JPS58220920A - Engine air intake device - Google Patents
Engine air intake deviceInfo
- Publication number
- JPS58220920A JPS58220920A JP57103653A JP10365382A JPS58220920A JP S58220920 A JPS58220920 A JP S58220920A JP 57103653 A JP57103653 A JP 57103653A JP 10365382 A JP10365382 A JP 10365382A JP S58220920 A JPS58220920 A JP S58220920A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- actuator
- negative pressure
- throttle valve
- intake air
- 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.)
- Granted
Links
- 230000001133 acceleration Effects 0.000 abstract description 5
- 230000001052 transient effect Effects 0.000 abstract description 5
- 230000007423 decrease Effects 0.000 abstract description 2
- 238000002485 combustion reaction Methods 0.000 description 8
- 230000007246 mechanism Effects 0.000 description 3
- 230000004044 response Effects 0.000 description 3
- 230000008859 change Effects 0.000 description 2
- 230000003111 delayed effect Effects 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000004043 responsiveness Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 238000000889 atomisation Methods 0.000 description 1
- 230000008901 benefit 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
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 238000000638 solvent extraction Methods 0.000 description 1
- 230000007704 transition 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
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
-
- 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)
Abstract
Description
【発明の詳細な説明】
本発明は、エンジンの吸気装置、特にスロットル弁下流
における吸気通路が７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 relates to an intake system for an engine, and particularly to an intake system in which an intake passage downstream of a throttle valve is formed into a seventh intake passage and a secondary intake passage.
従来より、スロットル弁下流の吸気通路を７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
通路にベンチュ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７次側吸気
通路のみがら吸入空気を供給して流速を同上し燃焼室に
スワールを生成する一方、吸入空気量が多いときには、
７次側吸気通路に加え２次側吸気通路からも吸入空気を
供給して出力の同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
構によってスロットル弁に連係し、スロットル弁が所定
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
速性能を回止するようにしたものが提案されている（特
開昭５６−７２．２乙／号公報参照）。Conventionally, the intake passage downstream of the throttle valve has been formed into a seventh intake passage and a secondary intake passage, and an auxiliary throttle valve operated by venturi negative pressure, etc. has been interposed in the secondary intake passage, and the intake air has been When the amount of intake air is small, intake air is supplied only from the seventh intake passage to increase the flow velocity and create a swirl in the combustion chamber, while when the amount of intake air is large,
An engine intake system is known in which intake air is supplied from a secondary intake passage in addition to the seventh intake passage to increase the output. In addition, the above-mentioned sub-throttle valve is linked to the throttle valve through a link mechanism, and when the throttle valve opens beyond a predetermined opening degree, the sub-throttle valve is forcibly opened, thereby improving the delay of the sub-throttle valve during acceleration and accelerating. A device in which the performance is stopped has been proposed (see Japanese Unexamined Patent Publication No. 56-72.2 Otsu/No.).
しかるに、上記提案構造のものでは、例えば高段す１ｊ
低回転時においては、スロットル弁が大きく聞かれるた
め、これに応じて副スロツトル弁も強制的に開かれるも
のであって、吸入空気量が少ないのに副スロツトル弁か
必要以上に開いて７次側［吸気通路による燃焼促進機能
が失われる不具合をイＪする。However, in the structure proposed above, for example, the high stage 1j
At low speeds, the throttle valve is heard loudly, so the sub-throttle valve is also forced to open in response to this, and even though the amount of intake air is small, the sub-throttle valve opens more than necessary, causing the 7th throttle valve to open more than necessary. [Improving the problem that the combustion promotion function of the intake passage is lost.]
