JPS606018A - Intake system of engine - Google Patents
Intake system of engineInfo
- Publication number
- JPS606018A JPS606018A JP58114784A JP11478483A JPS606018A JP S606018 A JPS606018 A JP S606018A JP 58114784 A JP58114784 A JP 58114784A JP 11478483 A JP11478483 A JP 11478483A JP S606018 A JPS606018 A JP S606018A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- engine
- valve
- air
- intake 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.)
- Pending
Links
- 238000002485 combustion reaction Methods 0.000 claims abstract description 13
- 238000009940 knitting Methods 0.000 claims 1
- 239000000203 mixture Substances 0.000 abstract description 13
- 230000002093 peripheral effect Effects 0.000 abstract description 3
- 239000000446 fuel Substances 0.000 description 14
- 238000002347 injection Methods 0.000 description 3
- 239000007924 injection Substances 0.000 description 3
- 238000000889 atomisation Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000005192 partition Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 230000007123 defense Effects 0.000 description 1
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
- F02M35/10078—Connections of intake systems to the engine
- F02M35/10085—Connections of intake systems to the engine having a connecting piece, e.g. a flange, between the engine and the air intake being foreseen with a throttle valve, fuel injector, mixture ducts or the like
-
- 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
- F02B31/085—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having two inlet valves
-
- 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
- F02M35/108—Intake manifolds with primary and secondary intake passages
- F02M35/1085—Intake manifolds with primary and secondary intake passages the combustion chamber having multiple intake 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)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
く産業上の利用分野ン
この発明は、エンジンの燃焼室に吸入空気を供１！８す
るための吸気ＨＨの改良に関するものである。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention This invention relates to an improvement in an intake HH for supplying intake air to the combustion chamber of an engine.
（従来技術）
従来からエンジンの吸気装置どして、特開昭５７−１０
５５３４号公報に示されるように、低負荷用ａ３ Ｊ：
び高負荷用の二つの吸気ボートを燃焼室に開口させたも
のが知られている。これは吸入空気量の多いコニンジン
の高負荷＋１．’ｊに上記両吸気ボーｌ−から吸入空気
を燃焼室に供給し、かつ平面から見（゛吸気通路と排気
通路とが略−直線上に並ぶように吸気通路を直線的に形
成づることにより、吸気抵抗を低減して充填効率を高め
、所望のエンジン効率が得られるようにしている。また
エンジンの低負荷時には高負荷用の吸気ボー１〜側の吸
気通路を制御弁でｒ’Ａ Ｍ シ、低負荷用の吸気ボー
トのみから吸入空気を供給ＪることにＪ：す、吸入空気
の流速を速めて燃焼性を改善するにうにしている。(Prior art) Conventionally, engine intake systems have been
As shown in Publication No. 5534, a3 J for low load:
It is known that two intake boats for high-load and high-load applications are opened into the combustion chamber. This is the high load of Koninjin, which has a large amount of intake air + 1. By supplying intake air to the combustion chamber from both intake balls l-, and forming the intake passage in a straight line so that the intake passage and the exhaust passage are lined up approximately in a straight line, , reducing intake resistance and increasing charging efficiency to obtain the desired engine efficiency.In addition, when the engine is under low load, the intake passage on the intake bow 1~ side for high load is controlled by a control valve. By supplying intake air only from a low-load intake boat, the flow rate of the intake air is increased to improve combustibility.
しかしながら、上記構成ではエンジンの低負荷時には低
負荷用の吸気ボートから排気ボートに向けて吸入空気が
平面から見て略真直ぐに供給されるために強いスワール
を発生させることができず、吸入空気最の少ない低負荷
＋１１’ｉにおりる燃ｌａ性の改善効果が不充分である
という欠点があった。However, with the above configuration, when the engine is under low load, the intake air is supplied almost straight from the low-load intake boat to the exhaust boat when viewed from the top, making it impossible to generate a strong swirl. The drawback was that the effect of improving flammability at low loads of +11'i was insufficient.
