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JP2973718B2 - Intake device for internal combustion engine - Google Patents

Intake device for internal combustion engine

Info

Publication number
JP2973718B2
JP2973718B2 JP18615292A JP18615292A JP2973718B2 JP 2973718 B2 JP2973718 B2 JP 2973718B2 JP 18615292 A JP18615292 A JP 18615292A JP 18615292 A JP18615292 A JP 18615292A JP 2973718 B2 JP2973718 B2 JP 2973718B2
Authority
JP
Japan
Prior art keywords
intake
pipe
internal combustion
combustion engine
branch pipes
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.)
Expired - Fee Related
Application number
JP18615292A
Other languages
Japanese (ja)
Other versions
JPH062624A (en
Inventor
毅 山極
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.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
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 Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP18615292A priority Critical patent/JP2973718B2/en
Priority to US08/070,852 priority patent/US5322038A/en
Publication of JPH062624A publication Critical patent/JPH062624A/en
Application granted granted Critical
Publication of JP2973718B2 publication Critical patent/JP2973718B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00Other engines
    • F02B75/16Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18Multi-cylinder engines
    • F02B75/22Multi-cylinder engines with cylinders in V, fan, or star arrangement

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)

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【0001】[0001]

【産業上の利用分野】本発明は、内燃機関の吸気装置の
改良に関するものである。
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement in an intake device for an internal combustion engine.

【0002】[0002]

【従来の技術】自動車用機関に備えられる吸気管の条件
として、低速から高速まで幅広い回転域に渡って吸入効
率が良いことや、多気筒機関では各気筒への混合気の分
配が均等であることが要求される。
2. Description of the Related Art As a condition of an intake pipe provided in an automobile engine, the intake efficiency is good over a wide rotation range from low speed to high speed, and in a multi-cylinder engine, the distribution of air-fuel mixture to each cylinder is equal. Is required.

【0003】従来のV型対向式の6気筒機関に備えられ
る吸気管としては例えば図4図5に示すものがあった
(特開平3−68526号公報、参照)
As an intake pipe provided in a conventional V-type opposed six-cylinder engine, for example, there has been one shown in FIGS . 4 and 5 (see Japanese Patent Laid-Open No. 3-68526).

【0004】これについて説明すると、吸気マニホール
ド80は左右バンク81,82の各気筒に連通する分枝
管83,84を共に左バンク81上に延ばし、各分枝管
83,84を左右バンク81,82毎に集合する2つの
集合部(サージタンク)85,86を左バンク81上に
設けている。
To explain this, the intake manifold 80 extends both branch pipes 83, 84 communicating with the cylinders of the left and right banks 81, 82 on the left bank 81, and connects the respective branch pipes 83, 84 to the left and right banks 81, 82. Two collecting portions (surge tanks) 85 and 86 that are collected every 82 are provided on the left bank 81.

【0005】各集合部85,86をクランクシャフトと
平行方向に配置し、各集合部85,86をそれぞれの中
央部で連通する連通管8を備えるとともに、それぞれの
後端で連通する連通管88を備える。各連通管87,8
8の途中に介装された各制御弁89,90を運転条件に
応じて開閉することにより、吸気の脈動エネルギーを利
用して吸入効率を高めるようになっている。
The connecting portions 85 and 86 are arranged in a direction parallel to the crankshaft. The connecting portions 85 and 86 are provided with a communicating pipe 8 for communicating the central portions thereof with each other. Is provided. Each communication pipe 87, 8
By opening and closing each of the control valves 89 and 90 interposed in the middle of step 8 according to the operating conditions, the pulsating energy of the intake air is used to increase the intake efficiency.

【0006】[0006]

【発明が解決しようとする課題】しかしながら、このよ
うな従来の吸気マニホールド80にあっては、各集合部
85,86をクランクシャフトと平行に延びる長い筒形
に形成し、さらに連通管88を各集合部85,86の後
端からオーバーハングさせて連結しているため、各集合
部85,86および各連通管88の支持剛性を十分に確
保することが難しく、機関から伝えられる振動により連
通管88の振動が大きくなり、連通管88の接合部のシ
ール性が悪化したり、またこれを防ぐために構造の複雑
化を招いていた。
However, in such a conventional intake manifold 80, each of the collecting portions 85 and 86 is formed in a long cylindrical shape extending in parallel with the crankshaft, and the communication pipe 88 is formed in each of the connecting tubes 88 and 86. Since the connecting portions 85 and 86 are connected by being overhanged from the rear ends thereof, it is difficult to sufficiently secure the support rigidity of each of the collecting portions 85 and 86 and each of the communication tubes 88, and the communication tubes are caused by vibration transmitted from the engine. As a result, the vibration of the pipe 88 becomes large, and the sealing property of the connecting portion of the communication pipe 88 is deteriorated. In order to prevent this, the structure becomes complicated.

