JP3330067B2 - Variable intake device for internal combustion engine - Google Patents
Variable intake device for internal combustion engineInfo
- Publication number
- JP3330067B2 JP3330067B2 JP28230897A JP28230897A JP3330067B2 JP 3330067 B2 JP3330067 B2 JP 3330067B2 JP 28230897 A JP28230897 A JP 28230897A JP 28230897 A JP28230897 A JP 28230897A JP 3330067 B2 JP3330067 B2 JP 3330067B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- pair
- intake manifolds
- manifolds
- control valve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Characterised By The Charging Evacuation (AREA)
Description
【0001】[0001]
【発明の属する技術分野】本発明は、一対の吸気集合部
と、これら一対の吸気集合部を相互に連通させる連通路
と、この連通路を開閉する制御弁とを備えた内燃機関の
可変吸気装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a variable intake air system for an internal combustion engine having a pair of intake manifolds, a communication passage for communicating the pair of intake manifolds with each other, and a control valve for opening and closing the communication passage. Related to the device.
【0002】[0002]
【従来の技術】かかる内燃機関の可変吸気装置は、例え
ば特開平6−2625号公報により既に知られている。
このものは一対の吸気集合部を相互に連通させる連通路
の中央部に制御弁を備えており、内燃機関の低速回転領
域では、制御弁を閉弁して一対の吸気集合部の連通を遮
断することにより、吸気の脈動効果を利用して共鳴過給
を行うとともに、内燃機関の高速回転領域では、制御弁
を開弁して一対の吸気集合部を連通路を介して相互に連
通させることにより、吸気の気柱慣性を利用して慣性過
給を行うようになっている。2. Description of the Related Art Such a variable intake device for an internal combustion engine is already known, for example, from Japanese Patent Laid-Open No. 6-2625.
This device is provided with a control valve in the center of a communication path that allows a pair of intake manifolds to communicate with each other. In a low-speed rotation region of the internal combustion engine, the control valve is closed to shut off the communication between the pair of intake manifolds. In this way, resonance supercharging is performed using the pulsation effect of intake air, and in the high-speed rotation region of the internal combustion engine, the control valve is opened to allow the pair of intake air collecting portions to communicate with each other via the communication passage. Thus, inertia supercharging is performed using the column inertia of the intake air.
【0003】[0003]
【発明が解決しようとする課題】しかしながら上記従来
のものは、内燃機関の低速回転領域で制御弁を閉弁して
一対の吸気集合部の連通を遮断したとき、制御弁が連通
路の中央部に設けられているために、閉じた制御弁で仕
切られた連通路の2分の1の容積が各吸気集合部の容積
に付加されてしまい、その結果、吸気集合部の本来の容
積が変化して効果的な吸気共鳴効果が得られなくなる問
題がある。However, when the control valve is closed in the low-speed rotation region of the internal combustion engine to cut off the communication between the pair of intake manifolds, the control valve moves to the central portion of the communication passage. , A half of the volume of the communication passage partitioned by the closed control valve is added to the volume of each intake manifold, and as a result, the original volume of the intake manifold changes. Therefore, there is a problem that an effective intake resonance effect cannot be obtained.
【0004】本発明は前述の事情に鑑みてなされたもの
で、可変吸気装置の制御弁を適切に配置することによ
り、制御弁の閉弁時における共鳴過給と制御弁の開弁時
における慣性過給とを効果的に両立させることを目的と
する。The present invention has been made in view of the above-mentioned circumstances, and by appropriately arranging a control valve of a variable intake device, resonance supercharging when the control valve is closed and inertia when the control valve is opened are described. The purpose is to effectively balance supercharging.
【0005】[0005]
【課題を解決するための手段】上記目的を達成するため
に、請求項1に記載された発明は、点火順序の連続しな
い気筒群に連通する独立吸気通路どうしを集合させる一
対の吸気集合部と、これら一対の吸気集合部を相互に連
通させる少なくとも1つの連通路と、この連通路を機関
回転速度に応じて開閉する制御弁とを備えた内燃機関の
可変吸気装置において、前記連通路は前記一対の吸気集
合部の上方において該吸気集合部を相互に連通させると
ともに、前記連通路の両端に前記一対の吸気集合部の長
手方向に沿って延びる開口部を形成し、且つ前記連通路
の両端に前記開口部を開閉する前記制御弁をそれぞれ配
置してなり、前記制御弁の弁軸が前記一対の吸気集合部
の上部に相互に平行に配置され、閉弁状態にある前記制
御弁が前記一対の吸気集合部の上壁を構成することを特
徴とする。In order to achieve the above-mentioned object, the invention described in claim 1 comprises a pair of intake collecting portions for collecting independent intake passages communicating with a group of cylinders whose ignition order is not continuous. A variable intake device for an internal combustion engine, comprising: at least one communication passage that connects the pair of intake air collecting portions to each other; and a control valve that opens and closes the communication passage in accordance with the engine speed. The intake manifolds are communicated with each other above the pair of intake manifolds, and openings are formed at both ends of the communication passage extending along the longitudinal direction of the pair of intake manifolds, and both ends of the communication passage are formed. The control valve for opening and closing the opening is arranged respectively, and the valve shaft of the control valve is connected to the pair of intake manifolds.
