JPH041171B2 - - Google Patents
Info
- Publication number
- JPH041171B2 JPH041171B2 JP57103653A JP10365382A JPH041171B2 JP H041171 B2 JPH041171 B2 JP H041171B2 JP 57103653 A JP57103653 A JP 57103653A JP 10365382 A JP10365382 A JP 10365382A JP H041171 B2 JPH041171 B2 JP H041171B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- throttle valve
- negative pressure
- intake passage
- actuator
- 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 description 8
- 241000234435 Lilium Species 0.000 description 7
- 230000001133 acceleration Effects 0.000 description 5
- 230000003111 delayed effect Effects 0.000 description 4
- 230000004044 response Effects 0.000 description 4
- 230000007246 mechanism Effects 0.000 description 3
- 230000008859 change Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000005192 partition Methods 0.000 description 2
- 230000004043 responsiveness Effects 0.000 description 2
- 230000001052 transient effect Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 238000000889 atomisation Methods 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000002596 correlated effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 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
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/20—SOHC [Single overhead camshaft]
-
- 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)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Description
【発明の詳細な説明】
本発明は、エンジンの吸気装置、特にスロツト
ル弁下流における吸気通路が１次側吸気通路と２
次側吸気通路とに形成された吸気装置に関するも
のである。DETAILED DESCRIPTION OF THE INVENTION The present invention provides an engine intake system in which an intake passage downstream of a throttle valve is connected to a primary intake passage.
The present invention relates to an intake device formed in a next-side intake passage.
従来より、スロツトル弁下流の吸気通路を１次
側吸気通路と２次側吸気通路とに形成するととも
に、２次側吸気通路にベンチユリ負圧等により作
動する副スロツトル弁を介設し、吸入空気量が少
ないときには上記１次側吸気通路のみから吸入空
気を供給して流速を向上し燃焼室にスワールを生
成する一方、吸入空気量が多いときには、１次側
吸気通路に加え２次側吸気通路からも吸入空気を
供給して出力の向上を図るようにしたエンジンの
吸気装置は公知である。また、上記副スロツトル
弁をリンク機構によつてスロツトル弁に連係し、
スロツトル弁が所定開度以上に開くと副スロツト
ル弁を強制的に開くようにし、加速時における副
スロツトル弁の遅れを改善して加速性能を向上す
るようにしたものが提案されている（特開昭55−
12261号公報参照）。 Conventionally, the intake passage downstream of the throttle valve has been formed into a primary side intake passage and a secondary side intake passage, and an auxiliary throttle valve operated by bench lily negative pressure, etc. has been interposed in the secondary side intake passage. When the amount of intake air is small, intake air is supplied only from the above-mentioned primary side intake passage to improve the flow velocity and create a swirl in the combustion chamber, while when the amount of intake air is large, intake air is supplied from the secondary side intake passage in addition to the primary side intake passage. An intake system for an engine that is designed to improve output by supplying intake air from the engine is well known. Further, the sub-throttle valve is linked to the throttle valve by a link mechanism,
A system has been proposed in which the sub-throttle valve is forcibly opened when the throttle valve opens beyond a predetermined opening degree, thereby improving acceleration performance by improving the delay of the sub-throttle valve during acceleration. 1980-
(See Publication No. 12261).
しかるに、上記提案構造のものでは、例えば高
負荷低回転時においては、スロツトル弁が大きく
開かれるため、これに応じて副スロツトル弁も強
制的に開かれるものであつて、吸入空気量が少な
いのに副スロツトル弁が必要以上に開いて１次側
吸気通路による燃焼促進機能が失われる不具合を
有する。 However, with the structure proposed above, the throttle valve is wide open under high load and low rotation, so the auxiliary throttle valve is also forcibly opened accordingly, and the amount of intake air is small. This has the problem that the sub-throttle valve opens more than necessary and the combustion promoting function of the primary intake passage is lost.
