JPH0235854B2 - - Google Patents

Info

Publication number
JPH0235854B2
JPH0235854B2 JP58248657A JP24865783A JPH0235854B2 JP H0235854 B2 JPH0235854 B2 JP H0235854B2 JP 58248657 A JP58248657 A JP 58248657A JP 24865783 A JP24865783 A JP 24865783A JP H0235854 B2 JPH0235854 B2 JP H0235854B2
Authority
JP
Japan
Prior art keywords
intake
speed
speed intake
intake passages
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.)
Expired - Lifetime
Application number
JP58248657A
Other languages
Japanese (ja)
Other versions
JPS60138265A (en
Inventor
Katsumi Ichida
Hideyo Myano
Shigeru Suzuki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP58248657A priority Critical patent/JPS60138265A/en
Priority to US06/647,713 priority patent/US4669428A/en
Priority to DE3448130A priority patent/DE3448130C2/en
Priority to GB08422638A priority patent/GB2147659B/en
Priority to DE19843433011 priority patent/DE3433011A1/en
Priority to IT48817/84A priority patent/IT1199185B/en
Priority to CA000462643A priority patent/CA1229534A/en
Priority to FR8413865A priority patent/FR2551801B1/en
Publication of JPS60138265A publication Critical patent/JPS60138265A/en
Publication of JPH0235854B2 publication Critical patent/JPH0235854B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10052—Plenum chambers special shapes or arrangements of plenum chambers; Constructional details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
    • F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
    • 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
    • F02B27/0263—Plenum chambers; Resonance chambers or resonance pipes the plenum chamber and at least one of the intake ducts having a common wall, and the intake ducts wrap partially around the plenum chamber, i.e. snail-type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0268—Valves
    • F02B27/0273—Flap valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10032—Plenum chambers specially shaped or arranged connecting duct between carburettor or air inlet duct and the plenum chamber; specially positioned carburettors or throttle bodies with respect to the plenum chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10039—Intake ducts situated partly within or on the plenum chamber housing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
    • F02M35/10111—Substantially V-, C- or U-shaped ducts in direction of the flow path
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
    • F02M35/10131—Ducts situated in more than one plane; Ducts of one plane crossing ducts of another plane
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10216—Fuel injectors; Fuel pipes or rails; Fuel pumps or pressure regulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1034—Manufacturing and assembling intake systems
    • F02M35/10354—Joining multiple sections together
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/108—Intake manifolds with primary and secondary intake passages
    • F02M35/1085—Intake manifolds with primary and secondary intake passages the combustion chamber having multiple intake valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/116—Intake manifolds for engines with cylinders in V-arrangement or arranged oppositely relative to the main shaft
    • 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)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Manufacturing & Machinery (AREA)
  • Characterised By The Charging Evacuation (AREA)

Description

【発明の詳細な説明】 Ａ 発明の目的 (1) 産業上の利用分野 本発明は、クランク軸の軸線方向に配列した複
数のシリンダをそれぞれ有する一対のシリンダ列
をＶ字状に配設してなるＶ型多気筒内燃機関の吸
気装置に関する。Detailed Description of the Invention A. Purpose of the Invention (1) Industrial Field of Application The present invention is directed to a crankshaft in which a pair of cylinder rows each having a plurality of cylinders arranged in the axial direction of a crankshaft are arranged in a V-shape. The present invention relates to an intake system for a V-type multi-cylinder internal combustion engine.

(2) 従来の技術 従来、機関の低速及び高速運転状態に応じて吸
気系の有効管長を自動的に変化させ、低速及び高
速の何れの運転時にも、吸気慣性効果を効果的に
利用して充填効率を高めることができ、常に安定
した高出力性能を機関に与えるようにした吸気装
置は公知である。(2) Conventional technology Conventionally, the effective pipe length of the intake system is automatically changed according to the low speed and high speed operating conditions of the engine, and the intake inertia effect is effectively utilized during both low speed and high speed operation. 2. Description of the Related Art Intake devices are known that are capable of increasing charging efficiency and always provide stable high-output performance to an engine.

(3) 発明が解決しようとする課題 上記従来公知の吸気装置では装置全体が大型化
する傾向があるため、それを、Ｖ型多気筒内燃機
関の両シリンダ列間の比較的狭小な谷間に設置し
ようとしても吸気装置の大半が該谷間より食み出
してしまい、機関が全体として大型化するという
問題がある。(3) Problems to be Solved by the Invention Since the above-mentioned conventionally known intake devices tend to be bulky as a whole, it is necessary to install them in a relatively narrow valley between both cylinder rows of a V-type multi-cylinder internal combustion engine. Even if such an attempt is made, most of the intake device protrudes from the valley, resulting in a problem that the engine becomes larger as a whole.

本発明は上記問題を解決し得る、Ｖ型多気筒内
燃機関の吸気装置を提供することを目的とする。 An object of the present invention is to provide an intake system for a V-type multi-cylinder internal combustion engine that can solve the above problems.

Ｂ 発明の構成 (1) 課題を解決するための手段 そして上記目的を達成するために本発明は、ク
ランク軸の軸線方向に配列した複数のシリンダを
それぞれ有する一対のシリンダ列をＶ字状に配設
してなるＶ型多気筒内燃機関の吸気装置におい
て、各シリンダ列の複数の吸気ポートに接続され
て両シリンダ列の谷間で集合し、且つクランク軸
の軸線に沿つて前記谷の外方へ直線的に延びる各
独立した複数本の高速吸気路と、前記谷に並設さ
れて前記各高速吸気路の入口を開口させる吸気分
配室と、一部の高速吸気路の途中に設けられた分
岐口から該一部の高速吸気路の下側にそれぞれ分
岐して前記吸気分配室を取り巻くように延び、入
口が該吸気分配室の上部に開口する複数本の第１
の低速吸気路と、残余の高速吸気路の途中に設け
られた分岐口から該残余の高速吸気路の上側にそ
れぞれ分岐して前記吸気分配室を取り巻くように
延び、入口が該吸気分配室の下部に開口する複数
本の第２の低速吸気路とより吸気マニホールドを
構成し、前記各高速吸気路の長さを、対応する前
記各低速吸気路と前記分岐口より下流側の前記各
高速吸気路との合計長さより短くし、前記分岐口
より上流の前記各高速吸気路に、これを開閉する
開閉弁を設けると共に、この開閉弁には、機関の
所定の高速運転状態に応動して該開閉弁を開放作
動する作動器を連結したことを特徴とする。B. Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, the present invention arranges a pair of cylinder rows in a V-shape, each having a plurality of cylinders arranged in the axial direction of the crankshaft. In an intake system for a V-type multi-cylinder internal combustion engine, the air intake system is connected to a plurality of intake ports of each cylinder row, converges in the valley between both cylinder rows, and extends outward from the valley along the axis of the crankshaft. A plurality of independent high-speed intake passages that extend linearly, an intake distribution chamber that is arranged in parallel in the valley and opens the entrance of each of the high-speed intake passages, and a branch provided in the middle of some of the high-speed intake passages. a plurality of first pipes each branching from the mouth to the lower side of the part of the high-speed intake passage, extending to surround the intake air distribution chamber, and having an inlet opening at an upper part of the intake air distribution chamber;
The low-speed intake passage and the remaining high-speed intake passage branch from branch ports provided in the middle to the upper side of the remaining high-speed intake passage and extend to surround the intake distribution chamber, and the inlet is connected to the intake distribution chamber. An intake manifold is configured with a plurality of second low-speed intake passages that open at the bottom, and the length of each of the high-speed intake passages is determined by the corresponding low-speed intake passage and each high-speed intake downstream of the branch port. Each of the high-speed intake passages upstream of the branch port is provided with an on-off valve that opens and closes the intake passage. A feature is that an actuator is connected to open the on-off valve.

