JP3374412B2 - Intake device for internal combustion engine - Google Patents
Intake device for internal combustion engineInfo
- Publication number
- JP3374412B2 JP3374412B2 JP18615692A JP18615692A JP3374412B2 JP 3374412 B2 JP3374412 B2 JP 3374412B2 JP 18615692 A JP18615692 A JP 18615692A JP 18615692 A JP18615692 A JP 18615692A JP 3374412 B2 JP3374412 B2 JP 3374412B2
- Authority
- JP
- Japan
- Prior art keywords
- bank
- intake
- collecting
- pipe
- ignition
- 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
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- 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
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
【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 of an intake system 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路の条件
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空気および
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 conditions for an intake passage provided in an automobile engine, intake efficiency is good over a wide range of rotation speeds from low speed to high speed, and in a multi-cylinder engine, air and air-fuel mixture are evenly distributed to each cylinder. Is required.
【0003】従来のV型対向式6気筒機関に備えられる
吸気装置として例えば図11に示すものがあった(特開
昭60−69255号公報、参照)。An example of an intake device provided in a conventional V-type opposed 6-cylinder engine is shown in FIG. 11 (see JP-A-60-69255).
【0004】これについて説明すると、左右バンク7
1,72の各気筒に連通する分枝管73,74をバンク
毎に集合する2つの集合部(サージタンク)75,76
を設け、各集合部75,76をクランクシャフトと平行
に配置し、各集合部75,76の端部にスロットルバル
ブ77をそれぞれ介装している。Explaining this, the left and right banks 7
Two collecting parts (surge tanks) 75, 76 for collecting the branch pipes 73, 74 communicating with the respective cylinders 1, 72 for each bank
Is provided, the collecting portions 75 and 76 are arranged in parallel with the crankshaft, and the throttle valve 77 is interposed at the end of each collecting portion 75 and 76.
【0005】[0005]
【発明が解決しようとする課題】しかしながら、このよ
うな従来装置にあっては、各集合部75,76の端部に
スロットルバルブ77をそれぞれ介装しているため、ス
ロットルバルブ77と各気筒の吸気弁を結ぶ吸気通路長
が不均一となり、共鳴過給が行われる低回転域では各気
筒の吸入効率にバラツキが生じるという問題点があっ
た。However, in such a conventional device, since the throttle valves 77 are respectively provided at the ends of the collecting portions 75 and 76, the throttle valves 77 and the cylinders are not connected. There has been a problem that the intake passage length connecting the intake valves becomes non-uniform, and the intake efficiency of each cylinder varies in the low rotation range where resonance supercharging is performed.
【0006】また、各集合部75,76を各バンク中心
線上に配置していたため、吸気装置を機関本体から外さ
ないと同じくバンク中心線上に配置される点火栓の脱着
ができないという問題点があった。さらに、車両のエン
ジンフードラインが中央部より側方部で高くなってしま
うというデザイン上の制約があった。Further, since the collecting portions 75 and 76 are arranged on the center lines of the banks, there is a problem that the spark plugs arranged on the center lines of the banks cannot be removed unless the intake device is removed from the engine body. It was Further, there is a design restriction that the engine hood line of the vehicle is higher on the side part than on the center part.
【0007】本発明は上記の問題点に着目し、V型内燃
機関において、機関の全高を抑えつつ吸入効率を高める
ことを目的とする。The present invention has been made in view of the above problems, and an object of the present invention is to improve suction efficiency in a V-type internal combustion engine while suppressing the overall height of the engine.
【0008】本発明は、V型に対向する第1と第2のバ
ンクを有するV型6気筒内燃機関に備えられる吸気装置
において、各バンクはクランクシャフト軸方向に偏倚し
て第1バンクは前側に、第2バンクは後側に配置され、
各バンクのそれぞれの中心線上に略一致して各気筒の点
火装置を配置する一方、各バンクの各気筒に連通する分
枝管を互いに並列に交差するように配置し、点火順序の
連続しない気筒に接続する各分枝管どうしを互いに集合
させる2つの集合部を各バンク中心線より内側に、各バ
ンクに対応しクランクシャフト軸方向に偏倚するよう配
置するとともに、スロットルバルブと各気筒の吸気弁を
結ぶ吸気通路長が略均一になるように第1と第2のバン
クにそれぞれ接続する第1と第2の導入管を、第1導入
管は第2バンクの中心線より外側から第2バンクの前側
2つの点火装置の間を通して第1バンクに接続する集合
部の中央部に接続し、第2導入管は第1バンクの中心線
より外側から第1バンクの後側2つの点火装置の間を通
して第2バンクに接続する集合部の中央部に接続する。According to the present invention, in an intake system provided in a V-type 6- cylinder internal combustion engine having first and second banks facing each other in the V-type , each bank is biased in the axial direction of the crankshaft.