本発明はかかる点に鑑み、スロットル弁下流の吸気通路
を７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、１吸入空気量が少
ないときには上記７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）１１か多いときには上記７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、」二記副スロツ叶ル弁の開度
を吸入空／４ ｆｉｌの変動に応じて制御する鄭／アク
チュエータを設けるとともに、スロットル弁下流の吸気
負圧か導入される第１負圧室と該第１負圧室にオリフィ
スを介して連通すみ第！負圧室を有し、両角圧室の圧力
差に応して作動する第２アクチユエータを設け、該第１
アクチユエータによって上記第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 this, the present invention forms the intake passage downstream of the throttle valve into a seventh intake passage and a secondary intake passage, and an auxiliary throttle valve is interposed in the secondary intake passage, thereby reducing the amount of air per intake. When the amount of intake air is low, intake air is supplied only from the seventh intake passage, while when there is a large amount of intake air, intake air is supplied from the secondary intake passage in addition to the seventh intake passage, An actuator is provided to control the opening degree of the sub-throttle valve according to fluctuations in intake air/4fil, and a first negative pressure chamber into which intake negative pressure downstream of the throttle valve is introduced; The corner communicates with the negative pressure chamber through the orifice! A second actuator is provided which has a negative pressure chamber and operates according to the pressure difference between the two angular pressure chambers;
An intake system for an engine is provided in which an actuator corrects the opening control of the sub-throttle valve by the first actuator, and at the same time controls the sub-throttle valve in accordance with the amount of intake air in the entire operating range of the engine. Alternatively, it is intended to ensure good responsiveness during transitions such as during deceleration.
以下、本発明の実施例を図面に沿って説明する。Embodiments of the present invention will be described below with reference to the drawings.
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Ｗ１１はベンチュリ部４
、ノズル５、スロットル弁６等を備えた気化器３を有す
るとともに、スロットル弁６の下流側でかつ吸気マニホ
ールド７からシリンダヘッド８内に形成された燃焼室２
の近傍部分は、隔壁９によって、通路面積の比較的小さ
い７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１ｉ＠１ｂとに区画形成されている。In the engine shown in the drawings, reference numeral 1 denotes an intake passage that communicates with the combustion chamber 2, and the intake passage W11 is connected to the venturi portion 4.
A combustion chamber 2 is formed in a cylinder head 8 downstream of the throttle valve 6 and from an intake manifold 7.
A portion near the is divided by a partition wall 9 into a seventh intake passage 1a having a relatively small passage area and a secondary intake passage 1i@1b having a relatively large passage area.
２次側吸気通路１ｂには副スロツトル弁１０が介ｊ投さ
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ッド１
２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１６の
吸入ψ気量の変動に応じた作動により２次側吸気通１＃
５１ｂ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 has a rotating shaft 10a connected to an arm 11 and a connecting rod 1 connected to one end of the arm 11.
The secondary side intake vent 1# is mechanically linked to the first actuator 13 by the diaphragm device via the diaphragm device 2, and the secondary side intake vent 1#
51b is configured to open and close.
第１アクチユエータ１６は、ケーシング１３ａがダイヤ
フラム１３ｂによって大気室１３ｃと負ｊ１：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によって、ダイヤフラム１３ｂは副スロツトル弁
１０を閉じる方向にイ」勢されている。The first actuator 16 has a casing 13a connected to an atmospheric chamber 13c and a negative j1:chamber 13d by a diaphragm 13b.
The diaphragm 13b is urged in a direction to close the sub-throttle valve 10 by a spring 13e compressed within the negative pressure chamber 13d.
１４は負圧導入通路で、第１アクチユエータ１６の負圧
室１３ｄに気化器３のベンチュリ部４に発Ｉ−ト、する
ベンチュリ負［玉を導入するものであり、ベンチュＩＪ
Ｍ圧か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７次側吸気通路１ａのみから吸入空気を
供給する一方、吸入空気量が名いときにはベンチュリ負
圧の増大に応じて副スロツトル弁１０を開き、７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。Reference numeral 14 denotes a negative pressure introduction passage, which introduces a venturi negative ball to the venturi section 4 of the carburetor 3 into the negative pressure chamber 13d of the first actuator 16;
When the M pressure is low and the amount of intake air is small, the sub-throttle valve 10 is closed and intake air is supplied only from the seventh intake passage 1a, while when the amount of intake air is high, the sub-throttle valve is closed in response to an increase in the venturi negative pressure. 10 is opened, and intake air is supplied from the secondary intake passage 1b in addition to the seventh intake passage 1a.