(2) 作 用 機関の有効吸気管長を開閉弁の単なる開閉動作
により二段階に切換制御することができるから、
吸気慣性効果の利用により常に充填効率が高めら
れる。(2) Function Since the effective intake pipe length of the engine can be controlled in two stages by simply opening and closing the on-off valve,
Filling efficiency is always increased by utilizing the intake inertia effect.

特に高速吸気路は、両シリンダ列間のＶ字状の
谷間をクランク軸の軸線に沿つて直接的に延びて
いるから、機関の高速運転時にはこの高速吸気路
により吸気慣性効果が充分に得られる。しかもそ
の高速吸気路の下側に分岐する第１の低速吸気路
群と、その上側に分岐する第２の低速吸気路群と
を、該Ｖ字状の谷に並設した吸気分配室を取り巻
くように延ばして同室の上部と下部とにそれぞれ
開口させることができるから、高速吸気路群の上
下及び吸気分配室周囲の各空間をうまく利用して
低速吸気路を充分長く取り回すことができ、従つ
て低速吸気路の必要な管長を確保しながら、該低
速吸気路を高速吸気路及び吸気分配室に一体的に
組み込んだコンパクトな吸気マニホールドが得ら
れるから、それを上記Ｖ字状の谷間及びその外側
方の空間に亘つて無理なく設置することが可能と
なる。 In particular, the high-speed intake passage extends directly through the V-shaped valley between both cylinder rows along the axis of the crankshaft, so when the engine is running at high speed, this high-speed intake passage provides sufficient intake inertia effects. . Furthermore, a first low-speed intake path group branching below the high-speed intake path and a second low-speed intake path group branching above the high-speed intake path surround an intake distribution chamber arranged in parallel in the V-shaped valley. Since it can be extended to open at the upper and lower parts of the same chamber, it is possible to make good use of the spaces above and below the high-speed intake passage group and around the intake distribution chamber, and to route the low-speed intake passage for a sufficiently long length. Therefore, it is possible to obtain a compact intake manifold in which the low-speed intake passage is integrated with the high-speed intake passage and the intake distribution chamber while ensuring the necessary pipe length of the low-speed intake passage. It becomes possible to easily install it over the space on the outside.

(3) 実施例 以下、図面により本発明の一実施例について説
明する。(3) Embodiment An embodiment of the present invention will be described below with reference to the drawings.

第１図に示す内燃機関はＶ型６気筒機関であ
り、したがつて左右Ｖ字状に開いて配置された２
つのシリンダ列Ｃ，C′にはシリンダ１がそれぞれ
３本宛クランク軸（図示せず）の軸線方向（第１
図の表裏方向）に配列して設けられている。 The internal combustion engine shown in Fig. 1 is a V-type six-cylinder engine, so two
The three cylinder rows C and C' each have three cylinders 1 in the axial direction (first direction) of the crankshaft (not shown).
They are arranged in the front and back directions of the figure.

両シリンダ列Ｃ，C′の構造は略対称的であるの
で、左側シリンダ列Ｃの構造についてのみ説明す
ると、シリンダ１を形成されたシリンダブロツク
２の上面にはガスケツト４を介してシリンダヘツ
ド３が重合して結着される。シリンダ１にはピス
トン５が摺合され、このピストン５に対面するシ
リンダヘツド３の底面に燃焼室６が凹設される。 Since the structures of both cylinder rows C and C' are approximately symmetrical, only the structure of the left cylinder row C will be explained.A cylinder head 3 is attached to the upper surface of the cylinder block 2 in which the cylinder 1 is formed via a gasket 4. Polymerized and bonded. A piston 5 is slidably fitted into the cylinder 1, and a combustion chamber 6 is recessed in the bottom surface of the cylinder head 3 facing the piston 5.

燃焼室６の天井面７は、３本のシリンダ１の配
列方向に延びる稜線Ｌから左右両側に向つて下る
２つの斜面７ａ，７ｂよりなつており、（第１Ａ
図参照）、両シリンダ列Ｃ，C′間の谷Ｖ側に位置
する斜面７ａには一対の吸気弁口８，８が、また
反対側の斜面７ｂには同じく一対の排気弁口９，
９がそれぞれ稜線Ｌに沿つて並んで開口し、これ
ら吸気弁口８，８及び排気弁口９，９は動弁機構
１０より駆動される各一対の吸気弁１１，１１及
び排気弁１２，１２によつてそれぞれ開閉され
る。これら４本の弁１１，１１；１２，１２に囲
まれる１本の点火栓１３はシリンダヘツド３に螺
着され、その電極は燃焼室６の天井面７の中心部
に臨まされる。 The ceiling surface 7 of the combustion chamber 6 consists of two slopes 7a and 7b descending from a ridgeline L extending in the direction in which the three cylinders 1 are arranged, toward both the left and right sides.
), a pair of intake valve ports 8, 8 are located on the slope 7a located on the valley V side between both cylinder rows C, C', and a pair of exhaust valve ports 9, 8 are located on the slope 7b on the opposite side.
9 are lined up and open along the ridge line L, and these intake valve ports 8, 8 and exhaust valve ports 9, 9 are a pair of intake valves 11, 11 and an exhaust valve 12, 12, respectively, which are driven by a valve mechanism 10. are opened and closed respectively. One spark plug 13 surrounded by these four valves 11, 11; 12, 12 is screwed onto the cylinder head 3, and its electrode faces the center of the ceiling surface 7 of the combustion chamber 6.

各一対の吸気弁口８，８及び排気弁口９，９
は、それぞれ共通の吸気ポート１４及び排気ポー
ト１５に連なり、吸気ポート１４の入口は、谷Ｖ
に隣接するシリンダヘツド３の一側部上面に開口
し、排気ポート１５の出口はシリンダヘツドの他
側面に開口する。 Each pair of intake valve ports 8, 8 and exhaust valve ports 9, 9
are connected to the common intake port 14 and exhaust port 15, respectively, and the entrance of the intake port 14 is connected to the valley V
The exhaust port 15 opens at the upper surface of one side of the cylinder head 3 adjacent to the exhaust port 15, and the outlet of the exhaust port 15 opens at the other side of the cylinder head.

第２図において、左側シリンダ列Ｃの３本の吸
気ポートを上方より順に第１、第２、第３吸気ポ
ート１４1，１４2，１４3と呼び、右側シリンダ
列C′の３本の吸気ポートを同じく上方より順に第
１、第２、第３吸気ポート１４1′，１４2′，１４
3′と呼ぶことにする。これら吸気ポートに空気若
しくは混合気を分配供給するための吸気マニホー
ルドＭが谷Ｖを通して配設される。 In Fig. 2, the three intake ports in the left cylinder row C are called first, second, and third intake ports 14 1 , 14 2 , and 14 3 in order from above, and the three intake ports in the right cylinder row C' Similarly, from the top, the ports are the first, second, and third intake ports 14 1 ′, 14 2 ′, 14
Let's call it 3 '. An intake manifold M is disposed through the valley V for distributing and supplying air or air-fuel mixture to these intake ports.

