JPH01280631A - Intake system for engine - Google Patents
Intake system for engineInfo
- Publication number
- JPH01280631A JPH01280631A JP63109411A JP10941188A JPH01280631A JP H01280631 A JPH01280631 A JP H01280631A JP 63109411 A JP63109411 A JP 63109411A JP 10941188 A JP10941188 A JP 10941188A JP H01280631 A JPH01280631 A JP H01280631A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- resonance
- engine
- group
- passages
- 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.)
- Granted
Links
- 230000000694 effects Effects 0.000 abstract description 31
- 238000011144 upstream manufacturing Methods 0.000 description 8
- 238000010586 diagram Methods 0.000 description 5
- 239000003292 glue Substances 0.000 description 2
- 206010011416 Croup infectious Diseases 0.000 description 1
- 244000000626 Daucus carota Species 0.000 description 1
- 235000002767 Daucus carota Nutrition 0.000 description 1
- 241000257465 Echinoidea Species 0.000 description 1
- 239000004927 clay Substances 0.000 description 1
- 230000000295 complement effect Effects 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 201000010549 croup Diseases 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000009182 swimming Effects 0.000 description 1
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
- F02B2075/1804—Number of cylinders
- F02B2075/1824—Number of cylinders six
Landscapes
- Characterised By The Charging Evacuation (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は共鳴効果によって吸気の充填効率を高めるよう
にしたエンジンの吸気装置面に関づるらのである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an intake system for an engine that enhances the filling efficiency of intake air by a resonance effect.
〔従来の技４＋ｉ ）
従来から、吸気の動的効果によ−）で充填効率を高める
ようにしたエンジンの吸気装置は種々知られている。例
えば、特公昭６０−１４１６９号公報に示された装置で
は、多気筒玉ンジンにおいて、吸気系を吸気順序が連続
しない気筒間１を向−グループとする２つのグループに
分け、この２つのグループの吸気系をそれぞれ、気筒別
の独立吸気通路（吸気マニホールドブランチ）のＰ流端
が接続された容積大の集合部と、この集合部から上流に
延びる共鳴通路とを備えて構成するととムに、上記集合
部に、」−記名グループの吸気系相ｑを連通遮断回能と
する切替装置を設け、各共鳴通路の上流端を上流側集合
室に接続している。ぞして、上記切替装置が上記各グル
ープ相Ｕを遮断した状態にあるときは、−１流側集合室
で廃用される吸気圧力波によってエンジンの低速域で過
給作用が得られるｊ、うに、十記ｌ流側集合某と各吸気
ボートとの間の吸気系による固有振動数を、没定してＪ
３ ＜とともに、ト記切替装酋が上記各吸気通路を連通
する状態どなったときは、比較的高速域で１記独立吸気
通路による慣性過給効果（各気筒ＩＤヒ独独眼吸気通路
上流端で反射される１］１力波が吸入終期に作用するこ
とによる過給効果）が得られる。」：うに、独立吸気通
路の長さ等を設定している。[Conventional Technique 4+i] Various engine intake systems have been known in which the filling efficiency is increased by the dynamic effect of intake air. For example, in the device disclosed in Japanese Patent Publication No. 60-14169, in a multi-cylinder engine, the intake system is divided into two groups, with the first group being between the cylinders where the intake order is not consecutive. When each intake system is configured to include a large-volume gathering section to which the P flow ends of independent intake passages (intake manifold branches) for each cylinder are connected, and a resonant passage extending upstream from this gathering section, A switching device is provided in the collecting section to connect and cut off the intake system phase q of the "--registered group," and connects the upstream end of each resonance passage to the upstream collecting chamber. Therefore, when the switching device is in a state where each of the group phases U is cut off, a supercharging effect is obtained in the low speed range of the engine by the intake pressure wave that is discarded in the −1 flow side collecting chamber. Then, by determining the natural frequency of the intake system between the downstream assembly and each intake boat, J
3. When the above switching device communicates with each of the above intake passages, the inertial supercharging effect by the independent intake passage (1) at relatively high speeds (the upstream end of each cylinder ID independent intake passage) A supercharging effect is obtained by the 1]1 force wave reflected at the end of suction. ”: Setting the length of the independent intake passage, etc.
（発明が解決しようとする課題）
上記吸気装置によると、」記独立吸気通路にＪ、る慣性
過給効果がエンジンの特定回転数域で得られるようにそ
の長さ等を設定Ｊる心数があるが、上記独立吸気通路は
各気筒毎にそれぞれ設【プられるので、上記のような独
立吸気通路の設定を要覆ると吸気系の一］ンパク１〜化
の面で不利である。そこで、吸気系の］ンパク１〜化を
図るためには、独立吸気通路よりし上流側の部分す含め
た吸気系にＪ：る共鳴効果を利用して高速域での過給！
１川をもたせることが望ましいが、とくにエンジンの許
容最高回転数付近の高速域で有効に共鳴効果をもｋせる
ようにしたものは従来においてなかった１、シかも、上
記従来装置では、各クループ毎の集合部の気筒１１１方
向−・端側に偏っ／、： （１／屏に共鳴通路か接続さ
れていることにより、各独立吸気通路と＃嗅通路との間
の距Ｈに気％：）ｊＩＪの較差が大きくなるＩこめ、各
気筒に対Ｊ−る吸気の分配性が悪くなり、高 。(Problem to be Solved by the Invention) According to the above-mentioned intake system, the length etc. of the independent intake passage are set so that the inertia supercharging effect is obtained in a specific rotation speed range of the engine. However, since the above-mentioned independent intake passages are provided for each cylinder, if the setting of the above-mentioned independent intake passages is changed, it is disadvantageous in terms of the intake system. Therefore, in order to make the intake system more compact, we can use the resonance effect of J: on the intake system, including the upstream portion of the independent intake passage, to achieve supercharging in the high-speed range!
