JP3516915B2 - Engine intake duct structure - Google Patents
Engine intake duct structureInfo
- Publication number
- JP3516915B2 JP3516915B2 JP2000324255A JP2000324255A JP3516915B2 JP 3516915 B2 JP3516915 B2 JP 3516915B2 JP 2000324255 A JP2000324255 A JP 2000324255A JP 2000324255 A JP2000324255 A JP 2000324255A JP 3516915 B2 JP3516915 B2 JP 3516915B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- intake duct
- chamber
- engine
- intake chamber
- 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
Landscapes
- Characterised By The Charging Evacuation (AREA)
Description
【発明の詳細な説明】
【０００１】
【発明の属する技術分野】本発明は、消音効果と出力向
上とを両立させるようにしたエンジンの吸気ダクト構造
に関する。
【０００２】
【従来の技術】一般に、エンジンの吸気マニホルドとエ
アクリーナとの間を連通する吸気ダクトには、吸気騒
音、及び出力損失の低減を目的として吸気チャンバ（拡
張室）を介装するものが多い。
【０００３】この場合、例えば、特開平９−１００７２
０号公報には、吸気ダクトの中途に吸気チャンバを介装
し、この吸気チャンバ内に、吸気チャンバの下流側に連
通する第１の吸気管に対し接離自在で且つ第１の吸気管
よりも通路面積の小さい第２の吸気管を配設すること
で、低中速域では第２の吸気管を第１の吸気管に接続し
て、慣性過給による充填効率の向上を図り、又高速域で
は第２の吸気管を第１の吸気管から離間させて、吸気を
第１の吸気管へ直接供給することで、吸気抵抗を減少さ
せて充填効率の向上を図る技術が開示されている。
【０００４】
【発明が解決しようとする課題】ところで、吸気チャン
バは中低速域での吸気脈動に共鳴する周波数帯となるよ
うに容積、形状が設定されており、従って、高速域の吸
気脈動は吸気チャンバの共鳴周波数から外れることにな
る。
【０００５】そのため、上記公報のように、吸入空気を
吸気チャンバ内で一旦拡張させた後、第１の吸気管へ供
給する構造では、高速域で乱流が発生しやすくなり、こ
の空気の乱れにより二次騒音が発生し易くなるばかりで
なく、充填効率の低下により、運転性能が低下してしま
う。
【０００６】又、低速域と高速域とで第２の吸気管を移
動させる駆動装置も必要であり、装置が複雑、大型化す
ることになる。
【０００７】本発明は、上記事情に鑑み、装置全体が大
型化せず、簡単な構造で、中低速域での消音効果及び出
力向上と、高速域での出力向上との双方を実現すること
の可能なエンジンの吸気ダクト構造を提供することを目
的とする。
【０００８】
【課題を解決するための手段】上記目的を達成するた
め、本発明は、吸気マニホルドに連通する吸気ダクト本
体の中途に吸気チャンバを設けたエンジンの吸気ダクト
構造において、上記吸気チャンバをスロットルボディの
直上流に設け、上記吸気チャンバに挿通した上記吸気ダ
クト本体に屈曲部位を形成すると共に、上記吸気チャン
バに臨まされている上記屈曲部位の外側部を除いた部位
に上記吸気チャンバ内に開口する連通孔を複数穿設した
ことを特徴とする。
【０００９】このような構成では、流速の比較的緩やか
な中低速域では、吸気脈動が吸気ダクトに沿って吸気チ
ャンバ内に流入すると、この吸気ダクトに開口されてい
る連通孔から吸気チャンバに流出する際に拡張されて消
音されると共に、共鳴により吸気脈動が低減される。一
方高速域では流速が比較的速いため、吸気流が吸気ダク
トに沿って吸気チャンバ内に導かれると、吸気チャンバ
内の吸気ダクトが屈曲されているため、吸気は屈曲部位
の外側部に沿って整流された状態で移動し、高い充填効
率を得ることができる。
【００１０】
【００１１】
【発明の実施の形態】以下、図面に基づいて本発明の一
実施の形態を説明する。図１に吸気ダクトの一部断面正
面図、図２に図１の右側面図を示す。
【００１２】同図の符号１は吸気チャンバで、この吸気
チャンバ１は、一側を開口するチャンバ本体２ａとこの
チャンバ本体２ａの開口部を閉塞する蓋体２ｂとで構成
されており、チャンバ本体２ａの開口部を蓋体２ｂで閉
塞することで、内部に拡張室３が形成される。
【００１３】チャンバ本体２ａに吸気ダクト本体４が挿
通されている。この吸気ダクト本体４の上流側はエアク
リーナ（図示せず）に連通され、下流側がスロットルボ
ディ或いは吸気マニホルド（何れも図示せず）に連通さ
れる。
【００１４】図１に示すように、吸気ダクト本体４は吸
気チャンバ本体２ａの図面視左側面の斜め下方向から挿
通されて、底面に突出されており、拡張室３を通過する
部位は屈曲されている。
【００１５】又、図３に示すように、吸気ダクト本体４
は、半割された部材を接合して筒状に形成されており、
拡張室３に挿通されている屈曲部位４ａの接合部には、
取付け用舌片４ｂが形成され、この取付け用舌片４ｂ
が、チャンバ本体２ａ内に突設されている支持ブラケッ
ト２ｃに共締めされて固定されている。
【００１６】吸気ダクト本体４の、拡張室３に配設され
ている屈曲部位４ａには、連通孔４ｃが複数穿設されて
いる。図１、図４に示すように、この連通孔４ｃは、屈
曲部位４ａの外側部位４ｄを除いて内側方向に穿設され
ている。尚、吸気ダクト本体４の管長及び内径、連通孔
４ｃの開口面積及び穿設個数（総開口面積）は、エンジ
ン特性に応じて設定される。
【００１７】このような構成によれば、エンジンの稼働
によりエアクリーナ（図示せず）から流入した吸気は、
吸気ダクト本体４に沿ってスロットルボディ（図示せ
ず）側へ導かれ、エンジンの各気筒に供給される。
【００１８】エンジンが中低速域にあるとき、吸気ダク
ト本体４を流れる吸気の流速は比較的緩やかであるた
め、図１に矢印で示すように、この吸気が吸気ダクト本
体４の、吸気チャンバ１に形成した拡張室３に配設され
ている屈曲部位４ａを通過する際に、この屈曲部位４ａ
に穿設されている連通孔４ｃから拡張室３へ流出する。
【００１９】そのとき、吸気の拡張作用によって吸気音
が消音され、更に、拡張室３の共鳴作用により吸気脈動
が低減される。その結果、中低速域での吸気損失が低減
され、エンジン出力を向上させることができる。
