JPS60198322A - Intake device for v-type engine - Google Patents

Intake device for v-type engine

Info

Publication number
JPS60198322A
JPS60198322A JP59055117A JP5511784A JPS60198322A JP S60198322 A JPS60198322 A JP S60198322A JP 59055117 A JP59055117 A JP 59055117A JP 5511784 A JP5511784 A JP 5511784A JP S60198322 A JPS60198322 A JP S60198322A
Authority
JP
Japan
Prior art keywords
surge tank
intake
section
intake tube
coupled
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
Application number
JP59055117A
Other languages
Japanese (ja)
Other versions
JPH0256486B2 (en
Inventor
Koji Asaumi
皓二 浅海
Koichi Hatamura
耕一 畑村
Tetsuo Hiraoka
哲男 平岡
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.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
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 Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP59055117A priority Critical patent/JPS60198322A/en
Priority to US06/712,132 priority patent/US4649871A/en
Priority to EP85103261A priority patent/EP0155685B2/en
Priority to DE8585103261T priority patent/DE3561345D1/en
Publication of JPS60198322A publication Critical patent/JPS60198322A/en
Publication of JPH0256486B2 publication Critical patent/JPH0256486B2/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
    • F02M35/10091—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
    • 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
    • F02B27/005—Oscillating pipes with charging achieved by arrangement, dimensions or shapes of intakes pipes or chambers; Ram air pipes
    • F02B27/006—Oscillating pipes with charging achieved by arrangement, dimensions or shapes of intakes pipes or chambers; Ram air pipes of intake runners
    • 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
    • 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
    • F02M35/10045—Multiple plenum chambers; Plenum chambers having inner separation walls
    • 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
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10183—Engines having intake ducts fed from a separate carburettor or injector, the idling system being considered as a separate carburettor
    • 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
    • F02M35/116—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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/20—SOHC [Single overhead camshaft]
    • 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)
  • Manufacturing & Machinery (AREA)
  • Characterised By The Charging Evacuation (AREA)

Abstract

PURPOSE:To lengthen the intake tube and to improve the output through inertia supercharge effect by crossing an intake tube coupled to one bank with another intake tube coupled to the other bank at the underside of surge tank then coupling said cross section with the surge tank at U-shaped section. CONSTITUTION:A surge tank 6 is provided at the upper section between the opposite banks 1A, 1B in a path 5 for feeding the intake air to each cylinder 4a, 4b of V-type engine 1. In each intake tube 8A, 8B for coupling between the surge tank 6 and each intake port 7a, 7b, the cross section 9a at the downstream side of intake tube 8A having the downstream end coupled to the intake port 7a is crossed with the cross section 9b at the downstream section of the intake tube 8B having the downstream end coupled to the intake port 7b at the underside of the surge tank 6. Then the upstream end of U-shaped section 10a of the intake tube 8A is coupled to the right side section of surge tank 6 while the upstream end of U-shaped section 10 of the intake tube 8B is coupled to the left side section of surge tank 6.

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し、特に、サー
ジタンクから両側のバンクに対する吸気管の接続構造に
関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an intake system for a V-type engine, and more particularly to a connection structure of an intake pipe from a surge tank to banks on both sides.

（従来技術） 従来より、両側にバンクを備えｔ＝　Ｖ型エンジンにお
いては、実開昭５８−１５４８６０号に見られるように
、両側のバンクの中央部にスペースがあり、各バンクの
気筒にそれぞれ接続した吸気管を一旦この部分で集合さ
せて吸気通路を構成づるようにしている。(Prior art) Conventionally, in a t=V-type engine with banks on both sides, there is a space in the center of the banks on both sides, and each cylinder in each bank has a The connected intake pipes are temporarily assembled at this part to form an intake passage.