さらに、１５は、上記第１アクチユエータ１６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、その連結ロッド１６はＩＪＯ記アーム１１の他端に
接続されている。Furthermore, a second actuator 15 corrects the opening degree of the sub-throttle valve 10 by the first actuator 16, and its connecting rod 16 is connected to the other end of the IJO 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によって第１負圧室１５ｃと第２負圧室１
５ｄとに区画され、該第／負圧室１５ｃ（！：第！負圧
室１５ｄとはダイヤフラム１５ｂに開設されたオリフィ
ス１５ｅを介して連通され、第１負圧室１５ｃにはスロ
ットル弁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
な圧力変動があったときに、第１負圧室１５ｃと第１負
圧室１５ｃとの圧力差に応じ、オリフィス１５ｅによっ
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 connected to a first negative pressure chamber 15c and a second negative pressure chamber 1 by means of a diaphragm 15b.
The first negative pressure chamber 15c is divided into a third negative pressure chamber 15c (!: first negative pressure chamber 15d is communicated with the first negative pressure chamber 15d through an orifice 15e formed in the diaphragm 15b, and the first negative pressure chamber 15c is connected to the downstream side of the throttle valve 6. Intake negative pressure in the intake passage 1 is introduced.This second actuator 15 controls the pressure between the first negative pressure chamber 15c and the first negative pressure chamber 15c when there is a sudden pressure fluctuation in the intake negative pressure. Depending on the difference, the orifice 15e operates 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を開閉する排気弁てあって、両弁
はカム２０、ロッカアーム２１、バルブスジリンク２２
等による動弁機構によって開閉される。なお、２６はシ
リンタブロック、２４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, and 18 is an exhaust valve that opens and closes the exhaust passage 19. Both valves are connected to a cam 20, a rocker arm 21, and a valve line link 22.
It is opened and closed by a valve mechanism, etc. Note that 26 is a cylinder block and 24 is a piston.
上記実施例の如き構成によれは、副スロットルが１０は
エンジンの全運転頭載において第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ノヂュリ負匝に
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、燃焼性か回」−する。According to the configuration of the above embodiment, the sub-throttle 10 is connected to the first actuator 13 during all engine operation.
As a result, the opening and closing of the ventilator is controlled in accordance with the intake air volume, which has a correlation with the amount of intake air, increasing the intake flow rate, promoting fuel atomization, and improving combustibility.
このような制御において、加速時にはスロットル弁６が
１１目かれて吸入空気量が増加するが、その増加には升
れかあり、これに応じベンチュリ負圧の変動も遅れる結
果、副スロツトル弁１０の開作動がイれて副スロツトル
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、スロットル弁「６が開くのに応じへ気負圧が
急激に低下（大気圧Ｉこ近ｆ＝ｔ ＜ ）するので、第
１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１ｆＪに作動して副スロツトル弁１ｏを開く。こ
の第２アクチユエータ１５の作動はオリフィス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゜は第１アクチユエータ１
３によって所定開度に制御される。In this type of control, during acceleration, the throttle valve 6 is opened to the 11th position and the intake air amount increases, but the increase is only by a small amount, and as a result, the change in the venturi negative pressure is delayed accordingly. If the opening operation fails, the auxiliary throttle valve 10 will create intake resistance, which will impede acceleration performance. f=t<), the intake negative pressure remains in the second negative pressure chamber 15d of the first actuator 15, and a pressure difference is generated between the second negative pressure chamber 15c and the second actuator 15. The first actuator 13 operates at 1fJ to open the sub-throttle valve 1o.The operation of the second actuator 15 is stopped after a predetermined period of time has elapsed due to the action of the orifice 15e. First actuator 1
3, the opening is controlled to a predetermined opening degree.