The first bank is on the front side and the second bank is on the rear side.
While placing the substantially coincident with the ignition device for each cylinder on the respective center line of each bank, arranged branch pipes communicating with the respective cylinders of each bank so as to intersect in parallel to each other, non-consecutive cylinder firing order The two collecting parts for collecting the branch pipes connected to each other are arranged inside the bank centerline so as to be biased in the axial direction of the crankshaft corresponding to each bank, and the throttle valve and the intake valve of each cylinder are arranged. first and second vans as the intake passage length is substantially uniform connecting
First and second inlet tube connected to the click, the first introduction
The tube is from the outside of the center line of the second bank to the front side of the second bank
Assembly that connects to the first bank through two ignition devices
Connected to the central part of the section, the second introduction pipe is the center line of the first bank
From the outside, pass between the two ignition devices on the rear side of the first bank.
Then, it is connected to the central portion of the collecting portion connected to the second bank .
【0009】また、各集合部を連通する連通管を各分枝
管の上方に位置して設け、各連通管を機関運転条件に応
じて開閉する制御弁を設ける。Further, a communication pipe that communicates each collecting portion is provided above each branch pipe, and a control valve that opens and closes each communication pipe according to engine operating conditions is provided.
【0010】[0010]
【作用】各バンクのそれぞれの中心線上に略一致して各
気筒の点火装置を配置する一方、各バンクの各気筒に連
通する分枝管を互いに並列に交差するように配置し、点
火順序の連続しない気筒に接続する各分枝管どうしを互
いに集合させる2つの集合部を各バンク中心線より内側
に、各バンクに対応しクランクシャフト軸方向に偏倚す
るよう配置するとともに、スロットルバルブと各気筒の
吸気弁を結ぶ吸気通路長が略均一になるように第1と第
2のバンクにそれぞれ接続する第1と第2の導入管を、
第1導入管は第2バンクの中心線より外側から第2バン
クの前側2つの点火装置の間を通して第1バンクに接続
する集合部の中央部に接続し、第2導入管は第1バンク
の中心線より外側から第1バンクの後側2つの点火装置
の間を通して第2バンクに接続する集合部の中央部に接
続したため、共鳴過給が行われる低回転域にも各気筒の
吸入効率を高めることができる。[Action] While placing the ignition device substantially coincident with each cylinder on the respective center line of each bank, arranged branch pipes communicating with the respective cylinders of each bank so as to intersect in parallel to each other, the firing order Two collecting parts for collecting the branch pipes connected to the discontinuous cylinders are arranged inside the center line of each bank so as to be biased in the axial direction of the crankshaft corresponding to each bank, the throttle valve and each cylinder. first as an intake passage length is substantially uniform connecting the intake valve of the first
The first and second introduction pipes respectively connected to the two banks ,
The first inlet pipe is located outside the center line of the second bank and is located in the second bank.
Connect to the first bank through the two ignition devices on the front side
Connected to the central part of the collecting part, the second introduction pipe is the first bank
Ignition devices on the rear side of the first bank from outside the center line of
It connects to the central part of the assembly that connects to the second bank through
Since this continues , the suction efficiency of each cylinder can be increased even in the low rotation speed region where resonance supercharging is performed.
【0011】加えて、機関の左右側部の高さを抑えられ
るとともに、略バンク中心線上に配置される点火栓等を
吸気装置を機関本体から外さないで脱着することができ
る。In addition , the heights of the left and right side portions of the engine can be suppressed, and the spark plug and the like arranged substantially on the center line of the bank can be attached and detached without removing the intake device from the engine body.
【0012】また、各集合部を連通する連通管を機関運
転条件に応じて開閉することにより、低回転域では共鳴
過給効果を高めるとともに、高回転域では慣性過給効果
を高めて、幅広い回転域に渡って吸入効率を維持するこ
とができる。Further, by opening and closing the communication pipes communicating with each collecting portion in accordance with the engine operating conditions, the resonance supercharging effect is enhanced in the low rotation speed region and the inertia supercharging effect is enhanced in the high rotation speed region, so that a wide range is achieved. The suction efficiency can be maintained over the rotation range.
