JPH0346652B2 - - Google Patents
Info
- Publication number
- JPH0346652B2 JPH0346652B2 JP57011698A JP1169882A JPH0346652B2 JP H0346652 B2 JPH0346652 B2 JP H0346652B2 JP 57011698 A JP57011698 A JP 57011698A JP 1169882 A JP1169882 A JP 1169882A JP H0346652 B2 JPH0346652 B2 JP H0346652B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- intake passage
- primary
- swirl
- passage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 238000002485 combustion reaction Methods 0.000 claims description 31
- 238000011144 upstream manufacturing Methods 0.000 claims description 7
- 150000001875 compounds Chemical class 0.000 claims description 2
- 230000000694 effects Effects 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000005728 strengthening Methods 0.000 description 2
- 230000009977 dual effect Effects 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 230000002787 reinforcement Effects 0.000 description 1
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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/04—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors
- F02B31/06—Movable means, e.g. butterfly valves
- F02B31/08—Movable means, e.g. butterfly valves having multiple air inlets, i.e. having main and auxiliary intake passages
-
- 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)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】
この発明は多気筒内燃機関の吸気装置に係り、
特に低負荷用１次吸気通路および高負荷用２次吸
気通路の断面積を気筒数に応じて所定のものに設
定することにより、１次側吸気により生起される
スワールを強大なものにするとともに、２次側リ
ーク吸気の流入速度を高めて前記スワールを強化
させ、低・中負荷域を中心とした燃焼性の改善を
図つた内燃機関の吸気装置に関する。[Detailed Description of the Invention] This invention relates to an intake system for a multi-cylinder internal combustion engine,
In particular, by setting the cross-sectional area of the primary intake passage for low loads and the secondary intake passage for high loads to a predetermined value depending on the number of cylinders, the swirl generated by the primary side intake air can be made stronger. The present invention relates to an intake system for an internal combustion engine that increases the inflow speed of secondary leak intake air to strengthen the swirl and improve combustibility mainly in low and medium load ranges.
低負荷用１次吸気通路と高負荷用２次吸気通路
とを有する複式吸気内燃機関は、機関出力の改善
を図るために用いられている。 A dual intake internal combustion engine having a primary intake passage for low loads and a secondary intake passage for high loads is used to improve engine output.
しかし、この複式吸気機関を多気筒機関にする
と、低・中負荷域において、閉弁中の一の気筒に
連通する１次吸気通路から２次吸気通路に吸気が
逆流して２次側集合部に達し、開弁動作中の他の
気筒の２次吸気通路から該燃焼室内に吸気が流入
してしまうという、いわゆる吸気の２次側リーク
減少が生じ、このため、吸気速度が落ち、スワー
ルの強化を妨げる不都合がある。 However, when this multiple intake engine is made into a multi-cylinder engine, in low to medium load ranges, the intake air flows backward from the primary intake passage communicating with the closed cylinder to the secondary intake passage, causing the intake air to flow back into the secondary intake passage. , and the intake air flows into the combustion chamber from the secondary intake passage of the other cylinder during the valve opening operation, resulting in a so-called secondary intake leak reduction, which reduces the intake speed and increases the swirl. There are inconveniences that hinder reinforcement.
そのため、従来は、２次吸気通路に逆止弁を設
け、また、２次吸気通路の夫々に絞り弁を設ける
等して、２次側リーク現象を防止せんとしてい
た。しかし、逆止弁を設けると吸気抵抗が増大し
て好ましくなく、また２次吸気通路の夫々に絞り
弁を設ける方式では、構造がきわめて複雑なもの
となる欠点があつた。 Therefore, conventionally, attempts have been made to prevent the secondary side leak phenomenon by providing a check valve in the secondary intake passage and providing a throttle valve in each of the secondary intake passages. However, providing a check valve is undesirable because it increases intake resistance, and the system in which a throttle valve is provided in each secondary intake passage has the disadvantage that the structure becomes extremely complicated.
