JPS61175228A - Intake device of engine - Google Patents

Intake device of engine

Info

Publication number
JPS61175228A
JPS61175228A JP60015178A JP1517885A JPS61175228A JP S61175228 A JPS61175228 A JP S61175228A JP 60015178 A JP60015178 A JP 60015178A JP 1517885 A JP1517885 A JP 1517885A JP S61175228 A JPS61175228 A JP S61175228A
Authority
JP
Japan
Prior art keywords
passage
intake passage
cylinder
intake
auxiliary
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
Application number
JP60015178A
Other languages
Japanese (ja)
Other versions
JPH0335490B2 (en
Inventor
Takayuki Tanaka
隆行 田中
Hideji Okazaki
岡崎　秀次
Yoshimichi Tanaka
田中　義道
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP60015178A priority Critical patent/JPS61175228A/en
Publication of JPS61175228A publication Critical patent/JPS61175228A/en
Publication of JPH0335490B2 publication Critical patent/JPH0335490B2/ja
Granted legal-status Critical Current

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
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/04—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors
    • F02B31/06—Movable means, e.g. butterfly valves
    • F02B31/08—Movable means, e.g. butterfly valves having multiple air inlets, i.e. having main and auxiliary intake passages
    • 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

Abstract

PURPOSE:To enhance the generating ability of a swirl and improve combustibility or the like, by placing an opening in the downstream end of an auxiliary intake passage facing the tangential direction of a cylinder while gradually increasing a passage sectional area in the internal peripheral side of said cylinder as the passage comes to be in the upstream position. CONSTITUTION:An intake passage 7, being constituted by a high load use main intake passage 7a and a low load use auxiliary intake passage 7b, provides a partitioning wall 7c between the both passages 7a, 7b. Here an auxiliary intake part 7e in the downstream end in the auxiliary intake passage 7b is opened being directed in the tangential direction of a cylinder 1, thus both increasing a flow speed of intake air to a combustion chamber 3 and enabling a swirl to be generated. While the auxiliary intake passage 7b forms its passage sectional area in the internal peripheral side of the cylinder 1 so as to increase gradually larger, as the passage comes to be in the upstream position, than the passage sectional area in the peripheral side of the cylinder 1. In this way, an intake flow of large speed can be formed in the internal peripheral side of the cylinder substantially directing the intake in the tangential direction of the cylinder.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、吸気通路が低負荷時に閉じる制御弁を備えた
主吸気通路と、補助吸気通路とから構成され、低負荷か
ら高負荷に至る全ての運＠領域、特に低負荷域におりる
燃焼性を改善しろる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 consists of a main intake passage equipped with a control valve that closes when the load is low, and an auxiliary intake passage. This article relates to an engine intake system that improves combustion performance in all operating areas, especially in low load areas.

（従来技術） 従来から、吸気通路が高負荷用と低負荷用とから構成さ
れたエンジンの吸気装置においで、特に、低負荷運転時
の燃焼性を改善するために、低負荷時には、高負荷用吸
気通路内に設【プた制御弁を閉じ、低負荷用吸気通路の
みから吸気するようにし、燃焼室内にシリンダ周壁に沿
って流れる吸気の旋回流（スワール）を生成させること
が行なわれている。すなわち、この構成は、いわゆるデ
ュアルインダクショク方式と称せられるものであるが、
上記スワール発生効果をより一層向上させるために、例
えば、特−開明５８−１８７５１９号公報に示されるに
うに、シリンダボア中心に対してオフセットされる低負
荷用吸気通路の断面形状を、長軸がシリンダヘッド下端
面に平行となる偏平形状とし、この偏平な低負荷用吸気
通路を上流から下流に向って水平方向幅が小さくなるよ
うに絞るようなことが行なわれている。(Prior art) Conventionally, in an engine intake system in which the intake passage is configured with a high-load passage and a low-load passage, in order to improve combustibility especially during low-load operation, high-load The control valve installed in the intake passage for low-load applications is closed to allow air to be taken only from the intake passage for low-load applications, thereby creating a swirl of intake air that flows along the cylinder peripheral wall within the combustion chamber. There is. In other words, this configuration is called a so-called dual induction system, but
In order to further improve the above-mentioned swirl generation effect, for example, as shown in Japanese Patent Application Laid-open No. 58-187519, the cross-sectional shape of the low-load intake passage is offset from the center of the cylinder bore, so that the long axis is aligned with the cylinder. The head has a flat shape parallel to the lower end surface of the head, and this flat low-load intake passage is narrowed so that the width in the horizontal direction decreases from upstream to downstream.

