KR20010005365A - Intake Manifold For Vehicle Engine - Google Patents

Intake Manifold For Vehicle Engine Download PDF

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Publication number
KR20010005365A
KR20010005365A KR1019990026182A KR19990026182A KR20010005365A KR 20010005365 A KR20010005365 A KR 20010005365A KR 1019990026182 A KR1019990026182 A KR 1019990026182A KR 19990026182 A KR19990026182 A KR 19990026182A KR 20010005365 A KR20010005365 A KR 20010005365A
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KR
South Korea
Prior art keywords
intake
plenum chamber
intake manifold
throttle body
engine
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Application number
KR1019990026182A
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Korean (ko)
Inventor
양진우
Original Assignee
정주호
대우자동차 주식회사
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Priority to KR1019990026182A priority Critical patent/KR20010005365A/en
Publication of KR20010005365A publication Critical patent/KR20010005365A/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F21—LIGHTING
    • F21S—NON-PORTABLE LIGHTING DEVICES; SYSTEMS THEREOF; VEHICLE LIGHTING DEVICES SPECIALLY ADAPTED FOR VEHICLE EXTERIORS
    • F21S6/00—Lighting devices intended to be free-standing
    • F21S6/002—Table lamps, e.g. for ambient lighting
    • A—HUMAN NECESSITIES
    • A61—MEDICAL OR VETERINARY SCIENCE; HYGIENE
    • A61L—METHODS OR APPARATUS FOR STERILISING MATERIALS OR OBJECTS IN GENERAL; DISINFECTION, STERILISATION OR DEODORISATION OF AIR; CHEMICAL ASPECTS OF BANDAGES, DRESSINGS, ABSORBENT PADS OR SURGICAL ARTICLES; MATERIALS FOR BANDAGES, DRESSINGS, ABSORBENT PADS OR SURGICAL ARTICLES
    • A61L9/00—Disinfection, sterilisation or deodorisation of air
    • A61L9/015—Disinfection, sterilisation or deodorisation of air using gaseous or vaporous substances, e.g. ozone
    • A61L9/02—Disinfection, sterilisation or deodorisation of air using gaseous or vaporous substances, e.g. ozone using substances evaporated in the air by heating or combustion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F21—LIGHTING
    • F21S—NON-PORTABLE LIGHTING DEVICES; SYSTEMS THEREOF; VEHICLE LIGHTING DEVICES SPECIALLY ADAPTED FOR VEHICLE EXTERIORS
    • F21S6/00—Lighting devices intended to be free-standing
    • F21S6/004—Lighting devices intended to be free-standing with a lamp housing in direct contact with the floor or ground
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F21—LIGHTING
    • F21V—FUNCTIONAL FEATURES OR DETAILS OF LIGHTING DEVICES OR SYSTEMS THEREOF; STRUCTURAL COMBINATIONS OF LIGHTING DEVICES WITH OTHER ARTICLES, NOT OTHERWISE PROVIDED FOR
    • F21V1/00—Shades for light sources, i.e. lampshades for table, floor, wall or ceiling lamps
    • F21V1/14—Covers for frames; Frameless shades
    • F21V1/16—Covers for frames; Frameless shades characterised by the material
    • F21V1/18—Covers for frames; Frameless shades characterised by the material the material being paper
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F21—LIGHTING
    • F21V—FUNCTIONAL FEATURES OR DETAILS OF LIGHTING DEVICES OR SYSTEMS THEREOF; STRUCTURAL COMBINATIONS OF LIGHTING DEVICES WITH OTHER ARTICLES, NOT OTHERWISE PROVIDED FOR
    • F21V33/00—Structural combinations of lighting devices with other articles, not otherwise provided for
    • F21V33/0004—Personal or domestic articles
    • F21V33/0024—Household or table equipment
    • F21V33/0028—Decorative household equipment, e.g. plant holders or food dummies
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F21—LIGHTING
    • F21V—FUNCTIONAL FEATURES OR DETAILS OF LIGHTING DEVICES OR SYSTEMS THEREOF; STRUCTURAL COMBINATIONS OF LIGHTING DEVICES WITH OTHER ARTICLES, NOT OTHERWISE PROVIDED FOR
    • F21V33/00—Structural combinations of lighting devices with other articles, not otherwise provided for
    • F21V33/0088—Ventilating systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F21—LIGHTING
    • F21W—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES F21K, F21L, F21S and F21V, RELATING TO USES OR APPLICATIONS OF LIGHTING DEVICES OR SYSTEMS
    • F21W2121/00—Use or application of lighting devices or systems for decorative purposes, not provided for in codes F21W2102/00 – F21W2107/00
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S362/00—Illumination
    • Y10S362/806—Ornamental or decorative