そこで、この発明の目的は、１次吸気通路を比
較的大径とし、１次側吸気流量を比較的大とし、
旋回性の高いこの１次側吸気により強大なスワー
ルを生起させるとともに、この反面、比較的細径
となつた２次吸気通路により２次側リーク吸気の
流速を高め、両者併せてより強力なスワールの生
成を果さんとするものである。 Therefore, an object of the present invention is to make the primary intake passage relatively large in diameter, to make the primary side intake flow rate relatively large,
This primary side intake air with high swirling properties creates a powerful swirl, and on the other hand, the relatively small diameter secondary intake passage increases the flow velocity of the secondary side leak intake air, and together they create a stronger swirl. The purpose is to generate
つまり、単一吸気弁直上流箇所において合流す
る低負荷用１次吸気通路と高負荷用２次吸気通路
とを有する多気筒複式内燃機関において燃焼室内
においてスワールを生じさせるべく２次側リーク
吸気を偏向させる突出壁を高負荷用２次吸気通路
内で且つ吸気弁近傍に設け、該突出壁の上流側の
一側面に沿つて１次側吸気が流出し燃焼室に前記
スワールと同方向のスワールを生起すべく低負荷
用１次吸気通路を開口させて設け、低負荷用１次
吸気通路の断面積S1と高負荷用２次吸気通路の断
面積S2間に、（ｎ−１）S1＞S2たる関係を持たせ
ることにより、低・中負荷域を中心とした燃焼性
の改善を図つた内燃機関の吸気装置を実現するに
ある。 In other words, in a multi-cylinder compound internal combustion engine that has a low-load primary intake passage and a high-load secondary intake passage that merge at a point immediately upstream of a single intake valve, the secondary side leak intake air is used to create a swirl in the combustion chamber. A protruding wall for deflection is provided in the high-load secondary intake passage and near the intake valve, and the primary intake air flows out along one side on the upstream side of the protruding wall, creating a swirl in the same direction as the swirl in the combustion chamber. The primary intake passage for low loads is opened and provided, and between the cross-sectional area S1 of the primary intake passage for low loads and the cross-sectional area S2 of the secondary intake passages for high loads, (n-1) is provided. By establishing the relationship S 1 >S 2 , it is possible to realize an intake system for an internal combustion engine that improves combustibility mainly in low and medium load ranges.
以下図面に基づいてこの発明の実施例を詳細か
つ具体的に説明する。 Embodiments of the present invention will be described in detail and specifically below based on the drawings.
第１図において、２はシリンダブロツク、４は
気筒、６はピストン、８は排気マニホルド、１０
はシリンダヘツド、１２は排気弁、１４は燃焼
室、１６は吸気ポート、そして１８は吸気弁であ
る。 In Fig. 1, 2 is a cylinder block, 4 is a cylinder, 6 is a piston, 8 is an exhaust manifold, and 10 is a cylinder block.
12 is a cylinder head, 12 is an exhaust valve, 14 is a combustion chamber, 16 is an intake port, and 18 is an intake valve.
多気筒内燃機関、例えば、第２図に示すような
４気筒内燃機関において、気化器２０より連なる
１次側および２次側吸気マニホルド２２，２４を
夫々その１次側集合部２２ａ，２次側集合部４ａ
より４方向に分岐し、各気筒４に開口終端させて
設ける。これにより、気筒４毎に低負荷用１次吸
気通路２６と高負荷用２次吸気通路２８とを夫々
形成し、第３図に示す如く、これら吸気通路２
６，２８を吸気ポート１６を開閉する単一の吸気
弁１８直上流箇所で合流させる。 In a multi-cylinder internal combustion engine, for example, a four-cylinder internal combustion engine as shown in FIG. Gathering section 4a
It branches into four directions, and each cylinder 4 is provided with an open end. As a result, a low-load primary intake passage 26 and a high-load secondary intake passage 28 are formed for each cylinder 4, and as shown in FIG.
6 and 28 are joined at a location immediately upstream of a single intake valve 18 that opens and closes the intake port 16.