【0007】本発明は上記の問題点に着目し、吸気管の
支持剛性を高めることを目的とする。
The present invention has been made in view of the above problems, and has as its object to increase the support rigidity of an intake pipe.

【0008】[0008]

【課題を解決するための手段】本発明は、点火順序の連
続しない気筒群に連通する分枝管どうしを集合させる
右バンク毎に設けられた吸気コレクタと、これら左バン
クの吸気コレクタと右バンクの吸気コレクタとを連通す
る連通管とを備えるV型多気筒内燃機関の吸気装置にお
いて、前記点火順序の連続しない気筒群に連通する分枝
管のそれぞれの中心線は略同一平面上に存在し、かつ略
一点を向くように集合させられるとともに、前記各吸気
コレクタは前記各分枝管の中心線が集合する点より下流
側に所定の容積を持って設けられ、左右のバンク上にあ
るこれら各吸気コレクタを連通する連通管はシリンダ列
方向を前後方向とし、内燃機関の左右バンク前後方向
略中央部に掛け渡されており、かつ各集合部に対する前
記連通管の接合フランジは、各バンク毎の分枝管外壁の
最前後端より内側に形成される。
Means for Solving the Problems The present invention is left to set the branch pipe to each other in communication with the non-consecutive cylinder group firing order
Intake collectors provided for each right bank and these left
In the intake device of a V-type multi-cylinder internal combustion engine including a communication pipe that communicates between the intake collector of the right bank and the intake collector of the right bank , each of the center lines of the branch pipes that communicate with the group of cylinders that are not consecutive in the ignition order is Existing substantially on the same plane and being gathered so as to face substantially one point, each of the intake collectors is provided with a predetermined volume downstream from a point where the center lines of the branch pipes gather, The communication pipe connecting these intake collectors on the left and right banks is a cylinder row
The direction is the front-rear direction, and is spanned at substantially the center in the front-rear direction of the left and right banks of the internal combustion engine, and the connecting flange of the communication pipe with respect to each collecting part is from the most front and rear ends of the branch pipe outer wall of each bank. Formed inside.

【0009】[0009]

【作用】各分枝管をそれぞれの中心線が略一点を向くよ
うに集合させる形状としたため、各分枝管を集合させて
所定の容積を有する各吸気コレクタがクランクシャフト
と平行方向に長く延びることがなく、機関に対する各
気コレクタの支持剛性を高めて、分枝管及び吸気コレク
の振動を抑えられる。
The branch pipes are assembled so that their respective center lines are directed to substantially one point, so that the branch pipes are gathered and each intake collector having a predetermined volume extends long in the direction parallel to the crankshaft. Without suction
The support rigidity of the air collector is increased, and the branch pipe and the intake
Suppress the vibration of the motor.

【0010】各吸気コレクタに対する前記連通管の接合
フランジをシリンダ列方向を前後方向とし、各バンク毎
の分枝管外壁の最前後端に位置する各分枝管の管壁より
内側に配置したため、連通管が各吸気コレクタより前後
方向にオーバーハングして取付けられることがなく、連
通管の支持剛性を高めて、連通管の振動を抑制すること
ができる。
The connecting flanges of the communication pipes with respect to the respective intake collectors are arranged in the cylinder row direction in the front-rear direction.
The communication pipe is located before and after each intake collector because it is located inside the pipe wall of each branch pipe located at the most front and rear ends of the branch pipe outer wall.
It is possible to increase the support rigidity of the communication pipe and suppress the vibration of the communication pipe without being mounted overhanging in the direction .

【0011】[0011]

【実施例】以下、本発明の実施例を添付図面に基づいて
説明する。
Embodiments of the present invention will be described below with reference to the accompanying drawings.