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Epidemiology (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Animal Behavior & Ethology (AREA)
  • General Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Veterinary Medicine (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

PURPOSE: An intake manifold for automobile engine is provided to achieve an improved fuel efficiency by obtaining high torque even in a low RPM section through an increased length of runner of intake manifold. CONSTITUTION: An intake manifold comprises a throttle body(22), an intake plenum chamber(28) and a cylinder head(38) which are arranged in line. The intake plenum chamber has at an inner center portion thereof a diaphragm(30) which divides the intake plenum chamber into a first intake plenum chamber and a second intake plenum chamber. The throttle body has a first connection passage(24) and a second connection passage(26) branched from the throttle body, and connected to the first intake plenum chamber and the second intake plenum chamber, respectively. The air mixture passed through the throttle body flows into the first and second intake plenum chambers via the first and second connection passages, respectively, and flows into the cylinder head of engine via the respective runner(36). Since the throttle body and the intake plenum chamber are arranged in line, an inertia of air flow is caused within the intake plenum chamber.

Description

자동차 엔진용 흡기매니폴드{Intake Manifold For Vehicle Engine}Intake Manifold For Vehicle Engine

본 발명은 자동차 엔진용 흡기매니폴드에 관한 것으로서, 보다 상세하게는 직렬 6기통 엔진이 적용된 자동차에 있어서, 상기 엔진의 실린더 헤드로 혼합기를 공급하는 통로인 흡기매니폴드의 런너 길이를 증가시켜 낮은 RPM영역에서도 높은 토크를 얻을 수 있도록 한 자동차 엔진용 흡기매니폴드에 관한 것이다.The present invention relates to an intake manifold for an automobile engine, and more particularly, in an automobile to which a series six-cylinder engine is applied, a low RPM by increasing the runner length of the intake manifold, which is a passage for supplying a mixer to the cylinder head of the engine, The present invention relates to an intake manifold for an automobile engine, in which high torque can be obtained even in an area.

일반적으로, 자동차는 연료와 공기가 혼합된 혼합기를 연소시키면서 동력을 발생하게 된다.In general, automobiles generate power by burning a mixture of fuel and air.

즉, 자동차의 연료탱크에 저장되어 있다가 각종 연료공급장치를 통과한 연료가 외부로부터 유입된 공기와 혼합하여 혼합기로 생성된 후, 이 혼합기가 엔진의 실린더로 분사되면, 상기 엔진이 흡입,압축,폭발,배기행정을 반복하면서 작동하게 되므로써, 자동차가 동력을 얻게 되는 것이다.That is, the fuel stored in the fuel tank of the vehicle and passed through various fuel supply devices is mixed with the air introduced from the outside to generate a mixer, and when the mixer is injected into the cylinder of the engine, the engine is sucked and compressed. By repeatedly operating the explosion and exhaust stroke, the car is powered.

상기한 바에서, 연료공급장치를 통과한 연료와 외부로부터 유입된 공기는 기화기에서 혼합기로 생성된 후, 흡기매니폴드에 의해 엔진의 각 실린더로 유도되게 된다.As described above, the fuel passing through the fuel supply device and the air introduced from the outside are generated by the mixer in the vaporizer and then guided to each cylinder of the engine by the intake manifold.

상기 흡기매니폴드는 엔진의 실린더수와 형상에 따라 여러 가지의 형태를 취하게 되는데, 될 수 있는 한 저항을 적게받으면서 실린더로 혼합기를 유도하며, 2실린더 이상의 다실린더 엔진에서는 각 실린더에 균일한 질과 량의 혼합기를 분배하는 역할을 하고 있다.The intake manifold takes various forms depending on the number and shape of the cylinders of the engine. The intake manifold guides the mixer to the cylinder with as little resistance as possible, and in multi-cylinder engines with 2 cylinders or more, It serves to distribute the excess mixer.

따라서, 흡기매니폴드의 설계의 적합 여부는 엔진의 체적효율과 출력에 직접 큰 영향을 준다.Therefore, the suitability of the design of the intake manifold directly affects the volumetric efficiency and output of the engine.

