JPS60228758A - Intake device of multi-cylinder engine - Google Patents
Intake device of multi-cylinder engineInfo
- Publication number
- JPS60228758A JPS60228758A JP59083239A JP8323984A JPS60228758A JP S60228758 A JPS60228758 A JP S60228758A JP 59083239 A JP59083239 A JP 59083239A JP 8323984 A JP8323984 A JP 8323984A JP S60228758 A JPS60228758 A JP S60228758A
- Authority
- JP
- Japan
- Prior art keywords
- surge tank
- intake
- inflow
- intake air
- cylinder
- 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
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10026—Plenum chambers
- F02M35/10032—Plenum chambers specially shaped or arranged connecting duct between carburettor or air inlet duct and the plenum chamber; specially positioned carburettors or throttle bodies with respect to the plenum chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
- F02M35/112—Intake manifolds for engines with cylinders all in one line
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
- F02M35/1045—Intake manifolds characterised by the charge distribution between the cylinders/combustion chambers or its homogenisation
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、吸気をサージタンクを介して各気筒に連通す
る分岐吸気管に分配するようにした多気筒エンジンの吸
気装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an intake system for a multi-cylinder engine that distributes intake air to branch intake pipes communicating with each cylinder via a surge tank.
（従来技術）
一般に、多気筒エンンン、とりわけ燃料噴射式の多気筒
エンノンにおいては、各気筒に吸気を均等に分配するこ
とがきわめて重要であり、この均等分配により初めて多
気筒エンジンの円滑な出力を保証することができる。(Prior art) In general, in multi-cylinder engines, especially in fuel-injected multi-cylinder engines, it is extremely important to distribute intake air evenly to each cylinder. can be guaranteed.
従来、例えば特開昭５３−１１３９１９号公報には、吸
気を均等分配すべく、サージタンクと各気筒を結末分岐
吸気管の通路長を等しくするようにした多気筒エンジン
の吸気装置が開示されている。Conventionally, for example, JP-A-53-113919 discloses an intake system for a multi-cylinder engine in which a surge tank and each cylinder are connected and the passage lengths of branched intake pipes are made equal in order to evenly distribute intake air. There is.
しかしながら、各分岐吸気管の通路長を等しく設定した
としても、吸気流はサージタンク内に作用する動圧でも
って流入するため、サージタンクに開口する各分岐吸気
管の開口に作用する圧力が等しくなるという保証はなく
、各分岐吸気管の流入開口に作用する動圧が違えばたと
え通路長が等しくても各気筒への吸気の均等分配は行な
われなくなる。However, even if the passage lengths of each branch intake pipe are set equal, the intake flow flows in with the dynamic pressure acting in the surge tank, so the pressure acting on the opening of each branch intake pipe that opens into the surge tank is equal. There is no guarantee that this will occur; if the dynamic pressures acting on the inflow openings of each branch intake pipe are different, even if the passage lengths are the same, the intake air will not be distributed equally to each cylinder.
（発明の目的）
本発明は、したがって、各分岐吸気管への吸気の分配を
ほぼ完全に均等化することができる多気筒エンノンの吸
気装置を提供することを目的としている。(Objective of the Invention) Therefore, an object of the present invention is to provide an intake system for a multi-cylinder ennon that can almost completely equalize the distribution of intake air to each branch intake pipe.
（発明の構成）
このため本発明は、サージタンクの長手方向の略中央部
に吸気流入開口を開口させ、さらに、各分岐吸気管のサ
ージタンクへの開口を長手方向に沿ってサージタンクの
流入開口に関してほぼ対称に配列するとともに、サージ
タンクの吸気流入開口に対向する内壁部に、吸気を技手
方向両側に分流する分流面を形成して構成したものであ
る。(Structure of the Invention) For this reason, the present invention opens an intake inflow opening approximately at the center in the longitudinal direction of the surge tank, and furthermore, connects the opening of each branch intake pipe to the surge tank along the longitudinal direction. The vents are arranged approximately symmetrically with respect to the openings, and a flow dividing surface is formed on the inner wall facing the intake air inflow opening of the surge tank to divert the intake air to both sides in the direction of the technique.
（発明の効果）
本発明によれば、各気筒への吸気の分配を確実に均等化
することができ、したがって、各気筒の出力を均等化で
きるので、多気筒エンジンの性能を良好に維持すること
ができる。(Effects of the Invention) According to the present invention, the distribution of intake air to each cylinder can be reliably equalized, and therefore the output of each cylinder can be equalized, so that the performance of a multi-cylinder engine can be maintained well. be able to.
