JPS60212665A - Fuel injection engine - Google Patents
Fuel injection engineInfo
- Publication number
- JPS60212665A JPS60212665A JP59068408A JP6840884A JPS60212665A JP S60212665 A JPS60212665 A JP S60212665A JP 59068408 A JP59068408 A JP 59068408A JP 6840884 A JP6840884 A JP 6840884A JP S60212665 A JPS60212665 A JP S60212665A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- intake
- opening
- fuel injection
- passage
- 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
- 239000000446 fuel Substances 0.000 title claims abstract description 40
- 238000002347 injection Methods 0.000 title claims abstract description 21
- 239000007924 injection Substances 0.000 title claims abstract description 21
- 238000002485 combustion reaction Methods 0.000 claims description 22
- 238000011144 upstream manufacturing Methods 0.000 abstract description 8
- 238000005192 partition Methods 0.000 abstract description 4
- 238000000889 atomisation Methods 0.000 description 8
- 238000002156 mixing Methods 0.000 description 3
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000011049 filling Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/18—DOHC [Double overhead camshaft]
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、燃焼室に連通するΩつの吸気通路を備えると
ともに、その７つの吸気通路には、熊通路を開閉する開
閉弁を備えた燃料１メｌ躬式エンジンに関する。Detailed Description of the Invention (Industrial Application Field) The present invention is provided with Ω intake passages communicating with a combustion chamber, and each of the seven intake passages is equipped with an on-off valve for opening and closing the bear passage. Regarding the 1-melon type engine.
（従来技術）
燃料噴射弁全軸え、機数の吸気〕ｆｏ路全燃焼室に連通
させ７を吸気構造を廟するエンジン１．１公夕、１１で
必る。例えば特開昭５グー、７９７ダ／弓公報にｌ己載
された＄ｊ盾は、燃焼室に通じる低り信用、及びその上
方に形成された高負荷用吸気通路を囲えるとともに、さ
らに、高負荷用吸気通路にね低１１荷時に該通路全閉゛
じる開閉弁を備えている。−１１，−１、燃料噴射弁は
、重負荷用吸気通路の開閉弁下流に１噴射燃料が開閉弁
の開閉動作に干渉しないように配置される。この肯逍で
ｆ」、開閉弁が閉じると尚負荷用吸気通路を訛ｆｉする
吸気のかＬ連が１（−１・するので、燃料の特化が不十
分になる。この間廟會避けるために、燃朽哨射升ケ低負
荷用吸気曲路に配置するようにすると、７次吸気通路は
燃焼室に対して、比較的浅角度を成すように、すなわち
、はぼ水平方向に向けられているので、燃料の噴射方向
を燃焼犀に向けることが難しくなる。また、／次側通路
の吸気流は高負荷時でもそれ程強くならないので、高負
荷時における話化の効率が低下するという問題がある。(Prior art) The fuel injection valve is fully aligned, the number of air intakes is connected to the entire combustion chamber, and the air intake structure is connected to the engine 1.1. For example, the $J shield published in Japanese Patent Application Laid-open No. 5, 797, and Bow Publication can enclose the lower part leading to the combustion chamber and the high-load intake passage formed above it, and furthermore, The high-load intake passage is equipped with an on-off valve that fully closes the passage when the load is low. -11, -1. The fuel injection valve is disposed downstream of the on-off valve in the heavy-load intake passage so that the injected fuel does not interfere with the opening/closing operation of the on-off valve. With this affirmation, when the on-off valve closes, the intake air flowing through the load intake passage becomes 1 (-1), so the fuel specialization becomes insufficient. When placed in the low-load intake curve, the seventh intake passage forms a relatively shallow angle with respect to the combustion chamber, that is, it is oriented almost horizontally. Therefore, it becomes difficult to direct the fuel injection direction toward the combustion engine.Also, since the intake air flow in the /next passage does not become very strong even under high loads, there is a problem that the efficiency of combustion during high loads decreases. .
