JP2772674B2 - Intake device for V-type multi-cylinder internal combustion engine - Google Patents

Intake device for V-type multi-cylinder internal combustion engine

Info

Publication number
JP2772674B2
JP2772674B2 JP1142577A JP14257789A JP2772674B2 JP 2772674 B2 JP2772674 B2 JP 2772674B2 JP 1142577 A JP1142577 A JP 1142577A JP 14257789 A JP14257789 A JP 14257789A JP 2772674 B2 JP2772674 B2 JP 2772674B2
Authority
JP
Japan
Prior art keywords
intake
pipe
engine
distribution pipe
cylinder
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
JP1142577A
Other languages
Japanese (ja)
Other versions
JPH039024A (en
Inventor
泰昭 浅木
整男 柳本
義男 前田
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.)
Honda Motor Co Ltd
Original Assignee
Honda 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 Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP1142577A priority Critical patent/JP2772674B2/en
Publication of JPH039024A publication Critical patent/JPH039024A/en
Application granted granted Critical
Publication of JP2772674B2 publication Critical patent/JP2772674B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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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
    • 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
    • F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
    • F02B27/0221—Resonance charging combined with oscillating pipe charging
    • 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
    • F02B27/0252—Multiple plenum chambers or plenum chambers having inner separation walls, e.g. comprising valves for the same group of cylinders
    • 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0268—Valves
    • F02B27/0273—Flap valves
    • 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
    • F02B2075/1804—Number of cylinders
    • F02B2075/1824—Number of cylinders six
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • 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】 A.発明の目的 （１）産業上の利用分野 本発明は、吸気行程が連続しない左気筒群を有する左
機関ブロックと、同じく吸気行程が連続しない右気筒群
を有する右機関ブロックとを互いにＶ字状に配設し、そ
の左右機関ブロック間にＶ空間を形成してなるＶ型多気
筒内燃機関において、吸気系内の吸気圧力変動を制御す
ることにより、前記機関の体積効率の向上を図るように
した吸気装置の改良に関するものである。DETAILED DESCRIPTION OF THE INVENTION A. Object of the Invention (1) Industrial Application Field The present invention has a left engine block having a left cylinder group in which the intake stroke is not continuous, and a right engine group having the same in the intake stroke. In a V-type multi-cylinder internal combustion engine in which a right engine block and a right engine block are arranged in a V-shape with each other and a V space is formed between the right and left engine blocks, the engine is controlled by controlling intake pressure fluctuation in an intake system. The present invention relates to an improvement of an intake device for improving the volumetric efficiency of a suction device.

（２）従来の技術 従来、多気筒内燃機関の吸気装置において、機関の運
転状態に応じて吸気系の長さ、容積を可変制御すること
により吸気干渉を生じない気筒間の吸気圧力変動が共振
する共鳴効果、あるいは各気筒毎において吸気開始時に
生じる負の圧力波が吸気系に設けられる容積拡大分配チ
ャンバで反射されて吸気ポート側に戻されることを利用
した慣性効果を発揮させ、機関の低速から高速域まで体
積効率を高めるようにした吸気装置が既に種々提案され
ている（例えば特開昭62−99625号公報参照）。(2) Conventional technology Conventionally, in an intake device of a multi-cylinder internal combustion engine, intake pressure fluctuation between cylinders that does not cause intake interference by variably controlling the length and volume of an intake system according to the operating state of the engine resonates. And the inertia effect utilizing the fact that the negative pressure wave generated at the start of intake in each cylinder is reflected by the volume expansion distribution chamber provided in the intake system and returned to the intake port side, thereby exhibiting a low engine speed. A variety of intake devices have been proposed in which the volumetric efficiency is increased from high to high speed ranges (for example, see JP-A-62-99625).

上記吸気装置は、多気筒内燃機関の複数の気筒を吸気
行程が連続しない気筒群に分け、各気筒群をそれぞれ分
配管を介して別個の共鳴チャンバに接続するとともに、
これら共鳴チャンバに接続した共鳴管をその上流位置で
合流させて大気に開放している。更に、前記分配管はそ
の中間部において管長切換チャンバに連通し、その連通
部には機関の運転状態に応じて開閉制御される管長切換
弁が装着されている。しかして、機関の低速運転域で前
記管長切換弁を閉鎖することにより、吸気行程が連続し
ない気筒群から分配管、共鳴チャンバ、共鳴管に連なる
２系統の共鳴過給系が構成され、しかも前記２系統の共
鳴過給系はその長さは比較的長く構成されて固有振動数
が小さくなるため、共鳴過給効果が有効に発揮されて機
関の低速回転域での体積効率が向上する。一方、機関の
高速運転域で前記管長切換弁を開放することにより、各
気筒の分配管が管長切換チャンバを介して相互に連通し
て慣性過給系が構成され、しかも前記慣性過給系におけ
る分配管の長さが短縮されて固有振動数が増加するた
め、慣性過給効果が有効に発揮されて機関の高速回転域
での体積効率が向上する。The intake device divides a plurality of cylinders of a multi-cylinder internal combustion engine into cylinder groups in which intake strokes are not continuous, and connects each cylinder group to a separate resonance chamber via a distribution pipe.
Resonance tubes connected to these resonance chambers are joined at an upstream position and open to the atmosphere. Further, the distribution pipe communicates with a pipe length switching chamber at an intermediate portion thereof, and the communication section is provided with a pipe length switching valve that is opened and closed according to the operating state of the engine. Thus, by closing the pipe length switching valve in the low speed operation range of the engine, two resonance supercharging systems are formed which are connected to the distribution pipe, the resonance chamber, and the resonance pipe from the cylinder group in which the intake stroke is not continuous. Since the two resonance supercharging systems are configured to have relatively long lengths and have low natural frequencies, the resonance supercharging effect is effectively exerted and the volume efficiency in the low-speed rotation range of the engine is improved. On the other hand, by opening the pipe length switching valve in the high speed operation range of the engine, the distribution pipes of the cylinders communicate with each other via the pipe length switching chamber to form an inertial supercharging system. Since the length of the distribution pipe is shortened and the natural frequency is increased, the inertia supercharging effect is effectively exhibited, and the volume efficiency in the high-speed rotation range of the engine is improved.

（３）発明が解決しようとする課題 ところで、Ｖ型多気筒内燃機関にかかる吸気装置を適
用する場合、その狭いＶ空間内に前記分配管、管長切換
チャンバおよび管長切換弁を合理的にレイアウトして吸
気系全体をコンパクトに構成することが要求されるが、
前記従来の吸気装置ではかかる要求に対する対策が成さ
れていない。(3) Problems to be Solved by the Invention By the way, when applying an intake device for a V-type multi-cylinder internal combustion engine, the distribution pipe, the pipe length switching chamber and the pipe length switching valve are rationally laid out in the narrow V space. It is required to make the whole intake system compact,
The conventional intake device does not take measures against such a demand.

