JPS59108822A - Internal-combustion engine - Google Patents
Internal-combustion engineInfo
- Publication number
- JPS59108822A JPS59108822A JP57219702A JP21970282A JPS59108822A JP S59108822 A JPS59108822 A JP S59108822A JP 57219702 A JP57219702 A JP 57219702A JP 21970282 A JP21970282 A JP 21970282A JP S59108822 A JPS59108822 A JP S59108822A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- intake valve
- intake
- combustion chamber
- region
- 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
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
-
- 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)
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、自動車等１ζ使用される複吸気弁式の内燃機
関に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a dual intake valve type internal combustion engine used in automobiles and the like.
この稲の内燃機関に関する先行技術として、特開昭５７
−５６６２１号１こ示されるように、低速、低負荷運転
域を含む全負荷域において使用される第１吸気系路を第
１吸気弁を介して各気筒の燃焼室に開口するととも匡、
高負荷運転域でのみ開路状態となる第２吸気系路を第２
吸気弁を介して前記各気筒の燃焼室に開口したものがあ
る。しかしてこのものは、低速、低負荷運転域では第１
吸気系路のみから混合気を燃焼室内ｔζ導入すること擾
こよって高スワールを発生させ燃焼の安定化を図るとと
もに、高速、高負荷運転域では第１の吸気系路と第２の
吸気系路の両方から混合気を燃焼室曹ζ導入することＩ
こよって吸入効率を高め得るようにしそれによって、燃
料経済性の向上と定常出力の向上とを■い次元で両立さ
せようとしたものでみる。As a prior art related to this rice internal combustion engine,
-56621 No. 1 As shown, the first intake system passage used in all load ranges including low speed and low load operating ranges is opened into the combustion chamber of each cylinder via the first intake valve.
The second intake system path, which is open only in the high load operating range, is connected to the second intake system path.
There is one that opens into the combustion chamber of each cylinder through an intake valve. However, in low-speed, low-load operating ranges, the lever is
Introducing the air-fuel mixture into the combustion chamber tζ only from the intake system path generates high swirl and stabilizes combustion, and in high-speed, high-load operating ranges, the first intake system path and the second intake system path Introducing the mixture from both the combustion chamber and the combustion chamber
This is an attempt to improve the intake efficiency and thereby achieve both improved fuel economy and steady output at a new level.
ところが、この種の内燃機関では、各燃焼室に多数の弁
を配置しなければならないため、その配設位置を不用意
に定めると各弁の弁径を十分に確保することが難しくな
ったり、スワールを発生させるｔコめに各吸気弁に連通
ずるボートの形状を非常ｌこ１Ｍｍなものｌこしなけれ
ばならな（なる等の問題がある。However, in this type of internal combustion engine, a large number of valves must be placed in each combustion chamber, so if the placement position is determined carelessly, it may be difficult to ensure a sufficient valve diameter for each valve. In order to generate swirl, the shape of the boat that communicates with each intake valve must be made extremely small (1 mm).
本発明は、このような事情に着目してなされたもので、
燃焼室ｌこ配置する各弁の開口面積を第１吸気弁、排気
弁、第２吸気弁の順１こ大きくなるよう１′ｃ、設定す
るととも１こ、クランク軸と平行な仮想分割線を境１こ
して前記燃焼室を第１領域と第２領域とに仮想分割し、
前記第１領域にａ′ｉｌｒ配第１吸配弁１吸気弁記第２
吸気弁とを設け、前記第２領域の１′１■記第１吸気弁
に対向する部位に前記排気弁を設けるととも＋Ｃ１前記
第２領域の前記第２吸気弁ｉこ対向する部位に前記点火
プラグを設けること暑こよって、前述した不都合を解消
することができるようにし１こ内燃機関を提供するもの
である。The present invention was made with attention to such circumstances, and
The opening area of each valve arranged in the combustion chamber is set to be 1'c larger in the order of the first intake valve, exhaust valve, and second intake valve, and a virtual dividing line parallel to the crankshaft is set. virtually dividing the combustion chamber into a first region and a second region,
A'ilr is disposed in the first region, first intake valve 1, intake valve 2nd
an intake valve, and the exhaust valve is provided in a portion of the second region opposite to the first intake valve marked 1'1; +C1 is provided in a portion of the second region opposite to the second intake valve i. It is an object of the present invention to provide an internal combustion engine in which the above-mentioned disadvantages caused by the provision of a spark plug can be overcome.
