JPH10299490A - Intake device for internal combustion engine - Google Patents
Intake device for internal combustion engineInfo
- Publication number
- JPH10299490A JPH10299490A JP9108638A JP10863897A JPH10299490A JP H10299490 A JPH10299490 A JP H10299490A JP 9108638 A JP9108638 A JP 9108638A JP 10863897 A JP10863897 A JP 10863897A JP H10299490 A JPH10299490 A JP H10299490A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- intake pipe
- internal combustion
- combustion engine
- 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.)
- Pending
Links
Classifications
-
- 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
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、内燃機関の吸気系
に関するものであり、特に吸気の共鳴効果により出力の
向上を図るようにした内燃機関の吸気装置に関するもの
である。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake system for an internal combustion engine, and more particularly to an intake system for an internal combustion engine whose output is improved by a resonance effect of intake air.
【０００２】[0002]
【従来の技術】従来より、内燃機関の吸気装置において
は、吸気開始に伴って生じる負圧波が吸気管上流側の空
気又はサージタンクへの開口端で反射され正弦波となっ
て吸気ポート方向に戻されることを利用し、上記正弦波
が吸気弁の開弁の寸前に吸気ポートに達して吸気が押し
込まれるようにして、いわゆる吸気の共鳴効果で吸気の
充填効率を高めるようにしたものがある。このような技
術を用いる場合に、吸気管の形状が一定であると、吸気
管に生じる圧力波の振動周期と吸気弁開閉周期とがマッ
チングして共鳴効果が高められるのは特定回転域のみに
限られてしまう。2. Description of the Related Art Conventionally, in an intake system for an internal combustion engine, a negative pressure wave generated at the start of intake is reflected at the air upstream of an intake pipe or at an opening end to a surge tank and becomes a sinusoidal wave in the direction of the intake port. Utilizing the return, the sine wave reaches the intake port just before the opening of the intake valve so that the intake air is pushed in, so that the so-called intake resonance effect enhances the charging efficiency of the intake air. . When such a technique is used, if the shape of the intake pipe is constant, the vibration cycle of the pressure wave generated in the intake pipe and the intake valve opening / closing cycle are matched to enhance the resonance effect only in the specific rotation range. It will be limited.
【０００３】そこで、特開平３−１０７５２２号の技術
においては、エアクリーナとサージタンクとの間を連結
する吸気管に接続される容積の異なる複数の容積室（レ
ゾネータ）を形成し、各容積室と吸気管との間に電磁弁
を配置した内燃機関の吸気装置を開示している。この内
燃機関の吸気装置は、容積室を気筒から離れた位置で吸
気管と接続しており、中低速域における出力を向上させ
ることができる。Therefore, in the technique of Japanese Patent Application Laid-Open No. 3-107522, a plurality of volume chambers (resonators) having different volumes connected to an intake pipe connecting the air cleaner and the surge tank are formed. An intake device for an internal combustion engine in which an electromagnetic valve is disposed between the intake device and an intake pipe is disclosed. In the intake device for the internal combustion engine, the volume chamber is connected to the intake pipe at a position away from the cylinder, so that the output in a middle to low speed region can be improved.
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、中速域
及び低速域であっても吸気管は共通であるので、中速域
における脈動波はサージタンクからエアクリーナまでの
距離、すなわち低速域における脈動波の径路の影響を受
けるので、この場合には全ての正弦波が中速域に対応し
た波長にはなるわけではない。したがって、低速域での
出力は理想的には向上しない。また、低速域において効
率良く出力を向上するときの吸気管の太さと中速域にお
けて効率良く出力を向上するときの吸気管の太さとは異
なる場合が考えられるが、上記従来技術では吸気管が共
通なので、吸気管の太さは低速域であっても中速域であ
っても同じになり、各回転域で効率の良い吸気管の太さ
にはできず、このような場合には中低速域の出力を効率
良く向上できない、という問題がある。However, since the intake pipe is common even in the middle speed range and the low speed range, the pulsation wave in the middle speed range is the distance from the surge tank to the air cleaner, that is, the pulsation wave in the low speed range. In this case, not all the sine waves have wavelengths corresponding to the medium speed range. Therefore, the output in the low speed range does not ideally improve. Further, it is conceivable that the thickness of the intake pipe when efficiently increasing the output in the low speed range is different from the thickness of the intake pipe when efficiently increasing the output in the middle speed range. Since the pipes are common, the thickness of the intake pipe is the same whether it is in the low-speed range or the middle-speed range. However, there is a problem that the output in the middle to low speed range cannot be improved efficiently.
