JP2617487B2 - Scavenging device for supercharged engine - Google Patents
Scavenging device for supercharged engineInfo
- Publication number
- JP2617487B2 JP2617487B2 JP62250143A JP25014387A JP2617487B2 JP 2617487 B2 JP2617487 B2 JP 2617487B2 JP 62250143 A JP62250143 A JP 62250143A JP 25014387 A JP25014387 A JP 25014387A JP 2617487 B2 JP2617487 B2 JP 2617487B2
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- JP
- Japan
- Prior art keywords
- valve
- pressure
- intake
- exhaust
- engine
- Prior art date
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Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は、吸気通路に過給機が設けられた過給機付エ
ンジンの掃気装置に関するものである。Description: TECHNICAL FIELD The present invention relates to a scavenging device for a supercharged engine provided with a supercharger in an intake passage.
（従来の技術） 一般に、出力向上のために、吸気通路に過給機を設け
たものは広く知られている。(Prior Art) Generally, a turbocharger provided in an intake passage for improving output is widely known.
ところで、過給機付エンジンでは、ノッキングを防止
するために圧縮比が低く設定されており、非過給域であ
る中低負荷域では燃焼性が悪くなるが、圧縮比を高くす
ることはできない。By the way, in the supercharged engine, the compression ratio is set low in order to prevent knocking, and the combustibility is deteriorated in a medium-low load region which is a non-supercharged region, but the compression ratio cannot be increased. .
また、ノッキングを防止する手段として、ノッキング
の原因となる残留排気ガスを、吸気圧（過給圧）を利用
して、吸気弁が開弁し始めてから排気弁が閉弁し終わる
までのいわゆるオーバラップ期間に掃気することが知ら
れている（例えば特開昭61−185628号公報参照）。As means for preventing knocking, residual exhaust gas that causes knocking is so-called overfilled from the start of opening of the intake valve to the end of closing of the exhaust valve using the intake pressure (supercharging pressure). It is known that scavenging is performed during the lap period (for example, see Japanese Patent Application Laid-Open No. 61-185628).
（発明が解決しようとする問題点） ところが、そのようなものにおいては、過給圧が高い
高負荷域では十分な掃気効果が得られるものの、過給圧
が低い中低負荷域では、吸気圧が排気圧よりも高くなら
ず、十分な掃気効果が得られない。(Problems to be Solved by the Invention) However, in such a device, although a sufficient scavenging effect can be obtained in a high load region where the supercharging pressure is high, the intake pressure is low in a medium to low load region where the supercharging pressure is low. Is not higher than the exhaust pressure, and a sufficient scavenging effect cannot be obtained.
本発明はかかる点に鑑みてなされたもので、高負荷域
のみならず中負荷域においても、過給機の過給圧による
掃気効果が得られ、ノッキングを抑制することができる
過給機付エンジンの掃気装置を提供することを目的とす
る。The present invention has been made in view of such a point, and not only in a high load region but also in a medium load region, a scavenging effect by a supercharging pressure of a supercharger can be obtained, and a knocker can be suppressed. An object of the present invention is to provide a scavenging device for an engine.
（問題点を解決するための手段） 上記目的を達成するために、本発明は、燃焼室に通ず
る吸気通路に過給機が設けられているエンジンを前提と
して、上記過給機より下流の各気筒への独立吸気通路に
設けられた開閉弁と、この開閉弁の開度をエンジン負荷
に応じて増減制御する制御手段とを備える。そして、上
記各気筒に設けられた吸気弁及び排気弁が共に開状態に
なる開弁時期のオーバラップ量を、上記吸・排気弁のリ
フト量が1mmのときに、−10゜以上となるように設定
し、上記過給機を、エンジン負荷が少なくとも高負荷域
から中負荷域までの間に作動されるように構成し、か
つ、上記開閉弁の開度を、エンジン負荷が高負荷域では
大開度とする一方、低負荷域及び中負荷域では上記独立
吸気通路を絞るよう上記高負荷域での開度よりも小さい
小開度とするように上記制御手段により制御する構成と
するものである。(Means for Solving the Problems) In order to achieve the above object, the present invention is based on the premise that an engine in which a supercharger is provided in an intake passage leading to a combustion chamber is provided on each downstream side of the supercharger. An on-off valve provided in an independent intake passage to a cylinder, and control means for controlling the opening degree of the on-off valve to increase or decrease according to the engine load. Then, the overlap amount of the valve opening timing at which both the intake valve and the exhaust valve provided in each of the cylinders are opened is set to -10 ° or more when the lift amount of the intake / exhaust valve is 1 mm. And the turbocharger is configured to be operated at least during a period when the engine load is in a high load range to a middle load range, and the opening degree of the on-off valve is set in a range where the engine load is in a high load range. On the other hand, in the low load range and the medium load range, the control is performed by the control means so as to reduce the independent intake passage so as to have a small opening smaller than the opening in the high load range. is there.