しかして、この合流点近傍には、突出壁３０
（第３図参照）を隆起させて設け、２次側リーク
吸気を偏向させて燃焼室１４内において矢印３１
の如きスワールを生起するように構成する。ま
た、この突出壁３０の上流側の一側面３０ａに沿
つて、２次吸気通路２８内壁に凹溝３２を形成す
る。この凹溝３２には、１次吸気通路２６を臨ま
せて気筒４、（４−３）の接線方向に開口終端さ
せて形成するとともに、好ましくはシリンダヘツ
ド１０のデツキ面１０ａに対してできるだけ平行
にこの１次吸気通路２６を形成する。これによ
り、１次側吸気に２次側リーク吸気のスワールと
同方向であつて、かつ強力で圧潰しにくいスワー
ルを生起させて燃焼性の改善を果させ得る。 However, in the vicinity of this confluence, there is a protruding wall 30.
(see Fig. 3) is provided in a raised manner to deflect the secondary side leak intake air into the combustion chamber 14 as indicated by the arrow 31.
It is configured to generate a swirl like this. Further, a groove 32 is formed in the inner wall of the secondary intake passage 28 along one side surface 30a on the upstream side of the protruding wall 30. This concave groove 32 is formed with an open end facing the primary intake passage 26 in the tangential direction of the cylinder 4, (4-3), and is preferably parallel to the deck surface 10a of the cylinder head 10 as much as possible. This primary intake passage 26 is formed. Thereby, it is possible to generate a swirl in the primary intake that is in the same direction as the swirl of the secondary leak intake and that is strong and difficult to crush, thereby improving combustibility.
そして、１次側吸気により生成されるスワール
をより強大なものとすべく、所定範囲において可
能な限り１次吸気通路２６の通路断面積を大とす
る。つまり、１次吸気通路２６の断面積S1を２次
吸気通路２８の断面積S2よりも小に形成するとと
もに、気筒数をｎとした場合に、１次吸気通路２
６の断面積S1と２次吸気通路２８の断面積S2間
に、（ｎ−１）S1＞S2たる関係を成立させて各吸
気通路２６，２８を形成する。すなわち、図に示
すような４気筒内燃機関つまり気筒数ｎが４のと
きは、3S1＞S2なる関係を形成するように各吸気
通路２６，２８の断面積S1，S2を設定する。 In order to make the swirl generated by the primary intake air stronger, the cross-sectional area of the primary intake passage 26 is made as large as possible within a predetermined range. In other words, the cross-sectional area S 1 of the primary intake passage 26 is made smaller than the cross-sectional area S 2 of the secondary intake passage 28, and when the number of cylinders is n, the primary intake passage 2
The intake passages 26 and 28 are formed by establishing the relationship (n-1)S 1 >S 2 between the cross-sectional area S 1 of the secondary intake passage 28 and the cross-sectional area S 2 of the secondary intake passage 28 . That is, in a four-cylinder internal combustion engine as shown in the figure, that is, when the number of cylinders n is 4, the cross-sectional areas S 1 and S 2 of each intake passage 26 and 28 are set so as to form the relationship 3S 1 > S 2 . .
これによつて、１次側吸気流量が大となり、そ
の質量が大となることから、スワールが強大とな
り消滅し難いものとなる。また、反面２次吸気通
路２８は比較的細径となるので、２次側リーク吸
気が高流速にて流出され、また突出壁３０の働き
にもより、強力なスワールが生起されるべく構成
したものである。 As a result, the primary side intake air flow rate becomes large and its mass becomes large, so that the swirl becomes strong and difficult to disappear. On the other hand, since the secondary intake passage 28 has a relatively small diameter, the secondary side leak intake air flows out at a high flow velocity, and the projecting wall 30 works to generate a strong swirl. It is something.
次に作用について説明する。 Next, the effect will be explained.
低・中負荷域においては、２次側吸気が１次吸
気通路２６を経て燃焼室１４に流入する。この１
次吸気通路２６は、（ｎ−１）S1＞S2からなる比
較的大面積S1であるが故に、大量の１次側吸気が
運ばれ、１次側故の強力な旋回成分と相俟つて、
燃焼室１４内に強力なスワールが生起される。 In the low/medium load range, secondary intake air flows into the combustion chamber 14 via the primary intake passage 26. This one
Since the secondary intake passage 26 has a relatively large area S1 consisting of (n-1) S1 > S2 , a large amount of primary side intake air is carried, and it interacts with the strong swirling component due to the primary side. Standing down,
A strong swirl is generated within the combustion chamber 14.