Although it is desirable to have a resonance effect in the high-speed range, especially around the maximum allowable engine speed, there has been no prior art device that can effectively create a resonance effect. The cylinder 111 direction of each gathering part - biased toward the end side /,: (Because the resonant passage is connected to the 1/fold, the distance H between each independent intake passage and the olfactory passage is increased by %: ) As the difference in IJ increases, the distribution of intake air to each cylinder worsens, resulting in high
法域で共鳴過給を行なおうどじても各気筒に対する過給
作用にアンバランスが生じる等の問題があつＩこ。Even if resonance supercharging is carried out in the jurisdiction, there are problems such as an imbalance in the supercharging effect on each cylinder.
本発明は１配の事情＋Ｊ鋸、み、吸気系の］ンバク１〜
化に右利な構造どしつつ、とくにエンジンの許容最高回
転数付近の高速域で、有効に共鳴効果を発揮させてＬン
シン出力を高めることがてき、かつ、各気筒に対する吸
気の分配性も白土することができる］ニンジンの吸気装
置を１足供するしのである。The present invention is based on the following circumstances + J saw, and the intake system]
While having a structure that is advantageous for engine speed, it is able to effectively exhibit resonance effects and increase L-engine output, especially in the high-speed range near the maximum allowable engine speed, and also has good air distribution to each cylinder. [Can be made of white clay] A pair of carrot intake devices is provided.
〔課題を解決りるｌニーめの一′ｒ段〕本発明は」７記
の上−）＜ｚ 目的を達成づるため、エンジンの吸気系
を吸気順序が連続しない気筒間ｌを同一グループとする
複数のグルーグに分（プて、気１に）別の独ｒｔ吸気通
路を各グループ毎に各々集合させ、かつ、この各集合部
の略中火に（：吸気通路を接続するとともに、Ｐ記名グ
ループの独立吸気通路および集合部と各集合部に連なる
通路部分とで構成される共鳴系を、その最短共鳴用経路
による１（鳴同調回転数Ｎ１゛が］−ンシンのＲ′Ｆ容
最高回転数Ｎ ｍａｘに対して
０、７ＮｍｉｌＸ ＜Ｎｒ ＜ １ 、２Ｎｍａｘとな
るように設定したらのである。[Nearly 1'r stage to solve the problem] The present invention is based on the above-mentioned item 7 above-)<z. Separate intake passages are divided into a plurality of groups, and the intake passages are connected to approximately medium heat in each group, and the intake passages are connected to The resonance system consisting of the independent intake passages and collecting parts of the registered group and the passage parts connected to each collecting part is calculated by the shortest resonance path (1 (sound tuned rotation speed N1゛)) - the maximum R'F capacity of the engine. The rotational speed Nmax is set to 0.7NmilX <Nr<1, 2Nmax.
」−記構成によると、１記共鳴系によって高速域で共鳴
効果が得られ、つまり、上記共鳴系による共鳴効果は共
鳴同調回転数イ］近のある程麿の範囲にわたる回転数域
で得られることから、共鳴同調回転数Ｎｒが１配許容最
高回転数Ｎ ｍａｘに対して０、 ７Ｎｍａｘ
＜Ｎｒ ＜ １ 、 ２Ｎｍａｘとなるよう
に設定しておくことにより、後に一■）ボするように特
に許容最高回転数Ｎ ｍａｘ伺近の高速域でＪ（鳴過給
ｆｌ用が社）られる。この場合に、１記名集合部の略中
火にＪ：吸気通路が接続されていることにより、各気筒
に対重る吸気の分配性が良くなり、有効に共鳴過給作用
が発揮される、。According to the above configuration, the resonant system described in 1. obtains a resonance effect in a high-speed range, that is, the resonance effect by the above-mentioned resonant system is obtained in a rotational speed range over a certain range near the resonance tuning rotational speed A]. Therefore, the resonance tuning rotation speed Nr is 0, 7Nmax for the maximum allowable rotation speed Nmax.
<Nr<1, by setting 2Nmax, J (sound for supercharging fl) will be applied especially in the high speed range near the maximum allowable rotational speed Nmax, so as to cause the engine to erode later. In this case, by connecting the J: intake passage to the approximately medium heat of the first collecting part, the distribution of the intake air to each cylinder is improved, and the resonance supercharging effect is effectively exerted. .
（実施例）
第１図は木５で明の装ｒＩ”をＶ型６気筒エンジンに適
用した場合の一実席例を示しており、この図において、
Ｖ型”エンジンの一方のバンク１には１番、２番、３番
の３つの気ｆ１３ ａ 、 ３ ｉ） 、 ３ Ｃが設
はられ、他方のバンク２には４番、５番、６番の３つの
気筒３ｄ、３ｅ、３ｆ′ｂ（設【プられている。」二記
名気筒３ ａ−３１にはそれぞれ吸気ボート４ａへ・４
ｆ’および排気ボート（図示省略）が配設され、これ
らのボー１〜が図外の吸気弁おにびＪＡ＋気弁によ−）
でそれぞれ所定のクイミングＣ聞閉される。ト配各吸気
ボート／ｌａ〜４丁にはそれぞれ短い独ｒｔ吸気通路５
８〜５ｆが接続されＣいる。(Example) Fig. 1 shows an example of an actual seat when Ming's installation rI'' is applied to a V-type 6-cylinder engine, and in this figure,
One bank 1 of the V-type engine is equipped with three engines No. 1, 2, and 3, and the other bank 2 is equipped with No. 4, No. 5, and No. 6. Three cylinders 3d, 3e, 3f'b (numbered cylinders 3d, 3e, 3f'b) are installed. Two cylinders 3a-31 are connected to intake boats 4a and 4, respectively.
f' and an exhaust boat (not shown) are arranged, and these boats 1~ are connected to the intake valves (not shown) by the intake valves (not shown).