（作用） 中負荷域において過給機が作動されて過給圧が供給さ
れ、しかも、この中負荷域では開閉弁の開度が小開度に
されるため、この開閉弁の小開度設定による抵抗と上記
過給機の作動による過給圧とによって開閉弁の上流側の
圧力が排気圧よりも高くされる。このような状態で上記
小開度にされた開閉弁のバルブクリアランスを通して上
記の排気圧よりも高められた圧力が開閉弁下流側（吸気
弁側）に伝播し、各気筒の吸気弁の閉弁から次の開弁ま
での期間、すなわち、吸気行程以外の期間において、開
閉弁の下流の圧力が排気圧よりも高められ維持される。
そして、排気弁が開弁状態とされた排気行程の終期であ
って上記排気弁が閉弁される前に吸気弁が開弁されて吸
・排気弁が共に開弁状態になるオーバラップ期間に上記
の排気圧よりも高く維持された吸気圧が各気筒に供給さ
れるため、各気筒の燃焼室内の残留排気ガスの掃気が効
果的に行われ、ノッキングの抑制を確実に図ることが可
能になる。しかも、そのオーバラップ期間が、吸・排気
弁のリフト量が1mmのときに−10゜以上と大オーバラッ
プ量にされているため、上記の残留排気ガスの掃気がよ
り効果的に行われる。(Operation) The turbocharger is operated in the medium load range to supply the supercharging pressure. In addition, in the medium load range, the opening of the on-off valve is set to a small opening. And the supercharging pressure caused by the operation of the supercharger, the pressure on the upstream side of the on-off valve is made higher than the exhaust pressure. In this state, the pressure higher than the exhaust pressure is transmitted to the downstream side (intake valve side) of the on-off valve through the valve clearance of the on-off valve having the small opening degree, and the intake valve of each cylinder is closed. During the period from to the next valve opening, that is, during a period other than the intake stroke, the pressure downstream of the on-off valve is maintained higher than the exhaust pressure.
Then, at the end of the exhaust stroke in which the exhaust valve is opened, and before the exhaust valve is closed, the intake valve is opened and the intake and exhaust valves are both opened. Since the intake pressure maintained higher than the above exhaust pressure is supplied to each cylinder, scavenging of residual exhaust gas in the combustion chamber of each cylinder is effectively performed, and knocking can be reliably suppressed. Become. In addition, since the overlap period is set to a large overlap amount of −10 ° or more when the lift amount of the intake / exhaust valve is 1 mm, the above-described scavenging of the residual exhaust gas is performed more effectively.
つまり、中負荷域での過給と、各独立吸気通路の開閉
弁の中負荷域における小開度設定と、大オーバラップ量
の設定とによって、高負荷域のみならず中負荷域におい
ても、オーバラップ期間が始まる前の排気行程に吸気弁
上流の独立吸気通路の圧力を排気圧よりも高くなるよう
にすることが可能になり、これにより、残留排気ガスの
効果的に掃気し得る領域を高負荷域から中負荷域までに
拡大させることが可能になる。In other words, the supercharging in the medium load region, the setting of the small opening degree in the medium load region of the opening / closing valve of each independent intake passage, and the setting of the large overlap amount allow not only the high load region but also the medium load region. During the exhaust stroke before the start of the overlap period, it is possible to make the pressure in the independent intake passage upstream of the intake valve higher than the exhaust pressure, thereby increasing the area where the residual exhaust gas can be effectively scavenged. It is possible to expand from a high load region to a medium load region.
（実施例） 以下、本発明の実施例を図面に沿って説明する。(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.
