JPS60156926A - Suction device for engine - Google Patents
Suction device for engineInfo
- Publication number
- JPS60156926A JPS60156926A JP59010283A JP1028384A JPS60156926A JP S60156926 A JPS60156926 A JP S60156926A JP 59010283 A JP59010283 A JP 59010283A JP 1028384 A JP1028384 A JP 1028384A JP S60156926 A JPS60156926 A JP S60156926A
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- primary
- surge tank
- engine
- intake
- 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
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
- F02B27/0252—Multiple plenum chambers or plenum chambers having inner separation walls, e.g. comprising valves for the same group of cylinders
-
- 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
- F02B27/0221—Resonance charging combined with oscillating pipe 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
- F02B27/0289—Intake runners having multiple intake valves per cylinder
-
- 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
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
-
- 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
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1824—Number of cylinders six
-
- 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）
本発明は自然過給すなわち動的過給を行なうようにした
エンジンの吸気装置に関するものであエンジンの吸気通
路を工夫することにより充填効率を高める動的過給のな
かには、特公昭５７−２８９２号公報に示すように、共
振過給がある。Detailed Description of the Invention (Field of Industrial Application) The present invention relates to an engine intake system that performs natural supercharging or dynamic supercharging, and improves charging efficiency by devising the intake passage of the engine. Among the dynamic supercharging methods that increase the speed, there is resonance supercharging, as shown in Japanese Patent Publication No. 57-2892.
すなわち、このものは、点火順序の連続しない複数の気
筒群に対応して複数の共振サージタンクがが設けられて
、該各共振サージタンクに対してそれぞれの気筒群の各
気筒が接続されると共に、該各共振サージタンクが共振
管と呼ばれる連通路を介して各気筒共通の共通サージタ
ンクに接続されており、吸気は、上記共通サージタンク
、共振管、共振サージタンクを通った後、各気筒に導入
されるようになっている。That is, in this device, a plurality of resonant surge tanks are provided corresponding to a plurality of cylinder groups in which the ignition order is not consecutive, and each cylinder of each cylinder group is connected to each resonant surge tank. , each of the resonant surge tanks is connected to a common surge tank common to each cylinder via a communication path called a resonant pipe, and the intake air passes through the common surge tank, the resonant pipe, and the resonant surge tank, and then connects to each cylinder. It is set to be introduced in
このような共振過給においては、あらかじめ設定された
エンジン回転数においてピークを有する大きな過給効果
が得られるが、この設定回転数から大きく外れると逆に
この共振過給のために充填効率が低下することとなる。In this kind of resonance supercharging, a large supercharging effect with a peak at a preset engine speed is obtained, but if the engine speed deviates significantly from this set speed, the charging efficiency decreases due to this resonance supercharging. I will do it.
とりわけ、共振過給は比較的エンジンの低速運転領域に
おいて効果を発揮するので、エンジンの高速運転領域で
の充填効率に問題が生じることとなる。Particularly, since resonance supercharging is effective in a relatively low engine speed operating range, a problem arises in charging efficiency in an engine high speed operating range.
一方、動的過給の他のものとして、サージタンクを利用
した慣性過給というものが良く知られているが、この慣
性過給は、エンジンの高速運転領域で大きな効果を発揮
する反面、エンジンの低速運転領域では充填効率の大き
な向上が望めないものである。On the other hand, as an alternative to dynamic supercharging, inertia supercharging using a surge tank is well known, but while this inertia supercharging is highly effective in the high-speed operating range of the engine, it In the low-speed operating range, no significant improvement in filling efficiency can be expected.
（発明の目的）
本発明は上述のような事情を勘案してなされたもので、
エンジンの全運転領域に渡って効果的な動的過給が得ら
れるようにしたエンジンの吸気装置を提供することを目
的とする。(Object of the invention) The present invention has been made in consideration of the above-mentioned circumstances.
An object of the present invention is to provide an engine intake device that can obtain effective dynamic supercharging over the entire operating range of the engine.
（発明の構成）
本発明においては、低速運転領域で大きな過給効果を奏
する共振過給と高速運転領域で大きな過給効果を奏する
慣性過給とを組み合わせるようにしたものであり、各気
筒毎に、エンジンの全運転領域で吸気を導入する１次吸
気通路とエンジンの高速運転領域で吸気を導入する２・
次吸気通路とが互いに独立して開口されているエンジン
を前提としている。(Structure of the Invention) The present invention combines resonance supercharging, which provides a large supercharging effect in low-speed operating ranges, and inertial supercharging, which provides a large supercharging effect in high-speed operating ranges. There is a primary intake passage that introduces intake air in all engine operating ranges, and a second intake passage that introduces intake air in high-speed engine operating ranges.
