JPS60147531A - Suction device for engine - Google Patents
Suction device for engineInfo
- Publication number
- JPS60147531A JPS60147531A JP59003992A JP399284A JPS60147531A JP S60147531 A JPS60147531 A JP S60147531A JP 59003992 A JP59003992 A JP 59003992A JP 399284 A JP399284 A JP 399284A JP S60147531 A JPS60147531 A JP S60147531A
- Authority
- JP
- Japan
- Prior art keywords
- passage
- surge tank
- intake
- space
- engine
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
- F02B27/0263—Plenum chambers; Resonance chambers or resonance pipes the plenum chamber and at least one of the intake ducts having a common wall, and the intake ducts wrap partially around the plenum chamber, i.e. snail-type
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
- F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0268—Valves
- F02B27/0273—Flap valves
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0268—Valves
- F02B27/0278—Multi-way valves
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0268—Valves
- F02B27/0284—Rotary slide valves
-
- 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)
- Characterised By The Charging Evacuation (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明はエンジンの吸気装置、特に吸気系の途中にサー
ジタンクが設けられ且つ該サージタンクから吸気ボート
に至る吸気通路の長さが可変とされた吸気装置に関する
。Detailed Description of the Invention (Field of Industrial Application) The present invention relates to an engine intake system, particularly an engine in which a surge tank is provided in the middle of the intake system, and the length of the intake passage from the surge tank to the intake boat is variable. The invention relates to an air intake device.
（従 来 技 術）
一般にエンジンにおいては、吸気の充填効率を高めて出
力の向上を図る上で所謂吸気慣性効果を利用することが
有効であるが、この吸気慣性効果は吸気通路の長さとエ
ンジン回転数との関係に依存し、該効果が最も効果的に
１ｑられる吸気通路の長さがエンジン回転数の上昇に従
って短くなるという関係にある。(Prior art) In general, in engines, it is effective to utilize the so-called intake inertia effect in order to increase intake air filling efficiency and improve output, but this intake inertia effect depends on the length of the intake passage and the engine. The relationship is such that the length of the intake passage where the effect is most effectively achieved by 1q becomes shorter as the engine speed increases, depending on the relationship with the engine speed.
そこで、例えば実開昭５６−２０２３号公報や実開昭５
７−２２６２９号公報に開示されているＪ：うに、吸気
通路の長さを可変とし、その長さをエンジン回転数に応
じて変化させることにより、広いエンジン運転領域で吸
気慣性効果を利用できるようにした吸気装置が提案され
ている。Therefore, for example, Utility Model Application Publication No. 56-2023 and Utility Model Application Publication No. 5
J:Uni, which is disclosed in Publication No. 7-22629, makes the length of the intake passage variable and changes the length according to the engine speed, so that the intake inertia effect can be utilized in a wide range of engine operation. An intake device has been proposed.
しかし、これらの公報に開示された吸気装置は、いずれ
も固定管に嵌合された可動管をスライドさせることによ
って吸気通路の長さを変化させるように構成されたもの
で、該通路の長さが無段階に変化する長所を有するが、
構造が複雑化すると共に、装置が大型化して特に当該エ
ンジンを自動車に搭載する場合に大きなスペースを必要
とする欠点がある。However, the intake devices disclosed in these publications are all configured to change the length of the intake passage by sliding a movable pipe fitted to a fixed pipe. has the advantage of changing steplessly,
This has the disadvantage that the structure becomes complicated and the device becomes large, which requires a large space especially when the engine is installed in a car.
これに対して、簡単な構造で吸気通路の長さを変化させ
るようにした吸気装置が例えば特開昭５５−２９０７８
号公報に開示されている。これは第１図に示すように、
サージタンク１がら燃焼室２に至る吸気通路として通路
長が短い第１通路３ａと、通路長が長い第２通路３ｂと
を設けると共に、゛リーージタンク１から両通路３ａ、
３ｂへの入口部に切換弁４を備え、該弁４を切換えるこ
とによりエンジンの運転状態に応じて短い吸気通路３ａ
或いは長い吸気通路３ｂのいずれかを選択できるように
したものである。On the other hand, an intake device with a simple structure that changes the length of the intake passage is disclosed in Japanese Patent Application Laid-Open No. 55-29078, for example.
It is disclosed in the publication No. As shown in Figure 1, this
A first passage 3a having a short passage length and a second passage 3b having a long passage length are provided as intake passages leading from the surge tank 1 to the combustion chamber 2, and both passages 3a from the surge tank 1,
A switching valve 4 is provided at the inlet to the intake passage 3b, and by switching the valve 4, the intake passage 3a can be shortened depending on the operating condition of the engine.
