JPS5970834A - Intake device of rotary piston engine - Google Patents

Abstract

PURPOSE:To improve the output of an engine by simple constitution without causing any necessity for a supercharger or the like, by propagating a compression wave, generated when intake ports in one cylinder are opened,and a secondary pulsating wave, generated due to a start of intake, to intake ports immediately before their full closing in the other cylinder when the two-cylinder engine of side intake port type is driven at a high speed. CONSTITUTION:When an engine is driven at a high speed, a compression wave, generated in a passage 18b when intake ports 3a, 3b of, for instance, a cylinder 1B are opened, is propagated to intake ports 3a, 3b immediately before their full closing and operated with a 180 deg. phase difference in a cylinder 1A via a passage in an accurate length between the intake ports of the both cylinders. Simultaneously, an expansion wave, generated in a passage 18a due to a start of intake of the cylinder 1A, is propagated to the intake ports 3a, 3b immediately before their full closing in the cylinder 1A by repeating inversion and reflection through a passage in an adequate length between the intake ports and an expansion chamber 23. Similarly, a compression wave, generated in the cylinder 1A, and a secondary pulsating wave, generated in the cylinder 1B by its own action, are propagated to also the cylinder 1B, and a supercharge is performed, thus capable of simplifying construction of the engine.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an intake system for a rotary piston engine, and in particular for a side-intake boat type two-cylinder rotary piston engine, the present invention utilizes intake pressure waves generated in the intake passage to reduce the engine's high load. This relates to a device that obtains a supercharging effect during rotation (3 times).

Generally, side intake boat type two-cylinder rotary vis I-
The engine has a two-section trochoidal inner peripheral surface and is located on both sides of the TC rotor housing.

A substantially triangular rotor is supported by an eccentric L-link shaft and rotates planetarily within a casing formed by an intake passage and a side housing provided with an intake boat, and each cylinder There is a type C in which the rotor has a phase difference of 180° at the rotation angle of the eccentric left, and while maintaining the above 180° phase difference between the inner cylinders, intake, compression, explosion, expansion and Each exhaust stroke is performed sequentially.

By the way, it is well known that conventionally, in such a rotary piston engine, a supercharger is installed in the intake passage to supercharge the intake air, thereby increasing charging efficiency and improving output. Because of the aircraft equipment, the structure required a lot of work and costs increased.

Conventionally, as a technique for increasing the supercharging effect by using intake pressure/waves, as disclosed in Japanese Utility Model Publication No. 45-2321, in a single-cylinder rotary revitalization engine, the intake pipe is Divided into two passages with different speeds, each with a separate intake bow 1, the two intake passages are used at high engine speeds, and the intake passage with a slower closing position is closed at low engine speeds. By closing the intake air early, the system utilizes the supercharging effect caused by the intake air blockage at the maximum intake pressure, which is a function of the phase law of the intake pipe and the engine speed, over a wide range of engine speeds. A method has been proposed in which a suitable filling efficiency is obtained. However, this one is compatible with a single cylinder rotary vis-one engine,
It is not clear how to utilize the intake pressure waves generated in the intake passage, and the effect of the second structure is not clear, so it cannot be put to practical use immediately. Moreover, since Peribeau 1- is used as the intake boat, the intake boat communicates with the exhaust working chamber before the intake working chamber closes, and a supercharging effect can be obtained by blowing back exhaust gas from the exhaust working chamber. In particular, in recent commercial vehicles, the engine exhaust pressure has been increased to reduce noise and purify exhaust gas, and at high speeds and high loads, a normal engine has a pressure of 400 to 600 mml-1.
In the engine, the pressure is more than 1,000,100 O, and no improvement in charging efficiency can be expected by the Veriveau 1 method.