This assumes an engine in which the secondary intake passage and the intake passage are opened independently of each other.
具体的には、２次吸気通路は、全気筒共通の２次サージ
タンクを介して各気筒（各気筒の２次吸気ボート）に接
続されている。また、１次吸気通路は、点火順序の連続
しない複数の気筒群に対応して複数の分岐吸気通路に分
岐されて、該各分岐吸気通路に配設された１次サージタ
ンクを介して、それぞれの気筒群の各気筒（各気筒の１
次吸気ボート）に接続されている。そして、上記１次と
２次との両サージタンク同志が連結管により接続されて
いる。Specifically, the secondary intake passage is connected to each cylinder (secondary intake boat of each cylinder) via a secondary surge tank common to all cylinders. Further, the primary intake passage is branched into a plurality of branch intake passages corresponding to a plurality of cylinder groups with discontinuous firing orders, and the primary surge tank is arranged in each of the branch intake passages. Each cylinder in the cylinder group (1 of each cylinder
connected to the next intake boat). Both the primary and secondary surge tanks are connected by a connecting pipe.
このような構成とすることにより、エンジンの低速運転
領域においては、１次と２次との両サージタンクおよび
該両サージタンク同志を連結している連結管の作用によ
って、大きな共振過給が得られると共に、１次サージタ
ンクによる慣性過給も補助的に得られて、全体として極
めて大きな動的過給が得られることとなる。また、エン
ジンの高速運転領域においては、上記共振過給が低下す
るが、この場合は２次サージタンクによる極めて大きな
慣性過給によって共振過給の低ドが補われて、全体とし
てこれまた大きな動的過給が得られることとなる。With this configuration, in the low-speed operating range of the engine, large resonant supercharging can be achieved by the action of both the primary and secondary surge tanks and the connecting pipe that connects the two surge tanks. At the same time, inertial supercharging from the primary surge tank is also obtained supplementarily, resulting in extremely large dynamic supercharging as a whole. In addition, in the high-speed operating range of the engine, the above-mentioned resonance supercharging decreases, but in this case, the low level of resonance supercharging is compensated for by the extremely large inertia supercharging from the secondary surge tank, resulting in a large overall dynamic This will result in a more efficient supercharging.
（実施例）
第１図、第２図において、１は６つの気筒２を有する■
型６気筒とされたエンジン本体で、その一方のシリンダ
ブロック１ａには、１番気筒２−１．３番気筒２−３．
５番気筒２−５の各気筒が互いに直列に配設され、また
他方のシリンダブロックｌｂには、２番気筒２−２．４
番気筒２−４．６番気筒２−６の各気筒が互いに直列に
配設されている。これ等の各気筒２は、その点火順序が
、２−１．２−２．２−３．２−４．２−５．２−６と
されて、１番、３番、５番の各気筒２−１．２−３．２
−５が点火順序の連続しない−の気筒群２Ａを構成し、
また２番、４番、６番の各気筒２−２．２−４．２−６
が点火順序の連続しない他の気筒群２Ｂを構成している
。そして、これ等の各気筒２は、それぞれ、ｌ゛次吸気
ポート３と２次吸気ボート４とが互いに独立して開口さ
れたものとなっている。(Example) In FIGS. 1 and 2, 1 has six cylinders 2.
The engine body is a 6-cylinder type, and one cylinder block 1a has the 1st cylinder 2-1, the 3rd cylinder 2-3, and so on.
Each cylinder of No. 5 cylinder 2-5 is arranged in series with each other, and the other cylinder block lb has No. 2 cylinder 2-2.4.
The cylinders No. 2-4 and No. 6 cylinder 2-6 are arranged in series with each other. The firing order of each of these cylinders 2 is 2-1.2-2.2-3.2-4.2-5.2-6, with each cylinder numbering 1, 3, and 5. Cylinder 2-1.2-3.2
-5 constitutes a cylinder group 2A with non-consecutive firing order,
Also, each cylinder No. 2, No. 4, No. 6 2-2.2-4.2-6
constitute another cylinder group 2B in which the firing order is not consecutive. Each of these cylinders 2 has a primary intake port 3 and a secondary intake boat 4 opened independently of each other.
