A four-cycle twelve cylinder engine

Abstract: A four cycle, 12-cylinder engine includes four cylinder (1) groups each having three cylinders located adjacent to each other. The cylinders in each cylinder group have intake strokes which are apart one from another by 240° in terms of angle of rotation of the engine crankshaft. The cylinders in each cylinder group are connected through respective branch intake passages (9) with a common intake passage (7a,b,c,d). Means (8) is provided for separating the common intake passage of one cylinder group from the common intake passage of another cylinder group.

Description: The present invention relates to a four cycle, 12-cylinder engine having an intake system adapted for " intake resonant supercharging " . In the intake system of an internal combustion engine, it has been recognized that pulsation of the intake air is produced in the intake passage in response to the operation of the intake valve. The pulsation is considered to have a natural frequency which is determined by various factors such as the length of the intake passage between the intake valve and the open end to the atmosphere, and the sectional configuration of the intake passage. Various efforts have been made in the past to utilize this phenomenon in obtaining a supercharging effect. This can be done by designing the intake passage such that the natural frequency of the pulsation is matched with the operating frequency of the intake valve so that positive pressure prevails around the intake port in the intake stroke under an engine speed in which a high engine output is desired. The positive pressure around the intake port is effective to increase the intake charge to thereby provide an increased volumetric efficiency. The supercharging of this type may be called " intake resonant supercharging " because it utilizes intake air resonance in the intake passage. In applying the principle of intake resonant superchaging to a multiple cylinder engine, it has been proposed to divide the cylinders of the engine into a plurality of groups. In grouping the cylinders, the sequence of the intake strokes is taken into account such that in terms of the sequence of the intake strokes the cylinders in one group are not adjacent to each other. In other words, grouping is made such that between the intake strokes of two cyinders in one group there occurs an intake stroke in another cylinder goup. The intake ports of the cylinders in one group are connected through branch intake passages with a common intake passage which may constitute a surge tank. The common intake passage for one cylinder group is usually separated from the common intake passage for other cylinder groups so that the branch intake passages and the common intake passage of each cylinder group provide a length of the intake passage for the intake air resonance. A shut-off valve may be provided between the common intake passages of the plurality of cylinder groups so that the common intake passages may be communicated with each other when desired to provide another length of the intake passage for the intake air resonance. With this arrangement, the intake resonant supercharging effect can be obtained under a plurality of engine speeds. An example of this arrangement is disclosed by the United States patent 4,829,941 issued to M.Hitomi et. al. Recent trends in automobile engine design are to provide an increased number of cylinders so that engine output torque fluctuation can be minimized. It is predicted that new 12-cylinder engines will be developed for high class passenger cars. In designing such 12 cylinder engines, it is also desirable to apply the aforementioned intake resonant supercharging principle. However, such supercharging system generally has complicated and bulky intake passages so that it is not easy to apply the intake supercharging to a 12-cylinder engine. US-A-2034368 discloses various multi-cylinder engines in which the intake order of the cylinders and the manifolding is arranged to make maximum use of momentum in the intake gases. JP-A-61237823 discloses a six-cylinder engine with resonant supercharging. It is therefore an object of the present invention to provide a 12-cylinder engine having an air intake system adapted for intake resonant supercharging which is compact in size. According to the present invention, there is provided a four-cycle 12-cylinder V-type internal combustion engine comprising: first and second banks each respectively constituted with six cylinders, the twelve cylinders being grouped into four groups in which first and second groups each comprise three adjacent cylinders in the first bank and third and fourth groups each comprise three adjacent cylinders in the second bank, the cylinders within each group having intake stroke timings at intervals of 240° in terms of rotation angle of a crankshaft; first, second, third and fourth common intake passage means connected with respective cylinders through respective first, second, third and fourth groups of