이러한 역할을 하는 흡기매니폴드는 주철, 알루미늄 합금, 또는 강관으로 만들어지며 그 중앙부에 기화기를 장착할 수 있는 플랜지가 있고, 실린더 헤드의 흡입 포트에 개스킷을 끼워 장착하게 된다.The intake manifold, which plays this role, is made of cast iron, aluminum alloy, or steel pipe and has a flange for mounting a carburetor in the center thereof, and a gasket is fitted in the suction port of the cylinder head.

상기 흡기매니폴드는 그 굵기와 길이가 엔진의 토크특성과 큰 연관이 있다는 것이 이해되고 있으며, 종전의 고출력 엔진은 흡기매니폴드를 굵고, 짧게 설계하고 있으며, 고회전시의 연료공급에 부족함이 없도록 되어 있었다.The intake manifold is understood that the thickness and length of the intake manifold has a large relationship with the torque characteristics of the engine, the conventional high-power engine has a large, short design of the intake manifold, and there is no shortage of fuel supply at high rotation there was.

그러나, 흡기매니폴드를 굵고 짧게 하면 저속으로부터 중속에 걸친 토크가 아무래도 부족하므로, 엔진의 성격이 고회전, 고출력형으로 되어 버린다. 이러한 고회전용 엔진은 확실히 힘이 좋지만, 시가지등에서의 저속주행은 아무래도 다루기 어렵기 때문에 고출력 엔진은 일반적이 아니었다.However, if the intake manifold is made thicker and shorter, the torque from the low speed to the medium speed may be insufficient. Therefore, the characteristics of the engine become high rotation and high output type. These high-speed engines certainly have good power, but high-speed engines were not common because low-speed driving in urban areas was difficult to handle.

따라서, 시가지등에서 실용적인 엔진은 흡기매니폴드를 가늘고, 길게함으로써 저속에서 큰 토오크를 확보할 수 있다.Therefore, engines practical in urban areas can secure large torque at low speed by making the intake manifold thin and long.

첨부 도면 도 1은 종래의 직렬 6기통 엔진에서의 흡기매니폴드 구조 및 작동상태를 개략적으로 도시한 도면으로서, 도시된 바와 같이, 상기 흡기매니폴드(2)는 스로틀 바디(4)를 통한 혼합기가 연결통로(6)를 통해 유입되는 인테이크 플레늄 챔버(8)와, 이 인테이크 플레늄 챔버(8)와 실린더 헤드(12)에 연결되어 상기 인테이크 플레늄 챔버(8)내의 혼합기를 엔진의 각 실린더로 유도하는 런너(10)로 이루어져 있다.BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a view schematically showing the intake manifold structure and operating state in a conventional inline six-cylinder engine. As shown, the intake manifold 2 is provided with a mixer through a throttle body 4. An intake plenium chamber 8 introduced through a connecting passage 6 and connected to the intake plenium chamber 8 and the cylinder head 12 to mix the mixer in the intake plenium chamber 8 with each cylinder of the engine. Consists of a runner 10 to guide.

따라서, 상기 스로틀 바디(4)를 통한 혼합기가 인테이크 플레늄 챔버(8)로 유입되어 각 런너(10)에 균일한 질과 량의 혼합기를 분배하여 각 실런더로 유입시키게 된다.Therefore, the mixer through the throttle body 4 is introduced into the intake plenium chamber 8 to distribute the mixer of uniform quality and quantity to each runner 10 to be introduced into each cylinder.

그러나, 상기와 같은 구조로 이루어진 흡기매니폴드는 스로틀 바디를 통과한 공기가 인테이크 플레늄챔버에서 방향전환된 후 다시 런너로 유입되어야 하는 바, 스로틀 바디를 통과한 공기가 인테이크 플레늄 챔버에서 일단 정체한 후 런너로 유입되게 되므로 실질적인 런너의 길이가 L1으로 매우 짧게 된다. 또한, 직렬 6기통 엔진의 경우 그 배기량이 크므로 인하여 흡기매니폴드의 인테이크 플레늄 챔버의 공간이 커야 하는데, 이와 같이 인테이크 플레늄 챔버의 공간을 크게 하면, 인테이크 플레늄 챔버에서의 정체가 심각해진다.However, the intake manifold having the above structure has to be introduced into the runner after the air passing through the throttle body is diverted from the intake plenium chamber. Since the runner is introduced into the runner, the length of the actual runner is very short as L 1 . In addition, in the case of the inline six-cylinder engine, the intake plenium chamber space of the intake manifold must be large due to the large displacement of the intake manifold. .

