JPH04121224A - Intake device for v-engine - Google Patents
Intake device for v-engineInfo
- Publication number
- JPH04121224A JPH04121224A JP23989890A JP23989890A JPH04121224A JP H04121224 A JPH04121224 A JP H04121224A JP 23989890 A JP23989890 A JP 23989890A JP 23989890 A JP23989890 A JP 23989890A JP H04121224 A JPH04121224 A JP H04121224A
- Authority
- JP
- Japan
- Prior art keywords
- surge tank
- tank
- throttle
- cylinder
- intake
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000011144 upstream manufacturing Methods 0.000 abstract description 4
- 230000001105 regulatory effect Effects 0.000 abstract description 2
- 239000000446 fuel Substances 0.000 description 3
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000009423 ventilation Methods 0.000 description 1
Landscapes
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (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。[Detailed description of the invention] <Industrial application field> The present invention relates to an intake system for a V-type engine.
〈従来技術〉
■型エンジンの吸気装置としては、例えば特公平1−2
9985号公報に示されるようなものがある。<Prior art> As an intake system for a type engine, for example, the Japanese Patent Publication No. 1-2
There is one as shown in Japanese Patent No. 9985.
このものは第5図及び第6図に示すように、V型をなす
両シリンダバンク31.32の間の中央部にサージタン
ク33を設け、該サージタンク33の中央で仕切られた
各室の後端から後方に延びる吸気管34、35を接続し
、各吸気管34.35の合流部に2つのスロットルバル
ブを上下に重ねて介装したスロットルチャンバ36を配
設した構成となっている。As shown in FIGS. 5 and 6, a surge tank 33 is provided in the center between both V-shaped cylinder banks 31 and 32, and each chamber is partitioned at the center of the surge tank 33. Intake pipes 34 and 35 extending rearward from the rear end are connected, and a throttle chamber 36 in which two throttle valves are stacked one above the other is provided at the confluence of the intake pipes 34 and 35.
〈発明か解決しようとする課題〉
しかしなから、このような従来の吸気装置にあっては、
サージタンク33か後方の吸気管34.35の接続のた
め前方に押し出されて配置され、また、2つのスロット
ルチャンバ36が上下に重ねて配置されていることによ
り、サージタンク33及びスロットルチャンバ36の上
方を覆って前方に傾斜するフード37の高さが制約され
てしまい、空気抵抗の増大延いては燃費の悪化に繋がっ
ていた。<Problem to be solved by the invention> However, in such a conventional intake device,
The surge tank 33 is pushed forward to connect the rear intake pipes 34 and 35, and the two throttle chambers 36 are stacked one on top of the other, so that the surge tank 33 and throttle chamber 36 are The height of the hood 37, which covers the top and slopes forward, is restricted, which increases air resistance and leads to deterioration of fuel efficiency.
本発明はこのような従来の問題点に鑑みなされたもので
、吸気系の構造、レイアウトの設定により、フードの高
さを下げられるようにした構造を有するV型エンジンの
吸気装置を提供することを目的とする。The present invention has been made in view of such conventional problems, and an object of the present invention is to provide an intake system for a V-type engine having a structure in which the height of the hood can be lowered by setting the structure and layout of the intake system. With the goal.
〈課題を解決するための手段〉
このため本発明では、気筒配列方向を車両の前後方向に
向けて搭載されたV型エンジンの吸気装置において、サ
ージタンクを両シリンダノ(ンク間の中央部に配設する
と共に、該サージタンクの後部両側にスロットルバルブ
を介装したスロットルチャンバを対向させて接続した構
成とした。<Means for Solving the Problem> Therefore, in the present invention, in the intake system of a V-type engine mounted with the cylinder arrangement direction facing the longitudinal direction of the vehicle, a surge tank is arranged in the center between both cylinder cylinders. At the same time, throttle chambers each having a throttle valve installed on both sides of the rear of the surge tank are connected to face each other.
〈作用〉
サージタンクはスロットルチャンバか側方に接続される
ことにより前後方向の配置に制約を受けることがなく、
可及的に後方位置に配置できる。<Function> The surge tank is connected to the throttle chamber or side, so there are no restrictions on its placement in the front and back direction.
It can be placed as far back as possible.