【0012】図2に示すように、V型に対向する左右の
バンクを持つ6気筒機関は、そのシリンダブロック1の
上部に左右シリンダヘッド2,3が設けられ、この左右
シリンダヘッド2,3の内側に吸気マニホールド6が接
続され、外側に図示しない排気管が接続されている。な
お、左右のバンクには点火順序の連続しない気筒どうし
が集められている。
As shown in FIG. 2, a six-cylinder engine having left and right banks opposed to a V-type is provided with left and right cylinder heads 2 and 3 above a cylinder block 1. The intake manifold 6 is connected to the inside, and an exhaust pipe (not shown) is connected to the outside. In the left and right banks, cylinders whose ignition order is not continuous are collected.

【0013】吸気マニホールド6は左右シリンダヘッド
2、3に接続されるロアマニホールド11と、このロア
マニホールド11の上部に接続されるアッパーマニホー
ルド12とに分割して形成される。このアッパーマニホ
ールド12は左右のロッカーカバー4、5上で水平方向
に延び、左右シリンダヘッド2、3の各吸気ポートに連
通するロアマニホールド11に接続する分枝管13、1
4と、各分枝管13、14を集合する吸気コレクタとし
ての2つの集合部15、16と、各集合部15、16に
図示しないスロットルバルブからの吸気を導く2つの導
入管17、18とを有し、これらが一体形成されてい
る。
The intake manifold 6 is divided into a lower manifold 11 connected to the left and right cylinder heads 2 and 3 and an upper manifold 12 connected to an upper portion of the lower manifold 11. The upper manifold 12 extends horizontally on the left and right rocker covers 4, 5, and is connected to a lower manifold 11 communicating with each intake port of the left and right cylinder heads 2, 3.
4 and each branch pipe 13, 14 as an intake collector
The two collecting portions 15 and 16 and two introduction pipes 17 and 18 for guiding intake air from a throttle valve (not shown) to each of the collecting portions 15 and 16 are formed integrally.

【0014】各導入管17,18は各集合部15,16
からクランクシャフトと直交する方向に延びる直交部1
7a,18aと、この直交部17a,18aから折れ曲
がってクランクシャフトと平行方向に延びる平行部17
b,18bとを有している。
Each of the introduction pipes 17 and 18 is connected to each of the collecting sections 15 and 16.
Orthogonal part 1 extending from the shaft in a direction orthogonal to the crankshaft
7a, 18a and a parallel portion 17 bent from the orthogonal portions 17a, 18a and extending in a direction parallel to the crankshaft.
b, 18b.

【0015】正面図(図2)上において、各集合部1
5,16は左右バンクの各気筒中心線A2,A3より内側
に、各導入管17,18の平行部17b,18bは各気
筒中心線A2,A3より外側に配置される。前記各分枝管
13,14が集まる各点C1,C2は各集合部15,16
と各導入管17,18の平行部17b,18bとの間に
位置している。
On the front view (FIG. 2),
Reference numerals 5 and 16 are arranged inside the cylinder center lines A 2 and A 3 of the left and right banks, and the parallel portions 17 b and 18 b of the introduction pipes 17 and 18 are arranged outside the cylinder center lines A 2 and A 3 . The respective points C 1 and C 2 where the respective branch pipes 13 and 14 are gathered are referred to as respective gathering parts 15 and 16
And the parallel portions 17b and 18b of the introduction pipes 17 and 18, respectively.

【0016】各導入管17,18の端部には図示しない
スロットルチャンバーに対する接合フランジ17c,1
8cが形成されている。
At the end of each of the introduction pipes 17, 18, a joining flange 17c, 1 for a throttle chamber (not shown) is provided.
8c is formed.

【0017】吸気マニホールド6は左右集合部15,1
6を連通する偏平な箱型の連通管20を各集合部15,
16および各分枝管13,14の上方に備える。
The intake manifold 6 has left and right collecting parts 15, 1
6, a flat box-shaped communication pipe 20 communicating with each
16 and above each branch pipe 13, 14.