この吸気マニホールドＭは、第２図ないし第７
図に示すように、共通１個の吸気分配室１６と、
この分配室１６の一側から延出して左側第１〜第
３吸気ポート１４1〜１４3にそれぞれ至る左側第
１〜第３高速吸気路１７1〜１７3と、吸気分配室
１６の他側から延出して左側第１〜第３吸気路１
７1〜１７3の各中間部に設けられた分岐口b1〜b3
にそれぞれ接続する左側第１〜第３低速吸気路１
８1〜１８3と、吸気分配室１６の一側から延出し
て右側第１〜第３吸気ポート１４1′〜１４3′にそ
れぞれ至る右側第１〜第３高速吸気路１７1′〜１
７3′と、吸気分配室１６の他側から延出して右側
第１〜第３吸気路１７1〜１７3′の各中間部に設
けた分岐口b1′〜b3′にそれぞれ接続する右側第１
〜第３低速吸気路１８1′〜１８3′とより構成され
る。 This intake manifold M is shown in Figures 2 to 7.
As shown in the figure, one common intake air distribution chamber 16,
Left side first to third high speed intake passages 17 1 to 17 3 extending from one side of the distribution chamber 16 and reaching the left side first to third intake ports 14 1 to 14 3 respectively , and the other side of the intake distribution chamber 16 Extending from the left side first to third intake passages 1
Branch ports b 1 to b 3 provided in the intermediate parts of each of 7 1 to 17 3
The left side first to third low-speed intake passages 1 respectively connected to
8 1 to 18 3 and right side first to third high-speed intake passages 17 1 ′ to 1 extending from one side of the intake distribution chamber 16 and reaching the right side first to third intake ports 14 1 ′ to 14 3 ′, respectively.
7 3 ′ and branch ports b 1 ′ to b 3 ′ extending from the other side of the air intake distribution chamber 16 and provided at the intermediate portions of the first to third right air intake passages 17 1 to 17 3 ′, respectively. 1st on the right
- third low-speed intake passages 18 1 ′ to 18 3 ′.

また、吸気マニホールドＭは、その加圧・組
立・整備等を容易にするために、谷Ｖに配設され
る第１ブロツクB1と、谷Ｖの第３吸気ポート１
４3，１４3′側外側方に配設される第２ブロツク
B2と、両ブロツクB1，B2間に介装される中間板
Ｐとに３分割される。第１ブロツクB1には左右
のシリンダ列Ｃ，C′に対応して一対の水平な取付
フランジ１９，１９′が一体に形成されており、
これら取付フランジ１９，１９′が各シリンダ列
Ｃ，C′のシリンダヘツド３，３′にそれぞれ複数
本のボルト２０，２０′を介して固着される。ま
た第１及び第２ブロツクB1，B2の対向端にも連
結フランジ２１，２２がそれぞれ一体に形成され
ており、両連結フランジ２１，２２は中間板Ｐを
挾んで複数本のボルト２３により相互に結着され
る。 In addition, the intake manifold M has a first block B1 disposed in the valley V and a third intake port 1 in the valley V in order to facilitate its pressurization, assembly, maintenance, etc.
4 3 , 14 3 'Second block disposed on the outside side
It is divided into three parts: B 2 and an intermediate plate P interposed between both blocks B 1 and B 2 . A pair of horizontal mounting flanges 19, 19' are integrally formed on the first block B1 , corresponding to the left and right cylinder rows C, C'.
These mounting flanges 19, 19' are fixed to the cylinder heads 3, 3' of each cylinder row C, C' via a plurality of bolts 20, 20', respectively. Furthermore, connecting flanges 21 and 22 are integrally formed at opposite ends of the first and second blocks B 1 and B 2 , respectively, and both connecting flanges 21 and 22 are connected by a plurality of bolts 23 with the intermediate plate P between them. mutually bound.

前記吸気分配室１６は、谷Ｖの最大幅より長い
円筒を基本形として図示しないクランク軸と直交
する水平方向を向くよう、第２ブロツクB2に形
成される。そして、吸気分配室１６から最も遠い
第１吸気ポート１４1，１４1′に連なる第１高速
吸気路１７1，１７1′は谷Ｖの中心部に左右に並
べられて第１ブロツクB1を通り、中間板Ｐを貫
通して該室１６に開口し、第１低速吸気路１８1，
１８1′は第１ブロツクB1において対応する第１高
速吸気路１７1，１７1′の下側を通り、中間板Ｐ
を貫通した後、分配室１６の下側から上方へ反転
して該室１６の上面に開口する。また第２高速吸
気路１７2，１７2′は谷Ｖの中心部に左右に並べ
られて第１ブロツクB1における第１高速吸気路
１７1，１７1′の上部を通り、中間板Ｐを貫通し
て分配室１６に開口し、第２低速吸気路１８2，
１８2′は第１ブロツクB1において対応する第２高
速吸気路１７2，１７2′の上側を通り、中間板Ｐ
を貫通した後、分配室１６の上側から下方へ反転
して該室１６の下面に開口する。さらに第３高速
吸気路１７3，１７3′は第２吸気路１７2，１７
2′の左右両側に隣接して第１ブロツクB1を通り、
中間板Ｐを貫通して分配室１６に開口し、第３低
速吸気路１８3，１８3′は第１ブロツクB1におい
て対応する第３高速吸気路１７3，１７3′の上側
を通り、中間板Ｐを貫通した後、分配室１６の上
流から下方へ反転して該室１６の下面に開口す
る。而して前記第１低速吸気路１８1，１８1′は
本発明の第１の低速吸気路を構成し、また前記第
２及び第３低速吸気路１８2，１８3；１８2′１８
3′は、本発明の第２の低速吸気路を構成してい
る。 The intake air distribution chamber 16 has a basic shape of a cylinder longer than the maximum width of the valley V, and is formed in the second block B2 so as to face in a horizontal direction perpendicular to a crankshaft (not shown). The first high-speed intake passages 17 1 , 17 1 ′ connected to the first intake ports 14 1 , 14 1 ′ which are farthest from the intake air distribution chamber 16 are arranged left and right in the center of the valley V, and are connected to the first block B 1 . passes through the intermediate plate P and opens into the chamber 16, and the first low-speed intake passage 18 1 ,
18 1 ′ passes under the corresponding first high-speed intake passages 17 1 , 17 1 ′ in the first block B 1 and connects to the intermediate plate P.
After penetrating through the distribution chamber 16, it is turned upward from the lower side of the distribution chamber 16 and opens at the upper surface of the chamber 16. Further, the second high-speed intake passages 17 2 , 17 2 ′ are arranged left and right in the center of the valley V, pass through the upper part of the first high-speed intake passages 17 1 , 17 1 ′ in the first block B 1 , and pass through the intermediate plate P. A second low-speed intake passage 18 2 passes through the distribution chamber 16 and opens into the distribution chamber 16 .
18 2 ′ passes above the corresponding second high-speed intake passages 17 2 , 17 2 ′ in the first block B 1 and connects to the intermediate plate P.
After passing through the distribution chamber 16, it is turned downward from the upper side of the distribution chamber 16 and opens at the lower surface of the chamber 16. Furthermore, the third high-speed intake passages 17 3 , 17 3 ' are connected to the second intake passages 17 2 , 17
Adjacent to both left and right sides of 2 ', passing through the first block B 1 ,
The third low-speed intake passages 18 3 , 18 3 ′ pass through the intermediate plate P and open into the distribution chamber 16 , and pass above the corresponding third high-speed intake passages 17 3 , 17 3 ′ in the first block B 1 . After passing through the intermediate plate P, it is reversed downward from the upstream side of the distribution chamber 16 and opens at the lower surface of the chamber 16 . The first low-speed intake passages 18 1 , 18 1 ' constitute the first low-speed intake passage of the present invention, and the second and third low-speed intake passages 18 2 , 18 3 ; 18 2 '18
3 ' constitutes the second low-speed intake path of the present invention.

