JP2541964B2 - V-type engine intake device - Google Patents

V-type engine intake device

Info

Publication number
JP2541964B2
JP2541964B2 JP62050934A JP5093487A JP2541964B2 JP 2541964 B2 JP2541964 B2 JP 2541964B2 JP 62050934 A JP62050934 A JP 62050934A JP 5093487 A JP5093487 A JP 5093487A JP 2541964 B2 JP2541964 B2 JP 2541964B2
Authority
JP
Japan
Prior art keywords
intake
volume
passage
intake passage
communication
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
JP62050934A
Other languages
Japanese (ja)
Other versions
JPS63215822A (en
Inventor
宗之 大神
哲男 平岡
泰宏 河迫
竹徳 大塚
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.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
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 Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP62050934A priority Critical patent/JP2541964B2/en
Publication of JPS63215822A publication Critical patent/JPS63215822A/en
Application granted granted Critical
Publication of JP2541964B2 publication Critical patent/JP2541964B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Description

【発明の詳細な説明】 (産業上の利用分野) 本発明は、V型エンジンの吸気装置に関し、特に吸気
通路長を可変として広い運転範囲で吸気の動的効果を利
用して吸気効率を高めるようにした吸気装置に関するも
のである。
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake system for a V-type engine, and in particular, the intake passage length is made variable to enhance intake efficiency by utilizing the dynamic effect of intake in a wide operating range. The present invention relates to the intake device.

(従来技術およびその問題点) この種のV型エンジンの吸気装置としては、特開昭60
−198323号公報、特開昭61−49161号公報等に開示され
ているように、ある程度以上の内容積を有する容積部を
両バンクの略中央に気筒列方向に延びて配設し、この容
積部から一方のバンクに接続する吸気管と、容積部から
他方のバンクに接続する吸気管とを、容積部の下方を通
してそれぞれのバンクに接続して、両バンクの吸気管が
互いに容積部の下側で交差するように構成することによ
り、所定の動的効果を得るために必要な吸気管長さを確
保しつつエンジン全高が高くなるのを抑制するようにし
た技術が提案されている。
(Prior Art and Problems Thereof) Japanese Patent Application Laid-Open No. Sho 60-1985 discloses an intake system for a V-type engine of this type.
As disclosed in Japanese Patent Laid-Open No. 198323 and Japanese Patent Laid-Open No. 61-49161, a volume portion having an internal volume of a certain amount or more is disposed substantially in the center of both banks so as to extend in the cylinder row direction. From one part to one bank and an intake pipe from the volume part to the other bank are connected to the respective banks through the lower part of the volume part so that the intake pipes of both banks are below the volume part. There has been proposed a technique in which the overall height of the engine is suppressed from increasing while ensuring the intake pipe length required to obtain a predetermined dynamic effect by configuring the side to intersect.

一方、吸気による動的効果としては、吸気バルブ開口
により発生する負圧が吸気管内を伝播し、容積部で反射
されて正圧となって戻る圧力波により過給するいわゆる
慣性効果と、多気筒の各吸気バルブ開閉に伴う吸気脈動
が容積部を介して相互に干渉した結果発生する圧力定常
波を利用し、その振動周波数と吸気バルブの開閉タイミ
ングが同調して吸気バルブ閉時に正圧となる際に過給効
果を得るいわゆる共鳴過給との2種類がある。
On the other hand, the dynamic effects of intake air include the so-called inertial effect in which the negative pressure generated by the opening of the intake valve propagates in the intake pipe and is supercharged by the pressure wave reflected by the volume and returned to the positive pressure, and the multi-cylinder effect. When a steady pressure wave is generated as a result of the intake pulsation associated with the opening and closing of each intake valve interfering with each other through the volume, the vibration frequency and the opening and closing timing of the intake valve are synchronized and a positive pressure is obtained when the intake valve is closed. There are two types of so-called resonance supercharging to obtain supercharging effect.

しかして、上記慣性効果および共鳴効果は、吸気管長
さを含む吸気系構成を変えることにより、所望のエンジ
ン回転数領域で動的効果を得るようにすることができる
ものである。
Thus, the inertial effect and the resonance effect can be obtained by changing the intake system configuration including the intake pipe length to obtain a dynamic effect in a desired engine speed region.

