Internal combustion engine

Abstract: An internal combustion engine (9) comprising at least one cylinder (11) slidingly receiving a piston (13) being connected via a connecting rod (14) with a crankshaft (10). Said cylinder (11) being covered by a cylinder head (22) having at least one intake passage (31) and at least one exhaust passage (32) with their fore-ends opening into a combustion chamber (11a), wherein the other end of the intake passage (31) being connected to an intake pipe (66) extending from its rear end portion once sideways and then transverse to the crankshaft (10) axis towards the crankshaft (10) so as to have a curved portion (68) and a straight portion (69) in succession with the fore-end of the intake pipe (66) being connected to a surge tank (67).

Description: This invention relates to an internal combustion engine according to the preamble of independent claim 1. Such kind of internal combustion engine can be taken from the prior art document JP 06-122396 A. The intake of pipe of said prior art internal combustion engine is spaced apart from the cylinder block in which the respective cylinder is provided wherein said intake pipe has a joint section connected to the intake passage. Said joint section extends strongly in the side direction mainly perpendicular with regard to the central axis of the cylinder which constitutes the main axis or main plan of the entire engine. Furthermore, an upstream straight section of the intake passage is arranged close to the crankshaft housing. In the internal combustion engine, for example, an outboard motor with the conventional, L-type, four-cycle engine, the throttle body or bodies are disposed between a silencer and a surge tank. The surge tank is connected to the combustion chamber or chambers of the cylinder or cylinders through the intake passages bored in the cylinder head. In order to improve the output characteristics of the engine (especially torque output during acceleration from low to medium speeds), the longer the intake pipes, the better. In that case, the flow passage length between the throttle body and the combustion chamber increases and the engine response becomes poor. It is an objective of the present invention to provide an internal combustion engine as indicated above wherein said engine has a compact structure and high performance. According to the present invention that objective is solved by an internal combustion engine having the features of independent claim 1. Preferred embodiments are laid down in the dependent claims. According to an embodiment, on the outboard motor of the invention, an L-type, four-cycle engine (9) is disposed within cowlings (1,2). The crankshaft (10) of the four-cycle engine (9) is disposed with its axis upright. Cylinders (11) are disposed behind the crankshaft (10). Combustion chambers (11a) of the cylinders are covered with a cylinder head (22) in which are formed intake passages (31) and exhaust passages (32) with their fore-ends opening to the combustion chambers. The other ends of the intake passages are connected to the rear ends of the intake pipes (66). Each intake pipe extends from its rear end once sideways and then forward, has a curved portion (68) and a straight portion (69) in succession from the rear toward the front, with its fore-end connected to a surge tank (67). A throttle body (71) is disposed at the straight portion of each intake pipe. According to another embodiment, part of the curved portion of the intake pipe near the joint to the cylinder head is slanted to be located slightly more rearward along its length toward the cowling. In a further embodiment, the intake pipes are disposed at a distance from the cylinder block (20) in which the cylinders are bored, and a component accommodating space (70a) for disposing components is formed between the intake pipes and the cylinder block. According to a still further embodiment, the components disposed in the component accommodating space are attached to the intake pipes. It is possible that the component disposed in the component accommodating space is a vapor separator tank (79). According to another embodiment, an injector (76) is disposed at the curved portion of the intake pipe, a fuel rail (77) is disposed near the injector, and the fuel rail is connected to the vapor separator tank through a fuel pipe (80). In a further embodiment, the component disposed in the component accommodating space is an electric component box. In a still further embodiment, the components disposed in the component accommodating space are intake-related components (83). According to still another embodiment, the valve shafts of the throttle bodies are disposed upright. It is also possible that the four-cycle engine has a plural number of cylinders, with the plural number of intake pipes disposed in a vertical stack, with one intake pipe over another, the throttle bodies are respectively disposed at the intake pipes, the valve shafts of the throttle bodies are disposed upright and interconnected, and a throttle position sensor (74) is attached to either the top end of the topmost valve shaft or the bottom end of the lowermost valve shaft. In case the motor comprises a plural number of cylinders, the following has to be considered. The multi-cylinder four-cycle engine with its intake pipes extending in the fore-and-aft direction is usable for outboard motors, and the intake pipes are disposed in a vertical stack, or in multiple stages with one intake pipe over another, generally parallel to each other, and sloping up forward. When the intake pipes are disposed generally parallel to each other, the surge tank connected to the intake pipes becomes large in height and bulky. Also, when the topmost intake pipe is disposed with a forward-up slope, the surge tank must be positioned higher. This increases the overall height and raises the center of gravity. Therefore, to solve the above-mentioned problems it is advantageous to provide a multi-cylinder four-cycle engine that makes it possible to reduce the surge tank height to a