（実施例） 以下、本発明の実施例を具体的に説明する。(Example) Examples of the present invention will be specifically described below.
第１図、第２図に示すように、共通吸気通路の一部を構
成する水平なスロットルチャンバ１内に配設されたスロ
ットルバルブ２の下流には、吸気通路の通路断面積に比
して十分大きい断面積を有するサージタンク３の流入開
口３Ａが水平方向に接続〜されている。このサージタン
ク３は、スロットルチャンバ１に接続されるサージタン
ク３の流入開口３Ａの中心線に関して左右対称でかつ左
右方向両側に拡がった閉断面形状に形成されている。As shown in FIGS. 1 and 2, downstream of the throttle valve 2 disposed in a horizontal throttle chamber 1 constituting a part of the common intake passage, there is a The inflow openings 3A of the surge tank 3 having a sufficiently large cross-sectional area are connected in the horizontal direction. The surge tank 3 is formed in a closed cross-sectional shape that is symmetrical with respect to the center line of the inflow opening 3A of the surge tank 3 connected to the throttle chamber 1 and expands on both sides in the left-right direction.
第１図に明瞭に示すように、エンジン本体Ｅ内に形成さ
れた各気筒（図示せず）に吸気を供給する分岐吸気管４
〜７は、サージタンク３の底部に各々開口されており、
その各分岐吸気管４〜７の流入開口４ａ〜７ａはサージ
タンク３の流入開口３Ａを中心として、サージタンク３
の技手方向（図の左右方向）に沿って左右対称に、より
具体的にはほぼ扇形状を成すように配列されている。図
示の４気筒エンジンＥの場合は、したがって、吸気のサ
ージタンク３への流入中心線に対し、その左右両側に一
対（Ｓ、６）、さらにその外側に一対（４゜７）、計４
個の分岐吸気管４〜７の流入開口４ａ〜７ａが扇形状を
成すように設置されている。また、サージタンク３の流
入開口３Ａに対向する内壁面３Ｂは、流入開口４ａ〜７
ａの扇形配列にしたがって左右方向にゆるやかに傾斜し
、その左右方向の中心部、つまり流入開口３Ａと対向す
る部分が内側２つの分岐吸気管５，６の流入開口５ａ＋
６ａの間に突出するように内向とに山形状に湾曲され
た分流面３Ｃとして形成されている。この分流面３Ｃは
、サージタンク３内に流入してくる吸気を左右両側に対
称に分流し分流した吸気を分流面３Ｃに連続する内壁面
３Ｂの傾斜に沿って外側２つの分岐吸気管４，７の流入
開口４ａ、７ａに向けて案内する。上記の扇形状配列と
この内向外の分流面３Ｃとによってスロットルバルブ２
を介して流入する吸気の動圧は、各分岐吸気管４〜７の
流入開口４８〜７ａに対し、はぼ均等に作用するように
なる。As clearly shown in FIG. 1, a branch intake pipe 4 that supplies intake air to each cylinder (not shown) formed in the engine body E
~7 are each opened at the bottom of the surge tank 3,
The inflow openings 4a to 7a of each of the branch intake pipes 4 to 7 are connected to the surge tank 3 with the inflow opening 3A of the surge tank 3 as the center.
They are arranged symmetrically along the technique direction (horizontal direction in the figure), more specifically in a substantially fan shape. In the case of the illustrated four-cylinder engine E, therefore, with respect to the center line of intake air flowing into the surge tank 3, one pair (S, 6) on both sides of the center line and one pair (4° 7) on the outside thereof, for a total of 4
The inflow openings 4a to 7a of the branch intake pipes 4 to 7 are arranged so as to form a fan shape. Moreover, the inner wall surface 3B facing the inflow opening 3A of the surge tank 3 has inflow openings 4a to 7.
The inflow openings 5a+ of the two branched intake pipes 5 and 6 are gently inclined in the left-right direction according to the fan-shaped arrangement of the arrows a, and the center portions in the left-right direction, that is, the portions facing the inflow openings 3A, are inside the two branched intake pipes 5 and 6.
It is formed as a flow dividing surface 3C that is curved inwardly into a mountain shape so as to protrude between the flow paths 6a and 6a. This diversion surface 3C divides the intake air flowing into the surge tank 3 symmetrically to the left and right sides, and distributes the diverted intake air to two outer branch intake pipes 4, 7 toward the inflow openings 4a, 7a. The throttle valve 2
The dynamic pressure of the intake air flowing in through the branch intake pipes 4 to 7 acts almost equally on the inflow openings 48 to 7a of the branch intake pipes 4 to 7.
