is integrally coupled to each other. Since the independent intake pipe located at least one end in the column direction in the cylinder is integrally coupled to the communication pipe, the unit including the annular surge pipe consisting of the respective surge tanks and the connection pipes becomes compact, and the coupling portion is Stiffness is improved by reinforcement. Moreover, the connecting pipe of the one end part to which a throttle valve body is connected is reinforced, and the support rigidity of a throttle valve body improves.

According to the intake apparatus of the V-type engine of the second invention of the present invention, since the independent intake pipe located at one end side in the column direction and the independent intake pipe located at the other end side are integrally coupled to each communication tube, Stiffness of surge tanks, including independent intake pipes, is further improved.

According to the intake apparatus of the V-type engine of the third invention of the present invention, since the throttle valve body is directly connected to the annular surge tube, the throttle valve body and the annular surge tube are integrally coupled. In this regard, compactness and rigidity are realized.

According to the intake apparatus of the V-type engine of the fourth aspect of the present invention, an on-off valve is provided in a communication tube located on the side opposite to the throttle valve side, and a boss portion supporting the on-off valve is connected to an independent intake pipe. Therefore, the support rigidity for the on-off valve is increased by this connection.

According to the intake apparatus of the V-type engine of the fifth invention of the present invention, since the downstream end portion of each independent intake pipe branched from each surge tank is arranged in a zigzag view in plan view, each independent suction The engine is in a state of being fitted by adjacent left and right independent intake pipes, the coupling state of each independent intake pipe becomes tight, and the rigidity is further improved.

According to the intake apparatus of the V-type engine according to the sixth aspect of the present invention, since the bolt hole toward the engine is provided in a jig-zag shape at the portion where the independent intake pipes are coupled, the bolt for connection to the engine is provided. The rigidity of the fastening part is increased.

According to the intake apparatus of the V-type engine according to the seventh aspect of the present invention, the positions of the upstream end portions of the pair of surge tanks are set at the same position in the cylinder column direction and branched from one surge tank. The independent intake pipes are installed at right angles to the surge tank, and the independent intake pipes branching from the other surge tank are installed at an angle to this surge tank. It is possible to make the branching positions the same, so that even if the positions of the end portions of the pair of surge tanks are set at the same position in the direction of the column flow, the distributions can be equalized in the intake cylinder. It is also advantageous to compact the intake passage length. It is also advantageous for coupling of intake pipes to each other.

According to the intake apparatus of the V-type engine of the eighth invention of the present invention, since the vacuum chamber is formed under the zigzag-shaped independent intake pipe excretion portion, the lower space is effectively used, and as a result, the separate engine It is not necessary to form a vacuum chamber centering on the center, and the engine room can be made spacious.

According to the intake apparatus of the V-type engine of the ninth invention of the present invention, since the volume chamber bulged toward the inside of the annular surge tube is formed in the portion where the throttle valve body is connected to the communication tube, The blow-by gas and the flushing gas from the fuel tank are mixed in the volume chamber, and the gas components in the intake are made uniform, so that even distribution is performed.

According to the intake apparatus of the V-type engine of the tenth aspect of the present invention, since the volume chamber is formed at a position offset from the center portion of the communication tube, interference with an independent intake tube located approximately at the center portion of each surge tank is avoided. As a result, the intake apparatus can be arranged more compactly.

According to the intake apparatus of the V-type engine of the eleventh invention of the present invention, since the additional gas passage for supplying the additional gas to the intake machine is integrally cast with the volume chamber, the annular surge tube is made to be more rigid. can do.

According to the intake apparatus of the V-type engine of the twelfth invention of the present invention, since the additional gas passage is a bypass passage for introducing air bypassing the throttle valve in the throttle valve body, a separate bypass passage can be formed. There is no need, the compactness is realized and the manufacturability is also improved.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a perspective view showing an example of an intake apparatus of a V-type engine according to the present invention, FIG. 2 is a plan view thereof, FIG. 3 is an equal side view, and FIG. 4 is an elevation view. As shown in these figures, in the present invention, the engine E is applied with a V-type engine in which the first column E1 and the second column E2 are arranged in parallel. In this embodiment, each of the cylinder columns E1 and E2 is provided with three cylinders, respectively. The intake apparatus 1 according to the present invention is provided in the upper portion of the V-shaped valley portion viewed from the front formed by these first and second column E1 and E2.