【0013】さらに、2つの集合部およびこれを結ぶ連
通管を各バンク中心線より内側に配置したため、車両の
エンジンフードラインを中央部より側方部を低くするこ
とができるというデザイン上の効果がある。Further, since the two collecting portions and the connecting pipe connecting them are arranged inside the center line of each bank, there is a design effect that the engine hood line of the vehicle can be made lower than the central portion in the side portion. is there.
【0014】[0014]
【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.
【0015】図1、図2に示すように、V型6気筒機関
はシリンダブロック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 FIGS. 1 and 2, a V-type 6-cylinder engine has a cylinder block 1 and right and left cylinder heads 2, 2.
3, the intake manifold 6 is connected to the inside of the left and right cylinder heads 2 and 3, and an exhaust pipe (not shown) is connected to the outside. It should be noted that cylinders whose ignition order is not continuous are collected in the left and right banks.
【0016】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、ロアマニホールド11を介して左右シリンダヘ
ッド2,3の各吸気ポート9に連通する分枝管13,1
4と、各分枝管13,14を集合する2つの集合部1
5,16と、各集合部15,16に各スロットルバルブ
10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 the upper part of the lower manifold 11. The upper manifold 12 extends in the horizontal direction on the left and right rocker covers 4 and 5, and the branch pipes 13 and 1 communicating with the intake ports 9 of the left and right cylinder heads 2 and 3 via the lower manifold 11.
4 and two collecting units 1 for collecting the branch pipes 13 and 14
5 and 16 and two introducing pipes 17 and 18 for guiding intake air from each throttle valve 10 to each collecting portion 15 and 16, and these are integrally formed.
【0017】平面図(図3)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は途中から折れ
曲がり、各中心線O3,O4上の各点C1,C2に交わる。
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。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,14
a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13b,14bとを有す
る。In the plan view (FIG. 3), each branch pipe 1
The center lines O 4 and O 3 of the ones arranged at the center among the three and four
Is linearly extended in a direction orthogonal to a crankshaft (not shown), while center lines O 1 , O 2 , O 5 , O 6 of the branch pipes 13 and 14 arranged at the front and rear ends are bent from the middle, The points C 1 and C 2 on the center lines O 3 and O 4 intersect.
That is, the center lines O 2 , O 4 and O 6 intersect at a point C 1 and the center lines O 1 , O 3 and O 5 intersect at a point C 2 . Therefore, among the branch pipes 13 and 14 of the upper manifold 12, the branch pipes 13 and 14 arranged at the front and rear ends include the parallel portions 13a and 14a intersecting with each other in parallel and the parallel portions 13a and 14a.
Each of the branched pipes 13 and 14 has an inclined portion 13b and 14b that is bent toward the centrally arranged one.
【0018】各集合部15,16は各分枝管13,14
と各導入管17,18の間に画成されるサージタンクと
してクランクシャフトと平行方向に延びる一方、各導入
管17,18は各集合部15,16の中央部からクラン
クシャフトと直交する方向に延びる直交部17a,18
aと、各直交部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17b,18bと
を有している。The collecting parts 15 and 16 are respectively connected to the branch pipes 13 and 14.
While extending in a direction parallel to the crankshaft as a surge tank defined between the introducing pipes 17 and 18, the introducing pipes 17 and 18 extend in the direction orthogonal to the crankshaft from the central portions of the collecting portions 15 and 16. Orthogonal parts 17a, 18 extending
a and parallel portions 17b and 18b that are bent from the orthogonal portions 17a and 18a and extend in the direction parallel to the crankshaft.
【0019】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ており、正面図(図
1、図2)上において、各集合部16,15は左右のバ
ンク中心線(気筒中心線)A2,A3より内側で、かつ各
導入管18,17の平行部18b,17bは各バンク中
心線A2,A3より外側に配置される。The upper manifold 12 extends horizontally on the left and right rocker covers 4 and 5, and in the front view (FIGS. 1 and 2), the collecting portions 16 and 15 have the left and right bank center lines (cylinder centers). Lines) A 2 and A 3 are arranged inside, and the parallel portions 18b and 17b of the introduction pipes 18 and 17 are arranged outside the bank center lines A 2 and A 3 .
