JP3295605B2 - Intake control device - Google Patents
Intake control deviceInfo
- Publication number
- JP3295605B2 JP3295605B2 JP26341296A JP26341296A JP3295605B2 JP 3295605 B2 JP3295605 B2 JP 3295605B2 JP 26341296 A JP26341296 A JP 26341296A JP 26341296 A JP26341296 A JP 26341296A JP 3295605 B2 JP3295605 B2 JP 3295605B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- rotary valve
- intake passage
- control device
- surge tank
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
- F02B27/0257—Rotatable plenum chambers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
- F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
- F02B27/0263—Plenum chambers; Resonance chambers or resonance pipes the plenum chamber and at least one of the intake ducts having a common wall, and the intake ducts wrap partially around the plenum chamber, i.e. snail-type
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Characterised By The Charging Evacuation (AREA)
Description
【０００１】[0001]
【発明の属する技術分野】本発明は内燃機関に用いる吸
気制御装置に関する。The present invention relates to an intake control device used for an internal combustion engine.
【０００２】[0002]
【従来の技術】自動車の内燃機関では、吸気の充填効率
を高めてエンジン出力の向上を図る上で、いわゆる吸気
慣性効果を利用することが有利で、該効果が最も効果的
に得られる吸気通路の長さはエンジン回転数の上昇に伴
って短くなる。2. Description of the Related Art In an internal combustion engine of a motor vehicle, it is advantageous to use a so-called intake inertia effect in order to increase the filling efficiency of the intake air and improve the engine output, and the intake passage in which this effect is most effectively obtained. Becomes shorter as the engine speed increases.
【０００３】そこで、エンジン回転数に応じて回動角度
位置を変える円筒形のロータリバルブを設け、このロー
タリバルブの外周を囲む渦巻状吸気通路を、ロータリバ
ルブの軸線方向に気筒の数だけ並設し、各吸気通路を通
じて各気筒に空気を供給する吸気制御装置が特開昭６０
−２１６０６４号公報で公知である。以下これを第１の
従来技術と言う。In view of this, a cylindrical rotary valve that changes the rotational angle position according to the engine speed is provided, and spiral intake passages surrounding the outer periphery of the rotary valve are provided in parallel in the axial direction of the rotary valve by the number of cylinders. An intake control device for supplying air to each cylinder through each intake passage is disclosed in
It is publicly known in JP-A-216064. Hereinafter, this is referred to as a first conventional technique.
【０００４】この第１の従来技術は、ロータリバルブを
回動させることで吸気通路の実質的な長さを変え、低速
回転から高速回転まで、吸気慣性効果を有効に活用して
いる。In the first prior art, the substantial length of the intake passage is changed by rotating a rotary valve, and the intake inertia effect is effectively utilized from low-speed rotation to high-speed rotation.
【０００５】また、エンジンの高速運転時に吸気通路の
実質的な長さを短くして、吸気慣性効果を有効活用する
ために、吸気通路に空間容積室を連通接続し、この接続
点より下流の短い吸気通路を高速回転時に使うことで、
高速回転時の実質的な吸気通路の長さをを短くする第２
の技術が周知である。Further, in order to shorten the substantial length of the intake passage at the time of high-speed operation of the engine and to effectively utilize the intake inertia effect, a space volume chamber is connected to the intake passage so as to be downstream of the connection point. By using a short intake passage at high speed rotation,
Second to shorten the substantial intake passage length at high speed rotation
Are well known.
【０００６】[0006]
【発明が解決しようとする課題】前記第２の従来技術で
は、吸気通路の近くに高速回転時に使う空間容積室のス
ペースを特別に要するので、車輌搭載性が悪いという問
題点があった。In the second prior art, there is a problem that the mountability of the vehicle is poor because a space of the space volume chamber used at the time of high-speed rotation is specially required near the intake passage.
【０００７】そこで本発明はかかる問題点を解消できる
吸気制御装置を提供することを目的とする。Accordingly, an object of the present invention is to provide an intake control device which can solve such a problem.