以下、本＝明の一実施例を図面を参照して説明する。Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
エアクリーナ１から取り入れた空気を気化器２１こ尋く
こと艮よって混合気を生成させ、この混合気を各気筒８
・・・の燃焼室４・・ム内へ導入するよう■こしている
。気化器２は、プライマリ−系２ａとセカンダリ−系２
ｂとを備えてなる２連形のもので、プライマリ−系２ａ
＋とは低負荷運転状態から開き始める第１スロツトル弁
５が設けであるとともに、セカンダリ−系２ｔｚこは、
高負荷運転領域で開成する第２スロツトル弁６が設けで
ある。また、前記各気筒３に、第１の吸気弁７と、この
第１の吸気弁７よりも大径な第２の吸気弁８とをそれぞ
れ設けている。第２の吸気弁８は、例えば、第８図に実
線ａで示すように、通常の４サイクルエンジンの吸気弁
（破線す参照）と略同様な態様で開閉するようｌこ設定
されている。また、第１の吸気弁７は、一点鎖線Ｃで示
すようｌこ、前記第２の吸気弁８よりも遅れて開成する
ととも昏こ、前記第２の吸気弁８と略同−あるいは、早
目の時期ｌこ閉成するようＥこ設定されている。そして
、前記第１スロツトル弁５を通過しｔこ混合気を前記第
１の吸気弁７・・・を介して各気筒８・・・の燃焼室４
・・・に供給するＴコめの第１吸気系路１１と、前記第
２スロツトル弁６を通過した混合気を前記第２の吸気弁
８・・・を介して各気筒８・・・の燃焼室４・−１ζ供
給するｔコめの第２吸気系路１２とを相互に独立させて
設けている。第１吸気系路１１は、各気筒８・・・に対
応させてシリンダヘッド１８に穿設した複数の第１吸気
ボート１４・・・と、前記気化器２のプフイマリー系２
ａを前記各第１吸気ボート１４・・・に連通させる第１
インテークマニホルド１５とから構成されている。まｔ
こ、第２吸気系路１２は、各気筒８・・・ｔｅ対応させ
てシリンダヘッド１８１こ穿没した複数の第２吸気ボー
ト１６・・・と、前記気化器２のセカンタリー系２ｂを
前記各第２吸気ボート１６・・・に連通させる第２イン
テークマニホルド１７とからＩＲ成されている。そして
、この第２吸気系路１２の各気筒８・・・に向う分岐通
路部、例えば、前記各第２吸気ボート１６・・・と前記
第２インテークマニホルド１７との接合部に逆止弁１８
・・・をそれぞれ介設している。逆止弁１８は、リード
°弁と称される構成のもので、第２スロツトル弁６側か
ら燃焼室４・・・側へ向う給気の流れのみを通過させ街
るよう覆ζ設定されている。また、前記各燃焼室４−１
こは、前記第１１第２の吸気弁７・・・、８・・・以外
に、一般的な開弁特性（第８図実線ｄ参照）を有した排
気弁１９・・・と、点火プラグ２１・・・とがそれぞれ
設けである。そして、前記各弁７．８．１９の開口面積
を第１吸気弁７、排気弁１９、第２吸気弁８の順Ｃζ太
き（なるように設定している。また、機関のクランク軸
（図示せず）と平行な仮想分割線ｌを境（こして前記燃
焼室４を第１領域人と第２領域ＢとＩこ仮想分割し、前
記第１領域Ａｌこ前記第１吸気弁７と前記第２吸気弁８
とを設け、前記第２領域Ｂの前記第１吸気弁７に対向す
る部位ｌζ前記１ノド気弁１９を設けるとともに、前記
第２領域Ｂの前記第２吸気弁８に対向する部位に前記点
火プラグ２１を設けている。具体的には、前記燃焼室４
を、前記仮想分割線ｌに対応する天井中央部を高くシた
ペントルーフ形のものにし、−万の天井斜面４ａ１こ１
Ｊ−１＋記第１１第２の吸気弁７．８を設けるとともに
、他方の天井斜面４ｂ＋こ前記排気弁１９と前記点火プ
ラグ２１とを設けている。The air taken in from the air cleaner 1 is passed through the carburetor 21 to generate a mixture, and this mixture is sent to each cylinder 8.