【0020】図4に示すように、各ロッカーカバー4,
5には各気筒に対応して点火コイル41が取付けられ、
各点火コイル41の下方には図示しない点火栓が収装さ
れている。正面図上において、各点火栓および点火コイ
ル41は左右のバンク中心線A2,A3上にそれぞれ配置
され、各集合部16,15より外側に位置しており、各
点火コイル41および点火栓の脱着を容易にしている。
左バンクでは前端の点火コイル41が集合部16と導入
管平行部18bの間に配置され、かつ前端の点火コイル
41と中央の点火コイル41が導入管直交部18aを挟
むようにして配置される。右バンクでは中央の点火コイ
ル41が集合部15と導入管平行部17bの間に配置さ
れ、かつ中央の点火コイル41と後端の点火コイル41
が導入管直交部17aを挟むようにして配置される。As shown in FIG. 4, each rocker cover 4,
5, an ignition coil 41 is attached to each cylinder,
An ignition plug (not shown) is housed below each ignition coil 41. In the front view, the ignition plugs and the ignition coils 41 are arranged on the left and right bank center lines A 2 and A 3 , respectively, and are located outside the collecting portions 16 and 15, and the ignition coils 41 and the ignition plugs are arranged. It is easy to attach and detach.
In the left bank, the front end ignition coil 41 is arranged between the collecting portion 16 and the introduction pipe parallel portion 18b, and the front end ignition coil 41 and the center ignition coil 41 are arranged so as to sandwich the introduction pipe orthogonal portion 18a. In the right bank, the central ignition coil 41 is arranged between the collecting portion 15 and the introduction pipe parallel portion 17b, and the central ignition coil 41 and the rear end ignition coil 41 are arranged.
Are arranged so as to sandwich the introduction pipe orthogonal portion 17a.
【0021】図5に示すように、各導入管17,18の
端部にはスロットルチャンバー30に対する接合フラン
ジ17c,18cが形成される。この接合フランジ17
c,18cは所定角度だけ下方に向けて傾斜して形成さ
れ、スロットルチャンバー30の取付け高さを低く抑え
ている。なお、図5において、47は排気管、48はラ
ジエータファンである。As shown in FIG. 5, joining flanges 17c and 18c for the throttle chamber 30 are formed at the ends of the respective introducing pipes 17 and 18. This joint flange 17
The c and 18c are formed so as to be inclined downward by a predetermined angle to keep the mounting height of the throttle chamber 30 low. In FIG. 5, 47 is an exhaust pipe and 48 is a radiator fan.
【0022】左右のスロットルバルブ10は、図6に示
すように、それぞれに連結される各シャフト41,42
が同軸上に配置され、図示しないアクセルペダルにワイ
ヤーを介して互いに同期して連動するようになってい
る。As shown in FIG. 6, the left and right throttle valves 10 are connected to respective shafts 41, 42.
Are coaxially arranged, and are linked to an accelerator pedal (not shown) via a wire in synchronization with each other.
【0023】各スロットルチャンバ30には弾性材から
なるダクト43,44がそれぞれ接続され、図示しない
エアクリーナから取り入れられた吸気が各ダクト43,
44を通して導かれるようになっている。なお、エアク
リーナと各気筒の吸気弁8を結ぶ吸気通路長は均一に形
成される。Ducts 43 and 44 made of an elastic material are connected to the throttle chambers 30, respectively, and intake air taken in from an air cleaner (not shown) is fed to the ducts 43 and 44, respectively.
It is led through 44. In addition, the intake passage length connecting the air cleaner and the intake valve 8 of each cylinder is formed uniformly.
【0024】吸気マニホールド6は左右集合部15,1
6を連通する連通管20を各分枝管13,14の上方に
備える。The intake manifold 6 includes left and right collecting portions 15, 1.
A communication pipe 20 communicating with 6 is provided above each of the branch pipes 13 and 14.
【0025】連通管20は、各接合フランジ35,36
の前後端にボルト穴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間には図示しないシール材が介装
される。The connecting pipe 20 has the joint flanges 35, 36.
Bolt holes 37 are formed at the front and rear ends of the upper manifold 12
It is fastened by screwing. A seal material (not shown) is interposed between the communication pipe 20 and the upper manifold 12.