本発明は、前述の事情の鑑みてなされたもので、Ｖ型
多気筒内燃機関のＶ空間内に分配管、管長切換チャンバ
および管長切換弁を合理的にレイアウトすることによ
り、コンパクトかつ製造が容易な、Ｖ型多気筒内燃機関
における吸気装置を提供することを目的とするものであ
る。The present invention has been made in view of the above circumstances, and is compact and easy to manufacture by rationally laying out distribution pipes, pipe length switching chambers and pipe length switching valves in a V space of a V-type multi-cylinder internal combustion engine. It is another object of the present invention to provide an intake device for a V-type multi-cylinder internal combustion engine.

B.発明の構成 （１）課題を解決するための手段 本発明によれば、前記目的を達成するため、吸気行程
が連続しない左気筒群を有する左機関ブロックと、同じ
く吸気行程が連続しない右気筒群を有する右機関ブロッ
クとを互いにＶ字状に配設し、その左右機関ブロック間
にＶ空間を形成してなるＶ型多気筒内燃機関における吸
気装置において、上流側がスロットル弁を介して大気に
連通する左右一対の共鳴チャンバと、その左側の共鳴チ
ャンバを右気筒群の気筒に各別に接続する第１の分配管
群及び右側の共鳴チャンバを右気筒群の気筒に各別に接
続する第２の分配管群を一体に有する吸気マニホールド
と、機関の運転状況に応じて開閉制御される管長切換弁
を介して前記各分配管の中間部を相互に連通する管長切
換チャンバとを少なくとも備え、前記Ｖ空間には、その
底部寄りに前記左右一対の共鳴チャンバが、またその両
共鳴チャンバの上方に前記吸気マニホールドがそれぞれ
配置され、前記第１の分配管群と第２の分配管群とは、
その両分配管群の各分配管の中間部が前記Ｖ空間におい
てその側方から見て相互に交差していて、その交差部の
上方で前記吸気マニホールドの上面に前記管長切換チャ
ンバが隣接配置され、該吸気マニホールドにおける各分
配管と管長切換チャンバとの境界部に前記管長切換弁が
配設されることを特徴とする。B. Configuration of the Invention (1) Means for Solving the Problems According to the present invention, in order to achieve the above object, a left engine block having a left cylinder group in which the intake stroke is not continuous, and a right engine block in which the intake stroke is not continuous, In a V-type multi-cylinder internal combustion engine in which a right engine block having a group of cylinders is arranged in a V-shape with each other and a V space is formed between the right and left engine blocks, the upstream side is provided with a throttle valve through an atmosphere. And a first distribution pipe group connecting the left resonance chamber to the cylinders of the right cylinder group and a second distribution pipe connecting the right resonance chamber to the cylinders of the right cylinder group. And a pipe length switching chamber that mutually communicates the intermediate portion of each of the distribution pipes via a pipe length switching valve that is controlled to open and close according to the operating condition of the engine. In the V space, the pair of left and right resonance chambers are arranged near the bottom thereof, and the intake manifolds are arranged above the two resonance chambers, respectively. The first distribution pipe group and the second distribution pipe group Is
An intermediate portion of each of the branch pipes of the two branch pipe groups intersects each other as viewed from the side in the V space, and the pipe length switching chamber is disposed adjacent to the upper surface of the intake manifold above the intersection. The pipe length switching valve is provided at a boundary between each distribution pipe and the pipe length switching chamber in the intake manifold.

（２）作用 前記特徴によれば、機関の低速運転域で管長切換弁を
閉弁制御すると、各分配管と管長切換チャンバの連通が
遮断され、一方の分配管群は、その各々の全長を介して
左気筒群と右共鳴チャンバとを接続すると共に、他方の
分配管群は、その各々の全長を介して右気筒群と左共鳴
チャンバとを接続する。これにより、固有振動数の比較
的小さな共鳴過給系または慣性過給系が構成され、機関
の低速運転域における体積効率が向上する。一方、機関
の高速運転域で管長切換弁を開弁制御すると、各分配管
はその中間部において管長切換チャンバに合流する。こ
れにより、固有振動数の比較的大きな慣性過給系が構成
され、機関の高速運転域における体積効率が向上する。(2) Operation According to the above feature, when the pipe length switching valve is controlled to be closed in the low speed operation range of the engine, the communication between each distribution pipe and the pipe length switching chamber is interrupted, and one distribution pipe group has its entire length. The left group of cylinders and the right resonance chamber are connected via the same, and the other distribution pipe group connects the right group of cylinders and the left resonance chamber through their respective full lengths. As a result, a resonance supercharging system or an inertial supercharging system having a relatively small natural frequency is formed, and the volume efficiency in the low-speed operation range of the engine is improved. On the other hand, when the pipe length switching valve is controlled to be opened in the high speed operation range of the engine, each distribution pipe joins the pipe length switching chamber at an intermediate portion thereof. As a result, an inertia supercharging system having a relatively large natural frequency is formed, and the volume efficiency in the high-speed operation range of the engine is improved.

このとき、左右機関ブロック間に形成されたＶ空間内
においては、その底部寄りに左右の共鳴チャンバが、ま
たそれらチャンバ上方に吸気マニホールドがそれぞれ配
置され、しかも第１の分配管群と第２の分配管群とは、
その両分配管群の各分配管の中間部がＶ空間においてそ
の側方から見て相互に交差していて、その交差部の上方
で吸気マニホールドの上面に管長切換チャンバが隣接配
置されるため、管長切換チャンバや管長切換弁を分配管
と共にコンパクトに集約した吸気マニホールド、並びに
その上流側の両共鳴チャンバを含む吸気装置（可変吸気
系）の大部分がＶ空間内に無理なく合理的にレイアウト
可能となり、それだけＶ空間内のデッドスペース活用が
図られると共に製造容易となる。At this time, in the V space formed between the left and right engine blocks, the left and right resonance chambers are arranged near the bottom thereof, and the intake manifolds are arranged above the chambers. What is a distribution pipe group?
Since the middle part of each branch pipe of the two branch pipe groups intersects each other as viewed from the side in the V space, and the pipe length switching chamber is disposed adjacent to the upper surface of the intake manifold above the crossing part, Most of the intake manifold (variable intake system) including the pipe length switching chamber and the pipe length switching valve compactly integrated with the distribution pipe and both upstream and downstream resonance chambers can be reasonably laid out reasonably in the V space. Thus, the dead space in the V space can be utilized and the manufacture can be facilitated.