Are arranged parallel to each other at the top of
The control valve constitutes an upper wall of the pair of intake collecting portions .
【0006】また請求項2に記載された発明は、スロッ
トルボディに接続された吸気導入部と、この吸気導入部
から左右に分岐して左右のバンクに沿って延びる一対の
吸気集合部と、これら一対の吸気集合部を対応するバン
クの気筒群にそれぞれ接続する複数の独立吸気通路と、
前記一対の吸気集合部を相互に連通させる連通路と、こ
の連通路を機関回転速度に応じて開閉する制御弁とを備
えた内燃機関の可変吸気装置において、前記連通路は前
記一対の吸気集合部の上方において該吸気集合部を相互
に連通させるとともに、前記連通路の両端に前記一対の
吸気集合部の長手方向に沿って延びる開口部を形成し、
且つ前記連通路の両端に前記開口部を開閉する前記制御
弁をそれぞれ配置してなり、前記制御弁の弁軸が前記一
対の吸気集合部の上部に相互に平行に配置され、閉弁状
態にある前記制御弁が前記一対の吸気集合部の上壁を構
成することを特徴とする。According to a second aspect of the present invention, there is provided an intake introduction portion connected to a throttle body, a pair of intake collection portions branching left and right from the intake introduction portion and extending along left and right banks. A plurality of independent intake passages respectively connecting a pair of intake manifolds to cylinder groups of a corresponding bank;
In a variable intake device for an internal combustion engine, comprising: a communication passage for communicating the pair of intake manifolds with each other; and a control valve for opening and closing the communication passage in accordance with an engine rotation speed, the communication passage includes the pair of intake manifolds. Forming an opening extending along the longitudinal direction of the pair of intake manifolds at both ends of the communication path, while allowing the intake manifolds to communicate with each other above the portion;
The control valve for opening and closing the opening is disposed at both ends of the communication path, and the valve shaft of the control valve is
Arranged parallel to each other at the top of a pair of intake manifolds, valve-closed
The control valve in a state forms an upper wall of the pair of intake manifolds.
Characterized in that it formed.
【0007】上記請求項1または請求項2の構成によれ
ば、内燃機関の低速回転領域で制御弁を閉弁すると、そ
の制御弁によって一対の吸気集合部の連通が遮断される
ため、吸気の脈動効果を利用した共鳴過給を行うことが
できる。このとき、連通路の両端の開口部に制御弁が配
置されているので、制御弁を閉じたときに連通路の容積
が吸気集合部の容積に付加されることがなくなり、これ
により効果的な共鳴過給を行うことができる。また内燃
機関の高速回転領域で制御弁を開弁すると、一対の吸気
集合部が連通路を介して連通するため、吸気の慣性効果
を利用した慣性過給を行うことができる。このとき、連
通路は一対の吸気集合部の上方において該吸気集合部を
相互に連通させ、更に連通路の両端の開口部は一対の吸
気集合部の長手方向に沿って形成されるので、充分な容
積を持つ連通路を充分な面積を持つ開口部を介して一対
の吸気集合部に連通させることができ、これにより効果
的な慣性過給を行うことができる。また制御弁を閉じた
ときに該制御弁自体が一対の吸気集合部の上壁を構成す
るので、可変吸気装置全体をコンパクト化することがで
きる。 According to the first and second aspects of the present invention, when the control valve is closed in the low-speed rotation range of the internal combustion engine, the control valve cuts off the communication between the pair of intake air collecting portions. Resonant supercharging using the pulsation effect can be performed. At this time, since the control valves are arranged at the openings at both ends of the communication passage, the volume of the communication passage is not added to the volume of the intake manifold when the control valve is closed, thereby providing an effective Resonant supercharging can be performed. In addition, when the control valve is opened in the high-speed rotation region of the internal combustion engine, the pair of intake manifolds communicate with each other through the communication passage, so that inertial supercharging can be performed using the inertia effect of intake air. At this time, the communication passage connects the intake manifolds to each other above the pair of intake manifolds, and the openings at both ends of the communication passage are formed along the longitudinal direction of the pair of intake manifolds. A communication passage having a large volume can be communicated with the pair of intake air collecting portions through an opening having a sufficient area, whereby effective inertial supercharging can be performed. Also closed the control valve
Sometimes the control valve itself forms the upper wall of the pair of intake manifolds
Therefore, the entire variable intake device can be made compact.