【０００８】[0008]
【課題を解決するための手段】前記目的を達成するため
に、本発明の吸気制御装置は、内側が上流の吸気系に連
通するサージタンクとして機能する円筒形のロータリバ
ルブを有すると共に、ロータリバルブの周りに巻いた気
筒毎の吸気通路をロータリバルブの軸線方向に並設し、
ロータリバルブから各吸気通路を通じて対応する気筒に
空気を供給する吸気制御装置において、ロータリバルブ
（３９）に軸線方向に延びる区画板（４６）を設けてロ
ータリバルブ（３９）の内部を、前記上流の吸気系（ス
ロットルボデー、エアクリーナ）に通じるサージタンク
（４７）と、上流側の吸気系に通じない独立した空間容
積室（４８）とに区画し、ロータリバルブ（３９）の外
周のうち、サージタンク（４７）側に吸気通路（３５〜
３８）の実質的な長さを最大長にするバルブ出口（５５
Ａ〜５８Ａ）を設けると共に、空間容積室（４８）側に
吸気通路（３５〜３８）の実質的な長さを短くする開口
（６５Ａ〜６８Ａ）を設け、エンジンの高速回転時に前
記開口（６５Ａ〜６８Ａ）を吸気通路（３５〜３８）の
長さが短い位置に連通することを特徴とするものであ
る。In order to achieve the above object, an intake control device according to the present invention has a cylindrical rotary valve which functions as a surge tank whose inside communicates with an upstream intake system, and has a rotary valve. The intake passages for each cylinder wound around are arranged side by side in the axial direction of the rotary valve.
In an intake control device for supplying air from a rotary valve to a corresponding cylinder through each intake passage, a partition plate (46) extending in the axial direction is provided on the rotary valve (39) to move the inside of the rotary valve (39) to the upstream side. A surge tank (47) communicating with the intake system (throttle body, air cleaner) and an independent space volume chamber (48) not communicating with the upstream intake system are defined. The intake passage (35-
38) to maximize the substantial length of the valve outlet (55)
A to 58A) and openings (65A to 68A) for shortening the substantial length of the intake passages (35 to 38) on the side of the space volume chamber (48). To 68A) is communicated with a position where the length of the intake passage (35 to 38) is short.
【０００９】この発明では、上流側の吸気系からロータ
リバルブ内部のサージタンク（４７）を通じて、バルブ
出口（５５Ａ〜５８Ａ）から吸気通路（３５〜３８）の
最大長部分に吸気が流れる。According to the present invention, the intake air flows from the upstream intake system through the surge tank (47) inside the rotary valve to the maximum length of the intake passage (35-38) from the valve outlet (55A-58A).
【００１０】そして、低速回転時には空間容積室（４
８）の長さを短くする位置に連通する。従って、吸気通
路（３５〜３８）の実質的な長さが、低速回転時には最
大長になり、高速回転時には空間容積室（４８）の作用
で短くなる。At the time of low-speed rotation, the space volume chamber (4
8) Connect to the position to shorten the length. Accordingly, the substantial length of the intake passages (35 to 38) becomes the maximum length at the time of low-speed rotation, and becomes short at the time of high-speed rotation due to the action of the space volume chamber (48).
【００１１】しかも、空間容積室（４８）はロータリバ
ルブ（３９）の内部の空間を区画して活用しているの
で、特別のスペースを要しない。Further, since the space volume chamber (48) partitions and utilizes the space inside the rotary valve (39), no special space is required.
【００１２】[0012]
【発明の実施の形態】図１及び図２は本発明の好ましい
実施の形態で、１は大径の円筒部２と段差部３と小径の
円筒部４を一体に形成した外筒で、吸気通路出口５〜８
をそれぞれ備えた分岐管９〜１２と、これらの分岐管の
端部に設けたフランジ１３も一体に形成されている。1 and 2 show a preferred embodiment of the present invention. Reference numeral 1 denotes an outer cylinder integrally formed with a large-diameter cylindrical portion 2, a stepped portion 3, and a small-diameter cylindrical portion 4. Passage exit 5-8
And the flanges 13 provided at the ends of these branch pipes are also integrally formed.