It is strained so that it is introduced into the combustion chamber 4... of .... The carburetor 2 has a primary system 2a and a secondary system 2.
It is a binary type consisting of a primary system 2a and a primary system 2a.
+ means that the first throttle valve 5 that starts opening from a low-load operating state is provided, and the secondary system 2tz is
A second throttle valve 6 is provided which opens in the high load operating range. Further, each cylinder 3 is provided with a first intake valve 7 and a second intake valve 8 having a larger diameter than the first intake valve 7. The second intake valve 8, for example, as shown by the solid line a in FIG. 8, is set to open and close in substantially the same manner as the intake valve of a normal four-stroke engine (see the broken line). Further, as shown by a dashed line C, the first intake valve 7 opens later than the second intake valve 8, or opens approximately the same time as the second intake valve 8, or opens earlier than the second intake valve 8. The eyes are set to close at the same time. Then, the air-fuel mixture passes through the first throttle valve 5 and is transferred to the combustion chamber 4 of each cylinder 8 via the first intake valve 7.
The air-fuel mixture that has passed through the first intake system passages 11 and the second throttle valve 6 is supplied to each cylinder 8 through the second intake valve 8. The second intake system passages 12 for supplying the combustion chamber 4 and -1ζ are provided independently from each other. The first intake system passage 11 includes a plurality of first intake boats 14 bored in the cylinder head 18 corresponding to each cylinder 8...
a into communication with each of the first intake boats 14...
It is composed of an intake manifold 15. Yes
The second intake system passage 12 includes a plurality of second intake boats 16 bored into the cylinder head 181 corresponding to each cylinder 8...te, and a secondary system 2b of the carburetor 2 connected to each of the cylinders 8...te. The IR includes a second intake manifold 17 that communicates with the second intake boat 16 . A check valve 18 is installed at a branch passage portion of the second intake system path 12 toward each cylinder 8, for example, at a joint portion between each of the second intake boats 16 and the second intake manifold 17.
... are interposed respectively. The check valve 18 has a structure called a reed valve, and is set to be closed so that only the flow of supply air from the second throttle valve 6 side toward the combustion chamber 4 side passes through. There is. Moreover, each combustion chamber 4-1
In addition to the eleventh second intake valves 7..., 8..., this includes exhaust valves 19... having general valve opening characteristics (see solid line d in Figure 8), and a spark plug. 21... are provided respectively. The opening areas of each of the valves 7, 8, and 19 are set so that the first intake valve 7, the exhaust valve 19, and the second intake valve 8 are thicker in the order of Cζ. (not shown), the combustion chamber 4 is virtually divided into a first area and a second area B, and the first area Al is divided into the first intake valve 7. Said second intake valve 8
and the first intake valve 19 is provided at a portion lζ opposite the first intake valve 7 in the second region B, and the ignition valve 19 is provided at a portion opposite the second intake valve 8 in the second region B. A plug 21 is provided. Specifically, the combustion chamber 4
is made into a pent-roof type with a high central part of the ceiling corresponding to the virtual dividing line l, and the ceiling slope 4a1 is 4a1.
A second intake valve 7.8 is provided on the other ceiling slope 4b, and the exhaust valve 19 and the spark plug 21 are provided on the other ceiling slope 4b.