Wear.
【0008】[0008]
【0009】[0009]
【0010】[0010]
【発明の実施の形態】以下、本発明の実施の形態を、添
付図面に示した本発明の実施例に基づいて説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described based on embodiments of the present invention shown in the accompanying drawings.
【0011】図1〜図7は本発明の一実施例を示すもの
で、図1はV型多気筒内燃機関の部分断面図、図2は図
1の2方向矢視図、図3は図1の3−3線矢視図、図4
は図2の4方向拡大矢視図、図5は図2の5部拡大図、
図6は作用の説明図、図7は効果を説明するグラフであ
る。1 to 7 show an embodiment of the present invention. FIG. 1 is a partial cross-sectional view of a V-type multi-cylinder internal combustion engine, FIG. 2 is a view taken in the direction of arrow 2 in FIG. 1, and FIG. 1 as viewed from the line 3-3, FIG.
Is an enlarged view in the direction of arrow 4 in FIG. 2, FIG. 5 is an enlarged view of a part 5 in FIG.
FIG. 6 is an explanatory diagram of the operation, and FIG. 7 is a graph illustrating the effect.
【0012】図1〜図3に示すように、V型6気筒内燃
機関Eは、点火時期が連続しない#1、#3および#5
気筒を有するフロントバンクBfと、点火時期が連続し
ない#2、#4および#6気筒を有するリヤバンクBr
とを備えており、フロントバンクBfおよびリヤバンク
Brの上方に可変吸気装置Iが配置される。可変吸気装
置Iは、両バンクBf,Brの対向面に開口する吸気ポ
ート1…に連なるインテークマニホールドロア2と、こ
のインテークマニホールドロア2の上面に結合されるイ
ンテークマニホールドアッパー3と、このインテークマ
ニホールドアッパー3の上面に結合される連通路4とを
備える。As shown in FIGS. 1 to 3, the V-type six-cylinder internal combustion engine E has # 1, # 3 and # 5 in which the ignition timing is not continuous.
A front bank Bf having cylinders and a rear bank Br having # 2, # 4 and # 6 cylinders having non-continuous ignition timings
The variable intake device I is arranged above the front bank Bf and the rear bank Br. The variable intake device I includes an intake manifold lower 2 connected to intake ports 1... Which are open to opposing surfaces of both banks Bf, Br, an intake manifold upper 3 coupled to an upper surface of the intake manifold lower 2, and an intake manifold upper 3 And a communication path 4 coupled to the upper surface of the communication path 3.
【0013】概略U字状に形成されたインテークマニホ
ールドアッパー3の一端部には、スロットルボディ5に
接続された円弧状の吸気導入部6が形成されており、こ
の吸気導入部6の両端に直線状且つ相互に平行に延びる
一対の吸気集合部7f,7rが一体に連設される。フロ
ント側の吸気集合部7fはフロントバンクBfの上方に
該フロントバンクBfと平行に配置され、リヤ側の吸気
集合部7rはリヤバンクBrの上方に該リヤバンクBr
と平行に配置される。インテークマニホールドロア2の
上面をインテークマニホールドアッパー3の下面に複数
本のボルト8…結合することにより、フロント側の吸気
集合部7fをフロントバンクBfの#1、#3および#
5気筒に連通させる3本のU字状の独立吸気通路9f…
と、リヤ側の吸気集合部7rをリヤバンクBrの#2、
#4および#6気筒に連通させる3本のU字状の独立吸
気通路9r…とが構成される。At one end of the intake manifold upper 3 formed in a substantially U-shape, an arc-shaped intake introduction portion 6 connected to the throttle body 5 is formed. A pair of intake collecting portions 7f and 7r extending in a shape and parallel to each other are integrally provided. The front-side intake manifold 7f is arranged above the front bank Bf in parallel with the front bank Bf, and the rear-side intake manifold 7r is located above the rear bank Br.
And are arranged in parallel. By connecting the upper surface of the intake manifold lower 2 to the lower surface of the intake manifold upper 3 with a plurality of bolts 8, the front-side intake manifold 7 f is connected to # 1, # 3 and # of the front bank Bf.
Three U-shaped independent intake passages 9f communicating with the five cylinders.
And the rear-side intake collecting portion 7r is connected to # 2 of the rear bank Br,
Three U-shaped independent intake passages 9r... Communicating with the # 4 and # 6 cylinders are formed.