【０００５】そこで本発明は、上記の従来技術の問題点
を解決すべく、中低速域における理想的な出力の向上を
可能とする内燃機関の吸気装置を提供することを技術的
課題とするものである。SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide an intake system for an internal combustion engine capable of improving an ideal output in a middle to low speed range in order to solve the above-mentioned problems of the prior art. It is.
【０００６】[0006]
【課題を解決するための手段】上記した課題を解決する
ために請求項１の発明は、エアクリーナと、エアクリー
ナと内燃機関との間に形成されるサージタンクと、一端
がエアクリーナに連結され他端がサージタンクに連結可
能な第１吸気管と、一端がエアクリーナに連結され他端
がサージタンクに連結可能な第１吸気管より吸気径路の
長い第２吸気管と、エアクリーナからの吸気径路を第１
吸気管或は第２吸気管に切り換え可能な切換機構と、を
備える内燃機関の吸気装置とした。According to a first aspect of the present invention, there is provided an air cleaner, a surge tank formed between the air cleaner and the internal combustion engine, and one end connected to the air cleaner and the other end connected to the air cleaner. A first intake pipe connectable to the surge tank, a second intake pipe having one end connected to the air cleaner and having the other end connected to the surge tank and having a longer intake path than the first intake pipe, and an intake path from the air cleaner. 1
A switching mechanism capable of switching to an intake pipe or a second intake pipe.
【０００７】本発明によると、エアクリーナからサージ
タンクへ連通する長さの異なる吸気管を設けたことで、
各気筒からの吸気管が短く中速域において吸気の共鳴効
果が高められ出力の向上が得られる第１吸気管と連通す
るパターンと、各気筒からの吸気管が長くなり低速域に
おいて吸気の共鳴効果が高められ出力の向上が得られる
第２吸気管と連通するパターンとに使い分けることが可
能となる。また、第１吸気管と第２吸気管とが別体であ
るので、各回転数に応じた所望の太さ或は形状に吸気管
を設計することも可能になる。これらの理由により、異
なる回転数域における出力の向上が可能になる。According to the present invention, by providing intake pipes of different lengths communicating from the air cleaner to the surge tank,
A pattern in which the intake pipes from each cylinder are short and communicates with the first intake pipe in which the resonance effect of the intake is enhanced and the output is improved in the medium speed range, and the intake pipes from each cylinder are elongated and the resonance of the intake in the low speed range It is possible to selectively use a pattern that communicates with the second intake pipe in which the effect is enhanced and the output is improved. Further, since the first intake pipe and the second intake pipe are separate bodies, the intake pipe can be designed to have a desired thickness or shape corresponding to each rotation speed. For these reasons, it is possible to improve the output in different rotational speed ranges.
【０００８】請求項１において、内燃機関の回転数が所
定回転数以下では前記第１吸気管とサージタンクの間を
遮断して、内燃機関の回転数が所定回転数より大きいと
きは前記第１吸気管とサージタンクの間を連通するよう
に前記切換機構を制御する制御部を備えることによっ
て、所定回転数以下、及び所定回転数より大きいときの
出力をそれぞれ向上させることが可能になる。According to the first aspect, when the rotation speed of the internal combustion engine is lower than a predetermined rotation speed, the first intake pipe and the surge tank are shut off, and when the rotation speed of the internal combustion engine is higher than the predetermined rotation speed, the first rotation speed is reduced. By providing a control unit that controls the switching mechanism so as to communicate between the intake pipe and the surge tank, it is possible to improve the output when the rotation speed is equal to or less than a predetermined rotation speed and when the rotation speed is higher than a predetermined rotation speed.
【０００９】また、請求項１において、第１吸気管の流
通断面積は第２吸気管の流通断面積より大きいと、回転
数に応じた最適な吸気管の大きさになって、各回転数域
における出力を向上させることができ、有利である。In the first aspect, if the flow cross-sectional area of the first intake pipe is larger than the flow cross-sectional area of the second intake pipe, an optimal size of the intake pipe according to the rotational speed is obtained. Advantageously, the output in the region can be improved.