このように運転状態に応じて吸気通路長さを変更し、
幅広い運転域で出力向上を図るものとして、例えば、実
開昭61−91032号公報に開示されたものがある。
In this way, change the intake passage length according to the operating state,
As a device for improving the output over a wide operating range, for example, there is one disclosed in Japanese Utility Model Laid-Open No. 61-91032.

しかしながら、上記従来のV型エンジンの吸気装置に
おいて、幅広い運転領域で上記慣性効果または共鳴効果
を得ようとした場合、例えば、エンジン回転数に応じて
吸気管長さを複数に切り換える装置や連続的に変化させ
る装置が必要となるが、単に、実開昭61−91032号公報
のような可変手段を、上記V型エンジンの吸気系へ適用
すると、コンパクトな吸気系を得ることはできないとい
った問題がある。
However, in the conventional intake system of the V-type engine, when it is attempted to obtain the inertial effect or the resonance effect in a wide operating range, for example, a device that switches the intake pipe length to a plurality according to the engine speed or continuously. A device for changing is required, but if a variable means such as Japanese Utility Model Laid-Open No. 61-91032 is simply applied to the intake system of the V-type engine, a compact intake system cannot be obtained. .

つまり、上記のような吸気特性を変更するためには、
開閉弁等の可変機構を各気筒に対する吸気管に設置する
ことになり、そのために吸気管相互間の配置間隔が広く
なることなどに起因して吸気系のコンパクト化を図るに
ついての障害となる。
In other words, in order to change the above intake characteristics,
Since a variable mechanism such as an on-off valve is installed in the intake pipe for each cylinder, the arrangement interval between the intake pipes is widened, which is an obstacle to downsizing the intake system.

(発明の目的) 本発明は、上記事情に鑑み、吸気管長さを含む吸気系
構成を変化させることにより、広範な運転領域において
吸気脈動を利用した動的効果をコンパクトな構造で得る
ことができるV型エンジンの吸気装置を提供することを
その目的とするものである。
(Object of the Invention) In view of the above circumstances, the present invention can obtain a dynamic effect utilizing intake pulsation in a wide range of operating regions with a compact structure by changing the intake system configuration including the intake pipe length. It is an object of the present invention to provide an intake device for a V-type engine.

(発明の構成) 上記目的を達成する本発明のV型エンジンの吸気装置
は、両側の第1バンクと第2バンクとの間の上方に気筒
列方向に延びる容積部を設け、この容積部と各バンクを
接続する下流側吸気通路を容積部の下方で互いに交差し
て配置し、第1バンクに接続する第1の下流側吸気通路
と第2バンクに接続する第2の下流側吸気通路とを気筒
列方向に交互に配置するとともに、第1の下流側吸気通
路と第2の下流側吸気通路との交差部分を、前記容積部
の気筒列方向の長さ内に入るように設定する一方、前記
容積部の下面と容積部下方を通る第1および第2の下流
側吸気通路とを連通する第1および第2連通路を設ける
とともに、各連通路に該通路が高回転時に開放する開閉
弁を介装し、前記第1連通路と第2連通路をクランク軸
方向に見て2列に配置したことを特徴とするものであ
る。
(Structure of the Invention) An intake device for a V-type engine according to the present invention that achieves the above object is provided with a volume portion extending in the cylinder column direction above the first bank and the second bank on both sides, and the volume portion Downstream intake passages connecting the banks are arranged below the volume portion so as to intersect with each other, and a first downstream intake passage connected to the first bank and a second downstream intake passage connected to the second bank. Are alternately arranged in the cylinder row direction, and the intersection of the first downstream intake passage and the second downstream intake passage is set to be within the length of the volume portion in the cylinder row direction. First and second communication passages that connect the lower surface of the volume portion and the first and second downstream side intake passages that pass below the volume portion, and open and close the passages at high rotation speeds. A valve is provided, and the first communication passage and the second communication passage are connected in the crankshaft direction. It is characterized by being arranged in two rows as seen in FIG.

(作用) 上記のような本発明では、連通路の開閉弁の開閉作動
に応じて容積部から両バンクの各気筒に至る有効吸気通
路長が切り換り、高回転側で開閉弁が開いたときに短
く、低回転側で閉じたときに長くなって、それぞれの運
転域に適合した動的効果が得られ出力向上が図れる。
(Operation) In the present invention as described above, the effective intake passage length from the volume portion to each cylinder of both banks is switched according to the opening / closing operation of the opening / closing valve of the communication passage, and the opening / closing valve is opened on the high rotation side. Sometimes it is short, and when it is closed on the low rotation side, it becomes longer, and dynamic effects that match each operating range are obtained, and output can be improved.

