JPH02102322A - Suction device for type v engine - Google Patents
Suction device for type v engineInfo
- Publication number
- JPH02102322A JPH02102322A JP63254557A JP25455788A JPH02102322A JP H02102322 A JPH02102322 A JP H02102322A JP 63254557 A JP63254557 A JP 63254557A JP 25455788 A JP25455788 A JP 25455788A JP H02102322 A JPH02102322 A JP H02102322A
- Authority
- JP
- Japan
- Prior art keywords
- intake passage
- intake
- passage
- speed
- bank
- 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.)
- Pending
Links
- 238000004891 communication Methods 0.000 claims description 47
- 238000011144 upstream manufacturing Methods 0.000 abstract description 16
- 230000000694 effects Effects 0.000 description 32
- 238000002485 combustion reaction Methods 0.000 description 6
- 210000003660 reticulum Anatomy 0.000 description 6
- 239000000446 fuel Substances 0.000 description 5
- 238000002347 injection Methods 0.000 description 3
- 239000007924 injection Substances 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000000644 propagated effect Effects 0.000 description 3
- 239000007789 gas Substances 0.000 description 2
- 230000010349 pulsation Effects 0.000 description 2
- 239000000567 combustion gas Substances 0.000 description 1
- 238000010304 firing Methods 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000001902 propagating effect Effects 0.000 description 1
- 230000008439 repair process Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
- 238000009423 ventilation Methods 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
- 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
- F02B27/0205—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
- F02B27/021—Resonance 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
- F02B27/0242—Fluid communication passages between intake ducts, runners or chambers
-
- 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
-
- 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
-
- 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
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)
Abstract
Description
【発明の詳細な説明】
［産業上の利用分野］
本発明は、Ｖ型エンジンの吸気装置に関するものであっ
て、とくに、各バンク毎にサージタンクあるいは実質的
にサージタンクとして機能する集合吸気通路が設けられ
たＶ型エンジンの吸気装置のコンパクト化に関するもの
である。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an intake system for a V-type engine, and in particular, a surge tank or collective intake passage that functions as a surge tank for each bank. This invention relates to making the intake system of a V-type engine more compact.
［従来の技術］
慣性効果と共鳴効果とを利用して圧力波過給を行い、充
填効率を高めるようにしたＶ型エンジンは一般に知られ
ている。[Prior Art] V-type engines are generally known that utilize inertia effects and resonance effects to perform pressure wave supercharging to increase charging efficiency.
ここにおいて、慣性効果による圧力波過給とは、各気筒
の吸気弁が開かれた時に吸気ポートに発生する負圧波を
、該吸気ポートに接続された独立吸気通路内を上流に向
かって音速で所定の容積を有するサージタンクあるいは
サージタンクとして機能する集合吸気通路（以下、これ
らを集合吸気通路と総称する）まで伝播させ、この集合
吸気通路で上記負圧波を正圧波に反転させ、この正圧波
を上記と同一の吸気経路を下流に向かって音速で伝播さ
せて吸気弁が閉じられる直前に吸気ポートに到達させ、
この正圧波によって吸気を燃焼室内に押し込んで充填効
率を高めるようにした過給方法である。そして、レイア
ウト上等の制約から各気筒の独立吸気通路は比較的短く
設定せざるを得ないので、圧力波の往復伝播に要する時
間が比較的短くなり、したがって、上記慣性効果は吸気
弁の開弁時間が短い比較的高回転域において効果を発揮
するといった特性を有する。Here, pressure wave supercharging due to inertial effect means that when the intake valve of each cylinder is opened, the negative pressure wave generated at the intake port is moved upstream at the speed of sound within the independent intake passage connected to the intake port. The negative pressure wave is propagated to a surge tank having a predetermined volume or a collective intake passage that functions as a surge tank (hereinafter collectively referred to as the collective intake passage), and the negative pressure wave is reversed into a positive pressure wave in this collective intake passage. is propagated downstream at the speed of sound through the same intake path as above and reaches the intake port just before the intake valve is closed,
This is a supercharging method that uses this positive pressure wave to push intake air into the combustion chamber to increase charging efficiency. Since the independent intake passages of each cylinder must be set relatively short due to layout constraints, the time required for the pressure waves to propagate back and forth is relatively short, and the above inertial effect is reduced by the opening of the intake valve. It has the characteristic of being effective in a relatively high rotation range where the valve time is short.
方、共鳴効果による圧力波過給とは、点火時期が連続し
ない気筒同士で構成される各バンク毎に、これに属する
各気筒の独立吸気通路を上流側で１つの共鳴吸気通路に
集合させ、この共鳴吸気通路の所定の位置に圧力反転部
を設け、各気筒と圧力反転部との間を往復伝播する各気
筒の圧力波を共鳴吸気通路内で共鳴させ、これによって
各気筒毎に個々に発生する圧力振動より大きな振幅を有
する共鳴圧力波を発生させ、この共鳴圧力波によって吸
気を燃焼室に押し込んで充填効率を高めるようにした過
給方法である。この場合、圧力波の伝播経路長が上記慣
性効果の場合の圧力波伝播経路長より共鳴吸気通路内だ
け長くなるので、共鳴効果は吸気弁の開弁時間が比較的
長い中・低回転域で効果を発揮するといった特性を有す
る。On the other hand, pressure wave supercharging by resonance effect is a process in which the independent intake passages of each cylinder belonging to each bank are gathered into one resonant intake passage on the upstream side for each bank consisting of cylinders with non-consecutive ignition timings. A pressure reversal section is provided at a predetermined position in this resonant intake passage, and the pressure waves of each cylinder that propagate back and forth between each cylinder and the pressure reversal section are made to resonate within the resonant intake passage. This supercharging method generates a resonant pressure wave with a larger amplitude than the generated pressure vibration, and uses this resonant pressure wave to push intake air into the combustion chamber to increase charging efficiency. In this case, the pressure wave propagation path length is longer than the pressure wave propagation path length in the case of the above-mentioned inertial effect only in the resonance intake passage, so the resonance effect occurs in the middle and low rotation range where the intake valve opening time is relatively long. It has the property of being effective.
低速域において共鳴効果を利用するときには、連通制御
弁を閉じて、両集合吸気通路の連通を遮断し、両バンク
の吸気系統を分離して吸気干渉の発生を防止するように
した吸気装置が提案されている。When utilizing the resonance effect in the low speed range, an intake system has been proposed that closes the communication control valve to cut off communication between the two collective intake passages and separate the intake systems of both banks to prevent intake interference. has been done.
［発明が解決しようとする課題］
ところで、近年ボンネットの低い車種が好まれる関係上
、エンジンルーム内においてエンジン上部の空間部が狭
くなる傾向があり、この空間部に配置される吸気装置の
なお一層のコンパクト化が求められている。[Problems to be Solved by the Invention] Incidentally, in recent years, as car models with low bonnets have been preferred, the space above the engine in the engine room tends to become narrower, and the intake device disposed in this space has become even more narrow. There is a need for compactness.
しかしながら、上記のように、２つの集合吸気通路を設
ける一方、これらの端部を互いに連通ずる連通路を設け
、かつ、連通状態を制御する連通制御弁を設けた吸気装
置では、吸気マニホールドが、気筒配列方向（集合吸気
通路の長手方向）に長くなり、十分に吸気装置のコンパ
クト化を図ることができないといった問題があった。However, as described above, in an intake system that includes two collective intake passages, a communication passage that communicates the ends of these passages with each other, and a communication control valve that controls the communication state, the intake manifold There is a problem in that the length increases in the cylinder arrangement direction (the longitudinal direction of the collective intake passage), making it impossible to make the intake device sufficiently compact.
本発明は、上記従来の問題点に鑑みてなされたものであ
って、２つのバンクが設けられるとともところで、慣性
効果を高めるには集合吸気通路の容積を十分に大きくし
て、負圧波の圧力反転を確実に行う必要がある。一方、
共鳴効果を利用するには、共鳴吸気通路に設けられた圧
力反転部より吸気の流れ方向下流側では、各バンク間の
吸気干渉を避けるために、各バンク毎に吸気系統を分離
する必要がある。したがって、慣性効果と共鳴効果とを
利用する吸気装置では、独立吸気通路の上流側に設けら
れる集合吸気通路も各バンク毎に個別的に設けられる（
例えば、特開昭６２−２１０２１９号公報参照）。しか
し、各バンク毎に十分な容積を有する集合吸気通路を設
けると、吸気装置か大型化するといった問題があった。The present invention has been made in view of the above-mentioned conventional problems, and when two banks are provided, the volume of the collective intake passage is made sufficiently large in order to increase the inertial effect. It is necessary to ensure pressure reversal. on the other hand,
In order to utilize the resonance effect, it is necessary to separate the intake system for each bank on the downstream side in the direction of the intake air flow from the pressure inversion section provided in the resonance intake passage to avoid intake interference between each bank. . Therefore, in an intake system that utilizes the inertial effect and the resonance effect, the collective intake passage provided upstream of the independent intake passage is also provided individually for each bank (
For example, see Japanese Patent Application Laid-Open No. 62-210219). However, if a collective intake passage having a sufficient volume is provided for each bank, there is a problem in that the intake device becomes larger.