ところが、上記公報に示されるごとき装置においては、
低負荷用吸気通路のポートのオフセラ１へのために、通
路を急激に曲げると、水平方向幅が小さくなるＪ：うに
絞られていることと相俟って、吸気抵抗が大きくなり、
吸気の充填効率が低下する問題点がある。しかも、低負
荷用吸気通路は滑らかに屈曲もしくは湾曲させなければ
、吸気流に乱れが生じ、シリンダ周方向のスワールが十
分に生成できなくなる。However, in the device shown in the above publication,
If the passage is sharply bent in order to connect the port of the low-load intake passage to Offcella 1, the horizontal width will become smaller.
There is a problem that the filling efficiency of intake air decreases. Moreover, unless the low-load intake passage is smoothly bent or curved, the intake air flow will be disturbed and a sufficient swirl in the cylinder circumferential direction will not be generated.

（発明の目的） 本発明は、上記問題点を解消するもので、シリンダの接
線方向に指向ざぼた低負荷用としての補助吸気通路の断
面積を流れ方向において変えることにより、吸気抵抗を
増大することなく、強いスワールを生成することができ
、燃焼性の向上を図ることができるエンジンの吸気装置
を捉供することを目的とする。(Objective of the Invention) The present invention solves the above-mentioned problems by increasing the intake resistance by changing the cross-sectional area of the auxiliary intake passage for low-load use in the tangential direction of the cylinder. It is an object of the present invention to provide an intake system for an engine that can generate a strong swirl and improve combustibility without causing any combustibility.

（発明の構成） 本発明は、スロットル弁下流の吸気通路が主吸気通路と
補助吸気通路とから構成され、上記主吸気通路には低負
荷時に閉じる制御弁を介設し、上記補助吸気通路はその
上流端を−に記スロツ１〜ル弁下流で、かつ上記制御弁
上流の上記主吸気通路に開口し、下流端を上記制御弁下
流で、かつ」］記主吸気通路の吸気弁直上流に開口ざぜ
てなるエンジンの吸気装置において、上記補助吸気通路
の下流端開口をシリンダの接線方向に指向させるととも
に、この補助吸気通路のシリンダ内周側の通路断面積を
シリンダ外周側の通路断面積よりも、上流になるにした
がって徐々に大ぎくなるように構成したものである。(Structure of the Invention) In the present invention, the intake passage downstream of the throttle valve is composed of a main intake passage and an auxiliary intake passage, a control valve that closes at low load is interposed in the main intake passage, and the auxiliary intake passage is Its upstream end is downstream of the slot valves 1 to 1 and opens into the main intake passage upstream of the control valve, and its downstream end is downstream of the control valve, and immediately upstream of the intake valve of the main intake passage. In an engine intake system having multiple openings, the downstream end opening of the auxiliary intake passage is oriented in the tangential direction of the cylinder, and the sectional area of the auxiliary intake passage on the inner circumference of the cylinder is made equal to the cross-sectional area of the passage on the outer circumference of the cylinder. It is designed so that it gradually becomes larger as it moves upstream.

この構成により、補助吸気通路のシリンダ内周側を通る
吸気の流速が増大し、補助吸気流全体のシリンダ接線方
向への偏向の作用が得られる。With this configuration, the flow velocity of the intake air passing through the cylinder inner peripheral side of the auxiliary intake passage increases, and the effect of deflecting the entire auxiliary intake air flow in the cylinder tangential direction is obtained.