이는 즉, 흡기매니폴드의 런너 길이가 짧음을 의미하므로써, 상술한 바와같이, 자동차의 실제 상용구간인 저속으로부터 중속에 걸친 토크가 부족하여 엔진의 성격이 고회전, 고출력형으로 되어 버리게 되는 바, RPM이 4000∼5000RPM영역에서 최대 토크가 나오게 되어 연비가 좋지 않은 문제점이 있었다.This means that the runner length of the intake manifold is short, and as described above, the engine characteristic becomes high rotation and high output due to lack of torque from low speed to medium speed, which is the actual commercial section of the car. The maximum torque came out in this 4000 ~ 5000 RPM region, there was a problem that the fuel economy is not good.

따라서, 상기와 같은 문제점을 해소하기 위해서는 흡기매니폴드의 런너길이를 길게하면 되나, 이는 엔진설계상 주변기기와의 설치관계등으로 한계가 있다.Therefore, in order to solve the above problems, the runner length of the intake manifold may be increased, but this is limited due to the installation relationship with peripheral devices in the engine design.

이에, 본 발명은 상기와 같은 문제점을 해소하기 위하여 안출된 것으로서, 직렬 6기통 엔진이 적용된 자동차에 있어서, 상기 엔진의 설계변경을 최소화하면서 자동차 엔진의 실린더 헤드로 혼합기를 공급하는 통로인 흡기매니폴드의 런너 길이를 증가시켜 낮은 RPM영역에서도 높은 토오크를 얻을 수 있도록 함으로써, 연비를 개선하도록 한 자동차 엔진용 흡기매니폴드를 제공하는데 그 목적이 있다.Accordingly, the present invention has been made in order to solve the above problems, in the automobile with a series six-cylinder engine, intake manifold which is a passage for supplying the mixer to the cylinder head of the automobile engine while minimizing the design change of the engine It is an object of the present invention to provide an intake manifold for an automobile engine that improves fuel efficiency by increasing the runner length of the motor so that a high torque can be obtained even in a low RPM region.

상기와 같은 목적을 달성하기 위한 본 발명은 스로틀 바디를 거친 혼합기가 인테이크 플레늄 챔버를 통하여 각각의 런너를 통해 엔진의 실린더 헤드로 유입되는 자동차 엔진용 흡기매니폴드에 있어서, 상기 스로틀 바디와 인테이크 플레늄 챔버 및 실린더헤드가 일렬로 배치되되, 상기 인테이크 플레늄 챔버는 그 내측 중앙부위에 차단막이 형성되어서 제 1인테이크 플레늄 챔버와 제 2인테이크 플레늄 챔버로 이분할되고, 상기 스로틀 바디로부터 제 1연결통로와 제 2연결통로가 분기되어 각각 상기 제 1인테이크 플레늄 챔버 및 제 2인테이크 플레늄 챔버에 연결된 구조로 이루어진 것을 특징으로 한다.In order to achieve the above object, the present invention provides an intake manifold for an automobile engine in which a mixer having passed through a throttle body is introduced into a cylinder head of an engine through each runner through an intake plenium chamber. The intake plenium chamber is arranged in a line, and the intake plenium chamber is divided into a first intake plenium chamber and a second intake plenium chamber by forming a blocking film at an inner central portion thereof, and from the throttle body. The connecting passage and the second connecting passage is branched, characterized in that made of a structure connected to the first intake plenium chamber and the second intake plenium chamber, respectively.

도 1은 종래에 직렬 6기통 엔진이 적용된 자동차에서의 흡기매니폴드의 개략적인 구조 및 작동상태를 도시한 도면,1 is a view showing a schematic structure and operating state of an intake manifold in a vehicle to which a conventional six-cylinder engine is applied;

도 2는 본 발명에 따라 직렬 6기통 엔진이 적용된 자동차에서의 흡기매니폴드의 개략적인 구조 및 작동상태를 도시한 도면,2 is a view showing a schematic structure and an operating state of an intake manifold in a vehicle to which a tandem six-cylinder engine is applied according to the present invention;

* 도면의 주요부분에 대한 부호의 설명 *Explanation of symbols on the main parts of the drawings

20 : 흡기매니폴드 22 : 스로틀 바디20: Intake manifold 22: Throttle body

24 : 제 1연결통로 26 : 제 2연결통로24: first connection passage 26: second connection passage