このような構成のものであれば、低負荷運転時には、気
化器２の第２スロツトル弁６が閉じているので、第１ス
ロツトル弁５を通過した混合気のみが第１吸気通路１１
を通して第１吸気弁７・・・へ導びかれ、該第１吸気弁
７・・・を介して各気筒３・・・の燃焼室４・・・円Ｉ
こ導入される。−万１、高負荷運転時１こは、第１スロ
ツトル弁５と第２スロツトル弁６が共Ｉζ開成するため
、第１スロツトル弁５を通過した混合気が第１吸気弁７
・・・を介して燃焼室４・・・へ供給されるとともに、
第２スロットル弁６８−通過した混合気が逆止弁１８・
・・を通して第２吸気弁８・・・へ導びかれ該第２吸気
弁８・・・を介して前記燃焼室４へ供給される。With such a configuration, the second throttle valve 6 of the carburetor 2 is closed during low-load operation, so only the air-fuel mixture that has passed through the first throttle valve 5 flows into the first intake passage 11.
through the combustion chamber 4 of each cylinder 3 through the first intake valve 7.
This will be introduced. - In the unlikely event that the first throttle valve 5 and the second throttle valve 6 are both opened during high-load operation, the air-fuel mixture that has passed through the first throttle valve 5 will be transferred to the first intake valve 7.
... is supplied to the combustion chamber 4... via...
The second throttle valve 68 - the air-fuel mixture that has passed through the check valve 18
... to the second intake valve 8, and is supplied to the combustion chamber 4 via the second intake valve 8.
このようｌこして、吸気態様が負荷Ｊこ応じて制御され
るわけであるが、本発明では、燃焼室４をクランク軸と
平行な仮想分割線ｌを境Ｉこして第１領域Ａと第２領域
Ｂとに仮想分割し、前記第１領域Ａｔｃ、最も小さい弁
である第１吸気弁７と最も大きい弁である第２吸気弁８
と８−設け、前記第２領域Ｂの前記第１吸気弁７１こ対
向する部位に中間的な大きさの弁でみる排気弁１９を配
置するとともにｍ ｆｆ１ｌ記第２領域Ｂの前記第２吸
気弁８に対向する部位普こ前記第１吸気弁７よりも小さ
い点火プラグ２１を設けている。そのため、燃焼室４の
天井部のスペースを大小のめるものを交互に組合すこと
によって有効に利用することができる。したがって、各
弁７．８１．１９の径を最大限大きく設定することが可
能となる。また、このことは、各弁７．８．１９の径が
一定の値ｌζ定められている場合ｌこは、弁配置部分の
コンパクト化を図ることができるということを意味して
いるものであり、特に燃焼室４がベントルーフ形のもの
である場合ｉこは、その天井部の傾斜を緩くして吸気弁
７．８の弁軸７ａ、８ａと排気弁１９の弁軸１９Ｂとの
なすＶ形角を狭くすることができ、シリンダヘッド部分
の小形化を図ることが可能となる。また、このような構
成によれは、第１吸気弁７に連通ずる第１吸気ボート１
４をほぼストレート１ζ構成した状態でシリンダ内に強
スワールを発生させることができるので、曳雑な形状の
スワールボートを用いてスワールを生成させる場合（ζ
比べて吸気抵抗を少なくすることができる。そのため、
低速運転時の吸気効率を向上させることができる。また
、かかる弁配置によれば、第１吸気弁７から燃焼室４内
ｔこ導入される液状燃料が両温化した排気弁１９ｔこ触
れ易く、特１コ、燃焼室４がペントル−フ形である場合
にはその傾向が看しい。そのｔこめ、低速低負荷運転時
Ｉζは、燃料の気化が促進され、燃焼の安定化を図るこ
とが可能となる。また、低速、高負荷運転時においては
、液状燃料により排気弁１９周辺の冷却が促されるため
、ノッキングを有効に防止することができる。そのため
、圧縮比を高め、熱効率を向上させることが可能となる
。In this way, the intake mode is controlled according to the load J. However, in the present invention, the combustion chamber 4 is divided into the first region A and the first region A by crossing the virtual dividing line parallel to the crankshaft. Virtually divided into two regions B, the first region Atc, the first intake valve 7 which is the smallest valve, and the second intake valve 8 which is the largest valve.