Then, the intake apparatus 1 of this embodiment is arranged so as to extend in the front-rear direction on the upper part of the 1st surge tank 11 arrange | positioned so that it may extend in the front-back direction on the upper part of the 1st columnar column E1, and the 2nd columnar column E2. A second communication tank 12, a front communication tube 13 communicating with the front part of the first surge tank 11 and the second surge tank 12, a rear communication tube 14 communicating with the rear part, and On-off valve (2) for controlling the dynamic effect of the intake air disposed in the front communication pipe (13), the throttle valve body (3) directly connected to the rear communication pipe (14), the first surge tank (11) and the second It has the basic structure which consists of the independent intake pipe group P arrange | positioned 3 each in the surge tank 12, and the intake manifold M connected downstream of this independent intake pipe group P. As shown in FIG. An annular surge tube 1a is formed by the first surge tank 11, the second surge tank 12, the front communication tube 13, and the rear communication tube 14.

As shown in FIG. 1 and FIG. 3, the front part of the said amphibian tanks 11 and 12 is slightly bent upwards. In this way, since a considerable gap is formed between the front communicating pipe 13 and the front edge of the engine E in the front portion of the engine E, inspection of various sensors and extraction operation of the radiator fluid can be performed easily. At the same time, the cooling effect of the entire intake apparatus 1 is improved by the introduction of wind from the gap.

The upstream end portions of the first surge tank 11 and the second surge tank 12, that is, the junction points with both ends of the rear communication tube 14, are set at the same position in the front-rear direction. In addition, the throttle valve body 3 is connected to a substantially central portion of the rear communication pipe 14. Therefore, since the distance until the intake air reaches the first surge tank 11 and the second surge tank 12 is the same, the intake air is distributed to the first surge tank 11 and the second surge tank 12. The amount of is evened out.

The on-off valve 2 is for controlling the natural frequency of the intake air in the annular surge pipe 1a. When the natural frequency of the intake air is matched with the pressure vibration of the engine E, the charging efficiency is increased. Therefore, the on-off valve 2 is automatically opened and closed in accordance with the rotational speed of the engine E. The vibration is set to match.

In the first surge tank 11 and the second surge tank 12, three left independent suction pipe groups P1 and a right independent suction pipe group P2 are arranged in a slightly displaced state on the arc surfaces facing each other. The left independent intake pipe group P1 is composed of the first left independent intake pipe P11, the left second independent intake pipe P12, and the left third independent intake pipe P13 from the front side, and the right independent intake pipe group P2 is the right first independent pipe. It consists of an intake pipe P21, a right 2nd independent intake pipe P22, and a right 3rd independent intake pipe P23.

All of these independent intake pipe groups P are bent downwards and connected to the intake manifold M via the flange 41. The intake manifold M constitutes an independent intake pipe group downstream from the position between the independent intake pipe P and the engine E.

The pipes P11, P12 and P13 of the left independent suction pipe group P1 thus disposed and the pipes P21, P22 and P23 of the right independent suction pipe group P2 are dimensioned so as to cross each other at the center. Therefore, as shown in FIG. 2, the left independent intake pipe P1 and the right independent intake pipe group P2 are jig-zag in each curved part.

In the present embodiment, all of the first left independent intake pipe P11, the second left independent suction pipe P12, and the left third independent suction pipe P13 constituting the left independent suction pipe group P1 are all of the first surge tank 11. Although the layout is set to extend linearly from the inner outer peripheral surface of the second surge tank 12 toward the second surge tank 12, the right first independent intake pipe P21 extending from the surge tank 12, the right second independent intake pipe P22, and the right third The independent intake pipes P23 are all laid out at an angle.

By performing such a layout setting, since the branching point to the first surge tank 11 of the left independent intake pipe group P1 and the branching point to the second surge tank 12 of the right independent intake pipe group P2 face each other, The distribution state of the intake air in the first surge tank 11 and the second surge tank 12 to the left independent intake pipe group P1 and the right independent intake pipe group P2 becomes equal. In addition, since the independent intake pipe group P2 is arranged in a zigzag arrangement at each bending point, it is effective in making the annular surge pipe 1a compact.