過給機付エンジンの掃気装置の全体構成を示す第１図
および第２図において、１はエンジン本体で、４つの気
筒2,2,2,2を有し、各気筒２の燃焼室に２つの吸気口3a,
3bおよび２つの排気口4a,4bが開口しており、各吸気口3
a,3bおよび排気口4a,4bは吸気弁5,5および排気弁6,6で
開閉されるようになっている。1 and 2 showing the overall configuration of a scavenging device for a supercharged engine, reference numeral 1 denotes an engine body, which has four cylinders 2, 2, 2, and 2; Three inlets 3a,
3b and two exhaust ports 4a and 4b are open, and each intake port 3
a, 3b and exhaust ports 4a, 4b are opened and closed by intake valves 5, 5 and exhaust valves 6, 6, respectively.
上記吸気弁5,5および排気弁6,6の開弁時期のオーバラ
ップ量は、吸排気弁5,6のバルブリフト量が1mmのとき
に、−10゜以上となるように設定されている（第５図参
照）。なお、バルブリフト量が1mmのときを基準に考え
ると、実際に弁が開き始める時点より20゜程度開くのが
遅れ、実際に閉じる時点より20゜程度早く閉じるように
なるので、実際に開弁時期がオーバラップしているとき
は少なくとも30゜程度ある。また、上記オーバラップ量
が−10゜未満になると、十分な掃気効果が得られないこ
とが、実験により確認されている。The amount of overlap between the opening timings of the intake valves 5, 5 and the exhaust valves 6, 6 is set to be -10 ° or more when the valve lift of the intake and exhaust valves 5, 6 is 1 mm. (See FIG. 5). When the valve lift amount is 1 mm, the opening of the valve is delayed about 20 mm from the point when the valve actually starts to open, and the valve closes about 20 mm earlier than the point when the valve is actually closed. When the times overlap, there is at least about 30 ゜. Further, experiments have shown that if the overlap amount is less than −10 °, a sufficient scavenging effect cannot be obtained.
７は主吸気通路で、上流側より、エアクリーナ８、エ
アフローメータ９、スロットル弁10、過給機11およびサ
ージタンク12が順に配設されており、該サージタンク12
より独立した４つの独立吸気通路としての副吸気通路1
3,13,13,13に分岐し、該各副吸気通路13の下流端が、吸
気口3a,3bを通じて各気筒の燃焼室に通じている。Reference numeral 7 denotes a main intake passage, which is provided with an air cleaner 8, an air flow meter 9, a throttle valve 10, a supercharger 11 and a surge tank 12 in this order from the upstream side.
Sub-intake passage 1 as four more independent intake passages
The downstream ends of the sub intake passages 13 communicate with the combustion chambers of the cylinders through the intake ports 3a and 3b.
上記各副吸気通路13には、吸気口3a,3b近傍位置に開
閉弁15が開閉自在に配設されており、該開閉弁15の下流
に燃料噴射ノズル（図示せず）が設けられている。In each of the sub intake passages 13, an on-off valve 15 is disposed at a position near the intake ports 3a, 3b so as to be openable and closable, and a fuel injection nozzle (not shown) is provided downstream of the on-off valve 15. .
一方、下流部分が合流して主排気通路17となる各副排
気通路18も、排気口4a,4bを通じて各気筒の燃焼室に通
じている。On the other hand, each of the sub exhaust passages 18 where the downstream portions join to form the main exhaust passage 17 also communicates with the combustion chamber of each cylinder through the exhaust ports 4a and 4b.
また、主吸気通路７の過給機11の上下流が、バイパス
通路20にて接続されており、該バイパス通路20の途中に
バイパス弁21が介設されている。The upstream and downstream of the supercharger 11 in the main intake passage 7 is connected by a bypass passage 20, and a bypass valve 21 is provided in the middle of the bypass passage 20.
上記スロットル弁10、開閉弁15およびバイパス弁21
は、それぞれ、アクチュエータ22,23,24によって開閉制
御されるようになっており、該各アクチュエータ22,23,
24は、エンジン回転数信号およびエンジン負荷信号が入
力されるコントローラ25によって、運転状態に応じて予
め設定された制御マップに基づき駆動制御される。Throttle valve 10, on-off valve 15 and bypass valve 21
Are controlled to be opened and closed by actuators 22, 23, 24, respectively.
The drive of the motor 24 is controlled by a controller 25 to which an engine speed signal and an engine load signal are input, based on a control map set in advance according to the operating state.
すなわち、スロットル弁10および開閉弁15、バイパス
弁21は、エンジン負荷信号およびエンジン回転数信号を
受けるコントローラ25によって、エンジン回転数を考慮
しつつ、エンジン負荷に基づいて、第３図に示すように
開閉制御される。That is, as shown in FIG. 3, the throttle valve 10, the on-off valve 15, and the bypass valve 21 are controlled by the controller 25 which receives the engine load signal and the engine speed signal based on the engine load while considering the engine speed. Opening / closing is controlled.