Therefore, the present inventors studied the intake characteristics of the side intake port in a rotary piston engine and found that (1) At the time of intake bow 1 - frontage, the intake air is compressed by the pressure of the residual exhaust gas in the working chamber, and the intake air is compressed in the intake passage. Compression waves are generated in the intake boat portion of the engine (n) It has been found that expansion waves are generated in the intake passage when the intake boat starts to intake air. From this, the above (+) in one cylinder
If the compression wave is applied to the intake boat of the other cylinder, especially just before full opening when intake air blowback occurs, an effective supercharging effect can be obtained at high engine load and high rotation speeds where output is required (hereinafter referred to as exhaust interference effect). ), and if the expansion wave in (i) above in each cylinder is reversed into a compression wave and applied to the intake bow 1 just before the cylinder is fully closed, it will also be effective when the engine is under high load and at high rotation speeds. They discovered that a supercharging effect can be obtained (hereinafter referred to as the intake-specific pulsation effect). In particular, among these, the exhaust interference effect has recently been introduced into the engine exhaust system using Ffl! for exhaust purification. ! The effect is remarkable because the m device is interposed and the 1 pressure is set high. Note that, unlike the side intake bow h, in the case of a peripheral intake boat in which the intake passage opens and covers the rotor housing, the intake bow 1- always opens into the working chamber, so the above-mentioned exhaust interference effect does not occur.

In other words, the present invention provides a lead intake port as described above.
In the two-cylinder rotary piston engine of the formula, the opening period of the intake boat, the position of the expansion chamber for communicating the intake passages of each cylinder and reversing expansion waves into compression waves, the length of the passage between the intake ports of both cylinders, And by appropriately setting the passage length from the expansion chamber to the intake boat of each cylinder,
When the engine rotates at a high speed of 7,000 rpm, supercharging is performed using the exhaust interference effect and the intake air pulsation effect, allowing for an extremely simple configuration with a slight design change to the existing intake system without using a supercharger etc. The purpose of this is to improve the engine's power output by increasing the charging efficiency when the engine is under high load and rotating at high speeds.

In order to achieve this object, the structure of the present invention is formed by a rotor housing having a two-bar trochoidal inner circumferential surface, and a side housing having intake boats located on both sides of the rotor housing and having intake passages opening therein. A two-cylinder rotary piston engine in which a roughly triangular rotor is supported by an eccentric shaft and performs planetary rotation inside a casing, and each rotor has a phase difference of 180° at the rotation angle of the eccentric shaft. In the following, a. The opening period θ of the intake boat is set in the range of 300 to 320 degrees based on the rotation angle of the eccentric shaft, and an enlarged chamber having a communication passage that communicates the intake passages of each cylinder downstream of the throttle valve is provided. C1 The length L of the passage between the intake boats of both cylinders formed by the communication passage and the intake passage downstream thereof is 0.82 to 1.
．． The length of the intake passage from the enlarged chamber to the intake bow 1 of each cylinder is set to be 0.41 to 0.63. When the engine is running at a high speed of 5000 to 70001'1), the compression wave generated in the intake passage when the intake bow of one cylinder is opened is transmitted through the communication passage just before the cylinder in use is fully opened. At the same time, the expansion wave generated in the intake passage by the start of intake of the intake boat of each cylinder is reversed and reflected in the expansion chamber, and the compression wave secondary pulsating wave is transmitted to the intake bow 1~ of each cylinder. Supercharging is carried out by propagating the air to the intake boat just before full opening, and the interaction between the exhaust interference effect between the cylinders and the individual pulsation effect of each cylinder's own intake air causes supercharging to occur during high engine loads and high rotations. full of
It is designed to significantly increase efficiency.

Here at J3, 500 at the time of high engine speed mentioned above.
Since the maximum output J3 and maximum speed are set within this range, the limit of 0 to 7000 rpm is a high-load, high-speed engine operating state, and is an effective range for improving charging efficiency and output. It depends on the situation.

In addition, the upper limit of the intake boat opening period θ in 1. setting a is 320° to prevent communication between the preceding working chamber and the succeeding working chamber via the side intake boat. The opening period due to the side seal is approximately 40' longer than the actual opening period, and in order to avoid overlapping of the side seal opening period, it is necessary to provide an interval of 40' or more between them. By suppressing the distance between IFi ports t' and JJ to less than this, the minute gap (usually 200
This prevents communication between the intake working chamber and the subsequent exhaust working chamber through the ignition (approximately μ), and prevents exhaust gas from being brought into the intake working chamber during low rotation and low load conditions such as in idle links.
L: It is possible to ensure stable combustion. On the other hand, the lower limit of the equation (I) and (
According to the formula I[>, θ≧300°.

In addition, in setting the downstream position of the throttle valve of the expansion chamber with the communication passage in setting item 1) above, the presence of the thrower 1 hell valve acts as resistance to the propagation of pressure waves (compression waves and expansion waves), so it should be avoided. This is to reduce the attenuation of pressure waves and propagate them effectively.