【0014】フロント側の吸気集合部7fおよびリヤ側
の吸気集合部7rの上面に、それら吸気集合部7f,7
rの長手方向の略全長に亘って、各々2分割された開口
部10f,10rが形成される。開口部10f,10r
を吸気集合部7f,7rの長手方向に沿って形成したの
で、該開口部10f,10rの面積を充分に大きく確保
することができる。平面視で略正方形を成す前記連通路
4が、複数本のボルト11…でフロント側の吸気集合部
7fおよびリヤ側の吸気集合部7rの上面に結合され
る。この連通路4は両吸気集合部7f,7rの上方と、
6本の独立吸気通路9f…,9r…の上方とを覆うよう
に配置されており、その両端部は前記開口部10f,1
0rを介してフロント側の吸気集合部7fおよびリヤ側
の吸気集合部7rに連通する。On the upper surfaces of the front intake manifold 7f and the rear intake manifold 7r, the intake manifolds 7f and 7f are arranged.
Openings 10f and 10r, which are each divided into two, are formed over substantially the entire length in the longitudinal direction of r. Openings 10f, 10r
Are formed along the longitudinal direction of the intake collecting portions 7f, 7r, so that the areas of the openings 10f, 10r can be secured sufficiently large. The communication passage 4, which has a substantially square shape in a plan view, is connected to the upper surfaces of the front intake manifold 7f and the rear intake manifold 7r by a plurality of bolts 11. This communication passage 4 is located above the intake manifolds 7f and 7r,
Are arranged so as to cover the upper portions of the six independent intake passages 9f, 9r,.
Via 0r, it communicates with the front intake manifold 7f and the rear intake manifold 7r.
【0015】連通路4の両端には、フロント側の吸気集
合部7fおよびリヤ側の吸気集合部7rの開口部10
f,10rと平行に延びる弁軸12f,12rが平行に
支持されており、これら弁軸12f,12rに前記開口
部9f,9rを開閉する制御弁13f,13rがそれぞ
れ設けられる。At both ends of the communication passage 4, openings 10 of a front intake manifold 7f and a rear intake manifold 7r are provided.
The valve shafts 12f and 12r extending in parallel with the shafts f and 10r are supported in parallel, and the valve shafts 12f and 12r are provided with control valves 13f and 13r for opening and closing the openings 9f and 9r, respectively.
【0016】図4および図5を併せて参照すると明らか
なように、連通路4の端壁から突出する弁軸12f,1
2rの先端にそれぞれ板状のストッパ部材14,14が
固定される。ストッパ部材14,14には、連通路4に
一体に形成した全開位置規制ストッパ41 ,41 に当接
可能なストッパアーム141 ,141 と、連通路4に螺
入したボルトよりなる全閉位置規制ストッパ15,15
に当接可能なストッパアーム142 ,142 とが設けら
れる。ストッパアーム141 ,141 が全開位置規制ス
トッパ41 ,41 に当接したとき、制御弁13f,13
rによって開口部10f,10rは全開状態になり、ま
たストッパアーム142 ,142 が全閉位置規制ストッ
パ15,15に当接したとき、制御弁13f,13rに
よって開口部10f,10rは全閉状態になる。全閉状
態における制御弁13f,13rの角度は、ボルトより
なる全閉位置規制ストッパ15,15の突出量を変化さ
せることにより調整可能である。4 and 5, the valve shafts 12f, 1 protruding from the end wall of the communication passage 4 are evident.
Plate-like stopper members 14, 14 are fixed to the tip of 2r, respectively. The stopper members 14, the fully open position regulating stopper 4 1, 4 1 to contactable stopper arm 14 1, 14 1 formed integrally with the communicating passage 4, consisting of screwed the bolt in the communication passage 4 total Closed position regulating stoppers 15, 15
It can abut the stopper arm 14 2, 14 2 are provided. When the stopper arm 14 1, 14 1 is in contact with the fully open position regulating stopper 4 1, 4 1, control valve 13f, 13
opening 10f by r, 10r is fully opened, and when the stopper arm 14 2, 14 2 is in contact with the full close position limiting stopper 15, 15, control valve 13f, opening 10f by 13r, 10r is fully closed State. The angles of the control valves 13f and 13r in the fully closed state can be adjusted by changing the amount of protrusion of the fully closed position restricting stoppers 15 and 15 made of bolts.