minimum, and to lower its surge tank attachment height as practicable as possible. Therefore, according to another embodiment, there is provided an internal combustion engine, wherein the four-stroke cycle type having a plural number of cylinders, with the plural number of intake pipers disposed in a vertical stack, with one intake pipe over another, the throttle bodies are respectively disposed at the intake pipes, the valve shafts of the throttle bodies are disposed upright and interconnected, and a throttle position sensor is attached to either the top end of the topmost valve shaft or the bottom end of the lowermost valve shaft. In a multi-cylinder four-cycle engine (9), a crankshaft (10) is disposed with its axis upright, and cylinders (11) are disposed in multiple stages one over another behind the crankshaft. A cylinder head (22) covers the combustion chamber sides (11a) of the cylinders and is formed, for each cylinder's combustion chamber, with an intake passage (31) and an exhaust passage (32) with their fore-ends opening to the combustion chamber. The other ends of the intake passages are connected respectively to the rear ends of intake pipes (66). The intake pipes are disposed in multiple stages one over another, with their fore-ends extending forward and connected to a surge tank (67). The intake pipe in the first from the top stage is generally horizontal over its generally entire length. The intake pipe in the first from the top stage is partially sloped up forward and generally horizontal or sloped up forward over its generally entire length, and its fore-end is nearer to the first from the top stage intake pipe than its rear end. There is a case in which the intake pipes are of a generally equal length, and adjustment of the attachment positions of the intake pipe ends is made at the connecting portions to the surge tank. There is a case in which the fore-end (66a) of the first from the top stage intake pipe projects into the surge tank. There is a case in which the surge tank partially swells toward the intake pipe side, the swelled portion (67a) has a larger cross-section than the intake pipe cross-section, and the second from the top stage intake pipe is connected to the swelled portion. There is also a case in which at least the third from the top stage or lower intake pipe is generally horizontal over its generally entire length. Incidentally in this embodiment, the side on which the cylinders are disposed is referred to as the "rear side" relative to the crankshaft. In the following, the present invention is explained in greater detail with respect to several embodiments thereof in conjunction with the accompanying drawings, wherein: FIG. 1 is a cross-sectional side view of an outboard motor mounted with a multi-cylinder four-stroke cycle engine; FIG. 2 shows an essential part of FIG. 1 in an enlarged scale; FIG. 3 is a cross-sectional plan view of the outboard motor shown in FIG. 1; FIG. 4 is a plan view of the inside of the outboard motor shown in FIG. 1; FIG. 5 is a side view of an interlocking mechanism for interlocking a throttle cable with a throttle body valve shaft; FIG. 6 is an input-output relation chart of the interlocking mechanism; FIG. 7 shows a state of attaching the intake pipes to the surge tank in cross-section; showing (a) an example of attachment, and (b) an alternative example of attachment; FIG. 8 is an enlarged view of an essential part of another embodiment; and FIG. 9 is an enlarged view of an essential part of a further embodiment. Now a first embodiment of the multi-cylinder four-cycle engine will be described in reference to FIGs. 1 to 7. FIG. 1 is a cross-sectional side view of an outboard motor mounted with the multi-cylinder four-cycle engine. FIG. 2 shows an essential part of FIG. 1 in an enlarged scale. FIG. 3 is a cross-sectional plan view of the outboard motor shown in FIG. 1. FIG. 4 is a plan view of the inside of the outboard motor shown in FIG. 1. FIG. 5 is a side view of an interlocking mechanism for interlocking a throttle cable with a throttle body valve shaft. FIG. 6 is an input-output relation chart of the interlocking mechanism. FIG 7 shows a state of attaching the intake pipes to the surge tank in cross section; showing (a) an example of attachment, and (b) an alternative example of attachment. Incidentally in FIGs. 3 and 4, a lower cowling 2 is shown for the left half (port side) only. Also in FIG. 3, a flywheel, a camshaft pulley, and a timing belt which are usually not shown in cross-section are shown for reference. In FIG. 4, the lower part of the flywheel 42 which is usually shown with a broken line is shown with a solid line for easy recognition. First, the overall constitution of the outboard motor will be described. In FIG. 1, the outboard motor is covered with a housing comprising, from top down, an upper cowling 1, a lower cowling 2, an upper casing 3, and a lower casing 4. A bracket 6 for attaching the outboard motor to a small vessel is mounted on the transom 7 of the small vessel. The main unit of the outboard motor is attached behind the attachment bracket 6 through a pivot shaft for swiveling. A fuel injection, L-type, four-cylinder, four-cycle engine 9 is disposed inside a cowling comprising the upper and lower cowlings 1 and 2. The crankshaft 10 of the engine 9 is disposed nearly upright. Four cylinders 11 are disposed one over another behind the crankshaft 10. Four pistons 13 are connected through connecting rods 14 to the crankshaft 10. The pistons 13 are slidably disposed respectively within the cylinders 11. The case 17 of the engine 9 comprises the cylinder block 20 forming the four cylinders 11, a crankcase 21 covering the cylinder block 20 from the crankshaft 10 side, and the cylinder head 22 covering and closing the cylinder block 20 from the combustion chamber 11a side. The engine case 17 is secured to the top surface of the upper casing 3 through an exhaust guide 23. The bottom end of the crankshaft 10 extends to project out of the engine case 17 and is connected to a drive shaft 26 