（３）実 施 例 以下、図面により本発明の実施例を説明する。(3) Embodiment Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

第１〜７図は本発明の一実施例を示すもので、第１図
は本発明装置を備えたＶ型６気筒内燃機関の要部縦断面
図、第２図はそのシリンダブロックの平面図、第３図
は、第１図III−III線に沿う拡大部分平面図、第４図
は、第１図IV−IV線に沿う拡大部分平面図、第５図は、
第４図Ｖ−Ｖ線に沿う断面図、第６図は、第５図VI−VI
線に沿う断面図、第７図は、第５図VII−VII線に沿う断
面図である。1 to 7 show one embodiment of the present invention. FIG. 1 is a longitudinal sectional view of a main part of a V-type six-cylinder internal combustion engine equipped with the device of the present invention, and FIG. 2 is a plan view of a cylinder block thereof. 3, FIG. 3 is an enlarged partial plan view along the line III-III in FIG. 1, FIG. 4 is an enlarged partial plan view along the line IV-IV in FIG. 1, and FIG.
FIG. 4 is a sectional view taken along the line VV, and FIG. 6 is a sectional view taken along the line VI-VI in FIG.
FIG. 7 is a sectional view taken along the line VII-VII of FIG. 5.

第1,2図において、前記６気筒内燃機関の機関本体Ｅ
は、互いにＶ字型に配設される一対の左，右機関ブロッ
クBl,Brを備えており、左，右機関ブロックBl,Brは、そ
れぞれシリンダブロック1l,1rと、そのデッキ面に接合
されるシリンダヘッド2l,2rとを有し、左側シリンダブ
ロック1lには３つの左側気筒3l‥が直列に形成され、ま
た右側シリンダブロック1rにも、３つの気筒3r‥が直列
に形成されている。左側の３つの気筒3l‥は吸気行程の
連続しない、すなわち吸気弁10がオーバラップしない左
側気筒群Clを構成し、また右側の３つの気筒3r‥も吸気
行程の連続しない、すなわち後述の気筒弁10がオーバラ
ップしない右側気筒群Crを構成している。1 and 2, an engine body E of the six-cylinder internal combustion engine is shown.
Has a pair of left and right engine blocks Bl, Br arranged in a V-shape with each other, and the left and right engine blocks Bl, Br are respectively joined to the cylinder blocks 11l, 1r and the deck surface thereof. The left cylinder block 1l has three left cylinders 3l # formed in series, and the right cylinder block 1r also has three cylinders 3r # formed in series. The three left cylinders 3l # constitute a left cylinder group Cl in which the intake strokes do not continue, that is, the intake valves 10 do not overlap, and the three right cylinders 3r # also have no consecutive intake strokes, that is, the cylinder valves described later. 10 constitute the right cylinder group Cr that does not overlap.

前記左，右気筒3l‥,3r‥には、それぞれ通常のよう
にピストン４が摺動自在に嵌合され、これらのピストン
４はコンロッド５を介してクランク軸６に連動される。
また前記左，右シリンダヘッド2l,2rには、それぞれピ
ストン４に対面する燃焼室７および該燃焼室７に連通す
る吸，排気ポート8,9が形成され、各吸気ポート８に
は、該ポート８が開閉する吸気弁10がそれぞれ設けら
れ、また各吸気ポート９には、該ポート９を開閉する排
気弁11がそれぞれ設けられる。そして吸，排気弁10,11
は従来公知の動弁機構12により所定のタイミングを以て
開閉作動される。Pistons 4 are slidably fitted to the left and right cylinders 3l, 3r, respectively, as usual, and these pistons 4 are interlocked with a crankshaft 6 via connecting rods 5.
A combustion chamber 7 facing the piston 4 and intake and exhaust ports 8 and 9 communicating with the combustion chamber 7 are formed in the left and right cylinder heads 21 and 2r, respectively. An intake valve 10 that opens and closes 8 is provided, and each intake port 9 is provided with an exhaust valve 11 that opens and closes the port 9. And intake and exhaust valves 10,11
Is opened and closed by a conventionally known valve mechanism 12 at a predetermined timing.

前記左，右シリンダヘッド2l,2rの複数の吸気ポート
８‥には、後に詳述する吸気系Inが接続され、また左，
右シリンダヘッド2l,2rの複数の排気ポート９‥には従
来公知の排気系（図示せず）が接続される。A plurality of intake ports 8 # of the left and right cylinder heads 2l, 2r are connected to an intake system In, which will be described in detail later.
A conventionally known exhaust system (not shown) is connected to the plurality of exhaust ports 9 # of the right cylinder heads 21 and 2r.

次に第２〜７図を参照して前記吸気系Inの構成を詳細
に説明すると、この吸気系Inは前記左，右機関ブロック
Bl,Br間のＶ空間Ｃ内に配設され、エアクリーナAcと、
このエアクリーナAcの出口に接続される吸気通路Piと、
該吸気通路Piの下流端に接続される左，右一対の共鳴チ
ャンバCr−l,Cr−ｒを有して前記Ｖ空間Ｃ内の底部寄り
に配置されるボックス状の容積拡大部Bgと、前記左，右
シリンダブロック1l,1rの、吸気ポート８‥が開口され
る端面に接合されて左，右共鳴チャンバCr−l,Cr−ｒと
左，右気筒群Cl,Crとそれぞれ連通する吸気マニホール
ドMiとよりなる。Next, the structure of the intake system In will be described in detail with reference to FIGS.
The air cleaner Ac is disposed in the V space C between Bl and Br,
An intake passage Pi connected to an outlet of the air cleaner Ac;
A box-shaped volume expanding portion Bg having a pair of left and right resonance chambers Cr-1 and Cr-r connected to the downstream end of the intake passage Pi and disposed near the bottom in the V space C; Intake air which is joined to end faces of the left and right cylinder blocks 11l and 1r where the intake ports 8 # are opened and communicates with the left and right resonance chambers Cr-1 and Cr-r and the left and right cylinder groups Cl and Cr, respectively. Consists of a manifold Mi.

前記吸気通路Piは、第３図に示すようにエアクリーナ
Acに連なる上流側吸気通路14の下流端にスロットルボデ
ィ15を介して下流側吸気通路16が一体に接続して構成さ
れる。上流側吸気通路14はエアクリーナAcからの吸気を
吸入すべく中空筒状により構成され、スロットルボディ
ー15はその軸方向両端を前記上流側吸気通路14と下流側
吸気通路16にそれぞれボルト17‥,18‥で固着され、そ
の内部に操作部19により開閉制御されるスロットル弁20
が設けられる。The intake passage Pi is provided with an air cleaner as shown in FIG.
A downstream intake passage 16 is integrally connected to a downstream end of the upstream intake passage 14 connected to Ac via a throttle body 15. The upstream intake passage 14 is formed in a hollow cylindrical shape to take in the intake air from the air cleaner Ac, and the throttle body 15 has bolts 17 ‥ and 18 at its axial ends at the upstream intake passage 14 and the downstream intake passage 16 respectively. Throttle valve 20 fixed by ‥ and controlled to open and close by operation unit 19 inside
Is provided.