However, if the left independent intake pipe group P1 is arranged in a straight line as described above and the right independent intake pipe group P2 is in a slanted arrangement, the length of the intake passage length is uneven for each cylinder since the right independent intake pipe group P2 is longer than the left independent intake pipe P1. In order to avoid this, the intake manifold M is arranged in the opposite arrangement to the above, and the downstream independent intake pipe with respect to the left independent intake pipe group P1 is in an oblique arrangement and the downstream independent intake pipe with respect to the right independent intake pipe group P2. It is preferable to make linear arrangement.

In such an independent intake pipe group P, all the pipes P11 to P23 are mutually connected at an approximately center portion inside the annular surge pipe 1a. Specifically, independent intake pipes P11 to P23 are joined at adjacent portions, and plate-shaped connecting portions 4 are integrally formed with each intake pipe P11 to P23 between the respective intake pipes P11 to P23. As a result, the annular surge pipe 1a is structurally very hard.

In the flange 41 formed at the connection portion between the lower end portions of the intake pipes P11 to P23 and the upper end portion of the manifold M which is the downstream independent intake pipe group, as shown in FIGS. Seven bolt boss portions 43 are arranged in a zigzag shape, and the bolts 43a are inserted into the bolt holes formed in the bolt boss portions 43 to be threaded and screwed together, and each intake pipe P11 to P23 and Manifold M is connected. By tightening the bolt boss portion 43, the fastening rigidity of the connecting portion 4 is improved.

Further, a boss part 15 supporting the shaft of the on-off valve 2 is interposed between the front outer wall of the left first independent intake pipe P11 and the on-off valve 2 so that both are integrally coupled. Therefore, the independent intake pipe group P is integrally coupled to the front communication pipe 13 and the rear communication pipe 14 before and after, and the integral coupling state to the annular surge pipe 1a of the independent intake pipe group P is stronger. It is done.

Moreover, the ISC pipe 16 which bypasses the inside of the throttle valve body 3 is manufactured integrally by casting. The ISC tube 16 extends upward from the lower portion of the annular surge tube 1a and reaches the following volume chamber 33. Air is introduced into the ISC pipe 16 via a passage in the intake manifold M from a pipe upstream of the throttle valve body 3. Thus, by integrally casting the ISC pipe 16 to the independent suction pipe of the annular surge pipe 1a, the rigidity is improved, the manufacturability is improved, and the sound of opening and closing sound generated when the ISC valve is opened and closed. This is alleviated.

An intake pipe 31 is connected to the rear portion of the throttle valve body 3, and the intake air introduced into the throttle valve body 3 via the intake pipe 31 is connected to the throttle valve shown in the drawing. The flow rate is controlled by this, and is supplied in the annular surge pipe 1a.

A blowby gas pipe 32 is connected to the volume chamber 33, which will be described later, formed at the connection portion between the throttle valve body 3 and the rear communication pipe 14, and the blowby gas leaked from the inside of the cylinder is the engine E. It is supposed to reflux at. This blow-by gas pipe 32 is connected to the lower part of the volume chamber 33, and this connection part plays a role of draining the water condensed in the annular surge pipe 1a, and the water throttles the valve body 3 ) To prevent intrusion.

In addition, a washing gas pipe 17 is connected to the ISC pipe 16, and the washing gas leaked from the fuel tank is introduced into the rear communication pipe 14 of the annular surge pipe 1a via the ISC pipe 16. It is intended to be introduced.

In addition, in this embodiment, although the throttle valve body 3 is provided with respect to the annular surge pipe 1a, this invention is not limited to having one throttle valve body 3, The first surge Two throttle valve bodies may be provided for the tank 11 and the second surge tank 12. In this case, however, it is preferable to connect the communication pipes connected to the two throttle valve bodies with ribs to achieve structural strength improvement.

The front protrusion 34 of the front side of the throttle valve body 3, which protrudes forward from the outer circumferential surface of the rear communication tube 14 in a state where a spherical surface is formed, is rearward. It is integrally cast and formed in the communication pipe 14, and as shown in FIG. 3, the volume chamber 33 of the concave-surface is formed in the inside of this front protrusion part 34 as shown in FIG. The volume chamber 33 is formed in the throttle valve body 3 through the ISC pipe 16, the flushing gas pipe 17, and the blow-by gas pipe 32 through the bypass intake and washing. The gas and the blow-by gas are introduced to prevent the supply of uniform intake air due to these drifts.