したかって、サージタンクの高さとその前後方向位置で
規制されるフードの高さを可及的に低くすることができ
る。Therefore, the height of the hood, which is regulated by the height of the surge tank and its position in the longitudinal direction, can be made as low as possible.
〈実施例〉 以下に、本発明の実施例を図面に基づいて説明する。<Example> Embodiments of the present invention will be described below based on the drawings.
一実施例を示す第1図〜第4図において、6気筒V型エ
ンジン1のV型をなす両シリンダノくンク2.3の間の
中央部上方にサージタンク4が配設される。該サージタ
ンク4は上面が前方に向かって下方に傾斜して形成され
、一方底壁は略水平に形成される結果、前方は薄く、後
方は厚い形状となっている。底壁に各気筒に接続する吸
気ブランチ5の上流間か接続されている。 サージタン
ク4の両側壁後端部は夫々側方に突出して形成され、夫
々の開口端にスロットルバルブ6.7を介装したスロッ
トルチャンバ8,9か、その流路軸線か一直線上に対向
して接続されている。In FIGS. 1 to 4 showing one embodiment, a surge tank 4 is disposed above a central portion between two cylinder nozzles 2.3 forming a V-shape of a six-cylinder V-type engine 1. The surge tank 4 has a top surface inclined downward toward the front, and a bottom wall that is substantially horizontal, resulting in a thin shape at the front and a thick shape at the rear. The upstream side of the intake branch 5 connected to each cylinder is connected to the bottom wall. The rear end portions of both side walls of the surge tank 4 are formed to protrude laterally, and are opposed to throttle chambers 8 and 9 in which throttle valves 6 and 7 are interposed at their respective open ends, and the flow path axes of the throttle chambers 8 and 9 are aligned with each other. connected.
前記各スロットルチャンバ8,9の上流端には、各シリ
ンダバンク2,3方向に向けて配置されたチャージエア
クーラー10. iiの下流端か接続され各チャージエ
アクーラーtO,Uの底壁に接続された吸気管12.1
3の下流端に夫々ターボ過給機14゜15か接続されて
いる。At the upstream end of each throttle chamber 8, 9, a charge air cooler 10. is disposed facing toward each cylinder bank 2, 3. Inlet pipe 12.1 connected to the downstream end of ii and connected to the bottom wall of each charge air cooler tO, U
Turbo superchargers 14 and 15 are connected to the downstream ends of 3, respectively.
左側のチャージエアクーラ10は、上方から見るとVバ
ンクの左側のシリンダヘッドカバー100のバンク外側
寄りの上方に一部か重なるように配置されて、側方から
見ると前方へ向かうほど低くなにように傾けて取り付け
られている。When viewed from above, the charge air cooler 10 on the left side is arranged so as to partially overlap the left side cylinder head cover 100 of the V bank on the outside of the bank, and when viewed from the side, it is lower as it goes toward the front. It is mounted at an angle.
右側のチャージエアクーラ11については左側とは対称
である。The charge air cooler 11 on the right side is symmetrical to the left side.
前記スロットルバルブ6.7は、スロットルチャンバ8
,9外方に突出する回転軸16.17端部にレバー18
.19か連結され、各レバー18.19の端部に一端部
か夫々自在継手結合されたロッド20.21の他端部か
、サージタンク4上壁に水平方向回転自由に軸支された
レバー22の両端部に夫々自在継手結合されている。The throttle valve 6.7 is connected to the throttle chamber 8.
, 9 A lever 18 on the outwardly projecting rotating shaft 16.17 end.
.. A lever 22 is connected to the upper wall of the surge tank 4 at one end thereof, or the other end of a rod 20.21 connected by a universal joint to the end of each lever 18. are connected to both ends by universal joints.
前記レバー22はフレキシブルワイヤ23を介して図示
しないアクセルペダルに連結されている。The lever 22 is connected to an accelerator pedal (not shown) via a flexible wire 23.
次にこのものの作用を説明する。Next, the function of this product will be explained.
