WO2005028819A1 - Procede de fabrication d'un orifice d'aspiration d'un moteur a combustion interne et orifice d'aspiration d'un moteur a combustion interne - Google Patents

Procede de fabrication d'un orifice d'aspiration d'un moteur a combustion interne et orifice d'aspiration d'un moteur a combustion interne Download PDF

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Publication number
WO2005028819A1
WO2005028819A1 PCT/JP2004/013814 JP2004013814W WO2005028819A1 WO 2005028819 A1 WO2005028819 A1 WO 2005028819A1 JP 2004013814 W JP2004013814 W JP 2004013814W WO 2005028819 A1 WO2005028819 A1 WO 2005028819A1
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WO
WIPO (PCT)
Prior art keywords
intake port
intake
combustion chamber
inner peripheral
seat ring
Prior art date
Application number
PCT/JP2004/013814
Other languages
English (en)
Japanese (ja)
Inventor
Fumio Takamiya
Takeshi Okumura
Original Assignee
Toyota Jidosha Kabushiki Kaisha
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 Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2005028819A1 publication Critical patent/WO2005028819A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4235—Shape or arrangement of intake or exhaust channels in cylinder heads of intake channels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/06—Valve members or valve-seats with means for guiding or deflecting the medium controlled thereby, e.g. producing a rotary motion of the drawn-in cylinder charge
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/24—Safety means or accessories, not provided for in preceding sub- groups of this group
    • 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
    • F02B2031/006—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air intake valves
    • 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
    • F02B2275/48—Tumble motion in gas movement in cylinder
    • 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