【００１３】１４は外筒１の大径円筒部２内に挿入固定
した内筒で、円筒部２と同軸の円筒部１５と、該円筒部
１５の外周に鍔状に一体形成された壁１６〜２０と、図
１に示すように円筒部１５から接線方向に突出しかつ円
筒部１５の軸線方向に長く延びるしゃ断壁１４ａと、円
筒部１５を貫通して明けた吸気通路入口１５Ａ〜１８Ａ
を有している。これらの入口１５Ａ，１６Ａ，１７Ａ及
び１８Ａは図２に示すように軸線方向に等間隔に配設さ
れている。Reference numeral 14 denotes an inner cylinder inserted and fixed in the large-diameter cylindrical portion 2 of the outer cylinder 1. A cylindrical portion 15 coaxial with the cylindrical portion 2 and a wall 16 integrally formed in a flange shape on the outer periphery of the cylindrical portion 15. 1, a cut-off wall 14a projecting tangentially from the cylindrical portion 15 and extending long in the axial direction of the cylindrical portion 15, and intake passage inlets 15A to 18A opened through the cylindrical portion 15, as shown in FIG.
have. These inlets 15A, 16A, 17A and 18A are arranged at equal intervals in the axial direction as shown in FIG.
【００１４】内管１４の円筒部１５には、別の入口２５
Ａ，２６Ａ，２７Ａ及び２８Ａが軸線方向に前記入口１
５Ａ〜１８Ａと同じ間隔で配設されているが、図面では
図１に一つの入口２５Ａだけがあらわされていて、他の
三つの入口２６Ａ〜１８Ａは図面にあらわれていない。The cylindrical portion 15 of the inner pipe 14 has another inlet 25.
A, 26A, 27A and 28A are axially aligned with the inlet 1
Although arranged at the same intervals as 5A to 18A, in the drawing only one inlet 25A is shown in FIG. 1 and the other three inlets 26A to 18A are not shown in the drawing.
【００１５】３５〜３８は、外筒１と内筒１４に囲まれ
て内筒１４の円筒部１５の外周を巻くように形成された
吸気通路で前記軸線方向に吸気通路入口１５Ａ〜１８Ａ
及び別に入口２５Ａ〜２８Ａと同様に等間隔に、壁１
７，１８，１９を挟んで並設されている。そして、これ
らの吸気通路の上流端には前記吸気通路入口１５Ａ〜１
８Ａがそれぞれ連通している。Reference numerals 35 to 38 denote intake passages formed around the outer periphery of the cylindrical portion 15 of the inner cylinder 14 surrounded by the outer cylinder 1 and the inner cylinder 14, and the intake passage inlets 15A to 18A in the axial direction.
And separately at equal intervals as in the entrances 25A to 28A.
7, 18, and 19 are arranged side by side. The upstream ends of these intake passages are connected to the intake passage entrances 15A to 15A.
8A communicate with each other.
【００１６】前記別の入口２５Ａ〜２８Ａは、吸気通路
入口１５Ａ〜１８Ａから円筒部１５の円周角で約２００
°だけ吸気通路３５〜３８を下流側へ下った点（つまり
図１で時計方向へ約２００°の円周角の点）に、円筒部
１５を貫通して設けてある（図１）。The other inlets 25A to 28A are formed at a circumferential angle of about 200 around the cylindrical portion 15 from the intake passage inlets 15A to 18A.
At a point where the intake passages 35 to 38 are lowered to the downstream side by an angle of ° (that is, a point having a circumferential angle of about 200 ° clockwise in FIG. 1), it is provided through the cylindrical portion 15 (FIG. 1).
【００１７】３９は有底円筒形のロータリバルブで、そ
の円筒部４０が内筒１４の内側にゆるく回動可能に挿入
されている。４１は円筒部４０の図２に示す左端に気密
的に嵌着した円板で、その中心に軸４２が一体的に突出
形成され、軸受４３に支承されている。Reference numeral 39 denotes a bottomed cylindrical rotary valve, the cylindrical portion 40 of which is loosely rotatably inserted inside the inner cylinder 14. Reference numeral 41 denotes a disk that is airtightly fitted to the left end of the cylindrical portion 40 shown in FIG. 2, and has a shaft 42 integrally formed at the center thereof and is supported by a bearing 43.
【００１８】４４はロータリバルブ３９の円筒部４０の
図２に示す右端に取り付けた軸で、軸受４５に支承され
ている。軸受４５は円筒部４の内壁より中心に向かって
延在するリブ４′により支承されている。リブ４′間は
複数の開口４″が形成されている。Reference numeral 44 denotes a shaft mounted on the right end of the cylindrical portion 40 of the rotary valve 39 shown in FIG. The bearing 45 is supported by a rib 4 ′ extending from the inner wall of the cylindrical portion 4 toward the center. A plurality of openings 4 "are formed between the ribs 4 '.
