JPH0633774A - Intake manifold for internal combustion engine - Google Patents
Intake manifold for internal combustion engineInfo
- Publication number
- JPH0633774A JPH0633774A JP18532892A JP18532892A JPH0633774A JP H0633774 A JPH0633774 A JP H0633774A JP 18532892 A JP18532892 A JP 18532892A JP 18532892 A JP18532892 A JP 18532892A JP H0633774 A JPH0633774 A JP H0633774A
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- branch pipe
- engine
- intake
- common branch
- 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.)
- Withdrawn
Links
Landscapes
- Characterised By The Charging Evacuation (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は内燃機関のインテークマ
ニホールドに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake manifold for an internal combustion engine.
【０００２】[0002]
【従来の技術】直列４気筒エンジンの気筒は、図４に示
すように、第１の気筒１から第４の気筒４が一直線上に
配列され、エンジンに吸入される新気（空気）は、上流
のエアクリーナ５からダクト６を通って、インテークマ
ニホールド７のサージタンク８に導かれ、サージタンク
８内の空気は、第１〜第４の気筒１〜４の各吸入弁に連
通する分岐管９，１０，１１，１２を通り、エンジンの
各気筒１〜４へ吸入される。2. Description of the Related Art In a cylinder of an in-line four-cylinder engine, as shown in FIG. 4, first cylinder 1 to fourth cylinder 4 are arranged in a straight line, and fresh air (air) drawn into the engine is The air in the surge tank 8 is guided from the upstream air cleaner 5 through the duct 6 to the surge tank 8 of the intake manifold 7, and the air in the surge tank 8 is connected to the respective intake valves of the first to fourth cylinders 1 to 4 by the branch pipe 9 , 10, 11, 12, and is sucked into each cylinder 1 to 4 of the engine.
【０００３】１３はスロットルバルブで、その開角度に
よる吸入空気量により、エンジンの回転数が制御され
る。図中、符号＃１，＃２，＃３，＃４はそれぞれ第１
〜第４の気筒１，２，３，４を示す。又、符号ＩＮは各
気筒毎に設けられた吸入（吸気）弁を、Ｅｘは排気弁を
示す。Reference numeral 13 is a throttle valve, and the engine speed is controlled by the amount of intake air depending on the opening angle. In the figure, symbols # 1, # 2, # 3, and # 4 are the first, respectively.
-The 4th cylinder 1, 2, 3, 4 is shown. Reference numeral IN indicates an intake (intake) valve provided for each cylinder, and Ex indicates an exhaust valve.
【０００４】又、矢印はダクト６からサージタンク８に
導かれ、更に各分岐管９〜１２に分流する新気の流れを
示す。直列４気筒エンジンは、各気筒の爆発順序が１−
２−４−３又は１−３−４−２の何れかであるが、イン
テークマニホールド７の分岐管９，１０，１１，１２
は、図４のように、一つのサージタンクに対し、第１の
気筒１から、第２，第３，第４の気筒２，３，４までが
順に取付けられている構造である。The arrow indicates the flow of fresh air which is guided from the duct 6 to the surge tank 8 and is branched into the branch pipes 9 to 12. In an in-line 4-cylinder engine, the explosion order of each cylinder is 1-
Any of 2-4-3 or 1-3-4-2, but the branch pipes 9, 10, 11, 12 of the intake manifold 7
4 has a structure in which the first cylinder 1 to the second, third, and fourth cylinders 2, 3, and 4 are sequentially attached to one surge tank, as shown in FIG.
【０００５】爆発順序の前者のものをクランク軸回転角
度に対する各気筒＃１〜＃４毎の吸入工程を図に示すと
図５のようになり、ハッチングで示す爆発工程の直前の
１８０°の間に吸気が行なわれている。The former one in the explosion sequence shows the suction process for each cylinder # 1 to # 4 with respect to the crankshaft rotation angle as shown in FIG. 5, which is 180 ° immediately before the explosion process indicated by hatching. Is being inhaled.