本発明はかかる点に鑑み、スロツトル弁下流の
吸気通路を１次側吸気通路と２次側吸気通路とに
形成し、２次側吸気通路に副スロツトル弁を介設
し、吸入空気量が少ないときには上記１次側吸気
通路のみから吸入空気を供給する一方、吸入空気
量が多いときには上記１次側吸気通路に加え２次
側吸気通路から吸入空気を供給するようにしたも
のにおいて、上記副スロツトル弁の開度を吸入空
気量の変動に応じて制御する第１アクチユエータ
を設けるとともに、スロツトル弁下流の吸気負圧
が導入される第１負圧室と該第１負圧室にオリフ
イスを介して連通する第２負圧室を有し、両負圧
室の圧力差に応じて作動する第２アクチユエータ
を設け、該第２アクチユエータによつて上記第１
アクチユエータによる副スロツトル弁の開度制御
を補正するようにしたエンジンの吸気装置を提供
し、副スロツトル弁をエンジンの全運転領域で吸
入空気量に応じて制御すると同時に、加速時もし
くは減速時などの過渡時における良好な応答性を
確保するものである。 In view of these points, the present invention forms the intake passage downstream of the throttle valve into a primary intake passage and a secondary intake passage, and an auxiliary throttle valve is interposed in the secondary intake passage, thereby reducing the amount of intake air. Sometimes the intake air is supplied only from the primary intake passage, while when the amount of intake air is large, intake air is supplied from the secondary intake passage in addition to the primary intake passage. A first actuator is provided to control the opening degree of the valve according to fluctuations in the amount of intake air, and a first negative pressure chamber downstream of the throttle valve into which intake negative pressure is introduced is connected to the first negative pressure chamber through an orifice. A second actuator is provided which has a second negative pressure chamber communicating with the negative pressure chamber and operates according to the pressure difference between the two negative pressure chambers, and the second actuator causes the first
Provided is an engine intake system that corrects the opening control of the sub-throttle valve by an actuator, and controls the sub-throttle valve according to the amount of intake air in all operating ranges of the engine. This ensures good responsiveness during transient times.
以下、本発明の実施例を図面に沿つて説明す
る。図面に示すエンジンにおいて、１は燃焼室２
に連通開口する吸気通路であり、該吸気通路１は
ベンチユリ部４、ノズル５、スロツトル弁６等を
備えた気化器３を有するとともに、スロツトル弁
６の下流側でかつ吸気マニホールド７からシリン
ダヘツド８内に形成された燃焼室２の近傍部分
は、隔壁９によつて、通路面積の比較的小さい１
次側吸気通路１ａと、通路面積の比較的大きい２
次側吸気通路１ｂとに区画形成されている。 Embodiments of the present invention will be described below with reference to the drawings. In the engine shown in the drawing, 1 is a combustion chamber 2
The intake passage 1 has a carburetor 3 equipped with a bench lily part 4, a nozzle 5, a throttle valve 6, etc., and is connected downstream of the throttle valve 6 from the intake manifold 7 to the cylinder head 8. The vicinity of the combustion chamber 2 formed inside the combustion chamber 2 has a relatively small passage area 1 due to the partition wall 9.
The next side intake passage 1a and the relatively large passage area 2
It is divided into the next intake passage 1b.
２次側吸気通路１ｂには副スロツトル弁１０が
介設され、該副スロツトル弁１０は、その回転軸
１０ａがアーム１１、該アーム１１の一端に接続
された連結ロツド１２を介してダイヤフラム装置
による第１アクチユエータ１３に機械的に連係さ
れ、該第１アクチユエータ１３の吸入空気量の変
動に応じた作動により２次側吸気通路１ｂを開閉
するように構成されている。 A sub-throttle valve 10 is interposed in the secondary intake passage 1b, and the sub-throttle valve 10 is connected to a diaphragm device via an arm 11 and a connecting rod 12 connected to one end of the arm 11. It is mechanically linked to the first actuator 13, and is configured to open and close the secondary intake passage 1b by operating the first actuator 13 in response to fluctuations in the amount of intake air.
第１アクチユエータ１３は、ケーシング１３ａ
がダイヤフラム１３ｂによつて大気室１３ｃと負
圧室１３ｄとに区画され、負圧室１３ｄ内に縮装
されたスプリング１３ｅによつて、ダイヤフラム
１３ｂは副スロツトル弁１０を閉じる方向に付勢
されている。 The first actuator 13 has a casing 13a
is divided into an atmospheric chamber 13c and a negative pressure chamber 13d by a diaphragm 13b, and the diaphragm 13b is biased in a direction to close the sub-throttle valve 10 by a spring 13e compressed in the negative pressure chamber 13d. There is.