branch intake passages, and connected with respective intake air passages, the first and second and the third and fourth common intake passage means having respective common walls, and the common intake passage means extending substantially along the direction of the crankshaft; and first and second communicating means for communicating the first and third common intake passage means with the second and fourth common intake passage means respectively at upstream portions thereof, the first communicating passage means extending from the first and second common intake passage means and disposed at the opposite side of the first and second common intake passage means with respect to the intake air passage, and on the inner side of the first and second banks, the second communicating passage means extending from the third and fourth common intake passage means and being disposed at the opposite side of the third and fourth common intake passage means, with respect to the intake air passage and on the inner side of the first and second banks, whereby intake resonant supercharging can be achieved in both the first and second banks. Intake resonant supercharging effect can be obtained in each cylinder group and the air intake system can be made compact since the cylinders in each cylinder group have intake strokes which are apart one from another by 240° and the cylinders in each cylinder group are connected through respective branch intake passages with a common intake passage. Preferably, the engine further includes first and second communicating passage means for communicating the first and third common intake passage means with the second and fourth common intake passage means respectively, and first and second shut-off valve means provided in the first and second communicating passage means respectively, whereby intake resonant supercharging can be achieved in the first and second banks under different engine speeds. The first and second branch intake passages may extend from the first and second common intake passage means respectively and towards the second bank, and bend downwards midway between the first and second banks, and the third and fourth branch intake passages may extend from the third and fourth common intake passage means respectively and towards the first bank, and bend downwards midway between the first and second banks. The above and other objects and features of the present invention will be apparent from the following descriptions of preferred embodiments made with reference to the accompanying drawings, in which:- Figure 1 is a plan view showing the intake system in accordance with a first embodiment of the present invention. Figure 2 is a sectional view taken along the line II - II in Figure 1. Figure 3 is a sectional view taken along the line III - III in Figure 1. Figure 4 is a diagram showing the pressure patterns of the pulsation of the intake air in the surge tanks in Figure 1. Figure 5 is a graph showing the relation between the volumetric efficiency of the intake air and the engine speed in the intake system in Figure 1. Figure 6 is a sectional view similar to Figure 3 in the first embodiment. Figure 7 is a plan view showing the intake system in accordance with a third embodiment of the present invention. Figure 8 is a sectional view taken along the line VIII - VIII in Figure 7. Figure 9 is a view showing a possible crank shaft arrangement for carrying out the present invention. Referring to Figures 1 and 2, there is shown a V-12 four-cycle engine having an intake system in accordance with an embodiment of the present invention. In Figure 1, twelve cylinders 1 are disposed in two rows having six cylinders each. As shown in Figure 2, the two rows of cylinders 1 have a common crankshaft 30 to provide a V configuration with a crossing angle of 60°. For distinguishing the cylinders, the uppermost cylinder in the right row in Figure 1 is denoted by 1a, and the uppermost cylinder in the left row is denoted by 1b, and, in the same manner, the other cylinders are denoted by 1c, 1d, 1e, 1f, 1g, 1h, 1i, 1j, 1k, 1ℓ. These cylinders will be referred to as cylinder no.1 to cylinder no.12 in the order mentioned. The firing order is 1-12-9-4-5-8-11-2-3-10-7-6. By the adoption of the above firing order, when the cylinders 1 of each row are divided into two groups each comprising three adjacent cylinders, the firing interval between the three cylinders in each group becomes 240 ° in terms of angle of rotation of the crank shaft. That is, the firing interval between the cylinders 1a, 1c, 1e which are in one and the same cylinder group is 240 ° . The same relationship holds for the group comprising the cylinders 1b, 1d, 1f, the group comprising the cylinders 1g, 1i, 1k, and the group comprising the cylinders 1h, 1j, 1ℓ. The intake system independently provided for each cylinder row has an intake pipe 3 connected to an air cleaner 2 at one end through an air flow meter 4. Hereinafter the description of this embodiment is set out with respect to the