Definitions

  • the present invention relates to a method of manufacturing an intake port of an internal combustion engine and an intake port of the internal combustion engine.
  • the present invention relates to a method of manufacturing an intake port of an internal combustion engine and an intake port of the internal combustion engine manufactured by the method, and more particularly, to an intake port of an internal combustion engine capable of achieving both a high tumble ratio and a high flow coefficient.
  • the present invention relates to a method of manufacturing the same and an intake port of an internal combustion engine.
  • FIG. 8 is a cross-sectional view schematically showing an example of a conventional intake port.
  • the intake port 101 has a cylinder head (not shown) at a predetermined inclination angle ⁇ such that its center line C1 is inclined with respect to the center line C3 of the intake valve (not shown). ).
  • the inlet of the combustion chamber of the intake port 101 is bent in a direction substantially perpendicular to the ceiling of the combustion chamber (not shown).
  • an annular seat ring 5 on which the intake valve is detached and seated is press-fitted.
  • Such a shape of the intake port 101 is set with the inclination angle ⁇ , the bending range h, the representative inner diameter D of the intake port 101 and the edge portion 101c as main design factors.
  • such an intake port 101 is cut as follows. That is, as shown in FIGS. 9 and 10, the center axis of the throat cutter 105, which is a cutting tool, is aligned with the center axis C3 of the intake valve provided in the cylinder head 3 and cut into the intake port 101. As a result, both the inner peripheral surface 6 of the seat ring 5 and the throat portion 101a are calorie at once.
  • the intake port 101 has a step-shaped non-smooth portion 101b and an edge portion 101c.
  • FIG. 9 is a cross-sectional view showing the seat ring and the throat part before cutting
  • FIG. 10 is a cross-sectional view showing the seat ring and the throat part after cutting. It is.
  • FIG. 11 is a sectional view showing a conventional intake port disclosed in Japanese Patent Application Laid-Open No. 2001-173513.
  • an annular seat ring 5 on which the intake valve 4 is detached and seated is press-fitted into the inlet of the intake port 101 to the combustion chamber 2.
  • an inner peripheral surface 6a a region near the center of the combustion chamber 2 is referred to as an inner peripheral surface 6a, and a region near the outer peripheral portion of the combustion chamber 2 is referred to as an inner peripheral surface. 6b.
  • the central axis of the inner peripheral surface 6 of the seat ring 5 is inclined along the flow path of the intake port 101 with respect to the central axis of the outer peripheral surface 106.
  • the inner peripheral surface 6a of the seat ring 5 is formed so as to be smoothly connected to the upper inner wall surface of the intake port 101, and is formed so as to be substantially linear toward the combustion chamber 2.
  • the inner peripheral surface 6b of the seat ring 5 has an edge formed on the combustion chamber 2 side at an acute angle.
  • the opening area of the seat ring 5 is formed so as to be substantially uniform in the thickness direction of the seat ring 5.
  • reference numeral 7 denotes a cylinder
  • 8 denotes a piston
  • an exhaust port, an exhaust valve, and a spark plug are not shown.
  • the inner peripheral surface 6a of the seat ring 5 is formed so as to be smoothly connected to the upper inner wall surface of the intake port 101, and has a substantially linear shape facing the combustion chamber 2.
  • the intake valve 4 When the intake valve 4 is opened, the intake air introduced into the combustion chamber 2 from the intake port 101 via the seat ring 5 mainly flows through the inner peripheral surface 6a of the seat ring 5. Flows smoothly into the combustion chamber 2 along the. As a result, the directivity of the intake air flow is increased, and the intake air flow velocity is maintained at a high level, so that the tumble flow T is strengthened and the combustion efficiency is improved.
  • FIG. 12 is a cross-sectional view showing a conventional intake port disclosed in Japanese Patent Application Laid-Open No. 8-27746.
  • the intake port 101 is configured such that the intersection P between the center line C1 and the center axis C3 of the intake valve 4 is located near or downstream of the seating surface 5a of the seat ring 5. .
  • the intake port 101 is formed so as to be substantially linear with respect to the combustion chamber 2.
  • the inner peripheral surface 6a of the seat ring 5 is also joined with the upper inner wall surface 101A of the intake port 101.
  • the combustion chamber 2 is formed so as to be substantially linear with respect to the force. This allows the intake port 1
  • the flow resistance of the intake air flowing through 01 is suppressed to a small value, so that the decrease in the flow coefficient is suppressed, and the activation of the tumble flow is promoted.
  • An inner peripheral surface 6 b of the seat ring 5 is formed so as to expand toward the combustion chamber 2.
  • the angle ⁇ 4 formed by the inner peripheral surface 6b with the lower inner wall surface 101B of the intake port 101 is formed substantially at a right angle.
  • Patent Document 1 JP 2001-173513 A
  • Patent Document 2 JP-A-8-277746
  • the intake port 101 is formed by the throat cutter 105 so that both the inner peripheral surface 6 of the seat ring 5 and the throat portion 101a are formed at one predetermined angle. Is processed at once, so that a non-smooth portion 101b, which is a step, is formed in the throat portion 101a, and an edge portion 101c is generated, which disturbs the intake air flow and causes energy loss. was there.
  • the present invention has been made in view of the above, and an object of the present invention is to provide a method of manufacturing an intake port of an internal combustion engine that can achieve both a high tumble ratio and a high flow coefficient.
  • Another object of the present invention is to provide an intake port of an internal combustion engine that can achieve both a high tumble ratio and a high flow coefficient.