28 : 인테이크 플레늄 챔버 30 : 차단막28: intake plenium chamber 30: blocking film

32 : 제 1인테이크 플레늄 챔버 34 : 제 2인테이크 플레늄 챔버32: first intake plenium chamber 34: second intake plenium chamber

36 : 런너 38 : 실린더 헤드36: runner 38: cylinder head

이하, 본 발명의 바람직한 일실시예를 첨부된 예시도면에 의거하여 상세히 설명한다.Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

첨부 도면 도 2는 본 발명에 따라 직렬 6기통 엔진이 적용된 자동차의 흡기매니폴드의 개략적인 구조 및 작동상태를 도시한 도면이다.2 is a view showing a schematic structure and an operating state of an intake manifold of a vehicle to which a tandem six-cylinder engine is applied according to the present invention.

도시된 바와 같이, 본 발명의 흡기매니폴드는 스로틀바디(22)와 인테이크 플레늄 챔버(28) 및 실린더헤드(38)가 일렬로 배치된 구조로 되어 있다.As shown, the intake manifold of the present invention has a structure in which the throttle body 22, the intake plenium chamber 28, and the cylinder head 38 are arranged in a line.

상기 흡기매니폴드(20)의 인테이크 플레늄 챔버(28)가 양측으로 2분할되어 제 1인테이크 플레늄 챔버(32)와 제 2인테이크 플레늄 챔버(34)로 나뉘어져 있다.The intake plenium chamber 28 of the intake manifold 20 is divided into two sides and divided into a first intake plenium chamber 32 and a second intake plenium chamber 34.

즉, 상기 인테이크 플레늄 챔버(28)의 내측 중앙부위에 차단막(30)이 형성되어 양측으로 나뉘게 되는 것이다.That is, the blocking film 30 is formed in the inner central portion of the intake plenium chamber 28 to be divided into both sides.

또한, 스로틀 바디(22)가 상기 인테이크 플레늄 챔버(28)의 가운데측에 위치되어 동일길이로 양갈래로 나뉘어진 제 1연결통로(24)와, 제 2연결통로(26)에 의해 각각 제 1인테이크 플레늄 챔버(32) 및 제 2인테이크 플레늄 챔버(34)와 연결되어 있다.In addition, a throttle body 22 is positioned at the center side of the intake plenium chamber 28 and is divided into two by the same length in the first connection passage 24 and the second connection passage 26 respectively. It is connected to the intake plenium chamber 32 and the second intake plenium chamber 34.

상기와 같은 구조로 이루어진 본 발명의 자동차 엔진용 흡기매니폴드에서는 스로틀 바디(22)를 거친 혼합기는 각각 제 1연결통로(24)와 제 2연결통로(26)를 통해 이에 일렬로 배치된 제 1인테이크 플레늄 챔버(32) 및 제 2인테이크 플레늄 챔버(34)로 유입된 후, 각각의 런너(36)를 거쳐 엔진의 실린더 헤드로 유동하게 된다.In the intake manifold for an automobile engine of the present invention having the structure as described above, the mixer that has passed through the throttle body 22 is disposed in a line through the first connection passage 24 and the second connection passage 26, respectively. After entering the intake plenium chamber 32 and the second intake plenium chamber 34, they flow through the respective runners 36 to the cylinder head of the engine.

이와 같이, 상기 스로틀 바디(22)를 거친 혼합기가 각각 이분할된 제 1연결통로(24)와 제 2연결통로(26)를 통하여 각각 이등분된 제 1인테이크 플레늄 챔버(32)와 제 2인테이크 플레늄 챔버(34)로 유입된 후, 각각의 런너(36)를 통해 엔진의 실린더 헤드로 유입되게 되면, 스로틀 바디(22)와 인테이크 플레늄 챔버(28)가 일렬로 배치되어 있기 때문에 기관 작동에 의하여 인테이크 플레늄 챔버(28)내에 흡기의 일정한 흐름관성을 이용할 수 있게 된다.As such, the first intake plenium chamber 32 and the second intake, which are respectively bisected through the first connection passage 24 and the second connection passage 26, which are respectively divided into the mixers passing through the throttle body 22. After entering the plenium chamber 34 and entering the cylinder head of the engine through each runner 36, the engine operation is performed because the throttle body 22 and the intake plenium chamber 28 are arranged in a line. This makes it possible to utilize a constant flow inertia of the intake air in the intake plenium chamber 28.