【0017】弁軸12f,12rは捩じりばね16,1
6によって開弁方向に、即ちストッパアーム141 ,1
41 が全開位置規制ストッパ41 ,41 に当接する方向
に付勢される。また制御弁13f,13rの閉弁方向へ
の駆動は両弁軸12f,12rの間に配置された負圧ダ
イヤフラム装置17によって行われる。負圧ダイヤフラ
ム装置17のハウジング18の内部は、2枚のダイヤフ
ラム19,19によって外側の2個の大気圧室20,2
0と、それらに挟まれた内側の負圧室21とに仕切られ
る。そして2枚のダイヤフラム19,19がそれぞれロ
ッド22,22を介して2個のストッパ部材14,14
に連結される。ハウジング18には、図示せぬ制御弁を
介して吸気負圧が作用する負圧ポート181 が設けられ
る。The valve shafts 12f, 12r are torsion springs 16, 1
6 in the valve opening direction, that is, the stopper arms 14 1 , 1
4 1 is biased in a direction in contact with the fully open position regulating stopper 4 1, 4 1. The control valves 13f and 13r are driven in the valve closing direction by a negative pressure diaphragm device 17 disposed between the valve shafts 12f and 12r. The inside of the housing 18 of the negative pressure diaphragm device 17 is controlled by two diaphragms 19, 19 to form two outer atmospheric pressure chambers 20, 2.
0 and an inner negative pressure chamber 21 sandwiched between them. Then, the two diaphragms 19, 19 are respectively connected to the two stopper members 14, 14 via the rods 22, 22, respectively.
Linked to The housing 18, the negative pressure port 18 1 is provided which acts intake negative pressure via a control valve (not shown).
【0018】次に、前述の構成を備えた本発明の実施例
の作用について説明する。Next, the operation of the embodiment of the present invention having the above configuration will be described.
【0019】内燃機関Eが低速回転領域にあるとき、負
圧ダイヤフラム装置17の負圧室21に吸気負圧を導入
して両ダイヤフラム19,19を相互に接近する方向に
移動させると、ロッド22,22に引かれたストッパ部
材14,14が捩じりばね16,16の弾発力に抗して
回転し、ストッパアーム142 ,142 が全閉位置規制
ストッパ15,15に当接する。この状態では、図6
(a)に示すように、制御弁13f,13rが閉じてフ
ロント側の吸気集合部7fおよびリヤ側の吸気集合部7
rは連通路4との連通を絶たれ、それぞれ独立した容積
を持つようになる。而して、各気筒と吸気集合部7f,
7rとの間を往復伝搬する圧力波が該吸気集合部7f,
7r内で共鳴し、この共鳴圧力波によって吸気が各気筒
に押し込まれることにより、気筒への吸気の充填効率が
高まって内燃機関Eの出力トルクが増加する。When the internal combustion engine E is in the low-speed rotation region, when the intake negative pressure is introduced into the negative pressure chamber 21 of the negative pressure diaphragm device 17 to move the two diaphragms 19, 19 toward each other, the rod 22 , it rotated against the resilient force of the spring 16, 16 torsion stopper member 14, 14 drawn 22, the stopper arm 14 2, 14 2 is brought into contact with the fully closed position limiting stopper 15, 15. In this state, FIG.
As shown in (a), the control valves 13f and 13r are closed and the intake manifold 7f on the front side and the intake manifold 7 on the rear side are closed.
The connection r is disconnected from the communication passage 4 and each has an independent volume. Thus, each cylinder and the intake manifold 7f,
7r, the pressure wave reciprocatingly propagating between the intake manifold 7f,
Resonance occurs in the inside of the cylinder 7r, and the intake pressure is pushed into each cylinder by the resonance pressure wave, whereby the efficiency of charging the cylinder with the intake air is increased, and the output torque of the internal combustion engine E is increased.
