JPH0315621A - Intake device of engine - Google Patents
Intake device of engineInfo
- Publication number
- JPH0315621A JPH0315621A JP15131389A JP15131389A JPH0315621A JP H0315621 A JPH0315621 A JP H0315621A JP 15131389 A JP15131389 A JP 15131389A JP 15131389 A JP15131389 A JP 15131389A JP H0315621 A JPH0315621 A JP H0315621A
- Authority
- JP
- Japan
- Prior art keywords
- resonance
- passage
- intake
- intake passage
- engine
- 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
- 238000002485 combustion reaction Methods 0.000 claims description 4
- 230000010349 pulsation Effects 0.000 description 3
- 239000000446 fuel Substances 0.000 description 2
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 239000011148 porous material Substances 0.000 description 1
- 238000011144 upstream manufacturing 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/18—DOHC [Double overhead camshaft]
-
- 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
Landscapes
- Characterised By The Charging Evacuation (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、エンジンの吸気装置に関する。とくに本発明
は、エンジン燃焼室に通じる吸気通路から分岐して共鳴
通路が形成された形式の吸気通路に関する。さらに詳細
に述べると、本発明は、吸気通路に２つの共鳴室が接続
されるようになった形式のエンジンの吸気装置に関する
。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an intake system for an engine. In particular, the present invention relates to an intake passage in which a resonant passage is formed by branching from an intake passage leading to an engine combustion chamber. More specifically, the present invention relates to an intake system for an engine in which two resonance chambers are connected to an intake passage.
エンジンの吸気系においては、吸気弁の開閉動作に伴い
、吸気通路内に吸気脈動が生じる。この吸気脈動の振動
数は、吸気通路の形状、長さ等の要因により定まると考
えられる。この吸気脈動を利用し、特定の回転数範囲で
吸気弁の開放時期に該吸気弁の近傍に正圧が生じるよう
に吸気通路を設計して吸気充填効率を高める、いわゆる
共鳴過給と呼ばれる技術が知られている。また、この吸
気共鳴が生じる回転数領域を複数設定できるようにする
ために、共鳴室を設け、開閉弁を有する共鳴通路を介し
てこの共鳴室を吸気通路に接続することも提案されてい
る。この形式の吸気装置においては、開閉弁の操作によ
り吸気共鳴が生じる回転数領域が変化するので、この開
閉弁をたとえばエンジン回転数に応じて制御することに
より、エンジンの広い回転数領域で高い出力を得ること
が可能になる。In the intake system of an engine, intake pulsations occur in the intake passage as the intake valve opens and closes. The frequency of this intake pulsation is considered to be determined by factors such as the shape and length of the intake passage. A technology called resonant supercharging that uses this intake pulsation to design the intake passage so that positive pressure is generated near the intake valve when the intake valve opens within a specific rotation speed range, thereby increasing intake air filling efficiency. It has been known. Furthermore, in order to be able to set a plurality of rotation speed regions in which this intake resonance occurs, it has also been proposed to provide a resonance chamber and connect this resonance chamber to the intake passage via a resonance passage having an on-off valve. In this type of intake system, the rotation speed range in which intake resonance occurs changes by operating the on-off valve, so by controlling this on-off valve according to the engine speed, for example, it is possible to achieve high output over a wide engine speed range. It becomes possible to obtain.
上述したように、エンジンの広い回転数領域で高い出力
を得ることを可能にするためには、共鳴室を複数個設け
ることが望ましい。しかし、自動車用のエンジンは、ボ
ンネットで区画された狭いエンジンルーム内に配置する
必要があり、複数個の共鳴室を設ける場合には、それら
共鳴室を配置するスペースの問題が生じる。As mentioned above, it is desirable to provide a plurality of resonance chambers in order to enable the engine to obtain high output over a wide range of engine speeds. However, an automobile engine needs to be placed in a narrow engine room divided by a hood, and when a plurality of resonance chambers are provided, there arises a problem of space for arranging the resonance chambers.
本発明は、このような事情を考慮して得られたもので、
複数の共鳴室を限られたスペース内にコンパクトに配列
できるエンジンの吸気装置を提供することを目的とする
。The present invention was obtained in consideration of such circumstances, and
It is an object of the present invention to provide an intake device for an engine in which a plurality of resonance chambers can be arranged compactly within a limited space.
上記課題を解決するため、本発明は、吸気通路から分岐
して設けられる共鳴通路と吸気通路との間の谷間に第２
の共鳴室を配置し、この第２の共鳴室を吸気通路または
共鳴通路に開閉弁を介して接続する。In order to solve the above-mentioned problems, the present invention provides a second resonance passage in the valley between the resonance passage and the intake passage, which are provided branching from the intake passage.
