JPH0313405B2 - - Google Patents
Info
- Publication number
- JPH0313405B2 JPH0313405B2 JP59096365A JP9636584A JPH0313405B2 JP H0313405 B2 JPH0313405 B2 JP H0313405B2 JP 59096365 A JP59096365 A JP 59096365A JP 9636584 A JP9636584 A JP 9636584A JP H0313405 B2 JPH0313405 B2 JP H0313405B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- pipe
- inertia
- manifold
- exhaust turbine
- 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
Links
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
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
-
- 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
- F02B2075/1804—Number of cylinders
- F02B2075/1816—Number of cylinders four
-
- 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)
- Supercharger (AREA)
- Characterised By The Charging Evacuation (AREA)
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は吸気慣性管付の排気タービン過給式の
多気筒機関の吸気系装置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 device for an exhaust turbine supercharged multi-cylinder engine equipped with an intake inertia pipe.
従来の排気タービン過給式多気筒機関で吸気慣
性管を装備した場合、例えば第１図に示す４気筒
の例をあげれば、２−３番気筒間及び１−４番気
筒間をそれぞれ各吸気マニホールド１で接続して
２群として吸気干渉を防止しているため、１−４
番気筒間を接続する吸気マニホールド１部分の長
さl1が２−３番気筒間を連結する吸気マニホール
ド１部分の長さl2に比較して長くなるため、これ
らの吸気マニホールド１に接続される吸気慣性管
２による吸気慣性効果を最適化すると、各吸気慣
性管２の上流側開口端面が長さｌで示すごとく不
ぞろいになると共に、これら開口端面を排気ター
ビン過給機３のブロワー３Ａの出口に接続したサ
ージタング４内に開口するため、そのサージタン
ク４の形成が難しく、かつそのサージタンク４の
コンパクト化がはかれないという問題があつた。
When a conventional exhaust turbine supercharging multi-cylinder engine is equipped with an intake inertia pipe, for example, in the case of a four-cylinder engine shown in Figure 1, each intake air pipe is connected between cylinders 2 and 3 and between cylinders 1 and 4. 1-4 because they are connected by manifold 1 to prevent intake interference as 2 groups.
The length of the intake manifold 1 part connecting between the No. 2 and 3 cylinders, l1 , is longer than the length of the intake manifold 1 part, l2 , connecting the 2nd and 3rd cylinders. When the intake inertia effect of the intake inertia pipes 2 is optimized, the upstream opening end faces of each intake inertia pipe 2 become uneven as shown by the length l, and these opening end faces are connected to the blower 3A of the exhaust turbine supercharger 3. Since the opening is in the surge tongue 4 connected to the outlet, there are problems in that it is difficult to form the surge tank 4 and it is difficult to make the surge tank 4 compact.
上記第１の長さｌで示すごとき等価管長補正を
行なわずに、２本の開口端面を１本に集合する
と、等価管長が変り、各管内の圧力が変化すると
いう問題があり、また各吸気マニホールド１の長
さl1とl2とが異なると、第２図の２−３番気筒及
び１−４番気筒の各管内圧力を示す線図に示すご
とき位相のずれが発生する。 If two open end faces are combined into one without performing the equivalent pipe length correction as indicated by the first length l above, there is a problem that the equivalent pipe length changes and the pressure inside each pipe changes. If the lengths l1 and l2 of the manifold 1 are different, a phase shift will occur as shown in the diagram showing the pressures in the pipes of cylinders 2-3 and cylinders 1-4 in FIG. 2.
そこで本発明は、前記従来の問題点を解消する
ためになされたものであり、吸気慣性管を装備し
た排気タービン過給式多気筒機関のサージタンク
のコンパクト化をはかると共に、各気筒内の圧力
の変化をなくし、更に吸気管内の圧力波形制御を
容易にすることを目的としたものである。
The present invention has been made to solve the above-mentioned conventional problems, and aims to make the surge tank of an exhaust turbine supercharged multi-cylinder engine equipped with an intake inertia pipe compact, and to reduce the pressure inside each cylinder. The purpose of this is to eliminate changes in the pressure waveform in the intake pipe and to facilitate control of the pressure waveform within the intake pipe.