しかるに、上記のように両側のバンクの中央部に集合部
（サージタンク）を配設した場合に、このサージタンク
下流の吸気管の長さを十分に取ることができない問題を
有する。リ−なわち、中央部に配設したサージタンクか
ら両バンクの内側の吸気ボートまでの距離は短く、これ
を長くするためにはサージタンク、の設置位置を高くし
な番プればならず、エンジンの全高が大きくなる。また
、サ−ジタンク下流の吸気管長が短いと、中・低速域で
大きな慣性過給効果を得るように設定することはできず
、実用上のエンジンとして汎用性に欠けるものである。However, when the collecting section (surge tank) is disposed at the center of both banks as described above, there is a problem in that the intake pipe downstream of the surge tank cannot be sufficiently long. In other words, the distance from the surge tank located in the center to the intake boats on the inside of both banks is short, and in order to make this distance longer, the surge tank must be installed higher. , the overall height of the engine increases. Furthermore, if the length of the intake pipe downstream of the surge tank is short, it cannot be set to obtain a large inertial supercharging effect in the medium and low speed ranges, and the engine lacks versatility as a practical engine.

（発明の目的） 本発明は上記事情に鑑み、エンジン全高を大きくするこ
となくサージタンク下流の吸気管長を十分に長くして、
慣性過給効果による出方向上が良好に得られるようにし
たＶ型エンジンの吸気装置を提供Ｊることを目的とする
ものである。(Object of the Invention) In view of the above-mentioned circumstances, the present invention makes the length of the intake pipe downstream of the surge tank sufficiently long without increasing the overall height of the engine.
It is an object of the present invention to provide an intake system for a V-type engine in which a good air flow in the exhaust direction due to the inertial supercharging effect can be obtained.

（発明の構成） 本発明の吸気装置は、■型エンジンの両側のバンクの略
中央部にサージタンクを配設し、このナージタンクから
両側のバンクに接続する吸気管を、サージタンクの下側
で互いに交差リ−る交差部と、この交差部の上流端から
Ｕ字状に曲折してサージタンクの側部にそれぞれ連結す
る０字部とにより構成したことを特徴とするものである
。(Structure of the Invention) In the intake system of the present invention, a surge tank is disposed approximately in the center of both banks of a ■-type engine, and an intake pipe connecting the surge tank to both banks is connected to the lower side of the surge tank. It is characterized by being composed of intersection parts that intersect with each other, and zero-shaped parts that are bent in a U-shape from the upstream end of the intersection parts and connected to the sides of the surge tank.

（発明の効果） 本発明によれば、サージタンクの下側で一方のバンクに
接続した吸気管と他方のバンクに接続した吸気管とを交
差させるとともに、この交差部とサージタンクを０字部
によって接続したことにより、サージタンク下流の吸気
管の長さをサージタンクの位置を高くすることなく長く
することができ、両側のバンク間のスペースを有効に活
用して、エンジン全高を大きくすることなく長い吸気管
長による慣性過給効果の大きいコンパクトなＶ型エンジ
ンを得ることができる。(Effects of the Invention) According to the present invention, the intake pipe connected to one bank and the intake pipe connected to the other bank are made to intersect below the surge tank, and this intersection and the surge tank are connected to the zero-shaped part. By connecting the two banks, the length of the intake pipe downstream of the surge tank can be increased without raising the position of the surge tank, and the space between the banks on both sides can be used effectively to increase the overall height of the engine. A compact V-type engine with a large inertia supercharging effect due to the long intake pipe length can be obtained.

（実施例） 以下、図面により本発明の詳細な説明づる。(Example) Hereinafter, the present invention will be explained in detail with reference to the drawings.

第１図はＶ型エンジンを一部断面にして示ず全体正面図
、第２図はその吸気装置の断面図、第３図は第２図の■
−■線に沿う断面平面図である。Figure 1 is an overall front view of the V-type engine, with some parts not shown in section, Figure 2 is a sectional view of its intake system, and Figure 3 is the same as in Figure 2.
It is a cross-sectional plan view along the line -■.

６気筒Ｖ型エンジン１はシリンダブロック２上に第１の
シリンダヘッド３ａおよび第２のシリンダヘッド３ｂが
傾斜配設され−Ｃ１互いに角度をもってそれぞれ気筒４
ａ、４ｂを有する第１のバンク１Ａと第２のバンク１Ｂ
とが形成されてなる。A six-cylinder V-type engine 1 has a first cylinder head 3a and a second cylinder head 3b arranged at an angle on a cylinder block 2.
a, 4b, a first bank 1A and a second bank 1B
is formed.