（発明の目的）
この弁明は、上記の欠点を解消づるためになされたもの
であり、吸入空気早の少ない低Ｑ６η時にＪ３いて強い
スワールを光クニさＵることかでき、燃料の霧化を促進
してエンジンの低負荷時の燃焼性を確実に改ｉεづるこ
とかできる一１ニンジンの吸気装置を提供づるものであ
る。(Purpose of the invention) This defense was made in order to eliminate the above-mentioned drawbacks, and when the intake air velocity is low at low Q6η, the J3 can produce a strong swirl and improve the atomization of the fuel. The purpose of the present invention is to provide a single-carrot air intake system that can promote and reliably improve the combustibility of the engine at low loads.
（ブを明の構成）
この発明は、エンジンの低１″ｌ荷１１；）おＪ：び高
角（＋？１時にわたって吸入空気を供給覆る一次吸気ポ
ー１へと、エンジンの高負荷０１′７に吸入空気を供給
りる二次吸気ボー１−とをエンジンの燃焼室にそれぞれ
開口さμ、この両吸気ポートに一次吸気）ｆ ｉｌｊ
Ｊ、’Ｏ’二次吸気弁をそれぞれ配置してなるエンジン
の吸気装置において、上記両吸気ボートに連通づる吸気
通路を平面から見て直線的に形成し、かつ低負荷時に二
次吸気弁の作動をｆ？止させる作動停止手段と、低負荷
時に吸気通路内の吸入空気を二次吸気ボート側に集中さ
せて二次吸気ボー１へ側の吸気通路から一次吸気ボー１
−に向ｔフＴ供給する偏向手段とを設けることにより、
エンジンの低負荷時に一次吸気ボー１−から燃焼室の周
壁の接線方向に向（プ゛Ｃ吸入空気が送り込乏１：れる
ようにした一ｂのである。This invention supplies intake air over the low 1''l load 11;) and high angle (+?1 hour) of the engine to the primary intake port 1, A secondary intake port 1- which supplies intake air to 7 is opened into the combustion chamber of the engine, and primary intake air is supplied to both intake ports.
In an engine intake system in which J and 'O' secondary intake valves are respectively arranged, the intake passage communicating with both intake boats is formed linearly when viewed from the top, and the secondary intake valves are arranged at low loads. Operation f? and an operation stopping means for concentrating the intake air in the intake passage to the secondary intake boat side at low load, and moving the intake air from the intake passage on the side to the secondary intake boat 1 to the primary intake boat 1.
- by providing a deflection means for supplying a direction to the
When the load of the engine is low, the intake air is directed from the primary intake bow 1- to the tangential direction of the peripheral wall of the combustion chamber.
（実施例）
第゛１図（１３よび第２図に示づように、エンジン１に
は燃焼室２が形成され、エンジン１のシリツタヘッド３
には低負荷時おにぴ高負伺時にわたって吸入空気を供給
する一次吸気ボート４と、高負荷１１・ｒに吸入空気を
供給する二次吸気ボート５がぞれてれ燃焼室２に間口し
て設けられている。上記両吸気ボー１−４．５はそれぞ
れ吸気通路６に連通され、Ｉ７Ｆ気ポー１−７．７に連
通づる排気通路２１に対しく上記吸気通路６が平面から
児て略−直線上に配βされるように直線的に形成されて
いる。また、上記両吸気ボート４，５の聞１］部には一
次吸気：Ｒ８ｄＪよび二次吸気弁９がそれぞれ配置され
、この両吸気弁８．９がそれぞれスイングアーム式動弁
装置１０によって開閉されるように構成されている。ぞ
して二次吸気弁９側の動弁装置１０には低負荷時に制御
回路１１からの信号に応じて二次吸気弁９の作動を１ツ
（止さＵるための油圧ビボッ１−１２が設【プられてい
る。この油圧ピボッ１−１２はＡイルタンク３１から供
給された一Ａ−（ルがＡイル溜り３０に蓄えられた状態
では上方に位置しＣ動弁装置１０の支点どなり、制御回
路１１から出力された信号に応じて開閉弁３２が聞かれ
るとオイル溜り３０の油圧が低十してピボット１２か降
下し、動弁装置１０の作動を停止さぜるにうに構成され
ている。ナＪ３．３３はオイルポンプ、３／１は逆止弁
である。(Example) As shown in FIG. 1 (13) and FIG.