Alternatively, it is possible to select either the long intake passage 3b.
然して、この吸気装置によれば、通路長が長い第２逼路
３ｂｈけ一ジタンク１とエンジン本体５との間に大きく
弯曲して形成されることになり、そのため吸気装置の構
造は簡素化されるけれども、装置全体が大型化するとい
う欠点がある。However, according to this intake system, the second passage 3bh, which has a long passage length, is formed with a large curve between the safety tank 1 and the engine body 5, so that the structure of the intake system is simplified. However, the disadvantage is that the entire device becomes larger.
（発 明 の 目 的）
本発明は、有効に吸気慣性効果を得るために吸気通路の
長さを可変とした吸気装置についての上記のような問題
に対処するもので、吸気通路の長さを長短２段階に変化
させることができる吸気装置として、簡素な構造で目っ
コンパクトな吸気装置を実現することを目的とする。(Object of the Invention) The present invention addresses the above-mentioned problems regarding an intake device in which the length of the intake passage is variable in order to effectively obtain an intake inertia effect. The purpose of the present invention is to realize a compact intake device with a simple structure that can be changed into two stages, long and short.
（発 明 の 構 成）
本発明に係るエンジンの吸気装置は上記目的達成のため
次のように構成される。(Structure of the Invention) In order to achieve the above object, the engine intake system according to the present invention is structured as follows.
即ち、吸気系の途中にサージタンクを備えると共に、該
タンクと吸気ボートとの間に接続通路を設けたエンジン
の吸気装置において、上記サージタンクの外周部に一端
が該タンク内部の４ノ一ジタンク空間に通じ且つ他端が
上記接続通路に接続される延長通路をサージタンク空間
を取り囲むように形成すると共に、該延長通路と接続通
路との接続部に通路状態を切換える切換手段を備える。That is, in an engine intake system that includes a surge tank in the middle of the intake system and a connecting passage between the tank and the intake boat, one end of the surge tank is located on the outer periphery of the surge tank, and one end is located inside the tank. An extension passage communicating with the space and having its other end connected to the connection passage is formed so as to surround the surge tank space, and a switching means for switching the passage state is provided at a connecting portion between the extension passage and the connection passage.
この切換手段は、接続通路と延長通路とを遮断してサー
ジタンク空間を接続通路に直接連通させる状態と、該接
続通路とサージタンク空間とを遮断して延長通路を接続
通路に連通させる状態のいずれかにエンジンの運転状態
に応じて切換える。これにより、サージタンク空間から
吸気ポートに至る吸気通路の長さが２段階に変化し、広
いエンジン運転領域で効果的に吸気慣性効果が得られる
ようになる。特に、上記延長通路は４ノ−−ジタンクの
外周部にサージタンク空間を取り囲むように形成される
から、吸気装置全体が大型化することなく、コンパクト
に構成されることになる。This switching means is configured to switch between a state in which the connection passage and the extension passage are cut off and the surge tank space is directly communicated with the connection passage, and a state in which the connection passage and the surge tank space are cut off and the extension passage is communicated with the connection passage. Switch to either one depending on the operating condition of the engine. As a result, the length of the intake passage from the surge tank space to the intake port changes in two stages, making it possible to effectively obtain the intake inertia effect over a wide range of engine operation. Particularly, since the extension passage is formed at the outer periphery of the four-noge tank so as to surround the surge tank space, the entire intake system can be constructed compactly without increasing its size.
（実 施 例） 以下、本発明の実施例を図面に基づいて説明する。(Example) Embodiments of the present invention will be described below based on the drawings.
第２図に示ずように、エンジン１１の一側方には吸気装
置１２を構成するサージタンク１３が備えられている。As shown in FIG. 2, a surge tank 13 that constitutes an intake system 12 is provided on one side of the engine 11.
このサージタンク１３は、略円筒状のケーシング１４の
一側部に接続管部１５を設（プだ形状とされ、該接続管
部１５がシリンダヘッド１６の側面に固着されて、該接
続管部１５内の接続通路１７がシリンダヘッド１６にお
ける吸気ポー１〜１８に接続されている。This surge tank 13 is provided with a connecting pipe part 15 on one side of a substantially cylindrical casing 14. A connecting passage 17 in the cylinder head 15 is connected to the intake ports 1 to 18 in the cylinder head 16 .