前記下流側吸気通路16は、横断面方形状をなして機関
のクランク軸６方向に沿ってのびており、その内部は隔
壁21によって互いに並列する左，右分岐共鳴通路22l,22
rに仕切られている。そして前記左，右分岐共鳴通路22
l,22rの上流端は、前記スロットルボディ15に接続され
る。前記下流側吸気通路16の下流側寄りにおいて、前記
隔壁21には、開閉弁23が設けられる。すなわち前記隔壁
21には左，右分岐共鳴通路22l,22rを連通する弁口24を
開口した弁ホルダ25が設けられ、この弁ホルダ25には、
下流側吸気通路16の軸方向に沿ってのびる弁軸26が回動
自在に支承され、この弁軸26には、前記弁口24を開閉す
る矩形板状の弁体27がビス28を以て固着されている。前
記弁軸26の一端は弁ホルダ25の端壁を貫通して下流側吸
気通路16外に突出しており、その突出端には、従来公知
のアクチュエータ29が連結されている。このアクチュエ
ータ29は機関の運転状態に応じて作動制御され、前記開
閉弁23を開閉制御するようになっており、たとえば機関
の低速運転時には開閉弁23を閉成し、またその中速およ
び高速回転時には開閉弁23を開放制御する。The downstream side intake passage 16 has a rectangular cross section and extends along the direction of the crankshaft 6 of the engine. The inside of the downstream intake passage 16 is divided into left and right branch resonance passages 22l, 22
It is divided into r. The left and right branch resonance passages 22
The upstream ends of l and 22r are connected to the throttle body 15. An opening / closing valve 23 is provided in the partition 21 near the downstream side of the downstream side intake passage 16. That is, the partition
21 is provided with a valve holder 25 having an opening 24 communicating with the left and right branch resonance passages 22l and 22r.
A valve shaft 26 extending in the axial direction of the downstream intake passage 16 is rotatably supported, and a rectangular plate-shaped valve body 27 for opening and closing the valve port 24 is fixed to the valve shaft 26 with screws 28. ing. One end of the valve shaft 26 penetrates the end wall of the valve holder 25 and protrudes out of the downstream intake passage 16, and a conventionally known actuator 29 is connected to the protruding end. The operation of the actuator 29 is controlled in accordance with the operating state of the engine, and the opening and closing of the on-off valve 23 is controlled. At times, the opening / closing valve 23 is controlled to open.

前記下流側吸気通路16の左右両側には、該吸気通路16
を挟むようにして容積拡大部Bgの左，右共鳴チャンバCr
−l,Cr−ｒが、該下流側吸気通路16と並列して一体に形
成される。On both left and right sides of the downstream side intake passage 16, the intake passage 16 is provided.
Between the left and right resonance chambers Cr of the volume expansion section Bg.
−l, Cr-r are integrally formed in parallel with the downstream intake passage 16.

第1,5図に示すように左，右共鳴チャンバCr−l,Cr−
ｒおよび前記下流側吸気通路16は前記マニホールドMiの
下部に複数のボルト32‥で結合された箱状体31よりなる
容積拡大部Bgの内部に一体に形成される。下流側吸気通
路16の下流端において、その左右両側には、前記共鳴チ
ャンバCr−l,Cr−ｒにそれぞれ連通する左，右連通口33
l,33rが開口されている。そして、該左，右連通口33l,3
3rは、前記弁口24の近傍位置にあって、該弁口24の両側
に対面するように並列される。As shown in FIGS. 1 and 5, the left and right resonance chambers Cr-1 and Cr-
r and the downstream-side intake passage 16 are integrally formed inside a volume expansion portion Bg composed of a box-shaped body 31 connected to a lower portion of the manifold Mi with a plurality of bolts 32 °. At the downstream end of the downstream-side intake passage 16, left and right communication ports 33 communicating with the resonance chambers Cr-1 and Cr-r are provided on both left and right sides, respectively.
l and 33r are open. The left and right communication ports 33l, 3
3r is located near the valve port 24, and is arranged in parallel so as to face both sides of the valve port 24.

前記弁体27の閉成時には左，右分岐共鳴通路22l,22r
はそれぞれ前記連通口33l,33rを介して左，右共鳴チャ
ンバCr−l,Cr−ｒに各独立して連通するようになってお
り、２系統の共鳴過給吸気系を構成する。When the valve body 27 is closed, the left and right branch resonance passages 22l, 22r
Are connected to the left and right resonance chambers Cr-1 and Cr-r independently via the communication ports 33l and 33r, respectively, and constitute two systems of resonance supercharged intake systems.

また前記弁体27の開弁時には、左，右共鳴チャンバCr
−l,Cr−ｒが、前記弁口24および前記左，右連通口33
l、33rを介して連通し、第３図に二点鎖線斜線で示す大
なる容積の慣性過給分配チャンバChが構成され１系統の
慣性過給吸気系が構成される。When the valve 27 is opened, the left and right resonance chambers Cr are opened.
-L, Cr-r are the valve port 24 and the left and right communication ports 33
3, an inertia supercharging distribution chamber Ch having a large volume, which is indicated by a two-dot chain line in FIG. 3, and constitutes one inertia supercharging intake system.

前記左，右共鳴チャンバCr−l,Cr−ｒの上壁には、そ
の長手方向に沿ってそれぞれ３つの長円形状をなす左，
右排出ポート34l‥,34r‥が開口される。そして左側共
鳴チャンバCr−ｌの３つの排出ポート34l‥は、後述す
る吸気マニホールドMiを介して左側共鳴チャンバCr−ｌ
とは反対側に位置する右側シリンダブロック1rの３つの
気筒3r‥（吸気順序が連続しない）にそれぞれ連通さ
れ、同じく右側共鳴チャンバCr−ｒの３つの排出ポート
34r‥は、後述する吸気マニホールドMiを介して右側共
鳴チャンバCr−ｒとは反対側に位置する左側シリンダブ
ロック1lの３つの気筒3l‥（吸気順序が連続しない）に
それぞれ連通される。On the upper wall of the left and right resonance chambers Cr-1, Cr-r, three left and right elliptical shapes are formed along the longitudinal direction thereof.
The right discharge ports 34l ‥ and 34r ‥ are opened. The three discharge ports 34l # of the left resonance chamber Cr-1 are connected to the left resonance chamber Cr-1 via an intake manifold Mi described later.
Are connected to the three cylinders 3r # of the right cylinder block 1r located on the opposite side (the intake order is not continuous), and also the three discharge ports of the right resonance chamber Cr-r.
The 34r # is connected to three cylinders 3l # of the left cylinder block 1l (the intake order is not continuous) located on the opposite side of the right resonance chamber Cr-r via an intake manifold Mi described later.