【0026】各集合部15,16の上壁部には開口部3
1,32が形成される一方、連通管20には各開口部3
1,32と重なり合う同形の開口部33,34が形成さ
れる。各開口部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3)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より外側に配置され、これに
より各集合部15,16に対する連通管20の開口面積
が十分に確保されている。The opening 3 is formed in the upper wall of each of the collecting portions 15 and 16.
1 and 32 are formed, the communication pipe 20 has openings 3
Openings 33, 34 of the same shape are formed so as to overlap with 1, 32. The openings 31 and 32 extend in the direction parallel to the crankshaft, and the opening edges are the center lines O 1 and O of the branch pipes 13 and 14 located at the front and rear ends in the plan view (FIG. 3). It is arranged outside 2 , O 5 and O 6 , so that the opening area of the communication pipe 20 for each of the collecting portions 15 and 16 is sufficiently secured.
【0027】図7にも示すように、連通管20は偏平な
箱形をしており、そ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が仕切り壁27によって画成
される。各連通路21,22の断面形状は略矩形をし
て、大小異なる大きさで形成される。As shown in FIG. 7, the communication pipe 20 has a flat box shape, and a partition wall 27 defines a first series passage 21 and a second communication passage 22 having different opening cross-sectional areas therein. To be done. Each of the communication passages 21 and 22 has a substantially rectangular cross-sectional shape, and is formed in different sizes.
【0028】また、第一連通路21を画成する第一天井
壁部21aは、段差28を持って第二連通路22を画成
する第二天井壁部22aより低く形成されていることに
より、車両のエンジンフードを車両の後方から前方にか
けて低く傾斜させて、車両の空気抵抗を小さくすること
が可能となる。The first ceiling wall portion 21a defining the first series passage 21 is formed lower than the second ceiling wall portion 22a defining the second communication passage 22 with a step 28. It is possible to reduce the air resistance of the vehicle by tilting the engine hood of the vehicle low from the rear side to the front side of the vehicle.
【0029】各連通路21,22にはバタフライ式の第
一、第二制御弁23,24がそれぞれ介装される。各制
御弁23,24は矩形の各弁体23a,24aと、各弁
体23a,24aを回動可能に支持する弁軸23b,2
4bを備え、各弁軸23b,24bに連結したアクチュ
エータ25,26を介して開閉作動する。各弁軸23
b,24bは連通管20から突出した端部に各リンクプ
レート39,40がそれぞれ連結され、各リンクプレー
ト39,40にアクチュエータ25,26のロッド25
a,26aが連結される。各アクチュエータ25,26
は運転条件に応じて各制御弁23,24を開閉作動させ
て、連通管20の通路面積を段階的に変化させるように
なっている。Butterfly-type first and second control valves 23 and 24 are provided in the communication passages 21 and 22, respectively. The control valves 23 and 24 are rectangular valve bodies 23a and 24a, and valve shafts 23b and 2 that rotatably support the valve bodies 23a and 24a.
4b and is opened and closed via actuators 25 and 26 connected to the valve shafts 23b and 24b. Each valve shaft 23
Link plates 39 and 40 are connected to the ends of b and 24b protruding from the communication pipe 20, and the rods 25 of the actuators 25 and 26 are connected to the link plates 39 and 40, respectively.
a and 26a are connected. Each actuator 25, 26
Is configured to open and close each control valve 23, 24 in accordance with the operating condition to change the passage area of the communication pipe 20 in a stepwise manner.
【0030】次に、作用について説明する。Next, the operation will be described.
【0031】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バルブ10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を通っ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が行われ
る。Intake air taken in from an air cleaner (not shown) is introduced from each throttle valve 10 into each introduction pipe 17, 1.
After being sent to each of the collecting parts 15 and 16 through 8, the pipe is sucked into the cylinders that sequentially enter the intake stroke through the branch pipes 13 and 14. In a predetermined low rotation speed range, the control valves 23 and 24 are both closed to cut off the communication between the collecting portions 15 and 16, so that the pulsation energy of intake air is used to perform resonance supercharging.
【0032】スロットルバルブ10からの吸気を導く2
つの導入管17,18を各集合部15,16の中央部に
接続したため、スロットルバルブ10と各気筒の吸気弁
8を結ぶ吸気通路長を均一とすることが可能となり、低
回転域では上記共鳴過給により各気筒の吸入効率に均一
に高めることができる。2 for guiding intake air from the throttle valve 10
Since the two introduction pipes 17 and 18 are connected to the central portions of the collecting portions 15 and 16, it is possible to make the intake passage length connecting the throttle valve 10 and the intake valve 8 of each cylinder uniform, and in the low rotation speed range, the above resonance occurs. By supercharging, the suction efficiency of each cylinder can be uniformly increased.