and an exhaust valve 19 of an intermediate size is disposed at a portion opposite to the first intake valve 71 of the second region B, and the second intake valve of the second region B is arranged. An ignition plug 21 smaller than the first intake valve 7 is provided at a portion facing the valve 8 . Therefore, the space on the ceiling of the combustion chamber 4 can be effectively utilized by alternately combining different sizes. Therefore, it is possible to set the diameter of each valve 7.81.19 to be as large as possible. This also means that if the diameter of each valve 7.8.19 is set to a constant value lζ, it is possible to make the valve arrangement part more compact. In particular, when the combustion chamber 4 is of a vent roof type, the slope of the ceiling is made gentler to reduce the V formed by the valve shafts 7a, 8a of the intake valves 7.8 and the valve shaft 19B of the exhaust valve 19. The shape angle can be narrowed, and the cylinder head portion can be made smaller. Further, due to such a configuration, the first intake boat 1 communicating with the first intake valve 7
It is possible to generate a strong swirl inside the cylinder with the almost straight 1ζ configuration of the 4.
Compared to this, the intake resistance can be reduced. Therefore,
Intake efficiency during low-speed operation can be improved. Moreover, according to this valve arrangement, the liquid fuel introduced into the combustion chamber 4 from the first intake valve 7 can easily touch the exhaust valve 19t, which is heated to both temperatures. If so, the trend is encouraging. After that, during low-speed, low-load operation Iζ, fuel vaporization is promoted, making it possible to stabilize combustion. Furthermore, during low-speed, high-load operation, cooling around the exhaust valve 19 is promoted by the liquid fuel, so knocking can be effectively prevented. Therefore, it is possible to increase the compression ratio and improve thermal efficiency.
なお、燃焼室の形状は−ぐントルーフ形１こ限られない
のは勿論でゐるが、ｌクントルーフ形の場合には、本発
明の適用１こよりシリンダヘッド部分の大幅なコンパク
ト化が図れるという効果が得られよ１コ、６■述したよ
うに、燃料の気化性状の改善やノッキングの防止を効果
的に行なうことができる。The shape of the combustion chamber is, of course, not limited to the -guntloof type, but in the case of the l-kundloof type, the effect that the cylinder head portion can be made significantly more compact by applying the present invention is that As mentioned above, it is possible to effectively improve the vaporization properties of the fuel and prevent knocking.
本発明は、以上のような構成でｉ）るため、次のような
効果がある。Since the present invention has the above configuration i), it has the following effects.
まず、低速、低負荷運転域では第１吸気弁のみから混合
気を燃焼基円ｌζ導入すること１ζよって高スワールを
発生させ燃焼の安定化を図るとともに、比較的吸入空気
祉の多い運転域では第１の吸気弁と第２吸気弁の両方か
ら混合気を燃焼室ｌこ導入すること１こよって、吸入効
率を高め得るようにしているので、燃料経済性と定常出
力とを共１ζ高めることができる。First, in low-speed, low-load operating ranges, the mixture is introduced from only the first intake valve to generate a high swirl to stabilize combustion, and in operating ranges with relatively high intake air flow, By introducing the air-fuel mixture into the combustion chamber from both the first intake valve and the second intake valve, it is possible to increase the intake efficiency, thereby increasing both fuel economy and steady output by 1ζ. I can do it.
、しかも、第１吸気弁と第２吸気弁と排気弁との間に、
上述した効果を（するのに最適な犬、小関係を持たせる
とともｆζ、これら各弁と点火プラグとを大小のものが
交互に組み合うように配置しているので、各吸気弁およ
び排気弁の大径化または弁配置１な部のコンパクト化を
図ることができる。, Moreover, between the first intake valve, the second intake valve, and the exhaust valve,
In order to achieve the above-mentioned effect, the valves and the spark plugs are arranged so that the large and small ones are combined with each other alternately, so that each intake valve and exhaust valve The diameter of the valve can be increased or the valve arrangement can be made more compact.