そこで、両気筒群の集合吸気通路を比較的小容量に設定
する一方、両集合吸気通路を連通ずる連通路と両集合吸
気通路の連通状態を制御する連通制御弁とを設け、所定
の高速域において慣性効果を利用するときには、連通制
御弁を開いて両集合吸気通路を連通させ、一体として容
積の大きい容積部を形成して慣性効果を高める一方、所
定の中・に、各バンク毎に集合吸気通路が設けられたＶ
型エンジンにおいて、広い回転域にわたって、慣性効果
および共鳴効果による圧力波過給を効果的に行うことが
できるとともに、車両の低ボンネット化傾向に有効に対
処することができる、コンパクトな吸気装置を提供する
ことを目的とする。Therefore, while setting the collective intake passages of both cylinder groups to a relatively small capacity, a communication passage that communicates both the collective intake passages and a communication control valve that controls the communication state of both the collective intake passages are provided. When utilizing the inertial effect, the communication control valve is opened to communicate the two collective intake passages, forming a large volume unit as a unit to enhance the inertial effect. V with intake passage
Provides a compact intake system that can effectively perform pressure wave supercharging using inertia and resonance effects over a wide rotation range in type engines, as well as effectively address the trend towards lower bonnets in vehicles. The purpose is to
［課題を解決するための手段］
２つのバンクが設けられたＶ型エンジンにおいては、気
筒配列方向にみて、一方のバンクの気筒と他方のバンク
の気筒とが交互に配置される。したがって、一方のバン
クの気筒列は他方のバンクの気筒列とは所定の距離だけ
気筒配列方向にずれて配置される。そして、上側から平
面的にみて、各独立吸気通路を集合吸気通路の長子方向
の軸線と直角となるようにして直線状に配置した場合（
吸気経路長か最も短く、コンパクトである）、一方のバ
ンクの独立吸気通路の集合吸気通路への開口部と、他方
のバンクの独立吸気通路の集合吸気通路への開口部とは
、集合吸気通路の軸線方向に気筒列の上記ずれ分と同じ
距離だけずれて配置される。このため、独立吸気通路の
集合吸気通路への開口部が気筒配列方向にみて連通路か
ら離れた位置に配置される方の集合吸気通路には、連通
路との接続部近傍に、雨気筒列のずれ分に相当する長さ
の死空間部が生じる。[Means for Solving the Problems] In a V-type engine provided with two banks, the cylinders of one bank and the cylinders of the other bank are arranged alternately when viewed in the cylinder arrangement direction. Therefore, the cylinder row of one bank is shifted from the cylinder row of the other bank by a predetermined distance in the cylinder arrangement direction. When viewed planarly from above, if each independent intake passage is arranged in a straight line at right angles to the longitudinal axis of the collective intake passage (
The opening of the independent intake passage of one bank to the collective intake passage and the opening of the independent intake passage of the other bank to the collective intake passage are the common intake passage. The cylinder rows are shifted by the same distance as the above-mentioned shift in the axial direction of the cylinder rows. For this reason, in the collective intake passage where the opening of the independent intake passage to the collective intake passage is located away from the communication passage when viewed in the cylinder arrangement direction, there is a rain cylinder row near the connection with the communication passage. A dead space with a length corresponding to the deviation is created.
また、レイアウト上の要求により、あるいは吸気経路長
の調節のため、独立吸気通路を上記のような直線状に配
置せず、気筒配列方向に曲げて配置する場合においても
、一方のバンクの独立吸気通路と他方のバンクの吸気通
路との干渉を避けるために、一方のバンクの独立吸気通
路の集合吸気通路への開口部き、他方のバンクの独立吸
気通路の集合吸気通路への開口部とは気筒配列方向に適
当な距離だけずらせて配置される。In addition, even if the independent intake passages are not arranged in a straight line as described above due to layout requirements or to adjust the intake path length, but are arranged bent in the direction of the cylinder arrangement, the independent intake passages in one bank To avoid interference between the passage and the intake passage of the other bank, the independent intake passage of one bank has an opening to the collective intake passage, and the independent intake passage of the other bank has an opening to the collective intake passage. They are arranged to be shifted by an appropriate distance in the cylinder arrangement direction.
したがって、上記Ｖ型エンジンにおいては、方のバンク
の独立吸気通路の集合吸気通路への開口部と、他方のバ
ンクの独立吸気通路の集合吸気通路への開口部とは、常
に気筒配列方向にずれを伴って配置されるので、いずれ
かの集合吸気通路には必然的に死空間が生じることにな
る。Therefore, in the above V-type engine, the opening of the independent intake passage of one bank to the collective intake passage and the opening of the independent intake passage of the other bank to the collective intake passage are always shifted in the cylinder arrangement direction. Therefore, a dead space inevitably occurs in one of the collective intake passages.
の長さをとくに長くすることなく連通制御弁を配置する
ことができ、吸気装置のコンパクト化を図ることができ
る。The communication control valve can be arranged without particularly increasing the length of the intake device, and the intake device can be made more compact.
［実施例］ 以下、本発明の実施例を具体的に説明する。[Example] Examples of the present invention will be specifically described below.
第２図に示すように、第１〜第６気筒＃ｌ〜＃６の順に
点火される、６気筒横置きＶ型エンジンＣＥは、点火順
序が連続しない第１．第３、第５気筒＃ｌ、＃３．＃５
が、車両の前後方向にみて、フロント側バンクＦに配置
される一方、点火順序が連続しない第２．第４．第６気
筒＃ ２ 、＃ ４ 、＃ ６がリヤ側バンクＲに配置
されている。As shown in FIG. 2, the 6-cylinder horizontal V-type engine CE, in which the first to sixth cylinders #l to #6 are ignited in order, has the first to sixth cylinders #l to #6 whose firing order is not consecutive. 3rd and 5th cylinders #l, #3. #5
is located in the front side bank F when viewed in the longitudinal direction of the vehicle, while the second ignition order is not consecutive. 4th. Sixth cylinders #2, #4, and #6 are arranged in the rear bank R.
そして、例えば第１気筒＃１は、吸気弁１が開かれたと
きに、吸気ポート２を介して独立吸気通路３から燃焼室
４内に吸気を吸入し、この吸気をピストン（図示せず）
で圧縮して、点火プラグ（図示せず）で着火燃焼させ、
排気弁５が開かれたときに、燃焼ガスを排気ポート６を
介して独立排気通路７に排出するようになっており、上
記独立吸気通路３には、吸気ポート２のやや上流におい
て、本発明は、このような事実に着目して、上記の目的
を達するため、夫々所定の気筒で構成される２つのバン
クが設けられるとともに、これらの各バンク毎に、該バ
ンクを構成する気筒の独立吸気通路と連通ずる集合吸気
通路が設けられたＶ型エンジンにおいて、一方の集合吸
気通路の端部と他方の集合吸気通路の端部とを連通ずる
連通路を設ける一方、独立吸気通路の集合吸気通路への
開口部が、気筒配列方向にみて相対的に連通路から離れ
た位置に配置される方の集合吸気通路側に、両集合吸気
通路の連通状態を制御する連通制御弁を設けたことを特
徴とするＶ型エンジンの吸気装置を提供する。For example, when the intake valve 1 is opened, the first cylinder #1 sucks intake air into the combustion chamber 4 from the independent intake passage 3 via the intake port 2, and transfers this intake air to the piston (not shown).
compress it, ignite it with a spark plug (not shown), and burn it.