Furthermore, the length of the passage between the intake boats of the rain cylinder in setting item C above was set to examine the exhaust interference effect, and L = (θ-180-01) x (60/36ON )Xc... is the value determined from the formula (I). That is, in the above formula, θ
is θ-300 to 320° during the intake boat frontage period,
180° is the phase difference between both cylinders, and θ0 is the ineffective period, which is the period from the intake boat opening until the compression wave is substantially generated, and the period when the opening compression wave is used to effectively perform supercharging. The sum of the period from the time immediately before full opening to the time from the time immediately before full opening to full opening, which propagates the intake bow 1, is approximately 20'. Therefore (
.theta.-180-.theta.0) represents the rotation angle of the electric engine 1 to the pump left required from generation of a compression wave at one intake boat to propagation to the other intake boat 1. Also, N is the engine rotation speed, N = 5000 to 7ooorpmr,
60/36ON represents the time (seconds) required to rotate 1°. Further, C is the propagation velocity (sonic speed) of the compression wave, and is 20° CT''C=343 m/s. From these values, -0°82 to 1.37711.

Furthermore, the passage length 91 between the enlarged chamber and the intake bow 1 to which of each cylinder in the setting item d above is set to obtain the unique intake pulsation effect on the secondary pulsation wave. , 91-(θ-θ+)'X60/36ONxcX1/2
Z is a value determined from the formula (IF'). In other words, in the -F clocus, the intake port opening period θ is -300 to 320°, and θ1 is the period from the intake boat frontage until the expansion wave is generated, and the secondary compression wave which is the inversion of the expansion wave. An invalid period that is the sum of the period from when the intake port is fully opened to when the pulsating wave is propagated, and is 0.
One wave is 100 degrees, and therefore (θ-01) represents the rotation angle of the eccentric shirt 1 required from the generation of the expansion wave to the propagation of the secondary pulsation wave of the compression wave. In addition, at engine speed N=5000 to 70QQrpn+, the above (I>
Similar to the formula, 60/36 ON represents the time (seconds) required to rotate 1 degree.

In addition, the propagation speed of the pressure wave c = 343 m / s (2
0°C). Furthermore, since l is the positive order of the pulsating wave and uses the secondary pulsation, Z=2, and 1/21 represents the reciprocal of the stroke of the secondary pulsation going back and forth twice. From these values, Jζ becomes N+=0.4'l to 0.63m.

Here, in the present invention, the reason why secondary pulsation is used to obtain the intake-specific pulsation effect is that while primary pulsation has the above-mentioned effect, the passage length 1 becomes too long, and 2 The length is twice as long as in the case of next pulsation, which makes it difficult to mount on a vehicle.
It also tends to increase intake resistance. On the other hand, for tertiary pulsation, the path length pl is shortened to 2/3 of that for secondary pulsation, but on the other hand, the effect is approximately 15 to 25
% is low, and the intake resistance does not change much.

For this reason, the purpose is to effectively exhibit the intake-specific pulsation effect while making the passage length ρ1 as short as possible.

Furthermore, in equations (i) and (II), the influence of the flow of intake air on the propagation of pressure waves is ignored. This is because the flow velocity is small when converted to the velocity of sound, and causes almost no change in the length of the intake passage.

Hereinafter, the present invention will be explained in detail based on embodiments shown in the drawings.

In Fig. 1 d3 and Fig. 2, 1A and 1B are the first and second cylinders in a two-cylinder rotary piston engine with a size 1z intake bow 1 set, and each cylinder 1△
, 1B each include a rotor housing 2 having a two-bar trochoidal inner peripheral surface 2a, and side housings 4, 4 located on both sides thereof and having low-load and high-load intake ports 3a and 3b. Inside the formed casing 5, a substantially triangular rotor 6 is supported by the eccentric shaft 1 at 7 and performs planetary rotation, and the rotor 6.6 of each cylinder IA, 1B rotates around the rotation angle of the eccentric shaft 1-7. 1
With a phase difference of 80°, the inside of the casing 5 is divided into three working chambers of 8° 8.8° as each rotor 6 rotates,
The intake, compression, explosion, expansion, and exhaust strokes are sequentially performed in each cylinder 1A and IB with a phase difference of 130°. In addition, 9 is the exhaust bow 1-110 opened in the rotor housing 2 in each cylinder 1A, IB, and 11 is the leading side and trailing side spark plug, 12 is the lead seal attached to the side of the rotor 6, and 13 is the rotor 6 Apex seals 14 are attached to the top of the rotor 6, and corner seals 14 are attached to both sides of the top of the rotor 6.