上記両側の第１および第２のバンクＩＡ、１８の各気筒
４ａ、４ｂに吸気を供給する吸気通路５は、両側のバン
クＩＡ、ＩＢの間の上部に配設されたサージタンク６を
備えている。このサージタンク６と第１および第２のバ
ンクＩＡ、ＩＢの各吸気ポーｔ−７ａ、７ｂとを接続す
る第１および第２の吸気管８Ａ、８Ｂは、上記サージタ
ンク６の下側で、左側の第１バンク１Ａの吸気ボート７
ａに下流端が接続された第１の吸気管８Ａの下流側部分
の交差部９ａと、右側の第２バンク１Ｂの吸気ポーｈ　
７　ｂに下流端が接続された第２の吸気管８Ｂの下流側
部分の交差部９ｂとが互いに交差し、上記交差部９ａ、
９ｂの上流側はそれぞれＵ字状に曲折し、第１の吸気管
８Ａの０字部１０ａの上流端はυ−レジタンク６右側部
に接続され、第２の吸気管８Ｂの０字部１０ｂの上流端
はサージタンク６０左側部に接続されて構成されている
ものである。The intake passage 5 that supplies intake air to each cylinder 4a, 4b of the first and second banks IA, 18 on both sides is provided with a surge tank 6 disposed in the upper part between the banks IA, IB on both sides. There is. First and second intake pipes 8A and 8B connecting this surge tank 6 and each intake port t-7a and 7b of the first and second banks IA and IB are located below the surge tank 6, and Intake boat 7 of the first bank 1A on the left side
The intersection 9a of the downstream part of the first intake pipe 8A whose downstream end is connected to a, and the intake port h of the second bank 1B on the right side.
The downstream end of the second intake pipe 8B, whose downstream end is connected to the intersection 9b, intersect with each other, and the intersection 9a,
The upstream side of each intake pipe 9b is bent into a U-shape, and the upstream end of the 0-shaped part 10a of the first intake pipe 8A is connected to the right side of the υ-register tank 6, and the upstream end of the 0-shaped part 10b of the second intake pipe 8B is connected to the right side of the υ-register tank 6. The upstream end is connected to the left side of the surge tank 60.

なお、上記各交差部９ａ、９ｂは各気筒４ａ。Note that each of the above-mentioned intersections 9a and 9b corresponds to each cylinder 4a.

４ｂに対するものが連結して一体に形成される一方、０
字部１０ａ、１０ｂは各気筒４ａ、４ｂに対するものが
独立して別個にパイプ状に設けられ、この０字部１０ａ
、１０ｂの長さは部品の交換によりその長さが変更可能
である。4b is connected and integrally formed, while 0
The 0-shaped portions 10a and 10b are provided independently and separately in the form of pipes for each cylinder 4a and 4b, and this 0-shaped portion 10a
, 10b can be changed by replacing parts.

また、上記サージタンク６の内部空間は、前後方向（エ
ンジンの出力軸方向と平行方向）に延びる仕切壁１１に
よって右左に独立した第１室６ａと第２室６ｂとに区画
形成されている。右側の第１室６ａには、右側面に開口
した連通口６Ｃを介して左側の第１バンク１Ａに接続さ
れる第１吸気管８Ａが連通し、左側の第２室６ｂには、
左側面に開口した連通口６ｄを介して右側の第２バンク
１Ｂに接続される第２吸気管８Ｂが連通し、このサージ
タンク６の後端開口部には流入側の吸気管１２が接続さ
れ、この流入側の吸気＠１２内にも上記仕切壁１１に連
続す゛る隔壁延長部１２Ｃが設けられ、サージタンク６
の第１　Ｊ５よび第２室５ａ。Further, the internal space of the surge tank 6 is partitioned into a first chamber 6a and a second chamber 6b, which are independent from each other on the right and left sides, by a partition wall 11 extending in the longitudinal direction (parallel to the output shaft direction of the engine). A first intake pipe 8A connected to the first bank 1A on the left side communicates with the first chamber 6a on the right side through a communication port 6C opened on the right side, and the second chamber 6b on the left side communicates with the first intake pipe 8A.
A second intake pipe 8B connected to the second bank 1B on the right side communicates through a communication port 6d opened on the left side, and an intake pipe 12 on the inflow side is connected to the rear end opening of the surge tank 6. , a partition wall extension 12C that is continuous with the partition wall 11 is also provided in the intake air @ 12 on the inflow side, and a surge tank 6
1st J5 and 2nd chamber 5a.