Each predetermined swimming C is closed. Each intake boat/la to 4 boats has a short rt intake passage 5
8 to 5f are connected.
−１記各気筒３ａ・〜・３（の吸気順序（点火順序）は
、１番気筒３ａ−）４番気筒３ ｄ−２番気筒３ｂ→５
）番気筒３ｅ→３番気筒３ Ｃ； −＋ ６番気筒３４
の順となっている。-1 The intake order (ignition order) of each cylinder 3a...
) No. cylinder 3e → No. 3 cylinder 3 C; -+ No. 6 cylinder 34
The order is as follows.
このエンジンの吸気系は吸気順序が連続しない気筒同士
を同一グルーグとする２つのグループに分りられ、−）
まり１記吸気順序にＪ、ると、一方の−〇 −
バンク１の各気筒３ａ〜３ｃはｎいに吸気順序が連続せ
ず、他方のバンク２の各気筒３ｄ〜３ｆムＢ７いに吸気
順序が連続しないので、吸気系が一方のバンク１側のグ
ループ（第１グループ）と他方のバンク２側のグループ
（第２グループ）とに分（プられている。そしで、第１
グループの各独立吸気通路５ａ〜５Ｃおよび第２グルー
プの各独立吸気通路５ｄ〜５ｆは、各グループ毎に各々
集合されている。このグループ別の各集合部６．７は、
気筒列方向に沿った通路状に形成され、この各集合部６
，７の略中央に１：吸気通路１０が接続されている。The intake system of this engine is divided into two groups in which cylinders whose intake order is not consecutive are in the same group.
If the intake order is J, then the intake order of the cylinders 3a to 3c of one bank 1 is not consecutive, and the intake order of each cylinder 3d to 3f of the other bank 2 is not consecutive. Since the order is not consecutive, the intake system is divided into one group on the bank 1 side (first group) and the other group on the bank 2 side (second group).
The independent intake passages 5a to 5C of the group and the independent intake passages 5d to 5f of the second group are assembled in each group. Each group 6.7 is as follows:
Each gathering portion 6 is formed in the shape of a passage along the cylinder row direction.
, 7, an intake passage 10 is connected thereto.
上記主吸気通路１０は、上記各集合部６．７の略中央に
上流端が接続されるととｔ）に上流端側で互いに連通さ
れたグループ別吸気通路１１．１２と、この各グループ
別吸気通路１１．１２の４丁流端側連通箇所１３に接続
されｌこ土浦側の共通吸気通路１４とで構成され、共通
吸気通路１４には」７流側から順にＴアクリープ１５．
Ｔ−アフロ−メータ１６およびスロットル弁１７が配設
されている。。The main intake passage 10 has an upstream end connected to approximately the center of each gathering portion 6.7, and t) group intake passages 11.12 which communicate with each other at the upstream end side, and each group The common intake passage 14 is connected to the communication point 13 on the 4th stream end side of the intake passages 11, 12 and the common intake passage 14 on the Tsuchiura side.
A T-Aflow meter 16 and a throttle valve 17 are provided. .
この実流例では、各グループ別吸気通路１１゜１２の土
浦端側連通箇所１３が共鳴用圧力反転部となり、第１グ
ループ側の各独立吸気通路５ａ〜５Ｃ１集合部６および
グループ別吸気通路１１と、第２グルーグ側の各独０吸
気通路５ｄ〜５ｆ、集合部７おＪ：びグループ別吸気通
路１２とで゛、各グループに対する共鳴系がそれぞれ構
成されている。In this actual flow example, the communication point 13 on the Tsuchiura end side of the intake passages 11° 12 for each group becomes the pressure reversal part for resonance, and the gathering part 6 of each independent intake passage 5a to 5C1 on the side of the first group and the intake passage 11 for each group The individual intake passages 5d to 5f on the second group side, the gathering portion 7 and the group-specific intake passages 12 constitute a resonance system for each group.
そ【ノで、後述の■、■式から求められる共鳴系の同調
回転数Ｎｒが、エンジンの信頼性等の而から定められｌ
こエンジンの許容最高回転数Ｎ ｍａｘに対し、
０、 ７Ｎｍａｘ ＜Ｎｒ ＜ １ 、
２Ｎｍａｘ ・−−・−−■という関係を
満足する。」；うに、共鳴系を構成する各部分の長さ、
断面積、容積等が設定されている。Therefore, the tuning rotation speed Nr of the resonance system, which is determined from equations
For the maximum allowable rotation speed Nmax of this engine, 0, 7Nmax <Nr < 1,
2Nmax ・−・−−■ The relationship is satisfied. ”; sea urchin, the length of each part that makes up the resonance system,
Cross-sectional area, volume, etc. are set.
なお、共鳴系の構成としては、第２図に示すように、複
数の共鳴用経路を５９け、エンジン回転数に応じて共鳴
用経路を切替える、Ｊ：うにしておいてもよい＋＋ ′
？Ｊ ４ｒわら、第２図に示す実施例で゛は、主吸気通
路１０に（１５Ｃｊるグループ別吸気通路１１゜１２の
下流端部に、各集合部６．７を連通Ｊる連通路１８か設
りられ、この連通路１８中に、図外の作動手段に、」；
すエンジンの低速域で閉じられて高速域で聞かれる開閉
弁１９が設置）られている。As shown in FIG. 2, the resonance system may have a configuration in which there are 59 resonance paths and the resonance paths are switched according to the engine speed.