また、第１図、第２図に明瞭に示すように、内側２つの
分岐吸気管５，６の流入開口５ａ、６ａが開設されるサ
ージタンク３の底壁面かられずかに立ち上がった突起帯
８が上記サージタンク３の分流面３Ｃと対向して、内側
２つの流入開口５ａ、 ６ａをはさむように突出形成さ
れていて、その突起帯８のわずか上流側には、各分岐吸
気管４〜７を構成する吸気マニホール１″９の上面壁部
９ａ内を貫通するＥＧＲガス還流通路１０の吐出口１１
が開口されている。このＥＧＲ吐出口１１は、したがっ
て、サージタンク３の吸気の流入中心線上に位置し、ま
た、これをわずか下流で囲うように形成された突起帯８
はＥＧＲ吐出口１１がら吐出されるＥＧＲ，ｆスのうち
、内側２つの流入開口５ａ、 ６ａに直接的に流入しよ
うとするＥＧＲガスに干渉して直接的な流入を制限する
とともに、その突起帯８の長手方向両側に沿って案内す
ることによって、外側２つの分岐吸気管４，７の流入開
口４ａ、’７ａ側に分配する役割を有する。つまり、こ
のＥＧＲ吐出口１１に対して設けた突起帯８は、ＥＧＲ
ガスを各分岐吸気管４〜７に均等分配するための役割を
有している。Furthermore, as clearly shown in FIGS. 1 and 2, a projecting band 8 slightly rises from the bottom wall surface of the surge tank 3 where the inflow openings 5a and 6a of the two inner branch intake pipes 5 and 6 are opened. is formed in a protruding manner so as to face the diversion surface 3C of the surge tank 3 and sandwich the two inner inflow openings 5a, 6a, and slightly upstream of the protruding zone 8, each branch intake pipe 4-7 is formed. The discharge port 11 of the EGR gas recirculation passage 10 that passes through the upper wall 9a of the intake manifold 1''9 that constitutes the
is opened. This EGR discharge port 11 is therefore located on the inflow center line of the intake air of the surge tank 3, and a protrusion band 8 formed to surround it slightly downstream
The EGR gas discharged from the EGR discharge port 11 interferes with the EGR gas that is about to directly flow into the two inner inlet openings 5a and 6a, and restricts the direct inflow, and the protruding band 8 has the role of distributing it to the inlet openings 4a and '7a of the two outer branch intake pipes 4 and 7. In other words, the protruding band 8 provided for this EGR discharge port 11 is
It has the role of evenly distributing gas to each branch intake pipe 4 to 7.
また、第１図、第２図には具体的に図示しないが、エン
ジン本体Ｅに取付けられる吸気マニホールド９の取付は
ブラケット９１〕部分には、噴射弁取付は用の取付は部
９ｅ＋９ｃ、・・・が形成されており、各取付は部９ｃ
には図示しない燃料噴射弁が各々配設される。なお、第
２図に示すように、各分岐吸気管４〜７の傾きは、各気
筒の燃焼室にストレートに空気を流入させることができ
るよう、比較的大きな傾斜角度に設定することが好まし
く、さらに分岐吸気管の通路長を各分岐吸気管４〜７に
ついてほぼ等しくすることか吸気の均等分配性をより高
めるうえで好ましい。Although not specifically shown in FIGS. 1 and 2, the intake manifold 9 attached to the engine body E is attached to the bracket 91, and the injection valves are attached to the bracket 91, parts 9e+9c, etc.・ is formed, and each installation is done using part 9c.
A fuel injection valve (not shown) is disposed in each of the fuel injection valves. Note that, as shown in FIG. 2, the inclination of each branch intake pipe 4 to 7 is preferably set to a relatively large inclination angle so that air can flow straight into the combustion chamber of each cylinder. Furthermore, it is preferable to make the passage lengths of the branch intake pipes approximately equal for each of the branch intake pipes 4 to 7 in order to further improve uniform distribution of intake air.