〔発明の構成〕
即ち、本発明の多気筒機関の吸気系装置は、吸
気慣性管付の排気タービン過給式多気筒機関にお
いて、吸気マニホールドの内径を吸気慣性管と同
一内径にすると共に、吸気マニホールドと吸気慣
性管との接合部までの各群ごとの吸気マニホール
ドの長さを同一に設定した各群の吸気マニホール
ド間が弁付の連通管で連通可能とし、かつこの連
通管が、排気タービン過給機のブロワー出口に接
続されたサージタンクと吸気慣性管より短い短絡
管で連通可能とした多気筒機関の吸気系装置から
なる。[Structure of the Invention] That is, the intake system device for a multi-cylinder engine of the present invention is an exhaust turbine supercharged multi-cylinder engine equipped with an intake inertia pipe, in which the inner diameter of the intake manifold is made the same as that of the intake inertia pipe, and the intake The intake manifolds of each group are set to have the same length up to the joint between the manifold and the intake inertia pipe, and the intake manifolds of each group can communicate with each other through a communication pipe with a valve, and this communication pipe is connected to the exhaust turbine. It consists of a surge tank connected to the blower outlet of the supercharger and the intake system of a multi-cylinder engine, which can be communicated by a short-circuit pipe shorter than the intake inertia pipe.
以下図面を参照して本発明の実施例を説明する
が、第１図の従来例及び第３図以降の各実施例に
おいて、それぞれ同じ部品は同じ部品番号で示し
ている。
Embodiments of the present invention will be described below with reference to the drawings. In the conventional example shown in FIG. 1 and the embodiments shown after FIG. 3, the same parts are indicated by the same part numbers.
まず、第３図の平面図、第４図に示す要部側面
図に示す実施例１は、吸気慣性管２を装備すると
共に、その排気マニホールド１２に排気タービン
過給機３を接続した、例えば４気筒の多気筒機関
であるが、２−３番気筒の吸気マニホールド１の
内径d2、１−４番気筒の吸気マニホールド１の内
径d1及び吸気慣性管２の内径d3をd1＝d2＝d3のご
とく同一にすると共に、各吸気マニホールド１と
吸気慣性管２とのＡ−Ａで示す接合部までの各群
ごとの吸気マニホールド１長さをl1＝l2となるよ
う同一長さに設定し、更に排気タービン過給機３
のブロワー３Ａの出口に接続したサージタンク４
内に開口する各１−４番気筒用及び２−３番気筒
用の各吸気慣性管２の上流側開口端面を合わせて
いる。 First, Embodiment 1 shown in the plan view of FIG. 3 and the side view of the main part shown in FIG. Although this is a 4-cylinder multi-cylinder engine, the inner diameter d 2 of the intake manifold 1 of the 2nd and 3rd cylinders, the inner diameter d 1 of the intake manifold 1 of the 1st and 4th cylinders, and the inner diameter d 3 of the intake inertia pipe 2 are d 1 = d 2 = d 3 , and the length of the intake manifold 1 for each group up to the junction shown by A-A between each intake manifold 1 and the intake inertia pipe 2 so that l 1 = l 2 . Set to the same length, and also exhaust turbine supercharger 3
Surge tank 4 connected to the outlet of blower 3A of
The upstream opening end surfaces of the intake inertia pipes 2 for the 1st to 4th cylinders and the 2nd to 3rd cylinders that open inward are aligned.
以上のごとく、吸気慣性管２との接合部Ａ−Ａ
までの吸気マニホールド１の内径を吸気慣性管２
と同内径にすることにより、それら吸気マニホー
ルド１部分も吸気慣性管２の一部として扱うこと
ができ、更にこれら吸気マニホールド１の長さを
同一長さに設定することにより、各吸気慣性管２
の上流側開口端面が同一位置に合わされることに
なる。 As described above, the joint part A-A with the intake inertia pipe 2
The inner diameter of the intake manifold 1 up to the intake inertia pipe 2
By making the inner diameter the same as that of the intake manifold 1, the intake manifold 1 portion can also be treated as a part of the intake inertia pipe 2. Furthermore, by setting the lengths of these intake manifolds 1 to be the same, each intake inertia pipe 2 can be treated as a part of the intake manifold 1.
The upstream opening end surfaces of the two are aligned at the same position.