まｔこ、第１吸気弁に連１１合する吸気ボートなストレ
ート■こ構成した状態でシリンダ内に強力なスワールを
発生させることができるような弁配置にしているので、
復雑な形状のスワールボートを有したもの−こ比へて吸
気抵抗を少なくすることができ、特に、低速運転時の吸
気効率を向上させることができる。The valve arrangement is such that a strong swirl can be generated in the cylinder with a straight intake boat connected to the first intake valve.
Compared to the one having a swirl boat having a complicated shape, intake resistance can be reduced, and intake efficiency can be particularly improved during low-speed operation.
図面は、本発明の一実施例を示し、第１図は原理説明図
、第２図は概略平面図、第８図は吸気弁および排気弁の
開弁時期を示す図、第４図は弁の配設位置を説明するた
めの模式平面図である。
４・・・燃焼室 ７・・・第１吸気弁８・・・第２吸
気弁 １９・・・排気弁２１・・・点火プラグ ｌ
・・・仮想分割線ム・・・第１領域 Ｂ・・・第２領
域代理人 弁理士 赤澤−博
第１図
ｖＩ３図
第４図The drawings show an embodiment of the present invention; FIG. 1 is a diagram explaining the principle, FIG. 2 is a schematic plan view, FIG. 8 is a diagram showing the opening timing of the intake valve and exhaust valve, and FIG. 4 is a diagram showing the valve opening timing. FIG. 4... Combustion chamber 7... First intake valve 8... Second intake valve 19... Exhaust valve 21... Spark plug l
...Imaginary dividing line M...First area B...Second area Agent Patent attorney Hiroshi Akazawa Figure 1 vI3 Figure 4
Claims (2)
気弁と、排気弁と、点火プラグとを燃焼室内Ｉｒ−備え
た内燃機関（ζおいて、前記各弁の開口面積を第１吸気
弁、排気弁、第２吸気弁の順１こ大きくなるようｌこ設
定するとともｌζ、クランク軸と平行な仮想分割線を境
艮して前記燃焼室を第１領域と第２領域とに仮想分割し
、ｍ前記第１領域に前記第１吸気弁と前記第２吸気弁と
を設け、前記第２領域の前記第１吸気弁に対向する部位
Ｆζ前記排気弁を設けるとともＩこ、前記第２領域の前
記第２吸気弁Ｉζ対向する部位１ζ前記点火ブッグを設
けたことを特徴とする内燃機関。(1) An internal combustion engine equipped with a first intake valve for low speed, a second intake valve for high speed, an exhaust valve, and a spark plug in the combustion chamber (in ζ, the opening area of each valve is The first intake valve, the exhaust valve, and the second intake valve are set so that they become larger in the order of 1, and the combustion chamber is divided into the first region and the second region by dividing an imaginary dividing line parallel to the crankshaft. m, the first region is provided with the first intake valve and the second intake valve, and the second region is provided with the exhaust valve F, which faces the first intake valve. An internal combustion engine characterized in that the ignition bag is provided at a portion 1ζ opposite the second intake valve Iζ in the second region.
あることを特徴とする特許請求の範囲第１項記載の内燃
機関。(2) The internal combustion engine according to claim 1, wherein the combustion chamber ff1l is of a vent roof type.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57219702A JPS59108822A (en) | 1982-12-14 | 1982-12-14 | Internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57219702A JPS59108822A (en) | 1982-12-14 | 1982-12-14 | Internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS59108822A true JPS59108822A (en) | 1984-06-23 |
Family
ID=16739622
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57219702A Pending JPS59108822A (en) | 1982-12-14 | 1982-12-14 | Internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59108822A (en) |
-
1982
- 1982-12-14 JP JP57219702A patent/JPS59108822A/en active Pending
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