第１〜第３高速吸気路１７1〜１７3；１７1′〜
１７3′は、それぞれ断面積が対応する第１〜第３
低速吸気路１８1〜１８3；１８1′〜１８3′のそれ
より大きくなるように形成される。またこれら高
速吸気路１７1〜１７3；１７1′〜１７3′は、クラ
ンク軸の軸線に沿つて直線的に延び、且つそれら
の長さが略等しくなるように、それらの入口端a1
〜a3；a1′〜a3′の吸気分配室１６への突入長さが
調節される。即ち、第１、第２、第３高速吸気路
１７1〜１７3；１７1′〜１７3′の順で入口端a1〜
a3；a1′〜a3′の突入長さは大きくされ、図示例で
は第１高速吸気路１７1，１７1′の入口端a1，
a1′の突入長さは零とされる。 First to third high-speed intake passages 17 1 to 17 3 ; 17 1 ' to
17 3 ' are the first to third parts with corresponding cross-sectional areas, respectively.
The low-speed intake passages 18 1 to 18 3 are formed to be larger than those of the low-speed intake passages 18 1 to 18 3 . Further, these high-speed intake passages 17 1 to 17 3 ; 17 1 ′ to 17 3 ′ extend linearly along the axis of the crankshaft, and are arranged at their inlet ends a 1 so that their lengths are approximately equal.
~a 3 ; The length of entry of a 1 ′ to a 3 ′ into the intake air distribution chamber 16 is adjusted. That is, the first, second, and third high-speed intake passages 17 1 to 17 3 ;
a 3 ; The plunge lengths of a 1 ′ to a 3 ′ are increased, and in the illustrated example, the inlet ends a 1 ,
The plunge length of a 1 ′ is assumed to be zero.

さらに各低速吸気路１８1〜１８3；１８1′〜１
８3′の長さと、分岐口b1〜b3；b1′〜b3′より下流側
の各高速吸気路１７1〜１７3；１７1′〜１７3′の
長さとの和は第１の長さに略等しく、且つ各高速
吸気路１７1〜１７3；１７1〜１７3′の長さである
第２の長さより大きく設定される。而して、第１
の長さは、機関の低速運転時に吸気慣性効果によ
り充填効率を最大に高め得る長さであり、第２の
長さは、高速運転時に吸気慣性効果により充填効
率を最大に高め得る長さである。 Furthermore, each low-speed intake passage 18 1 to 18 3 ; 18 1 ' to 1
The sum of the length of 8 3 ′ and the length of each high-speed intake path 17 1 to 17 3 ; 17 1 ′ to 17 3 ′ on the downstream side of the branch ports b 1 to b 3 ; 1, and is set larger than the second length, which is the length of each of the high-speed intake passages 17 1 to 17 3 ; 17 1 to 17 3 '. Therefore, the first
The length is a length that can maximize charging efficiency due to the intake inertia effect when the engine is running at low speed, and the second length is a length that can maximize charging efficiency due to the intake inertia effect when the engine is running at high speed. be.

第１図に示すように、上記構成により中間板Ｐ
上には高、低速吸気路が次のように配列される。
即ち、最上段には左から順に左側第３低速吸気路
１８3、同第２低速吸気路１８2、右側第２低速吸
気路１８2′、同第３低速吸気路１８3′、第２段目
には左から順に左側第３高速吸気路１７3、同第
２高速吸気路１７2、右側第２高速吸気路１７2′、
同第３高速吸気路１７3′、第３段目には左から左
側第１高速吸気路１７1、右側第１高速吸気路１
７1′、最下段には左側第１低速吸気路１８1、右
側第１低速吸気路１８1′と配列される。 As shown in FIG. 1, with the above configuration, the intermediate plate P
Above, high and low speed intake channels are arranged as follows.
That is, on the top stage, from left to right, the third low-speed intake passage 18 3 on the left, the second low-speed intake passage 18 2 on the left, the second low-speed intake passage 18 2 ′ on the right, the third low-speed intake passage 18 3 ′ on the right, and the second stage. From left to right, the left side third high-speed intake passage 17 3 , the second high-speed intake passage 17 2 , the right second high-speed intake passage 17 2 ',
The third high-speed intake passage 17 3 ', the third stage has the first high-speed intake passage 17 1 on the left from the left, and the first high-speed intake passage 1 on the right.
7 1 ′, and the left first low speed intake passage 18 1 and the right first low speed intake passage 18 1 ′ are arranged at the bottom stage.

中間板Ｐには、各第１〜第３高速吸気路１７1
〜１７3；１７1′〜１７3′を開閉するバタフライ型
の開閉弁２４1〜２４3；２４1′〜２４3′が軸支さ
れる。上段の４個の開閉弁２４3，２４2；２４2′，
２４3′は、高速吸気路１７3，１７2；１７2′，１
７3′を水平に横断して中間板Ｐに支承される長い
第１弁軸２５1に担持され、また下段の２個の開
閉弁２４1，２４1′は、高速吸気路１７1，１７
1′を水平に横断して中間板Ｐに支承される短い第
２弁軸２５2に担持される。第３図に示すように、
この両弁軸２５1，２５2はそれぞれ外端に作動レ
バー２６1，２６2を備えており、これら作動レバ
ー２６1，２６2は連動リンク２７を介して相互に
連結されると共に、機関の所定の高回転状態に応
動する作動器２８に連結される。このように構成
すると、全ての吸気路に干渉されずに複数の開閉
弁を集中配置してその開閉機構の簡素化を図るこ
とができると共に、中間板と開閉弁との組立体が
構成できて全体の組立性が良好となる。 Each of the first to third high-speed intake passages 17 1 is provided on the intermediate plate P.
Butterfly type on-off valves 24 1 to 24 3 ; 24 1 ′ to 24 3 ′ for opening and closing the valves 24 1 to 17 3 ; Four on-off valves in the upper stage 24 3 , 24 2 ; 24 2 ',
24 3 ′ is a high-speed intake passage 17 3 , 17 2 ; 17 2 ′, 1
The two opening/closing valves 24 1 , 24 1 ′ at the lower stage are carried by a long first valve shaft 25 1 which horizontally traverses the 7 3 ′ and is supported by the intermediate plate P, and the two lower opening/closing valves 24 1 , 24 1 ′ are connected to the high-speed intake passages 17 1 , 17 .
1 ' horizontally and supported by a short second valve shaft 252 supported on the intermediate plate P. As shown in Figure 3,
Both valve shafts 25 1 , 25 2 are provided with actuating levers 26 1 , 26 2 at their outer ends, and these actuating levers 26 1 , 26 2 are connected to each other via an interlocking link 27, and are connected to each other via an interlocking link 27. It is connected to an actuator 28 which is responsive to predetermined high speed conditions. With this configuration, it is possible to centrally arrange a plurality of on-off valves without interfering with any of the intake passages, simplifying the on-off mechanism, and it is possible to form an assembly of the intermediate plate and the on-off valves. The overall assemblability is improved.