【0018】図3にも示すように、連通管20の内部に
開口断面積の異なる第一連通路21と第二連通路22が
隔壁27によって画成され、各連通路21,22には各
制御弁23,24が介装され、運転条件に応じて制御弁
23,24がアクチュエータ25,26を介して開閉作
動することにより各集合部15,16が段階的に連通
し、吸気の脈動エネルギーを利用して吸入効率を高める
ようになっている。
As shown in FIG. 3, a first communication passage 21 and a second communication passage 22 having different opening cross-sectional areas are defined by a partition wall 27 inside the communication pipe 20. The control valves 23 and 24 are interposed, and the control valves 23 and 24 are opened and closed via the actuators 25 and 26 in accordance with the operating conditions, whereby the respective collecting portions 15 and 16 communicate in a stepwise manner, and the pulsation energy of the intake air is Is used to increase the inhalation efficiency.

【0019】平面図(図1)上において、各分枝管1
3,14のうち中央に配置されるものの中心線O4,O3
は図示しないクランクシャフトと直交する方向に直線状
に延びる。一方、各分枝管13,14のうち前後端に配
置されるものの中心線O1,O2,O5,O6はその基端側
でクランクシャフトと直交する方向に直線状に延び、そ
の途中から集合部15,16に向けて内側に折れ曲がっ
て各中心線O3,O4の延長上の各点C1,C2に到達す
る。すなわち、各中心線O2,O4,O6は点C1で交わ
り、各中心線O1,O3,O5は点C2で交わっている。
In the plan view (FIG. 1), each branch pipe 1
The center lines O 4 and O 3 of those arranged at the center among 3, 14
Extend linearly in a direction orthogonal to a crankshaft (not shown). On the other hand, the center lines O 1 , O 2 , O 5 , and O 6 of the branch pipes 13 and 14 that are arranged at the front and rear ends extend linearly in a direction orthogonal to the crankshaft on the base end side. It is bent inward toward the collecting parts 15 and 16 from the middle and reaches the points C 1 and C 2 on the extension of the center lines O 3 and O 4 . That is, the center lines O 2 , O 4 , and O 6 intersect at the point C 1 , and the center lines O 1 , O 3 , and O 5 intersect at the point C 2 .

【0020】したがって、アッパーマニホールド12の
各分枝管13,14のうち前後端に配置されるものは、
互いに並列に交差する各並列部13a,14aと、この
各並列部13a,14aから各分枝管13,14のうち
中央に配置されるものに向けて折れ曲がる各傾斜部13
b,14bとを有する。
Therefore, the branch pipes 13 and 14 of the upper manifold 12 which are arranged at the front and rear ends are as follows:
Each of the parallel portions 13a and 14a crossing each other in parallel, and each of the inclined portions 13 that bend from each of the parallel portions 13a and 14a toward one of the branch pipes 13 and 14 that is disposed at the center.
b, 14b.

【0021】各集合部15,16は各分枝管13,14
と各導入管17,18の間にクランクシャフトと平行方
向に延びる空間を所定容積で画成し、その上壁部には長
円形の開口部31,32が形成される一方、連通管20
にはこの開口部31,32と重なり合う同形の開口部3
3,34が形成される。開口部31,32はクランクシ
ャフトと平行方向に延び、それぞれの開口縁部は平面図
(図1)上において各分枝管13,14のうち前後端に
位置するものの中心線O1,O2,O5,O6より外側に膨
らんで形成され、これにより連通管20に対する開口面
積が十分に確保されている。各集合部15,16の端壁
部は、前後端に位置する各分枝管13,14の管壁13
c,14cによって形成されている。
Each of the collecting portions 15 and 16 is connected to each of the branch pipes 13 and 14.
A space extending in the direction parallel to the crankshaft is defined by a predetermined volume between the inlet pipes 17 and 18, and the upper wall thereof has oblong openings 31 and 32 formed therein, while the communication pipe 20.
The openings 3 of the same shape overlapping the openings 31 and 32
3, 34 are formed. The openings 31 and 32 extend in a direction parallel to the crankshaft, and the respective opening edges are center lines O 1 and O 2 of the branch pipes 13 and 14 located at the front and rear ends in the plan view (FIG. 1). , O 5 , O 6 , so that the opening area to the communication pipe 20 is sufficiently secured. The end wall portions of the collecting portions 15 and 16 are connected to the tube walls 13 of the branch pipes 13 and 14 located at the front and rear ends.
c, 14c.