또한, 상기 제 1인테이크 플레늄 챔버(32)와 제 2인테이크 플레늄 챔버(34)의 공간이 종래에 비하여 상대적으로 작아서 정체현상을 보다 더 효과적으로 제거가능한 바, 첨부 도면 도 2에 도시된 바와 같이, 전체적인 런너길이가 L2가 된다.In addition, since the space between the first intake plenium chamber 32 and the second intake plenium chamber 34 is relatively smaller than that of the related art, congestion may be more effectively removed, as shown in FIG. 2. The overall runner length is L 2 .

따라서, 본 발명에 따른 흡기매니폴드(20)는 실질적인 런너길이가 길어짐으로써, 낮은 RPM 즉, 상용 RPM영역인 2000∼3000RPM영역에서 최대 토오크를 발생할 수 있게 된다.Accordingly, the intake manifold 20 according to the present invention has a long runner length, and thus can generate maximum torque in a low RPM, that is, a 2000 to 3000 RPM region which is a commercial RPM region.

이상에서 설명한 바와 같이, 본 발명에 따른 자동차 엔진용 흡기매니폴드에 의하면, 스로틀 바디를 통하여 인테이크 플레늄 챔버를 거친 혼합기가 각각의 런너를 통해 엔진의 실린더로 유입될 때, 상기 인테이크 플레늄 챔버내에서 정체현상이 사라지게 되는 바, 결국 흡기매니폴드의 전체적인 런너길이가 증가되어 저 속의 RPM에서도 높은 토오크를 발휘하게 되며 이에따라, 연비가 개선되는 효과가 있다.As described above, according to the intake manifold for an automobile engine according to the present invention, when the mixer having passed through the intake plenium chamber through the throttle body is introduced into the cylinder of the engine through the respective runner, As the congestion disappears at, the overall runner length of the intake manifold is increased, resulting in high torque even at low RPM, thereby improving fuel economy.

Claims (1)

스로틀 바디(22)를 거친 혼합기가 인테이크 플레늄 챔버(28)를 통하여 각각의 런너(36)를 통해 엔진의 실린더 헤드(38)로 유입되는 자동차 엔진용 흡기매니폴드(20)에 있어서,In the intake manifold 20 for an automobile engine, a mixer having passed through the throttle body 22 is introduced into the cylinder head 38 of the engine through each runner 36 through the intake plenium chamber 28. 상기 스로틀 바디(22)와 인테이크 플레늄 챔버(28) 및 실린더헤드(38)가 일렬로 배치되되, 상기 인테이크 플레늄 챔버(28)는 그 내측 중앙부위에 차단막(30)이 형성되어서 제 1인테이크 플레늄 챔버(32)와 제 2인테이크 플레늄 챔버(34)로 이분할되고,The throttle body 22, the intake plenium chamber 28, and the cylinder head 38 are arranged in a line, and the intake plenium chamber 28 has a blocking film 30 formed at an inner central portion thereof to form a first intake. Divided into a plenium chamber 32 and a second intake plenium chamber 34, 상기 스로틀 바디(22)로부터 제 1연결통로(24)와 제 2연결통로(26)가 분기되어 각각 상기 제 1인테이크 플레늄 챔버(32) 및 제 2인테이크 플레늄 챔버(34)에 연결된 구조로 이루어진 것을 특징으로 하는 자동차 엔진용 흡기매니폴드.The first connection passage 24 and the second connection passage 26 are branched from the throttle body 22 to be connected to the first intake plenium chamber 32 and the second intake plenium chamber 34, respectively. Intake manifold for an automobile engine, characterized in that made.
KR1019990026182A 1999-06-30 1999-06-30 Intake Manifold For Vehicle Engine KR20010005365A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20150135088A (en) * 2014-05-22 2015-12-02 맨 디젤 앤드 터보 필리얼 아프 맨 디젤 앤드 터보 에스이 티스크랜드 A large slow running turbocharged two-stroke internal combustion engine with an exhaust gas receiver and a scavenge air receiver

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20150135088A (en) * 2014-05-22 2015-12-02 맨 디젤 앤드 터보 필리얼 아프 맨 디젤 앤드 터보 에스이 티스크랜드 A large slow running turbocharged two-stroke internal combustion engine with an exhaust gas receiver and a scavenge air receiver

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