disposed within the upper casing 3. Rotation of the drive shaft 26 is transmitted through bevel gears or the like (not shown) to a propeller 28 rotatably disposed in the rear end area of the lower casing 4. For each cylinder 11 of the cylinder head 22 are formed; an intake passage 31 with its fore-end opening to the combustion chamber 11 a for supplying air to the cylinder 11, and an exhaust passage 32 with its fore-end opening likewise to the combustion chamber for exhausting combustion gas in the cylinder 11. The port of the intake passage 31 is opened and closed with an intake valve 35, while the port of the exhaust passage 32 is opened and closed with an exhaust valve 36. The intake valve 35 is driven with an intake camshaft 38, while the exhaust valve 36 is driven with an exhaust camshaft 39. The intake camshaft 38 and the exhaust camshaft 39 extend in the upright direction. In FIG. 1, the top end of the crankshaft 10 projects from the engine case 17. A pulley 41 is press-fitted over the top end of the crankshaft 10. A flywheel 42 is secured to the upper side of the pulley 41 using a nut 43. The intake camshaft 38 and the exhaust camshaft 39 are also provided with pulleys 46. An endless transmitting member, or a timing belt 48 is routed around the pulley 41 of the crankshaft 10, and the pulleys 46 of the camshafts 38, 39. The crankshaft 10 and the camshafts 38, 39 are interlocked for rotation. At the ends of intake passages 31 in the cylinder head 22 are connected the rear ends of the intake pipes 66 made of metal such as aluminium. The intake pipes 66 extend along the left (port) side surface of the engine case 17, with their fore-ends connected to the surge tank 67 disposed inside the front part of the cowlings 1,2. Four intake pipes 66 are disposed one over another and extend in a curved shape from the rear end toward the side of the engine and further toward the front in a nearly straight line, forming a curved portion 68 curving continuously from the rear end toward the side and a straight line portion 69. Part of the curved portion 68 near its joint to the cylinder head 22 is slightly slanted rearward as it extends toward the cowlings 1,2 on the outer (or left) side so as to increase the length of the intake pipe 66 for smooth introduction of air. The intake pipes 66 are generally in the same shape in plan view. In this way, the intake pipes 66 are disposed with a distance from the cylinder block 20 to form a relatively large space 70a for accommodating components between itself and the cylinder block 20. As shown in FIG. 2 in side view, the curved portions 68 or the rear portions of the intake pipes 66 are generally horizontal in the first and the third from the top stages, and sloped up forward in the second and fourth from the top stages. A relatively large space 70b for rotating parts is formed between the intake pipes 66 in the second and third from the top stages. The intake pipe 66 is generally horizontal in its forward, straight line portion 69, and its fore-end portion is connected to the surge tank 67. Incidentally, the outboard motor can be tilted and accordingly, the tilt angle of the intake pipe 66 changes as the outboard motor is tilted. Therefore in this specification, the term "horizontal" for the intake pipe 66 means that the intake pipe is perpendicular to the axis of the crankshaft 10 of the outboard motor in its upright position as a general case. A machining-finished throttle body 71 is disposed in the rear part of the straight portion 69 of each intake pipe 66. The valve shafts of the throttle bodies 71 extend nearly upright and interconnected and interlocked with each other. The rotating parts 73 including the return spring 73a for turning the valve shafts and the turning lever 73b are disposed in the rotating parts accommodating space 70b between the intake pipes 66. At the top end of the topmost stage throttle body 71 is attached a throttle position sensor 74. However, it is possible that the topmost stage and the second from the top stage intake pipes 66 are made in a set, and the first stage and the second stage throttle bodies 71 use a single, common valve shaft. Likewise, the third and the fourth from the top stage intake pipes 66 are made in a set constituted like the topmost stage and the second from the top stage intake pipes 66. Also the third and the fourth from the top stage throttle bodies 71 use a single, common valve shaft. The valve shaft for the first and the second stage throttle bodies 71 and the valve shaft for the third and the fourth stage throttle bodies 71 are joined together, and to the joint portion are attached rotating parts 73 including a return spring 73a and a turning lever 73b for rotating the valve shafts. The rotating parts 73 are disposed in the rotating parts accommodation space 70b between the intake pipes 66. The turning lever 73b turns together with the valve shafts of the throttle bodies 71 as a single body. At the top end of the topmost stage throttle body 71 is attached a throttle position sensor 74. An electronically controlled injector 76 for each intake pipe 66 is provided near the joint between the intake pipe 66 and the intake passage 31 of the cylinder head 22. Each injector 76 is disposed behind each intake pipe 66 and connected to a fuel rail 77. The fuel rail 77 is connected through a fuel pipe 80 to a vapor separator tank 79 so that fuel such as gasoline is supplied. The vapor separator tank 79 is disposed in the components accommodating space 70a formed between the intake pipe 66 and the cylinder block 20 and attached to the intake pipe 66 using bolts or the like. To the vapor separator tank 79 is supplied fuel through a fuel pump 81 from a fuel tank (not shown) mounted on the small vessel on which the outboard motor is mounted. An idling speed controller (ISC) 83 as an intake system component for controlling the air flow rate for reducing fluctuation in revolution at idling speeds is disposed above the vapor separator tank 79, as attached to the intake pipe 66. In the outboard motor constituted as