一方、該サージタンク１３の内部には上記ケーシング１
／４の内側に略円筒状の月つ上記接続管部１５が設けら
れた方の側部に開口部１９を有する画成壁２０が設りら
れ、該画成壁２０の内部空間ないし上記開口部１９を介
してケーシング１４の内面まで拡張された空間がサージ
タンク空間２１とされている。そして、第３図に示づよ
うに、該サージタンク空間２１内に一端部に設けられた
入口部２２からエアクリーナ２３、エアフローメータ２
４及びスロットル弁２５を介して空気が導入されるよう
になっている。On the other hand, inside the surge tank 13 is the casing 1.
A defining wall 20 having an opening 19 is provided on the side on which the connecting pipe portion 15 is provided, and the inner space of the defining wall 20 or the opening. A space extending to the inner surface of the casing 14 via the portion 19 is defined as a surge tank space 21. As shown in FIG. 3, an air cleaner 23 and an air flow meter 2 are connected from an inlet 22 provided at one end in the surge tank space 21.
Air is introduced through the throttle valve 25 and the throttle valve 25.
また、上記ケーシング１４と画成壁２０との間の空間に
は第３図に示すように仕切り壁２６・・・２６が設（プ
られ、該空間が上記サージタンク空間２１を取り囲む複
数の通路２７・・・２７に仕切られている。この通路２
７は吸気通路を延長する延長通路となるものであって、
−ａが上記サージタンク空間２１の拡張部２１ａに連通
されていると共に、他端が上記各接続通路１７に夫々接
続されている。Furthermore, partition walls 26...26 are provided in the space between the casing 14 and the dividing wall 20, as shown in FIG. It is divided into 27...27.This passage 2
7 is an extension passage that extends the intake passage,
-a is connected to the expanded portion 21a of the surge tank space 21, and the other end is connected to each of the connection passages 17, respectively.
そして、各延長通路２７・・・２７と接続通路１７・・
・１７との接続部には切換弁２８・・・２８が設けられ
ていると共に、該切換弁２８・・・２８をエンジンの運
転状態に応じて駆動するアクチュエータ２９が備えられ
ている。ここで、このアクチュエータ２９はエンジン回
転数が低回転の場合、切換弁２８・・・２８を第２図又
は第４図に実線で示すように装置さＶいまだエンジン回
転数が上昇して所定回転数を越えると、同図に鎖線で示
す位置に駆動する。即ち、エンジン回転数の低回転時に
は各接続通路１７・・・１７が延長通路２７・・・２７
を介してサージタンク空間２１に連通される一方、高回
転時には接続通路１７・・・１７が直接サージタンク空
間２１に連通されるようになっている。And each extension passage 27...27 and connection passage 17...
- Switching valves 28 . . . 28 are provided at the connection portions with 17, and an actuator 29 is provided to drive the switching valves 28 . Here, when the engine speed is low, the actuator 29 is configured to operate the switching valves 28...28 as shown by solid lines in FIG. 2 or 4. If the number exceeds the number, it is driven to the position shown by the chain line in the figure. That is, when the engine speed is low, each connection passage 17...17 becomes an extension passage 27...27.
The connection passages 17 . . . 17 are communicated directly with the surge tank space 21 during high rotation.
尚、この実施例においては、第２図に示すように接続管
部１５の上方に燃Ｆ３１噴射ノズル３０が取付けられ、
燃料供給管３１によって供給される燃料を該ノズル３０
によって各接続通路１７ないし吸気ポート１８内に噴射
するようになっている。In this embodiment, a fuel F31 injection nozzle 30 is installed above the connecting pipe section 15 as shown in FIG.
The fuel supplied by the fuel supply pipe 31 is transferred to the nozzle 30.
Accordingly, the air is injected into each connecting passage 17 or intake port 18.
上記の構成によれば、エンジン１１の運転時にエアクリ
ーナ２３から吸入された空気はエアフローメータ２４及
びスロットル弁２５を経てサージタンク１３に導入され
るが、該サージタンク１３においては、先ず入口部２２
から画成壁２０の内側のサージタンク空間２１に流入す
る。According to the above configuration, air taken in from the air cleaner 23 during operation of the engine 11 is introduced into the surge tank 13 via the air flow meter 24 and the throttle valve 25.
and flows into the surge tank space 21 inside the defining wall 20.