各ターボ過給機14.15によって過給された吸気は、
チャージエアクーラーtO,Uに流入して吸気充填効率
を高めるべく冷却された後、スロットルチャンバ8,9
によって絞られ、サージタンク4内に流入する。The intake air supercharged by each turbocharger 14.15 is
After flowing into the charge air coolers tO, U and being cooled to increase intake air filling efficiency, the throttle chambers 8, 9
and flows into the surge tank 4.
対向して配置された各スロットルチャンバ8゜9からサ
ージタンク4内へ流入した吸気は、互いに同一線上で正
面衝突して流速を略完全にOまて下げられた後、サージ
タンク4内へ均等にいきわたり、均一化された圧力の吸
気か各気筒に分配供給される。The intake air flowing into the surge tank 4 from the throttle chambers 8°9 arranged opposite to each other collides head-on with each other on the same line, and after the flow velocity is almost completely reduced by 0, it is evenly distributed into the surge tank 4. Air at equal pressure is distributed and supplied to each cylinder.
かかる吸気系構造においては、2つのスロットルチャン
バ8,9かサージタンク4の後端両側に接続されるため
、該接続構造に制約されることなく、サージタンク4を
可及的に後方に配置することができる。In this intake system structure, the two throttle chambers 8 and 9 are connected to both sides of the rear end of the surge tank 4, so the surge tank 4 can be placed as far back as possible without being restricted by the connection structure. be able to.
このため、サージタンク4の土壁を前方に向かって下方
に傾斜させた形状と相まって、サージタンク4の前端の
高さを可及的に下げることかできる。また、スロットル
チャンバ8,9かバンク別に独立して設けられるため、
通気損失を低く抑えつつ、口径を小さくすることかてき
、したがって、スロットルチャンバ8,9か接続される
サージタンク4後端部の高さも低く抑えられる。Therefore, in combination with the shape of the surge tank 4 in which the earthen wall is inclined downwardly toward the front, the height of the front end of the surge tank 4 can be lowered as much as possible. In addition, since the throttle chambers 8 and 9 are provided independently for each bank,
The diameter can be made small while keeping the ventilation loss low, and therefore the height of the rear end of the surge tank 4 to which the throttle chambers 8 and 9 are connected can also be kept low.
これにより、第1図に示すようにサージタンク4形状に
規制されるフード24の高さも同様に可及的に下げるこ
とかでき、延いては車両の空気抵抗低減を促進でき延い
ては燃費向上を促進できる。As a result, as shown in Fig. 1, the height of the hood 24, which is restricted by the shape of the surge tank 4, can be similarly lowered as much as possible, which in turn promotes the reduction of air resistance of the vehicle and ultimately improves fuel efficiency. can be promoted.
また、スロットルチャンバ8,9か対向して配置されて
いるため、各スロットルチャンバ8.9から流出した吸
気はサージタンク4内で衝突し、流速を下げられるため
、吸気の各気筒への分配性を高めることかできる。特に
、本実施例では、両スロットルバルブ6.7を逆方向に
対称に回転させるようにしたため、スロットルバルブ6
.7で絞られた吸気流の軸か一致して、上記分配性をよ
り高めることかできる。In addition, since the throttle chambers 8 and 9 are arranged to face each other, the intake air flowing out from each throttle chamber 8 and 9 collides in the surge tank 4 and the flow velocity is reduced, which improves the distribution of intake air to each cylinder. It is possible to increase In particular, in this embodiment, since both throttle valves 6.7 are rotated symmetrically in opposite directions, the throttle valve 6.7 is rotated symmetrically in opposite directions.
.. By making the axes of the intake air flow constricted in step 7 coincide with each other, it is possible to further improve the above-mentioned distribution property.
さらに、チャーシェアクーラ10.11を、夫々スロッ
トルチャンバ8,9に対応して設け、フード24の三次
元的傾きに層ように設けたので、大容量のチャージエア
クーラ10.11によってエンジン出力を十分に高めな
がらフード24高さを低く維持てきる。Furthermore, since the charge share coolers 10.11 are provided corresponding to the throttle chambers 8 and 9, and are arranged in layers along the three-dimensional inclination of the hood 24, the engine output can be controlled by the large-capacity charge air coolers 10.11. The height of the hood 24 can be maintained low while increasing the height sufficiently.