described above, when the crankshaft 10 rotates, air is drawn into the surge tank 67, passes through the intake pipe 66 and the intake passage 31, and mixes with fuel injected from the injector 76 to form air-fuel mixture, and flows into the combustion chamber 11 a of the cylinder 11. When the throttle lever (not shown) is operated, the valve shaft of the throttle body 71 is driven through the throttle cable 91, the link mechanism 92, and the turning lever 73b, so that the air flow rate into the combustion chamber 11a is regulated. The turning angle of the valve shaft of the throttle body 71 is detected with the throttle position sensor 74. The air-fuel mixture flowing into the combustion chamber 11 a is ignited with an ignition plug (not shown) and burned. Exhaust gas produced by the burning is discharged through the exhaust passage 32 and the casings 3, 4 out of the boss of the propeller 28, etc. As described above in this embodiment, since components such as the vapor separator tank 79 and the ISC 83 are attached to the intake pipes 66 of good heat conductivity and since air of a relatively low temperature is flowing through the intake pipes 66, the components are efficiently cooled. Incidentally, if the components were attached to the cylinder block 20 which is of a relatively high temperature, the components would be heated. The straight portion 69 of the intake pipe 66 is disposed more outside toward the rear so that the rear end of the straight portion 69 is located as outer as possible. As a result, the radius of curvature in the curved portion 68 can be made large so that air can flow smoothly. It is also possible to located the surge tank 67 near the axial center line of the cowlings 1,2 and to minimize the lateral width of the front part of the cowlings 1,2. In an outboard motor with a fuel injection type of engine 9 disposed within the cowlings 1,2, since the injector 76 for supplying fuel is disposed near the rear end of the intake pipe 66 (namely near the rear end of the curved portion 68) of the intake pipe 66 or on the cylinder head 22, response in fuel supply can be improved. Air flow response can be also improved by disposing the throttle body 71 at the rear end portion of the straight portion 69 located more downstream side than the surge tank 67. Although the throttle body 71 is difficult to be mounted on the curved portion 68 because the throttle body 71 is machine-processed so that its center line is straight, it is relatively easy to be mounted on the straight portion 69. While embodiments are described above in detail, the present teaching is not limited to those embodiments but may be modified in various ways within the scope of gist of the present teaching as stipulated in the what is claimed is. Examples of modification are indicated below. (1) While the engine 9 in the embodiment is of an L-type, four-cycle, with four cylinders, the number of cylinders, etc. may be changed appropriately. (2) Layout relation between right and left sides may be interchanged. (3) In the embodiment, while components such as the ISC 83 and the vapor separator tank 79 of the intake system are disposed in the component accommodating space 70a, it is also possible to dispose an electric component box containing electric components such as a control unit, a regulator rectifier, etc. in that space. (4) Components disposed in the component accommodating space 70a may be attached either directly or through other components to the intake pipes 66. (5) In the embodiment, while the throttle position sensor 74 is attached to the top end of the valve shaft of the topmost stage throttle body 71, it is also possible to attach it to the bottom end of the valve shaft of the lowermost stage throttle body 71. (6) In the first embodiment, while the rotating parts 73 of the throttle body 71 are disposed in the rotating parts accommodating space 70b, other parts may also be disposed in the space. (7) In the embodiment, while the injector 76 injects fuel into the intake passage 31 and the intake pipe 66, direct injection into the cylinder 11 is also possible by attaching the injector 76 to the cylinder head 22. Further embodiments will now be described. When a throttle lever (not shown) is operated, a throttle cable 91 moves back and forth to turn the vale shaft of the throttle body 71 through an interlocking mechanism comprising a link mechanism 92 and the turning lever 73b. The link mechanism 92 is constituted with a rod 94 as an interlocking member attached to the fore-end of the turning lever 73b, a first swing lever 95 with its one end connected to the fore-end of the rod 94, and a second swing lever 96 interlock with the first swing lever 95. One end of the second swing lever 96 is connected to the rear end of the throttle cable 91. The rod 94 is provided with an adjustment portion 94a as a length adjustment mechanism. The first swing lever 95 is V- shaped and can be swung about a shaft 95 extending in the lateral direction, and its one end is provided with an engagement pin 95a. One end of the second swing lever 96 is formed with a cam hole 96a for engagement with the engagement pin 95a. The second swing lever 96 can swing about a lateral shaft 96b. The shaft 95b of the first swing lever 95 is located above the shaft 96b of the second swing lever 96. Both shafts 95 and 96, in the state of being rotatable about the respective shafts 95b and 96b, are attached to the engine case 17. The turning lever 73b is located above the throttle cable 91. The link mechanism 92 and the turning lever 73b are located nearer to the engine case 17 side than to the side of the cowlings 1,2 of the intake pipes 66. When the throttle cable 91 moves rearward as shown with an arrow in FIG. 5, the second swing lever 96 turns counterclockwise, the engagement pin 95a of the first swing lever 95 slides in engagement with the cam hole 96a of the second swing lever 96. Then, the first swing lever 95 turns clockwise, and the rod 94 moves rearward. Along with the movement, the turning lever 73b turns clockwise as seen in plan