  • a method of manufacturing an intake port of an internal combustion engine provides a method of manufacturing a combustion engine, wherein the center line of the intake port is inclined with respect to the center line of the combustion chamber.
  • a method for manufacturing an intake port of an internal combustion engine wherein an annular seat ring is disposed in a region facing the combustion chamber of the intake port, the inner peripheral surface of the seat ring on the combustion chamber side. Further, a valve seat surface for closing the intake flow by contact of the intake valve is formed so as to be symmetrical with respect to the axis of the intake valve, and to expand toward the combustion chamber.
  • the center line of the intake port is inclined with respect to the center line of the combustion chamber, and the intake port is located in a region facing the combustion chamber.
  • An annular seat ring is arranged, and the inner circumferential surface of the seat ring on the combustion chamber side is symmetrical with respect to the axis of the intake valve in order to close the intake flow by contact of the intake valve.
  • a valve seat surface that expands toward the combustion chamber is formed.
  • An inner peripheral surface of the seat ring on the intake port side is located on a center line side of the intake valve from the axis of the intake valve.
  • An inner peripheral surface of the intake port side is formed symmetrically with respect to an axis inclined at a predetermined angle, and the valve seat surface of the seat ring and the inner peripheral surface of the intake port side correspond to the combustion of the seat ring.
  • Room Peripheral side Nio, connected at an obtuse angle Te is characterized in that the Ru.
  • the two intake ports are connected to one combustion chamber.
  • Each intake port is characterized by being arranged eccentrically by a predetermined amount so that each center line approaches the center line of the combustion chamber.
  • the center flow velocity between the two intake valves is increased, and can be introduced into the combustion chamber without deceleration. You. Therefore, the forward tumble flow can be further enhanced, and the engine performance can be further improved. It is possible to achieve a riddling.
  • FIG. 1 is a sectional view showing an intake port according to Embodiment 1 of the present invention.
  • FIG. 2 is a graph showing a relationship between a tumble ratio and a flow coefficient.
  • FIG. 3 is a cross-sectional view showing a state before machining an intake port.
  • FIG. 4 is a cross-sectional view showing a process of processing a seat ring by a first throat cutter.
  • FIG. 5 is a cross-sectional view showing a state before tilting a second throat cutter.
  • FIG. 6 is a cross-sectional view showing a state in which a second throat cutter is cut and inclined.
  • FIG. 7 is an external perspective view showing an intake port according to Embodiment 2 of the present invention.
  • FIG. 8 is a cross-sectional view schematically showing one example of a conventional intake port.
  • FIG. 9 is a cross-sectional view showing a seat ring and a throat portion before cutting.
  • FIG. 10 is a cross-sectional view showing a seat ring and a throat portion after cutting.
  • FIG. 11 is a cross-sectional view showing a conventional intake port.
  • FIG. 12 is a cross-sectional view showing a conventional intake port.
  • FIG. 1 is a sectional view showing an intake port of an internal combustion engine according to Embodiment 1 of the present invention.
  • members that are the same as or correspond to those already described are denoted by the same reference numerals, and redundant description is omitted or simplified.
  • the intake port 1 is provided in the cylinder head 3 such that the center line C 1 is inclined with respect to the center line C 2 of the combustion chamber 2.
  • Reference numeral 1A denotes an upper inner wall surface of the intake port 1
  • reference numeral 1B denotes a lower inner wall surface of the intake port 1.
  • An annular seat ring 5 on which an intake valve 4 is detachably seated is press-fitted into an end portion of the intake port 1 facing the combustion chamber 2.
  • the seat rings 5 have inner peripheral surfaces 6a and 6b as valve seat surfaces for closing the intake air flow by contacting the intake valve 4, and are formed symmetrically with respect to the center line C3 of the intake valve 4.
  • the combustion chamber 2 is formed so as to be inclined along the flow path of the intake port 1 and expand toward the combustion chamber 2. That is, as shown in FIG. 6, which will be described later, the throat portion la of the intake port 1 and the inner peripheral surface 6a of the seat 5 are smoothly connected, and the energy loss of the intake air flow is minimized. , Positive tumble flow T is weakened, is configured as! RU
  • the inner wall surface lb which will be described later, and the intake port side inner peripheral surface 6c are almost smoothly connected.
  • the inner peripheral surface 6b is expanded toward the combustion chamber 2 with a predetermined radius of curvature r so as to reduce separation of the intake flow at the inner peripheral surface 6b and minimize energy loss.
  • the radius of curvature r is preferably set, for example, in the range of DZlO or more and DZ2 or less, where D is the representative inner diameter of the intake port 1.
  • the radius of curvature r of the inner peripheral surface 6b of the seat ring 5 is formed as an approximate curved surface by a plurality of taperings.
  • the intake port side inner peripheral surfaces 6c and 6d formed on the intake port 1 side of the seat ring 5 and the end region of the lower inner wall surface IB on the combustion chamber 2 side. Is formed symmetrically with respect to an axis L inclined at a predetermined angle ⁇ 1 from the center line (axis line) C3 of the intake valve 4 to the center line C1 side of the intake port 1 from the center line (axis line) of the intake valve 4. It is cut and formed simultaneously by the throat cutter 9b.
  • An angle 02 formed between the inner peripheral surface 6b and the intake port side inner peripheral surface 6c is formed to be an obtuse angle.
  • the angle ⁇ 3 between the inner wall surface 1B and the inner wall surface lb is formed at an obtuse angle near 180 °, so that separation of the intake air flow hardly occurs.