また、例えば、第３の気筒４−３が吸入行程に
ある場合、前述の如く他の第１、２、４の気筒４
−１，２，４の１次吸気通路２６−１，２，４内
の１次側吸気は、２次吸気通路２８−１，２，４
を逆流して２次側集合部２８ａに達し、吸入行程
中の気筒４−３の２次吸気通路２８−３に流入
し、２次側リーク現象が発生する。この２次側リ
ーク現象による２次側リーク吸気は、突出壁３０
の案内作用により気筒接線方向に流入し、燃焼室
１４内に１次側吸気と同方向のスワールを生じさ
せる。 Further, for example, when the third cylinder 4-3 is in the intake stroke, the other first, second, and fourth cylinders 4-3
- The primary side intake air in the primary intake passages 26-1, 2, 4 is the secondary intake passage 28-1, 2, 4.
flows backwards, reaches the secondary side gathering portion 28a, and flows into the secondary intake passage 28-3 of the cylinder 4-3 during the intake stroke, causing a secondary side leak phenomenon. The secondary side leak intake due to this secondary side leak phenomenon is caused by the protruding wall 30
Due to the guiding action of the air, the air flows in the tangential direction of the cylinder, creating a swirl in the combustion chamber 14 in the same direction as the primary side intake air.
そして、気筒数ｎにおける１次吸気通路２６の
断面積S1と２次吸気通路２８の断面積S2間に、
（ｎ−１）S1＞S2たる関係、つまり４気筒内燃機
関においては3S1＞S2たる関係を成立せしめたの
で、吸気行程中の第３気筒４−３の２次吸気通路
８−３の断面積S2は、第１，２，４の気筒４−
１，２，４の３本の１次吸気通路２６−１，２，
４の断面積S1の総和より小に形成されている。し
たがつて、比較的細い２次吸気通路２８故に、２
次側リーク吸気の吸気流量が少なく、このため、
２次側吸気の方向性を撹乱することも無く、また
２次側リーク吸気は高流速にて燃焼室１４−３に
流入するので、突出壁３０にもより、２次側リー
ク吸気のスワールがいつそう強化される。 Then, between the cross-sectional area S1 of the primary intake passage 26 and the cross-sectional area S2 of the secondary intake passage 28 for the number of cylinders n,
(n-1) Since the relationship of S 1 > S 2 , that is, the relationship of 3S 1 > S 2 in a four-cylinder internal combustion engine, has been established, the secondary intake passage 8- of the third cylinder 4-3 during the intake stroke The cross-sectional area S 2 of 3 is the 1st, 2nd, and 4th cylinder 4-
Three primary intake passages 26-1, 2, 4,
The cross-sectional area of 4 is smaller than the sum of S1 . Therefore, since the secondary intake passage 28 is relatively narrow, the 2
The intake flow rate of the next side leak intake is small, and therefore,
Since the directionality of the secondary side intake air is not disturbed and the secondary side leak intake air flows into the combustion chamber 14-3 at a high flow velocity, the swirl of the secondary side leak intake air is prevented by the protruding wall 30. When will it be strengthened?
高負荷域においては、１次、２次吸気通路２
６，２８により、１次側吸気と２次側吸気とが同
時に燃焼室１４に流入するが、１次側吸気は、凹
溝３２を経て燃焼室１４に流入するので、１次側
吸気のスワールが２次側吸気により消勢されるお
それを防止し得る。また、２次側吸気は、２次吸
気通路２８の断面積S2と垂直成分とにより、比較
的良好な充填効率を保持し、機関出力を損う不都
合がない。 In the high load range, the primary and secondary intake passages 2
6 and 28, the primary side intake air and the secondary side intake air flow into the combustion chamber 14 at the same time, but since the primary side intake air flows into the combustion chamber 14 through the groove 32, the swirl of the primary side intake air It is possible to prevent the possibility that the air is deenergized by the secondary side intake air. In addition, the secondary intake air maintains a relatively good filling efficiency due to the cross-sectional area S 2 of the secondary intake passage 28 and the vertical component, and there is no disadvantage of impairing the engine output.