view of FIG. 3, and the valve shaft of the throttle body 71 turns clockwise together with the turning lever 73b. In this way, since the link mechanism 92 is provided with the cam, the relation between the input (travel of the throttle cable 91) and the output (turning amount of the turning lever 73b) is non-linear as shown in FIG. 6, so that the output increases suddenly when the input increases beyond a certain extent. Since the outboard motors are often operated with less changes in revolution in medium and low speed ranges, the output is made less sensitive to the input as described above when the input amount is small, so that the operation at a constant revolution is made easily. Fine adjustment of the link mechanism 92 is made with the adjustment portion 94a of the rod 94. The symbol 98 denotes a shift cable for switching between forward and reverse running of the outboard motor. The attachment of the intake pipes 66 to the surge tank 67 is constituted as shown in FIG. 7 (a) or FIG. 7 (b). Although the curved portion 68 of the intake pipe 66 may be either sloped up forward or generally horizontal, the lengths of the intake pipes 66 are approximately the same each other. That is, in the multi-cylinder four cycle engine of FIG. 7 (a), the fore-ends 66a of the first and third from the top stage intake pipes 66 are attached to project into the surge tank 67, while the second and fourth from the top stage intake pipes 66 are attached not to project into the surge tank 67. In an alternative example shown in FIG. 7(b), the rear side or the intake pipe 66 side of the surge tank 67 is swelled at two locations to form swelled portions 67a. The vertical cross-section of the swelled portion 67a has a larger area than the cross-sectional area of the intake pipe 66. To the swelled portions 67a are respectively connected the second and fourth from the top stage intake pipes 66. In the outboard motor constituted as described above, when the crankshaft 10 rotates, air is drawn into the surge tank 67, passes through the intake pipe 66 and the intake passage 31, and mixes with fuel injected from the injector 76 to form air-fuel mixture, and flows into the combustion chamber 11a of the cylinder 11. When the throttle lever (not shown) is operated, the valve shaft of the throttle body 71 is driven through the throttle cable 91, the link mechanism 92, and the turning lever 73b, so that the air flow rate into the combustion chamber 11 a is regulated. The turning angle of the valve shaft of the throttle body 71 is detected with the throttle position sensor 74. The air-fuel mixture flowing into the combustion chamber 11 a is ignited with an ignition plug (not shown) and burned. Exhaust gas produced by the burning is discharged through the exhaust passage 32 and the casings 3, 4 out of the boss of the propeller 28, etc. Since the lengths of the intake pipes 66 are generally the same each other, the characteristic (such as torque characteristic at medium to low speeds) of each cylinder can be made as uniform as possible, the design of the multi-cylinder four cycle engine is facilitated, and the engine 9 is operated smoothly in a stabilized manner. As described above, since the intake pipe 66 has not forward down slope portion over its entire length, reverse flow (from the combustion chamber 11a side toward the surge tank 67) occurs less. Since the rear part of the second from the top stage intake pipe 66 is sloped up forward, it is possible to form a relatively large space below the front part of the second from the top stage intake pipe 66 so as to be effectively used for disposing components (such as the rotating parts 73). The straight line portion 69 of the intake pipe 66 is disposed more outside toward the rear so that the rear end of the straight line portion 69 is located as outer as possible. As a result, the radius of curvature in the curved portion 68 can be made large so that air can flow smoothly. It is also possible to located the surge tank 67 near the axial center line of the cowlings 1,2 and to minimize the lateral width of the front part of the cowlings 1,2. In an outboard motor with a fuel injection type of engine 9 disposed within the cowlings 1,2, since the injector 76 for supplying fuel is disposed near the rear end of the intake pipe 66 (namely near the rear end of the curved portion 68) of the intake pipe 66 or on the cylinder head 22, response in fuel supply can be improved. Air flow response can be also improved by disposing the throttle body 71 at the rear end portion of the straight line portion 69 located more downstream side than the surge tank 67. Although the throttle body 71 is difficult to be mounted on the curved portion 68 because the throttle body 71 is machine-processed so that its center line is straight, it is relatively easy to be mounted on the straight line portion 69. Next, the second embodiment of the multi-cylinder four-cycle engine will be described in reference to FIG. 8. FIG. 8 is an enlarged view of an essential part of the second embodiment of the invention. Incidentally, components in the embodiment as counterparts of those in the first described embodiment are provided with the same symbols, and their detailed explanations are omitted. FIG. 8 corresponds to FIG. 2 of the first embodiment, and the four-cycle engine 9 shown is an L-type with three-cylinders and with three intake pipes 66, stacked one over another. The rear portions, or the curved portions 68 of the intake pipes 66 in the second and third from the top stages are disposed with a forward-up slope, and the distance between the intake pipes 66 in the topmost and the lowermost stages is made as small as possible. The valve shafts of the throttle bodies 71, like in the first embodiment, are disposed upright and interlocked with each other, with the return spring 73a and the turning lever 73b attached to the bottom end of the valve shaft of the lowermost throttle body 71. The shaft 95b of the first swing lever 95 is disposed below the shaft 96b of the second swing lever 96. Furthermore, the