また、実開昭、！−、！ｔ −１１３！；！ｉ−号公報
に記載された構造では、７つの吸気／−１に通じる低負
荷用及び高負荷用吸気通路を備えており、燃料噴射弁を
、該低負荷用及び高負荷用吸気通路の合流点付近に燃料
噴射が行なわれるように構成して、低負荷時から高負荷
時にわたって吸気流中に燃料全噴射して霧化の促進を図
っている。Also, Mikiakiaki! -,! t-113! ;! The structure described in Publication No. The fuel injection system is configured so that fuel is injected near the point, and the entire fuel is injected into the intake air flow from low load to high load to promote atomization.
しかし、この構造では、燃料が噴射される位置が燃焼室
に極めて近くなるので、吸気の十分な混合全達成するこ
とができない。However, with this structure, the fuel is injected very close to the combustion chamber, making it impossible to achieve sufficient mixing of the intake air.
（本発明の目的）
従って、本発明の目的は、二つの吸気通路及び開閉−１
Ｐｖ ｖｔｇえたエンジンにおいて低負荷から高負荷に
わたる広い運転領域で、良好な燃料の気化、霧化、混合
状態葡与えることができる燃料＋１ｉ１射式エンジンを
提供することである。(Object of the present invention) Therefore, the object of the present invention is to provide two intake passages and an opening/closing
To provide a fuel+1i single injection engine capable of providing good fuel vaporization, atomization, and a good mixing state in a wide operating range from low load to high load in an engine with low Pvvtg.
（本発明の構成）
本発明は、上記目的を達成するため以下のように構成さ
れる。すなわち、本発明の燃料噴射式エンジンは、少な
くとも燃焼室近傍において分岐され該燃焼室に連通ずる
７次吸気通路と該７次吸気通路の上方に形成され燃焼室
に連通ずる２次吸気通路と、その２次吸気通路に設けら
れ運転状）座に応じて開閉制御される開閉うＰと、２次
１１快気通路の開閉弁下流に向けて燃料を噴射する燃料
噴射弁を備えている。さらに、本発明のエンジンは、少
くとも開閉弁の開度が用足イ１ａ以下のとき、燃料噴射
弁の噴射ノズル刊近に向けてエアを噴出１°るエアブリ
ード通路ｔ−設けている。このエアプリー１・通路から
のエアは開閉弁が閉のとき、すなわち、負荷が比較的低
いと睡ｉたは、開度が小さいとき、噴射燃料に向けて噴
出する。これによって、低負荷時の霧化、混合が促進さ
れる。また、開閉弁が大きく開かれる比較的高負荷運転
域で１よ、２次吸気通路を流通する吸気流が強力である
ので、噴射燃料がこの吸気流と接触することにより霧化
が促進される。本発明を適用することができる吸気構造
は、必ずしも複数の吸気ポートを備えている必要はなく
、一つの吸気ポートに通じる２つの吸気通路ケ有する形
式のものでも良い。(Configuration of the present invention) In order to achieve the above object, the present invention is configured as follows. That is, the fuel injection engine of the present invention includes at least a seventh intake passage that is branched in the vicinity of the combustion chamber and communicates with the combustion chamber, and a secondary intake passage that is formed above the seventh intake passage and communicates with the combustion chamber. The secondary air intake passage is provided with an opening/closing valve (P) which is provided in the secondary air intake passage and whose opening/closing is controlled according to the operating condition, and a fuel injection valve which injects fuel toward the downstream side of the opening/closing valve of the secondary 11 air intake passage. Further, the engine of the present invention is provided with an air bleed passage t- which blows air 1 degree toward the injection nozzle of the fuel injection valve when the opening degree of the on-off valve is at least 1a or less. Air from the air pulley 1 and passage is injected toward the injected fuel when the on-off valve is closed, that is, when the load is relatively low or when the opening is small. This facilitates atomization and mixing at low loads. In addition, in a relatively high-load operation range where the on-off valve is wide open, the intake air flow flowing through the secondary intake passage is strong, so atomization is promoted by the injected fuel coming into contact with this intake air flow. . An intake structure to which the present invention can be applied does not necessarily have to include a plurality of intake ports, and may have two intake passages leading to one intake port.