上記作動器２８としては負圧式・電磁式等、種
種の形式のものが採用できるが、負圧式の場合は
機関のブースト負圧により前記開閉弁を閉弁し、
ばね力で開弁するように構成することが望まし
い。 The actuator 28 can be of various types, such as a negative pressure type or an electromagnetic type, but in the case of a negative pressure type, the opening/closing valve is closed by the boost negative pressure of the engine,
It is desirable to configure the valve to open with spring force.

全６本の低速吸気路１８1〜１８3；１８1′〜１
８3′は円筒状吸気分配室１６の周りにその軸方向
に沿つて配列されると共に、互いに境界壁を共有
するようにして結合され、その配列順序は、第２
図で左から左側第３低速吸気路１８3、同第２低
速吸気路１８2、同第１低速吸気路１８1、右側第
１低速吸気路１８1′、同第２低速吸気路１８2′、
同第３低速吸気路１８3′の順となつている。即ち
吸気分配室１６に最も近い吸気ポート１４3，１
４3′にそれぞれ連なる左右の第３低速吸気路１８
３，１８3′は吸気分配室１６の両端位置に配置さ
れる。 All six low-speed intake passages 18 1 ~ 18 3 ; 18 1 ' ~ 1
8 3 ' are arranged along the axial direction around the cylindrical intake distribution chamber 16, and are connected to each other so as to share a boundary wall, and the arrangement order is as follows:
From the left in the figure, the third low-speed intake passage 18 3 on the left, the second low-speed intake passage 18 2 , the first low-speed intake passage 18 1 , the first low-speed intake passage 18 1 ′ on the right, and the second low-speed intake passage 18 2 ′ on the right. ,
The third low-speed intake passage 18 3 ' is arranged in this order. That is, the intake port 14 3 , 1 closest to the intake distribution chamber 16
Left and right third low-speed intake passages 18 connected to 4 3 ' respectively
3 and 18 3 ' are arranged at both ends of the intake air distribution chamber 16.

第７図に示すように、吸気分配室１６は、これ
を取り巻く上記６本の低速吸気路の互いに連なる
波形内周壁２９と、その内周壁２９の一端に連設
された閉塞端壁３０とにより画成される。したが
つて、このようにすると吸気分配室１６を形成す
るための箱体を特別に設ける必要がなく、構造が
簡単である。 As shown in FIG. 7, the intake air distribution chamber 16 is formed by a corrugated inner circumferential wall 29 that surrounds the six low-speed intake passages and are connected to each other, and a closed end wall 30 that is connected to one end of the inner circumferential wall 29. defined. Therefore, in this case, there is no need to provide a special box for forming the intake air distribution chamber 16, and the structure is simple.

吸気分配室１６の他端はその入口１６ａとして
開放され、その周囲には取付面３１が形成され
る。取付面３１に絞弁筒３２の取付フランジ３３
がボルト３４により結着される。絞弁筒３２には
共に分配室１６に通じる１次及び２次吸気道３５
１，３５2が設けられており、１次吸気道３５1に
は１次絞弁３６1が、また２次吸気道３５2には２
次絞弁３６2がそれぞれ設けられる。絞弁筒３２
の入口にはエアクリーナ３７が装着される。 The other end of the air intake distribution chamber 16 is open as its inlet 16a, and a mounting surface 31 is formed around it. A mounting flange 33 of the throttle valve cylinder 32 is attached to the mounting surface 31.
are fastened together by bolts 34. The throttle valve cylinder 32 has primary and secondary intake passages 35 that both communicate with the distribution chamber 16.
1 , 35 2 are provided, a primary throttle valve 36 1 is provided in the primary intake path 35 1 , and a 2 throttle valve 36 1 is provided in the secondary intake path 35 2 .
A secondary throttle valve 36 2 is provided respectively. Throttle valve tube 32
An air cleaner 37 is attached to the inlet of the air cleaner 37.

第１図及び第２図に示すように、吸気マニホー
ルドＭの第１ブロツクB1の取付フランジ１９，
１９′には、各吸気ポート１４1〜１４3；１４1′〜
１４3′内に燃料を噴射する燃料噴射ノズル３８1
〜３８3；３８1′〜３８3′が装着される。 As shown in FIGS. 1 and 2, the mounting flange 19 of the first block B1 of the intake manifold M,
19' includes each intake port 14 1 to 14 3 ; 14 1 ' to
Fuel injection nozzle 38 1 for injecting fuel into 14 3 ′
〜38 3 ; 38 1 ′ to 38 3 ′ are attached.

次にこの実施例の作用を説明すると、機関の低
速運転時には、作動器２８は不作動状態にあつて
開閉弁２４1〜２４3；２４1′〜２４3′を閉鎖し、
高速吸気路１７1〜１７3；１７1′〜１７3′の入口
側を全て遮断している。したがつて、機関の吸入
行程に伴いエアクリーナ３７で浄化されて１次吸
気道３５1（及び２次吸気道３５2）に吸入された
空気は１次絞弁３６1（及び２次絞弁３６2）によ
り流量を制御されて吸気分配室１６に流入し、該
室１６から６本の低速吸気路１８1〜１８3；１８
1′〜１８3′へ分配され、分岐口b1〜b3；b1′〜b3′か
ら高速吸気路１７1〜１７3；１７1′〜１７3′の下
流側へ移り、そして吸気ポート１４1〜１４3；１
４1′〜１４3′を経て対応するシリンダ１内に吸入
される。この間に、燃料噴射ノズル３８1〜３８
３；３８1′〜３８3′から燃料が吸気ポート１４1〜
１４3；１４1′〜１４3′に噴射され、それらは上記
空気と共に各シリンダ１内に供給される。 Next, the operation of this embodiment will be explained. When the engine is operating at low speed, the actuator 28 is in an inactive state and closes the on-off valves 24 1 to 24 3 ; 24 1 ′ to 24 3 ′;
The inlet sides of the high-speed intake passages 17 1 to 17 3 ; 17 1 ′ to 17 3 ′ are all blocked. Therefore, the air purified by the air cleaner 37 and sucked into the primary intake passage 35 1 (and the secondary intake passage 35 2 ) during the intake stroke of the engine flows through the primary throttle valve 36 1 (and the secondary throttle valve 36 2 ) flows into the intake distribution chamber 16 with a flow rate controlled by
1 ' to 183 ', and moves from the branch ports b1 to b3 ; b1 ' to b3 ' to the downstream side of the high-speed intake passages 171 to 173 ; 171 ' to 173 ', and then Port 14 1 ~ 14 3 ; 1
4 1 ′ to 14 3 ′ and is sucked into the corresponding cylinder 1. During this time, the fuel injection nozzles 38 1 to 38
3 ; Fuel flows from 38 1 ′ to 38 3 ′ to the intake port 14 1 to
14 3 ; 14 1 ' to 14 3 ', and these are supplied into each cylinder 1 together with the above air.