然して、エンジン回転数が低い場合は、各接続通路１７
・・・１７と延長通路２７・・・２７との接続部に設置
ｌられた切換弁２８・・・２８が第２図及び第４図に実
線で示すように、接続通路１７・・・１７とサージタン
ク空間２１とを遮断して接続通路１７・・・１７と延長
通路２７・・・２７とを連通させた状態にある。そのた
め上記サージタンク空間２１に導入された空気は拡張部
２１ａを経て各延長通路２７・・・２７の上流端に分配
流入し、サージタンク空間２１を取り囲むにうに形成さ
れた各延長通路２７・・・２７を渦巻状に通過した後、
第２図に矢印ａで示すように、該延長通路２７・・・２
７から接続通路１７・・・１７を経て各気筒の吸気ポー
ト１８・・・１Ｂに至ることになる。その場合、上記各
延長通路２７・・・２７は仕切壁２６・・・２６によっ
て独立して設けられているから、空気はサージタンク空
間２１と各延長通路２７・・・２７との連通部Ａで分岐
されることになり、該連通部Ａから吸気ポート１８・・
・１８に至るまで独立した長い通路を通過することにな
る。However, when the engine speed is low, each connection passage 17
. . 17 and the extension passages 27 . . . 27 are connected to the connection passages 17 . The connection passages 17 . . . 17 and the extension passages 27 . Therefore, the air introduced into the surge tank space 21 passes through the expanded portion 21a and flows into the upstream ends of the extension passages 27...27, and the extension passages 27...・After passing through 27 in a spiral,
As shown by arrow a in FIG. 2, the extension passages 27...2
7 to the intake ports 18...1B of each cylinder via connection passages 17...17. In that case, since each of the extension passages 27...27 is provided independently by the partition walls 26...26, air can flow through the communication section A between the surge tank space 21 and each of the extension passages 27...27. From the communication part A to the intake port 18...
・You will pass through a long independent passage until you reach 18.
そして、エンジン回転数が上昇し、所定の回転数を越え
ると、アクチュエータ２９は切換弁２８・・・２８を第
２図及び第４図に鎖線で示すように駆動し、延長通路２
７・・・２７と接続通路１７・・・１７とを遮断して接
続通路１７・・・１７とサージタンク空間２１とを直接
連通させる。そのため、該サージタンク空間２１に導入
された空気は第２図に矢印すで示すように、該サージタ
ンク空間２１から拡張部２１ａを介して直接多接続通路
１７・・・１７に分配流入し、該接続通路１７・・・１
７を経て各気筒の吸気ボート１８・・・１８に吸入され
る。When the engine speed increases and exceeds a predetermined speed, the actuator 29 drives the switching valves 28...28 as shown by chain lines in FIGS.
7...27 and the connection passages 17...17 are cut off, and the connection passages 17...17 and the surge tank space 21 are directly communicated with each other. Therefore, the air introduced into the surge tank space 21 is distributed and flows directly from the surge tank space 21 into the multi-connection passages 17...17 through the expansion part 21a, as shown by the arrows in FIG. The connection passage 17...1
7 and is inhaled into the intake boats 18...18 of each cylinder.
このようにして、切換弁２８・・・２８をエンジン回転
数に応じて切換えることにより、サージタンク空間２１
から各気筒の吸気ポート１８・・・１８に至る独立した
吸気通路の長短２段階に変化されることになり、広いエ
ンジン運転領域で有効に吸気慣性効果を得ることができ
るようになる。In this way, by switching the switching valves 28...28 according to the engine speed, the surge tank space 21
Since the independent intake passages from the intake passages to the intake ports 18 of each cylinder are changed into two stages, long and short, it becomes possible to effectively obtain the intake inertia effect over a wide range of engine operation.
そして、上記の如き構成によれば、上記延長通路２７・
・・２７がサージタンク１３の外周部にサージタンク空
間２１を取り囲むように形成されているので、吸気′３
Ａａ全体が大型化することなくコンパクトに構成される
ことになる。According to the above configuration, the extension passage 27.
27 is formed on the outer periphery of the surge tank 13 so as to surround the surge tank space 21, so that the intake '3
This results in a compact configuration without increasing the size of the entire Aa.
（発 明 の 効 果）
以−トのＪ：うに本発明によれば、吸気通路の長さを切
換弁により長短２段階に切換えるようにすると共に、吸
気通路を長くするための延長通路をサージタンクの外周
部にサージタンク空間を取り囲むように形成する構成と
したので、エンジンの広い運転領域で有効に吸気慣性効
果を得ることができ、しかも簡素な構造で且つコンパク
トな吸気装置が実現されることになる。(Effects of the Invention) Below J: Sea urchin According to the present invention, the length of the intake passage can be switched between long and short in two stages using a switching valve, and the extension passage for making the intake passage longer is equipped with a surge Since the surge tank space is formed around the outer periphery of the tank, the intake inertia effect can be effectively obtained over a wide range of engine operation, and a simple and compact intake system can be achieved. It turns out.