cam hole 96a in the second swing lever 96 is formed in a position below the shaft 96b. The turning lever 73b and the rod 94 are located below the rear end of the throttle cable 91. The attachment of the intake pipes 66 to the surge tank 67 is constituted the same as shown in FIG. 7 (a) or FIG. 7 (b) for the first embodiment. That is, in order to make the lengths of the intake pipes 66 approximately the same each other, the intake pipes 66 are attached to the surge tank 67 so that the topmost one projects the longest into the surge tank 67, the second one from the top projects the second longest into the surge tank 67, and the third one from the top does not project into the surge tank 67. Swelled portions 67a of the surge tank 67 are provided in two stages, one over the other, with the lower one swelling larger. The intake pipe 66 in the second from the top stage is attached to the upper swelled portion 67a. The intake pipe 66 in the third from the top stage is attached to the lower swelled portion 67a. As described above, unlike in the second embodiment, since the rotating parts accommodating space 70b shown in FIG. 2 is not provided between the intake pipes 66, the distance between the topmost and lowermost intake pipes 66 can be made to a minimum. As a result, the height of the cowlings 1,2 can be reduced. A relatively large space can be formed below the front part of the third from the top stage intake pipe 66, which can be effectively used to accommodate parts (such as rotating parts 73 and the shift cable 98). Next, the third embodiment of the multi-cylinder four-cycle engine will be described in reference to FIG. 9. FIG. 9 is an enlarged view of an essential part of the third embodiment. Incidentally, components in the third embodiment that are counterparts of those in the first embodiment are provided with the same symbols, and their detailed explanations are omitted. FIG. 9 corresponds to FIG. 2 of the first embodiment, and the four-cycle engine 9 shown is an L-type with five-cylinders and with five intake pipes 66, stacked with one cylinder over another. The rear portions, or the curved portions 68 of the intake pipes 66 in the second, third, and fifth from the top stages are disposed with a forward-up slope, and the first and fourth from the top stage intake pipes 66 are disposed generally horizontally over their almost entire length. A relatively large space is formed between the intake pipes in the third and fourth from the top stages. A relatively large space is formed also below the lowermost, the fifth from the top stage intake pipe 66. Furthermore, the attachment of the intake pipes 66 to the surge tank 67 is constituted the same as in the first and second embodiments. The intake pipes 66 are of generally the same length each other. While embodiments are described above in detail, the present teaching is not limited to those embodiments but may be modified in various ways within the scope of gist of the present teaching as stipulated in the what is claimed is. Examples of modification are indicated below. (1) While the multi-cylinder four-cycle engine 9 in the first embodiment is of an L-type, the type and the number of cylinders may be changed appropriately, for example it can be a V-type four-cylinder engine. Also, while the engine 9 is suitable for application to outboard motors, application to other than outboard motors is possible. (2) Layout relation between right and left sides may be reversed. (3) In the embodiment, while the intake pipe 66 such as the one in the second from the top stage is partially (especially in the rear part) sloped up forward, it is also possible that the rear part only is sloped up forward, or the entire length is sloped up forward. Incidentally, the intake pipes 66 are all horizontal or sloped up forward, and is very seldom sloped down forward. (4) In the embodiment, while the adjustment of the attachment positions of the ends of the intake pipes 66 of approximately the same length each other is made by the connection to the surge tank 67, the structures are not limited to those shown in FIGs. 7(a) and 7(b) but may be modified appropriately. (5) In the embodiment, while components such as the ISC 83 and the vapor separator tank 79 of the intake system are disposed in the component accommodating space 70a, it is also possible to dispose an electric component box containing electric components such as a control unit, a regulator rectifier, etc. in that space. The electric component box and the vapor separator tank 79 are preferably attached to the intake pipe 66 from the viewpoint of cooling. (6) In the first embodiment, while the rotating parts 73 of the throttle body 71 are disposed in the rotating parts accommodating space 70b, other parts may also be disposed in the space. (7) In the embodiment, while the injector 76 injects fuel into the intake passage 31 and the intake pipe 66, direct injection into the cylinder 11 is also possible by attaching the injector 76 to the cylinder head 22. It is also possible to employ the carburetor type. (8) In the second embodiment, while the return spring 73a and the turning lever 73b are attached to the lower end of the valve shaft of the lowermost throttle body 71, they may be attached to the top end of the valve shaft of the topmost throttle body 71. (9) In the embodiment, while the throttle body 71 is attached to the intake pipe 66, it may also be attached to the surge tank 67. (10) The slope that is not specified in the what is claimed is may be chosen appropriately. Incidentally, all the intake pipes are preferably sloped up forward or nearly horizontal so that fuel does not flow back. According to the present teaching, each intake pipe extends from its rear end portion once sideways and then forward so as to have a curved portion and a straight portion in succession from the rear to the front, with the fore-end of each intake pipe connected to a surge tank. Therefore, it is possible to form the curved portion in the rear portion with as large a radius of curvature as possible, so as to reduce