【００１０】[0010]
【発明の実施の形態】本発明に係る実施の形態を図面に
基づいて説明する。An embodiment according to the present invention will be described with reference to the drawings.
【００１１】図１は本発明を用いた内燃機関の吸気装置
の概略を示したものであり、本実施の形態における吸気
装置は、エアクリーナ２と、エアクリーナ２と内燃機関
１４との間に形成されるサージタンク９と、サージタン
ク９への吸入空気量を調整するスロットルボデー８と、
一端がエアクリーナ２の下流側に連結され他端がスロッ
トルボデー８を介してサージタンク９に連結される第１
吸気管４と、一端がエアクリーナ２の下流側に連結され
他端がスロットルボデー８を介してサージタンク９に連
結される第１吸気管４より吸気径路の長い第２吸気管５
と、エアクリーナ２からスロットルボデー８までの吸気
径路を第１吸気管４或は第２吸気管５に切り換え可能な
切換機構と、サージタンク９と内燃機関内の各気筒１５
〜１８とを連通するポート１０〜１３と、を備える。FIG. 1 schematically shows an intake system for an internal combustion engine using the present invention. The intake system in the present embodiment is formed between an air cleaner 2 and the air cleaner 2 and an internal combustion engine 14. A surge tank 9, a throttle body 8 for adjusting an intake air amount to the surge tank 9,
One end is connected to the downstream side of the air cleaner 2 and the other end is connected to the surge tank 9 via the throttle body 8.
A second intake pipe 5 having an intake path longer than the first intake pipe 4 having one end connected to the downstream side of the air cleaner 2 and the other end connected to the surge tank 9 via the throttle body 8;
A switching mechanism capable of switching the intake path from the air cleaner 2 to the throttle body 8 to the first intake pipe 4 or the second intake pipe 5, a surge tank 9 and each cylinder 15 in the internal combustion engine.
And ports 13 to 13 communicating with the ports 18 to 18.
【００１２】上記構成について更に説明する。１４はシ
リンダヘッドであり、図例の内燃機関は１５〜１８の４
つの気筒を備えた４気筒の内燃機関である。気筒１５〜
１８のそれぞれの上部には、吸気弁１５ａ，１６ａ，１
７ａ，１８ａと排気弁１５ｂ，１６ｂ，１７ｂ，１８ｂ
が設けられている。サージタンク９と各吸気弁との間に
は、それぞれ独立したポート１０〜１３が形成されてい
る。スロットルボデー８はサージタンク９上に取り付け
られスロットル弁８ａを内部に収容する。The above configuration will be further described. Reference numeral 14 denotes a cylinder head.
It is a four-cylinder internal combustion engine having two cylinders. Cylinder 15 ~
18 has an intake valve 15a, 16a, 1
7a, 18a and exhaust valves 15b, 16b, 17b, 18b
Is provided. Independent ports 10 to 13 are formed between the surge tank 9 and the respective intake valves. The throttle body 8 is mounted on a surge tank 9 and accommodates a throttle valve 8a therein.
【００１３】スロットルボデー８とエアクリーナ２との
間には、第１吸気管４及び第２吸気管５が連結されてい
る。エアクリーナ２からスロットルボデー８までの吸気
径路の切り換えは、切換機構である吸気径路切換弁６、
ダイヤフラム７、負圧制御弁１９、制御部であるＥＣＵ
２０により行われる。吸気径路切換弁６はダイヤフラム
７の動作に応じて作動するものであり、第１吸気管４と
第２吸気管５の両方を介して空気をサージタンク９に送
るか、或は第２吸気管５のみから空気をサージタンク９
に送るかを切り換えている。負圧制御弁１９はサージタ
ンク９内の負圧をダイヤフラム７に供給か否かを切り換
え可能な制御弁である。ＥＣＵ２０は、内燃機関の回転
数などの信号を取り入れて、負圧制御弁１９の作動を制
御している。A first intake pipe 4 and a second intake pipe 5 are connected between the throttle body 8 and the air cleaner 2. Switching of the intake path from the air cleaner 2 to the throttle body 8 is performed by an intake path switching valve 6 serving as a switching mechanism.