【００２０】この場合、吸気音の消音特性は吸気ダクト
本体４の管長及び内径、連通孔４ｃの開口面積及び穿設
個数によって変化するため、採用するエンジンの特性に
応じて最適な値を設定する。
【００２１】一方、エンジンが高速域にあるとき、吸気
ダクト本体４を流れる吸気の流速は比較的速くなるた
め、図４に示すように、吸気は、図面視で、吸気ダクト
本体４の斜め下から屈曲部位４ａ方向へ高速で流入し、
この屈曲部位４ａの外側部位４ｄの内壁面にガイドされ
て流れる。
【００２２】この外側部位４ｄには連通孔４ｃが穿設さ
れていないため、吸気は連通孔４ｃに接触して乱れるこ
となく、整流状態のまま吸気ダクト本体４の吐出端から
スロットルボディ（図示せず）側へ流れる。
【００２３】従って、図５に実線で示すように、中低速
域では、同図に一点鎖線で示す吸気チャンバを備えてい
ない吸気ダクトの特性に比し、同図に破線で示す拡張室
を備えている吸気ダクトの特性に近い特性を示す。又、
高速域では、同様に破線で示す吸気チャンバを備えた吸
気ダクトの特性に比し、一点鎖線で示す吸気チャンバを
備えていない吸気ダクトの特性により近い特性を示す。
【００２４】このように、本実施の形態では、高速域で
は吸気チャンバ１を機能させず、吸気は吸気ダクト本体
４に沿って整流状態のままスロットルボディ側へ供給す
るようにしたので、吸気損失が低減され、相対的にエン
ジン出力が向上する。
【００２５】その結果、中低速域と高速域との双方で、
高い充填効率を得ることができ、各領域においてエンジ
ン出力を向上させることができる。
【００２６】又、拡張室３を通過する吸気ダクト本体４
を屈曲させると共に、この屈曲部位４ａの外側部位４ｄ
を除いた部位に、拡張室３に開口する連通孔４ｃを穿設
しただけの簡単な構造であるため、装置全体が大型化せ
ず、低コストで製造することがでる。
【００２７】又、吸気チャンバ１に吸気ダクト本体４が
途中を分断することなく挿通され、しかも拡張室３に突
設した支持ブラケット２ｃに対し、吸気ダクト本体４に
形成した取付け用舌片４ｂを固定しているため、吸気チ
ャンバ１が吸気ダクト本体４により補強され、吸気チャ
ンバ１の剛性が向上する。その結果、吸気チャンバ１に
よる放射音が低減され、より高い消音効果を得ることが
できる。
【００２８】
【発明の効果】以上、説明したように本発明によれば、
装置全体が大型化せず、簡単な構造で、中低速域での消
音効果及び出力向上と、高速域での出力向上との双方を
実現することができる。Description: BACKGROUND OF THE INVENTION [0001] 1. Field of the Invention [0002] The present invention relates to an intake duct structure for an engine that achieves both a noise reduction effect and an improvement in output. 2. Description of the Related Art Generally, an intake duct communicating between an intake manifold of an engine and an air cleaner is provided with an intake chamber (expansion chamber) for reducing intake noise and output loss. Many. In this case, for example, Japanese Patent Application Laid-Open No. 9-10072
No. 0 discloses an intake chamber interposed in the middle of an intake duct, in which a first intake pipe communicating with a downstream side of the intake chamber can be freely moved toward and away from the first intake pipe. Also, by arranging the second intake pipe having a small passage area, the second intake pipe is connected to the first intake pipe in a low-to-medium-speed region to improve the charging efficiency by inertia supercharging. In the high-speed range, a technique is disclosed in which the second intake pipe is separated from the first intake pipe and the intake air is directly supplied to the first intake pipe, thereby reducing intake resistance and improving charging efficiency. I have. [0004] Incidentally, the volume and shape of the intake chamber are set so as to be in a frequency band that resonates with the intake pulsation in the middle to low speed range. It will deviate from the resonance frequency of the intake chamber. [0005] Therefore, as described in the above-mentioned publication, in the structure in which the intake air is once expanded in the intake chamber and then supplied to the first intake pipe, turbulence is likely to occur in a high-speed region, and the turbulence of the air is increased. As a result, not only the secondary noise is easily generated, but also the operation performance is reduced