一方、減速時にはスロットル弁６が閉じて吸入空気量が
減少するが、その遅れによって副スロツトル弁１０の閉
作動が遅れ、低吸気伍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、スロットル弁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アクヂユエータ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１Ｄ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 levels and worsens combustion performance. , in this case, the throttle valve 6
As the intake negative pressure rapidly increases as the second negative pressure chamber 15d closes, atmospheric pressure remains in the second negative pressure chamber 15d of the second actuator 15, creating a pressure difference between it and the first negative pressure chamber 15c. The second actuator 15 operates before the first actuator 13 operates to close the sub-throttle valve ID.
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７つの吸気弁１７の上流側部分を／次Ｉｌｌ吸
り１通路１ｄと２次側吸気通路１ｂと（こ区画形成して
いるが、７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
１６としては、１吸入空気駄に相関関係のある信号とし
てベンヂュ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。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 the seven intake valves 17 is divided into the first intake passage 1d and the second intake passage 1b, but the seventh intake passage and the second The first actuator 16 can also be applied to a structure in which the intake passages are opened into the combustion chamber independently and each is opened and closed by an intake valve.Furthermore, the first actuator 16 may be a signal having a correlation with one intake air gap. Although venturi negative pressure is used as a method, exhaust pressure may also be used, or in the case of a fuel injection method, a detection signal from an air flow meter may be used.
その１際、使用する信号に応じて第１アクチユエータ１
３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。At that time, the first actuator 1
It is necessary to change the mechanism of 3 as appropriate. Furthermore, the first actuator 13 and the second actuator 15 may be integrally configured.
以」二説明したように、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、運転便域の全般におい
て吸入空気量の変動に応１．て作動する弔／アクチュエ
ータによっ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って補正制御するために、過渡時の
応答性を同上してこの過渡時においても７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同上効
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 configured to respond to changes in the amount of intake air throughout the operating range. The second actuator operates in response to fluctuations in intake negative pressure during transient periods such as acceleration or deceleration.
Since the actuator performs correction control, the responsiveness during transient times is the same as above, and the advantage is that even during these transient times, the desired combustion performance effect can be obtained by partitioning the seventh intake passage and the secondary intake passage. It has the following.
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・・・ ７次側吸気通路
、１ｂ・・・・２次側吸気通路、２・・・・・燃焼室、
４ ・・ベンヂュリ部、６・・・ スロットル弁、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、１
５・・・ 第２アクチユエータ、１５ｂ・・・・・・ダ
イヤフラム、１５Ｃ・・・・・第１員圧室、１５ｄ・・
第！負圧室、１５ｅ・・・・・オリフィス、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... Seventh intake passage, 1b... Secondary intake passage, 2... Combustion chamber,
4...Venturi part, 6... Throttle valve, 9...
... Bulkhead, 10... Sub-throttle valve, 11.
... Arm, 13 ... First actuator, 1
5... Second actuator, 15b... Diaphragm, 15C... First member pressure chamber, 15d...
No.! 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
７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７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、スロットル弁下流の吸気負圧が導入される
第／負圧室と該第１負圧室にオリフィスを介して連通ず
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］Ｓｊアクチュエータを設け、該第１アクチユエータ
によって上記第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 seventh intake passage and a secondary intake passage, and an auxiliary throttle valve is interposed in the secondary intake passage, and when the amount of intake air is small, the intake passage on the seventh side In an engine intake system which supplies intake air only from the intake passage, but when the amount of intake air is large, intake air is supplied from the secondary intake passage in addition to the seventh intake passage. A first actuator is provided to control the opening according to fluctuations in the amount of intake air, and the first actuator communicates with the first negative pressure chamber through an orifice to which the intake negative pressure downstream of the throttle valve is introduced. A Sj actuator having a second negative pressure chamber and operated according to the pressure difference between the two negative pressure chambers is provided, and the first actuator corrects the opening control of the auxiliary throttle valve by the first actuator. The intake system of the engine.
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 true JPS58220920A (en) | 1983-12-22 |
| JPH041171B2 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) |
Cited By (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
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05180007A (en) * | 1991-12-27 | 1993-07-20 | Kubota Corp | Intake device for gasoline engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH041171B2 (en) | 1992-01-10 |
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