This second resonance chamber is connected to the intake passage or the resonance passage via an on-off valve.
本発明の上記構成によれば、共鳴通路に接続される第１
の共鳴室と、これと別に設けられ、吸気通路または共鳴
通路に開閉弁を介して接続される第２の共鳴室とを、吸
気通路に選択的に接続することにより、共鳴過給の行わ
れる回転数領域を複数設定することができる。この場合
、開閉弁の開閉作動をエンジン回転数に応じて制御する
ことにより、共鳴室と吸気通路との接続を共鳴過給にと
って適切なエンジン回転数で行うことができ、エンジン
回転数の広い領域で高い出力を得ることが可能になる。According to the above configuration of the present invention, the first
Resonant supercharging is performed by selectively connecting to the intake passage a resonance chamber and a second resonance chamber which is provided separately and is connected to the intake passage or the resonance passage via an on-off valve. Multiple rotation speed areas can be set. In this case, by controlling the opening/closing operation of the on-off valve according to the engine speed, the connection between the resonance chamber and the intake passage can be established at an engine speed appropriate for resonance supercharging, and a wide range of engine speeds can be achieved. It is possible to obtain high output.
以下、本発明の実施例を図について説明する。 Embodiments of the present invention will be described below with reference to the drawings.
第ｌ図および第２図は本発明をＶ型配列の１２気筒エン
ジンに適用した例を示すもので、ｌ２個の気筒ｌは第ｌ
図に示すように片側６個づつ２列に配列されている。各
列の気筒ｌは、第２図に示すようにＶ型に配列される。Figures 1 and 2 show an example in which the present invention is applied to a 12-cylinder engine with a V-type arrangement.
As shown in the figure, they are arranged in two rows of six on each side. The cylinders l in each row are arranged in a V-shape as shown in FIG.
吸気系は各列共通に形成されており、スロットル弁６ａ
を有するスロットルボデー６が吸気管３の下流端に接続
されている。図には示していないが、吸気管３の上流側
の端にはエアクリーナが配置され、エンジンが燃料噴射
方式の燃料供給系を有する場合には、吸気管に空気流量
計が設けられる。The intake system is formed commonly for each row, and includes a throttle valve 6a.
A throttle body 6 having a diameter is connected to the downstream end of the intake pipe 3. Although not shown in the figure, an air cleaner is disposed at the upstream end of the intake pipe 3, and if the engine has a fuel injection type fuel supply system, an air flow meter is provided in the intake pipe.
スロットルボデー６はサージタンク７に接続され、この
サージタンク７から分岐して６本の分岐吸気通路９が設
けられる。第２図に示すように、サージタンク７は片側
の気筒列の上方に配置されており、分岐吸気通路９は、
この気筒列の上方を通って２つの気筒列の中間部におい
て下方に湾曲する。さらに、分岐吸気通路９は、この下
方への湾曲部の下端で２又に分岐した分岐路９ａ、９ｂ
に接続される。分岐路９ａは右側の列の気筒ｌに接続さ
れ、分岐路９ｂは左側の列の気筒ｌに接続される。The throttle body 6 is connected to a surge tank 7, and six branch intake passages 9 are provided branching off from the surge tank 7. As shown in FIG. 2, the surge tank 7 is arranged above the cylinder row on one side, and the branch intake passage 9 is
It passes above this cylinder row and curves downward at an intermediate portion between the two cylinder rows. Further, the branch intake passage 9 has branch passages 9a and 9b which are bifurcated at the lower end of this downwardly curved part.
connected to. The branch path 9a is connected to the cylinder l in the right column, and the branch path 9b is connected to the cylinder l in the left column.
第２図に示すように、気筒ｌはシリンダブロックｌＯと
該シリンダブロックｌＯの上部に配置されたシリンダヘ
ッド１１からなり、シリンダブロック１０内にはシリン
ダポア１０ａが形成されている。シリンダボア１０ａ内
にはピストンｌ２が摺動自在に配置されている。シリン
ダヘッド１ｌの内部には燃焼室１３が形成され、該シリ
ンダヘッド１ｌには燃焼室に開口する吸気口ｌ４および
排気口ｌ５が形成されている。吸気口ｌ４には吸気弁ｌ
６が設けられて該吸気口１４を開閉する。As shown in FIG. 2, the cylinder 1 consists of a cylinder block 1O and a cylinder head 11 disposed above the cylinder block 10, and a cylinder pore 10a is formed in the cylinder block 10. A piston l2 is slidably disposed within the cylinder bore 10a. A combustion chamber 13 is formed inside the cylinder head 1l, and an intake port l4 and an exhaust port l5 that open into the combustion chamber are formed in the cylinder head 1l. There is an intake valve l in the intake port l4.