right cylinder row in Figure 1. Referring to the right cylinder row in Figure 1, the intake pipe 3 is divided at a downstream portion thereof into two intake pipe portions 3a, 3b by a partition 5. The downstream end of the intake pipe 3 is connected to a throttle body 6 having throttle valves 6a, 6b. The intake pipe portion 3a is connected to a passage in the throttle body 6 which has the throttle valve 6a, while the intake pipe portion 3b is connected to a passage in the throttle body 6 which has the throttle valve 6b. As shown in Figure 2, a surge tank 7 is provided above the cylinder row as a common intake passage. The surge tank 7 comprises tank portion 7a for the group comprising the cylinders 1a, 1c, 1e and tank portion 7b for the group comprising the cylinders 1g, 1i, 1k. These tank portions 7a, 7b are , as shown in Figure 1, longitudinally aligned along the cylinder row. The tank portions 7a, 7b are separated from each other by a partition 8. The tank portions 7a, 7b are communicated with the passages in the throttle body 6 which have the throttle valve 6a, 6b, respectively. Three branch intake passages 9a, 9c, 9e are connected to the tank portion 7a, and three branch intake passages 9g, 9i, 9k are connected to the tank portion 7b. In Figure 2, these branch intake passages are represented by reference numeral 9. Referring to Figure 2, the cylinders 1 comprise a cylinder block 10 and a cylinder head 11 provided on the cylinder block 10. A cylinder bore 10a is formed in the cylinder block 10 for each cylinder. A piston 12 is slidably disposed in the cylinder bore 10a. For each cylinder, the cylinder head 11 has a combustion chamber 13 , an intake port 14 and an exhaust port 15, which communicate with the combustion chamber 13. The intake port 14 is provided with an intake valve 16 for opening and closing the intake port 14. Similarly, the exhaust port 15 is provided with an exhaust valve 17 for opening and closing the exhaust port 15. The intake valve 16 and exhaust valve 17 are operated by a valve train disposed above the cylinder head 11. An ignition plug 18 is installed in the cylinder head 11. As shown in Figures 1 and 2, the branch intake passages 9 extend from the surge tank 7 and transversely to the cylinder row and toward a space between the two cylinder rows, and bend downward midway between the two cylinder rows. Then the branch intake passages 9 extend slantedly and downward, and are connected to the intake ports 14 formed in the cylinder head 11. As shown in Figure 1, the tank portions 7a, 7b constituting the surge tank 7 are interconnected by a communicating passage 19. As shown in Figures 1 to 3, the communicating passage 19 is disposed below the branch intake passages 9e, 9g and communicates with the surge tank portion 7a below the branch intake passage 9e at one end and with the surge tank portion 7b below the branch intake passage 9g at the other end. The communicating passage 19 is provided with a valve housing 19a at its mid-portion, and a shut-off valve 20 is disposed in the valve housing 19a. As shown in Figure 3, the communicating passage 19 is defined using the space below the branch intake passages 9e, 9g. The shut-off valve 20 is fixedly connected to a rotatable vertical shaft 20a. The shut-off valve 20 is operated by an actuator 21 which is controlled, for example,in accordance with the engine speed, whereby the shut-off valve 20 opens when the engine speed exceeds a predetermined value. As shown in Figure 2, the branch intake passages 9 are provided at the downstream end thereof with a fuel injection valve 22 which supplies fuel to the intake port 14 to which the branch intake passages 9 are connected. As shown in Figure 1, a fuel feeding pipe 23 is disposed along the cylinder row. Fuel is fed to each fuel injection valve 22 through the pipe 23. The air intake system for the left cylinder row in Figure 1 has the same arrangement as that of the right cylinder row described above. The two tank portions constituting the surge tank 7 for the left cylinder row are denoted by 7c, 7d respectively. The branch intake passages are denoted by the same suffixes as those of the corresponding cylinders. In the air intake system of this embodiment, the tank portions 7a, 7b constitute common air intake passages for the respective cylinder groups. Intake resonant supercharging can be obtained in a predetermined low engine speed region with the valve 20 being closed by appropriately determining the sectional configurations of the tank portions 7a, 7b and the position of the confluence point of the intake pipe portions 3a, 3b. That is, since the firing order is 1-12-9-4-5-8-11-2-3-10-7-6, the pulsation of the intake air in the tank portion 7a is opposite in phase to that in the tank 7b, as shown in Figure 4. These two opposite phase pulsations of the intake air overlap at the confluence point of the intake pipe portions 3a, 3b communicating with the tanks 7a, 7b respectively, thereby making the air pressure at the confluence point constant so as