There is a primary intake boat 4 that supplies intake air during low loads and high loads, and a secondary intake boat 5 that supplies intake air during high loads 11.r. It is provided. Both the intake bows 1-4.5 are communicated with the intake passage 6, and the intake passage 6 is arranged approximately in a straight line from a plane with respect to the exhaust passage 21 communicating with the I7F air port 1-7.7. It is formed linearly so that it is β. In addition, a primary intake valve 8.9 and a secondary intake valve 9 are arranged between the two intake boats 4 and 5, respectively, and both intake valves 8 and 9 are opened and closed by swing arm type valve operating devices 10, respectively. It is configured to The valve train 10 on the side of the secondary intake valve 9 has a hydraulic pivot 1-12 for stopping the operation of the secondary intake valve 9 in response to a signal from the control circuit 11 during low load. This hydraulic pivot 1-12 is located at the upper position when the oil supplied from the oil tank 31 is stored in the oil reservoir 30, and is at the fulcrum of the C valve train 10. When the on-off valve 32 is activated in response to a signal output from the control circuit 11, the oil pressure in the oil reservoir 30 becomes low, causing the pivot 12 to descend and stop the operation of the valve train 10. NaJ3.33 is an oil pump, and 3/1 is a check valve.
また、上記吸気通路６は仕切ｕ！２０によつ−ｒ−次吸
気ボー１−４側の吸気通路６ａと、二次吸気ボー１−５
側の吸気通路６ｂどに区画され、この−次吸気ボー１〜
４側の吸気通路Ｇａ内にはシ１７ツターバルブ１３が配
置されている。このシ＼・ツタ−バルブ１３が上記制御
回路１１からの信号に応じてソレノイド等からなるアク
チュエータ１４により駆動され、低負荷時に一次吸気ボ
ート４側の吸気通路６ａを閉塞づるように構成されてい
る。さらに吸気通路６にはザージタンク１５が設けられ
ると」ｔに、燃ｔ３＋噴躬ノズル１６ａ３よびスロット
ルバルブ１７、負圧センサ１８が配置されている。この
負１．Ｉ：ｔ！ンザ１８は吸気通路６内の吸気負圧の大
ささを検出づるためのものであり、この負圧センリー１
８からのｆＳ丹が制御回路１１に入力されている。Ｊ゛
た、排気ボート７．７にはそれぞれ排気弁２２．２２が
配置されている。Further, the intake passage 6 is partitioned by a partition u! 20 - r - Intake passage 6a on the secondary intake bow 1-4 side and secondary intake bow 1-5
It is divided into the side intake passage 6b, etc., and this -next intake board 1~
A shutter valve 13 is disposed within the intake passage Ga on the fourth side. This shift valve 13 is driven by an actuator 14 consisting of a solenoid or the like in response to a signal from the control circuit 11, and is configured to close the intake passage 6a on the primary intake boat 4 side during low load. . Furthermore, a surge tank 15 is provided in the intake passage 6, and a fuel injection nozzle 16a3, a throttle valve 17, and a negative pressure sensor 18 are disposed at the intake passage 6. This negative 1. I:t! The sensor 18 is for detecting the magnitude of the intake negative pressure in the intake passage 6.
fStan from 8 is input to the control circuit 11. In addition, an exhaust valve 22.22 is arranged in each exhaust boat 7.7.