When the exhaust valve 5 is opened, the combustion gas is discharged through the exhaust port 6 into the independent exhaust passage 7. Focusing on this fact, and in order to achieve the above objective, two banks are provided, each consisting of a predetermined cylinder, and each bank is provided with an independent air intake system for the cylinders that make up the bank. In a V-type engine that is provided with a common intake passage that communicates with the passage, a communication passage that communicates the end of one collective intake passage with the end of the other collective intake passage is provided, while a common intake passage of an independent intake passage is provided. A communication control valve for controlling the communication state of both the collective intake passages is provided on the side of the collective intake passage where the opening to the cylinder is located at a position relatively distant from the communication passage when viewed in the cylinder arrangement direction. This invention provides an intake system for a V-type engine.
［発明の作用・効果１
本発明によれば、２つのバンクが設けられたＶ型エンジ
ンにおいて、各バンク毎に集合吸気通路を設けた場合に
、一方の集合吸気通路に必然的に生じる死空間部に連通
制御弁を配置しているので、連通制御弁を設けるための
スペースをとくに確保する必要がない。したがって、吸
気マニホールド吸気中に燃料を噴射する燃料噴射弁８が
、噴射口を下流側に傾けて配置されている。そして、こ
の燃料噴射弁８へは燃料供給通路９を通して燃料が供給
されるようになっている。また、燃焼室４にはブローバ
イガス通路１０（第１図参照）を通してブローバイガス
が導入されるようになっている。[Operations and Effects of the Invention 1] According to the present invention, in a V-type engine provided with two banks, when a collective intake passage is provided for each bank, the dead space that inevitably occurs in one of the collective intake passages. Since the communication control valve is arranged in the section, there is no need to secure a special space for providing the communication control valve. Therefore, the fuel injection valve 8 that injects fuel into the intake manifold is arranged with its injection port inclined toward the downstream side. Fuel is supplied to the fuel injection valve 8 through a fuel supply passage 9. Further, blow-by gas is introduced into the combustion chamber 4 through a blow-by gas passage 10 (see FIG. 1).
なお、第２〜第６気筒＃２〜＃６についても同様の構成
となっている。Note that the second to sixth cylinders #2 to #6 have a similar configuration.
上記エンジンＣＥは、車両のリヤ側に行くほど高くなる
ようなゆるやかな傾斜をもって形成されたボンネットＢ
Ｈの下側のエンジンルームＥＲ内に、両バンクＦ、Ｈの
軸線が、夫々車幅方向を向くようにして配置されている
（いわゆる横置き）。The engine CE has a bonnet B that is formed with a gentle slope that becomes higher toward the rear of the vehicle.
In the engine room ER on the lower side of the bank H, both banks F and H are arranged with their axes facing in the vehicle width direction (so-called horizontal placement).
そして、リヤ側バンクＲのシリンダヘッドＳの上端部と
ボンネットＢＮとの間には、スロットルボディ１４（第
１図参照）を介して、共通吸気通路１１（第１図参照）
と接続された吸気マニホールド■Ｍが配置されている。A common intake passage 11 (see Fig. 1) is connected between the upper end of the cylinder head S of the rear side bank R and the bonnet BN via the throttle body 14 (see Fig. 1).
There is an intake manifold ■M connected to the intake manifold.
リヤ側バンクＲの上部ではボンネットＢＮがかなり高く
なっており、シリンダヘッドＳの上方の空間部が上下方
向に比較的余裕をもって確保されるので、吸気マニホー
ルドＩＭをボンネットＢＮと干渉させることなく配置す
ることができる。この吸気マニホールドＩＭは、マニホ
ールド本体部Ｍと独立吸気通路部Ｎとで構成され、この
マニホールド本体部Ｍは、以下に詳述するように、吸気
の供給を安定化するための容積部として作用するととも
に、中・低速時においては共鳴効果を有効に生じさせる
ための共鳴通路として作用し、高速時においては慣性効
果を有効に生じさせるための圧力反転部として作用する
。The bonnet BN is quite high in the upper part of the rear bank R, and the space above the cylinder head S is secured with a relatively large margin in the vertical direction, so the intake manifold IM can be arranged without interfering with the bonnet BN. be able to. The intake manifold IM is composed of a manifold main body M and an independent intake passage N, and the manifold main body M acts as a volume section for stabilizing the supply of intake air, as will be described in detail below. At the same time, at medium and low speeds, it acts as a resonance passage to effectively produce a resonance effect, and at high speeds, it acts as a pressure reversal section to effectively produce an inertial effect.
また、上記独立吸気通路部Ｎは、夫々マニホールド本体
部Ｍと各気筒＃ｌ〜＃６の吸気ボート２とを接続する、
はぼ吸気経路長の等しい６つの独立吸気通路３で構成さ
れている。Further, the independent intake passage portions N connect the manifold main body portion M and the intake boats 2 of each cylinder #l to #6, respectively.
It is composed of six independent intake passages 3 having approximately equal intake path lengths.
上記マニホールド本体部Ｍには、車幅方向に伸長するフ
ロント側高速用吸気通路２１と、そのリヤ側側面に沿っ
て配置されたフロント側低速用吸気通路２５（第１図参
照）と、上記フロント側高速用吸気通路２１よりリヤ側
のやや低い位置でこれと略平行して車幅方向に伸長する
リヤ側高速用路２６の下流側端部はリヤ側高速用吸気通
路２２に上側から接続されている（第１図２８参照）。The manifold main body M includes a front high-speed intake passage 21 extending in the vehicle width direction, a front low-speed intake passage 25 (see FIG. 1) arranged along the rear side surface thereof, and the front The downstream end of the rear high-speed passage 26, which extends in the vehicle width direction substantially parallel to the side high-speed intake passage 21 at a slightly lower position on the rear side, is connected to the rear high-speed intake passage 22 from above. (See Figure 1, 28).
これらのフロント側、リヤ側高速用吸気通路２１゜２２
の上流側端部はフランジ部１８に開口され、一方フロン
ト側、リヤ側低速用吸気通路２５．２６の上流側は共通
低速用吸気通路２３を介してフランジ部１８に開口され
ている（第１図参照）。These front and rear high-speed intake passages 21°22
The upstream end of the front and rear low-speed intake passages 25 and 26 are opened to the flange 18 via the common low-speed intake passage 23 (the first (see figure).
また、フロント側気筒＃ｌ、＃３．＃５の独立吸気通路
３の上流側端部はフロント側高速用吸気通路２１のフロ
ント側側面に接続され、これらの独立吸気通路３はここ
からフロント方向に緩やかに下降しながらほぼ直線的に
伸長した後、はぼ鉛直下向きとなるように湾曲し、フロ
ント側バンクＦの対応する気筒の吸気ポート２に接続さ
れている。Also, front side cylinders #l, #3. The upstream end of the #5 independent intake passage 3 is connected to the front side surface of the front high-speed intake passage 21, and these independent intake passages 3 extend almost linearly from here while gradually descending toward the front. After that, it curves vertically downward and is connected to the intake port 2 of the corresponding cylinder in the front bank F.
一方、リヤ側気筒＃ ２ 、＃ ４ 、＃ ６の独立吸
気通路３の上流側端部はリヤ側高速用吸気通路２２のフ
ロント側側面に接続され、これらの独立吸気通路３はこ
こからフロント方向に上方に凸となるように湾曲しなが
ら伸長し、下流部ではほぼ鉛直下向きに伸長して、リヤ
側バンクＲの対応する吸気ポ吸気通路２２と、その上面
に沿って配置されたリヤ側低速用吸気通路２６（第１図
参照）とが設けられている。On the other hand, the upstream ends of the independent intake passages 3 of the rear cylinders #2, #4, and #6 are connected to the front side surface of the rear high-speed intake passage 22, and these independent intake passages 3 are connected to the front side from here. It extends while curving upwardly in a convex manner, and extends almost vertically downward in the downstream part to connect the corresponding intake port intake passage 22 of the rear side bank R and the rear side low-speed intake passage 22 arranged along the upper surface thereof. An air intake passage 26 (see FIG. 1) is provided.
なお、上記フロント側、リヤ側高速用吸気通路２１．２
２は、本願特許請求の範囲に記載された集合吸気通路に
相当し、通路断面積が比較的大きく設定され、実質的に
サージタンクとして機能するようになっている。In addition, the above-mentioned front side and rear side high-speed intake passages 21.2
Reference numeral 2 corresponds to the collective intake passage described in the claims of the present application, and the cross-sectional area of the passage is set to be relatively large, so that the passage substantially functions as a surge tank.