１４は負圧導入通路で、第１アクチユエータ１
３の負圧室１３ｄに気化器３のベンチユリ部４に
発生するベンチユリ負圧を導入するものであり、
ベンチユリ負圧が低く吸入空気量が少ないときに
は副スロツトル弁１０を閉じて１次側吸気通路１
ａのみから吸入空気を供給する一方、吸入空気量
が多いときにはベンチユリ負圧の増大に応じて副
スロツトル弁１０を開き、１次側吸気通路１ａに
加え２次側吸気通路１ｂからも吸入空気を供給す
るものである。 14 is a negative pressure introduction passage, and the first actuator 1
The vent lily negative pressure generated in the vent lily portion 4 of the carburetor 3 is introduced into the negative pressure chamber 13d of the carburetor 3.
When the negative pressure in the vent is low and the amount of intake air is small, the sub-throttle valve 10 is closed and the primary intake passage 1 is closed.
While supplying intake air only from a, when the amount of intake air is large, the sub-throttle valve 10 is opened in response to an increase in the negative pressure in the vent valve, and intake air is supplied from the secondary intake passage 1b in addition to the primary intake passage 1a. supply.
さらに、１５は、上記第１アクチユエータ１３
による副スロツトル弁１０の開度を補正する第２
アクチユエータで、その連結ロツド１６は前記ア
ーム１１の他端に接続されている。 Furthermore, 15 is the first actuator 13
The second throttle valve corrects the opening degree of the sub throttle valve 10 according to
An actuator, the connecting rod 16 of which is connected to the other end of the arm 11.
第２アクチユエータ１５は、ケーシング１５ａ
がダイヤフラム１５ｂによつて第１負圧室１５ｃ
と第２負圧室１５ｄとに区画され、該第１負圧室
１５ｃと第２負圧室１５ｄとはダイヤフラム１５
ｂに開設されたオリフイス１５ｅを介して連通さ
れ、第１負圧室１５ｃにはスロツトル弁６下流の
吸気通路１における吸気負圧が導入される。この
第２アクチユエータ１５は、吸気負圧に急激な圧
力変動があつたときに、第１負圧室１５ｃと第２
負圧室１５ｄとの圧力差に応じ、オリフイス１５
ｅによつてその圧力差がなくなるまで作動するも
のである。 The second actuator 15 has a casing 15a
is the first negative pressure chamber 15c by the diaphragm 15b.
The first negative pressure chamber 15c and the second negative pressure chamber 15d are separated by a diaphragm 15.
The intake negative pressure in the intake passage 1 downstream of the throttle valve 6 is introduced into the first negative pressure chamber 15c through an orifice 15e opened in the first negative pressure chamber 15c. This second actuator 15 operates between the first negative pressure chamber 15c and the second negative pressure chamber when there is a sudden pressure fluctuation in the intake negative pressure.
Depending on the pressure difference with the negative pressure chamber 15d, the orifice 15
e until the pressure difference disappears.
また、１７は上記吸気通路１の下流端を開閉す
る吸気弁、１８は排気通路１９を開閉する排気弁
であつて、両弁はカム２０、ロツカアーム２１、
バルブスプリング２２等による動弁機構によつて
開閉される。なお、２３はシリンダブロツク、２
４はピストンである。 Further, 17 is an intake valve that opens and closes the downstream end of the intake passage 1, 18 is an exhaust valve that opens and closes the exhaust passage 19, and both valves include a cam 20, a rocker arm 21,
It is opened and closed by a valve mechanism including a valve spring 22 and the like. In addition, 23 is a cylinder block, 2
4 is a piston.
上記実施例の如き構成によれば、副スロツトル
弁１０はエンジンの全運転領域において第１アク
チユエータ１３により、吸入空気量と相関関係の
あるベンチユリ負圧に応じて開閉制御され、吸気
流速が速められて燃料の霧化が促進され、燃焼性
が向上する。 According to the configuration of the above-described embodiment, the sub-throttle valve 10 is controlled to open and close by the first actuator 13 in all operating ranges of the engine according to the vent valve negative pressure, which has a correlation with the amount of intake air, and the intake flow rate is increased. This promotes atomization of the fuel and improves combustibility.