to make the confluence point function as an open end to the atmosphere. Thus intake resonant supercharging is obtained in a predetermined low engine speed region by the pulsation of the intake air with a relatively low natural frequency in a relatively long intake passage having an open end to the atmosphere at the confluence point of the intake pipe portions 3a, 3b. At this time, as shown in Figure 4, the interval of the intake strokes between the three cylinders in each cylinder group becomes 240 ° since the firing interval between the three cylinders in each cylinder group is set at 240° . Thus the interference between the intake air of the cylinders in one and the same cylinder group is prevented. When the shut-off valve 20 is opened, the tank portions 7a, 7b are mutually communicated, and as a result, the portion of the communicating passage 19 wherein the shut-off valve 20 is located and wherein the opposite phase pulsations in the tank portions 7a, 7b overlap comes to function as an open end to the atmosphere. As a result, the length of the intake passage between the intake valve of the cylinder and the open end to the atmosphere is reduced and the natural frequency of the pulsation of the intake air is increased. Thus intake resonant supercharging is obtained in a predetermined high engine speed region. As a result, the volumetric efficiency of the intake air has a maximum value in each of a low engine speed region in which the shut-off valve 20 is closed and a high engine speed region in which the shut-off valve 20 is opened, as shown in Figure 5. Thus intake resonant supercharging is obtained in a plurality of engine speed regions. As described above, the surge tanks 7 are disposed above the cylinder rows and the branch intake passages 9 are so araranged as to extend transversely to the cylinder rows and toward the space between the two cylinder rows and bend downward so as to be connected to the intake ports in the cylinders 1. Thus a compact arrangement of the intake system is achieved. The communicating passages 19 between the surge tank portions for achieving the intake resonant surpercharging in a plurality of engine speed regions are defined using the space below the branch intake passages 9. Thus a very compact arrangement of the intake system is achieved. Referring to Figure 6, there is shown a second embodiment of the present invention. In Figure 6, the elements corresponding to those of the first embodiment are denoted by the same reference numerals as in the first embodiment. In this embodiment, the communicating passage 19 is disposed below the branch intake passages 9c, 9e, 9g, 9i and is communicated with the surge tank portion 7a below the midway portion between the branch intake passages 9c and 9e at one end and to the surge tank portion 7b below the midway portion between the branch intake passages 9g and 9i at the other end. The communicating passage 19 is provided with the shut-off valve 20 at its midportion. The shut-off valve 20 is fixedly connected to a rotatble horizontal shaft 20a. The shut-off valve 20 is operated by an actuator 21. The constitution of the intake system in this embodiment is the same as that in the first embodiment except for the above points. Referring to Figures 7 and 8, there is shown a third embodiment of thepresent invention. In Figures 7 and 8, the elements corresponding to those of the first embodiment are denoted by the same reference numerals as in the first embodiment. As shown in Figure 8, the branch intake passages 9 extend transversely to the cylinder rows and toward a space between the two cylinder rows, and bend downward and slantedly, and are connected to the intake ports 14 of the cylinders in the opposite side cylinder row. The surge tank 7 is divided into the tank portions 7a, 7b or the tanke portions 7c, 7d by the partition 8. The surge tank 7 is provided with a transversely swelled portion 19 near the partition 8, which defines the communicating passage. The shut-off valve 20 is installed in the swelled portion 19. Other structures are the same as in the first embodiment. Figure 9 shows generally the phase angle between crank arms connected to a crankshaft. Crank arms 31a, 31b, 31c are connected to a crankshaft 30 with an angular interval of 120°. Possible sets of crank arm arrangement and firiing order so as to obtain the specific effect of this invention are as follows. (1) Crank arms of cylinders 1, 2, 11, 12 are directed to the direction of arm 31a. Crank arms of cylinders 5, 6, 7, 8 are directed to the direction of arm 31b. Crank arms of cylinders 3, 4, 9, 10 are directed to the direction of arm 31c. Firing order is 1-12-9-4-5-8-11-2-3-10-7-6 or 1-2-9-10-5-6-11-12-3-4-7-8 . (2) Crank arms of cylinders 1, 2, 11, 12 are directed to the direction of arm 31a. Crank arms of cylinders 5, 6, 7, 8 are directed to the direction of arm 31c. Crank arms of cylinders 3, 4, 9, 10 are directed to the direction of arm 31b. Firing order is 1-12-7-6-3-10-11-2-5-8-9-4 or 1-2-7-8-3-4-11-12-5-6-4-10.

