JPS6285117A - Intake manifold device for v-type multi-cylinder engine - Google Patents

Abstract

PURPOSE:To provide a sufficiently long intake pipe line with the provision of a compact configuration by forming an intake air chamber integrally together with a branch pipe line unit in a device where the intake air chamber and the branch pipe line unit which is connected to the down-stream side of the chamber, is provided in a space between both banks of a V-type engine. CONSTITUTION:The upper surface of each cylinder head 6 of each of cylinder rows 1 and 1 which is arranged into a V like shape with an angle of 90 deg., and the upper surface of a flange 50 where an intake port 25 opens, are in the same plane. And a branch pipe line unit 27 which forms each of intake passage 26 corresponding to each of the intake ports 25 integrally, is installed on the upper surface of the flange 50. The branch pipe line unit 27 is composed of an upper section 27a, a lower section 27b, and a duct 53 which is a part of the upstream of the intake passage 26, is communicated with an intake air chamber 23 in a form of a flat chamber which is formed in the lower section 27b along the direction of a crank shaft. With this, each intake passage 26 extends upward from the intake air chamber 33 by way of the duct 53, is turned into a circular arc, and then extends downward obliquely.

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to an intake manifold device for an L-11 multi-cylinder engine, and is particularly intended to improve the performance of the engine and to reduce the vertical dimensions of the engine. The invention relates to an intake manifold device.

<Prior art> In general, the intake manifold of an engine requires a certain length of pipe, and by using a single branch pipe of appropriate quality, the intake air filling efficiency can be increased due to the moisture effect, and the intake manifold can be improved. - [It is known that it can be done.]

In the case of a V-type engine, by arranging an intake manifold between both banks and curving the intake pipe into an arc, the required pipe length can be obtained and the engine can be configured as a compact. Such a structure is disclosed in Japanese Patent Publication No. 52-33252 and US Pat. No. 4,440.120.

An intake chamber as a nurage tank is provided on the intake upstream side of these intake pipes in order to calm down the intake pulsation.
By providing an appropriate length of the intake air introduction path between the engine and the engine body, it is possible to further enhance the inertia effect and at the same time improve the distribution to each cylinder through the rectification effect.

〈Problem that cannot be solved by invention〉 However, in terms of C, there is a gap between both banks of the V-type engine (jl
, for example, is installed somewhere in the concave neck pipe that circulates cooling water.
Since it is necessary to avoid interference with 4, it is necessary to ensure a sufficient length of the above-mentioned intake air introduction passage, and also to place the carburetor or suction body in a position that is on the upper right. It must be difficult to do so.

In view of the problems of the prior art, the main object of the present invention is to avoid increasing the external size of the engine, and to avoid increasing the size of the engine attachment part 4 as described above. To provide an intake manifold device for a type multi-cylinder engine that can secure a required pipe length without interfering with J.

<Means for Solving the Problems> According to the present invention, such an object is achieved by providing an intake chamber that communicates with the main throttle valve on the intake upstream side, and an intake chamber that is connected to the downstream side of the intake chamber and that communicates with the main throttle valve on the intake upstream side. A branch pipe body having a downstream intake passage connected to an intake port of a V3S2 multi-cylinder engine is disposed in a gap formed between both banks of a V3S2 multi-cylinder engine, the intake manifold device comprising: is an upstream intake air which extends in the crankshaft direction as an air body integral with the branch pipe body, and in which a space between the end of the intake chamber and the main throttle valve is inclined upward toward the upstream side. Intake manifold 1 for a V-type multi-cylinder engine characterized by being connected by a passage
゛: Achieved by providing equipment.

<Operation> By doing this, a sufficient amount of pipe can be installed between the two banks of the V-type engine and the intake air introduction path between the throat valves 1 to 1 and the intake chamber without interfering with the main part shrine. It is possible to provide a longer path length without increasing the length of the engine in the crankshaft direction. Furthermore, a relatively long f-branch color path can be created within a limited space without impairing manufacturability.

<Embodiments> Below, preferred embodiments of the present invention are attached.

FIG. 1 (1) This is a V-type 6-cylinder engine with a 4-valve configuration to which an intake manifold device according to the present invention is applied;
The cylinder rows 1.2, which are arranged in a V-shape with a bank angle of 1.5 degrees and have substantially the same structure, each have three cylinders 4 along one stroke of the crankshaft 3, or cylinders installed inside. The block 5 is curved, and a cylinder head 6 is fixed to the upper end of the cylinder block 5. cylinder head 6
There are openings on the upper and side surfaces of the groove, respectively, which are closed by a cam cover 7 and a rocker arm cover 8.