（実施例） 第１図〜第４図は本発明の一実施例を示し、シリンダ１
とシリンダヘッド２により燃焼室３が形成され、この燃
焼室３には吸気ポート４ど排気ポート５が設けられてい
る。吸気ボート４にはエンジンの回転と同期して開閉動
作させられる吸気弁６が設りられ、かつ、吸気通路７が
接続されている。この吸気通路７はシリンダヘッド２に
連結された制御弁１１ｉ８、吸気マニホールド９おＪ：
びスロットル弁１０を有した気化室１１などにより形成
されている。(Embodiment) FIGS. 1 to 4 show an embodiment of the present invention, in which a cylinder 1
A combustion chamber 3 is formed by the cylinder head 2 and the cylinder head 2, and the combustion chamber 3 is provided with an intake port 4 and an exhaust port 5. The intake boat 4 is provided with an intake valve 6 that opens and closes in synchronization with the rotation of the engine, and is connected to an intake passage 7. This intake passage 7 includes a control valve 11i8 connected to the cylinder head 2, an intake manifold 9 and a
It is formed by a vaporization chamber 11 having a throttle valve 10 and a throttle valve 10.

上記吸気通路７は高負荷用としての主吸気通路７ａと低
負荷用としての補助吸気通路７ｂとから構成され、両者
間には仕切壁７Ｃが設けられている。主吸気通路７ａに
は制御弁胴８内に設りられた低負荷時に閉じる制御弁１
２が介設され、また、補助吸気通路７ｂはその上流端が
スロワ１ヘル弁１０下流で、かつ上記制御弁１２上流の
主吸気通路７ａに補助吸気通路間ロアｄとして開口し、
下流端が制御弁１２下流で、かつ、主吸気通路７ａの吸
気弁６直上流に補助吸気ボート７ｅとして開口している
。また、主吸気通路７ａは比較的断面積が大きく形成さ
れ、しかも、その下流端が燃焼室３に対しシリンダ１の
軸心方向に開口し、高負荷　５一 時には吸気抵抗が小さく、かつ、スワールを抑制するＪ
：うに構成されている。補助吸気通路７ｂは比較的断面
積が小さく、その下流☆ｉ：の補助吸気ポー１〜７ｅは
シリンダ１の接線方向を指向して開に１させられ、燃焼
室３への吸気の流速を−Ｌげ、かつスワールが生成され
るように構成されている。The intake passage 7 is composed of a main intake passage 7a for high-load use and an auxiliary intake passage 7b for low-load use, and a partition wall 7C is provided between the two. The main intake passage 7a has a control valve 1 installed in the control valve body 8 that closes when the load is low.
2 is interposed, and the auxiliary intake passage 7b has an upstream end downstream of the thrower 1 hell valve 10 and opens into the main intake passage 7a upstream of the control valve 12 as a lower d between the auxiliary intake passages,
The downstream end is downstream of the control valve 12 and opens immediately upstream of the intake valve 6 in the main intake passage 7a as an auxiliary intake boat 7e. Further, the main intake passage 7a is formed to have a relatively large cross-sectional area, and its downstream end opens in the axial direction of the cylinder 1 with respect to the combustion chamber 3. J to suppress
: Composed of sea urchins. The auxiliary intake passage 7b has a relatively small cross-sectional area, and the auxiliary intake ports 1 to 7e downstream of it ☆i: are oriented in the tangential direction of the cylinder 1 and are opened to reduce the flow rate of intake air into the combustion chamber 3. It is configured to generate a low angle and a swirl.