開閉弁下流側への吸気導入手段としては、該弁の上流側
と、下流側の吸気通路を連通するエアブリード通路を設
けることが挙げられる。さらに％スロットル弁上流側と
開閉弁下流側の吸気通路とをｉ！！ ｉ４するエアブリ
ード通路通路を形成するようにしてもよい。そして、こ
の後者のようにすると吸気を常時噴射燃料に向けて供給
することができるＯ 覧
（本発明の効果）
本発明によれば、低負荷領域では、エアブリード通路か
らのエアにより、高負荷領域では、２次吸気通路ｆ流通
する吸気流により霧化が促進されるので、全運転領域に
わたって良好な霧化、混合状ｎｆ得ることができ、燃費
性能、走行性能を向上させることができる。As a means for introducing intake air to the downstream side of the on-off valve, it is possible to provide an air bleed passage that communicates the upstream side of the valve with the intake passage on the downstream side. Furthermore, the intake passage on the upstream side of the throttle valve and the downstream side of the on-off valve is i! ! An air bleed passage may be formed. By doing the latter, intake air can be constantly supplied toward the injected fuel. (Effects of the Invention) According to the present invention, in a low load region, air from the air bleed passage is used to supply air to the injected fuel. In this region, atomization is promoted by the intake air flowing through the secondary intake passage f, so that good atomization and mixed nf can be obtained over the entire operating region, and fuel efficiency and driving performance can be improved.
（実施例）
第７図および第λ図ケ参照すると、エンジンＥはシリン
ダがアｌａｆ有するシリンダブロック１と該シリンダブ
ロック１の上部に取付けられたシリンダヘッド２ｆ有し
、シリンダがア１ａ内にはピストン３が軸方向往復動自
在に配置されて、シリンダが７１ａ内に燃焼室４を形成
する。シリンダヘッド２には第１および第コ吸気ポート
５．６と排気ｙｙ−ドアが形成され、第１ 、ｉＪｉ、
、２吸気ボート５，６にはそれぞれ吸気弁８が、排気
ポート７には排気弁９が取付けらねる。第１図ｆ参照す
ると、第１１第２吸気ポート５，６はほぼ同径で。(Embodiment) Referring to FIG. 7 and FIG. A piston 3 is arranged to be able to reciprocate in the axial direction, and a cylinder forms a combustion chamber 4 within 71a. The cylinder head 2 is formed with first and second co-intake ports 5.6 and exhaust yy-doors.
, an intake valve 8 is attached to each of the two intake boats 5 and 6, and an exhaust valve 9 is attached to the exhaust port 7. Referring to FIG. 1f, the eleventh and second intake ports 5 and 6 have approximately the same diameter.
シリンダブロックｌの巾方向のシリンダ中心線ｔに関し
てほぼ対称に配置され、排気ポート７はシリンダブロッ
ク１の長手方向中心線ｍｆはさんで第λ吸気ポート６と
対向するｆ−γ置に配ｊ−されている。The exhaust port 7 is arranged almost symmetrically with respect to the cylinder center line t in the width direction of the cylinder block l, and the exhaust port 7 is arranged at the f-γ position facing the λth intake port 6 across the longitudinal center line mf of the cylinder block 1. has been done.
吸気系は、エアクリーナ１０から砥びる主吸気通路１１
を有し％核上吸気通路１１内には絞り弁１２が配置＃さ
ハ、ている。第１図に示すように、主吸気通路に、途中
にサージタンク２４を備え、シリンダヘッド２内に延び
て、吸気ボート５，６の近傍で、シリンダブロック巾方
向のシリンダ中心線ｔＫはぼ沿うように形成された仕切
壁１４により仕切られて、それぞれｗＡ／及び第１吸気
ボート５．６に通じる！Ａ／、第コ分岐通路１５％ １
６１ｒ構ｂ’ｌ している。排気ポート７Ｖｉ、排気通
路１７に接続されて排気系を構成する。この排気系は普
通の構成でよい。主吸気通路１１には、仕切壁１４の上
流側に燃料噴射弁２３が配置され、エンジン運転条件に
対応する信号に基づいて計量された燃料が燃焼室４に供
給される。主吸気通路１１内には、開閉弁１８が設けら
れている。この開閉弁１８は、たとえば絞り弁１２に連
動されて該絞り弁の開ｔ（が比較的小さい低負荷運転領
域では閉じられ、絞り弁１２が所定開度を越えて開かれ
たとｆ！開かれるように構成される。The intake system includes a main intake passage 11 that runs from an air cleaner 10.