  • FIG. 3 is a cross-sectional view showing a state before processing the intake port
  • FIG. 4 is a cross-sectional view showing a processing step of the seat ring using the first throat cutter
  • FIG. 5 is an inclination of the second throat cutter
  • FIG. 6 is a cross-sectional view showing a state before cutting
  • FIG. 6 is a cross-sectional view showing a state in which the second throat cutter is inclined to perform cutting.
  • the unprocessed seat ring 5 is press-fitted into a predetermined position of the intake port 1 in advance, as shown in FIG.
  • the first throat cutter 9a is advanced by a predetermined amount along the center line C3 of the intake valve 4, and the inner peripheral surface 6 of the seat ring 5 and the intake port 1 throat part la That is, the first throat cutlet According to the outer shape of 9a, cutting is performed so as to expand toward the combustion chamber 2 on the inner peripheral surfaces 6a and 6b.
  • the central axis of the second throat cutter 9 b is made to enter the intake port 1 by a predetermined amount while being aligned with the center line C 3 of the intake valve 4. Then, as shown in FIG. 6, the center axis of the second throat cutter 9b is inclined by a predetermined angle ⁇ 1 toward the center line C1 of the suction port 1 with respect to the center line C3 to advance the seat by a predetermined amount. Simultaneously apply the inner peripheral surfaces 6c and 6d of the ring 5 on the intake port side, the throat la and the inner wall surface lb of the intake port 1.
  • the throat cutters 9a and 9b have an outer shape with a predetermined curvature so that the inner peripheral surface 6a of the seat ring 5 and the boundary portion of the throat la are smoothly continuous.
  • the first step is completed, and the second step is performed by inclining the second throat cutter 9b at the predetermined angle ⁇ 1 to perform the second step, thereby forming the upper inner wall surface 1A of the intake port 1 and the inner peripheral surface 6a of the seat ring 5.
  • the inner peripheral surface 6c and the inner wall surface lb on the intake port side can be continuously and smoothly machined.
  • the throat cutters 9a and 9b may have a shape corresponding to a desired processing shape, and are not limited to the shapes in the illustrated example.
  • the throat portion la of the intake port 1 is smoothly connected to the inner peripheral surfaces 6d and 6a of the seat ring 5, the loss of the flow of the positive tumble flow at the throat portion la is reduced, It is guided into the combustion chamber 2 while maintaining a strong flow.
  • the inner peripheral surface 6b of the seat ring 5 forms a predetermined obtuse angle ⁇ 2 with the inner peripheral surface 6c on the intake port side, and expands toward the combustion chamber 2. Is suppressed.
  • the angle 03 formed between the inner wall surface 1B and the inner wall surface lb is also formed at an obtuse angle close to 180 degrees, the separation of the flow at this portion is suppressed.
  • FIG. 2 is a graph showing the relationship between the tumble ratio and the flow coefficient.
  • the energy loss of the positive tumble component is smaller than in the case of the related art, it is possible to achieve both a high tumble flow and a high flow rate.
  • the rate of decrease in the flow coefficient decreases as the tumble ratio increases, as compared with the case of the related art.
  • the throat portion la of the intake port 1 and the inner peripheral surfaces 6d and 6a of the seat ring 5 are smoothly connected, The loss of the flow of the positive tumble flow at the throat la is reduced, and the flow is guided into the combustion chamber 2 while maintaining a strong flow. Therefore, the positive tumble flow T without narrowing the flow line of the intake flow can be strengthened, and both a high tumble ratio and a high flow can be achieved.
  • the inner peripheral surface 6b of the seat ring 5 forms a predetermined obtuse angle ⁇ 2 with the inner peripheral surface 6c on the intake port side and expands toward the combustion chamber 2, the flow of the flow in this portion is reduced. Separation can be suppressed, and a decrease in the intake air flow rate can be significantly suppressed.
  • the second throat cutter 9b may be cut by inclining at a predetermined angle ⁇ 1, so that the intake port 1 and the intake port 1 can be continuously and efficiently provided.
  • the seat ring 5 can be formed into a desired shape.
  • the first embodiment can be applied not only to a bifurcated intake port of a four-valve engine but also to a non-branched intake port of a two-valve engine. It can also be applied to direct injection gasoline engines.
  • FIG. 7 is an external perspective view showing an intake port of an internal combustion engine according to Embodiment 2 of the present invention. As shown in Fig. 7, the fast intake flow is moved toward the central axis of the combustion chamber 2 to strengthen the positive tumble flow.
  • the intake ports 1 and 1 configured in the first embodiment are eccentrically arranged so as to approach the center axis direction of the combustion chamber 2.
  • the center line C 4 of the intake port 101 that is not eccentric which is illustrated for comparison, is moved closer to the center axis direction of the combustion chamber 2 (formed below the cylinder head 3 in the figure).
  • the intake ports 1 and 1 are configured.
  • Reference numeral 10 in the drawing is an exhaust port hole.
  • the intake ports 1 and 1 configured in the first embodiment are eccentric so as to approach the center axis direction of the combustion chamber 2. Because of the arrangement, the central flow velocity between the intake valves 4 and the intake valves 4 increases, and this can be introduced into the combustion chamber 2 without deceleration. Therefore, the forward tumble flow can be further strengthened, and the engine performance can be further improved.
  • the method of manufacturing an intake port of an internal combustion engine according to the present invention and the intake port of the internal combustion engine manufactured by the method are useful for an intake device of an internal combustion engine.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