すなわち、エンジン負荷が大きくなるにつれてスロッ
トル弁10の開度が徐々に大きくなり、それに伴ってスロ
ットル弁10下流の圧力P1も徐々に高まっていく。しかし
て、低負荷域から中負荷域になると、スロットル弁10の
開度が略全開となるので、スロットル弁10下流の圧力P1
は略大気圧となる。That is, the opening degree of the throttle valve 10 as the engine load increases gradually increases, gradually increasing gradually also the throttle valve 10 downstream of the pressure P 1 accordingly. Thus, from the low load range to the middle load range, the opening of the throttle valve 10 becomes almost fully open, so the pressure P 1 downstream of the throttle valve 10
Becomes approximately atmospheric pressure.
過給機11下流の圧力P2は、バイパス弁21が低負荷域か
ら中負荷域にかけて徐々に閉じられるため（第３図参
照）過給機11による過給作用により高められて、スロッ
トル弁10下流の圧力P1が略大気圧となると、略最大圧力
となっている。この圧力上昇は、上記バイパス弁21が徐
々に閉じられることで助長される。Supercharger 11 downstream of the pressure P 2, the bypass valve 21 is enhanced by supercharging action by (see FIG. 3) the turbocharger 11 for gradually closed toward the medium load range from a low load region, the throttle valve 10 When the downstream pressure P 1 becomes substantially atmospheric pressure, it has a substantially maximum pressure. This pressure increase is promoted by gradually closing the bypass valve 21.
ところで、開閉弁15は、エンジン負荷が大きくなるに
伴い、開度が大きくなるように制御されるので、開閉弁
15下流の圧力P3も徐々に大きくなる。By the way, the on-off valve 15 is controlled so that the opening degree increases as the engine load increases.
15 downstream of the pressure P 3 is also gradually increased.
ところで、排気圧P4は、エンジン負荷の増大に伴い徐
々に大きくなって行くが、サージタンク12内の圧力P4が
開閉弁15下流の圧力P3よりもずっと大きく開閉弁15の上
下流がバルブクリアランスを通じて連通しているので、
圧力P3が圧力P2の影響を受けて相対的に大きくなり、吸
入空気量を絞るために開閉弁15が小開度とされていても
圧力P3が排気圧P4よりも大きくなる領域が中負荷域へと
拡大される。By the way, the exhaust pressure P 4 gradually increases as the engine load increases, but the pressure P 4 in the surge tank 12 is much larger than the pressure P 3 downstream of the on-off valve 15 and the upstream and downstream of the on-off valve 15 Because it communicates through the valve clearance,
Region where the pressure P 3 becomes relatively large under the influence of the pressure P 2, the opening and closing valve 15 for throttling the intake air quantity is the pressure P 3 be a small degree of opening larger than the exhaust pressure P 4 Is expanded to a medium load region.
その結果、吸気弁５が閉じている間に、開閉弁15下流
の圧力P3が高められて、排気圧P4より大きくなるので、
第４図に示すように、吸気弁５が開いたときは排気圧P4
よりも高い圧力状態にあり、その圧力差によって排気弁
６が閉じるまでのオーバラップ期間に掃気が行われ、そ
の後、圧力P3は、吸気行程によりスロットル弁10下流の
圧力P1まで低下する。この圧力P3は、吸気弁５の閉成に
より再び高まる。As a result, while the intake valve 5 is closed, the pressure P 3 downstream of the on-off valve 15 is increased and becomes larger than the exhaust pressure P 4 ,
As shown in FIG. 4, when the intake valve 5 is opened, the exhaust pressure P 4
There was a high pressure state than the pressure differential scavenging the overlap period until the exhaust valve 6 is closed is carried out, then, the pressure P 3 is reduced to a pressure P 1 downstream of the throttle valve 10 by the intake stroke. This pressure P 3 increases again due to the closing of the intake valve 5.
上記開閉弁15は、低負荷時にはスロットル弁10の開度
が小さくスロットル弁10下流に負圧が発生し、オーバラ
ップ量が大きいため、その負圧によって逆流が生じ、正
常に作動しなくなるのを防止する機能も有する。すなわ
ち、低負荷時における残留排気ガスの増加を防止してい
る。When the load is low, the opening / closing valve 15 has a small opening degree of the throttle valve 10 and generates a negative pressure downstream of the throttle valve 10 and a large overlap amount. It also has the function of preventing. That is, an increase in residual exhaust gas at the time of low load is prevented.