A throttle valve 12 is disposed within the upper air intake passage 11. As shown in FIG. 1, the main intake passage is provided with a surge tank 24 in the middle, extends into the cylinder head 2, and near the intake boats 5 and 6, the cylinder center line tK in the width direction of the cylinder block is approximately along the main intake passage. are separated by a partition wall 14 formed as follows, and communicate with wA/ and the first intake boat 5.6, respectively! A/, No. 1 branch passage 15% 1
61r structure b'l is in place. The exhaust port 7Vi is connected to the exhaust passage 17 to constitute an exhaust system. This exhaust system may have a normal configuration. A fuel injection valve 23 is arranged in the main intake passage 11 on the upstream side of the partition wall 14, and fuel metered based on a signal corresponding to engine operating conditions is supplied to the combustion chamber 4. An on-off valve 18 is provided within the main intake passage 11 . This opening/closing valve 18 is linked to the throttle valve 12, for example, and is closed in a low-load operation region where the opening t(of the throttle valve is relatively small), and is opened when the throttle valve 12 is opened beyond a predetermined opening degree f! It is configured as follows.
さらに、主吸気通路１１には開閉１８の僅かにに流側に
開口１９が形成され、この開口１９から主吸気通路１１
の下側を延びるように補助吸気通路２０が形成さねてい
る。補助吸気油路２１１ｉｔ、主吸気通路１１の下側か
ら第１分岐１ｍ路１５の下ｔｌＩｆ通り、開口２１によ
り第１吸気口５に扱絖されている。また、主吸気通路１
１の開閉ＩＰ１８の上方には、エアブリード用口袴Ｓ２
５が設けらｔｌており、このエアブリード通路２５の上
流端は、開［１２６により主吸気１〜路１１の開閉弁］
８よりも」−流側の上部に連通している。給３Ｍ分併せ
て参照すれば、開閉チＰ１８の僅かに下ｆＩｌｒ、 （
Ｌｌｌｌの上カにけ燃料噴射弁２３が配Ｉｋされており
、そのノズル先端部２３ａの周囲には、ソケット２７が
嵌合している。該ノケッ） ２７ ｉＪ：、外周Ｖ（周
ｂＨｔＨ１２７Ｊｌ ｋ４ａえるとともにその＠２７ａ
Ｋｔま周方向に隔置した複数の小穴２７ｂが設けられて
いる。そしてエアブリード通路２５の下流端れｒこの周
囲溝２７８に連通している。従って、エアブリード通路
２５ ＶＣ導入されたエアヶよ、この小穴２７ｂがらソ
ケット２７の内側圧向って噴出し、これＦＣよって噴射
燃料の霧化が効率良く行なわｔする。Further, an opening 19 is formed in the main intake passage 11 on the slightly downstream side of the opening/closing 18, and from this opening 19, the main intake passage 11
An auxiliary intake passage 20 is formed to extend below. The auxiliary intake oil passage 211it extends from the lower side of the main intake passage 11 to the lower part of the first branch 1 m passage 15 and is connected to the first intake port 5 through the opening 21. In addition, the main intake passage 1
Above the opening/closing IP18 of 1, there is an air bleed opening hakama S2.
5 is provided, and the upstream end of this air bleed passage 25 is opened [opening/closing valve of main intake 1 to passage 11 by 126]
8" - communicates with the upper part of the stream side. If you also refer to the supply 3M, it is slightly lower fIlr of the opening/closing tip P18, (
A fuel injection valve 23 is disposed on the upper side of Lllll, and a socket 27 is fitted around the nozzle tip 23a. 27 iJ:, outer circumference V (circumference bHtH127Jl k4a and its @27a
A plurality of small holes 27b are provided at intervals of Kt in the circumferential direction. The downstream end of the air bleed passage 25 communicates with the peripheral groove 278. Therefore, the air introduced into the air bleed passage 25 VC is blown out from the small hole 27b toward the inside of the socket 27, and the injected fuel is efficiently atomized by this FC.