air flow resistance, to make the intake pipe longer, and to improve the acceleration characteristic of the four-cycle engine. Furthermore, since the throttle body is attached to the straight portion of the intake pipe, the attachment is made easy even if the throttle body is machining-finished, and the flow passage length between the throttle body and the combustion chamber is minimized. In case the part of the curved portion of the intake pipe near the joint to the cylinder head is slanted to be located slightly more rearward along its length toward the cowling, the intake pipe can be made longer and air is supplied smoothly. There is also the case in which the intake pipe is disposed with a distance from the cylinder block bored with cylinders to form a component accommodating space between the intake pipe and the cylinder block. In particular, when the curved portion of the intake pipe is made with a large radius of curvature, a relatively large space may be formed between the intake pipe and the cylinder block, so that the space may be utilized to dispose components. There is also the case in which the components disposed in the component accommodating space are attached to the intake pipes. In that case, air of a relatively low temperature flows through the intake pipe to make the intake pipe cooler than the cylinder block. Therefore, in this way, when the components are attached not to the cylinder block but to the intake pipe, they are efficiently cooled. In particular, when the components are the vapor separator tank and the electronic component box, cooling is an important matter which can be solved as described above. There is also the case in which the component disposed in the component accommodating space is the vapor separator tank, an injector is disposed at the curved portion of the intake pipe, a fuel rail is disposed near and connected to the injector, and the fuel rail is connected to the vapor separator tank through a fuel pipe. In that case, the space between the intake pipe and the cylinder block can be utilized for disposing the vapor separator tank, and also the fuel system components related to the vapor separator tank such as the injector and the fuel rail can be disposed close to each other so that the connecting pipes are made short, attachment work is made easy, the material costs and attachment costs are reduced. In case the components disposed in the component accommodating space are the intake system components, the space between the intake pipe and the cylinder block can be utilized for disposing those components, and that those components can be disposed near the intake pipes of the intake system. As a result, the attachment work is simplified and the accommodating space can be reduced. In case the valve shafts of the throttle bodies are disposed upright, the extent of the throttle body components (such as the return spring and the valve shaft supporting parts) projecting sideways is reduced, so that the width is reduced. As a result, the width of the cowling is reduced. There is also the case in which the four-cycle engine has a plural number of cylinders with a throttle position sensor attached either to the top end of the topmost valve shaft or to the bottom end of the lowermost valve shaft. In that case, the extent of the throttle position sensor projecting sideways beyond the throttle body is reduced. As a result, the cowling width can be reduced. Furthermore, attachment work is simpler than when the throttle position sensor is disposed between the intake pipes. Further, according to the present teaching, the second from the top stage intake pipe is provided with a portion sloping up forward, and is disposed approximately horizontally or with a forward-up tilt over its entire length, with its fore-end nearer to the topmost intake pipe than its rear end. As a result, a relatively large space is formed below the front part of the second from the top stage intake pipe. Therefore, the space can be effectively used to dispose components. Also, the height of the surge tank can be reduced. Moreover, since the topmost intake pipe is approximately horizontal over its entire length, surge tank is prevented from being attached to a high position. As a result, center of gravity can be lowered and the overall height can be reduced. Since the topmost intake pipe has no portion that is sloped down forward, reverse flow of fuel is prevented as practicable as possible. There is also a case in which the lengths of the intake pipes are almost the same and the attachment position adjustment of the intake pipe ends is made at the joint portions to the surge tank. In that case, since the lengths of the intake pipes are almost the same, characteristics of the cylinders can be made almost uniform. As a result, the engine can be designed easily, and can be operated smoothly in a stabilized manner. Furthermore, although the intake pipes have different slope angles, the lengths of the intake pipes can be made the same each other easily because the intake pipe end attachment position adjustment is made at the joint to the surge tank. Furthermore, in case that the fore-end of the intake pipe projects into the surge tank, the length of the intake pipe can be adjusted easily by changing the projecting amount. There is also a case in which part of the surge tank is swelled toward the intake pipe, the cross-section of the swelled part is greater than the cross-section of the intake pipe, and the second from the top stage intake pipe is connected to the swelled part. In that case, the projecting dimension of the intake pipe into the surge tank can be reduced so that air in the surge tank can flow smoothly. As a result, it is possible to smoothly draw a large amount of air into the cylinder. In case that at least the third from the top or lower stage intake pipe is approximately horizontal over its entire length, a relatively large space can be formed between the intake pipes below the second from the top stage intake pipe. The space can be utilized for disposing components.