また、高回転時に吸気が通る連通路を2列配置とした
ことで、各連通路間のスペースが広くなり一直線上に1
列配置した場合に比べて、容積部その他の気筒列方向へ
のコンパクト化が図れる。具体的には、上記連通路には
開閉弁が配設されることで、この開閉弁を設置するため
の空間が連通路間に必要となり、2列配置とすることで
隣接する各連通路間の空間が広くなって、設置空間が確
保できる反面、全体としては気筒列方向における連通路
の設置間隔、容積部に対する接続間隔が短縮可能でコン
パクトな容積部構造、連通路配置が可能となる。
Also, by arranging the communication passages through which intake air flows at high speed in two rows, the space between the communication passages becomes wider, and
As compared with the case of arranging in rows, it is possible to make the volume section and the like compact in the cylinder row direction. Specifically, since an opening / closing valve is arranged in the communication passage, a space for installing the opening / closing valve is required between the communication passages, and by arranging in two rows, the space between adjacent communication passages is increased. On the other hand, although the space can be widened and the installation space can be secured, the installation interval of the communication passages in the cylinder column direction and the connection interval to the volume portion can be shortened as a whole, and a compact volume structure and communication passage arrangement can be realized.

(発明の実施例) 以下に本発明の実施例を図面に沿って説明する。第1
図および第2図は本発明に係る吸気装置を適用したV型
6気筒エンジンを示す。
Embodiments of the Invention Embodiments of the present invention will be described below with reference to the drawings. First
FIG. 2 and FIG. 2 show a V-type 6-cylinder engine to which the intake device according to the present invention is applied.

本例のエンジンは、シリンダブロック2上に第1のシ
リンダヘッド3aおよび第2のシリンダヘッド3bが傾斜配
設されて、互いに角度を持ってそれぞれ3つの気筒を有
する図で左側の第1バンク1Aと右側の第2バンク1Bとが
形成されている。
In the engine of this example, a first cylinder head 3a and a second cylinder head 3b are arranged on a cylinder block 2 in an inclined manner, and each cylinder has three cylinders at an angle to each other. And the second bank 1B on the right side are formed.

上記第1および第2バンク1A,1Bの各気筒に吸気を供
給する吸気通路は、両バンク1A,1B間の上部に、気筒列
方向に延びて配設された容積部4(サージタンク)を備
えている。この容積部4の内部空間は、前後方向(クラ
ンク軸方向)に延びる仕切り壁41によって、右側の第1
容積室4aと左側の第2容積室4bとに区画形成されてい
る。
The intake passage for supplying intake air to each of the cylinders of the first and second banks 1A, 1B has a volume portion 4 (surge tank) arranged extending in the cylinder row direction above the banks 1A, 1B. I have it. The inner space of the volume part 4 is divided into the first wall on the right side by the partition wall 41 extending in the front-rear direction (crank axis direction).
It is partitioned into a volume chamber 4a and a second volume chamber 4b on the left side.

上記容積部4の一端には、両容積室4a,4bに新気を導
入する上流側吸気通路8が接続されている。この上流側
吸気通路8は、その容積部4への接続部近傍において、
所定長さ第1および第2容積室4a,4bごとに独立して第
1上流側吸気通路8aと第2上流側吸気通路8bとに分岐し
て形成されている。
An upstream intake passage 8 for introducing fresh air into both volume chambers 4a and 4b is connected to one end of the volume portion 4. This upstream side intake passage 8 is provided near the connecting portion to the volume portion 4 thereof.
Each of the first and second volume chambers 4a, 4b having a predetermined length is independently formed by branching into a first upstream intake passage 8a and a second upstream intake passage 8b.