【0020】また内燃機関Eが高速回転領域にあると
き、負圧ダイヤフラム装置17の負圧室21に大気圧を
導入して両ダイヤフラム19,19を自由状態にする
と、捩じりばね16,16の弾発力でストッパ部材1
4,14のストッパアーム141 ,141 が全開位置規
制ストッパ41 ,41 に当接するまで弁軸12f,12
rが回転し、連通路4の両端の開口部10f,10rが
制御弁13f,13rによって開かれる。その結果、図
6(b)に示すように、フロント側の吸気集合部7fお
よびリヤ側の吸気集合部7rは連通路4を介して相互に
連通する。このように両吸気集合部7f,7rを大容積
の連通路4で相互に連通させると前述した吸気共鳴効果
が消滅し、そのデメリットである同調周波数以外の領域
における出力トルクの落ち込が補償される。而して、内
燃機関Eの高速回転領域では慣性過給効果によって出力
トルクを増加させ、低速回転領域から高速回転領域まで
の広い領域で内燃機関Eの出力トルクを高い値に保持す
ることができる(図7参照)。Further, when the internal combustion engine E is in the high-speed rotation region, when the atmospheric pressure is introduced into the negative pressure chamber 21 of the negative pressure diaphragm device 17 to make both the diaphragms 19, 19 free, the torsion springs 16, 16 Stopper member 1 with the elasticity of
Stopper arm 14 1 of 4, 14, 14 1 the valve shaft 12f until it abuts against the fully open position regulating stopper 4 1, 4 1, 12
r rotates, and the openings 10f, 10r at both ends of the communication passage 4 are opened by the control valves 13f, 13r. As a result, as shown in FIG. 6B, the front-side intake manifold 7f and the rear-side intake manifold 7r communicate with each other via the communication path 4. When the two intake collecting portions 7f and 7r communicate with each other through the large-volume communication path 4 in this manner, the above-described intake resonance effect disappears, and a disadvantage of the output torque in a region other than the tuning frequency is compensated for. You. Thus, in the high-speed rotation region of the internal combustion engine E, the output torque is increased by the inertia supercharging effect, and the output torque of the internal combustion engine E can be maintained at a high value in a wide range from the low-speed rotation region to the high-speed rotation region. (See FIG. 7).
【0021】上述したように、フロント側の吸気集合部
7fおよびリヤ側の吸気集合部7rを相互に連通させる
連通路4の両端部に形成した開口部10f,10rを制
御弁13f,13rで開閉するので、制御弁13f,1
3rを閉じたときに連通路4の容積が吸気集合部7f,
7rの容積に付加されるのを防止し、内燃機関Eの低速
回転領域における共鳴過給を効果的に行うことができ
る。また連通路4は一対の吸気集合部7f,7rの上方
を覆うように配置されていて充分な容積を持ち、しかも
その開口部10f,10rの長さは吸気集合部7f,7
rの略全長に亘っているので、開口部10f,10rの
面積を充分に確保して慣性過給を効果的に行うことがで
きる。As described above, the openings 10f, 10r formed at both ends of the communication path 4 for interconnecting the front intake manifold 7f and the rear intake manifold 7r are opened and closed by the control valves 13f, 13r. Control valve 13f, 1
When 3r is closed, the volume of the communication passage 4 becomes larger than the intake collecting portion 7f,
It can be prevented from being added to the volume of 7r, and resonance supercharging can be effectively performed in the low speed rotation region of the internal combustion engine E. The communication passage 4 is arranged so as to cover the upper part of the pair of intake manifolds 7f, 7r and has a sufficient volume, and the length of the openings 10f, 10r is equal to the length of the intake manifolds 7f, 7r.
Since it extends over substantially the entire length of r, the area of the openings 10f and 10r can be sufficiently secured, and inertia supercharging can be effectively performed.
【0022】また、制御弁13f,13rが閉弁したと
きに、その制御弁13f,13r自体が両吸気集合部7
f,7rの上壁を構成するので可変吸気装置Iをコンパ
クト化することができ、しかも可変吸気装置Iをフロン
トバンクBfおよびリヤバンクBrの間のデッドスペー
スを利用して配置したので内燃機関E全体をコンパクト
化することができる。When the control valves 13f and 13r are closed, the control valves 13f and 13r themselves become
The variable intake device I can be made compact because the upper wall of the internal combustion engine E is formed by using the dead space between the front bank Bf and the rear bank Br. Can be made compact.
【0023】更に、一対の制御弁13f,13rを共通
の負圧ダイヤフラム装置17で相互に連動して駆動する
ため、それらを別個の負圧ダイヤフラム装置で駆動する
場合に発生しがちな作動タイミングのずれを確実に回避
することができる。Further, since the pair of control valves 13f and 13r are driven by the common negative pressure diaphragm device 17 in conjunction with each other, the operation timings which tend to occur when they are driven by separate negative pressure diaphragm devices are reduced. Deviation can be reliably avoided.
【0024】以上、本発明の実施例を詳述したが、本発
明はその要旨を逸脱しない範囲で種々の設計変更を行う
ことが可能である。Although the embodiments of the present invention have been described in detail, various design changes can be made in the present invention without departing from the gist thereof.
【0025】例えば、実施例では開口部10f,10r
がそれぞれ2個の孔に分割されているが、それらを1個
あるいは3個以上の孔から構成することができる。但
し、孔の個数少ないほど、開口部10f,10rの面積
を大きく確保できるので有利である。For example, in the embodiment, the openings 10f, 10r
Are divided into two holes, respectively, but they can be composed of one or three or more holes. However, it is advantageous that the smaller the number of holes, the larger the area of the openings 10f and 10r can be secured.