なお、上記実施例においては、スロットル弁10の下流
側に過給機11を配設したものであるが、スロットル弁10
の上流側に過給機11を配設したものにおいても、スロッ
トル弁の絞り効果によりスロットル弁の圧力は低くはな
るが、その場合にも開閉弁下流の圧力を排気圧よりも高
くすることはできるので、そのようなタイプにも適用可
能である。In the above embodiment, the supercharger 11 is disposed downstream of the throttle valve 10;
Also in the case where the supercharger 11 is arranged on the upstream side, the pressure of the throttle valve becomes lower due to the throttle effect of the throttle valve, but in this case, the pressure downstream of the on-off valve may be higher than the exhaust pressure. As such, it is applicable to such types.
また、上記実施例では、過給機として機械式過給機11
を用いているが、ターボ過給機を用いることもできる。In the above embodiment, the mechanical supercharger 11 is used as the supercharger.
, But a turbocharger can also be used.
（発明の効果） 以上説明したように、本発明によれば、中負荷域での
過給機の作動と、各独立吸気通路の開閉弁の中負荷域に
おける小開度設定と、大オーバラップ量の設定とによっ
て、高負荷域のみならず中負荷域においても、オーバラ
ップ期間が始まる前の排気行程に開閉弁下流側（吸気弁
側）の圧力を排気圧よりも高くなるようにすることがで
き、中負荷域においても、過給圧を用いた残留排気ガス
の掃気を効果的に行うことができる。これにより、過給
機付きエンジンにおいて、残留排気ガスの効果的に掃気
し得る領域を高負荷域から中負荷域までに拡大させるこ
とができ、中負荷域においても、ノッキングの抑制及び
高圧縮化を図ることができる。(Effects of the Invention) As described above, according to the present invention, the operation of the supercharger in the medium load region, the setting of the small opening degree in the medium load region of the on-off valve of each independent intake passage, and the large overlap By setting the amount, the pressure on the downstream side of the on-off valve (intake valve side) becomes higher than the exhaust pressure in the exhaust stroke before the overlap period starts, not only in the high load range but also in the middle load range. Thus, scavenging of the residual exhaust gas using the supercharging pressure can be effectively performed even in the medium load region. As a result, in a turbocharged engine, the region where the residual exhaust gas can be effectively scavenged can be expanded from a high load region to a medium load region, and even in a medium load region, knocking is suppressed and compression is increased. Can be achieved.
図面は本発明の実施例を示すもので、第１図および第２
図は過給機付エンジンの掃気装置全体の概略側面図およ
び平面図、第３図は圧力、スロットル弁、バイパス弁お
よび開閉弁の開度と、負荷との関係を示す図、第４図は
圧力の時間的変化を示す図、第５図はオーバラップ量の
説明図である。 １……エンジン本体、２……気筒、3a,3b……吸気口、4
a,4b……排気口、５……吸気弁、６……排気弁、７……
主吸気通路、10……スロットル弁、11……過給機、12…
…サージタンク、13……副吸気通路（独立吸気通路）、
15……開閉弁、17……主排気通路、18……副排気通路、
20……バイパス通路、21……バイパス弁、25……コント
ローラ（制御手段）。The drawings show an embodiment of the present invention.
FIG. 3 is a schematic side view and a plan view of the entire scavenging device of the supercharged engine, FIG. 3 is a diagram showing the relationship between the pressure, the opening degree of a throttle valve, a bypass valve and an on-off valve, and the load, and FIG. FIG. 5 is a diagram showing a temporal change in pressure, and FIG. 5 is an explanatory diagram of the amount of overlap. 1 ... engine body, 2 ... cylinder, 3a, 3b ... intake port, 4
a, 4b: exhaust port, 5: intake valve, 6: exhaust valve, 7 ...
Main intake passage, 10 ... Throttle valve, 11 ... Turbocharger, 12 ...
... Surge tank, 13 ... Sub intake passage (independent intake passage),
15… On-off valve, 17… Main exhaust passage, 18… Sub exhaust passage,
20 bypass passage, 21 bypass valve, 25 controller (control means).