【0022】連通管20は各開口部33,34の周囲に
各集合部15,16に対する接合フランジ35,36が
形成される。平面図(図1)上において、各接合フラン
ジ35,36は、前後端に位置する各分枝管13,14
の管壁(各集合部15,16の端壁部)13c,14c
より内側に配置される。
The connecting pipe 20 has connecting flanges 35 and 36 formed around the openings 33 and 34 with respect to the collecting parts 15 and 16. In the plan view (FIG. 1), the connecting flanges 35 and 36 are connected to the branch pipes 13 and 14 located at the front and rear ends.
Tube walls (end wall portions of the respective collecting portions 15, 16) 13c, 14c
It is arranged more inside.

【0023】連通管20は、各接合フランジ35,36
の前後端に一対のボルト穴37が形成され、各ボルト穴
37に挿通する図示しないボルトをアッパーマニホール
ド12に螺合させることにより締結される。連通管20
とアッパーマニホールド12との接続部間には図示しな
いシール材が介装され、このシール材としてはガスケッ
トまたはOリング等が用いられる。
The communication pipe 20 is connected to each of the connecting flanges 35 and 36.
A pair of bolt holes 37 are formed at the front and rear ends of the upper manifold 12, and bolts (not shown) inserted into the respective bolt holes 37 are screwed into the upper manifold 12 for fastening. Communication pipe 20
A seal member (not shown) is interposed between the connection portion of the upper manifold 12 and the gasket, an O-ring, or the like.

【0024】次に、作用について説明する。Next, the operation will be described.

【0025】図示しないエアクリーナから取り入れられ
た吸気は各スロットルチャンバーから各導入管17,1
8を通って各集合部15,16に送り込まれた後、各分
枝管13,14を通して順に吸入行程を迎える気筒へと
吸入される。所定の低回転域では各制御弁23,24が
共に閉弁して各集合部15,16の連通を断つことによ
り、吸気の脈動エネルギーを利用して共鳴過給を行い、
所定の中回転域では各制御弁23,24のいずれか一方
のみが順に開弁し、所定の高回転域では各制御弁23,
24が共に開弁して、各集合部15,16を連通する開
口面積を段階的に変化させることにより、吸気の気柱慣
性を利用した慣性過給に切換えて、回転域の広い範囲に
渡って吸入効率を高められる。
The intake air taken from an air cleaner (not shown) is supplied from each throttle chamber to each of the inlet pipes 17 and 1.
After being fed into the respective collecting portions 15 and 16 through 8, they are sequentially sucked into the cylinders that undergo the suction stroke through the branch pipes 13 and 14. In a predetermined low rotation range, the control valves 23 and 24 are both closed to cut off the communication between the collecting portions 15 and 16, thereby performing resonance supercharging using pulsation energy of intake air.
In a predetermined middle rotation region, only one of the control valves 23 and 24 is opened in order, and in a predetermined high rotation region, each of the control valves 23 and 24 is opened.
The valves 24 are both opened, and by gradually changing the opening area communicating with each of the collecting portions 15 and 16, switching is made to inertia supercharging utilizing the column inertia of the intake air, and over a wide range of rotation range. To increase the inhalation efficiency.

【0026】吸気マニホールド6は各分枝管13,14
の並列部13a,14aを互いに並列に交差し、各分枝
管13,14から各集合部15,16を経て各導入管1
7,18へと水平方向に延びているため、機関全高を抑
えつつ、各吸気路長を十分に確保している。
The intake manifold 6 is connected to each of the branch pipes 13 and 14.
Of the branch pipes 13 and 14 through the respective collecting sections 15 and 16 and the respective inlet pipes 1 and 14a.
Since it extends in the horizontal direction to 7, 18, the length of each intake passage is sufficiently ensured while the overall height of the engine is suppressed.

【0027】各分枝管13の傾斜部13bをそれぞれの
中心線O2,O4,O6が点C1に向くように、各分枝管1
4の傾斜部14bをそれぞれの中心線O1,O3,O5
点C2に向くように形成することにより、各集合部1
5,16のクランクシャフトと平行方向(前後方向)の
長さを短縮して、シリンダヘッド2,3に対するアッパ
ーマニホールド12の支持剛性を高められる。
[0027] As each of the center line O 2 of the inclined portion 13b of each branch tube 13, O 4, O 6 is directed to the point C 1, each branch pipe 1
4 are formed such that the respective center lines O 1 , O 3 , O 5 are directed to the point C 2 , so that each assembly 1
The support rigidity of the upper manifold 12 with respect to the cylinder heads 2 and 3 can be increased by reducing the length in the direction parallel to the crankshafts 5 and 16 (front-back direction).