そして、本発明では、上記補助吸気通路７ｂは、第３図
、第４図からも明らかなように、断面形状が水平方向に
艮１ｔ（１１を有する偏平形状であって、そのシリンダ
１内周側の通路断面積をシリンダ１外周側の通路断面積
よりも、上流になるにしたがって徐々に大きくなるにう
に構成されている。すなわら、補助吸気通路７ｂのシリ
ンダ内周側の通路壁ｉは補助吸気通路７ｂのシリンダ外
周側の通路壁０に比べ上流側になる稈、垂直方向寸法が
大きく形成されている。In the present invention, as is clear from FIGS. 3 and 4, the auxiliary intake passage 7b has a flat cross-sectional shape with a cross section of 1t (11) in the horizontal direction, and the inner periphery of the cylinder 1. The cross-sectional area of the passage on the outer circumferential side of the cylinder 1 is configured to gradually become larger as it goes upstream. The culm of the auxiliary intake passage 7b on the upstream side is larger in vertical dimension than the passage wall 0 on the cylinder outer peripheral side.

また、上記主吸気通路７ａに介設させた制御弁１２はエ
ンジンの負荷状態を検出してダイヤフラム装置１３によ
り制御されるようになっている。Further, a control valve 12 provided in the main intake passage 7a is controlled by a diaphragm device 13 by detecting the load condition of the engine.

すなわち、ダイヤフラム装置１３はスロットル弁１０下
流の吸気通路７内の負圧を負圧導入路１／１にて検出し
、リンク機構１５を介して制御弁１２を開閉駆動するよ
うになっている。また、シリンダヘッド２と制御弁胴８
および制御弁胴８ど吸気マニホールド９の間にはそれぞ
れガスケツｌ−１６。That is, the diaphragm device 13 detects the negative pressure in the intake passage 7 downstream of the throttle valve 10 at the negative pressure introduction path 1/1, and opens and closes the control valve 12 via the link mechanism 15. In addition, the cylinder head 2 and the control valve body 8
and gaskets l-16 between the control valve body 8 and the intake manifold 9, respectively.

１７設けられている。There are 17 locations.

次に、上記構成の作用を説明する。Next, the operation of the above configuration will be explained.

低負荷時には、スロットル弁１０の開度は小さく、従っ
て、その下流の吸気通路７内の負圧は大きく、ダイヤフ
ラム装置１３により制御弁１２が閉じられており、吸気
は補助吸気通路７ｂにてなされる。このとき、補助吸気
通路７ｂは、シリンダ内周側の通路断面積がシリンダ外
周側の通路断面積よりも特に上流側において大きく形成
されているので、第１図に示すごとく断面積の大きいシ
リンダ内周側を通る補助吸気流Ｉが断面積の小さいシリ
ンダ外周側を通る補助吸気流０　、にりｂ、流量、流速
とも大きくなる。すなわら、実質的に吸気をシリンダ接
線方向に指向させる補助吸気通路７ｂのシリンダ内周側
の通路壁ｉに沿って燃焼室３内に吸気される補助吸気流
Ｉが、強く、速い吸気流どなるため、強力なスワールの
生成が可能となる。従って、燃焼性、燃費の向上が図れ
る。When the load is low, the opening degree of the throttle valve 10 is small, so the negative pressure in the intake passage 7 downstream thereof is large, the control valve 12 is closed by the diaphragm device 13, and air is taken through the auxiliary intake passage 7b. Ru. At this time, the auxiliary intake passage 7b is formed so that the passage cross-sectional area on the inner circumferential side of the cylinder is larger than the passage cross-sectional area on the outer circumferential side of the cylinder, especially on the upstream side. The auxiliary intake air flow I passing through the circumferential side becomes large, and the auxiliary intake air flow I passing through the outer circumferential side of the cylinder having a small cross-sectional area, the flow rate, and the flow velocity become large. In other words, the auxiliary intake air flow I that is taken into the combustion chamber 3 along the passage wall i on the cylinder inner peripheral side of the auxiliary intake passage 7b, which directs the intake air in the cylinder tangential direction, is a strong and fast intake flow. This makes it possible to generate a powerful swirl. Therefore, combustibility and fuel efficiency can be improved.