そして、上記フロント側高速用吸気通路２１の下流側端
部とリヤ側高速用吸気通路２２の下流側端部とは、後で
詳しく説明するように、略Ｕ字状の連通路３３（第１図
参照）でループ状に接続され、これらの３つの吸気通路
２１，２２．３３は全体として略Ｕ字型の吸気通路を形
成している（第１図参照）。上記連通路３３には、後で
詳説するように、エンジンＣＥの運転状態に応じて開閉
される連通制御弁３７（第１図参照）が設けられている
。The downstream end of the front high-speed intake passage 21 and the downstream end of the rear high-speed intake passage 22 are connected to a substantially U-shaped communication passage 33 (the first These three intake passages 21, 22, and 33 form a substantially U-shaped intake passage as a whole (see Figure 1). The communication passage 33 is provided with a communication control valve 37 (see FIG. 1) that is opened and closed depending on the operating state of the engine CE, as will be explained in detail later.
また、フロント側低速用吸気通路２５の下流側端部はフ
ロント側高速用吸気通路２１に側方から接続され（第１
図２７参照）、リヤ側低速用吸気通ト２に接続されてい
る。Further, the downstream end of the front low-speed intake passage 25 is laterally connected to the front high-speed intake passage 21 (the first
(see FIG. 27), and is connected to the rear low-speed intake vent 2.
以下、吸気装置の各部の構成についてさらに詳しく説明
する。The configuration of each part of the intake device will be explained in more detail below.
第１図に示すように、エンジンＣＥの上方の空間部を有
効に利用するために、上下方向にやや偏平な形状に形成
され、その断面が横長の略長方形に形成された共通吸気
通路１１は、分岐部１２で、フロント側分岐吸気通路１
１ｆとリヤ側分岐吸気通路１１ｒとに分岐している。こ
れらのフロント側、リヤ側分岐吸気通路１１ｆ、Ｉｌｒ
の下流側端部は、スロットルボディ１４を介してマニホ
ールド本体部Ｍのフランジ部１８に接続されている。As shown in FIG. 1, in order to effectively utilize the space above the engine CE, the common intake passage 11 is formed into a slightly flattened shape in the vertical direction and whose cross section is formed into a horizontally elongated substantially rectangular shape. , at the branch part 12, the front side branch intake passage 1
1f and a rear branch intake passage 11r. These front side and rear side branch intake passages 11f, Ilr
A downstream end of the manifold main body M is connected to a flange 18 of the manifold main body M via a throttle body 14 .
上記スロットルボディ１４内には、フロント側分岐吸気
通路１１ｆの吸気の絞り量を調節するフロント側スロッ
トル弁１３ｆと、リヤ側分岐吸気通路１１ｒの吸気の絞
り量を調節するリヤ側スロットル弁１３ｒとが設けられ
ている。このようにスロットル弁１３ｆ、１３ｒを横方
向に配置した２弁式とすることによってスロットルボデ
ィ１４は上下方向にコンパクトな構成となっている。こ
れらのフロント側、リヤ側スロットル弁１３ｆ、１３ｒ
は、夫々スロットルボディ１４内において弁軸１５に取
り付けられ、アクセルペダル（図示せず）の踏み込みに
応じて、非線形な開度特性をもったリンク機構１６を介
して一体的に開閉されるようになっている。Inside the throttle body 14, there are a front throttle valve 13f that adjusts the throttle amount of intake air in the front branch intake passage 11f, and a rear throttle valve 13r that adjusts the throttle amount of intake air in the rear branch intake passage 11r. It is provided. By adopting the two-valve type configuration in which the throttle valves 13f and 13r are disposed laterally in this manner, the throttle body 14 has a compact configuration in the vertical direction. These front side and rear side throttle valves 13f, 13r
are each attached to a valve shaft 15 within the throttle body 14, and are integrally opened and closed via a link mechanism 16 having non-linear opening characteristics in response to depression of an accelerator pedal (not shown). It has become.
そして、マニホールド本体部Ｍの７ラング部１８内では
、フロント側吸気通路１１ｆとリヤ側吸気通路１１ｒと
が再び集合され、集合部１７が形成されている（第４図
参照）。この集合部１７は、フロント側バンクＦ側の吸
気系統の吸気脈動と、リヤ側バンクＲ側の吸気系統の吸
気脈動との干渉作用によってほぼ均圧状態となる現象を
利用して、共鳴効果を利用する際の圧力波の圧力反転部
（開放端）を形成するために設けられている。そして、
集合部１７のすぐ下流で、吸気系統は、後で詳説するよ
うに、フロント側高速用吸気通路２１と、リヤ側高速用
吸気通路２２と、共通低速用吸気通路２３とに分岐して
いる。フロント側、リヤ側高速用吸気通路２１．２２の
上流側端部とその近傍開位置に配置され、かつ、上下方
向に関しても、フロント側高速用吸気通路２１とリヤ側
高速用吸気通路２２のほぼ中間位置に配置されている。In the seven rungs 18 of the manifold main body M, the front intake passage 11f and the rear intake passage 11r are assembled again to form a gathering section 17 (see FIG. 4). This gathering portion 17 utilizes the phenomenon that the pressure is almost equalized due to the interference between the intake pulsation of the intake system on the front side bank F side and the intake pulsation of the intake system on the rear side bank R side, and produces a resonance effect. It is provided to form a pressure inversion part (open end) of pressure waves when used. and,
Immediately downstream of the gathering portion 17, the intake system branches into a front high-speed intake passage 21, a rear high-speed intake passage 22, and a common low-speed intake passage 23, as will be explained in detail later. It is arranged at the upstream ends of the front and rear high-speed intake passages 21 and 22 and in the open positions thereof, and in the vertical direction, almost the front-side high-speed intake passage 21 and the rear-side high-speed intake passage 22. placed in an intermediate position.
このため、上流側端部近傍では、フロント側高速用吸気
通路２１と、リヤ側高速用吸気通路２２とはほぼ左右対
称な同じ形状に形成されるので、フランジ部１８まわり
の吸気系統のコンパクト化をさらに徹底することができ
るとともに、フロント側。Therefore, in the vicinity of the upstream end, the front high-speed intake passage 21 and the rear high-speed intake passage 22 are formed in the same, almost symmetrical shape, making the intake system around the flange portion 18 more compact. It can be even more thorough as well as the front side.
リヤ側高速用吸気通路２１．２２の吸気抵抗を均一化す
ることができ、エンジンＧＥの出力の安定化を図ること
ができる。また、共通低速用吸気通路２３は、集合部１
７のやや下流の低速用吸気通路分岐部２４でフロント側
低速用吸気通路２５とリヤ側低速用吸気通路２６とに分
岐しているが、フロント側、リヤ側低速用吸気通路２５
．２６についても、同様にコンパクト化と吸気抵抗の均
一化とを図ることかできる。The intake resistance of the rear high-speed intake passages 21 and 22 can be made uniform, and the output of the engine GE can be stabilized. In addition, the common low-speed intake passage 23 is connected to the gathering portion 1
At a low-speed intake passage branching portion 24 slightly downstream of 7, it branches into a front-side low-speed intake passage 25 and a rear-side low-speed intake passage 26.
．． 26 as well, it is possible to similarly achieve compactness and uniformity of intake resistance.
そして、フロント側、リヤ側高速用吸気通路２１．２２
の通路断面積は、高速時に多量の空気を供給しうるよう
、フロント側、リヤ側低速用吸気とは、夫々断面が横長
となるような偏平な形状に形成されており、上下方向に
コンパクトな形状となっている。なお、フロント側、リ
ヤ側高速用吸気通路２１．２２の上流側端部とその近傍
は、本願特許請求の範囲に記載された吸気導入部に相当
する。フロント側、リヤ側高速用吸気通路２１゜２２の
上流側端部は、夫々横長の長方形状断面を有するフラン
ジ部１８の下半部に横方向に互いに近接して開口され、
一方共通低速用吸気通路２３はフランジ部１８の上半部
にフロント側、リヤ側高速用吸気通路２１．２２と密接
して開口されている（第２図参照）。このため、フラン
ジ部１８まわりの吸気系統は、上下方向および横方向に
関して非常にコンパクトな構成となる。And front side, rear side high speed intake passage 21.22
In order to supply a large amount of air at high speeds, the passage cross-sectional area of the front and rear low-speed intakes are each formed into a flat shape with a horizontally elongated cross section, making them compact in the vertical direction. It has a shape. Note that the upstream ends of the front and rear high-speed intake passages 21 and 22 and their vicinity correspond to the intake introduction portion described in the claims of the present application. The upstream ends of the front and rear high-speed intake passages 21 and 22 are opened laterally adjacent to each other in the lower half of the flange portion 18 each having a laterally elongated rectangular cross section.