A rotary valve 15 for variably controlling the opening area of the high-load intake boat 3b is disposed near the high-load intake boat 3b of each cylinder IA, IB. An actuator 16 consisting of a diaphragm device that controls the operation of the rotary valve 15 is connected (
The opening area of the high-load intake boat 3b is variably controlled according to the engine exhaust pressure, and the opening area of the high-load intake boat 3b is adjusted to 400 O when the engine is under high load.
The opening area of the high-load intake port 3b is fully opened at rpm or higher. Moreover, each cylinder 1A mentioned above.

IB low load and high load intake ports 3a.

3b is opened and closed by J: on the side of the rotor 6, and when the engine is under high load and at high revolutions (at high engine revolutions of 5,000 to 7,000 ppm), it is d5. 300 at a rotation angle of
It is set in the range of ~320°.

On the other hand, 17 is ■Acrina, and 18 is both cylinders 1A.

1B, the main intake passage 18 is provided with one air flow meter for detecting the amount of intake air and a throttle valve 20 downstream thereof for controlling the amount of intake air. has been done.

The main intake passage 18 has first and second intake passages 1 of equal length.
The intake ports 8a and 18b are connected to the working chambers 8 of the cylinders 1Δ and 1B via the low-load and high-load intake ports 3a and 3b of the cylinders IA and B, respectively. Further, the first and second intake passages 18a and 18b are filled with combustion I injection 1! according to the output of the air flow meter 19, respectively. K
Solenoid valve type fuel injection nozzle that controls Ifn 21.21
is installed.

The branch part of the main intake passage 18 is located downstream of the throttle valve 20, and the branch part is located downstream of the first intake passage 18a.
It is constituted by an enlarged chamber 23 on the right side of a communication passage 22 which communicates with the second intake passage 18b. The passage area of the communication passage 22 is set such that the pressure wave (compression wave due to exhaust interference effect) is transmitted to the cylinder 1 with reduced attenuation. It is set to be equal to or larger than the minimum (m) road area of the second intake passages 18a, 18b. In addition, the volume of the expansion chamber 23 is 0.5 to 2 times the engine displacement (in the case where two systems of intake boats 3a and 3b for low load and high load are provided, 1 - 1 tal). ) is set to J3, 0.5
Is there an effect of reversal of the expansion wave to the compression wave below the double? ! On the other hand, at IS of 2 or more, the pressure waves are diffused and the unique pulsation effect of the intake air is significantly reduced. Further, the expansion chamber 23 functions as a surge tank for intake air during transient operation such as during acceleration or deceleration of the engine,
This ensures good fuel response.

Further, the intake boat 3a of both cylinders 1Δ, 1[3.

31) and 3a, 3b is the communication path 2.
2 passage length 92 and the first and second passage lengths downstream of the communication passage 22.
The length of each passage in intake passage 1 ('3a and 18b is 91.91) is lengthened (L = 924-291), and the passage length is the same as above based on the engine high rotation of 5000 to 7000 rpm. <I) Formula % Formula % ) ( is set to . In this case, the above passage length Q + J
'3 and 92 respectively take the center height of each passage.

In addition, the above 1. Passage length 91 of the second intake passages 18a, 18b, that is, each intake passage 18a.

The passage length ρ1 from the opening end face to the expansion chamber 23 of 181) to the opening to the working chamber 8 (low-load and high-load intake ports 3a, 3h) is based on the engine high speed of 5000 to 7000 ppm. From the above formula (I[), 9, + − (− (300 to 320) − 100))
/360X (5000~7000)X343X1/2
X2 ~0.41~0.63 (set to mj.

In FIG. 2, 24 is an exhaust passage connected to the exhaust port 1-9, and 25 is a catalyst device interposed in the middle of the exhaust passage 24.
(not shown) is an enlarged manifold for exhaust gas purification.