また、前記容積部4から第1および第2バンク1A,1B
の各吸気ポート6a,6bに吸気を供給する第1および第2
の下流側吸気通路5a,5b(吸気管)が設けられている。
第1の下流側吸気通路5aは、上流端が容積部4の右側面
42に開口した連通口を介して第1容積室4aに連通し、U
字状に下方に曲折して容積部4の下方を通って、左側の
第1バンク1Aの吸気ポート6aに下流端が接続されてい
る。また、第2の下流側吸気通路5bは、上流端が容積部
4の左側面43に開口した連通口を介して第2容積室4bに
連通し、U字状に下方に曲折して容積部4の下方を通っ
て、右側の第2バンク1Bの吸気ポート6bに下流端が接続
されている。
In addition, from the volume section 4 to the first and second banks 1A and 1B
First and second supply of intake air to each intake port 6a, 6b of
Downstream side intake passages 5a, 5b (intake pipe) are provided.
The first downstream side intake passage 5a has an upstream end on the right side surface of the volume section 4.
U is communicated with the first volume chamber 4a through a communication port opened at 42
The downstream end is connected to the intake port 6a of the first bank 1A on the left side by bending downward in a letter shape and passing below the volume portion 4. Further, the second downstream side intake passage 5b communicates with the second volume chamber 4b through a communication port whose upstream end is opened to the left side surface 43 of the volume section 4, and is bent downward in a U shape to form a volume section. The downstream end is connected to the intake port 6b of the second bank 1B on the right side through below 4.

そして、上記第1の下流側吸気通路5aと第2の下流側
空気通路5bは、気筒列方向に交互に配設されるととも
に、前記容積部4の下方で互いに交差している。また、
この交差部分は、第2図に示すように、容積部4の気筒
列方向の長さ内の下方に入るように配置されている。
The first downstream intake passages 5a and the second downstream air passages 5b are alternately arranged in the cylinder column direction and intersect each other below the volume portion 4. Also,
As shown in FIG. 2, this intersecting portion is arranged so as to enter below the length of the volume portion 4 in the cylinder column direction.

一方、前記容積部4の下面と、該容積部4の下方を通
る第1および第2の下流側吸気通路5a,5bとを連通する
第1および第2連通路7a,7bがそれぞれ設けられてい
る。第1連通路7aは、下端が第1の下流側吸気通路5aに
接続され、上端はこの第1の下流側吸気通路5aが連通し
ていない第2容積室4bに接続されている。また、第2連
通路7bは、下端が第2の下流側吸気通路5bに接続され、
上端はこの第2の下流側吸気通路5bが連通していない第
1容積室4aに接続されている。
On the other hand, there are provided first and second communication passages 7a and 7b, respectively, which connect the lower surface of the volume portion 4 and the first and second downstream side intake passages 5a and 5b passing below the volume portion 4 to each other. There is. The lower end of the first communication passage 7a is connected to the first downstream side intake passage 5a, and the upper end is connected to the second volume chamber 4b which is not in communication with the first downstream side intake passage 5a. Further, the lower end of the second communication passage 7b is connected to the second downstream intake passage 5b,
The upper end is connected to the first volume chamber 4a which is not in communication with the second downstream intake passage 5b.

そして、前記第1連通路7aは第2容積室4bの下方に気
筒列方向に沿って3本が1列に並び、同様に第2連通路
7bは第1容積室4aの下方に気筒列方向に沿って3本が1
列に並び、クランク軸方向の見ると上記第1および第2
連通路7a,7bは左右2列に配置されている。
The first communication passages 7a are arranged in a line below the second volume chamber 4b along the cylinder column direction, and three of them are arranged in a line.
7b has three 1s below the first volume chamber 4a along the cylinder row direction.
In a row, when viewed in the crankshaft direction, the first and second
The communication paths 7a and 7b are arranged in two rows on the left and right.

次に、吸気の経路を切り換える機構としては、前記第
1および第2連通路7a,7b内にそれぞれ介装された主開
閉弁71a,71bと、前記容積部4の仕切り壁41の開口に配
設された副開閉弁41aとを備えている。
Next, as a mechanism for switching the intake path, the main opening / closing valves 71a, 71b interposed in the first and second communication passages 7a, 7b and the opening of the partition wall 41 of the volume section 4 are provided. The sub-opening / closing valve 41a is provided.

上記連通路7a,7bの主開閉弁71a,71bは、基本的にはエ
ンジン回転数に対応して低回転側で閉じて高回転側で開
くように開閉作動が制御される。この主開閉弁71a,71b
が閉じた状態では、容積部4と吸気ポート6a,6bとの連
通距離(有効吸気通路長)が第1および第2の下流側吸
気通路5a,5bの長さとなって長く、主開閉弁71a,71bが開
いた状態では、容積部4と吸気ポート6a,6bとの連通距
離(有効吸気通路長)が第1および第2連通路7a,7bに
よって短縮されて短くなる。
The opening / closing operations of the main opening / closing valves 71a, 71b of the communication passages 7a, 7b are basically controlled so as to close on the low rotation side and open on the high rotation side in accordance with the engine speed. This main opening / closing valve 71a, 71b
In the closed state, the communication distance (effective intake passage length) between the volume portion 4 and the intake ports 6a, 6b becomes the length of the first and second downstream intake passages 5a, 5b, and the main opening / closing valve 71a When 71 and 71b are opened, the communication distance (effective intake passage length) between the volume 4 and the intake ports 6a and 6b is shortened by the first and second communication passages 7a and 7b.