On the other hand, the common low-speed intake passage 23 is opened in the upper half of the flange portion 18 in close contact with the front and rear high-speed intake passages 21 and 22 (see FIG. 2). Therefore, the intake system around the flange portion 18 has a very compact configuration in the vertical and lateral directions.
また、７ラング部１８に開口されるフロント側。In addition, the front side is opened to the 7-rung portion 18.
リヤ側高速用吸気通路２１，２２、共通低速用吸気通路
２３とは、７ラング部１８近傍（上流側端部近傍）では
、横方向（内高速用吸気通路２１゜２２の配列方向）に
関して、フロント側高速用吸気通路２１とリヤ側高速用
吸気通路２２のほぼ中通路２５．２６の通路断面積に比
して十分大きく設定されている。そして、フロント側低
速用吸気通路２５の下流側端部は、フロント側接続部２
７でフロント側高速用吸気通路２１に側方から接続され
、一方リャ側低速用吸気通路２６の下流側端部は、リヤ
側接続部２８でリヤ側高速用吸気通路２２に上側から接
続されている。したがって、低速時には、フロント側、
リヤ側低速用吸気通路２５．２６の吸気は、夫々フロン
ト側、リヤ側高速用吸気通路２１．２２に一旦流入し、
ここで分散したうえで、各独立吸気通路３から対応する
気筒に供給されるようになっている。The rear high-speed intake passages 21, 22 and the common low-speed intake passage 23 are arranged in the vicinity of the 7-rung portion 18 (near the upstream end) in the lateral direction (the direction in which the inner high-speed intake passages 21 and 22 are arranged). The front high-speed intake passage 21 and the rear high-speed intake passage 22 are set sufficiently larger than the passage cross-sectional areas of the middle passages 25 and 26. The downstream end of the front low-speed intake passage 25 is connected to the front connecting portion 2.
The downstream end of the rear low speed intake passage 26 is connected from above to the rear high speed intake passage 22 at a rear connection part 28. There is. Therefore, at low speeds, the front side
The intake air from the rear low-speed intake passages 25 and 26 once flows into the front and rear high-speed intake passages 21 and 22, respectively.
After being dispersed here, the air is supplied from each independent intake passage 3 to the corresponding cylinder.
フロント側高速用吸気通路２１のフロント側側面には、
フロント側バンクＦに属する第１．第３゜第５気筒＃ｌ
、＃３．＃５の独立吸気通路３．３．３が接続され、一
方リャ側高速用吸気通路２２のフロント側側面にはリヤ
側バンクＲに属スる第２゜第４．第６気筒＃ ２ 、＃
４ 、＃ ６の独立吸気通路３゜３．３が接続されて
いる。なお、フロント側高速用吸気通路２１とリヤ側高
速用吸気通路２２との位置関係と、各独立吸気通路３の
長手方向の形状は、フロント側バンクＦの独立吸気通路
３，３．３とリヤ側バンクＲの独立吸気通路３，３．３
とが同じ吸気経路長となるように設定されている。On the front side of the front high-speed intake passage 21,
The first one belonging to the front side bank F. 3rd degree 5th cylinder #l
, #3. The #5 independent intake passage 3.3.3 is connected to the front side surface of the rear high-speed intake passage 22. 6th cylinder #2, #
4 and #6 independent intake passages 3°3.3 are connected. The positional relationship between the front high-speed intake passage 21 and the rear high-speed intake passage 22 and the longitudinal shape of each independent intake passage 3 are similar to the independent intake passages 3, 3.3 of the front bank F and the rear Independent intake passage 3, 3.3 of side bank R
The intake path lengths are set to be the same.
また、集合部１７の直ぐ下流において、フロント側、リ
ヤ側高速用吸気通路２１．２２には、夫々、これらを開
閉するフロント側、リヤ側高速用吸気通路開閉弁３１．
３２が設けられている。これらのフロント側、リヤ側高
速用吸気通路開閉弁３１．３２は、後で説明するように
、共鳴効果を利用すべきエンジン回転域において、回転
数が所定値以下のときに閉じられるようになっている。Immediately downstream of the gathering portion 17, the front and rear high-speed intake passages 21 and 22 are provided with front and rear high-speed intake passage opening/closing valves 31 and 22, respectively, which open and close these.
32 are provided. These front and rear high-speed intake passage opening/closing valves 31 and 32 are designed to close when the engine speed is below a predetermined value in the engine speed range where the resonance effect should be utilized, as will be explained later. ing.
第３図は、吸気マニホールドＩＭをフランジ部１８側か
ら下流側に向かって見た図であり、゛第４図は、第３図
のＸ−Ｘ線断面説明図である。第３図と第４図とに示す
ように、フランジ部１８（集合部１７）の下半部からは
フロント側高速用吸気通路２１とリヤ側高速時吸気通路
２２とが下流に向かって分岐・伸長し、集合部１７の上
半部からは共通低速用吸気通路２３が下流に向かって分
岐・このようなフランジ部１８（集合部１７）から平行
部にかけての、フロント側、リヤ側高速用吸気通路２１
．２２とフロント側、リヤ側低速用吸気通路２５．２６
の位置関係と断面形状とを示すために、第１図の、Ａ−
Ａ線断面図と、Ｂ−Ｂ線断面図と、Ｃ−Ｃ線断面図と、
Ｄ−Ｄ線断面図とを、夫々、第５図と、第６図と、第７
図と、第８図とに示す。即ち、各吸気通路２１，２２．
２５゜２６は、フランジ部１８から徐々に、フロント側
。3 is a view of the intake manifold IM viewed from the flange portion 18 side toward the downstream side, and FIG. 4 is an explanatory cross-sectional view taken along the line X--X in FIG. 3. As shown in FIGS. 3 and 4, from the lower half of the flange portion 18 (collecting portion 17), a front high-speed intake passage 21 and a rear high-speed intake passage 22 are branched downstream. The common low-speed intake passage 23 branches downstream from the upper half of the gathering part 17.The front side and rear high-speed intake passages extend from the flange part 18 (gathering part 17) to the parallel part. Passage 21
．． 22 and front side, rear side low speed intake passage 25.26
In order to show the positional relationship and cross-sectional shape of
A cross-sectional view along line A, a cross-sectional view along line B-B, a cross-sectional view along line C-C,
The DD line sectional views are shown in FIG. 5, FIG. 6, and FIG. 7, respectively.
and FIG. That is, each intake passage 21, 22 .
25°26 is gradually from the flange portion 18 to the front side.
リヤ側に分離され、平行部（第８図）に到る。It is separated to the rear side and reaches the parallel part (Fig. 8).
第８図に示すように、平行部においては、フロント側、
リヤ側低速用吸気通路２５．２６の通路断面積は、フロ
ント側、リヤ側高速用吸気通路２１．２２の通路断面積
よりかなり小さく設定されている。これによって、後で
詳説するように、圧力波の伝播に関して、フロント側、
リヤ側低速用吸気通路２５．２６の実質的吸気経路長が
、フロント側、リヤ側高速用吸気通路２１．２２の実質
的吸気経路長よりも長くなる。なお、フロント側高速用
吸気通路２１の断面の形状は、吸気系統の伸長している
。As shown in Fig. 8, in the parallel part, the front side,
The passage cross-sectional area of the rear low-speed intake passages 25.26 is set to be considerably smaller than the passage cross-sectional area of the front and rear high-speed intake passages 21.22. As will be explained in detail later, this allows the front side to
The substantial intake path length of the rear low speed intake passages 25.26 is longer than the substantial intake path length of the front and rear high speed intake passages 21.22. Note that the cross-sectional shape of the front-side high-speed intake passage 21 is an extension of the intake system.