That is, the bypass intake, flushing gas and blow-by gas introduced into the throttle valve body 3 are guided into the concave surface shape of the inner wall surface of the volume chamber 33 and are vortexed so as to be mixed well so that uniform intake is distributed. Will be done. In addition, the front protrusion 34 is expanded in the forward direction than the rear communication pipe 14, so that the intake apparatus 1 can be made more compact. This is to improve the overall stiffness strength of the intake apparatus 1 by bringing the distance from the three independent intake pipes P23 through the connecting portion 4.

When the throttle valve body 3 is slightly shifted from the center portion of the rear communication pipe 14, the right third independent intake pipe P23 and the front protrusion 34 of the throttle valve body 3 do not interfere with each other, (1) can be made more compact.

An idle adjustment air passage 18 is connected to the front protrusion 34. The idle adjustment air passage 18 is connected to a hose shown in the figure, which protrudes from the throttle valve body 3, and is supplied with air of a predetermined flow rate through the idle adjustment air passage 18 during idling. .

In the present embodiment, the ISC pipe 16 is formed of an aluminum structure in one piece with the independent intake pipe group P. In this way, the manufacturing cost can be reduced, and at the same time, it can also contribute to the reduction of the operation of the ISC valve that penetrates from the inside of the ISC pipe 16 to the outside.

Moreover, the vacuum chamber 5 is formed using the space part between the independent intake pipe group P and the intake manifold M which is not shown in figure. Specifically, the upper peripheral part and the periphery of the independent pipes P12 and P22 are formed in the downwardly open space surrounded by the upper surface part and the periphery, while the upper chamber is formed on the intake manifold side so that the vacuum chamber 5 is formed. It is.

The vacuum chamber 5 is used as a negative pressure source for operating various actuators using negative pressure, and a dedicated one is provided in the periphery of the generalized annular surge pipe 1a. Focusing on the part, the vacuum chamber 5 was formed in this part. By doing in this way, the effective use of the said space part can be aimed at, and it becomes possible to make the intake apparatus 1 more compact.

In the present embodiment, as indicated by the dashed-dotted line in FIG. 2, the negative pressure actuator 7 for opening and closing the on-off valve 2 is attached to the front communication tube 13, and the actuator 7 The negative pressure of the vacuum chamber 5 is supplied via the three-way valve 72 and the negative pressure tube 71. Opening / closing operation of the opening / closing valve 2 is performed by the operation of the actuator 7.

An auxiliary device such as the actuator (7), the negative pressure pipe (71), the three-way valve (72), the ISC passage (16), the idle adjustment air passage (18), and the throttle valve body (3) is an annular surge pipe ( The central portion of 1a) is disposed linearly in the column-parallel direction, and the balance of the arrangement of the auxiliary equipment is good.

The fuel supply system for the intake machine may be a vaporizer, or may be equipped with a fuel injection device in which fuel is injected and supplied from the injector to the intake manifold of each cylinder. Explain. In this case, as indicated by the dashed-dotted line in FIG. 2, the fuel distribution pipe 6, which is a circulation passage of the liquid fuel, is disposed inside the annular surge pipe 1a.

The fuel distribution pipe 6 is supplied with fuel from the fuel tank, not shown, via the fuel pipe 62 and the pulsation damper 63 to the fuel distribution pipe 6, and an injector provided corresponding to each cylinder. It is to be injected from 61. The remaining fuel is returned to the fuel tank via the pressure regulator 64.

The fuel distribution pipe 6 is isolated from the intermediate pipe of the exhaust system by arranging the fuel distribution pipe 6 in an annular shape inside the annular surge pipe 1a, and the liquid fuel in the fuel distribution pipe under the influence of the exhaust heat. The temperature of the is prevented from rising.