? In the embodiment shown in FIG. In this communication path 18, an actuating means (not shown) is provided.
An on-off valve 19 is installed that is closed in the low speed range of the engine and is heard in the high speed range.
そして、開閉弁１９が連通路１８を閉じた状態では、各
グループの独立吸気通路５ａ〜５ｃおよび５ｄ〜５ｆか
らグループ別吸気通路１１．１２の上流端側連通箇所１
３まて・・が共鳴用経路となり、開閉弁１９が連通路１
８を開いた状態では、各グループの独立吸気通路５ ａ
−５Ｃおよび５ｄ〜５ｆから連通路１８にわたる部分が
共鳴用経路となるようにしている。連通路はグループ別
吸気通路の途中に設けても、ｊ：＜、さらに複数箇所に
連通路を設（）て多段階に共鳴用経路を切替えるように
してｂＪ：い。また、この図に示すように、各グループ
毎の集合部６．７は、ある程度の容積を右づるように拡
大させておいてムよい。When the on-off valve 19 closes the communication passage 18, the upstream end side communication portion 1 of the group-specific intake passage 11.12 is connected to the independent intake passages 5a to 5c and 5d to 5f of each group.
3. is the resonance path, and the on-off valve 19 is the communication path 1.
8 is open, each group's independent intake passage 5 a
The portion extending from -5C and 5d to 5f to the communication path 18 is designed to be a resonance path. Even if the communication passage is provided in the middle of the intake passages for each group, it is possible to provide communication passages at a plurality of locations and switch the resonance path in multiple stages. Further, as shown in this figure, the gathering portion 6.7 for each group may be enlarged to some extent in volume to the right.
この第２図の実施例による揚台、共鳴系の最短共鳴用経
路、つまり上記開閉弁１９によって連通路１ε３が聞か
れたときの」ξ鳴用経路ににるＪξ鳴１ｉｉ１調回転数
Ｎｒが、エンジンの許容回転数に対し、前記０代の関係
となるように設定されている。According to the embodiment of FIG. 2, the shortest resonance path of the resonance system, that is, the Jξ sound 1ii 1 tone rotation speed Nr on the ξ sound path when the communication path 1ε3 is heard by the on-off valve 19, is , is set to have the above-mentioned relationship in the range of 0 with respect to the allowable rotational speed of the engine.
このような吸気装置におりる共鳴系の設定条件および共
鳴効果を、第３図乃〒第５図を参照しつ゛つ説明する。The setting conditions and resonance effects of the resonance system in such an intake device will be explained with reference to FIGS. 3 to 5.
吸気系を吸気類）Ｙか連続しない気筒間」を同一・グル
ープとする２つのグループにねりで共鳴系を構成してい
ることにより、その各クループにおいてそれぞれ、各気
筒の作動により生じる圧力波が吸気ボート／Ｉａ〜４ｃ
、４ｄ〜４ｆと前記斤力反転部との間で伝播して、共鳴
系を構成する部分にｊ］−力振動が生じる。そして、共
鳴系の固有振動の周期が各グルー１毎の吸入周期と合致
（共鳴固有振動数νｒが各グループ角の吸入回数と合致
）するとき、同一グループの各気筒に生じる圧力波が共
振し、仕方振動が最ら強められる状態となる。By constructing a resonance system by twisting the intake system into two groups in which the intake system (intake class) Y or discontinuous cylinders are the same group, the pressure waves generated by the operation of each cylinder in each group are Intake boat/Ia~4c
, 4d to 4f and the above-mentioned scooping force reversal section, and j]-force vibration is generated in the part constituting the resonance system. When the period of the natural vibration of the resonance system matches the suction period of each glue 1 (the resonance natural frequency νr matches the number of suctions of each group angle), the pressure waves generated in each cylinder of the same group resonate. , the state in which the vibration becomes the strongest is reached.
この状態となるエンジン回転数か共鳴同調回転数Ｎｒで
ある。The engine rotational speed at which this state occurs is the resonance tuning rotational speed Nr.
ここで、第１図または第２図の吸気系をモデ゛ル化して
示した第３図を参照しつ゛つ、共鳴固有振動数νｒと共
鳴同調回転数Ｎ ＋’を求めると、次の■。Here, referring to FIG. 3 which shows a model of the intake system in FIG. 1 or 2, the resonance natural frequency νr and the resonance tuning rotation speed N+' are determined as follows (2).
−］〇 − ■式のようになる。−】〇 − ■It becomes like the formula.
Ｎｒ ＝ （１２０／ｍ） ×ｖｒ −−−−−−
（Ｘ）ｖｒ ＝ （ａ／４ ） Ｘ （１／
（Ｖｒ ／Ｆ ＋ Ｌ、＋Ｉ）） ）・・
・・・・■
ｍ：１グループの気筒数
ａ：音速
Ｖｒ：１グループの独立吸気通路と集合部（第３３図中
の斜線部分）の容量
Ｆ：集合部を連通Ｊる連通部分の平均断面積１−：１配
達通部分の中点までの良さ
１）二十記連通部分の」！均直径（管端補ｉＦ ）つま
り、共鳴系の等価長が近似的に（Ｖｒ／Ｆ＋ １．、、
−＋−Ｄ ）となり、かつ、上記連通部分の中熱では圧
力波の正負が反転して反射される関係で圧力波の２往復
分が１周期に相当することから、ｊｔ鳴固石振動数νｒ
が近似的に十記■式で求められる。Nr = (120/m) ×vr −−−−−−
(X)vr = (a/4)
(Vr /F + L, +I)) )...