【0028】連通管20をアッパーマニホールド12よ
り上方に配置し、平面図(図1)上において、各集合部
15,16に対する連通管20の各接合フランジ35,
36を前後端に位置する各分枝管13,14の管壁13
c,14cより内側に配置したため、連通管20がアッ
パーマニホールド12からオーバーハングすることがな
く、連通管20のアッパーマニホールド12に対する結
合剛性を4本のボルトを介して十分に確保することがで
きる。この結果、機関振動や外部からの衝撃により連通
管20が大きく振動することがなく、連通管20とアッ
パーマニホールド12間に介装されるシール材に過大な
荷重が作用することが防止され、特殊なシール材を用い
たり、連通管20を締結するボルトの本数を増やす必要
がない。
The communication pipe 20 is disposed above the upper manifold 12, and in the plan view (FIG. 1), the connecting flanges 35,
36 is the pipe wall 13 of each of the branch pipes 13 and 14 located at the front and rear ends.
Since the communication pipe 20 is disposed on the inner side than c and 14c, the communication pipe 20 does not overhang from the upper manifold 12, and the coupling rigidity of the communication pipe 20 to the upper manifold 12 can be sufficiently secured through the four bolts. As a result, the communication pipe 20 does not vibrate significantly due to engine vibration or external impact, and an excessive load is prevented from acting on the sealing material interposed between the communication pipe 20 and the upper manifold 12. It is not necessary to use a simple sealing material or increase the number of bolts for fastening the communication pipe 20.

【0029】なお、連通管20とアッパーマニホールド
12とはリベットを介して結合したり、溶接しても良
い。また連通管20を樹脂製としてアッパーマニホール
ド12に嵌め込む構造としても良い。
The communication pipe 20 and the upper manifold 12 may be connected via rivets or welded. Alternatively, the communication pipe 20 may be made of resin and may be fitted into the upper manifold 12.

【0030】[0030]

【0031】[0031]

【0032】[0032]

【0033】[0033]

【0034】[0034]

【0035】[0035]

【0036】[0036]

【0037】[0037]

【0038】[0038]

【発明の効果】以上説明してきたように本発明は、点火
順序の連続しない気筒群に連通する分枝管どうしを集合
させる左右バンク毎に設けられた吸気コレクタと、これ
ら左バンクの吸気コレクタと右バンクの吸気コレクタと
を連通する連通管とを備えるV型多気筒内燃機関の吸気
装置において、前記点火順序の連続しない気筒群に連通
する分枝管のそれぞれの中心線は略同一平面上に存在
し、かつ略一点を向くように集合させられるとともに、
前記各吸気コレクタは前記各分枝管の中心線が集合する
点より下流側に所定の容積を持って設けられ、左右のバ
ンク上にあるこれら各吸気コレクタを連通する連通管は
シリンダ列方向を前後方向とし、内燃機関の左右バンク
前後方向の略中央部に掛け渡されており、かつ各集合部
に対する前記連通管の接合フランジは、各バンク毎の分
枝管外壁の最前後端より内側に形成されるため、機関に
対する各コレクタの支持剛性を高めるとともに、各コレ
クタに対する連通管の結合剛性を高めて、吸気管の振動
を抑制し、連通管の接合部のシール性を良好に維持する
ことができる。
The present invention as has been described above, according to the present invention includes an intake collector which is provided for each of the left and right banks to set the branch pipe to each other in communication with the non-consecutive cylinder group firing order, which
A V-type multi-cylinder internal combustion engine having a communication pipe communicating with an intake collector of the left bank and an intake collector of the right bank. Each of the center lines are substantially coplanar and are gathered so as to face substantially one point,
Each of the intake collectors is provided with a predetermined volume downstream of a point where the center line of each of the branch pipes gathers, and a communication pipe that communicates these intake collectors on the left and right banks is
The cylinder row direction is the front and rear direction, and the left and right banks of the internal combustion engine
Since the connecting flange of the communication pipe with respect to each gathering portion is formed inside the outermost front and rear ends of the branch pipe outer wall of each bank, the collector flange with respect to the engine is provided. The rigidity of the communication pipe with respect to each collector is increased, the vibration of the intake pipe is suppressed, and the sealing property of the connection part of the communication pipe can be maintained satisfactorily.