上記２つの気筒群２Ａ、２Ｂに対応して、２つの１次サ
ージタンク５Ａ、５Ｂが設けられ、また全気筒共通のサ
ージタンクとして１つの２次サージタンク６が設けられ
ている。この２つの１次サージタンクのうち一方の１次
サージタンク５Ａは、対応する一方の気筒群２Ａの各気
筒２−１．２−３．２−５の各１次吸気ボート３に対し
て、気筒別１次吸気通路７Ａを介して接続され、また他
方の１次サージタンク５Ｂは、対応する他方の気筒群２
Ｂの各気筒２−２．２−４．２−６の各１次吸気ボート
３に対して、気筒別１次吸気通路７Ｂを介して接続され
ている。そして、２次サージタンク６は、金気筒の２次
吸気ボート４に対して、気筒別２次吸気通路８を介して
接続され、該各気筒別２次吸気通路８には、高速運転領
域で開となるシャッタバルブ９がそれぞれ配設されてい
る。Two primary surge tanks 5A, 5B are provided corresponding to the two cylinder groups 2A, 2B, and one secondary surge tank 6 is provided as a surge tank common to all cylinders. Of these two primary surge tanks, one primary surge tank 5A serves for each primary intake boat 3 of each cylinder 2-1.2-3.2-5 of the corresponding one cylinder group 2A. The other primary surge tank 5B is connected to the corresponding cylinder group 2 via the cylinder-specific primary intake passage 7A.
It is connected to each primary intake boat 3 of each cylinder 2-2.2-4.2-6 of B via a cylinder-specific primary intake passage 7B. The secondary surge tank 6 is connected to the secondary intake boat 4 of the gold cylinder via the cylinder-specific secondary intake passage 8, and the secondary surge tank 6 is connected to the secondary intake boat 4 of the gold cylinder via the cylinder-specific secondary intake passage 8. A shutter valve 9 which is opened is provided respectively.
上記一方の１次サージタンク５Ａは、１次吸気通路の分
岐吸気通路を兼用した連結通路１０Ａを介して、また他
方の１次サージタンク５Ｂは、１次吸気通路の分岐吸気
通路を兼用した連結通路ｌＯＢを介して、それぞれ２次
サージタンク６に接続されている。また、２次サージタ
ンク６に対しては、全気筒共通の共通吸気通路１１が接
続されており、該共通吸気通路１１にはスロットルバル
ブ１２が配設されている。One of the primary surge tanks 5A is connected via a connecting passage 10A that also serves as a branch intake passage of the primary intake passage, and the other primary surge tank 5B is connected to the primary intake passage that also serves as a branch intake passage. Each is connected to a secondary surge tank 6 via a passage IOB. Further, a common intake passage 11 common to all cylinders is connected to the secondary surge tank 6, and a throttle valve 12 is disposed in the common intake passage 11.
なお、燃料供給装置として気化器を用いる場合は、該気
化器をスロットルバルブ１２上流側の共通吸気通路１１
に接続すればよく、また燃料供給装置として燃料噴射弁
を用いる場合は、該燃料噴射弁を上記気化器と同様な位
置あるいは気筒別吸気通路７Ａ、７Ｂ、８に対して個々
に設ける等適宜位置に配設することができる。Note that when using a carburetor as a fuel supply device, the carburetor is connected to the common intake passage 11 upstream of the throttle valve 12.
If a fuel injection valve is used as the fuel supply device, the fuel injection valve may be installed at the same position as the carburetor or at an appropriate position such as separately installed in each cylinder's intake passages 7A, 7B, and 8. It can be placed in
以上のような構成において、エンジンの低速運転領域に
あっては、シャッタバルブ１２が閉じられており、した
がって共通吸気通路１１を通ったタンク５Ａ （５Ｂ）
、気筒別ｌ・次吸気通路７Ａ（７Ｂ）を経て、各気筒２
に供給される。このとき、吸気は、前述した公報の記載
から明らかなとおり、連結通路１０Ａ （ｌ ＯＢ）部
分が共振管として作用して共振過給が行なわれる。また
、１次サージタンク５Ａ（５Ｂ）により、気筒別１次吸
気通路７Ａ （７Ｂ）では、若干ではあるが慣性過給も
行なわれることとなる。このようにして、エンジンの低
速運転領域では、共振過給と慣性過給との相乗効果によ
る大きな動的過給が得られることとなって、充填効率が
大きく高められる。In the above configuration, the shutter valve 12 is closed in the low speed operating range of the engine, so that the tank 5A (5B) passing through the common intake passage 11
, each cylinder 2 through the cylinder-specific l/sub-intake passage 7A (7B).