このような制御において、加速時にはスロツト
ル弁６が開かれて吸入空気量が増加するが、その
増加には遅れがあり、これに応じベンチユリ負圧
の変動も遅れる結果、副スロツトル弁１０の開作
動が遅れて副スロツトル弁１０が吸気抵抗となり
加速性能が阻害されるが、この場合には、スロツ
トル弁６が開くのに応じて吸気負圧が急激に低下
（大気圧に近付く）するので、第２アクチユエー
タ１５の第２負圧室１５ｄに吸気負圧が残留して
第１負圧室１５ｃとの間に圧力差が発生し、該第
２アクチユエータ１５は第１アクチユエータ１３
が作動する前に作動して副スロツトル弁１０を開
く。この第２アクチユエータ１５の作動はオリフ
イス１５ｅの作用により所定時間経過後に停止す
るものであるが、そのときには副スロツトル弁１
０は第１アクチユエータ１３によつて所定開度に
制御される。 In this type of control, during acceleration, the throttle valve 6 is opened and the intake air amount increases, but there is a delay in this increase, and accordingly, the change in the negative pressure in the bench lily is delayed, so that the opening operation of the sub-throttle valve 10 is delayed. is delayed and the auxiliary throttle valve 10 creates intake resistance, which impedes acceleration performance.In this case, however, as the throttle valve 6 opens, the intake negative pressure rapidly decreases (approaches atmospheric pressure), so the The intake negative pressure remains in the second negative pressure chamber 15d of the second actuator 15, and a pressure difference is generated between the second negative pressure chamber 15c and the second actuator 15.
is operated to open the sub-throttle valve 10. The operation of the second actuator 15 is stopped after a predetermined period of time has passed due to the action of the orifice 15e.
0 is controlled to a predetermined opening degree by the first actuator 13.
一方、減速時にはスロツトル弁６が閉じて吸入
空気量が減少するが、その遅れによつて副スロツ
トル弁１０の閉作動が遅れ、低吸気量時のスワー
ルの生成機能が低下して燃焼性が悪化するが、こ
の場合には、スロツトル弁６が閉じるのに応じて
吸気負圧が急激に増大するので、第２アクチユエ
ータ１５の第２負圧室１５ｄに大気圧が残留して
第１負圧室１５ｃとの間に圧力差が発生し、該第
２アクチユエータ１５は第１アクチユエータ１３
が作動する前に作動して副スロツトル弁１０を閉
じるものである。 On the other hand, during deceleration, the throttle valve 6 closes and the amount of intake air decreases, but due to this delay, the closing operation of the sub-throttle valve 10 is delayed, which reduces the ability to generate swirl at low intake air amounts and worsens combustibility. However, in this case, as the intake negative pressure rapidly increases as the throttle valve 6 closes, atmospheric pressure remains in the second negative pressure chamber 15d of the second actuator 15 and the first negative pressure chamber 15c, a pressure difference is generated between the second actuator 15 and the first actuator 13.
The sub-throttle valve 10 is actuated to close the sub-throttle valve 10 before the sub-throttle valve 10 is actuated.
なお、本発明は上記実施例の構造に限定される
ものではなく、種々の変形例を包含している。す
なわち、上記実施例では１つの吸気弁１７の上流
側部分を１次側吸気通路１ａと２次側吸気通路１
ｂとに区画形成しているが、１次側吸気通路と２
次側吸気通路とを各々独立して燃焼室に開口させ
て各々吸気弁で開閉するようにしたものにも適用
可能である。また、第１アクチユエータ１３とし
ては、吸入空気量に相関関係のある信号としてベ
ンチユリ負圧を利用しているが、その他、排気圧
力を利用したもの、もしくは燃料噴射方式におい
てはエアフローメータの検出信号を使用してもよ
い。その際、使用する信号に応じて第１アクチユ
エータ１３の機構を適宜変更する必要がある。さ
らに、第１アクチユエータ１３と第２アクチユエ
ータ１５とを一体的に構成してもよい。 Note that the present invention is not limited to the structure of the above embodiment, but includes various modifications. That is, in the above embodiment, the upstream portion of one intake valve 17 is divided into the primary intake passage 1a and the secondary intake passage 1.
Although the primary side intake passage and the
It is also applicable to a configuration in which the next intake passages are each independently opened into the combustion chamber and each is opened and closed by an intake valve. In addition, the first actuator 13 uses the bench lily negative pressure as a signal that is correlated with the intake air amount, but it also uses the exhaust pressure or, in the case of a fuel injection method, a detection signal from an air flow meter. May be used. At that time, it is necessary to change the mechanism of the first actuator 13 as appropriate depending on the signal to be used. Furthermore, the first actuator 13 and the second actuator 15 may be integrally configured.