【0026】[0026]
【発明の効果】以上のように請求項1または請求項2に
記載された構成によれば、連通路の両端の開口部に制御
弁が配置されているので、制御弁を閉じたときに連通路
の容積が吸気集合部の容積に付加されることがなくなっ
て効果的な共鳴過給を行うことができる。また連通路は
一対の吸気集合部の上方において該吸気集合部を相互に
連通させ、更に連通路の両端の開口部は一対の吸気集合
部の長手方向に沿って形成されるので、充分な容積を持
つ連通路を充分な面積を持つ開口部を介して一対の吸気
集合部に連通させて効果的な慣性過給を行うことができ
る。これにより、共鳴過給および慣性過給を効果的に両
立させて内燃機関のトルク特性を改善することが可能と
なる。また制御弁を閉じたときに該制御弁自体が一対の
吸気集合部の上壁を構成するので、可変吸気装置全体を
コンパクト化することができる。 As described above, according to the configuration described in claim 1 or 2, since the control valve is disposed at the opening at both ends of the communication passage, the communication valve is closed when the control valve is closed. The resonance supercharging can be performed effectively because the volume of the passage is not added to the volume of the intake manifold. In addition, the communication passage connects the intake manifolds to each other above the pair of intake manifolds, and the openings at both ends of the communication passage are formed along the longitudinal direction of the pair of intake manifolds, so that a sufficient volume is provided. Can be communicated with a pair of intake manifolds through an opening having a sufficient area to provide effective inertial supercharging. This makes it possible to effectively balance resonance supercharging and inertial supercharging and improve the torque characteristics of the internal combustion engine. When the control valve is closed, the control valve itself
Since the upper wall of the intake manifold is constructed, the entire variable intake system
It can be made compact.
【0027】[0027]
【図1】V型多気筒内燃機関の部分断面図FIG. 1 is a partial sectional view of a V-type multi-cylinder internal combustion engine.
【図2】図1の2方向矢視図FIG. 2 is a view in the direction of arrows in FIG. 1;
【図3】図1の3−3線矢視図FIG. 3 is a view taken in the direction of arrows 3-3 in FIG. 1;
【図4】図2の4方向拡大矢視図FIG. 4 is an enlarged view in the direction of arrows in FIG. 2;
【図5】図2の5部拡大図FIG. 5 is an enlarged view of a part of FIG. 2;
【図6】作用の説明図FIG. 6 is an explanatory diagram of an operation.
【図7】効果を説明するグラフFIG. 7 is a graph illustrating an effect.
4 連通路 5 スロットルボディ 6 吸気導入部 7f,7r 吸気集合部 9f,9r 独立吸気通路 10f,10r 開口部 12f,12r 弁軸 13f,13r 制御弁 Bf,Br バンク 4 Communication passage 5 Throttle body 6 Intake introduction portion 7f, 7r Intake collecting portion 9f, 9r Independent intake passage 10f, 10r Opening 12f, 12r Valve shaft 13f, 13r Control valve Bf, Br Bank
───────────────────────────────────────────────────── フロントページの続き (72)発明者 松尾 歩 埼玉県和光市中央1丁目4番1号 株式 会社本田技術研究所内 審査官 佐藤 正浩 (56)参考文献 特開 平6−2625(JP,A) 特開 平7−102979(JP,A) 実開 平3−10035(JP,U) (58)調査した分野(Int.Cl.7,DB名) F02B 27/02 ──────────────────────────────────────────────────続 き Continuation of front page (72) Inventor Ayumu Matsuo 1-4-1 Chuo, Wako-shi, Saitama Examiner at Honda R & D Co., Ltd. Masahiro Sato (56) References JP-A-6-2625 (JP, A JP-A-7-102979 (JP, A) JP-A-3-10035 (JP, U) (58) Fields investigated (Int. Cl. 7 , DB name) F02B 27/02
Claims (2)
独立吸気通路(9f,9r)どうしを集合させる一対の
吸気集合部(7f,7r)と、 これら一対の吸気集合部(7f,7r)を相互に連通さ
せる少なくとも1つの連通路(4)と、 この連通路(4)を機関回転速度に応じて開閉する制御
弁(13f,13r)と、 を備えた内燃機関の可変吸気装置において、 前記連通路(4)は前記一対の吸気集合部(7f,7
r)の上方において該吸気集合部(7f,7r)を相互
に連通させるとともに、前記連通路(4)の両端に前記
一対の吸気集合部(7f,7r)の長手方向に沿って延
びる開口部(10f,10r)を形成し、且つ前記連通
路(4)の両端に前記開口部(10f,10r)を開閉
する前記制御弁(13f,13r)をそれぞれ配置して
なり、 前記制御弁(13f,13r)の弁軸(12f,12
r)が前記一対の吸気集合部(7f,7r)の上部に相
互に平行に配置され、閉弁状態にある前記制御弁(13
f,13r)が前記一対の吸気集合部(7f,7r)の
上壁を構成する ことを特徴とする内燃機関の可変吸気装
置。1. A pair of intake manifolds (7f, 7r) for gathering independent intake passages (9f, 9r) communicating with a group of cylinders whose ignition order is not continuous, and a pair of intake manifolds (7f, 7r). And a control valve (13f, 13r) that opens and closes the communication path (4) according to the engine rotation speed. The communication passage (4) is connected to the pair of intake manifolds (7f, 7f).