第２図に示すように、吸気Ｉ−ト５は、高負荷運転時の
高充填量を確保するために、シリンダボア１ａの軸線方
向に近い角度で燃焼室４に開口しており２図には示して
いないが、第２吸気ポート６も同様な形状である。これ
に対し、補助吸気通路２０は主吸気通路１１および第１
分岐通路１５の下側から第１吸気ボー）５に開口してｂ
るので。As shown in Fig. 2, the intake port 5 opens into the combustion chamber 4 at an angle close to the axial direction of the cylinder bore 1a in order to ensure a high filling amount during high-load operation. Although not shown, the second intake port 6 also has a similar shape. On the other hand, the auxiliary intake passage 20 is connected to the main intake passage 11 and the first
Opening from the lower side of the branch passage 15 to the first intake bow) 5
Because.
燃焼室４に対し比較的浅角度で向けられることになる。It will be oriented at a relatively shallow angle to the combustion chamber 4.
さらに、第１吸気ポート５は、シリンダが７１ａの中心
線ｔＫ対し一方に偏って配置されているので、補助吸気
通路２０から浅い角度で燃焼室４に噴出する吸気流は、
燃焼室４内で水平面内の強い旋回流すなわちスワールを
発生スル。Furthermore, since the first intake port 5 is arranged to be biased to one side with respect to the center line tK of the cylinder 71a, the intake air jetted from the auxiliary intake passage 20 into the combustion chamber 4 at a shallow angle is
A strong swirl in the horizontal plane is generated within the combustion chamber 4.
第７図に示すように５本実施例においては、シリンダヘ
ッド２の吸、排気ポートが形成されていない部分、すな
わちシリンダブロック１の長手方向中心＃＆ｌ１ｍを挾
んで第１吸気ポート５と対向する部分圧点火栓２２が取
付けられている。したがって、点火栓２２Ｖｉ、補助吸
気通路２ｏからの吸気流が形成するスワールの旋回軌跡
上に位置するので、該点火栓２２の近傍には確実に新鮮
な混合気が供給され、良好か肩火性ｆ本って燃焼が行々
われる。As shown in FIG. 7, in this embodiment, a portion of the cylinder head 2 where intake and exhaust ports are not formed, that is, a portion facing the first intake port 5 across the longitudinal center #&l1m of the cylinder block 1. A partial pressure spark plug 22 is installed. Therefore, since the ignition plug 22Vi is located on the swirl locus formed by the intake air flow from the auxiliary intake passage 2o, fresh air-fuel mixture is reliably supplied to the vicinity of the ignition plug 22, and whether it is good or not. Combustion takes place f times.
低負荷運転領域でｔま、開閉７ｆ’１８ｒま閉又は開度
が小さい状噛になっており、吸気ｉｊ、％王として補助
吸気通路２０から燃焼室４に導入さハる。この場合、燃
料は主吸気通路１１に向けて噴射されるが、一部の吸気
は、エア−ブリード通路２５ケ通じて、燃料噴射弁２３
から噴射される燃料に向けて小穴２７ｂから噴出し、燃
料の霧化全促進する。In the low-load operating region, the opening/closing 7f'18r is closed or the degree of opening is small, and the intake air is introduced from the auxiliary intake passage 20 into the combustion chamber 4 as %K. In this case, fuel is injected toward the main intake passage 11, but a portion of the intake air passes through the 25 air bleed passages to the fuel injection valve 23.
The fuel is ejected from the small hole 27b toward the fuel injected from the hole 27b, thereby fully promoting atomization of the fuel.
また、高負荷運転領域では、開閉弁１８は、開状態にな
っており、燃料は吸気流の中に噴射され。Further, in a high-load operation region, the on-off valve 18 is in an open state, and fuel is injected into the intake air flow.
これによって、燃料の霧化が促進される。This promotes atomization of the fuel.