第４〜７図に示すように前記吸気マニホールドMiは、
上流側が上方に凸に彎曲し下流側が概略直線状をなす６
本の第１〜第６分配管351〜356が下流側吸気通路16およ
び左，右共鳴チャンバCr−l,Cr−ｒの長手方向と略直交
する方向に一体に並設されて交互に逆方向に交差して左
右にのびており、これらのうち一つ置きの３つの第2,第
４および第６分配管352,354および356の上流端は左側共
鳴チャンバCr−ｌの３つの排出ポート34l‥にそれぞれ
連通されたのち前記共鳴チャンバCr−ｌと反対側にのび
てそれらの下流端が右側シリンダブロック1rの３つの気
筒3r‥にそれそれ連通され、また残りの、一つ置きの３
つの第1,第３および第５分配管351,353および355の上流
端は右側共鳴チャンバCr−ｒの３つの排出ポート34r‥
にそれぞれ連通されたのち前記共鳴チャンバCr−ｒと反
対側にのび、それらの下流端が左側シリンダブロック1l
の３つの気筒3l‥にそれぞれ連通される。As shown in FIGS. 4 to 7, the intake manifold Mi
The upstream side is convexly curved upward and the downstream side is substantially linear 6
First to 6 minutes pipe 35 1-35 6 downstream side intake passage 16 and the left of the right resonance chamber Cr-l, alternately arranged in parallel in the integral in the longitudinal direction in a direction substantially perpendicular to the Cr-r It extends to the left and right intersect in opposite directions, the second three every one of these, 3 of the fourth and sixth minutes pipe 35 2, 35 4 and 35 upstream ends of 6 left resonance chamber Cr-l After being connected to the three discharge ports 34l #, respectively, they extend on the opposite side to the resonance chamber Cr-1 and their downstream ends are respectively connected to the three cylinders 3r # of the right cylinder block 1r, and the remaining one Other 3
One of the first, third and fifth minute pipe 35 1, 35 3 and 35 of the upstream end of the 5 three right resonance chamber Cr-r exhaust port 34r ‥
And then extend to the opposite side of the resonance chamber Cr-r, and their downstream ends are connected to the left cylinder block 11l.
Are communicated with the three cylinders 3l.

吸気マニホールドMiの上面には複数のボルト36‥によ
りカバー37が固着され、６本の第１〜第６分配管351〜3
56の彎曲する上面外側壁との間に管長切換チャンバCcが
形成される。上記第１〜第６分配管351〜356と管長切換
チャンバCcとの境界部には左右のバタフライ型の管長切
換弁38l,38rが設けられる。すなわち、第１〜第６分配
管351〜356の彎曲部の下流端、かつ彎曲方向外側の壁面
にはそれぞれ弁口391〜396が開設されており、左側共鳴
チャンバCr−ｌから延びる３本の分配管352,354,35
6（本発明の一方の分配管群に相当）に形成した弁口3
92,394,396は前記管長切換チャンバCcの下面右側に連通
するとともに、右側共鳴チャンバCr−ｒから延びる３本
の分配管351,353,355（本発明の他方の分配管群に相
当）に形成した弁口391,393,395は前記管長切換チャン
バCcの下面左側に連通する。而して一方の分配管群352,
354,356と他方の分配管群351,353,355とは、前記Ｖ空間
Ｃ内でその側方から見て交互に交差しており、その交差
部の上方に前記管長切換チャンバCcが配置される。A cover 37 is fixed to the upper surface of the intake manifold Mi by a plurality of bolts 36 °, and six first to sixth distribution pipes 35 1 to 35 3
5 6 pipe length switching chamber Cc between the curvature to the upper surface outer wall is formed. The first to sixth of the pipe 35 1-35 6 and pipe length switching chamber Cc tube length of the right and left of the butterfly type in the boundary portion between the switching valve 38l, 38r is provided. That is, first to sixth of the pipe 35 1-35 6 downstream end of the curved portion of, and each of the curved outward wall valve ports 39 1 to 39 6 are opened, the left resonance chamber Cr-l Three extending distribution pipes 35 2 , 35 4 , 35
6 (corresponding to one distribution pipe group of the present invention)
9 2, 39 4, 39 6 communicated with the lower surface right of the pipe length switching chamber Cc, the distributor pipe 35 1 of the three extending from the right resonance chamber Cr-r, 35 3, 35 5 (other minute present invention valve port 39 1, 39 3, 39 5 formed on the equivalent) to the pipe group communicates with the lower surface left side of the pipe length switching chamber Cc. Thus, one distribution pipe group 35 2 ,
35 4, 35 6 and the other distributor pipe group 35 1, 35 3, 35 5 and is crossed alternately as viewed from the side in the V-space C, the pipe length switching over of the intersection A chamber Cc is provided.

吸気マニホールドMiの両側を貫通して回転自在に支持
された左右一対の弁軸40l,40rは、それぞれ左側の３個
の弁口391,393,395と右側の３個の弁口392,394,396の中
央を横切り、その位置において各弁口391〜396を開閉す
る弁体411〜416がビス42を以て固着される。第４図から
明らかなように、前記弁体411〜416は楕円形形状の板体
よりなり、その短軸を前記弁軸40l,40rの方向に一致さ
せた状態で固着される。両弁軸40l,40rの吸気マニホー
ルドMiから突出する端部はアクチュエータ43に接続され
て管長切換弁38l,38rを開閉制御するようになってお
り、たとえば機関の中速回転域以下では管長切換弁38l,
38rが閉弁制御され、高速回転域では開弁制御されるよ
うになっている。A pair of left and right valve shafts 40l, 40r rotatably supported through both sides of the intake manifold Mi are respectively provided with three valve ports 39 1 , 39 3 , 395 5 on the left side and three valve ports 39 on the right side. 2, 39 4, 39 across the center of the 6, the valve body 41 1-41 6 for opening and closing the respective valve ports 39 1 to 39 6 in its position is secured with a screw 42. As apparent from FIG. 4, the valve body 41 1-41 6 consists of a plate of an oval shape, its short axis the valve shaft 40 l, is fixed in a state that is aligned with the direction of 40r. The ends of both valve shafts 40l, 40r protruding from the intake manifold Mi are connected to an actuator 43 to control the opening and closing of the pipe length switching valves 38l, 38r. 38l,
38r is controlled to close, and is controlled to open in the high-speed rotation range.