【0033】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選択的に開弁し、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る。図
8は各制御弁23,24の開閉に応じた発生トルク特性
を測定した実験結果を示しており、この特性に基づいて
回転数に応じて最も高い発生トルクが得られるように各
制御弁23,24を開閉制御するようになっている。Only one of the control valves 23 and 24 is selectively opened in a predetermined medium speed range, and both control valves 23 and 24 are opened in a predetermined high speed range. 15,
By gradually changing the opening area that communicates 16 with each other, inertia supercharging using the air column inertia of intake air is switched. FIG. 8 shows an experimental result obtained by measuring generated torque characteristics according to opening / closing of each control valve 23, 24. Based on this characteristic, each control valve 23 is controlled so as to obtain the highest generated torque according to the rotation speed. , 24 are controlled to be opened and closed.
【0034】断面積の比較的大きい第二連通路22は第
一連通路21より後方に配置されており、各導入管平行
部17b,18bを通過する吸気流に与えられる機関後
方に向かう勢力を利用して第二連通路22に吸気流が流
入することを促し、高回転時の吸入効率を高めるように
なっている。The second communicating passage 22 having a relatively large cross-sectional area is disposed rearward of the first continuous passage 21 and exerts a force toward the rear of the engine which is given to the intake air flow passing through the introduction pipe parallel portions 17b and 18b. Utilizing this, the intake flow is promoted to flow into the second communication passage 22, and the intake efficiency at high speed is enhanced.
【0035】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へと吸気流路が上下方向に曲がることなく水平
方向に延びているため、吸気流路の湾曲を最小限にして
吸気抵抗を小さく抑えられる。The intake manifold 6 includes branch pipes 13 and 14
Of the parallel pipes 13a and 14a in parallel with each other, and from the branch pipes 13 and 14 through the collecting portions 15 and 16 to the introduction pipes 1
Since the intake passage extends horizontally without bending in the vertical direction to 7 and 18, the curvature of the intake passage can be minimized to suppress the intake resistance.
【0036】各集合部15,16を各バンク中心線
A2,A3より内側に配置したため、バンク中心線A2,
A3上に配置される点火コイル41および点火栓を吸気
マニホールド6を機関本体から外さないで脱着すること
ができる。Since the collecting parts 15 and 16 are arranged inside the bank centerlines A 2 and A 3 , the bank centerlines A 2 and
The ignition coil 41 and the spark plug arranged on A 3 can be attached and detached without removing the intake manifold 6 from the engine body.
【0037】さらに、容積の比較的大きい各集合部1
5,16を各バンク中心線A2,A3より内側に配置した
ため、車両のエンジンフードラインを中央部より側方部
を低くすることができるというデザイン上の効果があ
る。Further, each collecting portion 1 having a relatively large volume
Since 5 and 16 are arranged on the inner side of the center lines A 2 and A 3 of each bank, there is a design effect that the engine hood line of the vehicle can be made lower in the lateral portion than in the central portion.
【0038】次に、図9、図10に示した他の実施例
は、前記実施例における連通管20を廃止したものであ
り、この場合吸気マニホールド6の突出高さをさらに低
く抑えて、車両のエンジンフードライン50に対するデ
ザイン自由度をひろげることができる。なお、図中51
はフロントフェンダ、52は機関後部に連結されるトラ
ンスミッションである。Next, in another embodiment shown in FIGS. 9 and 10, the communication pipe 20 in the above-mentioned embodiment is eliminated, and in this case, the protruding height of the intake manifold 6 is suppressed to a further low level, and the vehicle is The degree of freedom in designing the engine hood line 50 can be expanded. In the figure, 51
Is a front fender, and 52 is a transmission connected to the rear of the engine.