再び第１図に示すように、集合部１７から下流側では、
フロント側高速用吸気通路２１とリヤ側高速用吸気通路
２２とは、徐々に左右に広がりつつ下流に向かって伸長
し、第１気筒＃ｌないし第２気筒＃２と対応する位置か
ら下流側では、これらは互いに平行に伸長している。そ
して、これらが互いに平行に伸長している部分（以下、
この部分を平行部という）では、フロント側高速用吸気
通路２１は、リヤ側高速用吸気通路２２よりもやや高い
位置に配置されている（第８図参照）。また、低速用吸
気通路分岐部２４から下流側において、フロント側低速
用吸気通路２５とリヤ側低速用吸気通路２６とは、徐々
に左右方向に広がりつつ下流に向かって伸長し、この後
、平行部では、フロント側低速用吸気通路２５はフロン
ト側高速用吸気通路２１の平面状のリヤ側側壁を共有し
て一体的に形成され、一方リャ側低速用吸気通路２６は
リヤ側高速用吸気通路２２の平面状の上壁を共有して一
体的に形成されている。As shown in FIG. 1 again, on the downstream side from the gathering part 17,
The front high-speed intake passage 21 and the rear high-speed intake passage 22 gradually widen left and right and extend downstream from the position corresponding to the first cylinder #l to the second cylinder #2. , these extend parallel to each other. Then, the part where these extend parallel to each other (hereinafter referred to as
In this portion (this portion is referred to as a parallel portion), the front high-speed intake passage 21 is located at a slightly higher position than the rear high-speed intake passage 22 (see FIG. 8). In addition, on the downstream side from the low-speed intake passage branch 24, the front low-speed intake passage 25 and the rear low-speed intake passage 26 gradually widen in the left-right direction and extend downstream, and then become parallel to each other. In this section, the front low-speed intake passage 25 is integrally formed with the front high-speed intake passage 21, sharing the planar rear side wall thereof, while the rear low-speed intake passage 26 is integrally formed with the rear high-speed intake passage 21. They are integrally formed, sharing a planar upper wall of 22.
高さを押さえるため、幅方向の長さが、上下方向の長さ
より小さく設定されている。In order to keep the height down, the length in the width direction is set smaller than the length in the vertical direction.
また、フロント側高速用吸気通路２１は、その下面がリ
ヤ側高速用吸気通路２２の上面とほぼ同じ高さとなるよ
うな位置に配置されている。そして、前記したように、
フロント側低速用吸気通路２５は、フロント側高速用吸
気通路２１のリヤ側側壁を共有して、これと一体向に形
成される一方、リヤ側低速用吸気通路２６は、リヤ側高
速用吸気通路の土壁を共有して、これと一体向に形成さ
れているので、これらは、高さが抑制された非常にコン
パクトな形状となっている。また、フロント側低速用吸
気通路２５とリヤ側低速用吸気通路２６とは、はぼ同じ
高さの位置に配置されているので、一体向に製作される
これらのフロント側低速用吸気通路２５とリヤ側低速用
吸気通路２６の製作が非常に容易となる。Further, the front high-speed intake passage 21 is arranged at a position such that its lower surface is approximately at the same height as the upper surface of the rear high-speed intake passage 22. And, as mentioned above,
The front low-speed intake passage 25 shares the rear side wall of the front high-speed intake passage 21 and is formed integrally therewith, while the rear low-speed intake passage 26 is formed integrally with the rear side wall of the front high-speed intake passage 21. Because they share the same earthen wall and are formed integrally with it, they have a very compact shape with limited height. In addition, since the front low-speed intake passage 25 and the rear low-speed intake passage 26 are arranged at almost the same height, the front low-speed intake passage 25 and the rear low-speed intake passage 25 are manufactured as one piece. The rear low-speed intake passage 26 can be manufactured very easily.
また、第９図に示すように、フロント側高速用吸気通路
２１は、これと交差するようにリヤ側から伸びる第２．
第４．第６気筒＃２．＃４．＃６の各独立吸気通路３，
３．３の土壁を共有して一体的に形成されているので、
吸気系統の構成がさらにコンパクトになるとともに、剛
性が高められている。Further, as shown in FIG. 9, the front side high-speed intake passage 21 has a second intake passage extending from the rear side so as to intersect with the front side high-speed intake passage 21.
4th. 6th cylinder #2. #4. #6 each independent intake passage 3,
3.Since it is integrally formed by sharing the earthen wall of 3,
The structure of the intake system has become more compact and has increased rigidity.
再び第１図に示すように、フロント側高速用吸気通路２
１の下流側端部と、リヤ側高速用吸気通路２２の下流側
端部とは、略Ｕ字状の連通路３３によって連通されてい
る。そして、リヤ側高速用吸気通路２２との接続部近傍
において、連通路３３にはこれを開閉する連通制御弁３
７が設けられている。この連通制御弁３７は、後で説明
するように、所定の高回転域において慣性効果を利用す
る場合には、容積部（圧力反転部）を形成するために開
かれるようになっている。As shown in FIG. 1 again, the front high-speed intake passage 2
The downstream end of the rear high-speed intake passage 22 and the downstream end of the rear high-speed intake passage 22 are communicated with each other by a substantially U-shaped communication passage 33. In the vicinity of the connection with the rear high-speed intake passage 22, a communication control valve 3 is provided in the communication passage 33 to open and close the communication passage 33.
7 is provided. As will be explained later, this communication control valve 37 is opened to form a volume section (pressure reversal section) when the inertia effect is utilized in a predetermined high rotation range.
ところで、前記したように、各バンク毎に集合吸気通路
（本実施例ではフロント側、リヤ側高速用吸気通路２１
．２２に相当する）が設けられたＶ型エンジンでは、一
方のバンクの独立吸気通路の集合吸気通路への開口部と
他方のバンクの独立吸気通路の集合吸気通路への開口部
とは、その開なお、第１１図に示すように、上側から平
面的にみて、各独立吸気通路３をフロント側、リヤ側高
速用吸気通路２１．２２の軸線と直角となるようにして
直線状に配置した場合には（この場合、独立吸気通路３
の吸気経路長が最も短くなる）、フロント側バンクＦの
独立吸気通路３のフロント側高速用吸気通路２１への開
口部が、リヤ側バンクＲの独立吸気通路３のリヤ側高速
用吸気通路２２への開口部よりｄ″だけ上流側にずれて
配置され、したがって、フロント側高速用吸気通路２１
と連通路３３との接続部近傍に死空間部が形成される。By the way, as mentioned above, each bank has a collective intake passage (in this embodiment, the front side and rear side high-speed intake passages 21
．． 22), the opening of the independent intake passage of one bank to the collective intake passage and the opening of the independent intake passage of the other bank to the collective intake passage are In addition, as shown in FIG. 11, when each independent intake passage 3 is arranged in a straight line so as to be perpendicular to the axes of the front and rear high-speed intake passages 21 and 22 when viewed from above. (In this case, independent intake passage 3
), the opening of the independent intake passage 3 of the front bank F to the front high-speed intake passage 21 is the same as the opening of the independent intake passage 3 of the rear bank R to the rear high-speed intake passage 22 of the independent intake passage 3 of the rear bank R. The front high-speed intake passage 21
A dead space is formed in the vicinity of the connecting portion between the connecting passage 33 and the connecting passage 33 .
そこで、この場合は、フロント側高速用吸気通路２１と
の接続部近傍の連通路３３に連通制御弁３７を配置すれ
ばよい。Therefore, in this case, the communication control valve 37 may be disposed in the communication passage 33 near the connection with the front-side high-speed intake passage 21.
そして、第１２図に示すように、連通路３３の下流側端
部の曲がり部（Ｕ字の底部分）には開口部３８が形成さ
れ、この開口部３８はプラスチック製の蓋部材３９をボ
ルト等で取り付けるなどして、通常時は閉じられるよう
になっている。この開口部３８は、組み立て時、修理時
等において、口位置が必然的に気筒配列方向にずれるが
、本実施例では、フロント側バンクＦの各独立吸気通路
３をやや下流側に曲げてフロント側高速用吸気通路２１
に接続する一方、リヤ側バンクＲの独立吸気通路３を、
フロント側バンクＦの独立吸気通路３との干渉を避ける
ため、やや上流側に曲げてリヤ側高速用吸気通路２２に
接続している。As shown in FIG. 12, an opening 38 is formed in the bent part (bottom part of the U-shape) at the downstream end of the communication path 33, and this opening 38 is used to attach a plastic cover member 39 to the bolt. etc., so that it can be closed during normal times. The opening position of this opening 38 will inevitably shift in the cylinder arrangement direction during assembly, repair, etc., but in this embodiment, each independent intake passage 3 of the front side bank F is bent slightly downstream to Side high speed intake passage 21
On the other hand, the independent intake passage 3 of the rear bank R is connected to
In order to avoid interference with the independent intake passage 3 of the front bank F, it is bent slightly upstream and connected to the rear high-speed intake passage 22.