第１図°ま従来例を示す吸気装置の縦断正面図、第２〜
４図は本発明の実施例を示すもので、第２図は吸気装置
の縦断正面図、第３図は第２図■−■線で切断した縦断
側面図、第４図は第２図ＩＶ −ＩＶ線で切断した切換
弁部の要部拡大縦断側面図である。
１１・・・エンジン、１２・・・吸気装置、１３・・・
サージタンク、１７・・・接続通路、１８・・・吸気ボ
ート、２１・・・→ノージタンク空間、２７・・・延長
通路、２８・・・切換手段（切換弁）。
出願人 東洋工業株式会社Figure 1 is a longitudinal sectional front view of an intake system showing a conventional example;
Fig. 4 shows an embodiment of the present invention, Fig. 2 is a longitudinal sectional front view of the intake device, Fig. 3 is a longitudinal sectional side view taken along the line ■-■ in Fig. 2, and Fig. 4 is a longitudinal sectional view taken along the line ■-■ in Fig. 2. FIG. 2 is an enlarged longitudinal sectional side view of the main parts of the switching valve section taken along line -IV. 11...Engine, 12...Intake device, 13...
surge tank, 17...connection passage, 18...intake boat, 21...→nosage tank space, 27...extension passage, 28...switching means (switching valve). Applicant: Toyo Kogyo Co., Ltd.
Claims (1)
該タンクと吸気ボートとの間に接続通路を設けたエンジ
ンの吸気装置であって、上記サージタンクの外周部に一
端が該タンク内部のサージタンク空間に通じ月つ他端が
上記接続通路に接続される延長通路をサージタンク空間
を取り囲むように形成すると共に、該延長通路と接続通
路との接続部にその両者を遮断してサージタンク空間と
接続通路とを直接連通させる状態と、該サージタンク空
間と接続通路とを遮断して延長通路を接続通路に連通さ
せる状態のいずれか一方に切換える切換手段を設けたこ
とを特徴とするエンジンの吸気装置。(1) In addition to providing a tank in the middle of the intake system,
An intake system for an engine having a connecting passage between the tank and the intake boat, wherein one end of the surge tank is connected to the surge tank space inside the tank, and the other end is connected to the connecting passage. forming an extension passage to surround the surge tank space, and blocking the extension passage and the connection passage at a connecting part thereof to directly communicate the surge tank space and the connection passage; An intake system for an engine, characterized in that it is provided with a switching means for switching between a state in which a space and a connecting passage are cut off and an extension passage is communicated with the connecting passage.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59003992A JPS60147531A (en) | 1984-01-12 | 1984-01-12 | Suction device for engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59003992A JPS60147531A (en) | 1984-01-12 | 1984-01-12 | Suction device for engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS60147531A true JPS60147531A (en) | 1985-08-03 |
Family
ID=11572509
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59003992A Pending JPS60147531A (en) | 1984-01-12 | 1984-01-12 | Suction device for engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60147531A (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4858568A (en) * | 1987-07-17 | 1989-08-22 | Nippondenso Co., Ltd. | Intake apparatus for internal combustion engine |
| DE3820643A1 (en) * | 1988-06-18 | 1989-12-21 | Audi Ag | Intake pipe for an internal combustion engine |
| US4981123A (en) * | 1987-11-06 | 1991-01-01 | Oskar Schatz | IC engine of the piston type |
| US5033417A (en) * | 1989-06-27 | 1991-07-23 | Audi Ag | Method for operating a spark-ignition internal combustion engine of a vehicle and a spark-ignition internal combustion engine of a vehicle operating according to this method |
| US5092285A (en) * | 1991-04-15 | 1992-03-03 | Ford Motor Company | Dual-mode induction system |
| DE4040598A1 (en) * | 1990-12-19 | 1992-06-25 | Audi Ag | Aspiration unit for multicylinder IC engine - has suction pipes per cylinder of differing lengths |
| DE19612036A1 (en) * | 1996-03-27 | 1997-10-02 | Audi Ag | Suction pipe layout for V=shaped internal combustion engine |
| KR20030072846A (en) * | 2002-03-07 | 2003-09-19 | 소봉춘 | Flowing backward gas control apparatus of car engine |
| EP1362998A3 (en) * | 2002-05-17 | 2005-03-23 | Bombardier-Rotax GmbH & Co. KG | Variable air intake pipe length |