Diaphragm 7, negative pressure control valve 19, ECU as control unit
20. The intake path switching valve 6 is operated in accordance with the operation of the diaphragm 7 and sends air to the surge tank 9 through both the first intake pipe 4 and the second intake pipe 5 or the second intake pipe. Surge tank 9 with air only from 5
Is being switched to The negative pressure control valve 19 is a control valve capable of switching whether to supply the negative pressure in the surge tank 9 to the diaphragm 7. The ECU 20 controls the operation of the negative pressure control valve 19 by taking in signals such as the rotation speed of the internal combustion engine.
【００１４】本実施の形態の作用を説明する。The operation of the embodiment will be described.
【００１５】気筒１５〜１８が吸気工程になると、気筒
内の図示しないピストンの下降に伴って生じた負圧によ
り、吸気通路１からエアクリーナ２に外気が吸い込まれ
る。この吸い込まれた外気は、エレメント３を介して吸
気管１４、スロットルバルブ１２、サージタンク９、ポ
ート１０〜１３から吸気弁２ａ〜５ａ、気筒２〜５に充
填される。このとき、運転状況に応じてスロットル弁８
ａの開度が調節されている。When the cylinders 15 to 18 enter the intake process, the outside air is sucked from the intake passage 1 into the air cleaner 2 by the negative pressure generated by the lowering of a piston (not shown) in the cylinder. The sucked outside air is filled into the intake valves 2a to 5a and the cylinders 2 to 5 from the intake pipe 14, the throttle valve 12, the surge tank 9, and the ports 10 to 13 via the element 3. At this time, the throttle valve 8 depends on the driving condition.
The opening of “a” is adjusted.
【００１６】本実施の形態においては、ＥＣＵ２０に内
燃機関の回転数の信号が入力され、内燃機関の回転数が
予め設定した所定回転数（Ｎ1 ）より高いか低いかを判
断する。In the present embodiment, a signal of the rotation speed of the internal combustion engine is input to the ECU 20, and it is determined whether the rotation speed of the internal combustion engine is higher or lower than a predetermined rotation speed (N 1 ).
【００１７】内燃機関の回転数が所定回転数（Ｎ1 ）以
下の領域においては、負圧制御弁１９を作動させて、ダ
イヤフラム７により吸気径路切換弁６を閉鎖してエアク
リーナ２からサージタンク９への第１吸気管４を通る空
気が遮断される。このとき、第２吸気管５を通る空気の
連通は確保される。一方、内燃機関の回転数が所定値
（Ｎ1 ）より高い領域においては、負圧制御弁１９、ダ
イヤフラム７により吸気径路切換弁６を開いて第１吸気
管４を通る空気の連通を確保する。よって、図２の内燃
機関回転数と出力（トルク）との関係を示すグラフでわ
かるように、内燃機関の回転数が所定値（Ｎ1 ）以下の
領域においては、内燃機関の回転数が所定値（Ｎ1 ）以
下の低速域において気筒１５〜１８に充填する吸気の充
填効率を高くして、高い出力を得ることができる。逆
に、内燃機関の回転数が所定値（Ｎ1）より高い領域に
おいては、、内燃機関の回転数が所定値（Ｎ1 ）より高
い中速域において気筒１５〜１８に充填する吸気の充填
効率を高くして、この回転域で高い出力を得ることがで
きる。In a region where the rotational speed of the internal combustion engine is equal to or lower than a predetermined rotational speed (N 1 ), the negative pressure control valve 19 is operated, the intake path switching valve 6 is closed by the diaphragm 7, and the surge tank 9 is moved from the air cleaner 2 to the surge tank 9. Through the first intake pipe 4 is shut off. At this time, communication of air passing through the second intake pipe 5 is ensured. On the other hand, in a region where the rotational speed of the internal combustion engine is higher than a predetermined value (N 1 ), the intake path switching valve 6 is opened by the negative pressure control valve 19 and the diaphragm 7 to secure the communication of air through the first intake pipe 4. . Therefore, as can be seen from the graph of FIG. 2 showing the relationship between the engine speed and the output (torque), in the region where the engine speed is equal to or lower than the predetermined value (N 1 ), the engine speed is lower than the predetermined value (N 1 ). by increasing the charging efficiency of intake air charged into the cylinders 15 to 18 in value (N 1) less low speed range, it is possible to obtain a high output. Conversely, the filling of the intake speed of the internal combustion engine is to be filled into the cylinders 15 to 18 in the speed range in the rotation speed of the ,, internal combustion engine at a predetermined value (N 1) higher region is higher than a predetermined value (N 1) Efficiency can be increased and a high output can be obtained in this rotation range.