第１図は本発明の一実施例を示すエンジン吸気装置の概
略平【ｊ図、第１図は本発明ｆ実施例したエンジンの垂
直断面図、Ｍえ７図は第２図のＡ部拡大図、である。
ｌ…シリンダブロック、ｌａ・・・シリンダボア。
２・・・シリンダヘッド、３・・・ピストン、４・・・
燃焼室。
５．６・・・吸気ポート、７・・・排気ポート％１１・
・・主吸気通路、１５．１６・・・分岐吸気通路、１８
・・・開閉弁、１９・・・開口、２０・・・補助吸気通
路、２５・・・エアブリード通路。
第１図
■
第３図Fig. 1 is a schematic plan view of an engine intake system showing an embodiment of the present invention; Fig. 1 is a vertical sectional view of an engine according to an embodiment of the invention; Figure. l...Cylinder block, la...Cylinder bore. 2... Cylinder head, 3... Piston, 4...
combustion chamber. 5.6...Intake port, 7...Exhaust port%11.
・・Main intake passage, 15.16 ・・・Branch intake passage, 18
... Opening/closing valve, 19... Opening, 20... Auxiliary intake passage, 25... Air bleed passage. Figure 1 ■ Figure 3
Claims (1)
ずる１次吸気通路と該１次吸気通路の上方に形成され■
燃焼ｆｆ１Ｋ連通する２次吸気通路と。 前記２次吸気通路に設けられ運転状聾に応じて開閉制御
される開閉弁と、２次吸気通路の開閉弁下流に向けて燃
料を噴射する燃料噴射弁とを備えた燃料噴射式エンジン
において、少なくとも前記開閉弁の開度が所定１直以下
のとき前記燃料噴射弁の噴射ノズル付近に向けてエアを
噴出するエアブリード通路が設けられたことを特徴とす
る燃料噴射式エンジン[Scope of Claims] A primary intake passage that is branched at least near the combustion chamber and communicates with the combustion chamber;
The combustion ff1K communicates with the secondary intake passage. In a fuel injection engine comprising an on-off valve provided in the secondary intake passage and controlled to open and close depending on driving conditions, and a fuel injection valve that injects fuel downstream of the on-off valve in the secondary intake passage, A fuel injection engine characterized in that an air bleed passage is provided that blows air toward the vicinity of an injection nozzle of the fuel injection valve when the opening degree of the opening/closing valve is at least a predetermined one or less.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59068408A JPS60212665A (en) | 1984-04-05 | 1984-04-05 | Fuel injection engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59068408A JPS60212665A (en) | 1984-04-05 | 1984-04-05 | Fuel injection engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60212665A true JPS60212665A (en) | 1985-10-24 |
| JPH0480231B2 JPH0480231B2 (en) | 1992-12-18 |
Family
ID=13372819
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59068408A Granted JPS60212665A (en) | 1984-04-05 | 1984-04-05 | Fuel injection engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60212665A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2004040130A1 (en) * | 2002-10-18 | 2004-05-13 | Yamaha Hatsudoki Kabushiki Kaisha | Engine |
| WO2006059305A1 (en) * | 2004-12-03 | 2006-06-08 | Nissan Motor Ltd. | Intake air control apparatus and method |
| JP2019163718A (en) * | 2018-03-20 | 2019-09-26 | スズキ株式会社 | Intake air passage structure of engine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5554662A (en) * | 1978-10-18 | 1980-04-22 | Toyota Motor Corp | Suction device for fuel injection type internal-combustion engine |
-
1984
- 1984-04-05 JP JP59068408A patent/JPS60212665A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5554662A (en) * | 1978-10-18 | 1980-04-22 | Toyota Motor Corp | Suction device for fuel injection type internal-combustion engine |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2004040130A1 (en) * | 2002-10-18 | 2004-05-13 | Yamaha Hatsudoki Kabushiki Kaisha | Engine |
| WO2006059305A1 (en) * | 2004-12-03 | 2006-06-08 | Nissan Motor Ltd. | Intake air control apparatus and method |
| US7886708B2 (en) | 2004-12-03 | 2011-02-15 | Nissan Motor Co., Ltd. | Intake air control apparatus and method |
| JP2019163718A (en) * | 2018-03-20 | 2019-09-26 | スズキ株式会社 | Intake air passage structure of engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0480231B2 (en) | 1992-12-18 |
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