【0039】[0039]
【発明の効果】以上のように本発明は、V型に対向する
第1と第2のバンクを有するV型6気筒内燃機関に備え
られる吸気装置において、各バンクはクランクシャフト
軸方向に偏倚して第1バンクは前側に、第2バンクは後
側に配置され、各バンクのそれぞれの中心線上に略一致
して各気筒の点火装置を配置する一方、各バンクの各気
筒に連通する分枝管を互いに並列に交差するように配置
し、点火順序の連続しない気筒に接続する各分枝管どう
しを互いに集合させる2つの集合部を各バンク中心線よ
り内側に、各バンクに対応しクランクシャフト軸方向に
偏倚するよう配置するとともに、スロットルバルブと各
気筒の吸気弁を結ぶ吸気通路長が略均一になるように第
1と第2のバンクにそれぞれ接続する第1と第2の導入
管を、第1導入管は第2バンクの中心線より外側から第
2バンクの前側2つの点火装置の間を通して第1バンク
に接続する集合部の中央部に接続し、第2導入管は第1
バンクの中心線より外側から第1バンクの後側2つの点
火装置の間を通して第2バンクに接続する集合部の中央
部に接続したため、機関の全高を抑えつつスロットルバ
ルブと各気筒の吸気弁を結ぶ吸気通路長を均一にして各
気筒の吸入効率を均一に高めることができ、また、点火
栓等を吸気装置を機関本体から外さないで脱着すること
ができる。As described above, the present invention faces the V type.
In an intake device provided in a V-6 internal combustion engine having first and second banks, each bank is a crankshaft
The first bank is on the front side and the second bank is on the rear side.
The ignition device for each cylinder is arranged on the side of each bank so as to substantially coincide with the center line of each bank, while the branch pipes communicating with each cylinder of each bank are arranged so as to intersect in parallel with each other, and the ignition is performed. Two collecting parts for collecting the branch pipes connected to the cylinders that are not consecutive in sequence are arranged inside the center line of each bank so as to be biased in the axial direction of the crankshaft corresponding to each bank. Make sure that the intake passage length connecting the intake valves of each cylinder is approximately uniform .
The first and second introduction pipes are respectively connected to the first and second banks, and the first introduction pipe is the second from the outside of the center line of the second bank.
The first bank through the two ignition devices on the front side of the two banks
The second introduction pipe is connected to the central part of the collecting part
Two points from the outside of the bank centerline to the back of the first bank
The center of the assembly that connects to the second bank through the firearms
Since it is connected to the section, the intake passage length connecting the throttle valve and the intake valve of each cylinder can be made uniform while suppressing the overall height of the engine, and the intake efficiency of each cylinder can be increased uniformly. It can be detached without removing it from the engine body.
【0040】また、各集合部を連通する連通管を各分枝
管の上方に位置して設け、各連通管を機関運転条件に応
じて開閉する制御弁を設けたため、幅広い回転域に渡っ
て吸入効率を維持することができるとともに、車両のエ
ンジンフードラインを中央部より側方部を低くすること
ができるいうデザイン上の効果がある。Further, since the communication pipes that communicate the respective collecting portions are provided above the respective branch pipes, and the control valves that open and close the respective communication pipes according to the engine operating conditions are provided, a wide range of rotation can be achieved. There is a design effect that the suction efficiency can be maintained and the side portion of the engine hood line of the vehicle can be made lower than the central portion.
【図1】本発明の実施例を示す機関の正面図である。FIG. 1 is a front view of an engine showing an embodiment of the present invention.
【図2】同じく機関の上部を拡大した正面図である。FIG. 2 is an enlarged front view of the upper portion of the engine.
【図3】同じく吸気装置の平面図である。FIG. 3 is a plan view of the intake device of the same.
【図4】同じく機関の平面図である。FIG. 4 is a plan view of the same engine.
【図5】同じく機関の側面図である。FIG. 5 is a side view of the same engine.
【図6】同じく吸気装置の分解斜視図である。FIG. 6 is an exploded perspective view of the intake device of the same.
【図7】同じく連通管の斜視図である。FIG. 7 is a perspective view of the communication pipe.
【図8】同じく機関のトルク特性図である。FIG. 8 is a torque characteristic diagram of the engine.
【図9】他の実施例を示す機関の正面図である。FIG. 9 is a front view of an engine showing another embodiment.
【図10】同じく機関の側面図である。FIG. 10 is a side view of the same engine.
【図11】従来例を示す機関の正面図である。FIG. 11 is a front view of an engine showing a conventional example.