以上説明したように、本発明によれば、２次側
吸気通路に介設した副スロツトル弁を、運転領域
の全般において吸入空気量の変動に応じて作動す
る第１アクチユエータによつて制御するととも
に、加速時もしくは減速時などの過渡時には吸気
負圧の変動に応じて作動する第２アクチユエータ
によつて補正制御するために、過渡時の応答性を
向上してこの過渡時においても１次側吸気通路と
２次側吸気通路との区画による所期の燃焼性能向
上効果を得ることができる利点を有するものであ
る。 As explained above, according to the present invention, the sub-throttle valve provided in the secondary intake passage is controlled by the first actuator that operates in response to fluctuations in the amount of intake air throughout the operating range. During transient periods such as acceleration or deceleration, the second actuator operates in response to fluctuations in intake negative pressure to perform correction control, improving responsiveness during transients and reducing the primary intake air pressure even during these transients. This has the advantage that the desired effect of improving combustion performance can be obtained by dividing the passage and the secondary intake passage.
図面は本発明の一実施例の吸気装置を備えたエ
ンジンの断面図である。
１……吸気通路、１ａ……１次側吸気通路、１
ｂ……２次側吸気通路、２……燃焼室、４……ベ
ンチユリ部、６……スロツトル弁、９……隔壁、
１０……副スロツトル弁、１１……アーム、１３
……第１アクチユエータ、１５……第２アクチユ
エータ、１５ｂ……ダイヤフラム、１５ｃ……第
１負圧室、１５ｄ……第２負圧室、１５ｅ……オ
リフイス、１７……吸気弁。
The drawing is a sectional view of an engine equipped with an intake system according to an embodiment of the present invention. 1... Intake passage, 1a... Primary side intake passage, 1
b... Secondary intake passage, 2... Combustion chamber, 4... Bench lily portion, 6... Throttle valve, 9... Partition wall,
10... Sub-throttle valve, 11... Arm, 13
...First actuator, 15...Second actuator, 15b...Diaphragm, 15c...First negative pressure chamber, 15d...Second negative pressure chamber, 15e...Orifice, 17...Intake valve.
Claims (1)
路と２次側吸気通路とに形成し、２次側吸気通路
に副スロツトル弁を介設し、吸入空気量が少ない
ときには上記１次側吸気通路のみから吸入空気を
供給する一方、吸入空気量が多いときには上記１
次側吸気通路に加え２次側吸気通路から吸入空気
を供給するようにしたエンジンの吸気装置におい
て、上記副スロツトル弁の開度を吸入空気量の変
動に応じて制御する第１アクチユエータを設ける
とともに、スロツトル弁下流の吸気負圧が導入さ
れる第１負圧室と該第１負圧室にオリフイスを介
して連通する第２負圧室を有し、両負圧室の圧力
差に応じて作動する第２アクチユエータを設け、
該第２アクチユエータによつて上記第１アクチユ
エータによる副スロツトル弁の開度制御を補正す
ることを特徴とするエンジンの吸気装置。1. The intake passage downstream of the throttle valve is formed into a primary intake passage and a secondary intake passage, and a sub-throttle valve is interposed in the secondary intake passage, and when the amount of intake air is small, the intake passage is connected to the primary intake passage. However, when the amount of intake air is large, the above 1.
In an engine intake system configured to supply intake air from a secondary side intake passage in addition to the next side intake passage, a first actuator is provided for controlling the opening degree of the sub-throttle valve according to fluctuations in the amount of intake air; , has a first negative pressure chamber into which intake negative pressure downstream of the throttle valve is introduced, and a second negative pressure chamber communicating with the first negative pressure chamber via an orifice, and according to the pressure difference between the two negative pressure chambers. a second actuator for actuation;
An intake system for an engine, wherein the second actuator corrects the opening control of the sub-throttle valve by the first actuator.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57103653A JPS58220920A (en) | 1982-06-15 | 1982-06-15 | Engine air intake device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57103653A JPS58220920A (en) | 1982-06-15 | 1982-06-15 | Engine air intake device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58220920A JPS58220920A (en) | 1983-12-22 |
| JPH041171B2 true JPH041171B2 (en) | 1992-01-10 |
Family
ID=14359733
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57103653A Granted JPS58220920A (en) | 1982-06-15 | 1982-06-15 | Engine air intake device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58220920A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05180007A (en) * | 1991-12-27 | 1993-07-20 | Kubota Corp | Intake device for gasoline engine |
-
1982
- 1982-06-15 JP JP57103653A patent/JPS58220920A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58220920A (en) | 1983-12-22 |
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