is supplied to At this time, as is clear from the description in the above-mentioned publication, the connecting passage 10A (l OB) portion acts as a resonant tube, and resonance supercharging is performed on the intake air. In addition, inertial supercharging is also performed, albeit slightly, in the cylinder-specific primary intake passages 7A (7B) by the primary surge tank 5A (5B). In this manner, in the low-speed operating range of the engine, a large dynamic supercharging is obtained due to the synergistic effect of resonance supercharging and inertial supercharging, and charging efficiency is greatly increased.
一方、エンジンの高速運転領域にあっては、シャッタバ
ルブ９が開くため、共通吸気通路１１を通った吸気は、
前述した１次吸気ボート３のみならず、２次サージタン
ク６、気筒別２次吸気通路８を経て、各気筒２の２１次
吸気ポート４からも供給される。このとき、２次吸気ポ
ート４に対しては、２次サージタンク６により、気筒別
２次吸気通路８での大きな慣性過給が行なわれることに
なる。そして、この気筒別２次吸気通路８を通る吸気量
が１次吸気通路としての連結通路１０ＡあるいはＩＯＢ
を通る吸気量よりもはるかに多いため、高速運転領域で
の共振過給による充填効率の低下を慣性過給による充填
効率の向上によって補うことができて、この場合も全体
としては充填効率は大きく向上されることとなる。On the other hand, in the high-speed operating range of the engine, the shutter valve 9 opens, so that the intake air passing through the common intake passage 11 is
It is supplied not only from the above-mentioned primary intake boat 3 but also from the 21st intake port 4 of each cylinder 2 via the secondary surge tank 6 and the secondary intake passage 8 for each cylinder. At this time, the secondary intake port 4 is subjected to large inertial supercharging by the secondary surge tank 6 in the secondary intake passage 8 for each cylinder. The amount of intake air passing through this secondary intake passage 8 for each cylinder is the connecting passage 10A or IOB as the primary intake passage.
Since the amount of intake air passing through is much larger than the amount of intake air passing through the It will be improved.
なお、共振過給、慣性過給のために、サージタンク５Ａ
、５Ｂ、６の容量、気筒別吸気通路７Ａ、７Ｂ、８の長
さ、径等は、従来知られているようにエンジン本体ｌに
合わせて設定され吻ている。In addition, for resonance supercharging and inertia supercharging, surge tank 5A
, 5B, 6, and the lengths, diameters, etc. of the cylinder-specific intake passages 7A, 7B, 8 are set according to the engine body 1, as is conventionally known.
以上実施例について説明したが、本発明はこれに限らず
例えば次のような場合をも含むものである。Although the embodiments have been described above, the present invention is not limited thereto, and includes, for example, the following cases.
■点火順序の連続しない複数の気筒群としては、２つに
限らず、実施例において１番気筒２−１と４番気筒２−
４とで第１の気筒群を、２番気筒２−２と５番気筒２−
５で第２の気筒群を、３番気筒２−３と６番気筒２−６
とで第３の気筒群を構成する等、気筒群の数は適宜設定
することができる。勿論、１次サージタンクの数は、気
筒群の数に対応した数だけ設けられることになる。■The plurality of cylinder groups in which the firing order is not consecutive is not limited to two, but in the embodiment, the first cylinder 2-1 and the fourth cylinder 2-
4 constitutes the first cylinder group, the second cylinder 2-2 and the fifth cylinder 2-
5 for the second cylinder group, the 3rd cylinder 2-3 and the 6th cylinder 2-6.
The number of cylinder groups can be set as appropriate, such as forming a third cylinder group. Of course, the number of primary surge tanks that correspond to the number of cylinder groups will be provided.
（す６気筒エンジン以外にも４気筒あるいは８気筒等、
実施例とは気筒数の異なるエンジンにも同様に適用し得
る。(In addition to 6-cylinder engines, there are also 4-cylinder or 8-cylinder engines, etc.)