而して、前述のように各低速吸気路と、その分
岐口より下流の高速吸気路との合計長さは、機関
の低速運転時における吸気慣性効果により充填効
率を最大に高め得るように比較的長い第１の長さ
に設定されているので、機関の低速出力性能を満
足させることができ、しかも、各低速吸気路１８
１〜１８3；１８1′〜１８3′は谷Ｖの長手方向に配
置されると共に吸気分配室１６を取り巻くように
形成されているので、吸気マニホールドＭ全体と
しては比較的コンパクトであり、両シリンダ列
Ｃ，C′間の谷Ｖから張り出し量が小さくて済む。 Therefore, as mentioned above, the total length of each low-speed intake passage and the high-speed intake passage downstream from its branch port is compared in such a way that the charging efficiency can be maximized due to the intake inertia effect during low-speed operation of the engine. Since the first length is set to a long target, it is possible to satisfy the low speed output performance of the engine, and each low speed intake path 18
1 to 18 3 ; 18 1 ' to 18 3 ' are arranged in the longitudinal direction of the valley V and are formed to surround the intake air distribution chamber 16, so the intake manifold M as a whole is relatively compact, and both The amount of protrusion from the valley V between the cylinder rows C and C' can be small.

機関が所定の高速運転状態に入ると、作動器２
８が作動して開閉弁２４1〜２４3；２４1′〜２４
3′を開放し、高速吸気路１７1〜１７3；１７1′〜
１７3′を全て導通させる。すると、機関の吸入行
程時、吸気分配室１６の空気は、低速吸気路１８
１〜１８3；１８1′〜１８3′よりも断面積が大きく
て吸気抵抗が小さい高速吸気路１７1〜１７3；１
７1′〜１７3′に主として分配され、ノズル３８1〜
３８3；３８1′〜３８3′からの噴射燃料と共に各シ
リンダ１に吸入される。 When the engine enters a predetermined high-speed operating state, actuator 2
8 operates to open/close valves 24 1 to 24 3 ; 24 1 ′ to 24
3 ' is opened, and the high-speed intake passages 17 1 to 17 3 ; 17 1 ' to
17 3 ' are all made conductive. Then, during the intake stroke of the engine, the air in the intake air distribution chamber 16 is transferred to the low-speed intake passage 18.
1 to 18 3 ; High-speed intake passages 17 1 to 17 3 ; 1 having a larger cross-sectional area and lower intake resistance than 18 1 ' to 18 3 ';
7 1 ′ to 17 3 ′, and nozzles 38 1 to 17 3 ′.
38 3 ; Injected fuel from 38 1 ′ to 38 3 ′ is taken into each cylinder 1.

而して、前述のように各高速吸気路は、直線的
に形成され、しかもその長さが機関の所定の高速
運転時における吸気慣性効果により充填効率を最
大に高め得る長さに設定されているので、吸気慣
性効果が効果的に発揮されて機関の高速出力性能
を充分に満足させることができる。 As mentioned above, each high-speed intake passage is formed in a straight line, and its length is set to a length that maximizes the charging efficiency due to the intake inertia effect during a predetermined high-speed operation of the engine. Therefore, the intake inertia effect is effectively exhibited and the high-speed output performance of the engine can be fully satisfied.

尚、本発明では燃料供給方式として気化器式を
採用することもでき、この場合は絞弁筒３２を気
化器に置き換えると共に燃料噴射ノズル３８1〜
３８3；３８1′〜３８3′を取外すものである。 Incidentally, in the present invention, a carburetor type can also be adopted as the fuel supply method, and in this case, the throttle valve cylinder 32 is replaced with a carburetor, and the fuel injection nozzles 38 1 -
38 3 ; 38 1 ′ to 38 3 ′ are removed.

Ｃ 発明の効果 以上のように本発明によれば、クランク軸の軸
線方向に配列した複数のシリンダをそれぞれ有す
る一対のシリンダ列をＶ字状に配設してなるＶ型
多気筒内燃機関の吸気装置において、各シリンダ
列の複数の吸気ポートに接続されて両シリンダ列
の谷間で集合し、且つクランク軸の軸線に沿つて
前記谷の外方へ直線的に延びる各独立した複数本
の高速吸気路と、前記谷に並設されて前記各高速
吸気路の入口を開口させる吸気分配室と、一部の
高速吸気路の途中に設けられた分岐口から該一部
の高速吸気路の下側にそれぞれ分岐して前記吸気
分配室を取り巻くように延び、入口が該吸気分配
室の上部に開口する複数本の第１の低速吸気路
と、残余の高速吸気路の途中に設けられた分岐口
から該残余の高速吸気路の上側にそれぞれ分岐し
て前記吸気分配室を取り巻くように延び、入口が
該吸気分配室の下部に開口する複数本の第２の低
速吸気路とより吸気マニホールドを構成し、前記
各高速吸気路の長さを、対応する前記各低速吸気
路と前記分岐口より下流側の前記各高速吸気路と
の合計長さより短くし、前記分岐口より上流の前
記各高速吸気路に、これを開閉する開閉弁を設け
ると共に、この開閉弁には、機関の所定の高速運
転状態に応動して該開閉弁を開放作動する作動器
を連結したので、機関の有効吸気管長を開閉弁の
単なる開閉動作により二段階に切換制御して、吸
気慣性効果の利用により常に充填効率を高めるこ
とができ、特に高速吸気路は、両シリンダ列間の
Ｖ字状の谷間をクランク軸の軸線に沿つて直接的
に延びているから、機関の高速運転時にはこの高
速吸気路により吸気慣性効果が充分に得られ、機
関に高出力性能を充分に発揮させることができ
る。しかもその高速吸気路の下側に分岐する第１
の低速吸気路群と、その上側に分岐する第２の低
速吸気路群とを、該Ｖ字状の谷に並設した吸気分
配室を取り巻くように延ばして同室の上部と下部
とにそれぞれ開口させることができるから、高速
吸気路群の上下及び吸気分配室周囲の各空間をう
まく利用して低速吸気路を充分長く取り回すこと
ができ、従つて低速吸気路の必要な管長を確保し
ながら、該低速吸気路を高速吸気路及び吸気分配
室に一体的に組み込んだコンパクトな吸気マニホ
ールドを得ることができるから、それを上記Ｖ字
状の谷間及びその外側方の空間に亘つて無理なく
設置することができ、その結果、前述の如く吸気
有効管長を二段階に切換制御し得るＶ型多気筒機
関であるにも拘わらず、その機関の小型化に大い
に寄与することができるものである。C. Effects of the Invention As described above, according to the present invention, the intake air of a V-type multi-cylinder internal combustion engine is formed by arranging a pair of cylinder rows in a V-shape, each having a plurality of cylinders arranged in the axial direction of the crankshaft. In the device, a plurality of independent high-speed intakes are connected to the plurality of intake ports of each cylinder row, converge in the valley of both cylinder rows, and extend linearly outward from the valley along the axis of the crankshaft. an intake distribution chamber that is arranged in parallel with the valley and opens the entrance of each of the high-speed intake passages, and a branch opening provided in the middle of some of the high-speed intake passages to the lower side of the part of the high-speed intake passages. a plurality of first low-speed intake passages each branching out to extend around the intake distribution chamber and having an inlet opening at an upper portion of the intake distribution chamber; and a branch port provided in the middle of the remaining high-speed intake passages. and a plurality of second low-speed intake passages each branching from above the remaining high-speed intake passages and extending to surround the intake distribution chamber, and each having an inlet opening at a lower portion of the intake distribution chamber, forming an intake manifold. The length of each of the high-speed intake passages is made shorter than the total length of each of the corresponding low-speed intake passages and each of the high-speed intake passages downstream of the branch port, and the length of each of the high-speed intake passages upstream of the branch port is In addition to providing an on-off valve to open and close the on-off pipe, this on-off valve is connected to an actuator that opens and closes the on-off valve in response to a predetermined high-speed operating condition of the engine, so that the effective intake pipe length of the engine can be reduced. The switching control is performed in two stages by the simple opening and closing operation of the on-off valve, and the charging efficiency can be constantly increased by utilizing the intake inertia effect.In particular, the high-speed intake passage is designed to connect the V-shaped valley between both cylinder rows to the crankshaft. Since it extends directly along the axis, when the engine is operating at high speed, this high-speed intake passage provides a sufficient intake inertia effect, allowing the engine to fully exhibit high-output performance. Moreover, the first branch that branches to the lower side of the high-speed intake path
A low-speed intake path group and a second low-speed intake path group branching above the low-speed intake path group are extended so as to surround the intake distribution chamber arranged in parallel in the V-shaped valley, and open at the upper and lower portions of the same chamber, respectively. Therefore, the space above and below the high-speed intake path group and around the intake air distribution chamber can be effectively utilized to route the low-speed intake path sufficiently long. Since it is possible to obtain a compact intake manifold in which the low-speed intake passage is integrated with the high-speed intake passage and the intake air distribution chamber, it can be easily installed across the V-shaped valley and the space outside thereof. As a result, even though the engine is a V-type multi-cylinder engine in which the effective intake pipe length can be controlled in two stages as described above, it can greatly contribute to the downsizing of the engine.