６ｂに連続する独立通路１２ａ、１２ｂにそれぞれ絞り
弁１３ａ、１３ｂが配設されている。この両絞り弁１３
ａ、１３ｂは同じ角度で開閉するよう同期作動される。Throttle valves 13a and 13b are provided in independent passages 12a and 12b that are continuous with 6b, respectively. This double throttle valve 13
a and 13b are synchronously operated to open and close at the same angle.

前記サージタンク６下流の吸気管８Ａ、８Ｂの交差部９
ａ、９ｂには、各気筒４ａ、４ｂの吸気ボート７ａ、７
ｂに対して燃料を噴射する燃料噴射ノズル１４．１４が
配設されている。その他、第１．２図において、１５は
吸気弁、１６はロッカーアーム、１７はカムシャフト、
１８はピストンである。Intersection 9 of the intake pipes 8A and 8B downstream of the surge tank 6
Intake boats 7a and 7 of each cylinder 4a and 4b are shown in a and 9b.
A fuel injection nozzle 14.14 is arranged for injecting fuel to b. In addition, in Fig. 1.2, 15 is an intake valve, 16 is a rocker arm, 17 is a camshaft,
18 is a piston.

上記の如き実施例によれば、両側のバンクＩＡ。According to the embodiment as described above, banks IA on both sides.

１Ｂの各気筒４ａ、４ｂに対−りる吸気の供給は、吸気
管１２の各通路１２ａ、１２ｂによってサージタンク６
の各室６ａ、６ｂに流入した吸気が、サージタンク６側
面の連通口６ｃ、６ｄを軽τそれぞれ両側の吸気管８Ａ
、８Ｂの０字部１０ａ。Intake air is supplied to each cylinder 4a, 4b of 1B through a surge tank 6 through each passage 12a, 12b of the intake pipe 12.
The intake air flowing into the respective chambers 6a, 6b passes through the communication ports 6c, 6d on the sides of the surge tank 6 through the intake pipes 8A on both sides, respectively.
, 8B character 0 portion 10a.

１０ｂに流れ、この０字部１０ａ、１０ｂに沿ってサー
ジタンク６の下側に湾曲して流下し、続いて、交差部９
ａ、９ｂによって互いに交差してそれぞれ各シリンダヘ
ッド３ａ、３ｂの吸気ボート７ａ、７ｂから各気筒４ａ
、４ｂに供給されるものｒある。よって、サージタンク
下流の吸気管８Ａ、８Ｂを０字部１０ａ、１０ｂと交差
部９ａ。10b, curves downward to the surge tank 6 along these 0-shaped parts 10a and 10b, and then flows down to the intersection part 9.
a, 9b to each cylinder 4a from the intake boat 7a, 7b of each cylinder head 3a, 3b, respectively.
, 4b. Therefore, the intake pipes 8A and 8B downstream of the surge tank intersect with the 0-shaped portions 10a and 10b at the intersection portion 9a.

９ｂとで構成したので、サージタンク６の設置位置を大
幅に高くしなくても、サージタンク６下流の吸気管８Ａ
、８Ｂの長さが大きく、特に中速域（２５００〜５００
０ｒｐｍ　）において慣性過給９）Ｊ果Ｑ）大キいコン
パクトなエンジンを得ることができる。また、サージタ
ンク６内を第１および第２室５ａ。9b, the intake pipe 8A downstream of the surge tank 6 does not require the installation position of the surge tank 6 to be significantly elevated.
, 8B is long, especially in the medium speed range (2500-500
0rpm), it is possible to obtain a compact engine with inertia supercharging. Moreover, the inside of the surge tank 6 is divided into first and second chambers 5a.

６ｂに区画していることにより、吸気干渉を抑制すると
ともにサージタンク６上流の吸気管１２の影響による圧
力振動に伴う過給効果が得られ、特に低速域での出方向
上が図れる。6b, it is possible to suppress intake air interference and obtain a supercharging effect due to pressure vibrations caused by the influence of the intake pipe 12 upstream of the surge tank 6, and it is possible to improve the output direction particularly in the low speed range.