Claims: A four-cycle 12-cylinder V-type internal combustion engine comprising: first and second banks each respectively constituted with six cylinders, the twelve cylinders being grouped into four groups in which first and second groups each comprise three adjacent cylinders (1a,1c,1e; 1g,1i,1k) in the first bank and third and fourth groups each comprise three adjacent cylinders (1b,1d,1f; 1h,1j,1l) in the second bank, the cylinders within each group having intake stroke timings at intervals of 240° in terms of rotation angle of a crankshaft (30); first (7a), second (7b), third (7c) and fourth (7d) common intake passage means connected with respective cylinders through respective first (9a,9c,9e), second (9g,9i,9k), third (9b,9d,9f) and fourth (9h,9j,9l) groups of branch intake passages, and connected with respective intake air passages (6), the first and second and the third and fourth common intake passage means having respective common walls (8), and the common intake passage means extending substantially along the direction of the crankshaft; and first and second communicating means (19) for communicating the first and third common intake passage means with the second and fourth common intake passage means respectively at upstream portions thereof, the first communicating passage means (19) extending from the first and second common intake passage means (7a,7b) and disposed at the opposite side of the first and second common intake passage means (7a,7b) with respect to the intake air passage (6), and on the inner side of the first and second banks, the second communicating passage means (19) extending from the third and fourth common intake passage means (7c,7d) and being disposed at the opposite side of the third and fourth common intake passage means (7c,7d), with respect to the intake air passage (6) and on the inner side of the first and second banks, whereby intake resonant supercharging can be achieved in both the first and second banks. An engine according to claim 1, wherein the first communicating passage means is located below the first and second branch intake passages; and the second communicating passage means is located below the third and fourth branch intake passages. An engine according to claim 2, wherein the first and second shut-off valve means each have a shut-off valve fixedly connected to a respective rotatable horizontal shaft (20a). An engine according to claim 1, wherein the first and second shut-off valve means each have a shut-off valve fixedly connected to a common rotatable horizontal shaft (20a). An engine according to any of claims 1 to 4, wherein the first and second common intake passage means (7a,7b) are formed integrally and separated from each other by a partition (8); and the second and third common intake passage means (7c,7d) are formed integrally and separated from each other by a partition (8). An engine according to any of claims 1 to 5, wherein the first and second branch intake passages extend from the first and second common intake passage means respectively and towards the second bank, and bend downwards midway between the first and second banks, and wherein the third and fourth branch intake passages extend from the third and fourth common intake passage means respectively and towards the first bank, and bend downwards midway between the first and second banks. An engine according to any of claims 1 to 6, wherein the common intake passage means constitute surge tanks. An engine according to any of claims 1 to 7, wherein the firing order of the cylinders is 1-12-9-4-5-8-11-2-3-10-7-6 wherein the first bank comprises Nos. 1, 3, 5, 7, 9 and 11 cylinders in sequence and the second bank comprises Nos. 2, 4, 6, 8, 10 and 12 cylinders in sequence as seen in the same direction as the first bank. An engine according to any of claims 1 to 7, wherein the firing order of the cylinders is 1-2-9-10-5-6-11-12-3-4-7-8 wherein the first bank comprises Nos. 1, 3, 5, 7, 9 and 11 cylinders in sequence and the second bank comprises Nos. 2, 4, 6, 8, 10 and 12 cylinders in sequence as seen in the same direction as the first bank. An engine according to any of claims 1 to 7, wherein the firing order of the cylinders is 1-12-7-6-3-10-11-2-5-8-9-4 wherein the first bank comprises Nos. 1, 3, 5, 7, 9 and 11 cylinders in sequence and the second bank comprises Nos. 2, 4, 6, 8, 10 and 12 cylinders in sequence as seen in the same direction as the first bank. An engine according to any of claims 1 to 7, wherein the firing order of the cylinders is 1-2-7-8-3-4-11-12-5-6-4-10 wherein the first bank comprises Nos. 1, 3, 5, 7, 9 and 11 cylinders in sequence and the second bank comprises Nos. 2, 4, 6, 8, 10 and 12 cylinders in sequence as seen in the same direction as the first bank. An engine according to any of the preceding claims, wherein the first and second common intake passage means (7a,7b) are disposed directly above the first bank and the third and fourth common intake passage means (7c,7d) are disposed directly above the second bank.

Inventors: KUROKAWA TOSHIKAZU, SUEMORI TADAO, SUMIMOTO HIROSHI, TOKUSHIMA TAKASHIGE, KUROKAWA, TOSHIKAZU, SUEMORI, TADAO, SUMIMOTO, HIROSHI, TOKUSHIMA, TAKASHIGE
Applicants: MAZDA MOTOR, MAZDA MOTOR CORPORATION
Application year: 1990
Main classification: F02B27
IPC codes: F02B75, F02F1, F02B27