次に高負荷時には、スロットル弁１０の開度が大きく、
吸気通路７内の負圧は小さく、従ってダイヤフラム装置
１３により制御弁１２は開ぎ、吸気は主として通路面積
の大きい主吸気通路７ａを通して行なわれ、スワールの
生成は抑制されると同時に小さな吸気抵抗にて高い充填
効率にて吸気がなされる。従って、燃焼性、出力の向上
が図れる。Next, when the load is high, the opening degree of the throttle valve 10 is large,
The negative pressure in the intake passage 7 is small, so the control valve 12 is opened by the diaphragm device 13, and the intake air is mainly carried out through the main intake passage 7a, which has a large passage area, suppressing the generation of swirl and at the same time reducing the intake resistance. Air is taken in with high filling efficiency. Therefore, combustibility and output can be improved.

なお、上記実施例では、１個の吸気ポー１〜４に対して
吸気通路７が接続され、この吸気通路７の一部において
、主吸気通路７ａから補助吸気通路７ｂが分岐したもの
を示したが、本発明は、シリンダ毎に２個の吸気ポート
を有し、各々の吸気ポートに吸気通路が接続され、主吸
気通路の集合部から補助吸気通路が分岐するとともに、
その下流端が分岐した主吸気通路の一方の吸気弁直上流
に開口するようにした構成のもの等にも適用可能である
。In addition, in the above embodiment, the intake passage 7 is connected to one intake port 1 to 4, and in a part of this intake passage 7, the auxiliary intake passage 7b is branched from the main intake passage 7a. However, in the present invention, each cylinder has two intake ports, an intake passage is connected to each intake port, and an auxiliary intake passage branches from a gathering part of the main intake passage.
It is also applicable to a structure in which the downstream end opens immediately upstream of one of the intake valves of a branched main intake passage.

また、制御弁１２を制御する手段としては、実施例のよ
うにダイヤフラム装置１３を用いるものに限らず、エン
ジンの負荷状態を検知して作動する手段であれば如何な
るものであってもＪ：い。Furthermore, the means for controlling the control valve 12 is not limited to one using the diaphragm device 13 as in the embodiment, but any means that operates by detecting the load condition of the engine may be used. .

（発明の効果） 以上のように本発明にｊ：れば、主吸気通路の吸気弁直
上流に補助吸気通路の下流端を開口させたものにおいて
、補助吸気通路をシリンダの接線方向に指向させるとと
もに、この補助吸気通路のシリンダ内周側の通路断面積
を上流になるにしたがって徐々にシリンダ外周側の通路
断面積よりも大ぎくしたことにより、実質的に吸気をシ
リンダ接線方向に指向させるシリンダ内周側に流速の大
ぎい吸気流が形成でき、従って、スワール生成能力の向
上が図れ、燃焼性、燃費等の向上が可能となるものであ
る。(Effects of the Invention) As described above, according to the present invention, in the main intake passage where the downstream end of the auxiliary intake passage is opened immediately upstream of the intake valve, the auxiliary intake passage is oriented in the tangential direction of the cylinder. In addition, the cross-sectional area of the auxiliary intake passage on the inner circumference side of the cylinder is gradually made larger than the cross-sectional area of the passage on the outer circumference side of the cylinder as it moves upstream, thereby creating a cylinder in which the intake air is substantially directed in the tangential direction of the cylinder. It is possible to form an intake flow with a high flow velocity on the inner peripheral side, thereby improving swirl generation ability and improving combustibility, fuel efficiency, etc.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明の一実施例にＪ：るエンジンの吸気装置
の部分断面平面図、第２図は同エンジンの吸気装置の側
断面図、第３図は第２図■−■線断面図、第４図（ａ）
　（ｂ）　（ｃＨｄ）はそれぞれ第２図のａ、ｂ、ｃ、
ｄ線部分にＪ：る補助吸気通路の断面図である。 １・・・シリンダ、６・・・吸気弁、７・・・吸気通路
、７ａ・・・主吸気通路、７ｂ・・・補助吸気通路、７
ｄ・・・補助吸気通路開口、７Ｃ・・・補助吸気ボート
、１０・・・スロットル弁、１２・・・制御弁。 特許出願人　　　マ　ツ　ダ　株式会社代　理　人　　
　弁理士　　　小谷悦司同　　　　　弁理士　　　長１
）正 向　　　　　弁理士　　　板谷康夫 第１図 第　　２　　図 第　　３　　図 第　　４　　図 （ｂ）二つ （ｃ）Ｃコ ｔｉ　′１ｐFig. 1 is a partially sectional plan view of an intake system of an engine according to an embodiment of the present invention, Fig. 2 is a side sectional view of the intake system of the same engine, and Fig. 3 is a cross section taken along the line ■-■ in Fig. 2. Figure 4(a)
(b) (cHd) are respectively a, b, c, and
FIG. 3 is a sectional view of the auxiliary intake passage along the line d. DESCRIPTION OF SYMBOLS 1...Cylinder, 6...Intake valve, 7...Intake passage, 7a...Main intake passage, 7b...Auxiliary intake passage, 7
d... Auxiliary intake passage opening, 7C... Auxiliary intake boat, 10... Throttle valve, 12... Control valve. Patent applicant Mazda Co., Ltd. Agent
Patent Attorney Etsushi Kotani Patent Attorney Chief 1
) Masayuki Patent Attorney Yasuo Itaya Figure 1 Figure 2 Figure 3 Figure 4 (b) Two (c) C Koti '1p