以上の説明から明らかなように、本実施例ではサージタ
ンク３に水平方向から流入する吸気流が流入開口３Ａに
対向する分流面によって左右対称に分流され、流入開口
３Ａに関して左右対称にかつサージタンク３の長手方向
に沿って配列された各分岐吸気管４〜７の流入開口４ａ
〜７ａに対しほぼ均等に作用する、換言すれば等しい動
圧が作用するため、サージタンク３に流入する吸気は各
分岐吸気管４〜７にほぼ均等に分配される。と同時に、
流入開口３Ａの僅か下流に開口されたＥＧＲ吐出口１１
から上向きに吐出されるＥＧＲガスは、流入開口３Ａか
ら流入する吸気流にのって、ミキシングが促進されつつ
、吸気の均等分配にしたがって各分岐吸気管４〜７に均
等に分配される。したがって、燃料噴射弁から等しく供
給される燃料に対し、設定された空燃比が各気筒につい
て正しく実現されることとなり、エンジンの各気筒はほ
ぼ均等な出力特性を示すこととなって、エンジンの作動
性、出力性能さらにはエミッション性能が良好に維持さ
れることになる。As is clear from the above description, in this embodiment, the intake air flowing horizontally into the surge tank 3 is divided symmetrically by the flow dividing surface facing the inflow opening 3A, and is symmetrically divided into the surge tank 3 with respect to the inflow opening 3A. Inflow openings 4a of each branch intake pipes 4 to 7 arranged along the longitudinal direction of 3.
7a, in other words, the same dynamic pressure acts on them, so that the intake air flowing into the surge tank 3 is distributed almost equally to each of the branch intake pipes 4 to 7. At the same time,
EGR discharge port 11 opened slightly downstream of inflow opening 3A
The EGR gas discharged upward from the inflow opening 3A is evenly distributed to each of the branch intake pipes 4 to 7 according to the equal distribution of intake air while mixing is promoted by the intake air flow flowing in from the inflow opening 3A. Therefore, with respect to the fuel equally supplied from the fuel injection valve, the set air-fuel ratio is correctly achieved for each cylinder, and each cylinder of the engine exhibits approximately equal output characteristics, resulting in engine operation. performance, output performance, and even emission performance will be maintained well.
なお、本発明は４気筒エンノンのみならず、６気筒や８
気筒エンジン等にも適用しうろことはいうまでもない。Note that the present invention applies not only to 4-cylinder ennons, but also to 6-cylinder and 8-cylinder ennons.
Needless to say, it can also be applied to cylinder engines and the like.
第１図は本発明の実施例にかが不吸気装置の要部水平断
面説明図、第２図は第１図の■−■線方向断面図である
。
２・・・スロットルバルブ、３・・・サージタンク、３
Ａ・・・流入開口、 ３Ｃ・・・９分流面、４〜７・・
・分岐吸気管、
４ａ〜７ａ・・・分岐吸気管の流入開口。
特許出願人 東洋工業株式会社FIG. 1 is an explanatory horizontal cross-sectional view of a main part of a non-intake device according to an embodiment of the present invention, and FIG. 2 is a cross-sectional view taken along the line ■--■ in FIG. 2... Throttle valve, 3... Surge tank, 3
A...Inflow opening, 3C...9 branch flow surface, 4-7...
- Branch intake pipe, 4a to 7a... Inflow opening of the branch intake pipe. Patent applicant: Toyo Kogyo Co., Ltd.