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

図面は本発明の一実施例を示すもので、第１図
は機関全体の要部縦断正面図、第１Ａ図は第１図
の機関のシリンダヘツドの底面図、第２図は第１
図の要部平面図、第３図は第１図の吸気マニホー
ルドの側面図、第４図、第５図及び第６図は第２
図の―線、―線及び―線断面図、第
７図は第２図の―線断面図である。 a1〜a3；a1′〜a3′……入口端、b1〜b3；b1′〜
b3′……分岐口、Ｃ，C′……左、右側シリンダ列、
Ｍ……吸気マニホールド、Ｖ……谷、１……シリ
ンダ、１０……動弁機構、１１……吸気弁、１２
……排気弁、１４1〜１４3；１４1′〜１４3′……
吸気ポート、１６……吸気分配室、１６ａ……そ
の入口、１７1〜１７3；１７1′〜１７3′……高速
吸気路、１８1〜１８3；１８1′〜１８3′……低速
吸気路、２４1〜２４3；２４1′〜２４3′……開閉
弁、２５1，２５2……第１、第２弁軸、２８……
作動器。 The drawings show one embodiment of the present invention; FIG. 1 is a longitudinal sectional front view of the main parts of the entire engine, FIG. 1A is a bottom view of the cylinder head of the engine shown in FIG. 1, and FIG.
Fig. 3 is a side view of the intake manifold shown in Fig. 1, Fig. 4, Fig. 5, and Fig. 6 are the main parts of
FIG. 7 is a cross-sectional view taken along lines -, -, and - in the figures, and FIG. 7 is a cross-sectional view taken along lines - in FIG. a 1 ~ a 3 ; a 1 ′ ~ a 3 ′...Inlet end, b 1 ~ b 3 ; b 1 ′ ~
b 3 ′...Branch port, C, C′...Left and right cylinder rows,
M...Intake manifold, V...Valley, 1...Cylinder, 10...Valve mechanism, 11...Intake valve, 12
……Exhaust valve, 14 1 ~ 14 3 ; 14 1 ′ ~ 14 3 ′……
Intake port, 16... Intake distribution chamber, 16a... Its inlet, 17 1 - 17 3 ; 17 1 ' - 17 3 '... High speed intake path, 18 1 - 18 3 ; 18 1 ' - 18 3 '... Low-speed intake passage, 24 1 to 24 3 ; 24 1 ′ to 24 3 ′... Opening/closing valve, 25 1 , 25 2 ... First and second valve shafts, 28...
Actuator.

Claims (1)