〈発明の効果〉
以上説明したように本発明によれば、両シリンダバンク
の間の中央部に配置したサージタンクの後部両側にスロ
ットルチャンバを対向して接続した構成としたため、サ
ージタンクを可及的に後方に配置することかできると共
に、スロットルチャンバの口径を小さくすることかでき
るため、フートの高さを下げられ、空気抵抗の低減延い
ては燃費向上を促進できるものである。<Effects of the Invention> As explained above, according to the present invention, the throttle chambers are connected to both sides of the rear of the surge tank located in the center between both cylinder banks, so that the surge tank can be used as much as possible. Since the throttle chamber can be located at the rear, and the diameter of the throttle chamber can be reduced, the height of the foot can be lowered, reducing air resistance and improving fuel efficiency.
第1図は本発明の一実施例に係る吸気装置を備えた6気
筒V型エンジンの側面図、第2図は同じ(平面図、第3
図は同じく斜視図、第4図は同じく背面図、第5図は従
来例に係る吸気装置を備えた6気筒V型エンジンの平面
図、第6図は同じく側面図である。
1・・・6気筒V型エンジン 2.3・・・シリンダ
バンク 4・・・サージタンク 6.7・・・スロ
ットルバルブ 8,9・・・スロットルチャンバ特許
出願人 日産自動車株式会社代理人 弁理士
笹島 富二雄
第2図
し
第5図FIG. 1 is a side view of a six-cylinder V-type engine equipped with an intake system according to an embodiment of the present invention, and FIG. 2 is the same (plan view, third
4 is a rear view, FIG. 5 is a plan view of a six-cylinder V-type engine equipped with a conventional intake system, and FIG. 6 is a side view. 1...6-cylinder V-type engine 2.3...Cylinder bank 4...Surge tank 6.7...Throttle valve 8,9...Throttle chamber Patent applicant Nissan Motor Co., Ltd. agent Patent attorney
Fujio Sasashima Figure 2 and Figure 5
Claims (1)
エンジンの吸気装置において、サージタンクを両シリン
ダバンク間の中央部に配設すると共に、該サージタンク
の後部両側にスロットルバルブを介装したスロットルチ
ャンバを対向させて接続したことを特徴とするV型エン
ジンの吸気装置。In the intake system of a type engine mounted with the cylinder arrangement direction facing the longitudinal direction of the vehicle, a surge tank is disposed in the center between both cylinder banks, and throttle valves are interposed on both sides of the rear of the surge tank. An intake system for a V-type engine, characterized in that throttle chambers are connected to face each other.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP23989890A JP2676996B2 (en) | 1990-09-12 | 1990-09-12 | V-type engine intake system |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP23989890A JP2676996B2 (en) | 1990-09-12 | 1990-09-12 | V-type engine intake system |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH04121224A true JPH04121224A (en) | 1992-04-22 |
JP2676996B2 JP2676996B2 (en) | 1997-11-17 |
Family
ID=17051501
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP23989890A Expired - Fee Related JP2676996B2 (en) | 1990-09-12 | 1990-09-12 | V-type engine intake system |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP2676996B2 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7222600B2 (en) | 2004-05-12 | 2007-05-29 | Toyota Jidosha Kabushiki Kaisha | Intake system of multi-cylinder engine |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2018048589A (en) * | 2016-09-21 | 2018-03-29 | トヨタ自動車株式会社 | Intake system for internal combustion engine |
-
1990
- 1990-09-12 JP JP23989890A patent/JP2676996B2/en not_active Expired - Fee Related
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7222600B2 (en) | 2004-05-12 | 2007-05-29 | Toyota Jidosha Kabushiki Kaisha | Intake system of multi-cylinder engine |
US7322332B2 (en) | 2004-05-12 | 2008-01-29 | Toyota Jidosha Kabushiki Kaisha | Intake system of multi-cylinder engine |
DE102005021797B4 (en) * | 2004-05-12 | 2014-03-27 | Toyota Jidosha Kabushiki Kaisha | Intake system of a multi-cylinder engine |
DE102005063393B4 (en) | 2004-05-12 | 2018-05-09 | Toyota Jidosha Kabushiki Kaisha | Intake system of a multi-cylinder engine |
Also Published As
Publication number | Publication date |
---|---|
JP2676996B2 (en) | 1997-11-17 |
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