10 スロットルバルブ 13 分枝管 14 分枝管 15 集合部 16 集合部 17 導入管 18 導入管 20 連通管 23 第一制御弁 24 第二制御弁 10 Throttle valve 13 branches 14 branch pipes 15 Assembly Department 16 Assembly Department 17 Introductory pipe 18 Introductory pipe 20 communication pipes 23 First control valve 24 Second control valve
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 平3−9020(JP,A) 特開 平1−280631(JP,A) 実開 平3−42027(JP,U) (58)調査した分野(Int.Cl.7,DB名) F02M 35/116 F02B 27/00 ─────────────────────────────────────────────────── ─── Continuation of the front page (56) References Japanese Patent Laid-Open No. 3-9020 (JP, A) Japanese Patent Laid-Open No. 1-280631 (JP, A) Actual Japanese Laid-Open 3-42027 (JP, U) (58) Field (Int.Cl. 7 , DB name) F02M 35/116 F02B 27/00
Claims (2)
るV型6気筒内燃機関に備えられる吸気装置において、
各バンクはクランクシャフト軸方向に偏倚して第1バン
クは前側に、第2バンクは後側に配置され、各バンクの
それぞれの中心線上に略一致して各気筒の点火装置を配
置する一方、各バンクの各気筒に連通する分枝管を互い
に並列に交差するように配置し、点火順序の連続しない
気筒に接続する各分枝管どうしを互いに集合させる2つ
の集合部を各バンク中心線より内側に、各バンクに対応
しクランクシャフト軸方向に偏倚するよう配置するとと
もに、スロットルバルブと各気筒の吸気弁を結ぶ吸気通
路長が略均一になるように第1と第2のバンクにそれぞ
れ接続する第1と第2の導入管を、第1導入管は第2バ
ンクの中心線より外側から第2バンクの前側2つの点火
装置の間を通して第1バンクに接続する集合部の中央部
に接続し、第2導入管は第1バンクの中心線より外側か
ら第1バンクの後側2つの点火装置の間を通して第2バ
ンクに接続する集合部の中央部に接続したことを特徴と
する内燃機関の吸気装置。1. An intake system provided in a V-type 6- cylinder internal combustion engine having first and second banks facing each other in a V-type ,
Each bank is offset in the axial direction of the crankshaft and
The second bank is on the front side and the second bank is on the rear side .
While arranging the ignition devices of the cylinders substantially coincident with each other on the respective center lines, the branch pipes communicating with the cylinders of the banks are arranged in parallel with each other and connected to the cylinders whose ignition order is not continuous. The two collecting parts that collect the branch pipes from each other are arranged inside the center line of each bank so as to be biased in the axial direction of the crankshaft corresponding to each bank, and the intake valve that connects the throttle valve and the intake valve of each cylinder Each of the first and second banks has a uniform passage length
The first and second inlet pipes connected to each other are connected to each other , and the first inlet pipe is connected to the second bar.
Ignition from the outside of the center line of the fuel tank from the front of the second bank
Central part of the assembly that connects to the first bank through the devices
And the second introduction pipe is outside the center line of the first bank.
To the second bank through the two ignition devices on the rear side of the first bank.
An intake device for an internal combustion engine, characterized in that the intake device is connected to a central portion of a collecting portion connected to a fuel tank.
方に位置して設け、各連通管を機関運転条件に応じて開
閉する制御弁を設けたことを特徴とする請求項1記載の
内燃機関の吸気装置。2. A communication pipe for communicating each collecting portion is provided above each branch pipe, and a control valve for opening and closing each communication pipe according to engine operating conditions is provided. 1. An intake system for an internal combustion engine according to 1.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP18615692A JP3374412B2 (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 |
---|---|---|---|
JP18615692A JP3374412B2 (en) | 1992-06-19 | 1992-06-19 | Intake device for internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH062628A JPH062628A (en) | 1994-01-11 |
JP3374412B2 true JP3374412B2 (en) | 2003-02-04 |
Family
ID=16183365
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP18615692A Expired - Fee Related JP3374412B2 (en) | 1992-06-19 | 1992-06-19 | Intake device for internal combustion engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP3374412B2 (en) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4531101B2 (en) * | 2008-05-09 | 2010-08-25 | 本田技研工業株式会社 | Intake device for V-type multi-cylinder internal combustion engine |
JP5254880B2 (en) * | 2009-05-25 | 2013-08-07 | 本田技研工業株式会社 | Engine intake system |
-
1992
- 1992-06-19 JP JP18615692A patent/JP3374412B2/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
JPH062628A (en) | 1994-01-11 |
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