第３図、第４図及び第５図に示す実施例１は、
連通管６と排気タービン過給機３のブロワー３Ａ
出口に接続されたサージタンク４とを、弁７を有
し、かつ吸気慣性管２よりも短い短絡管８で連通
可能にしたものである。 Embodiment 1 shown in FIGS. 3, 4 and 5 is as follows:
Communication pipe 6 and blower 3A of exhaust turbine supercharger 3
A surge tank 4 connected to the outlet can be communicated with a short-circuit pipe 8 having a valve 7 and shorter than the intake inertia pipe 2.
ここで、第５図の９で示すのは弁７のスプリン
グであり、１０はシリンダヘツド、１１は吸気ポ
ートである。 Here, 9 in FIG. 5 is the spring of the valve 7, 10 is the cylinder head, and 11 is the intake port.
また、第６図、第７図及び第８図に示す実施例
２は、連通管６の２個の弁７の間と、サージタン
ク４とを短絡管８で連通可能としたものであり、
更に第９図及び第１０図の実施例３は、吸気慣性
管２の途中に設けた弁７付の連通管６に、弁７付
の短絡管８を連通可能に設けたものである。 Embodiment 2 shown in FIGS. 6, 7, and 8 allows communication between the two valves 7 of the communication pipe 6 and the surge tank 4 through a short-circuit pipe 8,
Furthermore, in the third embodiment shown in FIGS. 9 and 10, a short-circuit pipe 8 with a valve 7 is provided in communication with a communication pipe 6 with a valve 7 provided in the middle of the intake inertia pipe 2.
即ち、上記の実施例１、２及び３は、低速側に
最適マツチングされた吸気慣性管２を有する吸気
系装置で吸気管内圧力制御用の弁７付の連通管６
を有するものにおいて、サージタンク４と連通管
６との間に吸気慣性管２より短く、かつ低速運転
時の閉管時に管径の大きなサイドフランヂとして
も使用できる短絡管８の通路を設けたものであ
る。 That is, the above embodiments 1, 2, and 3 are intake system devices having an intake inertia pipe 2 that is optimally matched to the low speed side, and a communication pipe 6 equipped with a valve 7 for controlling the pressure inside the intake pipe.
A short-circuit pipe 8 is provided between the surge tank 4 and the communication pipe 6, which is shorter than the intake inertia pipe 2 and can also be used as a side flange with a large pipe diameter when the pipe is closed during low-speed operation. be.
一般に、機関高速運転時の吸気管内圧力値抑制
の目的で、吸気マニホールド１、もしくは吸気慣
性管２の途中で、管内圧が逆位相の管を連通する
が、この場合、連通位置より上流側の吸気慣性管
２は共用となるので、弁７の閉止時よりは管内圧
損は少なくなるが、最終的には管長が長いことに
よる損失は消せない。 Generally, for the purpose of suppressing the pressure value in the intake pipe during high-speed engine operation, pipes whose internal pressures are in opposite phases are communicated in the middle of the intake manifold 1 or the intake inertia pipe 2. Since the intake inertia pipe 2 is shared, the pressure loss inside the pipe is smaller than when the valve 7 is closed, but ultimately the loss due to the long pipe length cannot be eliminated.
そこで、本実施例１、２、３のごとく弁７付の
連通管６の位置に短絡管８の通路を追加すること
により、低速マツチングとは無関係に管内径及び
管長を任意に選択でき、管長の増加による損失を
も減じることができる。 Therefore, by adding the passage of the short-circuit pipe 8 at the position of the communication pipe 6 with the valve 7 as in Examples 1, 2, and 3, the pipe inner diameter and pipe length can be arbitrarily selected regardless of low-speed matching, and the pipe length can be adjusted. It is also possible to reduce losses due to increases in .
従つて、本発明の吸気系装置を吸気慣性管を装
備した排気タービン過給式多気筒機関に採用すれ
ば、サージタンクをコンパクトに形成することが
でき、機関全体をコンパクトにできると共に、各
気筒内の圧力の変化をなくし、更に吸気管内の圧
力波形制御を容易にすることができる等前述のご
とき多くの効果が得られることになり、更にサー
ジタンクと吸気慣性管より短い短絡管で連通可能
となつているので、吸気慣性効果を期待しない時
に弁を開け、直接吸気ポートに吸入されることに
よつて吸気管内の脈動は弁によつて干渉して相殺
されると共に、吸入がサージタンクから抵抗なし
にエンジンに吸入されるという効果を有する。
Therefore, if the intake system device of the present invention is adopted in an exhaust turbine supercharged multi-cylinder engine equipped with an intake inertia pipe, the surge tank can be made compact, the entire engine can be made compact, and each cylinder Many of the effects mentioned above can be obtained, such as eliminating pressure changes within the intake pipe and making it easier to control the pressure waveform inside the intake pipe.Furthermore, the surge tank can be communicated with a short-circuit pipe that is shorter than the intake inertia pipe. Therefore, the valve is opened when no intake inertia effect is expected, and the pulsation in the intake pipe is canceled out by interference by the valve, and the intake is directly taken into the intake port, and the intake is removed from the surge tank. It has the effect of being sucked into the engine without resistance.