【００１９】４６はロータリバルブ３９の内部をサージ
タンク４７と空間容積室４８とに区画する区画板で円筒
部４０と一体的に形成されている。４９は上流の吸気系
に連通するサージタンク４７の入口、５０は円筒部４０
に設けたスロットルバルブ、５１は図示されてないエン
ジンの回転数に応じてコンピュータの制御信号に基づき
ロータリバルブ３９を回動操作するダイアフラムアクチ
ュエータで、エンジンの低速回転時は、ロータリバルブ
３９が図示の回動角度位置にある。吸入空気は開口４″
を介して入口４９を通りサージタンク４７に入る。Reference numeral 46 denotes a partition plate which partitions the inside of the rotary valve 39 into a surge tank 47 and a space volume chamber 48, and is formed integrally with the cylindrical portion 40. 49 is the inlet of the surge tank 47 communicating with the upstream intake system, 50 is the cylindrical portion 40
The throttle valve 51 is provided with a diaphragm actuator 51 for rotating the rotary valve 39 based on a control signal from a computer according to the rotation speed of the engine (not shown). When the engine is running at low speed, the rotary valve 39 is not shown. It is in the rotation angle position. Inlet air is open 4 "
And enters the surge tank 47 through the entrance 49.
【００２０】５５Ａ〜５８Ａはロータリバルブ３９のサ
ージタンク側に設けたバルブ出口で前記内筒１４の吸気
通路入口１５Ａ〜１８Ａにそれぞれ常時連通する。６５
Ａ〜６８Ａはロータリバルブ３９の空間容積室４８側に
設けた開口で、エンジンの高速回転時、即ち、ロータリ
バルブ３９が図１の低速回転の位置から、反時計方向に
約２０°回動した回動角度位置になると、これらの開口
６５Ａ〜６８Ａがそれぞれ吸気通路３５〜３８の別の入
口２５Ａ〜３８Ａに対向し連通する。Numerals 55A to 58A denote valve outlets provided on the surge tank side of the rotary valve 39 and always communicate with the intake passage inlets 15A to 18A of the inner cylinder 14, respectively. 65
Reference numerals A to 68A denote openings provided on the space volume chamber 48 side of the rotary valve 39. When the engine is rotating at high speed, that is, the rotary valve 39 is rotated about 20 ° counterclockwise from the position of low speed rotation in FIG. At the rotation angle position, these openings 65A to 68A face and communicate with the other inlets 25A to 38A of the intake passages 35 to 38, respectively.
【００２１】従って、エンジンの低速回転時における吸
気慣性効果にかかわる吸気通路の実質的な長さは、吸気
通路入口１５Ａ〜１８Ａからそれぞれ吸気通路３５〜３
８を経て、下流の図示されてないエンジンバルブのバル
ブポートまでの長さとなり、吸気通路の長さとしては最
大長となる。このとき開口６５Ａ〜６８Ａは閉じてい
る。Accordingly, the substantial length of the intake passage relating to the intake inertia effect when the engine is running at a low speed is determined from the intake passage inlets 15A to 18A from the intake passages 35 to 3 respectively.
8, the length becomes the length to the valve port of the engine valve (not shown) on the downstream side, and becomes the maximum length of the intake passage. At this time, the openings 65A to 68A are closed.
【００２２】高速回転時には、ロータリバルブ３９が図
１において反時計方向に約２０°回動した位置になり、
開口６５Ａ〜６８Ａがそれぞれ吸気通路３５〜３８の別
の入口２４Ａ〜２８Ａと連通するため、吸気慣性効果に
かかわる吸気通路の実質的な長さは、空間容積室４８の
作用で別の入口２５Ａ〜２８Ａから下流の短い長さとな
る。At the time of high-speed rotation, the rotary valve 39 is in a position rotated about 20 ° counterclockwise in FIG.
Since the openings 65A to 68A communicate with the other inlets 24A to 28A of the intake passages 35 to 38, respectively, the substantial length of the intake passage related to the intake inertia effect is changed by the effect of the space volume chamber 48 to the other inlets 25A to 25A. A short length downstream from 28A.