...■ m: Number of cylinders in one group a: Speed of sound Vr: Capacity of the independent intake passages in one group and the gathering section (shaded area in Fig. 33) F: Average cross section of the communicating section that connects the gathering section J Area 1-: Goodness to the midpoint of the 1 delivery section 1) of the 20-letter communication section! The uniform diameter (tube end complement iF), that is, the equivalent length of the resonance system is approximately (Vr/F+ 1.,
-+-D ), and since the pressure waves are reflected with their polarity reversed in the medium heat of the above-mentioned communicating part, two round trips of the pressure waves correspond to one cycle, so the jt Nagatsuite frequency νr
can be approximately determined using the formula.
また、各グループ毎にエンジンの２回転で１グループの
気筒数ｍだけ吸気を行なう関係で、１秒当りの吸入回数
と固有振動数ｖ１・とか−・致りるどさの回転数である
共鳴同調回転数Ｎｒは１２０式で′求められる。In addition, since each group takes in air for the number of cylinders in one group (m) with two revolutions of the engine, the number of intakes per second and the natural frequency v1, which is the number of revolutions at the end, are the resonance. The tuning rotation speed Nr can be found using equation 120.
このように、上記容量■「と連通部分におｔづる上記平
均断面積Ｆ、良ざ１−および平均１径１つにより共鳴同
調回転数Ｎｒか定まり、この共鳴同調回転数Ｎｒを高速
側に設定しておくことにより、この共鳴同調回転数Ｎｒ
何近の高速域で、共鳴効果に、Ｊ：る過給作用が得られ
てＴンジン出力が高められる。、この場合、どくに主吸
気通路１０のグループ別吸気通路１１．１２のト流端が
各集合部６゜７の略中火に接続されていること＆、、ｍ
、Ｊ：す、この接続箇所から各気筒の吸気ボー１−ま
での長さのアンバランスが小さくなり、各気筒に対する
吸気の分配性が良くな−）−Ｃ１高速域で共鳴効果を持
たせる場合にも共鳴効果による吸気過給ｆ＋用が有効に
発揮される。このため、この構造（こよる場合のＴンジ
ン出力１−ルクは第１図に線へて示ずＪ、うに、各集合
部６，７の一端側に１：吸気通路を接続しｌこ場合（線
口）よりも高められることとなる。In this way, the resonance tuning rotation speed Nr is determined by the above average cross-sectional area F, the fineness 1- and the average diameter 1, which are connected to the above-mentioned capacitance ■, and the resonance tuning rotation speed Nr is set to the high speed side. By setting this resonance tuning rotation speed Nr
At high speeds, the resonance effect produces a supercharging effect that increases engine output. In this case, the flow ends of the grouped intake passages 11 and 12 of the main intake passage 10 are connected to the approximately medium heat of each gathering part 6.
, J: So, the imbalance in the length from this connection point to each cylinder's intake bow 1- is reduced, and the distribution of intake air to each cylinder is improved.-)-C1 When creating a resonance effect in the high-speed range Also, intake supercharging f+ due to the resonance effect is effectively exerted. For this reason, in this structure (the T engine output 1-lux in this case is not shown by the line in Fig. (line entrance).
まｌζ、第５図はに記Ｊｔｌ鳥１１）１調回転数Ｎ ｒ
を種々の（「１【こ設定し／、＝場合の１−ンシン出力
１−ルクのＢｊ ＋１（線へ１〜△５）を、共鳴効果を
有しない場合の特性（線Ｃ）と比較して示す。この図に
おいて、線Δ１は共鳴同調回転数Ｎｒを：エンジンの二
′１容最高回転数Ｎ ｍａｘとした場合の特性であり、
この場合は」二記許容最高回転数Ｎ ｍａｘでエンモレ
出力ｌりルクがピークどなり、そのイ」近の高速域で出
力１ヘルクか高められる。また、［０，７Ｎｍａｘ ＜
Ｎｒ〈１“、２ＮＩｌｌａＸ］の範囲であれば共鳴同調
回転数ＮｒがＷ１容最高回転数Ｎ ｍａｘからずれｔこ
賜金（線Ａ２ 、 Ａ３ ）でも、許容最高回転数Ｎｍ
ａｘイ」近において、エンジン出力１〜ルクがピークＪ
：りは低下するものの」を嗅効県を有しない場合より充
分に高くなる。ところが、１記範囲よりも低速側に人さ
く共鳴同調回転数Ｎｒがずれると、許容最高回転数Ｎｍ
ａｘ（；ｊ近にＩ３ ＆ｊる１ンジン出力トルクが共鳴
効果を有しない場合よりも低トして逆効果となり（線Ａ
４）、また上記範囲よりも高速側に大きく共鳴同調回転
数Ｎｒがずれると、許容最高回転数Ｎ ｍａｘ以下では
１ンジン出力トルクが共鳴効果を有しない場合とはとｌ
υど変りがなくイ１っＣしまう（線へ５）。11) 1st key rotation speed N r
Compare the Bj +1 (1 to △5 to the line) of the 1-shin output 1-lux for various (1 [this setting /, = case) with the characteristic (line C) when there is no resonance effect. In this figure, the line Δ1 is the characteristic when the resonance tuning speed Nr is the maximum engine speed Nmax,
In this case, the entrainment output torque reaches its peak at the allowable maximum rotational speed Nmax, and the output is increased by one torque in the high speed range near that point. Also, [0,7Nmax <
If Nr<1", 2NIllaX], even if the resonance tuning rotational speed Nr deviates from the W1 maximum rotational speed Nmax (lines A2, A3), the allowable maximum rotational speed Nm
When the engine output is 1 to 1, the engine output peaks at J
Although the olfactory effect is lower, it is still significantly higher than that without the olfactory effect. However, if the resonance tuning rotation speed Nr deviates to the lower speed side than the range 1, the maximum allowable rotation speed Nm
1 engine output torque near I3 &j ax (;
4) Also, if the resonance tuning rotation speed Nr deviates significantly to the higher speed side than the above range, the case where one engine output torque does not have a resonance effect below the maximum allowable rotation speed Nmax is l.