第５図から明らかなように、前記弁口391〜396の中央
を通過する弁軸40l,40rは分配管351〜356の彎曲した外
側壁の概略延長線上に位置しており、弁体411〜416は実
線で示す閉鎖位置において前記弁口391〜396を形成する
ために切り取られた分配管351〜356の外側壁を補うよう
に配設されている。これにより、弁体411〜416が閉成し
たとき、分配管351〜356の断面積が弁口391〜396の部分
で急変しないように構成されている。また、弁体411〜4
16が鎖線で示す開放位置にあるとき、分発管351〜356の
概略直線状をなす下流側と管長切換チャンバCcは直線的
な通路を介して接続されるように形成されている。As it is apparent from Figure 5, the valve port 39 1 to 39 the valve shaft passing through the center of the 6 40 l, 40r are located on schematic extension distributing pipes 35 1 to 35 6 curved outer wall, the valve body 41 1-41 6 is arranged to compensate for the distributor pipe 35 1-35 6 outer wall of which is cut away to form the valve port 39 1 to 39 6 in the closed position shown by solid lines. Thus, when the valve body 41 1-41 6 is closed, the cross-sectional area of the distributor pipe 35 1-35 6 is configured not to sudden change in the portion of the valve ports 39 1 to 39 6. Also, the valve elements 41 1 to 4
When 1 6 is in the open position indicated by a chain line, downstream and pipe length switching chamber Cc forming the partial onset pipe 35 1-35 6 schematically straight is formed so as to be connected via a straight path .

第１図および第４図に示すように第１〜第６の分配管
351〜356の下流端の上壁にはそれぞれ燃料噴射ノズル44
‥が設けられる。As shown in FIG. 1 and FIG. 4, first to sixth distribution pipes
The upper wall of the downstream end of 35 1 to 35 6 has a fuel injection nozzle 44
‥ is provided.

次に前記実施例の作用について説明する。機関の運転
状態に応じて２個のアクチュエータ29,43が作動制御さ
れ、たとえばその低速運転状態では左右の管長切換弁38
l,38rが第５図実線に示すように閉弁制御されるととも
に、開閉弁23が第３図実線に示すように閉弁制御され
る。すると下流側吸気通路16の左，右分岐共鳴通路22l,
22rの連通が遮断され、吸気系として気筒群別の分岐共
鳴通路22l,22rと、気筒群別の左，右共鳴チャンバCr−
l,Cr−ｒと、気筒群別の左，右分配管351,352,353,354,
355,356とからなる２系統の吸気系、すなわち各３つの
気筒3l‥、3r‥から吸気通路Piの上流に至る吸気干渉の
生じない２系統の共鳴過給系が構成され、しかもこの共
鳴過給系はその通路長さが比較的長く、その固有振動数
は機関の低速回転域での各吸気弁10‥の開閉周期と略一
致させることができ共鳴過給効果を有効に発揮させて機
関の低速回転域での体積効率が高められる。Next, the operation of the above embodiment will be described. The operation of the two actuators 29 and 43 is controlled in accordance with the operation state of the engine.
1, 38r are controlled to close as indicated by the solid line in FIG. 5, and the on-off valve 23 is controlled to close as indicated by the solid line in FIG. Then, the left and right branch resonance passages 22l, 22l,
The communication of 22r is cut off, the branch resonance passages 22l and 22r for each cylinder group as intake systems, and the left and right resonance chambers Cr- for each cylinder group.
l, Cr-r and left and right distribution pipes 35 1 , 35 2 , 35 3 , 35 4 ,
Two intake systems consisting of 35 5 and 35 6 , that is, two resonance supercharging systems that do not cause intake interference from each of the three cylinders 3 l ‥ and 3 r 上流 to the upstream of the intake passage Pi are configured. The resonance supercharging system has a relatively long passage length, and its natural frequency can be made to substantially match the opening / closing cycle of each intake valve 10 ° in the low-speed rotation range of the engine, thus effectively exhibiting the resonance supercharging effect. As a result, the volumetric efficiency of the engine in the low-speed rotation range is improved.

また上述の管長切換弁38l,38rが閉弁制御された状態
では、その弁口391〜396を閉鎖する弁体411〜416が分配
管351〜356の外壁の一部を構成するため、該分配管351
〜356に断面積の急変部が生じることがない。したがっ
て、圧力波の減衰が防止されるとともに吸気のスムーズ
な流れが確保されて体積効率の増加が可能となる。The above-mentioned pipe length changeover valve 38l, in the state in which 38r is closed controlled, a portion of the outer wall of the valve body 41 1-41 6 distributor pipe 35 1-35 6 for closing the valve port 39 1 to 39 6 To make up the distribution pipe 35 1
Never suddenly changing portions of the cross-sectional area occurs in 35 6. Therefore, the attenuation of the pressure wave is prevented, and the smooth flow of the intake air is secured, so that the volumetric efficiency can be increased.

機関が中速運転状態になると、開閉弁23が第３図鎖線
に示すように開弁制御されて左，右共鳴チャンバCr−l,
Cr−ｒは相互に連通し、第３図二点鎖線で示される大な
る容積の慣性過給分配チャンバChを形成し、該チャンバ
Chは左右の気筒3l‥と、3r‥とに共通に連通される。そ
してこの状態では、前記２系統の共鳴過給系がキャセル
され、機関吸気行程で生じる負圧波が前記大容積の慣性
過給分配チャンバChで反射、反転され、正圧波が各気筒
3l‥,3r‥の吸気ポート８に伝播されて慣性過給系が構
成され、しかも前記負圧波、および正圧波の伝播する通
路長さが短くなるため、吸気圧力周期が機関の中速運転
時の吸気弁10‥の開閉周期に一致して該中速運転域での
体積効率が高められる。When the engine enters the medium speed operation state, the on-off valve 23 is controlled to open as shown by the chain line in FIG. 3 and the left and right resonance chambers Cr-1,
Cr-r communicate with each other to form a large volume inertial supercharging distribution chamber Ch as shown by the two-dot chain line in FIG.
Ch is commonly connected to the left and right cylinders 3l ‥ and 3r ‥. In this state, the two resonance supercharging systems are cancelled, and a negative pressure wave generated in the engine intake stroke is reflected and inverted by the large-volume inertial supercharging distribution chamber Ch, and a positive pressure wave is generated in each cylinder.
The inertia supercharging system is formed by being propagated to the intake ports 8 of 3l ‥ and 3r ‥, and the length of the passage through which the negative pressure wave and the positive pressure wave propagate is reduced. In accordance with the opening / closing cycle of the intake valve 10 #, the volumetric efficiency in the medium speed operation range is increased.