なお、この発明は、前記実施例に限定されるも
のではなく、種々の改変が可能であることは勿論
である。ここでは、４気筒内燃機関で説明した
が、気筒数が２以上であれば、いずれの内燃機関
に対してもこの発明を適用することができる。ま
た、凹溝は、所望によつて設ける構成としても良
い。 It should be noted that the present invention is not limited to the above-mentioned embodiments, and it goes without saying that various modifications can be made. Although a four-cylinder internal combustion engine has been described here, the present invention can be applied to any internal combustion engine as long as the number of cylinders is two or more. Further, the groove may be provided as desired.
以上の説明からも明らかなように、この発明は
燃焼室内においてスワールを生じさせるべく２次
側リーク吸気を偏向させる突出壁を高負荷用２次
吸気通路内で且つ吸気弁近傍に設け、気筒数ｎに
おける低負荷用１次吸気通路の断面積S1と高負荷
用２次吸気通路の断面積S2との関係を（ｎ−１）
S1＞S2としたので、旋回性の高い１次側吸気を大
量に導入することができ、強大なスワールを生成
し得るし、２次側リーク吸気を高速流にて流入さ
せて突出壁によつて生起されるスワールをより強
化し得るとともに、２次側吸気のスワールをも強
化助長させ、低・中負荷域を中心とした燃焼性を
改善し得る効果がある。 As is clear from the above description, the present invention provides a protruding wall that deflects the secondary side leak intake air in order to generate a swirl in the combustion chamber, in the high-load secondary intake passage and near the intake valve. The relationship between the cross-sectional area S 1 of the primary intake passage for low loads and the cross-sectional area S 2 of the secondary intake passage for high loads at n is (n-1)
Since S 1 > S 2 , it is possible to introduce a large amount of primary side intake air with high swirling properties and generate a powerful swirl, and also to make the secondary side leak intake air flow in at high speed and close the protruding wall. This has the effect of further strengthening the swirl generated by the engine, and also strengthening and promoting the swirl of the secondary side intake air, thereby improving combustibility mainly in the low and medium load ranges.
また、突出壁の上流側の一側面に沿つて１次側
吸気が流入し、燃焼室に前記スワールと同方向の
スワールを生起すべく低負荷用１次吸気通路を開
口させて設けたので、１次側吸気および２次側リ
ーク吸気に同一方向のスワールを生起させ、１次
側吸気のスワールが２次側リーク吸気により妨げ
られるおそれを防止し得る。 In addition, the primary intake passage for low load is opened and provided so that the primary intake air flows along one side of the upstream side of the protruding wall and generates a swirl in the same direction as the swirl in the combustion chamber. By causing the primary side intake air and the secondary side leak intake air to swirl in the same direction, it is possible to prevent the swirl of the primary side intake air from being obstructed by the secondary side leak intake air.
さらに、この強大なスワールによつて、混合気
性状を改善して燃焼速度を高め、希薄限界や
EGR限界を改善し、排気の清浄化および運転性
の向上を図ることができ、さらに燃費の改善をも
果し得る。 Furthermore, this powerful swirl improves the air-fuel mixture properties, increases the combustion rate, and reduces the lean limit.
It is possible to improve the EGR limit, purify the exhaust gas, improve drivability, and even improve fuel efficiency.