There is no change in υ and I1C goes away (to the line 5).
従って、例えば第１図に示す実施例ににる場合は、グル
ープ別吸気通路１１．１２を集合部６゜７の間の連通部
分として、十記■、■弐〇求められる共鳴同調回転数Ｎ
ｒが十記範囲内となるように設定しておくことにより、
ム１容最高回転数ＮｍａＸ付近の高速域でｊｔ鳴効末に
よりＴンジン出力が高められることどなる。また、第２
図の実施例にＪ：る場合は、連通路１ε３を上記連通部
分としたときの十記■、■式で求められる共鳴同調回転
数Ｎｒが上記範囲内となる、」：うに設定しておくこと
にＪ、す、開閉弁１９がｎｉｌ ｌ）＼ｒｔだどきはｆ
ｆ１Ｑ容最高回転数Ｎ ｍａｘ付近の高速域Ｑ共鳴効果
により１ンジン出力が高められるー・ｈ、開閉弁１９が
閉じられたときは共鳴用経路が良くなつＣ固有振動数が
低下することにより、比較的低速域でｂ共鳴効果を持た
せることができる。Therefore, for example, in the case of the embodiment shown in FIG.
By setting r so that it is within the ten range,
In the high-speed range near the maximum engine speed Nmax, the T engine output is increased by the end of the engine. Also, the second
In the example shown in the figure, if the communication path 1ε3 is used as the communication part, the resonance tuning rotation speed Nr determined by the equations 1 and 2 will be within the above range. In particular, the on-off valve 19 is nil.
The engine output is increased due to the Q resonance effect in the high-speed region near the maximum rotational speed N max.When the on-off valve 19 is closed, the resonance path becomes better and the C natural frequency decreases, It is possible to create a b-resonance effect in a relatively low speed range.
なお、−１記の第１図、第２図に示−づ実施例では■型
６気筒王ンジンに本発明を適用しているが、仙の多気筒
１−ンジンｔこ−し本発明を適用づることが−ｉ７１−
でき、その数例を第６図乃至第８図に示７１’第６図は
Ｖ型４気筒Ｔンジンに適用した場合をポし、この場合も
、−・方のバンク２１の気筒２３ａ、２３ｂ同ｔ、およ
び他方のバンク２２の気筒２３Ｇ、２３ｄ間」は、それ
ぞれ吸気順序が連続しないので、吸気系が一万のバンク
２１側のグループと他方のバンク２２側のグループとに
分りられ、一方のバンク２１側の独立吸気通路２５ａ。In addition, in the embodiment shown in FIGS. 1 and 2 in Section 1, the present invention is applied to a type 6-cylinder engine, but the present invention is applied to a multi-cylinder 1-engine engine. It can be applied -i71-, and some examples are shown in Figs. Since the intake order is not consecutive between the cylinders 23a and 23b of the bank 21 and the cylinders 23G and 23d of the other bank 22, the intake system is different between the 10,000 group on the bank 21 side and the group on the other bank 22 side. An independent intake passage 25a on one bank 21 side.
２５ｂおよび他方のバンク２１側の独立吸気通路２５ｃ
、２５ｄがそれぞれ集合されて、その各集合部２６．２
７に主吸気通路３０のグループ別吸％通路３１．３２が
接続されている。25b and the independent intake passage 25c on the other bank 21 side
, 25d are collected, and each collection part 26.2
Group-specific intake percentage passages 31 and 32 of the main intake passage 30 are connected to 7.
第７図は直列４気筒丁ンジンに適用した場合を示し、こ
の場合は、吸気順序が連続しない１番気筒４３ａど４番
気筒４３ ｄとが第１グループ、２番気筒４３ｂと３番
気筒４３ｃどが第２グルー１とされ、これらのグループ
毎に、各独立吸気通路４５ａ、４５ｄおよび４．５ｂ、
４５ｃがそれぞれ集合されて、その各集合部４６．’１
７に１吸気通路５０の各グループ′別吸気通路５１．５
２がそれそれ接続されでいる。FIG. 7 shows a case where the application is applied to an in-line four-cylinder engine. In this case, the first cylinder 43a and the fourth cylinder 43d, which have non-consecutive intake orders, are in the first group, and the second cylinder 43b and the third cylinder 43c are in the first group. which is the second group 1, and for each group, each independent intake passage 45a, 45d and 4.5b,
45c are respectively collected, and each collection part 46. '1
7 to 1 for each group of intake passages 50' separate intake passages 51.5
2 are connected one by one.
第８図はＶ ｉｓ’ ８気筒ゴンジンに適用した場合を
示し、この場合ら、吸気順序が連続しない気筒同士を同
一・グループとするように、吸気系が一力のパンクロ１
側のグループと他方のパンクロ２側のグループとに分り
られ、これらのグループ毎に、各気筒６３ａ〜６３ｄお
よび６３ｅ〜６３ｈの独立吸気通路６Ｅ）ａ〜６５ｄお
にび６５ ｅ 〜６５１）がそれぞれ集合されて、その
各集合部６６．６７に主吸気通路７０の各グループ別吸
気通路７１゜７２がそれぞれ接続されている。Figure 8 shows the case where it is applied to a V is' 8-cylinder engine.