また機関が高速運転状態に至れば、更に管長切換弁38
l,38rが第５図鎖線に示すように開弁制御されて、気筒
群Clに接続する分配管351,353,355の中間部が弁口391,3
93,395を介して管長切換チャンバCcに連通するととも
に、気筒群Crに接続する分配管352,354,356の中間部が
弁口392,394,396を介して管長切換チャンバCcに連通す
る。そして前記管長切換チャンバCcは分配管351〜356の
上流側を介して前記慣性過給分配チャンバChに連通して
拡張された慣性過給分配チャンバCh′を構成する（第５
図二点鎖線参照）。したがって上記拡張された慣性過給
分配チャンバCh′と左，右気筒群Cl,Crは分配管351〜35
6の前記弁口391〜396よりも下流部分を介して接続され
て通路長さが最も短く、かつ固有振動数の大きい慣性過
給系が構成されることになり、吸気圧力周期を機関の高
速運転時の吸気弁10の開閉周期に一致させて該運転域で
の体積効率を高めることができる。このとき、第１図か
ら明らかなように左，右気筒群Cl,Crと管長切換チャン
バCcは略直線状の通路を介して接続されるので前記負圧
波および正圧波の伝播速度が増加し、慣性過給系の固有
振動数を高速運転域に適合する値に増加させることがで
きる。Further, when the engine reaches a high-speed operation state, the pipe length switching valve 38 is further increased.
The valves l and 38r are controlled to open as shown by the chain line in FIG. 5 , and the intermediate portions of the distribution pipes 35 1 , 35 3 and 35 5 connected to the cylinder group Cl are valve ports 39 1 and 3.
9 3, 39 5 communicates with the pipe length switching chamber Cc through the middle portion of the distribution pipe 35 2, 35 4, 35 6 to connect to the cylinder groups Cr via the valve port 39 2, 39 4, 39 6 It communicates with the pipe length switching chamber Cc. The duct length switching chamber Cc constitutes a distributor pipe 35 1-35 6 upstream the inertia supercharging distribution chamber Ch communicates extended to the inertia supercharging dispensed through the chamber Ch '(Fifth
(See the two-dot chain line in the figure.) Therefore, the expanded inertial supercharging distribution chamber Ch 'and the left and right cylinder groups Cl and Cr are connected to distribution pipes 35 1 to 35 35.
The valve port 39 of 6 1-39 is the shortest connected path length through the downstream portion than 6, and will be larger inertial supercharging system natural frequency is configured, the engine intake pressure cycle The volume efficiency in the operating range can be increased by matching the opening / closing cycle of the intake valve 10 during the high-speed operation. At this time, as is clear from FIG. 1, the left and right cylinder groups Cl and Cr and the tube length switching chamber Cc are connected via a substantially straight passage, so that the propagation speed of the negative pressure wave and the positive pressure wave increases, The natural frequency of the inertial supercharging system can be increased to a value suitable for the high-speed operation range.

そして上記管長切換チャンバCcはＶ空間Ｃにおいて吸
気マニホールドMiの分配管351〜356の交差部に一体に形
成され、しかも前記分配管351〜356と管長切換チャンバ
Ccを接続する境界部に管長切換弁38l,38rが設けられる
ので、前記吸気マニホールドMiを狭いＶ空間Ｃに合理的
にレイアウトすることができるだけでなく、管長切換弁
38l,38rのための特別な弁ハウジングが不用となってそ
の構造が簡略化される。Then the pipe length changeover chamber Cc is integrally formed at the intersection of the distributor pipe 35 1-35 6 intake manifold Mi in V space C, yet the distribution pipe 35 1-35 6 and pipe length switching chamber
Since the pipe length switching valves 38l and 38r are provided at the boundary connecting Cc, not only can the intake manifold Mi be reasonably laid out in the narrow V space C, but also the pipe length switching valve
The special valve housing for 38l, 38r is not required, and the structure is simplified.

C.発明の効果 以上のように本発明によれば、Ｖ型多気筒内燃機関の
左右機関ブロック間に形成されたＶ空間内においては、
その底部寄りに左右の共鳴チャンバが、またそれらチャ
ンバ上方に吸気マニホールドがそれぞれ配置され、しか
もその吸気マニホールドの第１の分配管群と第２の分配
管群とは、その両分配管群の各分配管の中間部がＶ空間
においてその側方から見て相互に交差していて、その交
差部の上方で吸気マニホールドの上面に管長切換チャン
バが隣接配置されるので、管長切換チャンバや管長切換
弁を分配管と共にコンパクトに集約した吸気マニホール
ド、並びにその上流側の両共鳴チャンバを含む吸気装置
（可変吸気系）の大部分をＶ空間内に無理なく合理的に
レイアウトすることができ、それだけＶ空間内のデッド
スペース活用が図られると共に製造も容易となり、従っ
て機関の小型化やコスト節減に寄与することができる。C. Effects of the Invention As described above, according to the present invention, in the V space formed between the left and right engine blocks of the V-type multi-cylinder internal combustion engine,
The left and right resonance chambers are arranged near the bottom, and the intake manifolds are arranged above the chambers. Further, the first distribution pipe group and the second distribution pipe group of the intake manifold are each of the two distribution pipe groups. The intermediate portions of the distribution pipes cross each other in the V space as viewed from the side thereof, and the pipe length switching chamber is disposed adjacent to the upper surface of the intake manifold above the intersection, so that the pipe length switching chamber or the pipe length switching valve is provided. And the intake manifold (variable intake system) including both the resonance chambers on the upstream side of the intake manifold and the distribution pipe can be reasonably laid out reasonably in the V space. This makes it possible to utilize the dead space therein and to facilitate the manufacture thereof, thereby contributing to downsizing and cost reduction of the engine.