【０００６】[0006]
【発明が解決しようとする課題】各気筒の吸入工程は爆
発順序に従って行なわれ、インテークマニホールド内の
空気の流れに注目すると、前記後者の爆発順序１−３−
４−２のものでは、１気筒目の吸入が完了すると、次は
３気筒目、その次は２気筒目、更にその次は４気筒目
と、空気の流れがサージタンク内で一定とならず、吸入
効率を高める為の慣性を活用する事は不十分であった。The suction process of each cylinder is performed according to the explosion order, and paying attention to the flow of air in the intake manifold, the latter explosion order 1-3-
In the case of 4-2, when the intake of the first cylinder is completed, the air flow does not become constant in the surge tank, with the third cylinder next, the second cylinder next, and the fourth cylinder next. However, it was insufficient to utilize the inertia to increase the inhalation efficiency.
【０００７】このことは、前記前者の爆発順１−２−４
−３のものでも同様である。そこで、本発明は、慣性効
果による吸入効率の向上をより効果的に行なうことので
きる直列４気筒エンジンの吸気マニホールドを提供する
ことを目的とする。This means that the former explosion order 1-2-4
The same applies to -3. Therefore, an object of the present invention is to provide an intake manifold for an in-line four-cylinder engine that can more effectively improve the intake efficiency due to the inertial effect.
【０００８】[0008]
【課題を解決するための手段】上記目的を達成するため
に、本発明のインテークマニホールドは、直列４気筒エ
ンジンにおいて、クランク軸角度で３６０°の爆発間隔
を有する二つの気筒（１と４），（２と３）毎に、それ
らの分岐管（９と１２），（１０と１１）をその上流で
合流させて共通の分岐管（１３）（１５）を形成した。In order to achieve the above object, the intake manifold of the present invention is an in-line four-cylinder engine having two cylinders (1 and 4) having an explosion interval of 360 ° in crankshaft angle. For each (2 and 3), the branch pipes (9 and 12), (10 and 11) were joined upstream thereof to form a common branch pipe (13) (15).
【０００９】更に、共通の分岐管（１３）（１５）同志
をその上流で合流させて一つの吸気通路（１９）に形成
してもよい。Further, the common branch pipes (13) and (15) may be combined at the upstream side thereof to form one intake passage (19).
【００１０】[0010]
【作用】共通の分岐管（１３）（１５）を通って、各二
つの気筒（１と４）及び（２と３）へクランク軸回転角
度で３６０°の等間隔で新気が吸入されるため、空気の
流れが連続的となり、慣性効果による吸入効率の向上が
有効に達成される。The fresh air is sucked into the two cylinders (1 and 4) and (2 and 3) through the common branch pipes (13) and (15) at equal crankshaft rotation angles of 360 °. Therefore, the flow of air becomes continuous, and the improvement of suction efficiency due to the inertial effect is effectively achieved.
【００１１】[0011]
【実施例】図１は本発明の第１実施例で、爆発順序が前
記の前者である１−２−４−３の直列４気筒のエンジン
の場合を示す。爆発間隔がクランク軸角度で互に３６０
°の第１と第４の気筒１，４の分岐管９，１２はその上
流で合流されて、共通の分岐管１３を形成し、この共通
の分岐管１３にスロットルバルブ１４が設けてある。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows a first embodiment of the present invention, which is a case of an in-line four-cylinder engine of 1-2-4-3 in which the explosion order is the former. Explosion interval is 360 degrees with each other at crankshaft angle
The branch pipes 9 and 12 of the first and fourth cylinders 1 and 4 of 10 ° are joined upstream of each other to form a common branch pipe 13, and the common branch pipe 13 is provided with a throttle valve 14.