【００１８】本実施の形態では１つの吸気径路切換弁６
によって、内燃機関の低速域では第１吸気管４と第２吸
気管５とがサージタンク９に連通し、中速域では第２吸
気管５のみからサージタンク９に空気を導入するように
構成されている。低速域では第１吸気管４と第２吸気管
５とによりエアクリーナ２とサージタンク９の間を連通
しているが、この場合には空気の共鳴効果は短いポート
に支配されることから、第１吸気管４における共鳴効果
は第２吸気管５の影響を受けにくい。したがって、１つ
の吸気径路切換弁６のみで低回転域と中回転域との両方
の慣性効率を向上させることが可能になり、複数の吸気
径路切換弁６を用いる必要がなく、コストを抑えること
ができる。In this embodiment, one intake path switching valve 6
Accordingly, the first intake pipe 4 and the second intake pipe 5 communicate with the surge tank 9 in a low speed region of the internal combustion engine, and air is introduced into the surge tank 9 only from the second intake tube 5 in a medium speed region. Have been. In the low speed range, the first intake pipe 4 and the second intake pipe 5 communicate between the air cleaner 2 and the surge tank 9, but in this case, the resonance effect of the air is dominated by the short port. The resonance effect in the first intake pipe 4 is hardly affected by the second intake pipe 5. Therefore, it is possible to improve the inertial efficiency in both the low rotation speed range and the middle rotation speed range with only one intake path switching valve 6, and it is not necessary to use a plurality of intake path switching valves 6, thereby reducing the cost. Can be.
【００１９】本実施の形態においては、第１吸気管４の
流通断面積を第２吸気管５の流通断面積より大きくし
て、低速域と中速域でのそれぞれの回転数域での最適な
吸気管の大きさに設定し、中低速域における出力を向上
させることができる。In the present embodiment, the flow cross-sectional area of the first intake pipe 4 is made larger than the flow cross-sectional area of the second intake pipe 5 so as to optimize the rotational speed in the low speed range and the medium speed range. By setting the size of the intake pipe to a suitable value, it is possible to improve the output in the middle to low speed range.
【００２０】また、本実施の形態では、第１吸気管４と
第２吸気管５の２つの吸気管を用いて２つの回転数域で
の出力を向上させるようにしたが、本発明では特に吸気
管の数を２つに限定する意図はなく、３つ以上の吸気管
を設けても良い。Further, in the present embodiment, the output in the two rotation speed ranges is improved by using the two intake pipes of the first intake pipe 4 and the second intake pipe 5, but the present invention particularly There is no intention to limit the number of intake pipes to two, and three or more intake pipes may be provided.
【００２１】[0021]
【発明の効果】上記した請求項１の発明によれば、エア
クリーナからサージタンクへ連通する長さの異なる吸気
管を設けたことで、各気筒からの吸気管が短く中速域に
おいて吸気の共鳴効果が高められ出力の向上が得られる
第１吸気管と連通するパターンと、各気筒からの吸気管
が長くなり中低速域において吸気の共鳴効果が高められ
出力の向上が得られる第２吸気管と連通するパターンと
に使い分けることが可能となる。そして、第１吸気管と
第２吸気管とが別体であるので、各回転数に応じた所望
の太さに吸気管を設計することも可能になる。これらの
理由により、異なる回転数域における出力の向上が可能
になる。According to the first aspect of the present invention, since the intake pipes having different lengths communicating from the air cleaner to the surge tank are provided, the intake pipes from the respective cylinders are short, and the resonance of intake air in a medium speed region is achieved. A pattern that communicates with the first intake pipe in which the effect is enhanced and the output is improved; and a second intake pipe in which the intake pipe from each cylinder is lengthened and the resonance effect of the intake is enhanced in a middle to low speed region to improve the output. And the pattern that communicates with the user. Further, since the first intake pipe and the second intake pipe are separate bodies, it is also possible to design the intake pipe to a desired thickness corresponding to each rotation speed. For these reasons, it is possible to improve the output in different rotational speed ranges.