Claims: Internal combustion engine (9) comprising at least one cylinder (11) slidingly receiving a piston (13) being connected via a connecting rod (14) with a crankshaft (10), said cylinder (11) being covered by a cylinder head (22) having at least one intake passage (31) and at least one exhaust passage (32) with one ends thereof opening into a combustion chamber (11 a) respectively, the other end of the intake passage (31) being connected to an intake pipe (66) extending sideways and then transverse in a first direction to the crankshaft axis towards the crankshaft (10) so as to have a curved portion (68) and a straight portion (69) and being disposed spaced from a cylinder block (20) in which the cylinder (11) is bored, wherein the curved portion (68) has a joint section connected to the intake passage (31) and the straight portion (69) is connected to a surge tank (67), characterized in that said joint section of the curved portion (68) extends sideways and in a second direction opposite to the first direction, and the intake pipes (66) are disposed spaced from the cylinder block (20) forming a component accommodating space (70a) between the intake pipe (66) and the cylinder block (20), wherein further engine components are disposed within said component accommodating space (70a). Internal combustion engine according to claim 1, characterized in that a throttle body (71) being disposed at the straight portion (69) of the intake pipe (66). Internal combustion engine according to claim 1 or 2, characterized in that said engine being an outboard motor (9) disposed in a cowling (1,2), the crankshaft (10) being disposed with its axis in vertical direction and that the at least one cylinder (11), seen in driving direction, being located behind said crankshaft (10). Internal combustion engine according to claim 3, characterized in that the joint section of the curved portion (68) extends sideways toward the cowling (1,2). Internal combustion engine according to at least one of the claims 1 to 4, characterized in that the components disposed in the component accommodating space (70a) are attached to the intake pipe (66). Internal combustion engine according to at least one of the claims 1 to 5, characterized in that the component disposed in the component accommodating space (70a) is a vapor separator tank (79). Internal combustion engine according to claim 6, characterized in that an injector (76) is disposed at the curved portion (68) of each intake pipe (66) or within the cylinder head (22), a fuel rail is disposed near the injector (76), and the fuel rail (77) is connected to the vapor separator tank (79) through a fuel pipe (80). Internal combustion engine according to at least one of the claims 1 to 7, characterized in that the component disposed in the component accommodating space is an electric component box. Internal combustion engine according to at least one of the claims 1 to 8, characterized in that the components disposed in the component accommodating space (70a) are intake-related components. Internal combustion engine according to at least one of the preceding claims 1 to 9, characterized in that valve shafts of the throttle bodies (71) are disposed upright. Internal combustion engine according to claim 10, characterized in that it is of the four-stroke cycle type having a plural number of cylinders (11), with the plural number of intake pipers (66) disposed in a vertical stack, with one intake pipe (66) over another, the throttle bodies (71) are respectively disposed at the intake pipes (66), the valve shafts of the throttle bodies (71) are disposed upright and interconnected, and a throttle position sensor (74) is attached to either the top end of the topmost valve shaft or the bottom end of the lowermost valve shaft. Internal combustion engine according to claim 11, characterized in that said engine (9) having a least two cylinders (11) and that the second from the first or top stage intake pipe (66), respectively, being provided with a portion sloping towards the crankshaft (10) or forward, respectively, and being disposed approximately transverse to the crankshaft axis or horizontally, respectively, or with a forward-up tilt over its entire length, with its fore-end closer to the first or topmost intake pipe (66) than its rear end. Internal combustion engine according to claim 12, characterized in that the first or top stage intake pipe (66) being generally transverse to the crankshaft axis or horizontally over its generally entire length. Internal combustion engine according to claim 13, characterized in that the intake pipes (66) are of a generally equal length, adjustment of the attachment positions of the intake pipe ends is made at the connecting portions to the surge tank (67). Internal combustion engine according to at least one of the preceding claims 1 to 14, characterized in that the fore-end of the first from the top stage intake pipe (66) projects into the surge tank (67). Internal combustion engine according to at least one of the preceding claims 1 to 14, characterized in that the surge tank (67) partially swells toward the intake pipe side, the swelled portion (67a) has a larger cross-section than the intake pipe cross-section, and the intake pipe (66) in the second from the top stage is connected to the swelled portion (67a). Internal combustion engine according to at least one of the preceding claims 12 to 16, characterized in that the intake pipes (66) disposed in the third stage from the top or lower are generally horizontal over their generally entire length.

Inventors: KATAYAMA GOICHI, TAKAHASHI MASATETSU, KATAYAMA, GOICHI, TAKAHASHI, MASATETSU, Katayama, Goichi, c/oSanshin Kogyo K. K., Takahashi, Masatetsu, c/oSanshin Kogyo K. K.
Applicants: YAMAHA MARINE KK, YAMAHA MARINE KABUSHIKI KAISHA
Application year: 1999
Main classification: F02B61
IPC codes: F02B1, F02B75, F02B61