The present invention can be similarly applied to an engine having a different number of cylinders from the embodiment.
（発明の効果）
本発明は以上述べたことから明らかなように、エンジン
の低速運転領域および高速運転領域での両方の運転領域
で動的過給による充填効率を向上させることができる。(Effects of the Invention) As is clear from the above description, the present invention can improve charging efficiency through dynamic supercharging in both the low-speed and high-speed engine operating ranges.
第１図は本発明の一実施例を示す簡略平面図。 第２図は第１図の要部縦断面図。 １：エンジン本体 ２：気筒 ２−１〜２−６：各気筒 ２Ａ、２Ｂ二気気筒 ３：１次吸気ポート ４：２次吸気ポート ５Ａ、５Ｂ：１次サージタンク ６：２次サージタンク ７Ａ、７Ｂ：気筒別１次吸気通路 ８：気筒別２次吸気通路 FIG. 1 is a simplified plan view showing one embodiment of the present invention. FIG. 2 is a longitudinal sectional view of the main part of FIG. 1. 1: Engine body 2: Cylinder 2-1 to 2-6: Each cylinder 2A, 2B twin cylinder 3: Primary intake port 4: Secondary intake port 5A, 5B: Primary surge tank 6: Secondary surge tank 7A, 7B: Primary intake passage for each cylinder 8: Secondary intake passage by cylinder
Claims (1)
通路とエンジンの高速運転領域で吸気を導入する２次吸
気通路とが互いに独立して各気筒に開口されているエン
ジンの吸気装置であって。 前記２次吸気通路は、全気筒共通の２次サージタンクを
介して各気筒に接続され、 前記１次吸気通路は、点火順序の連続しない複数の気筒
群に対応して複数の分岐吸気通路に分岐されて、該各分
岐吸気通路に配設された１次サージタンクを介してそれ
ぞれの気筒群の各気筒に接続され。 前記１次サージタンクと２次サージタンクとを連通ずる
連通路が設けられている、 ことを特徴とするエンジンの吸気装置。(1) An engine intake system in which a primary intake passage, which introduces intake air in all operating ranges of the engine, and a secondary intake passage, which introduces intake air in high-speed engine operating ranges, open to each cylinder independently of each other. There it is. The secondary intake passage is connected to each cylinder via a secondary surge tank common to all cylinders, and the primary intake passage is connected to a plurality of branch intake passages corresponding to a plurality of cylinder groups having discontinuous firing orders. It is branched and connected to each cylinder of each cylinder group via a primary surge tank disposed in each branched intake passage. An intake system for an engine, characterized in that a communication path is provided to communicate the primary surge tank and the secondary surge tank.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59010283A JPS60156926A (en) | 1984-01-25 | 1984-01-25 | Suction device for engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59010283A JPS60156926A (en) | 1984-01-25 | 1984-01-25 | Suction device for engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60156926A true JPS60156926A (en) | 1985-08-17 |
| JPH0571770B2 JPH0571770B2 (en) | 1993-10-07 |
Family
ID=11745981
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59010283A Granted JPS60156926A (en) | 1984-01-25 | 1984-01-25 | Suction device for engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60156926A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0323315A (en) * | 1989-06-20 | 1991-01-31 | Mazda Motor Corp | Suction device for v-engine |
| US5000129A (en) * | 1989-06-30 | 1991-03-19 | Mazda Motor Corporation | Intake system for internal combustion engine |
| JPH07150953A (en) * | 1994-10-24 | 1995-06-13 | Mazda Motor Corp | Intake device for v-engine |
| US5590628A (en) * | 1996-04-16 | 1997-01-07 | Chrysler Corporation | Multi-mode intake manifold assembly for internal combustion engines |
-
1984
- 1984-01-25 JP JP59010283A patent/JPS60156926A/en active Granted
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0323315A (en) * | 1989-06-20 | 1991-01-31 | Mazda Motor Corp | Suction device for v-engine |
| US5000129A (en) * | 1989-06-30 | 1991-03-19 | Mazda Motor Corporation | Intake system for internal combustion engine |
| JPH07150953A (en) * | 1994-10-24 | 1995-06-13 | Mazda Motor Corp | Intake device for v-engine |
| US5590628A (en) * | 1996-04-16 | 1997-01-07 | Chrysler Corporation | Multi-mode intake manifold assembly for internal combustion engines |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0571770B2 (en) | 1993-10-07 |
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