したがって、第１Ｏ図に示すように、リヤ側バンクＲの
独立吸気通路３のリヤ側高速用吸気通路２２への開口部
は、フロント側バンクＦの独立吸気通路３のフロント側
高速用吸気通路２１への開口部よりｄだけ上流側にずれ
て配置される。このため、リヤ側高速用吸気通路２２と
連通路３３との接続部近傍にはほぼ上記ずれ分ｄに相当
する死空間部が形成されるが、本実では、この死空間部
に連通制御弁３７を配置している。したがって、連通制
御弁３７を配置するために、格別マニホールド本体部Ｍ
を気筒配列方向（車幅方向）に延長する必要がなく、こ
のため、吸気装置のコンパクト化を図ることができる。Therefore, as shown in FIG. 1O, the opening of the independent intake passage 3 of the rear bank R to the rear high-speed intake passage 22 is the same as the opening of the independent intake passage 3 of the front bank F to the front high-speed intake passage 21 of the independent intake passage 3 of the front bank F. It is arranged to be shifted upstream by d from the opening to. Therefore, a dead space corresponding to the above-mentioned deviation d is formed near the connection between the rear high-speed intake passage 22 and the communication passage 33, but in actual practice, the communication control valve is located in this dead space. 37 are placed. Therefore, in order to arrange the communication control valve 37, the special manifold main body M
It is not necessary to extend in the cylinder arrangement direction (vehicle width direction), and therefore the intake device can be made more compact.
ここから連通制御弁３７の弁体を容易に挿入または撤去
できるように、あるいはここからフロント側、リヤ側高
速用吸気通路２１．２２内の清掃等を容易に行えるよう
に、左右に大きく開いた形状となっている。なお、この
場合、連通制御弁３７が設けられるリヤ側高速用吸気通
路２２は、フロント側高速用吸気通路２１より低位置に
配置されているので、連通路３３内で連通制御弁３７の
弁体を弁軸に取り付ける際、上側から取り付は箇所を見
ることができ、作業性が良好となる。また、リヤ側高速
用吸気通路２２は、横幅がフロント側高速用吸気通路２
１より狭く設定されているので、連通制御弁３７取り付
は位置では通路の曲がりが比較的緩やかとなり、連通制
御弁３７の設置が容易となる。It opens wide to the left and right so that the valve body of the communication control valve 37 can be easily inserted or removed from here, or the front and rear high-speed intake passages 21 and 22 can be cleaned from here. It has a shape. In this case, since the rear high-speed intake passage 22 in which the communication control valve 37 is provided is located at a lower position than the front high-speed intake passage 21, the valve body of the communication control valve 37 is disposed within the communication passage 33. When attaching the valve to the valve stem, the attachment point can be seen from above, improving work efficiency. Furthermore, the width of the rear high-speed intake passage 22 is the same as that of the front high-speed intake passage 22.
1, the passage has a relatively gentle bend at the position where the communication control valve 37 is installed, making it easy to install the communication control valve 37.
以下、第１図を参照しつつ上記構成において行われる圧
力波過給について説明する。Hereinafter, pressure wave supercharging performed in the above configuration will be explained with reference to FIG.
慣性効果を利用すべき所定の高速域では、連通制御弁３
７とフロント側、リヤ側高速用吸気通路開閉弁３１．３
２とがともに開かれる。このとき、フロント側、リヤ側
高速用吸気通路２１．２２は連通路３３を介して連通し
、これらは一体向にかなり大きい容積を有する容積部を
形成し、この容積部は圧力波の反転部として作用する。In a predetermined high-speed range where the inertia effect should be utilized, the communication control valve 3
7 and front side, rear side high speed intake passage opening/closing valve 31.3
2 will be held together. At this time, the front side and rear side high-speed intake passages 21 and 22 communicate with each other via the communication passage 33, and these form a volume part having a considerably large volume in one direction, and this volume part is the inversion part of the pressure wave. It acts as.
そして、各気筒＃ｌ〜＃６において、夫々吸気弁１が開
かれたときに、吸気ポート２に発生する負圧波が独立吸
気通路３を上流に向かって音速で伝播し、フロント側、
リヤ側高速用吸気通路２１．２２が連通して形成された
上記容積部で正圧波に反転され、この正圧波が独立吸気
通路３を下流に向かって伝播し、吸気弁１が閉じられる
直前に吸気ポート２に到達し、この正圧波によって吸気
が燃焼室４に押し込まれ、吸気の充填効率が高められる
（慣性効果）。When the intake valve 1 of each cylinder #l to #6 is opened, the negative pressure wave generated in the intake port 2 propagates upstream through the independent intake passage 3 at the speed of sound, and the front side,
The rear-side high-speed intake passages 21 and 22 are connected to each other and are inverted into positive pressure waves in the above-mentioned volume, which propagates downstream through the independent intake passage 3, and immediately before the intake valve 1 is closed. The intake air reaches the intake port 2 and is pushed into the combustion chamber 4 by this positive pressure wave, increasing the filling efficiency of the intake air (inertial effect).
一方、共鳴効果を利用すべき中・低速域において、所定
の高速時には、連通制御弁３７が閉じられる一方、フロ
ント側、リヤ側高速用吸気通路開閉弁３１．３２が開か
れる。このとき、フロント側高速用吸気通路２１とリヤ
側高速用吸気通路２２とは連通しないので、慣性効果利
用時のようなじるので、高速用吸気通路２１内では、各
気筒＃１、＃３．＃５の圧力波が互いに共鳴し、１つの
気筒で発生する圧力波の振動より大きい振幅を有する共
鳴圧力波が発生する。そして、吸気弁１が閉じられる直
前に、このような共鳴圧力波が吸気ポート２に到達した
気筒では、共鳴圧力波によって吸気が燃焼室４内に押し
込まれ充填効率が高められる（共鳴効果）。なお、この
場合フロント側低速時用吸気筒２５も各吸気ポート２と
集合部１７とを連通しているが、前記したようにフロン
ト側低速用吸気通路２５はその内径がフロント側高速用
吸気通路２１よりかなり小さいので、圧力波の伝播に関
しては、フロント側高速用吸気通路２１だけが有効とな
り、フロント側低速用吸気通路２５は実質的には影響を
及ぼさない。なお、リヤ側バンクＲに属する各気筒＃２
．＃４．＃６についても、同様に共鳴効果による圧力波
過給が行われる。On the other hand, in the medium/low speed range where the resonance effect is to be utilized, at a predetermined high speed, the communication control valve 37 is closed, while the front and rear high speed intake passage opening/closing valves 31, 32 are opened. At this time, since the front high-speed intake passage 21 and the rear high-speed intake passage 22 do not communicate with each other, the flow is similar to when the inertia effect is used, so that in the high-speed intake passage 21, each cylinder #1, #3. The #5 pressure waves resonate with each other, and a resonant pressure wave is generated that has a larger amplitude than the vibration of the pressure wave generated in one cylinder. In the cylinder where such a resonant pressure wave reaches the intake port 2 immediately before the intake valve 1 is closed, the resonant pressure wave forces the intake air into the combustion chamber 4 and increases the charging efficiency (resonance effect). In this case, the front low-speed intake pipe 25 also communicates each intake port 2 with the gathering part 17, but as described above, the front low-speed intake passage 25 has an inner diameter that is equal to the front high-speed intake passage. 21, only the front high-speed intake passage 21 is effective in propagating pressure waves, and the front low-speed intake passage 25 has no substantial effect. In addition, each cylinder #2 belonging to rear side bank R
．． #4. For #6, pressure wave supercharging is similarly performed due to the resonance effect.
また、共鳴効果を利用すべき中・低速域において、所定
の低速時には、連通制御弁３７と、フロ容積部（圧力反
転部）が形成されない。そして、例えは７０ント側バン
クＦに属する第１．第３．第５気筒＃ １ 、＃ ３
、＃ ５については、吸気弁１が開かれた時に発生する
負圧波が順に、独立吸気通路３と、フロント側高速用吸
気通路２１とを介して集合部１７まで音速で伝播する。Furthermore, in the medium/low speed range where the resonance effect is to be utilized, at a predetermined low speed, the communication control valve 37 and the flow volume section (pressure inversion section) are not formed. For example, the 1st bank belonging to the 70th bank F. Third. 5th cylinder #1, #3
, #5, the negative pressure wave generated when the intake valve 1 is opened propagates at the speed of sound to the gathering portion 17 via the independent intake passage 3 and the front-side high-speed intake passage 21.