Moreover, the fuel distribution pipe 6 is arrange | positioned so that the side surface part of the injector 61 may pass. In this way, the fuel passage in the fuel distribution pipe 6 can approach the inside of the injector 61, as compared with the fuel distribution pipe 6 arranged so as to pass above the injector 61. Fuel passing through (6) may take heat inside the injector 61 and contribute to cooling. By arranging the fuel distribution pipe 6 and the injector 61 as described above, the generation of steam in the fuel supplied to the injector 61 can be effectively prevented and the fluctuation of the fuel supply amount can be reliably prevented. do.

In addition, since the fuel distribution pipe 6 is surrounded by the annular surge pipe 1a, the fuel distribution pipe 6 can be effectively protected from an impact such as a collision. In addition, the space surrounded by the annular surge pipe 1a is effectively used, and the space in the engine room can be afforded, and the appearance of the engine E is also improved.

As described in detail above, the intake apparatus of the V-type engine of the present invention is an annular surge tube formed of a surge tank formed in each of the left and right pairs of cylinder rows of the V-type engine and a communication tube connected to each end in the cylinder row direction. In the intake device of a V-type engine configured to supply intake air through a throttle valve body, each surge tank is provided with a plurality of independent intake pipes extending inward, and one surge in approximately the center between the two ampere tanks. Independent intake pipes extending from the tank and independent intake pipes extending from the other surge tank are alternately positioned so that adjacent independent intake pipes are integrally coupled to each other, and at least at one end of the cylinder row direction. The intake pipe is integrally coupled to the communication pipe, and the throttle valve body is connected to the communication pipe at one end thereof.

Therefore, the unit including the annular surge tube made up of each surge tank and the connecting pipe becomes compact, and the coupling portion is reinforced, thereby improving the rigidity. Moreover, the connecting pipe of the one end part to which a throttle valve body is connected is reinforced, and the support rigidity of a throttle valve body improves.

In addition, when the independent intake pipes located at one end of the cylinder row direction and the independent intake pipes located at the other end thereof are integrally coupled to each communication tube, the rigidity of the surge tank including the independent intake pipes is further improved.

Further, when the throttle valve body is directly connected to the annular surge tube, the throttle valve body and the annular surge tube are integrally coupled, and the rigidity is also improved in this respect.

In addition, when an on-off valve is provided in the communication pipe located on the side opposite to the throttle valve side, and the boss portion supporting the on-off valve is connected to the independent intake pipe, the support rigidity for the on-off valve is increased by this connection.

Further, when the downstream end of each independent intake pipe branched from each surge tank is arranged in a zigzag shape in a plan view, each of the independent intake pipes is sandwiched by left and right adjacent intake pipes. The coupling state of independent intake pipes becomes tight, and rigidity improves.

In addition, a connecting portion for integrally coupling each independent intake pipe at the downstream end side is formed, and in this connecting portion, a bolt hole for fixing each surge tank to the upper part of the engine is provided, and the bolt hole is arranged in a zigzag shape. This increases the rigidity of the bolted joints for connection to the engine.

In addition, the position of the upstream end of the pair of surge tanks is set at the same position in the columnar direction, and each independent intake pipe branched from one surge tank extends at approximately right angles to the surge tank and is installed on the other side. If the independent intake pipes branching from the surge tanks are extended at an angle to the surge tanks, the branch positions of the independent intake pipes from both surge tanks can be made identical, and the positions of the ends of the pair of surge tanks are the same. It is possible to equalize the distribution of the intake air to each of the column rows even if the is set at the same position in the column direction. It is also advantageous to compact the intake passage length. It is also advantageous for coupling of intake pipes to each other.

In addition, if a vacuum chamber is formed under the zigzag independent intake pipe excretion portion, the lower space is effectively used, and as a result, it is not necessary to form a vacuum chamber centered on the frequency engine, and the engine room can be made spacious. have.

In addition, when the throttle valve body forms a bulging chamber which expands toward the inside of the annular surge tube at the portion connected to the communication pipe, the blow-by gas and the flushing gas from the fuel tank are mixed in the blast chamber. In this case, the fuel components in the intake are uniform and uniform distribution is achieved.

In addition, if the volume chamber is provided at a position offset from the center portion of the communication pipe, interference with the independent intake pipe located at the substantially center portion between the surge tanks is avoided, and the intake apparatus can be more compactly laid out.

Further, when the additional gas passage for supplying additional gas to the intake machine is integrally cast with the volume chamber, the annular surge tube can be made more rigid.