【００１２】又、同様に、爆発間隔がクランク軸角度で
３６０°の第２と第３の気筒２，３の分岐管１０，１１
はその上流で合流されて、別に共通の分岐管１５を形成
し、この共通の分岐管１５にスロットルバルブ１６が設
けてある。Similarly, the branch pipes 10 and 11 of the second and third cylinders 2 and 3 having an explosion interval of 360 ° in crankshaft angle.
Are joined together upstream thereof to form another common branch pipe 15, and the common branch pipe 15 is provided with a throttle valve 16.
【００１３】こうすることで、共通の分岐管１３と１５
には、互に３６０°の等間隔で二つの分岐管９，１２と
１０，１１の吸入空気が連続的に流れ、慣性効果による
吸入効率の向上が実現する。By doing so, the common branch pipes 13 and 15
In this case, the intake air of the two branch pipes 9, 12 and 10, 11 continuously flows at equal intervals of 360 °, and the improvement of the intake efficiency due to the inertia effect is realized.
【００１４】図２に示す本発明の第２実施例は、共通の
分岐管１５内をＡ点からＢ点まで流れた空気がＢ点で分
れて、分岐管１０，１１のＣ点，Ｄ点を通り、第２の気
筒２の吸入弁１７の点Ｅと第３の気筒３の吸入弁１８の
点Ｆにそれぞれ達するまでの距離ＢＥとＢＦ（つまり各
分岐管１０と１１の長さ）を、音速（３４０ｍ／ｓ）／
（クランク軸９０°回転時間）に一致させることによ
り、分岐管内反射波を活用して吸気効率をより向上させ
たものである。In the second embodiment of the present invention shown in FIG. 2, the air flowing from the point A to the point B in the common branch pipe 15 is divided at the point B, so that the branch pipes 10 and 11 have the points C and D. The distances BE and BF (that is, the lengths of the respective branch pipes 10 and 11) through the points to reach the point E of the intake valve 17 of the second cylinder 2 and the point F of the intake valve 18 of the third cylinder 3, respectively. Sound velocity (340 m / s) /
By making it coincide with (crank shaft 90 ° rotation time), the intake wave efficiency is further improved by utilizing the reflected wave in the branch pipe.
【００１５】この実施例で、クランク軸９０°回転時間
はエンジンの回転数で変るため、上記の分岐管の長さを
決めるときのクランク軸９０°回転時間を決めるには、
エンジンの回転数対トルク（又は出力）特性線図で改善
したい回転数に合わせて選択する。In this embodiment, since the crankshaft 90 ° rotation time changes depending on the engine speed, in order to determine the crankshaft 90 ° rotation time when determining the length of the branch pipe,
Select according to the engine speed you want to improve in the engine speed vs. torque (or output) characteristic diagram.
【００１６】従って、改善した回転数が高い程分岐管１
０，１１の長さを短かくする。又、図２では、二つの分
岐管１０，１１だけが図示してあるが、図示してない他
の二つの分岐管９，１２同志も同じ長さに合わせること
で、分岐管内反射波を活用して吸気効率をより向上させ
ることができる。Therefore, the higher the improved rotational speed, the more the branch pipe 1
Shorten the length of 0 and 11. Further, in FIG. 2, only the two branch pipes 10 and 11 are shown, but the other two not shown branch pipes 9 and 12 are also adjusted to the same length to utilize the reflected wave in the branch pipe. Therefore, the intake efficiency can be further improved.
【００１７】図３は、本発明の第３実施例で、請求項２
の発明に対応する。この第３実施例では、前記第１実施
例が、共通の分岐管１３と１５を有し、それぞれにスロ
ットルバルブ１４と１６を設けていたものを、共通の分
岐管１３と１５を更にその上流で一つの吸気通路１９に
合流し、スロットルバルブ２０を１箇に集約して、吸気
通路１９に設けた。FIG. 3 shows a third embodiment of the present invention.
Corresponding to the invention of. In the third embodiment, the first embodiment has the common branch pipes 13 and 15 and the throttle valves 14 and 16 are provided respectively, but the common branch pipes 13 and 15 are further provided upstream thereof. Then, they are joined to one intake passage 19, and the throttle valves 20 are integrated into one and provided in the intake passage 19.