第１図は従来の多気筒機関の吸気系装置の説明
図、第２図は第１図の吸気系装置の管内圧力線
図、第３図は実施例１における多気筒機関の要部
平面図、第４図は第３図の側面図、第５図は第３
図の要部拡大側断面図、第６図は実施例２におけ
る多気筒機関の要部平面図、第７図は第６図の側
面図、第８図は第６図の要部拡大側断面図、第９
図は実施例３における多気筒機関の要部平面図、
第１０図は第９図の側面図である。
１……吸気マニホールド、２……吸気慣性管、
３……排気タービン過給機、３Ａ……ブロワー、
４……サジタンク、６……連通管、７……弁、８
……短絡管。
Fig. 1 is an explanatory diagram of the intake system of a conventional multi-cylinder engine, Fig. 2 is a pipe pressure diagram of the intake system of Fig. 1, and Fig. 3 is a plan view of main parts of the multi-cylinder engine in Embodiment 1. , Figure 4 is a side view of Figure 3, Figure 5 is a side view of Figure 3.
FIG. 6 is a plan view of the main parts of the multi-cylinder engine in Example 2, FIG. 7 is a side view of FIG. 6, and FIG. 8 is an enlarged side sectional view of the main parts of FIG. 6. Figure, No. 9
The figure is a plan view of main parts of a multi-cylinder engine in Example 3,
FIG. 10 is a side view of FIG. 9. 1...Intake manifold, 2...Intake inertia pipe,
3...Exhaust turbine supercharger, 3A...Blower,
4...Sajitank, 6...Communication pipe, 7...Valve, 8
...Short tube.
Claims (1)
関において、吸気マニホールドの内径を吸気慣性
管と同一内径にすると共に、吸気マニホールドと
吸気慣性管との接合部までの各群ごとの吸気マニ
ホールド長さを同一に設定した各群の吸気マニホ
ールド間が弁付の連通管で連通し、かつこの連通
管が、排気タービン過給機のブロワー出口に接続
されたサージタンクと吸気慣性管より短い短絡管
で連通した多気筒機関の吸気系装置。1. In an exhaust turbine supercharged multi-cylinder engine with an intake inertia tube, the inner diameter of the intake manifold should be the same as that of the intake inertia tube, and the length of the intake manifold for each group up to the joint between the intake manifold and the intake inertia tube. The intake manifolds of each group, which are set to the same height, communicate through a communication pipe with a valve, and this communication pipe is a short-circuit pipe that is shorter than the surge tank connected to the blower outlet of the exhaust turbine supercharger and the intake inertia pipe. Intake system equipment for multi-cylinder engines that communicate with each other.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59096365A JPS60240827A (en) | 1984-05-16 | 1984-05-16 | Suction system for multicylinder engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59096365A JPS60240827A (en) | 1984-05-16 | 1984-05-16 | Suction system for multicylinder engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60240827A JPS60240827A (en) | 1985-11-29 |
| JPH0313405B2 true JPH0313405B2 (en) | 1991-02-22 |
Family
ID=14162950
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59096365A Granted JPS60240827A (en) | 1984-05-16 | 1984-05-16 | Suction system for multicylinder engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60240827A (en) |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5918147Y2 (en) * | 1978-07-14 | 1984-05-25 | ヤンマーディーゼル株式会社 | Internal combustion engine intake air introduction device |
| JPS58210320A (en) * | 1982-05-29 | 1983-12-07 | Hino Motors Ltd | Inertial supercharging device for multicylinder engine with turbocharger |
-
1984
- 1984-05-16 JP JP59096365A patent/JPS60240827A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60240827A (en) | 1985-11-29 |
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