【特許請求の範囲】 １ クランク軸の軸線方向に配列した複数のシリ
ンダ１をそれぞれ有する一対のシリンダ列Ｃ，
C′をＶ字状に配設してなるＶ型多気筒内燃機関の
吸気装置において、各シリンダ列Ｃ，C′の複数の
吸気ポート１４1〜１４3；１４1′〜１４3′に接続
されて両シリンダ列Ｃ，C′の谷Ｖで集合し、且つ
クランク軸の軸線に沿つて前記谷Ｖの外方へ直線
的に延びる各独立した複数本の高速吸気路１７1
〜１７3；１７1′〜１７3′と、前記谷Ｖに並設され
て前記各高速吸気路１７1〜１７3；１７1′〜１７
3′の入口a1〜a3；a1′〜a3′を開口させる吸気分配室
１６と、一部の高速吸気路１７1；１７1′の途中
に設けられた分岐口b1；b1′から該一部の高速吸
気路１７1；１７1′の下側にそれぞれ分岐して前
記吸気分配室１６を取り巻くように延び、入口が
該吸気分配室１６の上部に開口する複数本の第１
の低速吸気路１８1；１８1′と、残余の高速吸気
路１７2，１７3；１７2′，１７3′の途中に設けら
れた分岐口b2，b3；b2′，b3′から該残余の高速吸
気路１７2，１７3；１７2′，１７3′の上側にそれ
ぞれ分岐して前記吸気分配室１６を取り巻くよう
に延び、入口が該吸気分配室１６の下部に開口す
る複数本の第２の低速吸気路１８2，１８3；１８
2′，１８3′とより吸気マニホールドＭを構成し、
前記各高速吸気路１７1〜１７3；１７1′〜１７
3′の長さを、対応する前記各低速吸気路１８1〜
１８3；１８1′〜１８3′と前記分岐口b1〜b3；b1′〜
b3′より下流側の前記各高速吸気路１７1〜１７3；
１７1′〜１７3′との合計長さより短くし、前記分
岐口b1〜b3；b1′〜b3′より上流の前記各高速吸気
路１７1〜１７3；１７1′〜１７3′に、これを開閉
する開閉弁１４1〜１４3；１４1′〜１４3′を設け
ると共に、この開閉弁２４1〜２４3；２４1′〜２
４3′には、機関の所定の高速運転状態に応動して
該開閉弁２４1〜２４3；２４1′〜２４3′を開放作
動する作動器２８を連結したことを特徴とする、
Ｖ型多気筒内燃機関の吸気装置。 ２ 特許請求の範囲第１項記載のものにおいて、
複数本の前記高速吸気路１７1〜１７3；１７1′〜
１７3′を互いに略同長に形成した、Ｖ型多気筒内
燃機関の吸気装置。 ３ 特許請求の範囲第２項記載のものにおいて、
複数本の前記高速吸気路１７1〜１７3；１７1′〜
１７3′を互いに略同長にすべく、これら高速吸気
路１７1〜１７3；１７1′〜１７3′の入口a1〜a3；
a1′〜a3′端の前記吸気分配室１６への突入長さを
互いに異ならせた、Ｖ型多気筒内燃機関の吸気装
置。 ４ 特許請求の範囲第１項記載のものにおいて、
前記吸気分配室１６は、これを取り巻くよう配列
される前記低速吸気路１８1〜１８3；１８1′〜１
８3′により筒状に画成された、Ｖ型多気筒内燃機
関の吸気装置。[Claims] 1. A pair of cylinder rows C each having a plurality of cylinders 1 arranged in the axial direction of the crankshaft,
In an intake system for a V-type multi-cylinder internal combustion engine in which cylinders C' are arranged in a V-shape, the cylinders C' are connected to a plurality of intake ports 14 1 to 14 3 ; 14 1 ' to 14 3 ' of each cylinder row C, C'. a plurality of independent high-speed intake passages 17 1 which are arranged in the cylinder rows C, C' and converge at the valley V of both cylinder rows C and C', and extend linearly outward from the valley V along the axis of the crankshaft.
17 3 ; 17 1 ′ to 17 3 ′, and each of the high speed intake passages 17 1 to 17 3 ; 17 1 ′ to 17 arranged in parallel with the valley V
3 ' inlets a1 to a3 ; a1 ' to a3 ' are opened to the intake distribution chamber 16; and some high-speed intake passages 171 ; branch ports b1 ; b provided in the middle of 171 '; A plurality of high-speed intake passages 17 1 ; 17 1 ' branch from 1 ' to the lower side of the part of the high-speed intake passages 17 1 ; 1st
Branch ports b 2 , b 3 ; b 2 ′, b 3 provided midway between the low-speed intake passages 18 1 ; 18 1 ′ and the remaining high-speed intake passages 17 2 , 17 3 ; 17 2 ′, 17 3 ′ . ', the remaining high-speed intake passages 17 2 , 17 3 ; 17 2 ', 17 3 ' are branched to the upper side and extend to surround the intake air distribution chamber 16, with inlets opening at the lower part of the intake air distribution chamber 16. A plurality of second low-speed intake passages 18 2 , 18 3 ; 18
2 ′, 18 3 ′ constitute an intake manifold M,
Each of the high-speed intake passages 17 1 to 17 3 ; 17 1 ′ to 17
3 ' length of each of the corresponding low-speed intake passages 18 1 to 18.
18 3 ; 18 1 ′ to 18 3 ′ and the branch ports b 1 to b 3 ; b 1 ′ to
Each of the high-speed intake passages 17 1 to 17 3 on the downstream side of b 3 ′;
17 1 ′ to 17 3 ′, and each of the high speed intake paths 17 1 to 17 3 ; 17 1 ′ to 17 upstream of the branch ports b 1 to b 3 ;b 1 ′ to b 3 ′ On-off valves 14 1 to 14 3 ; 14 1 ' to 14 3 ' are provided at 3', and on-off valves 24 1 to 24 3 ; 24 1 ' to 2 are provided.
4 3 ′ is characterized in that an actuator 28 is connected to the opening/closing valves 24 1 to 24 3 ; 24 1 ′ to 24 3 ′ in response to a predetermined high-speed operating state of the engine.
Intake system for V-type multi-cylinder internal combustion engine. 2. In what is stated in claim 1,
The plurality of high-speed intake passages 17 1 to 17 3 ; 17 1 ′ to
An intake system for a V-type multi-cylinder internal combustion engine, in which 17 3 ' are formed to have approximately the same length. 3 In what is stated in claim 2,
The plurality of high-speed intake passages 17 1 to 17 3 ; 17 1 ′ to
In order to make the high-speed intake passages 17 1 to 17 3 ; the inlets a 1 to a 3 of the high - speed intake passages 17 1 to 17 3 ;
An intake system for a V-type multi-cylinder internal combustion engine in which the protrusion lengths of the a 1 ' to a 3 ' ends into the intake air distribution chamber 16 are made different. 4 In what is stated in claim 1,
The intake air distribution chamber 16 is surrounded by the low-speed intake passages 18 1 to 18 3 ; 18 1 ′ to 1
An intake system for a V-type multi-cylinder internal combustion engine, defined in a cylindrical shape by 8 3 '.
JP58248657A 1983-09-08 1983-12-27 Intake device for v-type multi-cylinder internal- combustion engine Granted JPS60138265A (en)

Priority Applications (8)

Application Number Priority Date Filing Date Title
JP58248657A JPS60138265A (en) 1983-12-27 1983-12-27 Intake device for v-type multi-cylinder internal- combustion engine
US06/647,713 US4669428A (en) 1983-09-08 1984-09-05 Intake manifold for multi-cylinder internal combustion engines
DE3448130A DE3448130C2 (en) 1983-09-08 1984-09-07 Vehicle IC engine manifold chamber
GB08422638A GB2147659B (en) 1983-09-08 1984-09-07 Internal combustion engine with intake manifold
DE19843433011 DE3433011A1 (en) 1983-09-08 1984-09-07 INTAKE DISTRIBUTOR FOR A MULTI-CYLINDER INTERNAL COMBUSTION ENGINE
IT48817/84A IT1199185B (en) 1983-09-08 1984-09-07 INTERNAL COMBUSTION ENGINE WITH INTAKE MANIFOLD
CA000462643A CA1229534A (en) 1983-09-08 1984-09-07 Intake system for internal combustion engine
FR8413865A FR2551801B1 (en) 1983-09-08 1984-09-10 MULTI-CYLINDER INTERNAL COMBUSTION ENGINE INTAKE TUBE

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP58248657A JPS60138265A (en) 1983-12-27 1983-12-27 Intake device for v-type multi-cylinder internal- combustion engine

Publications (2)

Publication Number Publication Date
JPS60138265A JPS60138265A (en) 1985-07-22
JPH0235854B2 true JPH0235854B2 (en) 1990-08-14

Family

ID=17181387

Family Applications (1)

Application Number Title Priority Date Filing Date
JP58248657A Granted JPS60138265A (en) 1983-09-08 1983-12-27 Intake device for v-type multi-cylinder internal- combustion engine

Country Status (1)

Country Link
JP (1) JPS60138265A (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH078814Y2 (en) * 1986-04-09 1995-03-06 マツダ株式会社 Engine intake and exhaust pipe structure
JPS63143316A (en) * 1986-12-08 1988-06-15 Mazda Motor Corp Intake device for v-engine
DE3818099A1 (en) * 1987-05-29 1988-12-08 Suzuki Motor Co SUCTION DEVICE FOR A MULTI-CYLINDER V-ENGINE
JP2760521B2 (en) * 1988-09-27 1998-06-04 マツダ株式会社 Engine intake system

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5633584A (en) * 1979-08-27 1981-04-04 Fujitsu Ltd Measurement of time delay
JPS56115819A (en) * 1980-02-19 1981-09-11 Nissan Diesel Motor Co Ltd Suction device for inertia supercharging type internal-combustion engine

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5633584A (en) * 1979-08-27 1981-04-04 Fujitsu Ltd Measurement of time delay
JPS56115819A (en) * 1980-02-19 1981-09-11 Nissan Diesel Motor Co Ltd Suction device for inertia supercharging type internal-combustion engine

Also Published As

Publication number Publication date
JPS60138265A (en) 1985-07-22

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