due to the decrease in the charging efficiency. Further, a driving device for moving the second intake pipe between the low speed range and the high speed range is required, and the device becomes complicated and large. SUMMARY OF THE INVENTION In view of the above circumstances, the present invention realizes both a silencing effect and an improvement in output in a middle and low speed region and an improvement in output in a high speed region with a simple structure without increasing the size of the entire device. It is an object of the present invention to provide an intake duct structure of an engine which can be operated. [0008] [Means for Solving the Problems] To achieve the above object, the present invention provides an intake duct structure of an engine provided with an intake chamber in the middle of the intake duct body communicating with the intake manifold, the intake chamber Of throttle body
A communication portion which is provided immediately upstream and has a bent portion formed in the intake duct main body inserted into the intake chamber, and which opens into the intake chamber at a portion excluding an outer portion of the bent portion facing the intake chamber. A plurality of holes are provided. In such a configuration, when the intake pulsation flows into the intake chamber along the intake duct in the middle and low speed region where the flow velocity is relatively gentle, the intake pulsation flows out of the communication hole opened in the intake duct into the intake chamber. In addition, the sound is expanded and silenced, and intake pulsation is reduced by resonance. On the other hand, since the flow velocity is relatively high in the high-speed region, when the intake air flow is guided into the intake chamber along the intake duct, the intake duct along the outside of the bent portion is bent because the intake duct in the intake chamber is bent. It moves in a rectified state, and high filling efficiency can be obtained. An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows a partial cross-sectional front view of the intake duct, and FIG. 2 shows a right side view of FIG. In FIG. 1, reference numeral 1 denotes an intake chamber. The intake chamber 1 is composed of a chamber main body 2a having an opening on one side and a lid 2b for closing an opening of the chamber main body 2a. By closing the opening of 2a with the lid 2b, the expansion chamber 3 is formed inside. An intake duct body 4 is inserted through the chamber body 2a. The upstream side of the intake duct body 4 is communicated with an air cleaner (not shown), and the downstream side is communicated with a throttle body or an intake manifold (neither is shown). As shown in FIG. 1, the intake duct body 4 is inserted into the intake chamber body 2a from an obliquely downward direction on the left side in the drawing and protrudes from the bottom surface, and a portion passing through the expansion chamber 3 is bent. ing. Also, as shown in FIG.