【００２３】[0023]
【発明の効果】本発明の吸気制御装置は上述のように構
成されているので、エンジンの高速回転時における吸気
慣性効果にかかわる吸気通路の実質的な長さが、ロータ
リバルブの内部に区画して設けた空間容積室の作用で短
くなる。このように、空間容積室として吸気通路を巻き
付けた内部のスペースを利用しているので、従来技術の
ように空間容積室のための特別のスペースを必要としな
くて、吸気制御装置をコンパクトにまとめることがで
き、自動車への搭載性が良くなる。Since the intake control device of the present invention is configured as described above, the substantial length of the intake passage relating to the intake inertia effect during high-speed rotation of the engine is defined inside the rotary valve. Is shortened by the action of the space volume chamber provided. As described above, since the internal space around the intake passage is used as the space volume chamber, a special space for the space volume room is not required unlike the related art, and the intake control device is compactly integrated. It can be easily mounted on a car.
【図１】本発明の実施例を示す側断面図で図２のＡ−Ａ
断面である。FIG. 1 is a side sectional view showing an embodiment of the present invention,
It is a cross section.
【図２】図１のＢ−Ｂ断面である。FIG. 2 is a sectional view taken along line BB of FIG.
１ 外筒 １４ 内筒 ３５，３６，３７，３８ 吸気通路 ３９ ロータリバルブ ４６ 区画板 ４８ 空間容積室 ５５Ａ，５６Ａ，５７Ａ，５８Ａ バルブ出口 ６５Ａ，６６Ａ，６７Ａ，６８Ａ 開口 1 outer cylinder 14 inner cylinder 35, 36, 37, 38 intake passage 39 rotary valve 46 partition plate 48 space volume chamber 55A, 56A, 57A, 58A valve outlet 65A, 66A, 67A, 68A opening
Claims (1)
ンクとして機能する円筒形のロータリバルブを有すると
共に、ロータリバルブの周りに巻いた気筒毎の吸気通路
をロータリバルブの軸線方向に並設し、ロータリバルブ
から各吸気通路を通じて対応する気筒に空気を供給する
吸気制御装置において、 ロータリバルブに軸線方向に延びる区画板を設けてロー
タリバルブの内部を、前記上流の吸気系に通じるサージ
タンクと、上流側の吸気系に通じない独立した空間容積
室とに区画し、 ロータリバルブの外周のうち、サージタンク側に吸気通
路の実質的な長さを最大長にするバルブ出口を設けると
共に、空間容積室側に吸気通路の実質的な長さを短くす
る開口を設け、 エンジンの高速回転時に前記開口を吸気通路の長さが短
い位置に連通することを特徴とする吸気制御装置。1. A rotary valve having a cylindrical rotary valve having an inner side functioning as a surge tank communicating with an upstream intake system, and an intake passage for each cylinder wound around the rotary valve being juxtaposed in the axial direction of the rotary valve. An intake control device for supplying air from a rotary valve to a corresponding cylinder through each intake passage, wherein a rotary plate is provided with a partition plate extending in an axial direction, and a surge tank communicating the inside of the rotary valve with the upstream intake system; It is divided into an independent space volume chamber that does not communicate with the intake system on the upstream side, and a valve outlet that maximizes the substantial length of the intake passage is provided on the surge tank side of the outer periphery of the rotary valve, and a space volume is provided. An opening is provided on the chamber side to reduce the substantial length of the intake passage, and the opening communicates with the position where the length of the intake passage is short when the engine is rotating at high speed. An intake control device characterized in that:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP26341296A JP3295605B2 (en) | 1996-10-04 | 1996-10-04 | Intake control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP26341296A JP3295605B2 (en) | 1996-10-04 | 1996-10-04 | Intake control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH10110620A JPH10110620A (en) | 1998-04-28 |
| JP3295605B2 true JP3295605B2 (en) | 2002-06-24 |
Family
ID=17389143
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP26341296A Expired - Fee Related JP3295605B2 (en) | 1996-10-04 | 1996-10-04 | Intake control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3295605B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19946041A1 (en) * | 1999-09-25 | 2001-03-29 | Christian Puchas | Switching intake manifold for an internal combustion engine |
-
1996
- 1996-10-04 JP JP26341296A patent/JP3295605B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH10110620A (en) | 1998-04-28 |
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