Claims (1)

【特許請求の範囲】[Claims] １、スロットル弁下流の吸気通路が主吸気通路と補助吸
気通路とから構成され、上記主吸気通路には低負荷時に
閉じる制御弁を介設し、上記補助吸気通路はその上流端
を上記スロットル弁下流で、かつ上記制御弁上流の上記
主吸気通路に開口し、下流端を上記制御弁下流で、かつ
上記主吸気通路の吸気弁直上流に開口させてなるエンジ
ンの吸気装置において、上記補助吸気通路の下流端開口
をシリンダの接線方向に指向させるとともに、この補助
吸気通路のシリンダ内周側の通路断面積をシリンダ外周
側の通路断面積よりも、上流になるにしたがって徐々に
大きくなるように構成したことを特徴とするエンジンの
吸気装置。1. The intake passage downstream of the throttle valve is composed of a main intake passage and an auxiliary intake passage, and the main intake passage is provided with a control valve that closes at low load, and the auxiliary intake passage has its upstream end connected to the throttle valve. In the engine intake system, the auxiliary intake air is opened downstream and into the main intake passage upstream of the control valve, and has a downstream end opened downstream of the control valve and immediately upstream of the intake valve of the main intake passage. The downstream end opening of the passage is oriented in the tangential direction of the cylinder, and the passage cross-sectional area of the auxiliary intake passage on the inner circumference side of the cylinder is made to gradually become larger as it moves upstream than the passage cross-sectional area on the outer circumference side of the cylinder. An engine intake device characterized by comprising:
JP60015178A 1985-01-28 1985-01-28 Intake device of engine Granted JPS61175228A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP60015178A JPS61175228A (en) 1985-01-28 1985-01-28 Intake device of engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP60015178A JPS61175228A (en) 1985-01-28 1985-01-28 Intake device of engine

Publications (2)

Publication Number Publication Date
JPS61175228A true JPS61175228A (en) 1986-08-06
JPH0335490B2 JPH0335490B2 (en) 1991-05-28

Family

ID=11881561

Family Applications (1)

Application Number Title Priority Date Filing Date
JP60015178A Granted JPS61175228A (en) 1985-01-28 1985-01-28 Intake device of engine

Country Status (1)

Country Link
JP (1) JPS61175228A (en)

Also Published As

Publication number Publication date
JPH0335490B2 (en) 1991-05-28

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