Is formed into a tubular shape by joining the halved members,
At the joint of the bent portion 4a inserted into the expansion chamber 3,
A mounting tongue 4b is formed, and the mounting tongue 4b is formed.
Are jointly fastened and fixed to a support bracket 2c protruding from the chamber body 2a. A plurality of communication holes 4c are formed in the bent portion 4a of the intake duct body 4 provided in the expansion chamber 3. As shown in FIGS. 1 and 4, the communication hole 4c is formed inward except for the outer portion 4d of the bent portion 4a. The pipe length and inner diameter of the intake duct body 4, the opening area of the communication hole 4c, and the number of holes (total opening area) are set according to the engine characteristics. According to such a configuration, the intake air flowing from the air cleaner (not shown) due to the operation of the engine is:
The air is guided to a throttle body (not shown) along the intake duct body 4 and supplied to each cylinder of the engine. When the engine is in the middle to low speed range, the flow rate of the intake air flowing through the intake duct main body 4 is relatively slow. Therefore, as shown by arrows in FIG. When passing through the bent portion 4a provided in the expansion chamber 3 formed in the
Flows out to the expansion chamber 3 from the communication hole 4c formed in the hole. At this time, the intake noise is silenced by the expansion action of the intake air, and the intake pulsation is reduced by the resonance action of the expansion chamber 3. As a result, the intake loss in the middle to low speed range is reduced, and the engine output can be improved. In this case, since the noise reduction characteristics of the intake noise vary depending on the pipe length and inner diameter of the intake duct main body 4, the opening area of the communication hole 4c and the number of drilled holes, an optimum value is set according to the characteristics of the engine used. . On the other hand, when the engine is in the high-speed range, the flow rate of the intake air flowing through the intake duct body 4 is relatively high, and therefore, as shown in FIG. Flows in the direction of the bending portion 4a at high speed,
The flow is guided by the inner wall surface of the outer portion 4d of the bent portion 4a. Since the communication hole 4c is not formed in the outer portion 4d, the intake air comes in contact with the communication hole 4c and is not disturbed, and the throttle body (shown in the figure) flows from the discharge end of the intake duct body 4 in a rectified state. Flows to the side. Therefore, as shown by the solid line in FIG. 5, in the middle to low speed range, the expansion chamber shown by the broken line is provided in comparison with the characteristic of the intake duct not provided with the intake chamber shown by the dashed line in FIG. It shows characteristics close to those of the intake duct. or,
In the high-speed range, the characteristic is closer to the characteristic of the intake duct without the intake chamber indicated by the dashed line, as compared with the characteristic of the intake duct including the intake chamber indicated by the broken line. As described above, in the present embodiment, the intake chamber 1 is not operated in the high speed range, and the intake air is supplied to the throttle body side in a rectified state along the intake duct body 4, so that the intake loss is reduced. And the engine output relatively increases. As a result, in both the middle and low speed range and the high speed range,
High filling efficiency can be obtained, and the engine output can be improved in each region. The intake duct body 4 passing through the expansion chamber 3
Is bent, and an outer portion 4d of the bent portion 4a
Since the communication device has a simple structure in which a communication hole 4c opening to the expansion chamber 3 is formed in a portion excluding the above, the entire device does not increase in size and can be manufactured at low cost. The tongue piece 4b formed on the intake duct main body 4 is inserted into the intake duct body 4 with the support bracket 2c protruding from the expansion chamber 3 inserted through the intake duct main body 4 without any interruption. Due to the fixation, the intake chamber 1 is reinforced by the intake duct body 4, and the rigidity of the intake chamber 1 is improved. As a result, radiation noise from the intake chamber 1 is reduced, and a higher noise reduction effect can be obtained. As described above, according to the present invention,
It is possible to realize both a silencing effect and an improvement in output in a middle and low speed range and an improvement in output in a high speed range with a simple structure without increasing the size of the entire device.