| JP2010144678A (en) * | 2008-12-22 | 2010-07-01 | Nissan Motor Co Ltd | Variable intake device of internal combustion engine |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5856330U (en) * | 1981-10-07 | 1983-04-16 | 株式会社 明治ゴム化成 | Damper for recording head of magnetic recording device |
| JPS59120717A (en) * | 1982-12-28 | 1984-07-12 | Nissan Motor Co Ltd | Suction path of internal-combustion engine |
-
1984
- 1984-01-12 JP JP59003992A patent/JPS60147531A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5856330U (en) * | 1981-10-07 | 1983-04-16 | 株式会社 明治ゴム化成 | Damper for recording head of magnetic recording device |
| JPS59120717A (en) * | 1982-12-28 | 1984-07-12 | Nissan Motor Co Ltd | Suction path of internal-combustion engine |
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4858568A (en) * | 1987-07-17 | 1989-08-22 | Nippondenso Co., Ltd. | Intake apparatus for internal combustion engine |
| US4981123A (en) * | 1987-11-06 | 1991-01-01 | Oskar Schatz | IC engine of the piston type |
| DE3820643A1 (en) * | 1988-06-18 | 1989-12-21 | Audi Ag | Intake pipe for an internal combustion engine |
| US5033417A (en) * | 1989-06-27 | 1991-07-23 | Audi Ag | Method for operating a spark-ignition internal combustion engine of a vehicle and a spark-ignition internal combustion engine of a vehicle operating according to this method |
| DE4040598A1 (en) * | 1990-12-19 | 1992-06-25 | Audi Ag | Aspiration unit for multicylinder IC engine - has suction pipes per cylinder of differing lengths |
| US5092285A (en) * | 1991-04-15 | 1992-03-03 | Ford Motor Company | Dual-mode induction system |
| DE19612036A1 (en) * | 1996-03-27 | 1997-10-02 | Audi Ag | Suction pipe layout for V=shaped internal combustion engine |
| DE19612036B4 (en) * | 1996-03-27 | 2004-11-11 | Audi Ag | Intake manifold for a multi-cylinder engine in V-arrangement |
| KR20030072846A (en) * | 2002-03-07 | 2003-09-19 | 소봉춘 | Flowing backward gas control apparatus of car engine |
| EP1362998A3 (en) * | 2002-05-17 | 2005-03-23 | Bombardier-Rotax GmbH & Co. KG | Variable air intake pipe length |
| US7210444B2 (en) | 2002-05-17 | 2007-05-01 | Brp-Rotax Gmbh & Co. Kg | Variable air intake pipe length |
| JP2010144678A (en) * | 2008-12-22 | 2010-07-01 | Nissan Motor Co Ltd | Variable intake device of internal combustion engine |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4619226A (en) | Intake device for internal combustion engine | |
| US5009200A (en) | Intake manifold assembly for a multicylinder internal combustion engine | |
| JPS61286528A (en) | Siamese type intake port device of internal-combustion engine | |
| JPS60147531A (en) | Suction device for engine | |
| JPS6263127A (en) | Suction device for engine | |
| JPS6125916A (en) | Intake-air device in engine | |
| JPS60233314A (en) | Aspiration control device for internal-combustion engine | |
| JP2775453B2 (en) | Engine intake structure | |
| JPS60224922A (en) | Suction system for multicylinder engine | |
| JPH041299Y2 (en) | ||
| JP4007009B2 (en) | Intake device | |
| JPH0578651B2 (en) | ||
| JPS60138223A (en) | Suction mechanism for engine | |
| JP2007138899A (en) | Intake passage structure of internal combustion engine | |
| JP3624540B2 (en) | Engine intake system | |
| JPS6131147Y2 (en) | ||
| JPH05321675A (en) | Air intake device for internal combustion engine | |
| JPS61258921A (en) | One-sided passage resting device of double suction passage for internal-combustion engine | |
| JPH0629559B2 (en) | Multi-cylinder engine intake system | |
| JPH01219315A (en) | Variable air intake device for internal combustion engine | |
| JP2507971Y2 (en) | Engine intake system | |
| JP2000161162A (en) | Intake pipe device | |
| JPH02199266A (en) | Suction structure for engine | |
| JPS6235021A (en) | Intake device for engine | |
| JPS60228723A (en) | Intake device of engine |