L'invention concerne un orifice d'aspiration (1) d'un moteur à combustion interne. L'axe (C1) de l'orifice d'aspiration (1) est incliné par rapport à l'axe (C2) d'une chambre de combustion (2) et une bague d'assise annulaire (5) est disposée dans la zone de l'orifice d'aspiration (1), face à la chambre de combustion (2). L'orifice comprend des surfaces périphériques internes (faces des sièges de soupapes) (6a) et (6b) formées symétriquement par rapport à l'axe (C3) d'une soupape d'aspiration (4) servant à fermer le courant d'aspiration lorsqu'elle entre en contact avec la soupape d'aspiration (4), ces surfaces étant évasées côté chambre de combustion (2) et formées sur la surface périphérique interne côté chambre de combustion (2) de la bague d'assise annulaire (5). L'orifice comprend également des surfaces périphériques internes (6c) et (6d) coté orifice d'aspiration, formées symétriquement par rapport à un axe incliné d'un angle spécifique compris entre l'axe (C3) de la soupape d'aspiration (4) et l'axe (C1) de l'orifice d'admission (1), ces surfaces étant formées sur la surface périphérique interne côté orifice d'aspiration (1) de la bague d'assise annulaire (5). La surface périphérique interne (6b) de la bague d'assise (5) forme un angle obtus avec la surface périphérique interne (6c) côté orifice d'aspiration.
PCT/JP2004/013814 2003-09-22 2004-09-22 Procede de fabrication d'un orifice d'aspiration d'un moteur a combustion interne et orifice d'aspiration d'un moteur a combustion interne WO2005028819A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2003-330336 2003-09-22
JP2003330336A JP2007046457A (ja) 2003-09-22 2003-09-22 内燃機関の吸気ポートおよびその製造方法