6 is provided to open and close the intake port 14.
同様に、排気口ｌ５には排気弁ｌ７が設けられて該排気
口１５を開閉する。これら吸気弁ｌ６および排気弁ｌ７
はシリンダヘッド１１の上部に設けられる動弁機構によ
り開閉作動される。また、シリンダへッドｌ１には点火
プラグｌ８が取り付けられる。分岐吸気通路９から分岐
した分岐路９ａは右側の気筒列の各気筒ｌのシリンダヘ
ッド１ｌに形成された吸気口ｌ４に接続される。同様に
、分岐路９ｂは、左側の気筒列の各気筒ｌの吸気口ｌ４
に接続される。Similarly, the exhaust port 15 is provided with an exhaust valve 17 to open and close the exhaust port 15. These intake valve l6 and exhaust valve l7
is opened and closed by a valve mechanism provided at the upper part of the cylinder head 11. Further, a spark plug l8 is attached to the cylinder head l1. A branch passage 9a branched from the branch intake passage 9 is connected to an intake port 14 formed in the cylinder head 1l of each cylinder 1 in the right cylinder row. Similarly, the branch path 9b is connected to the intake port l4 of each cylinder l in the left cylinder row.
connected to.
分岐吸気通路９と分岐路９ａ、９ｂとの間の接続部より
僅か上方において、各分岐吸気通路９から分岐して共鳴
通路３０が設けられる。この共鳴通路３０は、分岐吸気
通路９とは反対方向に斜め上方に延びて第１共鳴室３１
に接続される。この第１共鳴室３ｌは、サージタンク７
の下方に位置する気筒列とは反対側の気筒列の上方に配
置される。共鳴通路３０には、分岐吸気通路９に隣接し
た位置に、開閉弁３２が設けられる。Resonant passages 30 are provided to branch from each branch intake passage 9 slightly above the connecting portion between the branch intake passage 9 and the branch passages 9a and 9b. This resonance passage 30 extends obliquely upward in the opposite direction to the branch intake passage 9 and extends into a first resonance chamber 31.
connected to. This first resonance chamber 3l is a surge tank 7
It is arranged above the cylinder row on the opposite side from the cylinder row located below. An on-off valve 32 is provided in the resonance passage 30 at a position adjacent to the branch intake passage 9.
第２図に示すように、分岐吸気通路９と、該分岐吸気通
路９から分岐する共鳴通路との間にはほぼＶ型の谷間３
３が形成され、この谷間３３に第２共鳴室３４が配置さ
れる。本例においては、この第２共鳴室３４はポート３
５を介して各共鳴通路３０に接続され、このボート３５
には開閉弁３６が設けられる。この第２共鳴室３４は、
共鳴通路３０にではなく、分岐吸気通路９に接続しても
よい。第２図において、Ｌはエンジンルーム内での機器
搭載制約ラインを示し、サージタンク７、分岐吸気通路
９、共鳴通路３０、第１共鳴室３ｌおよび第２共鳴室３
４は、すべてこの搭載制約ラインＬの範囲内に配置され
る。As shown in FIG. 2, there is a substantially V-shaped valley 3 between the branch intake passage 9 and a resonance passage branching from the branch intake passage 9.
3 is formed, and a second resonance chamber 34 is arranged in this valley 33. In this example, this second resonance chamber 34 is located at port 3.
5 to each resonant passage 30, this boat 35
An on-off valve 36 is provided. This second resonance chamber 34 is
It may be connected to the branch intake passage 9 instead of the resonance passage 30. In FIG. 2, L indicates the equipment mounting restriction line in the engine room, which includes the surge tank 7, the branch intake passage 9, the resonance passage 30, the first resonance chamber 3l, and the second resonance chamber 3.
4 are all arranged within the range of this mounting constraint line L.
第１図に示すように、各開閉弁３２は共通軸３７に結合
され、この軸３７はアクチュエータ３８により駆動され
る。また、各開閉弁３６は共通軸３９に結合され、この
軸３９はアクチュエータ４０により駆動される。As shown in FIG. 1, each on-off valve 32 is connected to a common shaft 37, and this shaft 37 is driven by an actuator 38. As shown in FIG. Further, each on-off valve 36 is connected to a common shaft 39, and this shaft 39 is driven by an actuator 40.