第１図はこの発明の実施例に係る内燃機関の吸
気装置を示す縦断面図、第２図は第１図の平面
図、第３図は第２図の第３気筒を示す拡大平面図
である。
図において、４は気筒、１４は燃焼室、１６は
吸気ポート、１８は吸気弁、２６は低負荷用１次
吸気通路、２８は高負荷用２次吸気通路、３０は
突出壁、S1は低負荷用１次吸気通路の断面積、S2
は高負荷用２次吸気通路の断面積、ｎは気筒数で
ある。
FIG. 1 is a longitudinal sectional view showing an intake system for an internal combustion engine according to an embodiment of the present invention, FIG. 2 is a plan view of FIG. 1, and FIG. 3 is an enlarged plan view showing the third cylinder of FIG. be. In the figure, 4 is a cylinder, 14 is a combustion chamber, 16 is an intake port, 18 is an intake valve, 26 is a primary intake passage for low load, 28 is a secondary intake passage for high load, 30 is a protruding wall, and S 1 is Cross-sectional area of the primary intake passage for low loads, S 2
is the cross-sectional area of the high-load secondary intake passage, and n is the number of cylinders.
Claims (1)
荷用１次吸気通路と高負荷用２次吸気通路とを有
する多気筒複式内燃機関において、燃焼室内にお
いてスワールを生じさせるべく２次側リーク吸気
を偏向させる突出壁を高負荷用２次吸気通路内で
且つ吸気弁近傍に設け、該突出壁の上流側の一側
面に沿つて１次側吸気が流出し燃焼室に前記スワ
ールと同方向のスワールを生起すべく低負荷用１
次吸気通路を開口させて設け、低負荷用１次吸気
通路の通路断面積S1と高負荷用２次吸気通路の通
路断面積S2との関係を、（ｎ−１）S1＞S2、但し
ｎは気筒数、としたことを特徴とする内燃機関の
吸気装置。1. In a multi-cylinder compound internal combustion engine that has a low-load primary intake passage and a high-load secondary intake passage that merge at a point immediately upstream of a single intake valve, the secondary side leak intake air is used to create a swirl in the combustion chamber. A protruding wall for deflection is provided in the high-load secondary intake passage and near the intake valve, and the primary intake air flows out along one side on the upstream side of the protruding wall, creating a swirl in the same direction as the swirl in the combustion chamber. 1 for low load to cause
The secondary intake passage is opened and the relationship between the passage cross-sectional area S 1 of the primary intake passage for low loads and the passage cross-sectional area S 2 of the secondary intake passage for high loads is expressed as (n-1) S 1 >S 2. An intake system for an internal combustion engine, characterized in that n is the number of cylinders.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57011698A JPS58131312A (en) | 1982-01-29 | 1982-01-29 | Suction device of internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57011698A JPS58131312A (en) | 1982-01-29 | 1982-01-29 | Suction device of internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58131312A JPS58131312A (en) | 1983-08-05 |
| JPH0346652B2 true JPH0346652B2 (en) | 1991-07-16 |
Family
ID=11785252
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57011698A Granted JPS58131312A (en) | 1982-01-29 | 1982-01-29 | Suction device of internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58131312A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59213922A (en) * | 1983-05-19 | 1984-12-03 | Nissan Motor Co Ltd | Air suction device for internal-combustion engine |
| CN106523212B (en) * | 2016-11-05 | 2019-06-25 | 大连理工大学 | A kind of diesel engine auxiliary branch air intake duct |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5523333A (en) * | 1978-08-02 | 1980-02-19 | Mazda Motor Corp | Method of forming suction port of double intake system |
| JPS5543102A (en) * | 1978-08-31 | 1980-03-26 | Agency Of Ind Science & Technol | Colloidal fuel and its preparation |
| JPS5569740A (en) * | 1978-11-20 | 1980-05-26 | Mazda Motor Corp | Formation of suction port in composite suction device |
| JPS5750512U (en) * | 1980-09-08 | 1982-03-23 |
-
1982
- 1982-01-29 JP JP57011698A patent/JPS58131312A/en active Granted
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5523333A (en) * | 1978-08-02 | 1980-02-19 | Mazda Motor Corp | Method of forming suction port of double intake system |
| JPS5543102A (en) * | 1978-08-31 | 1980-03-26 | Agency Of Ind Science & Technol | Colloidal fuel and its preparation |
| JPS5569740A (en) * | 1978-11-20 | 1980-05-26 | Mazda Motor Corp | Formation of suction port in composite suction device |
| JPS5750512U (en) * | 1980-09-08 | 1982-03-23 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58131312A (en) | 1983-08-05 |
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