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Cited By (8)

* Cited by examiner, † Cited by third party
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WO2007056784A2 (fr) * 2005-11-15 2007-05-24 Avl List Gmbh Moteur a combustion interne
FR2922590A1 (fr) * 2007-10-23 2009-04-24 Renault Sas Procede de finition et siege de soupape rapporte dans son logement.
CN105673248A (zh) * 2016-01-25 2016-06-15 重庆长安汽车股份有限公司 一种汽油发动机高滚流比气缸盖的进气道
JP2016138535A (ja) * 2015-01-29 2016-08-04 三菱自動車工業株式会社 エンジンの吸気ポート構造
JP2016169713A (ja) * 2015-03-16 2016-09-23 三菱自動車工業株式会社 エンジンの吸気ポート構造
EP3141728A1 (fr) * 2015-09-08 2017-03-15 Toyota Jidosha Kabushiki Kaisha Moteur à combustion interne
CN112392568A (zh) * 2019-08-19 2021-02-23 卡特彼勒公司 用于长寿命天然气贫燃发动机的阀座插入件
FR3105294A1 (fr) 2019-12-18 2021-06-25 Psa Automobiles Sa Moteur thermique à siège de soupape d’admission à formes d’intrado et d’extrado optimisant le remplissage d’air

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JP2010174702A (ja) * 2009-01-28 2010-08-12 Toyota Motor Corp 吸気ポート構造
JP5293886B2 (ja) 2010-04-30 2013-09-18 トヨタ自動車株式会社 エンジンのピストン
JP6334990B2 (ja) * 2014-03-31 2018-05-30 ダイハツ工業株式会社 内燃機関
JP6561480B2 (ja) * 2015-01-29 2019-08-21 三菱自動車工業株式会社 エンジンの吸気ポート構造
JP6172193B2 (ja) * 2015-03-24 2017-08-02 マツダ株式会社 エンジンの吸気装置
JP6172192B2 (ja) * 2015-03-24 2017-08-02 マツダ株式会社 エンジンのシリンダヘッドの製造方法
JP6172191B2 (ja) * 2015-03-24 2017-08-02 マツダ株式会社 エンジンの吸気構造
JP2017110604A (ja) * 2015-12-17 2017-06-22 ヤマハ発動機株式会社 内燃機関、それを備えた車両、および内燃機関の製造方法
JP6281585B2 (ja) * 2016-03-01 2018-02-21 マツダ株式会社 内燃機関の吸排気構造
CN110234861A (zh) 2017-03-03 2019-09-13 马自达汽车株式会社 内燃机的进气道结构
JP7104564B2 (ja) 2018-06-11 2022-07-21 カワサキモータース株式会社 シリンダヘッドの加工方法

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JPH0214405U (fr) * 1988-07-14 1990-01-30
JPH0275718A (ja) * 1988-09-12 1990-03-15 Nissan Motor Co Ltd 内燃機関の燃焼室
JPH03151517A (ja) * 1989-11-09 1991-06-27 Nissan Motor Co Ltd 内燃機関の燃焼室構造
JPH046539U (fr) * 1990-04-24 1992-01-21

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Publication number Priority date Publication date Assignee Title
JPH0214405U (fr) * 1988-07-14 1990-01-30
JPH0275718A (ja) * 1988-09-12 1990-03-15 Nissan Motor Co Ltd 内燃機関の燃焼室
JPH03151517A (ja) * 1989-11-09 1991-06-27 Nissan Motor Co Ltd 内燃機関の燃焼室構造
JPH046539U (fr) * 1990-04-24 1992-01-21

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007056784A2 (fr) * 2005-11-15 2007-05-24 Avl List Gmbh Moteur a combustion interne
WO2007056784A3 (fr) * 2005-11-15 2008-11-27 Avl List Gmbh Moteur a combustion interne
FR2922590A1 (fr) * 2007-10-23 2009-04-24 Renault Sas Procede de finition et siege de soupape rapporte dans son logement.
JP2016138535A (ja) * 2015-01-29 2016-08-04 三菱自動車工業株式会社 エンジンの吸気ポート構造
JP2016169713A (ja) * 2015-03-16 2016-09-23 三菱自動車工業株式会社 エンジンの吸気ポート構造
EP3141728A1 (fr) * 2015-09-08 2017-03-15 Toyota Jidosha Kabushiki Kaisha Moteur à combustion interne
CN105673248A (zh) * 2016-01-25 2016-06-15 重庆长安汽车股份有限公司 一种汽油发动机高滚流比气缸盖的进气道
CN112392568A (zh) * 2019-08-19 2021-02-23 卡特彼勒公司 用于长寿命天然气贫燃发动机的阀座插入件
FR3105294A1 (fr) 2019-12-18 2021-06-25 Psa Automobiles Sa Moteur thermique à siège de soupape d’admission à formes d’intrado et d’extrado optimisant le remplissage d’air

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