【図面の簡単な説明】
【図１】中低速域の吸気の流れを示す吸気ダクトの一部
断面正面図
【図２】図１の右側面図
【図３】図１のIII-III断面図
【図４】高速域の吸気の流れを示す図１相当の一部断面
正面図
【図５】エンジン回転数とトルク特性との関係を示す説
明図
【符号の説明】
１ 吸気チャンバ
４ 吸気ダクト本体
４ａ 屈曲部位
４ｃ 連通孔BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a partial cross-sectional front view of an intake duct showing a flow of intake air in a medium to low speed region. FIG. 2 is a right side view of FIG. 1. FIG. FIG. 4 is a partial sectional front view corresponding to FIG. 1 showing a flow of intake air in a high-speed region. FIG. 5 is an explanatory diagram showing a relationship between an engine speed and a torque characteristic. 4a Bending portion 4c Communication hole
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 平10−18925（ＪＰ，Ａ) 実開 平４−34457（ＪＰ，Ｕ) (58)調査した分野(Int.Cl.7，ＤＢ名) F02M 35/10 - 35/12 ──────────────────────────────────────────────────続 き Continuation of front page (56) References JP-A-10-18925 (JP, A) JP-A-4-34457 (JP, U) (58) Fields investigated (Int. Cl. 7 , DB name) F02M 35/10-35/12
Claims (1)
の中途に吸気チャンバを設けたエンジンの吸気ダクト構
造において、上記吸気チャンバをスロットルボディの直上流に設け、 上記吸気チャンバに挿通した上記吸気ダクト本体に屈曲
部位を形成すると共に、 上記吸気チャンバに臨まされている上記屈曲部位の外側
部を除いた部位に上記吸気チャンバ内に開口する連通孔
を複数穿設したことを特徴とするエンジンの吸気ダクト
構造。(57) [Claim 1] In an intake duct structure of an engine having an intake chamber in the middle of an intake duct body communicating with an intake manifold, the intake chamber is provided immediately upstream of a throttle body. A bent portion is formed in the intake duct main body inserted into the intake chamber, and a plurality of communication holes that open into the intake chamber are formed in portions except for an outer portion of the bent portion facing the intake chamber. An intake duct structure for an engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000324255A JP3516915B2 (en) | 2000-10-24 | 2000-10-24 | Engine intake duct structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000324255A JP3516915B2 (en) | 2000-10-24 | 2000-10-24 | Engine intake duct structure |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2002130065A JP2002130065A (en) | 2002-05-09 |
| JP3516915B2 true JP3516915B2 (en) | 2004-04-05 |
Family
ID=18801818
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000324255A Expired - Fee Related JP3516915B2 (en) | 2000-10-24 | 2000-10-24 | Engine intake duct structure |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3516915B2 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007049908A1 (en) * | 2005-10-24 | 2007-05-03 | Korea Wecosta Co., Ltd. | Air induction device for automobile |
| KR100827953B1 (en) * | 2006-10-19 | 2008-05-08 | 코리아웨코스타 주식회사 | Inspiration Device used Atuomobile |
| JP4671899B2 (en) * | 2006-03-31 | 2011-04-20 | 本田技研工業株式会社 | Internal combustion engine with intake silencer |
| US7921963B2 (en) * | 2006-03-31 | 2011-04-12 | Honda Motor Co., Ltd. | Internal combustion engine equipped with intake silencer |
| DE102014019147A1 (en) * | 2014-12-19 | 2016-06-23 | Daimler Ag | Air line for an intake of an internal combustion engine, in particular a motor vehicle |
| CN109578183B (en) * | 2017-09-28 | 2020-07-28 | 长城汽车股份有限公司 | Engine air inlet pipe and engine air inlet system |
| CN109356757A (en) * | 2018-12-19 | 2019-02-19 | 安徽江淮汽车集团股份有限公司 | A kind of gas handling system noise elimination structure |
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2000
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