【００１８】なお、上記第１〜第３実施例は、爆発順序
が前記前者の１−２−４−３のものを対象としている
が、後者の１−３−４−２のものでは、第１と第４の気
筒１，４の分岐管９，１２をその上流で合流して共通の
分岐管を形成し、他の第２と第３の気筒２，３の分岐管
１０，１１をその上流で分流して別の共通の分岐管を形
成すればよい。In the first to third embodiments, the explosion order of the former 1-2-4-3 is targeted, but in the latter 1-3-4-2, the explosion order is The branch pipes 9 and 12 of the first and fourth cylinders 1 and 4 are merged at their upstream side to form a common branch pipe, and the branch pipes 10 and 11 of the other second and third cylinders 2 and 3 are connected to each other. It may be branched upstream to form another common branch pipe.
【００１９】[0019]
【発明の効果】本発明の内燃機関のインテークマニホー
ルドは上述のように構成されているので、直列４気筒の
エンジンにおいて、慣性効果による吸入効率の向上が有
効に達成され、エンジンの性能改善に寄与する。Since the intake manifold of the internal combustion engine of the present invention is constructed as described above, in an in-line four-cylinder engine, an improvement in intake efficiency due to the inertial effect is effectively achieved, which contributes to an improvement in engine performance. To do.
【図１】 本発明の第１実施例の縦断平面図。FIG. 1 is a vertical plan view of a first embodiment of the present invention.
【図２】 同第２実施例の一部の図。FIG. 2 is a partial view of the second embodiment.
【図３】 同第３実施例の縦断平面図。FIG. 3 is a vertical plan view of the third embodiment.
【図４】 従来技術の縦断平面図。FIG. 4 is a vertical plan view of a conventional technique.
【図５】 エンジンの吸入工程図。FIG. 5 is an engine intake process drawing.
１ 第１の気筒 ２ 第２の気筒 ３ 第３の気筒 ４ 第４の気筒 ９，１０，１１，１２ 分岐管 １３，１４ 共通の分岐管 １９ 吸気通路 1 1st cylinder 2 2nd cylinder 3 3rd cylinder 4 4th cylinder 9, 10, 11, 12 Branch pipe 13, 14 Common branch pipe 19 Intake passage
Claims (2)
有する二つの気筒毎に、それらの分岐管をその上流で合
流させて共通の分岐管を形成した直列４気筒エンジンの
インテークマニホールド。1. An intake manifold for an in-line four-cylinder engine in which, for every two cylinders having an explosion interval of 360 ° in crankshaft angle, their branch pipes are joined upstream to form a common branch pipe.
させて一つの吸気通路に形成した請求項１のインテーク
マニホールド。2. The intake manifold according to claim 1, wherein the common branch pipes are joined together further upstream thereof to form one intake passage.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18532892A JPH0633774A (en) | 1992-07-13 | 1992-07-13 | Intake manifold for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18532892A JPH0633774A (en) | 1992-07-13 | 1992-07-13 | Intake manifold for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0633774A true JPH0633774A (en) | 1994-02-08 |
Family
ID=16168905
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP18532892A Withdrawn JPH0633774A (en) | 1992-07-13 | 1992-07-13 | Intake manifold for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0633774A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20090211394A1 (en) * | 2005-04-27 | 2009-08-27 | Midori Anzen Co., Ltd. | Leather And Manufacturing Method Of Leather |
-
1992
- 1992-07-13 JP JP18532892A patent/JPH0633774A/en not_active Withdrawn
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20090211394A1 (en) * | 2005-04-27 | 2009-08-27 | Midori Anzen Co., Ltd. | Leather And Manufacturing Method Of Leather |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A300 | Withdrawal of application because of no request for examination |
Free format text: JAPANESE INTERMEDIATE CODE: A300 Effective date: 19991005 |