上記４１へ成において、エンジン１が作動覆ると、吸気
通路６にはエンジンの負ルによってス【］］ツ１−ルバ
ルブ１の開度に応じた吊の空気が吸入され、燃料噴射ノ
ズル１６から噴射される燃料と上記吸入空気どが混合さ
れて肚合気が生成される。そしく」−ンジン１の低角？
ｌＪｌ、′ｌにはスＩ」ツタ−バルブ１７の聞度が小さ
く、吸気負圧が大ぎくなる。これ’ｉ ＜ｌ：ｌ ＦＪ
−セン’ｊＪ−１８ｋ： に ツＴ検出し、制御回路１
１から開閉弁３２およびアクチュエータ１４にそれイ゛
れ信号が出力され、二次吸気弁９の作動が停止されると
共に一次吸気ポート４側の吸気通路６ａかシトツタ−バ
ルブ１３によって閉塞される。このため、吸気通路Ｇ内
の混合気は二次吸気ボート５側の吸気通路６ｂに集中し
た後に、この吸気通路６ｂから一次吸気ボーｉ〜４に向
（プて供給されることとなる。すなわら、二次吸気弁９
の作動が停止されて二次吸気ボート５が口１じられてい
るため、二次吸気ボート−５５側の吸気通路６ｂ内に集
中した混合気が一次吸気ボート４に向（プて供給される
のである。、従ってこの混合気は燃焼至２０周壁ゐ接線
方向（矢印へ方向）に送り込まれるために強いスワール
が発生し、燃料の霧化がｌｈ’進されて浸れた燃焼性を
得ることができる。この場合、第２図に示′づＪ：うに
上記両吸気ボー１〜４．５間の隔壁１つの端部に混合気
を案内りる傾斜面を設けてお番プば、吸気抵抗が小さく
なってスツールをより強化づることかできる。In the above step 41, when the engine 1 starts operating, air is sucked into the intake passage 6 according to the opening degree of the throttle valve 1 due to the negative pressure of the engine, and from the fuel injection nozzle 16. The injected fuel and the intake air are mixed to generate a gas mixture. Soshoku” - low angle of Njin 1?
For lJl and 'l, the pressure of the valve 17 is small, and the intake negative pressure becomes large. Kore'i <l:l FJ
- Sen'jJ-18k: Detects T and controls circuit 1
1 outputs a deviation signal to the on-off valve 32 and actuator 14, the operation of the secondary intake valve 9 is stopped, and the intake passage 6a on the side of the primary intake port 4 is closed by the intake valve 13. Therefore, the air-fuel mixture in the intake passage G is concentrated in the intake passage 6b on the side of the secondary intake boat 5, and then is supplied from this intake passage 6b toward the primary intake boats i to 4. Now, secondary intake valve 9
Since the operation of the secondary intake boat 5 is stopped and the secondary intake boat 5 is closed, the air-fuel mixture concentrated in the intake passage 6b on the side of the secondary intake boat 55 is supplied toward the primary intake boat 4. Therefore, this air-fuel mixture is sent in the tangential direction (in the direction of the arrow) to the combustion wall, so a strong swirl is generated, and the atomization of the fuel is advanced to achieve deep combustibility. In this case, as shown in FIG. The smaller size allows you to make the stool more sturdy.
また、エンジンの高負萄時には、スロットルバルブ１７
の開度が大きくなり、吸気通路６内の吸気負圧が小さく
なるＩこめに、二次吸気弁９の作動停止状態を解除し、
かつ−次吸気ボート４側の吸気通路を開放させる伯母が
制御回路１１から出力され、二次吸気弁９が作動をＵｎ
始フると共に、両吸気通路６ａ、６ｂから混合気が供ｉ
０される。従ってｊ１記混合気は一次吸気ボー１〜４お
よび二次吸気ボー１−５から燃焼室２内に送り込まれ、
かつこの混合気が上記両吸気ボー１〜４，５から排気ポ
ー１〜７，７に向は文平面から児て略真白ぐに供給され
るため、吸気抵抗が小さく、充填効率が増大し−Ｃ所望
のエンジン出力をｉ５することかできる。Also, when the engine is under high load, the throttle valve 17
When the opening degree of the secondary intake valve 9 increases and the intake negative pressure in the intake passage 6 decreases, the secondary intake valve 9 is released from the inoperative state,
And - the signal to open the intake passage on the side of the secondary intake boat 4 is output from the control circuit 11, and the secondary intake valve 9 is turned off.