また、前記容積部4内の副開閉弁41aについても、基
本的にはエンジン回転数に対応して低回転側で閉じて高
回転側で開くように開閉作動が制御される。この副開閉
弁41aが閉じた状態では、両側の第1容積室4aと第2容
積室4bとの連通(圧力伝播)は、上流側吸気通路8にお
ける第1上流側吸気通路8aと第2上流側吸気通路8bとの
連通位置で行われ、吸気ポート6a,6bから離れた位置と
なる。一方、上記副開閉弁41aが開いた状態では、両側
の第1容積室4aと第2容積室4bとの連通は、容積部4内
の開口位置であり、吸気ポート6a,6bに近い位置とな
る。
Further, the opening / closing operation of the sub opening / closing valve 41a in the volume section 4 is basically controlled so as to close on the low rotation side and open on the high rotation side in accordance with the engine speed. When the sub opening / closing valve 41a is closed, the communication (pressure propagation) between the first volume chamber 4a and the second volume chamber 4b on both sides is such that the first upstream side intake passage 8a and the second upstream side in the upstream side intake passage 8 communicate with each other. It is performed at a position where it communicates with the side intake passage 8b, and is a position away from the intake ports 6a and 6b. On the other hand, when the sub opening / closing valve 41a is opened, the communication between the first volume chamber 4a and the second volume chamber 4b on both sides is at the opening position in the volume section 4 and is close to the intake ports 6a, 6b. Become.

本例においては、副開閉弁41aは低回転側で閉じ、高
回転側で開く切り換えを行い、主開閉弁71a,71bはこの
副開閉弁41aが閉じた低回転領域において、その低回転
側で閉じて高回転側で開くように切り換えるとともに、
副開閉弁41aが開いた高回転領域において、その低回転
側で閉じて高回転側で開くように切り換える制御を行っ
て、両者の組み合わせによって4段階の吸気特性を得る
ようにしている。
In this example, the sub opening / closing valve 41a is closed on the low rotation side and switched to open on the high rotation side, and the main opening / closing valves 71a and 71b are switched on the low rotation side in the low rotation region where the sub opening / closing valve 41a is closed. While switching to close and open on the high rotation side,
In the high rotation region where the sub opening / closing valve 41a is opened, control is performed so that the sub rotation valve 41a is closed on the low rotation side and opened on the high rotation side, and four stages of intake characteristics are obtained by combining the two.

上記のような吸気系による作用を説明する。容積部4
内の副開閉弁41aと、連通路7a,7bの主開閉弁71a,71bと
を共に閉じた状態の吸気系では、第3図中に(イ)で示
すような特性曲線を有する動的過給効果が吸気ポート6
a,6bで得られる。その際の容積部4、下流側吸気通路5
a,5b等の吸気系は、吸気通路長が長い低回転用の特性と
なる。この状態から連通路7a,7bの主開閉弁71a,71bを開
いて吸気経路を変更すると、第3図中に(ロ)で示すよ
うな特性曲線を有する動的過給効果が得られる特性とな
る。
The operation of the above intake system will be described. Volume 4
In the intake system in which both the sub opening / closing valve 41a in the inside and the main opening / closing valves 71a, 71b of the communication passages 7a, 7b are closed, a dynamic transient having a characteristic curve as shown in (a) in FIG. Supply effect is intake port 6
Obtained with a and 6b. At that time, the volume section 4 and the downstream intake passage 5
The intake system such as a and 5b has characteristics for low rotation with a long intake passage length. When the main on-off valves 71a, 71b of the communication passages 7a, 7b are opened and the intake path is changed from this state, the dynamic supercharging effect having the characteristic curve as shown by (b) in FIG. 3 is obtained. Become.