Next, the effect will be explained with reference to Fig. 3.When the engine rotates at a high speed of 5000 to 7000 rpm, which requires high output,
Intake balls 1 to 3a of one cylinder, for example, the second cylinder 1B,
The opening compression wave generated in the second intake passage 18b when 3b is opened increases the passage length L between the intake boats 3a, 3b and 3a, 3b of both cylinders 1A and IB to the above 5000 to 70 mm.
The above (I
> By setting the range to 0.82 to 1.37 m using the formula, the first intake passage with a phase difference of 180° is
It is propagated to the intake boats 3a and 3b just before the cylinder 1Δ is fully opened. At the same time, in the first cylinder 1△, an expansion wave generated in the first intake passage 18a due to the start of intake from the intake boats 3a, 3b spreads along the path length between the intake boats 3a, 3b and the expansion chamber 23. Sa Il + 5000-7000
By setting the range to 0.41 to 0.63 m using the above formula (II) based on the high engine speed of rpm, the first intake passage 18a → expanded air 23 (inverted reflection in compression wave) →
First intake passage 18a-+Intake bow 1-3a, 3b (inversion layer IJII for expansion waves) → First intake passage 18a → Expansion chamber 23 (inversion layer 9A for compression waves) → Compression via the first intake passage 18a The wave is propagated as a secondary pulsating compression wave to the intake boats 3a and 3b of the first cylinder 1Δ just before full opening. the result,
Due to the opening compression wave and the secondary pulsating compression wave, the intake boat 3a of the first cylinder 1A is just before the intake is fully opened.

3b into the working chamber 8 to perform supercharging. Similarly, in the second cylinder 1B, the opening compression wave from the first cylinder 1A and the second pulsating compression wave of the second cylinder 1B itself are propagated to the intake boats 3a and 3b just before full opening, and supercharging is performed. be exposed.

Therefore, in each cylinder 1'A, 1B, due to the supercharging effect due to the exhaust interference effect and the intake individual pulsation effect on the intake boats t-3a, 3b just before full opening,
As shown in Figure 4, when the engine is under high load and at high rotation speeds (500
The charging efficiency in the range from 0 to 7000 rpm is significantly increased, and the output can be greatly improved. In addition, in Fig. 4, in contrast to the case where the intake passages of each cylinder are made independent to obtain only the second-order intake pulsation effect with reference to 6000 rpm (as shown by the broken line), in addition to this, 6000 r.p.m.
The output torque characteristics of the engine are shown when the exhaust interference effect is obtained (indicated by a solid line) using pm as the base i1t.

Further, since the expansion chamber 23 having the communication passage 22 is located downstream of the throttle valve 20, the pressure waves are not attenuated by the throttle valve 1 to the throttle valve 20, and the exhaust interference effect and intake pulsation occur. The effect can be effectively exhibited, and the supercharging effect can be ensured.

In addition, the supercharging effect due to the exhaust interference effect and the intake individual pulsation effect is as follows:
During the opening period, the first intake passage 18a and the second intake passage 18b
The position of the expansion chamber 23 having the communication passage 22 communicating with both cylinders 1A and 1B (7) and the intake boats 3a and 3b.
,! :: Passage length L between the expansion chamber 23 and the intake boats 3a and 3b J: Passage length p between the expansion chamber 23 and the intake boats 3a and 3b
This can be achieved by setting l as described above, and since a supercharger or the like is not required, only a slight design change to the existing intake system is required, and the structure is extremely simple, making it easy and inexpensive. It is possible to simplify the structure and reduce costs to a large extent of 1J.

Roughly speaking, in FIG. 3, the compression wave generated by the inertia of intake air when the intake boats 3a and 3b are closed in each cylinder 1Δ, 113 is transferred from one cylinder 1Δ (1B) to the other cylinder. 1B (1Δ) is propagated to the intake bows 1-3a and 3b immediately before full opening (before the propagation of the compression wave at the time of opening mentioned above) to perform supercharging (referred to as the intake inertia effect), which further increases the It is possible to improve the output.