The cylinders 63a to 63d and 63e to 63h have independent intake passages 6E) to 65d and 65e to 651) for each of the cylinders 63a to 63d and 63e to 63h, respectively. Each group of intake passages 71 and 72 of the main intake passage 70 is connected to each collection part 66 and 67, respectively.
これら第６図乃至第８図に示す各実施例でも、各グルー
１の独立吸気通路ｉ１３よび集合部とそのト流の連通部
分となるグループ別吸気通路とで共鳴系を構成し、この
共鳴系を、前述の■、■式で求められる」ξ鳴同調回転
数ＮｒがエンジンのＦｆ容最高同転数Ｎ ｍａｘに対し
Ｃ前２０式の関係を満足する範囲どなるように設定して
おくとともに、各集合部の略中火に主吸気通路のグルー
プ別吸気通路を接続りることにより、十記泊容回転数イ
」近の高−’１６ −
速成て共鳴効果が得られ、がっ、各気筒に対−りる吸気
の分配性が高められることとなる。また、これら第６図
乃至第８図に示づ吸気装置においても、第２図の実施例
に準じて、良さの責なる複数の」Ｌ鳴用経路を設け、エ
ンジン回転数に応じて共鳴用経路を切替えてもよい。In each of the embodiments shown in FIGS. 6 to 8, a resonance system is formed by the independent intake passages i13 of each glue 1 and the grouped intake passages that are the communication parts of the collective part and the flow. is set so that the ξ-sounding rotation speed Nr, which is determined by the above formulas ■ and ■, satisfies the relationship of Equation 20 with respect to the engine's Ff maximum synchronization speed Nmax, and By connecting the intake passages of each group of the main intake passage to the approximately medium heat of each gathering part, a resonance effect can be obtained at high engine speeds near 16-16. This results in improved distribution of intake air to the cylinders. Also, in the intake systems shown in FIGS. 6 to 8, a plurality of "L" sounding paths are provided, which are responsible for good quality, in accordance with the embodiment shown in FIG. The route may be switched.
（発明の効果〕
以上のように本発明は、吸気順序が連続しない気筒同士
を同一グループとする各グループ毎の気筒別の独立吸気
通路および集合部と各集合部に連なる通路部分とで構成
される共鳴系を、その最短共鳴用経路による共鳴同調回
転数Ｎｒがこ［ンジンの許容最高回転数Ｎ ｍａｘに対
して
０、７Ｎｍａｘ ＜Ｎｒ ＜ｉ、 ２Ｎｎ＋ａｘとなる
ように設定１）でいるため、吸気系を−」ンバク１〜な
構造としつつ、エンジンの許容最高回転数イ」近で共鳴
効果ににり充填効率を高めることができる。その上、十
記名クループの集合部の略中央にト吸気通路を接続し一
〇いるので、各気筒に対４る吸気の分配性が高められて
、高速域での共鳴による過給作用が有効に発揮され、エ
ンジン出力を大幅に高めることができるものｒある。(Effects of the Invention) As described above, the present invention includes an independent intake passage and a gathering portion for each cylinder in each group in which cylinders whose intake order is not consecutive are grouped into the same group, and a passage portion connected to each gathering portion. The resonance system is set so that the resonance tuning rotation speed Nr due to the shortest resonance path is 0, 7Nmax < Nr < i, 2Nn + ax with respect to the engine's allowable maximum rotation speed N max 1). While the intake system has a compact structure, it is possible to increase the filling efficiency due to the resonance effect near the engine's maximum allowable rotation speed. Furthermore, since the intake passage is connected to the approximate center of the gathering part of the ten croup, the distribution of the intake air to each cylinder is improved, and the supercharging effect due to resonance in the high speed range is effective. There are some things that can significantly increase engine output.
第１図は本発明の吸気装置をＶ型６気筒エンジンに適用
り、 ７ｊ揚含の−・実施例を示づ吸気装置概略図、第
２図は別の実施例を示す吸気装置概略図、第３図は第１
図または第２図の吸気装置をモデル化して示す説明図、
第４図は上記吸気装置によるエンジン出力トルクのｆｉ
ｌを、主吸気通路が集合部の−・端側に接続された場合
と比較して示す特性図、第５図は共鳴同調回転数を種々
変えた場合のＴンジン出力トルクの狛竹図、第６図乃芋
第８図はＶ型６気筒］−ンジン以外の各種多気筒−１ン
シンに適用した場合の各実施例を示す吸気装置概略図で
ある。
３ａ〜ご３ ＋’、２３ａ−２３ｄ、４３ａ＝４３ｄ。
６３ ａ−６３ｈ ・−・気筒、りａ−５１’ 、 ２
ｂ ａ 〜２：）＜」、／Ｉ ５ａ−４５ｄ、６５ａ
−６５［１−・・独立吸気通路、６，７．２６．２７．
／１６，４７，６６゜６７・・・集合部、１０，３０
．５０．７０・・・主吸気通路。
特Ω′［出願人 マ ツ ダ 株式会召代
理 人 弁理士 手行 悦ｉ″Ｉ］同
弁理」 艮■ｌ
ｉ）同 弁理士 伊藤 孝夫第 ３
図
第 ４ 図
第 ５ 図
エンン゛ン回取ｌ父（ｘｌ♂ｒｐｍ）
２３４５６７ ′
エフブン回転ｔ（Ｘ １０１０３ｒｐ
第 ６ 図Fig. 1 is a schematic diagram of an intake system showing an embodiment in which the intake system of the present invention is applied to a V type 6-cylinder engine, and Fig. 2 is a schematic diagram of an intake system showing another embodiment. Figure 3 is the first
An explanatory diagram showing a model of the intake device in FIG.