Claims (1)
気管に吸気を分配するようにした多気筒エンノンの吸気
装置であって、 サージタンクの長手方向の略中央部にサージタンクへの
吸気の流入開口を設置するとともに、この流入開口に関
してほぼ対称に各分岐吸気管の流入開口をサージタンク
の長手方向に沿って配設する一方、上記サージタンクの
流入開口に対向する内壁部が吸×を長手方向両側に分流
するように形１＆されたことを特徴とする多気筒エンジ
ンの吸気装置。(1) An intake system for a multi-cylinder ennon that distributes intake air to branch intake pipes communicating with each cylinder via a surge tank, where the intake air to the surge tank is located approximately in the longitudinal center of the surge tank. In addition, the inflow openings of each branch intake pipe are arranged along the longitudinal direction of the surge tank almost symmetrically with respect to this inflow opening, while the inner wall facing the inflow opening of the surge tank An intake system for a multi-cylinder engine, characterized in that the intake system is shaped so that the flow is divided into both sides in the longitudinal direction.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59083239A JPS60228758A (en) | 1984-04-24 | 1984-04-24 | Intake device of multi-cylinder engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59083239A JPS60228758A (en) | 1984-04-24 | 1984-04-24 | Intake device of multi-cylinder engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60228758A true JPS60228758A (en) | 1985-11-14 |
| JPH0160668B2 JPH0160668B2 (en) | 1989-12-25 |
Family
ID=13796770
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59083239A Granted JPS60228758A (en) | 1984-04-24 | 1984-04-24 | Intake device of multi-cylinder engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60228758A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2582353A1 (en) * | 1985-05-23 | 1986-11-28 | Daimler Benz Ag | INTAKE CIRCUIT FOR A MULTICYLINDRICAL INTERNAL COMBUSTION ENGINE WITH FUEL INJECTION, AND MORE SPECIFICALLY FOR INJECTION AND AIR COMPRESSOR ENGINE, WORKING WITH EXHAUST GAS RECYCLING |
| US5596961A (en) * | 1995-10-02 | 1997-01-28 | Detroit Diesel Corporation | Intake manifold assembly for four-cycle internal combustion engine |
| KR100339679B1 (en) * | 1997-03-31 | 2002-07-18 | 가나이 쓰도무 | Multi-cylinder internal combustion engine with multi-directional fuel injection valve and its intake pipe structure |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01168162U (en) * | 1988-05-16 | 1989-11-27 | ||
| JP7251465B2 (en) * | 2019-12-20 | 2023-04-04 | トヨタ自動車株式会社 | Intake manifold |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55114355U (en) * | 1979-02-06 | 1980-08-12 | ||
| JPS5842607A (en) * | 1981-08-31 | 1983-03-12 | ペンウォルト・コーポレーション | Manufacture of aqueous emulsion state high quality vinylidene fluoride polymer |
-
1984
- 1984-04-24 JP JP59083239A patent/JPS60228758A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55114355U (en) * | 1979-02-06 | 1980-08-12 | ||
| JPS5842607A (en) * | 1981-08-31 | 1983-03-12 | ペンウォルト・コーポレーション | Manufacture of aqueous emulsion state high quality vinylidene fluoride polymer |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2582353A1 (en) * | 1985-05-23 | 1986-11-28 | Daimler Benz Ag | INTAKE CIRCUIT FOR A MULTICYLINDRICAL INTERNAL COMBUSTION ENGINE WITH FUEL INJECTION, AND MORE SPECIFICALLY FOR INJECTION AND AIR COMPRESSOR ENGINE, WORKING WITH EXHAUST GAS RECYCLING |
| US5596961A (en) * | 1995-10-02 | 1997-01-28 | Detroit Diesel Corporation | Intake manifold assembly for four-cycle internal combustion engine |
| KR100339679B1 (en) * | 1997-03-31 | 2002-07-18 | 가나이 쓰도무 | Multi-cylinder internal combustion engine with multi-directional fuel injection valve and its intake pipe structure |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0160668B2 (en) | 1989-12-25 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4615324A (en) | Exhaust gas recirculation system for a V-type engine | |
| US4972814A (en) | Combustion system of an internal combustion engine | |
| EP0196100A2 (en) | Fuel injection supply system for multi-cylinder internal combustion engine | |
| JPS60164619A (en) | Suction device for multicylinder internal-combustion engine | |
| JPS60228758A (en) | Intake device of multi-cylinder engine | |
| JPS60224965A (en) | Intake unit for multi-cylinder engine | |
| JPH022934Y2 (en) | ||
| JPS5919818Y2 (en) | Intake system for multi-cylinder internal combustion engine | |
| JPH075249Y2 (en) | Air intake system for internal combustion engine | |
| JPS6313392Y2 (en) | ||
| JPH10252577A (en) | Egr distributing device of internal combustion engine | |
| JPS6139096Y2 (en) | ||
| JPH0614052Y2 (en) | Exhaust gas recirculation system for internal combustion engine | |
| JP2802308B2 (en) | 4-cylinder engine intake system | |
| JPS5852367Y2 (en) | Fuel injection engine intake system | |
| JPS5834276Y2 (en) | Intake pipe structure of engine with cylinder number control | |
| JPH0318657Y2 (en) | ||
| JPH0234459Y2 (en) | ||
| JPH0784857B2 (en) | Internal combustion engine intake system | |
| JP2001182643A (en) | Intake passage structure of multicylinder engine | |
| JPH01125556A (en) | Intake device of internal combustion engine | |
| JPH0523824Y2 (en) | ||
| JPH022935Y2 (en) | ||
| JPH036854Y2 (en) | ||
| JPH01216019A (en) | Suction control device for engine for vehicle |