It should be noted that the present invention is not limited to the above-mentioned embodiments, but also includes various other modifications. For example, in the above embodiment, an example was shown in which the present invention was applied to a fuel injection type rotary piston engine, but it goes without saying that the present invention can also be applied to a carburetor type engine. However, in the case of the fuel injection type, by providing the combustion 1 injection nozzle 21 in the intake passages 18a, 18b downstream of the communication passage 22 (enlarged chamber 23) as in the above embodiment, the passage length of the intake passages 18a, 18b can be increased. This is preferable because deterioration in fuel responsiveness due to an increase in ρ1 can be prevented.

In addition, although the embodiment described above has one intake system having one intake passage 18a, 18b for each cylinder 1A, 1B, another intake passage separate from these is provided. When using two systems, it is sufficient to set 4 so that one or both of them can obtain the exhaust interference effect and the intake air unique pulsation effect, and the object of the present invention can be fully achieved. However, if there are two systems and the opening timings of each intake port are different, it is very effective to set the opening timing to the later opening timing.

In addition, in order to improve charging efficiency, it is preferable to set the opening timing of the intake boat of each cylinder to a W! range of 30 to 60'' at the rotation angle of the eccentric shaft after top dead center.

In addition, setting the intake/exhaust overlap period to a range of 0 to 20 degrees in terms of the rotation angle of the eccentric shaft improves charging efficiency and reduces the amount of illusion gas brought in to prevent misfires at low engine loads. This is preferable because it can prevent.

As explained above, according to the present invention, in a side intake bow type two-cylinder rotary rev engine,
When the engine rotates at a high speed of 5000 to 7000 rpm, the compression wave generated when the intake boat of one cylinder opens is propagated to the intake bowl 1- of the other cylinder just before it is fully opened, and at the same time, the compression wave generated when the intake boat of one cylinder is opened is propagated to the intake boat 1- of the other cylinder when the intake starts. The secondary pulsating wave of the compression wave, which is the inversion of the generated pulsating wave, is propagated to the intake bow 1- of each cylinder just before full opening, and the supercharging effect is obtained by the exhaust interference effect and the intake unique pulsating effect. With an extremely simple configuration made by making slight design changes to the existing intake system without using a supercharger, it is possible to significantly increase the charging efficiency at high engine loads and high rotations, and to increase the output by a large 11%. Therefore, it greatly contributes to easy and effective implementation of engine output improvement measures and cost reduction.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, and FIG. 1 is an overall explanatory diagram, FIG. 2 is an overall schematic configuration diagram, FIG. 3 is an explanatory diagram showing the intake stroke of the first and second cylinders, and FIG. 4 is an illustration of the main body. It is a graph showing output torque characteristics according to the invention. 1Δ...1st cylinder, 1B...2nd cylinder, 2...rotor housing, 2a...2-section trochoid inner peripheral surface,
3a...Low load intake bow 1~. 3b... High load intake boat, 4... Side housing, 5... Casing, 6... Rotor, 7... Eccentric shaft, 18... Main intake passage, 18. l...First intake passage, 18b... Second intake passage, 20... Throttle valve, 22... Communication passage, 23... Expansion chamber. 11

Claims (1)

[Claims] (1) A substantially triangular rotor runs inside a casing formed by a rotor housing with a two-bar trochoidal inner circumferential portion and a side housing with intake boats located on both sides of the rotor housing with an intake passageway opening. In a two-cylinder rotary piston engine that is supported by an eccentric shaft and undergoes 'M-star rotational motion, and each rotor has a phase difference of 1806 at the rotation angle of the eccentric shaft, a. Opening period of the intake boat. B. Setting the rotation angle of the eccentric shaft in the range of 270 to 32 degrees; b. Providing an enlarged chamber having a communication passage that connects the intake passages of each cylinder downstream of the throttle valve; The length of the passage between the intake boats of the rain cylinder formed by the downstream intake passage is 0.82 to 1.
Under the conditions that the length of the intake passage from the expansion chamber to the intake port 1 of each cylinder is set to be 0.41-0.63. When the engine rotates at a high speed of 5,000 to 7,000 ROM, the compression wave generated in the intake passage when the intake bow of one cylinder is opened is propagated through the communication passage to the intake boat of the other cylinder just before it is fully opened. , the expansion wave generated in the intake passage from intake port 1 to intake port of each cylinder is reversed in the expansion chamber, and the secondary pulsating wave of the compression wave is reflected and propagated to the intake port of the joint cylinder just before full opening. An intake device for a rotary vis l-fenjin, characterized in that it performs supercharging by rotating the valve.