Inside the cam cover 7, a timing boolean (not shown) and a timing lever (a cam seat connected to the crankshaft 3 using a minus sign) j~9 are pivotally supported. The healed cams 9a and 9b are
- each engages with a set of D hook arms 10.11.

The first rocker arm 10 is supported by its fulcrum 2σ round head so that it can swing freely, and its working end is in the valve closing direction (spring). =J
energized suction q (engaging with the end of valve 13).

Second rocker arm 1] (Yo, first rocker arm 10
Similarly, d- is supported by the lash adjuster 12'.
3, the rocking motion can be transmitted to one end of the third rocker arm 15 via the push-L lower 1/1. The third rocker arm 15 is pivoted by a rocker shaft 16 so as to be able to see-saw, and its other end engages with the end of the exhaust valve 17 that is spring-biased in the valve-closing direction.

In this way, both valves 13 and 17 are driven to open and close at predetermined timings by the rotation of the camshaft 9, which is rotated in the same direction as the crank 11, and the combustion gas is drawn into the combustion chamber 18. and discharge according to each process. still,
The engine shown in this embodiment has a four-valve configuration with two intake and exhaust valves, but only one side of the engine is illustrated.

An ignition plug 19 is screwed into the cylinder head 6 at a position corresponding to the approximate center of each cylinder 4. The flames formed between
3 (into this? ti l) Oa is rushing in., Exhaust port 21σ) 0; In addition, a 1 air manifold vault 22 is attached, and the combustion residue is passed through a muffler (not shown) to the exhaust air. can be discharged to 02sen +') 23 is screwed to the 1st air manifold vault 22 (1'3) to control the oxygen flash level in the exhaust gas by freeing the feed balance to 'n1~['-a (not shown)]. , the amount of injection q'' of j1 is controlled 1i according to the amount of intake air so that the stoichiometric air-fuel ratio is obtained.

The screws 1 to 20 are connected to the crank 1 bolt 3 via a connecting rod 24, and convert the reciprocating motion of the piston 20, which is generated by the combustion force of fuel, into the rotational motion of the crank 1IIll13. It is being done.

The upper surface of the cylinder head 6 and the upper 1 m of the flange 50 which opens the intake port 25 are on the same plane, and the upper surface of the flange 50 has an intake passage 2G corresponding to each intake port 25. An integrally formed branch pipe body 27 is attached by screwing a bolt 51 from above (FIG. 2). Further, a fuel injection nozzle 2B is attached to the flange 52 of the branch pipe body 27 in the vicinity of the connection between the intake passage 26 and the intake port 25. It is designed to be

As shown in FIGS. 1 to 3, the branch pipe body 2
7 consists of a hollow body in which an upper part 27a and a lower part 27b are integrally screwed together with a bolt 29 inserted from below, and these two parts 27a and 27b are each separated separately. It consists of a cast hollow body.

Most of the downstream side of the intake passage 26 is formed in the upper part 27a, and the conduit 53 forming a part of the upstream side of the intake passage 26 is formed in the lower part 27b and is flat along the crankshaft direction. It extends from a groove 135 formed on the top surface of the air intake chamber 33, which is shaped like a bush. During this time [13
5 are provided at positions offset in the left-right direction so as to intersect each cylinder in a 1,103-3 shape with respect to the center plane of the engine.

Therefore, each of the intake passages 26 extends upward from the intake chamber 33 via a straight pipe 53, so that the two passages on the right cross each other in an arc above the intake chamber 33. After being bent diagonally downward to the intake port 25, each intake passage 26 is connected to the intake port 25 of the cylinder in the bank on the far side from the corresponding opening 35. The joint surface between 27a and the lower portion 27b, the joint surface between the lower surface of the flange 52 of the 2σ upper portion 27a and the upper surface of the flange 50 on the intake port 25 side are provided on the same plane, and the upper portion 27a is provided on the same plane. The engine is removed at the downstream end of the intake passage 2G, and the lower portion 27b is heavily covered with the upper portion 27a.

In this way, the intake chamber 33 suppresses intake pulsation and distributes intake air to the individual downstream intake passages 26. Further, on the lower surface of the bottom wall of the intake chamber 33, there is provided a relay passage 30 which heats the intake air by circulating cooling water so that it reciprocates in the direction ij; ing.

As clearly shown in FIG. 3, an L-stream side intake passage 32 that is bent upward and extends is integrally formed at the end of the intake chamber 33 in the axial direction.