Figure 4 shows the engine output torque fi due to the above intake system.
Figure 5 is a characteristic diagram showing the T engine output torque when the resonance tuning rotation speed is variously changed. FIG. 6 and FIG. 8 are schematic diagrams of intake systems showing various embodiments when applied to various multi-cylinder engines other than V-type six-cylinder engines. 3a~go3+', 23a-23d, 43a=43d. 63 a-63h --- cylinder, ri a-51', 2
ba ~2:)<'', /I 5a-45d, 65a
-65[1-...Independent intake passage, 6,7.26.27.
/16,47,66°67... assembly part, 10,30
．． 50.70...Main intake passage. Special Ω′ [Applicant Mazda Co., Ltd.
Patent Attorney Tegyo Etsu i″I] Same
``Patent Attorney'' 艮■l
i) Patent Attorney Takao Ito 3rd
Figure 4 Figure 5 Engine rotation t (xl♂rpm) 234567' Efun rotation t (X 10103rp Figure 6
Claims (1)
を同一グループとする複数のグループに分けて、気筒別
の独立吸気通路を各グループ毎に各々集合させ、かつ、
この各集合部の略中央に主吸気通路を接続するとともに
、上記各グループの独立吸気通路および集合部と各集合
部に連なる通路部分とで構成される共鳴系を、その最短
共鳴用経路による共鳴同調回転数Ｎｒがエンジンの許容
最高回転数Ｎｍａｘに対して ０．７Ｎｍａｘ＜Ｎｒ＜１．２Ｎｍａｘ となるように設定したことを特徴とするエンジンの吸気
装置。[Scope of Claims] 1. The intake system of the engine is divided into a plurality of groups in which cylinders whose intake order is not consecutive are grouped into the same group, and independent intake passages for each cylinder are assembled in each group, and
The main intake passage is connected to approximately the center of each gathering part, and the resonance system consisting of the independent intake passages of each group, the gathering part, and the passage part connected to each gathering part is connected to the resonance system through the shortest resonance path. An intake system for an engine, characterized in that a tuned rotational speed Nr is set such that 0.7Nmax<Nr<1.2Nmax with respect to a maximum allowable engine rotational speed Nmax.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10941188A JP2820411B2 (en) | 1988-05-02 | 1988-05-02 | Engine intake system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10941188A JP2820411B2 (en) | 1988-05-02 | 1988-05-02 | Engine intake system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01280631A true JPH01280631A (en) | 1989-11-10 |
| JP2820411B2 JP2820411B2 (en) | 1998-11-05 |
Family
ID=14509567
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10941188A Expired - Fee Related JP2820411B2 (en) | 1988-05-02 | 1988-05-02 | Engine intake system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2820411B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007023863A (en) * | 2005-07-14 | 2007-02-01 | Toyota Motor Corp | Intake device |
| US7556008B2 (en) | 2006-06-29 | 2009-07-07 | Nissan Motor Co., Ltd. | Internal combustion engine intake device |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57148024A (en) * | 1981-03-11 | 1982-09-13 | Hino Motors Ltd | Intake and exhaust for diesel engine |
| JPS57153924A (en) * | 1981-03-20 | 1982-09-22 | Hino Motors Ltd | Inertia supercharging intake manifold in internal combustion engine |
| JPS5988223U (en) * | 1982-12-07 | 1984-06-14 | いすゞ自動車株式会社 | Intake system for multi-cylinder internal combustion engine |
| JPS5988221U (en) * | 1982-12-07 | 1984-06-14 | いすゞ自動車株式会社 | Intake system for multi-cylinder internal combustion engine |
| JPS5988222U (en) * | 1982-12-07 | 1984-06-14 | いすゞ自動車株式会社 | Intake system for multi-cylinder internal combustion engine |
| JPS61116128U (en) * | 1984-12-29 | 1986-07-22 | ||
| JPS6254233U (en) * | 1985-09-24 | 1987-04-03 |
-
1988
- 1988-05-02 JP JP10941188A patent/JP2820411B2/en not_active Expired - Fee Related
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57148024A (en) * | 1981-03-11 | 1982-09-13 | Hino Motors Ltd | Intake and exhaust for diesel engine |
| JPS57153924A (en) * | 1981-03-20 | 1982-09-22 | Hino Motors Ltd | Inertia supercharging intake manifold in internal combustion engine |
| JPS5988223U (en) * | 1982-12-07 | 1984-06-14 | いすゞ自動車株式会社 | Intake system for multi-cylinder internal combustion engine |
| JPS5988221U (en) * | 1982-12-07 | 1984-06-14 | いすゞ自動車株式会社 | Intake system for multi-cylinder internal combustion engine |
| JPS5988222U (en) * | 1982-12-07 | 1984-06-14 | いすゞ自動車株式会社 | Intake system for multi-cylinder internal combustion engine |
| JPS61116128U (en) * | 1984-12-29 | 1986-07-22 | ||
| JPS6254233U (en) * | 1985-09-24 | 1987-04-03 |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007023863A (en) * | 2005-07-14 | 2007-02-01 | Toyota Motor Corp | Intake device |
| US7556008B2 (en) | 2006-06-29 | 2009-07-07 | Nissan Motor Co., Ltd. | Internal combustion engine intake device |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2820411B2 (en) | 1998-11-05 |
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