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 昭61−126325（ＪＰ，Ａ) 実公 昭53−12892（ＪＰ，Ｙ１) 実公 昭61−511（ＪＰ，Ｙ２) ──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-61-126325 (JP, A) JP-A 53-12892 (JP, Y1) JP-A-61-511 (JP, Y2)
Claims (1)
ンにおいて、 上記過給機より下流の各気筒への独立吸気通路に設けら
れた開閉弁と、 この開閉弁の開度をエンジン負荷に応じて増減制御する
制御手段と を備え、 上記各気筒に設けられた吸気弁及び排気弁が共に開状態
になる開弁時期のオーバラップ量が、上記吸・排気弁の
リフト量が1mmのときに、−10゜以上となるように設定
され、 上記過給機は、エンジン負荷が少なくとも高負荷域から
中負荷域までの間に作動されるように構成され、かつ、 上記制御手段は、上記開閉弁の開度を、エンジン負荷が
高負荷域では大開度とする一方、低負荷域及び中負荷域
では上記独立吸気通路を絞るよう上記高負荷域での開度
よりも小さい小開度とするように構成されている ことを特徴とする過給機付エンジンの掃気装置。An engine provided with a supercharger in an intake passage, an on-off valve provided in an independent intake passage to each cylinder downstream of the supercharger, and an opening degree of the on-off valve is determined by an engine load. Control means for controlling increase and decrease according to the amount of overlap of the valve opening timing at which both the intake valve and the exhaust valve provided in each of the cylinders are opened, and the lift amount of the intake and exhaust valves is 1 mm. Sometimes, it is set to be −10 ° or more, and the supercharger is configured so that the engine load is operated at least from a high load range to a middle load range, and the control means includes: The opening degree of the on-off valve is set to a large opening degree when the engine load is in a high load area, while the small opening degree is smaller than the opening degree in the high load area so as to restrict the independent intake passage in a low load area and a medium load area. Supercharging characterized by the following: Scavenging device with engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62250143A JP2617487B2 (en) | 1987-10-02 | 1987-10-02 | Scavenging device for supercharged engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62250143A JP2617487B2 (en) | 1987-10-02 | 1987-10-02 | Scavenging device for supercharged engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0192524A JPH0192524A (en) | 1989-04-11 |
| JP2617487B2 true JP2617487B2 (en) | 1997-06-04 |
Family
ID=17203456
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62250143A Expired - Fee Related JP2617487B2 (en) | 1987-10-02 | 1987-10-02 | Scavenging device for supercharged engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2617487B2 (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5108533A (en) * | 1989-10-10 | 1992-04-28 | Long Technologies, Inc. | Method and combination for installing a liner within a service pipe transversely connected to a main pipe |
| AU636455B2 (en) * | 1990-02-15 | 1993-04-29 | Kabushiki Kaisha Iseki Kaihatsu Koki | Method of water stopping in pipeline, construction of connecting portion of pipeline and water stop material |
| JPH04134138A (en) * | 1990-09-27 | 1992-05-08 | Aisin Seiki Co Ltd | Internal combustion engine with mechanical supercharger |
| JP2845345B2 (en) * | 1990-11-22 | 1999-01-13 | 東亜グラウト工業株式会社 | How to stop water in pipelines |
| JP2554411B2 (en) * | 1991-05-31 | 1996-11-13 | 株式会社ゲット | Branch pipe lining material and manufacturing method thereof |
| SE528074C2 (en) | 2004-12-03 | 2006-08-29 | Koenigsegg Automotive Ab | The combustion air supply arrangement |
| US8161746B2 (en) * | 2011-03-29 | 2012-04-24 | Ford Global Technologies, Llc | Method and system for providing air to an engine |
| CN111456836A (en) * | 2019-01-22 | 2020-07-28 | 上海汽车集团股份有限公司 | Method and device for reducing exhaust emission of engine |
| CN111720212B (en) * | 2019-03-19 | 2022-02-18 | 上海汽车集团股份有限公司 | Engine control method for reducing emission and engine device |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61511U (en) * | 1984-06-08 | 1986-01-06 | 三晃金属工業株式会社 | Fastener |
| JPS61126325A (en) * | 1984-11-26 | 1986-06-13 | Yamaha Motor Co Ltd | Multi-cylinder type internal combustion engine provided supercharger |
-
1987
- 1987-10-02 JP JP62250143A patent/JP2617487B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0192524A (en) | 1989-04-11 |
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