すなわち、特性曲線(イ)では、低回転域と高回転域
の2つの同調点が生じ、低回転域の同調は容積部4より
上流の上流側吸気通路8を共鳴通路とした共鳴過給効果
であり、高回転域の同調は容積部4を圧力反転部とした
下流側吸気通路5a,5bでの慣性過給効果である。これに
対して、特性曲線(ロ)では、主開閉弁71a,71bを開い
たことで、連通路7a,7bに影響されて実質的な吸気通路
長さが短くなり、これにより同調点が高回転側に移行し
ている。そして、低回転側の同調における特性曲線
(イ)と(ロ)の交点が、主開閉弁71a,71bの開閉を切
り換える第1の回転数となる。
That is, in the characteristic curve (a), two tuning points of the low rotation speed region and the high rotation speed region are generated, and the tuning of the low rotation speed region has the resonance supercharging effect in which the upstream intake passage 8 upstream of the volume portion 4 is used as the resonance passage. The tuning in the high rotation range is an inertia supercharging effect in the downstream side intake passages 5a and 5b with the volume portion 4 as the pressure reversal portion. On the other hand, in the characteristic curve (b), opening the main opening / closing valves 71a, 71b reduces the effective intake passage length due to the influence of the communication passages 7a, 7b, which increases the tuning point. It is shifting to the rotating side. Then, the intersection of the characteristic curves (a) and (b) in the tuning on the low rotation side becomes the first rotation speed at which the opening / closing of the main opening / closing valves 71a, 71b is switched.

一方、前記容積部4の副開閉弁41aを開き、連通路7a,
7bの主開閉弁71a,71bを閉じた状態の吸気系では、第3
図中に(ハ)で示すような特性曲線を有する動的過給効
果が得られる特性となる。この状態から連通路7a,7bの
主開閉弁71a,71bを開いて吸気経路を変更すると、第3
図中に(ニ)で示すような特性曲線を有する動的過給効
果が得られる特性となる。
On the other hand, the sub opening / closing valve 41a of the volume section 4 is opened to open the communication passage 7a,
In the intake system with the main opening / closing valves 71a and 71b of 7b closed,
The characteristic is such that the dynamic supercharging effect is obtained, which has a characteristic curve as shown in FIG. If the main opening / closing valves 71a, 71b of the communication passages 7a, 7b are opened from this state to change the intake path,
The characteristic is such that the dynamic supercharging effect is obtained, which has a characteristic curve as shown in FIG.

すなわち、特性曲線(ハ)では、高回転域に1つの同
調点が生じ、この同調は下流側吸気通路5a,5bの長さは
変らないものの、容積部4の容積の変化および連通気筒
数の変化に影響されて実質的な長さが長くなり、これに
より慣性過給効果の得られる回転域が低速側に移行する
とともに、気筒間干渉効果により過給圧が上昇してい
る。これに対して、特性曲線(ニ)では、主開閉弁71a,
71bを開いたことで、連通路7a,7bに影響されて実質的な
吸気通路長さが短くなり、これにより同調点がさらに高
回転側に移行している。そして、前記特性曲線(ロ)と
(ハ)の交点が、副開閉弁41aおよび主開閉弁71a,71bの
開閉を切り換える第2の回転数となる。さらに、特性曲
線(ハ)と(ニ)の交点が、主開閉弁71a,71bの開閉を
切り換える第3の回転数となる。
That is, in the characteristic curve (c), one tuning point occurs in the high rotation range, and this tuning does not change the length of the downstream side intake passages 5a and 5b, but changes in the volume of the volume section 4 and the number of communicating cylinders. Due to the change, the substantial length becomes longer, whereby the rotational range in which the inertia supercharging effect is obtained shifts to the low speed side, and the supercharging pressure rises due to the inter-cylinder interference effect. On the other hand, in the characteristic curve (d), the main opening / closing valve 71a,
By opening 71b, the communication passages 7a and 7b affect the intake passage length, which shortens the substantial intake passage length, thereby shifting the tuning point to the higher rotation side. The intersection of the characteristic curves (b) and (c) becomes the second rotational speed at which the opening / closing of the sub opening / closing valve 41a and the main opening / closing valves 71a, 71b is switched. Further, the intersection of the characteristic curves (c) and (d) becomes the third rotation speed at which the opening / closing of the main opening / closing valves 71a, 71b is switched.