At the same time, air-fuel mixture is supplied from both intake passages 6a and 6b.
It will be 0. Therefore, the mixture j1 is sent into the combustion chamber 2 from the primary intake bows 1 to 4 and the secondary intake bows 1 to 5,
In addition, this air-fuel mixture is supplied from the intake ports 1 to 4, 5 to the exhaust ports 1 to 7, 7 almost directly from the plane of the drawing, so that the intake resistance is small and the charging efficiency is increased. It is possible to adjust the desired engine output.
なＪ５、上記実施例では燃料噴射ノズルを備えたＪンジ
ンの吸気装置について説明したが、この発明ｆＪ気化器
を備えたエンジンの吸気装置についてし同様に適用する
ことができる。また、上記吸気通路６を仕切壁２０によ
って一次吸気ボート４側と丁−次吸気ボート５側とに必
り′しも区画Ｊる必要（。１なく、第３図に示すように
一次吸気ボート４側の吸気通路と二次吸気ボート５側の
吸気通路とを一体に構成し、この吸気通路６′の一次吸
気ボート側の壁面６０に傾斜角度を調節可能な堰板６１
を設番）、この堰板６１によって混合気を吸気通路６′
の二次吸気ボート側に隼申さ氾るＪ、うに構成してもよ
い。In the above embodiment, the intake system of a J engine equipped with a fuel injection nozzle has been described, but the present invention can be similarly applied to an intake system of an engine equipped with an fJ carburetor. In addition, it is not necessary to divide the intake passage 6 into the primary intake boat 4 side and the secondary intake boat 5 side by the partition wall 20. The intake passage on the 4th side and the intake passage on the secondary intake boat 5 side are integrated, and a weir plate 61 whose inclination angle can be adjusted is provided on the wall surface 60 of the intake passage 6' on the primary intake boat side.
), this weir plate 61 directs the air-fuel mixture to the intake passage 6'
The secondary intake may be configured to be flooded to the side of the boat.
（発明の効果）
以上説明したＪ、うにこの発明は、低角ｒｉｊｉ Ｉｌ
ｌ：ｊに二次吸気弁の作動を停止させると共に、吸気通
路内の混合気を二次吸気ポー１−側の吸気通路内に集中
させ（二次吸気ボー１〜側の吸気通路から一次吸気ポー
１−に向り供イ））するようにしたため、吸入空気吊の
少ないｆンジンの低負荷時に、吸入空３が燃焼至の周壁
の接線方向に向【プて）スリ込まれて強いスワールが発
生しＣ燃焼性が改善きれ、しかも吸入空気吊り多いエン
ジンの１ｒら負何時には〜次吸気ボーｈ ｄ３ Ｊ：び
二次吸気ポー１−から混合気が燃焼？バに向りて平面か
ら児て略貞１白ぐに送り込まれるために、吸気抵抗が小
さく、充填効率が増大しＣ所≦ｔ１のエンジン出力を１
〔）ることがでさるという刊貞を有するものである。(Effect of the invention) The invention described above has the advantage of
At l:j, the operation of the secondary intake valve is stopped, and the air-fuel mixture in the intake passage is concentrated in the intake passage on the secondary intake port 1- side (primary intake air is removed from the intake passage on the secondary intake port 1- side). Since the suction air 3 is directed toward the combustion chamber 1), when the engine is under low load with little suction air, the suction air 3 is forced toward the tangential direction of the peripheral wall of the combustion chamber, creating a strong swirl. occurs and C combustibility has been improved, and when the air-fuel mixture is combusted from the next intake bow h d3 J: and the secondary intake port 1- of an engine with a lot of intake air. Since the air is fed from the flat surface toward the bar, the intake resistance is small and the charging efficiency increases, reducing the engine output at point C≦t1 to 1.