This intake passage 32 is bent in one direction, and the cross section of the passage corresponds to the shape of the intake passage of the thrower 1 to the body 34.
- Smooth transition as if
A flange 31 is formed on the opening surface on the upstream side of the intake air so that the thrower 1 to the body 34 can be mounted with the intake passage oriented substantially parallel to the crank axis.

By configuring the intake device as in the above embodiment, the throttle valve of the throttle body 34 and the intake air can be connected to each other without making one angle too large in the direction of the crankshaft and avoiding interference with engine parts. It becomes possible to provide the upstream intake passage 332 between the chamber 33 and the chamber 33 with a required pipe length.

Further, as shown in this embodiment, the branch pipe body 27 is configured such that the first portion 27a integrally includes the downstream intake passage 26, and the intake chamber 33 and the upstream intake passage 32 are integrally formed. and the second portion 27b of the downstream side intake passage 20 are placed one above the other. ! Q-Ki・B-Scream~
By providing the downward direction of the flange 52 that is attached to the flange 25 and the joint surface between the image portions 27a and 27 on the same plane -1, the required number of tethered fish can be obtained without IC1. The length of the tour is called (H?).

Furthermore, by providing the downstream port 35 of the intake chamber 33 on the side farther from the intake port 25, the length of the pipe can be further extended, and the curvature of the curved portion can be made relatively large. This allows pipe resistance to be minimized. In addition, in this embodiment, the distance between the intake chamber 33 and the intake passage 26 on the upper portion 27a side is set at a moderate /dO,
Since the length of the pipe is connected via the right J-ru pipe 53, the upper and lower portions of the upper part 27a of the branch pipe body 27 are
It is possible to exceed the required pipe length without making the cutting method excessive.

<Effects of the Invention> As described above, according to the present invention, a relatively multi-phase pipe can be realized without impairing the manufacturability, and the required pipe length can be reduced to 1.
~ Because it can be obtained by forming a compound, it can have an extremely unique effect on making the engine smaller and improving its performance.

[Brief explanation of drawings]

Fig. 1 is a front view showing an embodiment of an engine to which an intake manifold device according to the present invention is applied. Fig. 2 is a plan view of the eastern part shown in Fig. 1. Fig. 3 (This is a sectional view taken along the line ■-■ in Fig. 2.) 2... Cylinder row 3... Crankshaft 4...
Silling 5...Cylinder block 6...Silling head 7...Cam cover 8...Rocker arm cover 9...To camshaft (7)l 9a, 9b...Cam 1
0.11.15... Rocker arm] 2.12'... Lash adjuster 13... Intake valve 14... Butsu Schrot 16... [1 Tsukashafu 1-17... Su1 Airbu 118...・・Combustion chamber
19... Spark plug 19a... Electric (+) λ
20...Piston 21...To Kenden Port 1
22...1 no. 1 air manifold 23...02sen Fj 24...] engine rod 25...intake boat
26...Downstream intake passage 27...Branch pipe body
27a... Upper part 27b... Lower part 28.
...Fuel 1l11 injection nozzle 29...Pol (~
30... Riser passage 31... Flange 32
・・Second stream side intake passage 33・・Intake chamber 34・
・・Throttle body 35... 50
...7 lange 51...Pol 1~52...Flange 53...Conduit

Claims (4)

[Claims] (1) An intake chamber communicating with the main throttle valve on the upstream side of the intake, and a branch pipe body having a downstream intake passage connected to the downstream side of the intake chamber and connected to the intake port of the engine, in a V-shape. An intake manifold device disposed in a gap formed between both banks of a multi-cylinder engine, wherein the intake chamber extends in the crankshaft direction as a cavity integral with the branch pipe body. An intake manifold device for a V-type multi-cylinder engine, wherein an end of the intake chamber and the main throttle valve are connected by an upstream intake passage that slopes upward toward the upstream side. (2) The branch pipe body vertically overlaps a first part integrally having the downstream intake passage and a second part integrally having the intake chamber and the intake air introduction passage. V according to claim 1, characterized in that
Intake manifold device for multi-cylinder engines. (3) The downstream intake passage has an upwardly curved arc shape, and has one end connected to the intake port and a position offset toward the bank on the opposite side of the intake port with respect to the center of the crankshaft. The intake manifold device for a V-type multi-cylinder engine according to claim 1 or 2, characterized in that the intake manifold device has a second end connected to the intake chamber and the other end connected to the intake chamber. (4) A conduit passage forming a part of the downstream intake passage is formed between the other end and the intake chamber and extends from the intake chamber. The intake manifold device for a V-type multi-cylinder engine according to items 1 to 3.