第３図に、この実施例におけるエンジンの出力トルク曲
線を示す。アクチュエータ３８により開閉弁３２が閉じ
られている状態では、吸気系の容積が最小になり、エン
ジンの出力トルクは第３図にａで示すように比較的低い
回転数領域でピークを生じる。開閉弁３２が開かれ、開
閉弁３６が閉じられている状態では、エンジンの出力ト
ルクは第３図にｂで示すようにやや高い回転数領域でピ
ークを生じる。さらに、開閉弁３２、３６が共に開かれ
ている場合には、エンジンの出力トルクは第３図にＣで
示すように最も高い回転数領域でピークを示す。このよ
うに、広いエンジン回転数領域で高い出力を得ることが
可能になる。なお、第２共鳴室３４が分岐吸気通路９に
接続されている場合には、この第２共鳴室のみが分岐吸
気通路９に接続される状態も可能になる。FIG. 3 shows the output torque curve of the engine in this embodiment. When the on-off valve 32 is closed by the actuator 38, the volume of the intake system is minimized, and the output torque of the engine peaks at a relatively low rotational speed region, as shown by a in FIG. 3. When the on-off valve 32 is open and the on-off valve 36 is closed, the output torque of the engine peaks in a slightly high rotational speed region, as shown by b in FIG. 3. Furthermore, when both the on-off valves 32 and 36 are open, the output torque of the engine peaks in the highest rotational speed region, as shown by C in FIG. In this way, it is possible to obtain high output over a wide range of engine speeds. Note that when the second resonance chamber 34 is connected to the branch intake passage 9, a state in which only this second resonance chamber is connected to the branch intake passage 9 is also possible.
以上述べたように、本発明においては、エンジンの気簡
に通じる吸気通路に選択的に接続されるように２つの共
鳴室が設けられるので、広いエンジン回転数領域で高い
出力を得ることが可能になる。さらに、第２の共鳴室は
、吸気通路と該吸気通路から分岐して第１の共鳴室に通
じる共鳴通路との間に形成される谷間に配置されるので
、エンジンルーム内の狭い空間を巧妙に利用してコンパ
クトな配置が達成できる。As described above, in the present invention, two resonance chambers are provided so as to be selectively connected to the intake passage that easily communicates with the engine, so it is possible to obtain high output over a wide range of engine speeds. become. Furthermore, since the second resonance chamber is disposed in the valley formed between the intake passage and the resonance passage that branches from the intake passage and leads to the first resonance chamber, the narrow space in the engine room can be cleverly used. It can be used to achieve a compact arrangement.
第１図は本発明の一実施例を示すエンジンの平面図、第
２図はその垂直断面図、第３図はこの実施例のエンジン
における出力トルク曲線を示す図表である。
ｌ・・・・気筒、３・・・・吸気管、
ａ・・・・スロットル弁、７・・・・サージタンク、・
・・・分岐吸気通路、９ａ、９ｂ・・・・分岐路、０・
・・・シリンダブロック、FIG. 1 is a plan view of an engine showing an embodiment of the present invention, FIG. 2 is a vertical sectional view thereof, and FIG. 3 is a chart showing an output torque curve of the engine of this embodiment. l...Cylinder, 3...Intake pipe, a...Throttle valve, 7...Surge tank,...
... Branch intake passage, 9a, 9b... Branch passage, 0.
···Cylinder block,
Claims (1)
共鳴室に接続された共鳴通路を有するエンジンの吸気装
置において、前記吸気通路と前記共鳴通路との間に形成
される谷間に第２の共鳴室を配置し、この第２の共鳴室
を前記吸気通路または前記共鳴通路に開閉弁を介して接
続したことを特徴とするエンジンの吸気装置。In an engine intake system having a resonant passage formed by branching from an intake passage leading to an engine combustion chamber and connected to a resonance chamber, a second resonance chamber is provided in a valley formed between the intake passage and the resonance passage. An intake system for an engine, characterized in that the second resonance chamber is connected to the intake passage or the resonance passage via an on-off valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15131389A JPH0315621A (en) | 1989-06-13 | 1989-06-13 | Intake device of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15131389A JPH0315621A (en) | 1989-06-13 | 1989-06-13 | Intake device of engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0315621A true JPH0315621A (en) | 1991-01-24 |
Family
ID=15515916
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15131389A Pending JPH0315621A (en) | 1989-06-13 | 1989-06-13 | Intake device of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0315621A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0769609A1 (en) * | 1995-10-17 | 1997-04-23 | FERRARI S.p.A. | Variable-capacity intake system for a vehicle internal combustion engine |
-
1989
- 1989-06-13 JP JP15131389A patent/JPH0315621A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0769609A1 (en) * | 1995-10-17 | 1997-04-23 | FERRARI S.p.A. | Variable-capacity intake system for a vehicle internal combustion engine |
| US5890464A (en) * | 1995-10-17 | 1999-04-06 | Ferrari, S.P.A. | Variable-capacity intake system for a vehicle internal combustion engine |
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