これらのエンジン回転数に対応した上記主開閉弁71a,
71bおよび副開閉弁41aの開閉制御を行うことで、広範な
運転領域で吸気の動的効果による過給効果を得ることが
できるものである。
The main on-off valve 71a corresponding to these engine speeds,
By controlling the opening / closing of 71b and the sub-opening / closing valve 41a, it is possible to obtain the supercharging effect by the dynamic effect of intake air in a wide operating range.

なお、上記実施例では、各容積室4a,4bを連通する副
開閉弁41aを備えたものについて説明したが、本発明は
これに限定されるものではなく、主開閉弁71a,,71bのみ
を設けて、これを低回転側で閉じ、高回転側で開くよう
に制御するような吸気系としてもよい。
In addition, in the above-mentioned embodiment, the one having the auxiliary opening / closing valve 41a communicating with the respective volume chambers 4a, 4b has been described, but the present invention is not limited to this, and only the main opening / closing valves 71a, 71b are provided. An intake system may be provided so that it is closed on the low rotation side and opened on the high rotation side.

(発明の効果) 本発明に係るV型エンジンの吸気装置によれば、Vバ
ンク間の容積部と各バンクを下流側吸気通路で接続する
とともに、容積部の下面と下流側吸気通路とを短い経路
で連通する連通路を設け、この連通路に高回転時に開作
動する開閉弁を介装したことにより、この開閉弁の開閉
制御により吸気系構成を変えて、吸気脈動による動的効
果を利用した過給効果の発生する運転領域を拡大し、充
填効率の向上、出力性能の向上に寄与し得るものであ
る。
(Effects of the Invention) According to the intake system for the V-type engine of the present invention, the volume between V banks and each bank are connected by the downstream intake passage, and the lower surface of the volume and the downstream intake passage are short. By providing a communication path that communicates with each other through an open / close valve that opens at high rotation speed, the open / close control of this open / close valve changes the intake system configuration to utilize the dynamic effect of intake pulsation. The operating range in which the supercharging effect is generated can be expanded to contribute to the improvement of the charging efficiency and the output performance.

また、Vバンク間の上方に気筒列方向に延びて設けた
容積部と各バンクを接続する下流側吸気通路を、容積部
の下方で互いに交差して交互に配置するとともに、その
交差部分を容積部の気筒列方向の長さ内に入るように設
定し、さらに、容積部の下面と容積部下方を通る下流側
吸気通路とを連通し開閉弁を備えた連通路を、クランク
軸方向に見て2列に配置したことにより、容積部の下流
側吸気通路の交差設置により生ずるデッドスペースを利
用して連通路を配設し得るとともに、隣接する各連通路
間の空間が広くなって設置空間が確保でき、吸気系全体
としてもクランク軸方向における連通路の設置間隔が短
縮できてコンパクトな容積部構造、連通路配置が可能
で、気筒列方向へのコンパクト化が図れる。
In addition, the volume portions provided above the V banks in the cylinder row direction and the downstream side intake passages connecting the banks are arranged alternately below the volume portions and the intersection portions are Is set so as to be within the length of the cylinder section in the cylinder row direction, and further, in the crankshaft direction, a communication passage including an on-off valve that connects the lower surface of the volume section and the downstream side intake passage that passes below the volume section is seen. By arranging them in two rows, the communication passages can be arranged by utilizing the dead space created by the intersection installation of the downstream side intake passages of the volume portion, and the space between the adjacent communication passages is widened. Can be secured, and the installation interval of the communication passages in the crankshaft direction can be shortened for the entire intake system, so that a compact volume structure and communication passage arrangement can be achieved, and compactification in the cylinder row direction can be achieved.

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

第1図は本発明に係るV型エンジンの吸気装置の実施例
を示す要部縦断面図、 第2図は第1図のII−II線矢視断面図、 第3図は動的過給効果の特性曲線を示すグラフである。 3a,3b……バンク、4……容積部、4a,4b……容積室 5a,5b……下流側吸気通路、6a,6b……吸気ポート 7a,7b……連通路、71a,71b……開閉弁
FIG. 1 is a longitudinal sectional view of a main part showing an embodiment of an intake system for a V-type engine according to the present invention, FIG. 2 is a sectional view taken along the line II-II of FIG. 1, and FIG. It is a graph which shows the characteristic curve of an effect. 3a, 3b …… Bank, 4 …… Volume part, 4a, 4b …… Volume chamber 5a, 5b …… Downstream intake passage, 6a, 6b …… Intake port 7a, 7b …… Communication passage, 71a, 71b …… Open / close valve