[) It has the merit of being able to do things.
第１図はこの発明の実施例を示す概略断面図、第２図は
その水平断面図、第３図はこの発明の別の実施例を示す
第２図相当図である。
１・・・エンジン、２・・・燃焼至、４・・・−次吸気
ボート、５・・・二次吸気ボート、６・・・吸気通路、
８・・・−次吸気弁、９・・・二次吸気弁、１２・・・
作動停止手段（ｈ１１江タベツｌ−）、１３・・・偏向
手段（シャッターバルブ）。
１′ｌｉ／［出願人 東汀エヱ株式会社第４図
第２１／１
第づ図
−１０（FIG. 1 is a schematic sectional view showing an embodiment of the present invention, FIG. 2 is a horizontal sectional view thereof, and FIG. 3 is a view corresponding to FIG. 2 showing another embodiment of the invention. DESCRIPTION OF SYMBOLS 1...Engine, 2...Combustion, 4...-Secondary intake boat, 5...Secondary intake boat, 6...Intake passage,
8... - secondary intake valve, 9... secondary intake valve, 12...
Operation stop means (h11 Etabetsu l-), 13... Deflection means (shutter valve). 1'li/[Applicant Toyo E.E. Co., Ltd. Figure 4 Figure 21/1 Figure 2-10 (
Claims (1)
にわたって吸入空気を供給Ｊる一次吸気ボー１−と、エ
ンジンの高負荷時に吸入空気を供給り−る二次吸気ボー
トとをエンジンの燃焼室にそれぞれ間口させ、この両吸
気ポートに一層吸気弁Ｊ３よひ二次ＪＲ気弁をそれぞれ
配置してなるエンジンの吸気装置において、」ニ記両吸
気ボー１へに連通づる吸気通路を平面から見て直線的に
形成し、かつ低負伺助に二次吸気弁の作ｖノを停止させ
る作動停止１手段と、低く一〕荷時に吸気通路内の吸入
空気を二次吸気ボー１〜側に集中させて二次吸気ボー［
−側の吸気通路から一次吸気ボーｌ−に向けて供給する
編向手段とを設けたことを特徴とづるエンジンの吸気装
ｆｉＲ。1. Engine low eco load J3 and high load +, +;'I
A primary intake boat 1 which supplies intake air throughout the engine and a secondary intake boat which supplies intake air when the engine is under high load are respectively opened to the combustion chamber of the engine, and an intake valve J3 is installed in both intake ports. In an engine intake system in which secondary JR air valves are respectively arranged, the intake passage communicating with the two intake bows 1 is formed linearly when viewed from the top, and the two An operation stop means for stopping the operation of the secondary intake valve, and a means for stopping the operation of the secondary intake valve, and a means for stopping the operation of the secondary intake valve.
An intake system fiR for an engine, characterized in that it is provided with a knitting means for supplying air from the intake passage on the - side toward the primary intake ball l-.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58114784A JPS606018A (en) | 1983-06-24 | 1983-06-24 | Intake system of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58114784A JPS606018A (en) | 1983-06-24 | 1983-06-24 | Intake system of engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS606018A true JPS606018A (en) | 1985-01-12 |
Family
ID=14646592
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58114784A Pending JPS606018A (en) | 1983-06-24 | 1983-06-24 | Intake system of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS606018A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH081347U (en) * | 1992-01-10 | 1996-09-03 | ダート インダストリーズ インコーポレイテッド | Spice grinder |
-
1983
- 1983-06-24 JP JP58114784A patent/JPS606018A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH081347U (en) * | 1992-01-10 | 1996-09-03 | ダート インダストリーズ インコーポレイテッド | Spice grinder |
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