なお、上記実施例ではサージタンク６内部を仕切壁１１
によって区画しているが、これは必要に応じて構成すれ
ばよいものである。また、サージタンク６下流の吸気管
８Ａ、８Ｂは、製造上の理由から交差部９ａ、９ｂと０
字部１０ａ、１０ｂとに分割形成しているが、両者を一
体形成するようにしてもよい。In addition, in the above embodiment, the inside of the surge tank 6 is partitioned by a partition wall 11.
However, this can be configured as needed. In addition, for manufacturing reasons, the intake pipes 8A and 8B downstream of the surge tank 6 are connected to the intersections 9a and 9b.
Although the character parts 10a and 10b are formed separately, they may be formed integrally.

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

第１図はＶ型エンジンを一部断面にして示り一全体正面
図、 第２図はその吸気装置の断面図、 第３図は第２図の■−■線に沿う断面平面図である。 １・・・・・・Ｖ型エンジン　ＩＡ、１Ｂ・・・・・・
バンク４ａ、４ｂ・・・・・・気筒 ５・・・・・・吸気通路　６・・・・・・サージタンク
７ａ、７ｂ・・・・・・吸気ボート ８Ａ、８Ｂ・・・・・・吸気管　９ａ、９ｂ・・・・・
・交差部１０ａ、１０ｂ・・・・・・Ｕ字部 ＠１図Figure 1 is a partial cross-sectional view of the V-type engine and is an overall front view, Figure 2 is a cross-sectional view of its intake system, and Figure 3 is a cross-sectional plan view taken along the line ■-■ in Figure 2. . 1... V type engine IA, 1B...
Banks 4a, 4b...Cylinder 5...Intake passage 6...Surge tank 7a, 7b...Intake boat 8A, 8B...Intake Tubes 9a, 9b...
・Intersection 10a, 10b...U-shaped part @1 diagram

Claims (1)

【特許請求の範囲】[Claims] （１）Ｖ型エンジンにおいて、両側のバンクの略中央部
にサージタンクを配設し、該サージタンクから上記両側
のバンクに接続する吸気管を、下流端が一方のバンクに
接続された吸気管と下流端が使方のバンクに接続された
吸気管とが上記サージタンクの下側で互いに交差する交
差部と、この交差部の上流端からＵ字状に曲折してそれ
ぞれ上記サージタンクの側部に連結するＵ学部とにより
構成したことを特徴とするＶ型エンジンの吸気装置。(1) In a V-type engine, a surge tank is provided approximately at the center of both banks, and an intake pipe is connected from the surge tank to the banks on both sides, and the downstream end of the intake pipe is connected to one bank. and an intake pipe whose downstream end is connected to the bank in use, cross each other below the surge tank, and a U-shaped bend from the upstream end of this intersection to the side of the surge tank, respectively. 1. An intake system for a V-type engine, characterized in that it is comprised of a U section connected to a U section.
JP59055117A 1984-03-22 1984-03-22 Intake device for v-type engine Granted JPS60198322A (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
JP59055117A JPS60198322A (en) 1984-03-22 1984-03-22 Intake device for v-type engine
US06/712,132 US4649871A (en) 1984-03-22 1985-03-15 Intake system for V-type engine
EP85103261A EP0155685B2 (en) 1984-03-22 1985-03-20 Intake system for v-type engine
DE8585103261T DE3561345D1 (en) 1984-03-22 1985-03-20 INTAKE SYSTEM FOR V-TYPE ENGINE

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP59055117A JPS60198322A (en) 1984-03-22 1984-03-22 Intake device for v-type engine

Publications (2)

Publication Number Publication Date
JPS60198322A true JPS60198322A (en) 1985-10-07
JPH0256486B2 JPH0256486B2 (en) 1990-11-30

Family

ID=12989806

Family Applications (1)

Application Number Title Priority Date Filing Date
JP59055117A Granted JPS60198322A (en) 1984-03-22 1984-03-22 Intake device for v-type engine

Country Status (1)

Country Link
JP (1) JPS60198322A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62128163U (en) * 1986-02-05 1987-08-13

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58129063U (en) * 1982-02-25 1983-09-01 日産自動車株式会社 Intake path device for fuel-injected multi-cylinder internal combustion engine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58129063U (en) * 1982-02-25 1983-09-01 日産自動車株式会社 Intake path device for fuel-injected multi-cylinder internal combustion engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62128163U (en) * 1986-02-05 1987-08-13

Also Published As

Publication number Publication date
JPH0256486B2 (en) 1990-11-30

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