フロントページの続き (72)発明者 大塚 竹徳 広島県安芸郡府中町新地3番1号 マツ ダ株式会社内 (56)参考文献 特開 昭61−91032(JP,A)Front page continuation (72) Inventor Takenori Otsuka 3-3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Corporation (56) Reference JP-A-61-91032 (JP, A)

Claims (1)

(57)【特許請求の範囲】(57) [Claims] 【請求項1】両側の第1バンクと第2バンクとの間の上
方に、上流側吸気通路から大気を導入する気筒列方向に
延びる容積部を設け、 前記容積部と各バンクを接続する下流側吸気通路を、上
記容積部の下方で互いに交差して配置したV型エンジン
の吸気装置において、 前記第1バンクに接続する第1の下流側吸気通路と第2
バンクに接続する第2の下流側吸気通路とを気筒列方向
に交互に配置するとともに、第1の下流側吸気通路と第
2の下流側吸気通路との交差部分を、前記容積部の気筒
列方向の長さ内に入るように設定する一方、 前記容積部の下面と容積部下方を通る第1の下流側吸気
通路とを連通する第1の連通路および前記容積部の下面
と容積部下方を通る第2の下流側吸気通路とを連通する
第2連通路を設けるとともに、各連通路に該通路を高回
転時に開放する開閉弁を介装し、 前記第1連通路と第2連通路をクランク軸方向に見て2
列に配置したことを特徴とするV型エンジンの吸気装
置。
1. A volume section extending in the cylinder row direction for introducing air from an upstream intake passage is provided above a first bank and a second bank on both sides, and a downstream section connecting the volume section and each bank. In a V-type engine intake device, in which the side intake passages are disposed below the volume portion and intersect each other, a first downstream side intake passage and a second downstream intake passage connected to the first bank are provided.
The second downstream side intake passages connected to the bank are alternately arranged in the cylinder row direction, and the intersection of the first downstream side intake passage and the second downstream side intake passage is formed in the cylinder row of the volume section. And a lower surface of the volume section and a lower surface of the volume section and a lower section of the volume section, the first communication path communicating the lower surface of the volume section with a first downstream side intake passage passing below the volume section. A second communication passage communicating with a second downstream side intake passage passing through, and an opening / closing valve that opens the passage at high rotation is provided in each communication passage, and the first communication passage and the second communication passage Viewed from the crankshaft direction 2
An intake system for a V-type engine, which is arranged in rows.
JP62050934A 1987-03-05 1987-03-05 V-type engine intake device Expired - Fee Related JP2541964B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP62050934A JP2541964B2 (en) 1987-03-05 1987-03-05 V-type engine intake device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP62050934A JP2541964B2 (en) 1987-03-05 1987-03-05 V-type engine intake device

Publications (2)

Publication Number Publication Date
JPS63215822A JPS63215822A (en) 1988-09-08
JP2541964B2 true JP2541964B2 (en) 1996-10-09

Family

ID=12872648

Family Applications (1)

Application Number Title Priority Date Filing Date
JP62050934A Expired - Fee Related JP2541964B2 (en) 1987-03-05 1987-03-05 V-type engine intake device

Country Status (1)

Country Link
JP (1) JP2541964B2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10233219B4 (en) * 2001-07-23 2006-04-20 Suzuki Motor Corp., Hamamatsu Inlet system of a V-engine

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2767441B2 (en) * 1988-11-25 1998-06-18 ヤマハ発動機株式会社 V-type multi-cylinder engine intake system
JPH0729224Y2 (en) * 1989-03-29 1995-07-05 日産自動車株式会社 Intake device for V-type internal combustion engine
JPH0729222Y2 (en) * 1989-06-19 1995-07-05 本田技研工業株式会社 Intake device for multi-cylinder internal combustion engine
JP2003035229A (en) 2001-07-25 2003-02-07 Suzuki Motor Corp Intake device of v-type engine

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6149161A (en) * 1984-08-14 1986-03-11 Mazda Motor Corp Intake device of engine
JPS6191032A (en) * 1984-10-11 1986-05-09 Nippon Telegr & Teleph Corp <Ntt> Production of optical fiber preform

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10233219B4 (en) * 2001-07-23 2006-04-20 Suzuki Motor Corp., Hamamatsu Inlet system of a V-engine

Also Published As

Publication number Publication date
JPS63215822A (en) 1988-09-08

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