ところで、この集合部１７は、フロント側バンクＦに属
する各気筒＃１．＃３．＃５から発生する圧力波と、リ
ヤ側バンクＲに属する各気筒＃２．＃４．＃６から発生
する圧力波とが互いに干渉し合って、圧力均一部となっ
ており、このような圧力均一部は圧力波の伝播における
圧力反転部として作用する。このため、フロント側バン
クＦの各気筒＃１．＃３．＃５で発生して集合部１７ま
で伝播した負圧波は集合部１７で正圧波に反転され、フ
ロント側高速用吸気通路２１．！ｌ：第１．第３．第５
気筒＃ ｌ 、＃ ３ 、＃５の各独立吸気通路３とを
介して、各気筒＃ｌ。By the way, this gathering section 17 is arranged for each cylinder #1. belonging to the front side bank F. #3. The pressure wave generated from #5 and each cylinder #2 belonging to the rear bank R. #4. The pressure waves generated from #6 interfere with each other to form a pressure uniform portion, and such pressure uniform portion acts as a pressure reversal portion in the propagation of the pressure waves. Therefore, each cylinder #1 of the front side bank F. #3. The negative pressure wave generated at #5 and propagated to the collecting section 17 is reversed to a positive pressure wave at the collecting section 17, and is then transferred to the front high-speed intake passage 21. ! l: 1st. Third. Fifth
Each cylinder #l via each independent intake passage 3 of cylinders #l, #3, #5.
＃３．＃５の吸気ポート２に到達する。このような圧力
波の伝播現象は、フロント側バンクＦに属する第１．第
３．第５気筒＃ｌ、＃３．＃５で夫々生ント側、リヤ側
高速用吸気通＃開閉弁３１．３２とがともに閉じられる
。このとき、フロント側。#3. It reaches intake port 2 of #5. Such a pressure wave propagation phenomenon is caused by the first wave belonging to the front side bank F. Third. 5th cylinder #l, #3. At #5, both the intake valves 31 and 32 for high-speed intake ventilation on the intake side and rear side are closed, respectively. At this time, the front side.
リヤ側高速用吸気通路２１．２２が上流側で閉止されて
いるので、例えばフロント側バンクＦ側の各気筒＃ｌ、
＃３．＃５については、圧力波は順に、独立吸気通路３
と、フロント側高速用吸気通路２１と、フロント側低速
用吸気通路２５とを経由して、各気筒＃ｌ、＃３．＃５
の吸気ポート２と低速用吸気通路分岐部２４との間を往
復伝播する。なお、この場合、フロント側気筒＃１．＃
３゜＃５とリヤ側気筒＃２．＃４．＃６との吸気干渉に
より、低速用吸気通路分岐部２４が均圧部、すなわち圧
力反転部となる。このようにして、圧力波の伝播経路が
長くなり、さらに、フロント側の低速用吸気通路２５は
フロント側高速用吸気通路２１より内径が小さく設定さ
れているので、圧力波の伝播に関する等価管長が長くな
り、したがって、圧力波の往復伝播に要する時間が長く
なり、比較的低速時において共鳴効果を有効に高めるこ
とができ、充填効率の向上を図ることができる。Since the rear high-speed intake passages 21 and 22 are closed on the upstream side, for example, each cylinder #l on the front side bank F side,
#3. For #5, the pressure waves in turn
, through the front high-speed intake passage 21 and the front low-speed intake passage 25 to each cylinder #l, #3. #5
It propagates back and forth between the intake port 2 and the low-speed intake passage branch part 24. In this case, the front cylinder #1. #
3° #5 and rear cylinder #2. #4. Due to intake interference with #6, the low-speed intake passage branch portion 24 becomes a pressure equalization portion, that is, a pressure inversion portion. In this way, the propagation path of pressure waves becomes longer, and since the front side low-speed intake passage 25 is set to have a smaller inner diameter than the front side high-speed intake passage 21, the equivalent pipe length for pressure wave propagation is Therefore, the time required for the pressure wave to propagate back and forth becomes longer, and the resonance effect can be effectively enhanced at relatively low speeds, and the filling efficiency can be improved.
以上、本発明によれば、慣性効果と共鳴効果とを効果的
に高め、かつ吸気装置のコンパクト化を図ることができ
る。As described above, according to the present invention, the inertial effect and the resonance effect can be effectively enhanced, and the intake device can be made more compact.
第１図は、本発明の実施例を示す、６気筒横置きＶ型エ
ンジンの吸気装置の平面説明図である。
第２図は、第１図に示す吸気装置を備えたエンジンの立
面説明図である。
第３図は、第１図に示す吸気装置の集合部より下流の部
分を示す立面説明図である。
第４図は、第３図のＸ−Ｘ線断面説明図である。
第５図は、第１図に示す吸気装置のＡ−Ａ線断面説明図
である。
第６図は、第１図に示す吸気装置のＢ−Ｂ線断面説明図
である。
第７図は、第１図に示す吸気装置のＣ−Ｃ線断面説明図
である。
第８図は、第１図に示す吸気装置のＤ−Ｄ線断面説明図
である。
第９図は、第１図に示す吸気装置の平行部にお１ｒ・・
・フロント側、リヤ側分岐吸気通路、１２・・・分岐部
、１４・・・スロットルボディ、１７・・・集合部、１
８・・・７ラング部、２Ｉ・・・フロント側高速用吸気
通路、２２・・・リヤ側高速用吸気通路、２３・・・共
通低速用吸気通路、２５・・・フロント側低速用吸気通
路、２６・・・リヤ側低速用吸気通路、３１・・・フロ
ント側高速用吸気通路開閉弁、３２・・・リヤ側高速用
吸気通路開閉弁、３３・・・連通路、３７・・・連通制
御弁、３８・・・開口部、３９・・・蓋部材。FIG. 1 is an explanatory plan view of an intake system for a six-cylinder horizontal V-type engine, showing an embodiment of the present invention. FIG. 2 is an explanatory elevational view of an engine equipped with the intake device shown in FIG. 1. FIG. 3 is an explanatory elevational view showing a portion of the intake device shown in FIG. 1 downstream from the collecting section. FIG. 4 is an explanatory cross-sectional view taken along the line X--X in FIG. 3. FIG. 5 is an explanatory cross-sectional view taken along line A-A of the intake device shown in FIG. 1. 6 is an explanatory cross-sectional view taken along line B-B of the intake device shown in FIG. 1. FIG. FIG. 7 is an explanatory cross-sectional view taken along the line CC of the intake device shown in FIG. 1. FIG. 8 is an explanatory cross-sectional view taken along line D-D of the intake device shown in FIG. 1. FIG. 9 shows 1r...
・Front side, rear side branch intake passage, 12... Branch part, 14... Throttle body, 17... Gathering part, 1
8...7 rung part, 2I...Front side high speed intake passage, 22...Rear side high speed intake passage, 23...Common low speed intake passage, 25...Front side low speed intake passage , 26... Rear side low speed intake passage, 31... Front side high speed intake passage opening/closing valve, 32... Rear side high speed intake passage opening/closing valve, 33... Communication passage, 37... Communication Control valve, 38... opening, 39... lid member.
Claims (1)
られるとともに、これらの各バンク毎に、該バンクを構
成する気筒の独立吸気通路と連通する集合吸気通路が設
けられたＶ型エンジンにおいて、 一方の集合吸気通路の端部と他方の集合吸気通路の端部
とを連通する連通路を設ける一方、独立吸気通路の集合
吸気通路への開口部が、気筒配列方向にみて相対的に連
通路から離れた位置に配置される方の集合吸気通路側に
、両集合吸気通路の連通状態を制御する連通制御弁を設
けたことを特徴とするＶ型エンジンの吸気装置。(1) In a V-type engine in which two banks are provided, each consisting of a predetermined cylinder, and each bank is provided with a collective intake passage that communicates with the independent intake passages of the cylinders forming the bank. , a communication passage is provided that communicates the end of one collective intake passage with the end of the other collective intake passage, while the opening of the independent intake passage to the collective intake passage is relatively connected when viewed in the cylinder arrangement direction. An intake system for a V-type engine, characterized in that a communication control valve for controlling the communication state of both collective intake passages is provided on the side of the collective intake passage located at a position away from the passage.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63254557A JPH02102322A (en) | 1988-10-07 | 1988-10-07 | Suction device for type v engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63254557A JPH02102322A (en) | 1988-10-07 | 1988-10-07 | Suction device for type v engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH02102322A true JPH02102322A (en) | 1990-04-13 |
Family
ID=17266701
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63254557A Pending JPH02102322A (en) | 1988-10-07 | 1988-10-07 | Suction device for type v engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH02102322A (en) |
-
1988
- 1988-10-07 JP JP63254557A patent/JPH02102322A/en active Pending
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