In addition, when the additional gas passage is used as a bypass passage in which the throttle valve in the throttle valve body is bypassed, it is not necessary to form a separate bypass passage, and the compactness and the improvement of the manufacturability can be achieved. have.

1 is a perspective view showing an example of an intake apparatus of a V-type engine according to the present invention;

2 is a plan view of FIG.

3 is a side view of FIG. 1,

Dog 4 degrees is a front view of the first degree,

(1) ... intake system (11) ... first surge tank

(12) ... 2nd surge tank (13) ... forward communicating tube

(14) ... Rearcommunist (15) ... Boss Department

(16) ... ISC pipe (2) ... opening and closing valve

(3) Throttle valve body (31) ... Intake pipe

(32) ... Blowby Gas Pipe (33) ... Volume Chamber

(34) ... Forward protrusion (4) ... Connection

(41) ... Flange (5) ... Vacuum Room

(6) ... Fuel distribution pipe E ... Engine

E1 ... 1st column E2 ... 2nd column

P ... Independent suction group P1 ... Left independent suction group

P2 ... Right independent ventilator group P1 ₁ ... Left independent 1st vent

P1 ₂ ... left second independent pipe P1 ₃ ... left third independent pipe

P2 ₁ ... right independent first pipe P2 ₂ ... right independent second pipe

P2 ₃ ... Right 3rd independent vent M ... Intake manifold

Claims (12)

On the left and right pairs of cylinder rows of the V-type engine, one pair of left and right surge tanks corresponding to each of the cylinder rows is formed, and one end and the other end of the cylinder parallel direction of each of these surge tanks communicate with each other at one end. An intake apparatus of a V-type engine configured to be connected to each other by a communication tube on one side to form an annular surge tube, and wherein the intake air is supplied to the annular surge tube through a throttle valve body. Adjacent independent intake pipes are provided in series with a plurality of independent intake pipes extending in succession, with the independent intake pipes extending from one surge tank and the independent intake pipes extending from the other surge tank alternately positioned in the center between the two surge tanks. The independent intake pipe which is integrally coupled with each other and located at one end of the columnar direction is integrally coupled to the communication pipe, and is connected to the communication pipe at this one end. Throttle intake apparatus for a V-type engine, characterized in that the valve body is connected. The method of claim 1, The intake device of the V-type engine, characterized in that the independent intake pipe located at one end side in the cylinder column direction and the independent intake pipe located at the other end are integrally coupled to each communication pipe. The method according to claim 1 or 2, The throttle valve body is directly connected to the annular surge tube, the intake apparatus of the V-type engine. The method according to claim 1 or 2, An on-off valve is provided in the communication pipe on the side opposite to the throttle valve side, and a boss part supporting the on-off valve between the front outer wall of the independent intake pipe and the on-off valve is connected to the independent intake pipe. Intake device for V-type engine. The method according to claim 1 or 2, A downstream end portion of each independent intake pipe branched from the surge tanks is disposed in a zigzag shape when viewed from above the engine. The method according to claim 1 or 2, An intake apparatus for a V-type engine, wherein a bolt hole toward the engine is arranged in a zigzag shape at a portion where the independent intake pipes are coupled. The method of claim 5, The position of the upstream end of the pair of surge tanks is set so that the distance from the center of the communication tube located on the throttle valve side is the same, and each independent intake pipe branched from one surge tank is connected to this surge tank. An intake apparatus of a V-type engine, wherein the independent intake pipe extending at right angles and branching from the other surge tank is installed at an angle to the surge tank. The method of claim 5, An intake apparatus of a V-type engine, wherein a vacuum chamber is formed under the jig-zag independent intake pipe excretion portion. The method according to claim 1 or 2, An intake apparatus for a V-type engine, wherein a volume chamber protruding toward an inner side of the annular surge tube is formed at a portion of the throttle valve body connected to the communication tube. The method of claim 9, An intake apparatus for a V-type engine, wherein the volume chamber is formed at a position offset from the center portion of the communication tube. The method of claim 9, An intake apparatus for a V-type engine, wherein an additional gas passage for supplying additional gas to the intake machine is integrally cast with the volume chamber. The method of claim 11, And the additional gas passage is a bypass passage for introducing air bypassing the throttle valve in the throttle valve body.