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

【図1】本発明の実施例を示す吸気マニホールドの平面
図である。
FIG. 1 is a plan view of an intake manifold showing an embodiment of the present invention.

【図2】同じく機関の正面図である。FIG. 2 is a front view of the engine.

【図3】同じく連通管の斜視図である。FIG. 3 is a perspective view of the communication pipe.

【図4】従来例を示す機関の正面図である。FIG. 4 is a front view of an engine showing a conventional example.

【図5】同じく機関の平面図である。FIG. 5 is a plan view of the engine.

【符号の説明】[Explanation of symbols]

13 分枝管 13c 管壁 14 分枝管 14c 管壁 15 集合部 16 集合部 20 連通管 35 接合フランジ 36 接合フランジ 13 Branch pipe 13c Pipe wall 14 Branch pipe 14c Pipe wall 15 Assembling part 16 Assembling part 20 Communication pipe 35 Joint flange 36 Joint flange

Claims (1)

(57)【特許請求の範囲】(57) [Claims] 【請求項1】 点火順序の連続しない気筒群に連通する
分枝管どうしを集合させる左右バンク毎に設けられた
気コレクタと、これら左バンクの吸気コレクタと右バン
クの吸気コレクタとを連通する連通管とを備えるV型多
気筒内燃機関の吸気装置において、 前記点火順序の連続しない気筒群に連通する分枝管のそ
れぞれの中心線は略同一平面上に存在し、かつ略一点を
向くように集合させられるとともに、 前記各吸気コレクタは前記各分枝管の中心線が集合する
点より下流側に所定の容積を持って設けられ、 左右のバンク上にあるこれら各吸気コレクタを連通する
連通管はシリンダ列方向を前後方向とし、内燃機関の左
右バンク前後方向の略中央部に掛け渡されており、 かつ各集合部に対する前記連通管の接合フランジは、各
バンク毎の分枝管外壁の最前後端より内側に形成される
ことを特徴とする内燃機関の吸気装置。
An intake collector provided for each of left and right banks for collecting branch pipes communicating with cylinder groups having discontinuous ignition orders, an intake collector for the left bank and a right van.
A center line of each of branch pipes communicating with a group of cylinders whose ignition order is not continuous exists in a suction device of a V-type multi-cylinder internal combustion engine including a communication pipe communicating with an intake collector of the engine. And each of the intake collectors is provided with a predetermined volume downstream of a point where the center line of each of the branch pipes gathers, and is located on the left and right banks. The communication pipes communicating these intake collectors extend in the cylinder row direction in the front-rear direction, and are bridged substantially at the center in the front-rear direction of the left and right banks of the internal combustion engine. An intake device for an internal combustion engine, which is formed inside the outermost front and rear ends of a branch pipe outer wall of each bank.
JP18615292A 1992-06-19 1992-06-19 Intake device for internal combustion engine Expired - Fee Related JP2973718B2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP18615292A JP2973718B2 (en) 1992-06-19 1992-06-19 Intake device for internal combustion engine
US08/070,852 US5322038A (en) 1992-06-19 1993-06-03 Suction system for internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP18615292A JP2973718B2 (en) 1992-06-19 1992-06-19 Intake device for internal combustion engine

Publications (2)

Publication Number Publication Date
JPH062624A JPH062624A (en) 1994-01-11
JP2973718B2 true JP2973718B2 (en) 1999-11-08

Family

ID=16183296

Family Applications (1)

Application Number Title Priority Date Filing Date
JP18615292A Expired - Fee Related JP2973718B2 (en) 1992-06-19 1992-06-19 Intake device for internal combustion engine

Country Status (1)

Country Link
JP (1) JP2973718B2 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2020186674A (en) * 2019-05-14 2020-11-19 マツダ株式会社 Intake system for multiple cylinder engine

Also Published As

Publication number Publication date
JPH062624A (en) 1994-01-11

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