r), the intake manifolds (7f, 7r) communicate with each other, and openings extending along the longitudinal direction of the pair of intake manifolds (7f, 7r) at both ends of the communication path (4). (10f, 10r) to form a, and wherein the opening at both ends of the communication passage (4) (10f, 10r) said control valve for opening and closing the (13f, 13r) and respectively placed
And the valve shafts (12f, 12r) of the control valves (13f, 13r).
r) is above the pair of intake manifolds (7f, 7r).
The control valves (13) which are arranged parallel to each other and are in a closed state
f, 13r) of the pair of intake manifolds (7f, 7r)
A variable intake device for an internal combustion engine , comprising an upper wall .
気導入部(6)と、 この吸気導入部(6)から分岐して一対のバンク(B
f,Br)に沿って延びる一対の吸気集合部(7f,7
r)と、 これら一対の吸気集合部(7f,7r)を対応するバン
ク(Bf,Br)の気筒群にそれぞれ接続する複数の独
立吸気通路(9f,9r)と、 前記一対の吸気集合部(7f,7r)を相互に連通させ
る連通路(4)と、 この連通路(4)を機関回転速度に応じて開閉する制御
弁(13f,13r)と、 を備えた内燃機関の可変吸気装置において、 前記連通路(4)は前記一対の吸気集合部(7f,7
r)の上方において該吸気集合部(7f,7r)を相互
に連通させるとともに、前記連通路(4)の両端に前記
一対の吸気集合部(7f,7r)の長手方向に沿って延
びる開口部(10f,10r)を形成し、且つ前記連通
路(4)の両端に前記開口部(10f,10r)を開閉
する前記制御弁(13f,13r)をそれぞれ配置して
なり、 前記制御弁(13f,13r)の弁軸(12f,12
r)が前記一対の吸気集合部(7f,7r)の上部に相
互に平行に配置され、閉弁状態にある前記制御弁(13
f,13r)が前記一対の吸気集合部(7f,7r)の
上壁を構成する ことを特徴とする内燃機関の可変吸気装
置。2. An intake air inlet (6) connected to a throttle body (5), and a pair of banks (B) branched from the air intake air inlet (6).
f, Br) and a pair of intake manifolds (7f, 7
r), a plurality of independent intake passages (9f, 9r) connecting the pair of intake manifolds (7f, 7r) to cylinder groups of the corresponding banks (Bf, Br), respectively, and the pair of intake manifolds (9f, 9r). 7f, 7r), and a control valve (13f, 13r) that opens and closes the communication path (4) in accordance with the engine speed. The communication passage (4) is connected to the pair of intake manifolds (7f, 7f).
r), the intake manifolds (7f, 7r) communicate with each other, and openings extending along the longitudinal direction of the pair of intake manifolds (7f, 7r) at both ends of the communication path (4). (10f, 10r) to form a, and wherein the opening at both ends of the communication passage (4) (10f, 10r) said control valve for opening and closing the (13f, 13r) and respectively placed
And the valve shafts (12f, 12r) of the control valves (13f, 13r).
r) is above the pair of intake manifolds (7f, 7r).
The control valves (13) which are arranged parallel to each other and are in a closed state
f, 13r) of the pair of intake manifolds (7f, 7r)
A variable intake device for an internal combustion engine , comprising an upper wall .
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP28230897A JP3330067B2 (en) | 1997-10-15 | 1997-10-15 | Variable intake device for internal combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP28230897A JP3330067B2 (en) | 1997-10-15 | 1997-10-15 | Variable intake device for internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH11117750A JPH11117750A (en) | 1999-04-27 |
JP3330067B2 true JP3330067B2 (en) | 2002-09-30 |
Family
ID=17650737
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JP28230897A Expired - Fee Related JP3330067B2 (en) | 1997-10-15 | 1997-10-15 | Variable intake device for internal combustion engine |
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1997
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