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

第１〜７図は本発明の一実施例を示すもので、第１図は
本発明装置を備えたＶ型６気筒内燃機関の要部縦断面
図、第２図はそのシリンダブロックの平面図、第３図は
第１図III−III線に沿う拡大部分平面図、第４図は、第
１図IV−IV線に沿う拡大部分平面図、第５図は、第4V−
Ｖ線に沿う断面図、第６図は、第５図VI−VI線に沿う断
面図、第７図は、第５図VII−VII線に沿う断面図であ
る。 Bl,Br……左右の機関ブロック、Ｃ……Ｖ空間、Cc……
管長切換チャンバ、Cl,Cr……気筒群、Cr−l,Cr−ｒ…
…左右の共鳴チャンバ、Mi……吸気マニホールド、3l,3
r……気筒、20……スロットル弁、351〜356……分配
管、38l,38r……管長切換弁1 to 7 show one embodiment of the present invention. FIG. 1 is a longitudinal sectional view of a main part of a V-type six-cylinder internal combustion engine equipped with the device of the present invention, and FIG. 2 is a plan view of a cylinder block thereof. FIG. 3 is an enlarged partial plan view along the line III-III in FIG. 1, FIG. 4 is an enlarged partial plan view along the line IV-IV in FIG. 1, and FIG.
FIG. 6 is a sectional view taken along the line VI-VI of FIG. 5, and FIG. 7 is a sectional view taken along the line VII-VII of FIG. Bl, Br ... left and right engine blocks, C ... V space, Cc ...
Pipe length switching chamber, Cl, Cr ... Cylinder group, Cr-1, Cr-r ...
... left and right resonance chambers, Mi ... intake manifold, 3l, 3
r ... cylinder, 20 ... throttle valve, 35 1 to 35 6 ... distribution pipe, 38l, 38r ... pipe length switching valve

───────────────────────────────────────────────────── フロントページの続き (58)調査した分野(Int.Cl.6，ＤＢ名) F02B 27/02──────────────────────────────────────────────────続 き Continued on front page (58) Field surveyed (Int.Cl. 6 , DB name) F02B 27/02

Claims (1)

(57)【特許請求の範囲】(57) [Claims] 【請求項１】吸気行程が連続しない左気筒群（Cl）を有
する左機関ブロック（Bl）と、同じく吸気行程が連続し
ない右気筒群（Cr）を有する右機関ブロック（Br）とを
互いにＶ字状に配設し、その左右機関ブロック（Bl,B
r）間にＶ空間（Ｃ）を形成してなるＶ型多気筒内燃機
関における吸気装置において、 上流側がスロットル弁（20）を介して大気に連通する左
右一対の共鳴チャンバ（Cr−l,Cr−ｒ）と、その左側の
共鳴チャンバ（Cr−ｌ）を右気筒群（Cr）の気筒（3r）
に各別に接続する第１の分配管群（352,354,356）及び
右側の共鳴チャンバ（Cr−ｒ）を左気筒群（Cl）の気筒
（3l）に各別に接続する第２の分配管群（351,353,3
55）を一体に有する吸気マニホールド（Mi）と、機関の
運転状況に応じて開閉制御される管長切換弁（38l,38
r）を介して前記各分配管（351〜356）の中間部を相互
に連通する管長切換チャンバ（Cc）とを少なくとも備
え、 前記Ｖ空間（Ｃ）には、その底部寄りに前記左右一対の
共鳴チャンバ（Cr−l,Cr−ｒ）が、またその両共鳴チャ
ンバ（Cr−l,Cr−ｒ）の上方に前記吸気マニホールド
（Mi）がそれぞれ配置され、前記第１の分配管群（352,
354,356）と第２の分配管群（351,353,355）とは、その
両分配管群の各分配管の中間部が前記Ｖ空間（Ｃ）にお
いてその側方から見て相互に交差していて、その交差部
の上方で前記吸気マニホールド（Mi）の上面に前記管長
切換チャンバ（Cc）が隣接配置され、該吸気マニホール
ド（Mi）における各分配管（351〜356）と管長切換チャ
ンバ（Cc）との境界部に前記管長切換弁（38l,38r）が
配設されることを特徴とする、Ｖ型多気筒内燃機関にお
ける吸気装置。1. A left engine block (Bl) having a left cylinder group (Cl) in which intake strokes are not continuous and a right engine block (Br) having a right cylinder group (Cr) in which intake strokes are not continuous. The right and left engine blocks (Bl, B
r), in a V-type multi-cylinder internal combustion engine having a V space (C) formed therebetween, a pair of left and right resonance chambers (Cr-l, Cr) whose upstream side communicates with the atmosphere via a throttle valve (20). -R) and the left resonance chamber (Cr-1) is connected to the cylinders (3r) of the right cylinder group (Cr).
The first distribution pipe group connected to each other in (35 2, 35 4, 35 6) and right resonance chambers (Cr-r) to the left cylinder group second connected to each other in the cylinder of the (Cl) (3l) Distribution pipe group (35 1 , 35 3 , 3
5 5) and the intake manifold having integral (Mi), and pipe length changeover valve which is opened and closed controlled in accordance with the operating condition of the engine (38l, 38
wherein each distribution pipe through a r) (35 1 ~35 6) intermediate section cross at least a tube length switching chamber (Cc) communicating with the, in the V-space (C), the left and right at the bottom thereof close A pair of resonance chambers (Cr-1, Cr-r) and the intake manifold (Mi) are disposed above the two resonance chambers (Cr-1, Cr-r), respectively, and the first distribution pipe group (35 2 ,
35 4 , 35 6 ) and the second distribution pipe group (35 1 , 35 3 , 35 5 ) are such that the middle part of each distribution pipe of the two distribution pipe groups is located in the V space (C) from the side. it intersect each other when viewed, the said above the intersection the top surface of the intake manifold (Mi) pipe length switching chamber (Cc) are disposed adjacent, each distribution pipe at the intake manifold (Mi) (35 1 ~ 35 6 ) An intake device for a V-type multi-cylinder internal combustion engine, wherein the pipe length switching valves (38l, 38r) are arranged at the boundary between the pipe length switching chamber (Cc).
JP1142577A 1989-06-05 1989-06-05 Intake device for V-type multi-cylinder internal combustion engine Expired - Fee Related JP2772674B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP1142577A JP2772674B2 (en) 1989-06-05 1989-06-05 Intake device for V-type multi-cylinder internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1142577A JP2772674B2 (en) 1989-06-05 1989-06-05 Intake device for V-type multi-cylinder internal combustion engine

Publications (2)

Publication Number Publication Date
JPH039024A JPH039024A (en) 1991-01-16
JP2772674B2 true JP2772674B2 (en) 1998-07-02

Family

ID=15318552

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1142577A Expired - Fee Related JP2772674B2 (en) 1989-06-05 1989-06-05 Intake device for V-type multi-cylinder internal combustion engine

Country Status (1)

Country Link
JP (1) JP2772674B2 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5515822A (en) * 1994-05-19 1996-05-14 Yamaha Hatsudoki Kabushiki Kaisha Intake system
DE4417472A1 (en) * 1994-05-19 1995-11-30 Porsche Ag Air intake system of a multi-cylinder internal combustion engine

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2721982B2 (en) * 1988-10-19 1998-03-04 マツダ株式会社 V-type engine intake system

Also Published As

Publication number Publication date
JPH039024A (en) 1991-01-16

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