【００２２】更に、レゾネータを設けることなくエアク
リーナを低速域及び中速域の共鳴室と共用することによ
って、吸気装置のコンパクト化が可能になる。Further, by using the air cleaner in common with the resonance chambers in the low-speed region and the medium-speed region without providing the resonator, the intake device can be made compact.
【図１】本発明の実施の形態である内燃機関の吸気装置
の概略を示したものである。FIG. 1 schematically shows an intake device for an internal combustion engine according to an embodiment of the present invention.
【図２】本発明の実施の形態における内燃機関回転数に
応じたトルク特性を示したものである。FIG. 2 shows a torque characteristic according to an internal combustion engine speed in the embodiment of the present invention.
１・・・吸気通路 ２・・・エア
クリーナ ４・・・第１吸気管 ５・・・第２
吸気管 ６・・・吸気径路切換弁 ７・・・ダイ
ヤフラム ８・・・スロットルボデー ９・・・サー
ジタンク １０、１１、１２、１３・・・ポート １５、１６、
１７、１８・・・気筒 １９・・・負圧制御弁 ２０・・・Ｅ
ＣＵ（制御部）DESCRIPTION OF SYMBOLS 1 ... Intake passage 2 ... Air cleaner 4 ... 1st intake pipe 5 ... 2nd
Intake pipe 6 ... Intake path switching valve 7 ... Diaphragm 8 ... Throttle body 9 ... Surge tank 10,11,12,13 ... Port 15,16,
17, 18 ... cylinder 19 ... negative pressure control valve 20 ... E
CU (control unit)
Claims (4)
ンクと、 一端が前記エアクリーナに連結され他端が前記サージタ
ンクに連結可能な第１吸気管と、 一端が前記エアクリーナに連結され他端が前記サージタ
ンクに連結可能な前記第１吸気管より吸気径路の長い第
２吸気管と、 前記エアクリーナからの吸気径路を第１吸気管或は第２
吸気管に切り換え可能な切換機構と、 を備える内燃機関の吸気装置。An air cleaner; a surge tank formed between the air cleaner and the internal combustion engine; a first intake pipe having one end connected to the air cleaner and the other end connectable to the surge tank; A second intake pipe having an intake path longer than the first intake pipe connected to the air cleaner and having the other end connectable to the surge tank; and a first intake pipe or a second intake pipe extending from the air cleaner.
An intake device for an internal combustion engine, comprising: a switching mechanism capable of switching to an intake pipe.
構の切り換えを制御する制御部を備えることを特徴とす
る、請求項１の内燃機関の吸気装置。2. The intake device for an internal combustion engine according to claim 1, further comprising a control unit that controls switching of the switching mechanism according to an operation state of the internal combustion engine.
回転数以下では前記第１吸気管とサージタンクの間を遮
断して、内燃機関の回転数が所定回転数より大きいとき
は前記第１吸気管とサージタンクの間が連通するように
前記切換機構を制御することを特徴とする、請求項１の
内燃機関の吸気装置。3. The control section shuts off between the first intake pipe and the surge tank when the rotation speed of the internal combustion engine is equal to or lower than a predetermined rotation speed, and when the rotation speed of the internal combustion engine is higher than the predetermined rotation speed, The intake device for an internal combustion engine according to claim 1, wherein the switching mechanism is controlled so that communication between the first intake pipe and the surge tank is established.
吸気管の流通断面積より大きいことを特徴とする、請求
項１の内燃機関の吸気装置。4. A flow sectional area of the first intake pipe is equal to the second sectional area of the second intake pipe.
2. The intake device for an internal combustion engine according to claim 1, wherein the intake device is larger than a flow cross-sectional area of the intake pipe.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9108638A JPH10299490A (en) | 1997-04-25 | 1997-04-25 | Intake device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9108638A JPH10299490A (en) | 1997-04-25 | 1997-04-25 | Intake device for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH10299490A true JPH10299490A (en) | 1998-11-10 |
Family
ID=14489875
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9108638A Pending JPH10299490A (en) | 1997-04-25 | 1997-04-25 | Intake device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH10299490A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110242452A (en) * | 2019-06-21 | 2019-09-17 | 同济大学 | A kind of petrol engine intake system and air input control method |
-
1997
- 1997-04-25 JP JP9108638A patent/JPH10299490A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110242452A (en) * | 2019-06-21 | 2019-09-17 | 同济大学 | A kind of petrol engine intake system and air input control method |
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