EP0105934A1 - Ansaugsystem für eine Brennkraftmaschine - Google Patents

Ansaugsystem für eine Brennkraftmaschine Download PDF

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Publication number
EP0105934A1
EP0105934A1 EP82107552A EP82107552A EP0105934A1 EP 0105934 A1 EP0105934 A1 EP 0105934A1 EP 82107552 A EP82107552 A EP 82107552A EP 82107552 A EP82107552 A EP 82107552A EP 0105934 A1 EP0105934 A1 EP 0105934A1
Authority
EP
European Patent Office
Prior art keywords
intake
intake passage
combustion engine
intake air
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
EP82107552A
Other languages
English (en)
French (fr)
Other versions
EP0105934B1 (de
Inventor
Hiromitsu Matsumoto
Takahiro Nagura
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.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha Motor Co Ltd
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 Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Priority to EP82107552A priority Critical patent/EP0105934B1/de
Publication of EP0105934A1 publication Critical patent/EP0105934A1/de
Application granted granted Critical
Publication of EP0105934B1 publication Critical patent/EP0105934B1/de
Expired legal-status Critical Current

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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
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10308—Equalizing conduits, e.g. between intake ducts or between plenum chambers
    • 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
    • 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
    • F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
    • 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
    • F02M35/10072—Intake runners
    • 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
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • 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]
    • 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
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
    • 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

Definitions

  • the invention relates to an internal combustion engine and in particular to an improved intake system for an internal combustion engine.
  • Said air flow disturbances result in a loss of intake air thereby creating the problem that the intake air amount or intake air pressure within the cylinder to be charged is reduced resulting in a corresponding reduction in the output performance of the internal combustion engine.
  • the invention as claimed is intended to remedy these drawbacks. It solves the problem of how to design an intake system for internal combustion engines such that the disturbances of the intake air flow immediately downstream of the valve stem of the intake valve with respect to the flow direction are eliminated. This elimination of disturbances causes the charge of the cylinder with the intake air to be enhanced to improve the output performance of the internal combustion engine.
  • FIGS. 1 and 2 show an intake system of a four-cycle engine.
  • This four-cycle engine A, A' is equippedwith a plurality of cylinders a, a' of which one is shown in the drawings.
  • Each cylinder comprises a cylinder head b, b' and a piston (c, c').
  • Reference numeral 1 denotes a recess which is formed in the upper end of the aforementioned cylinder head b. This recess defines a combustion chamber 2 together with the upper end of the piston c shown at its top dead centre.
  • Reference numerals 3 and 4 indicate two intake passages and two exhaust passages which are disposed at both the sides of the axis of the cylinder a and which are curved toward the aforementioned combustion chamber 2 to communicate with the combustion chamber 2 through intake ports 5 and exhaust ports 6, respectively.
  • Reference numeral 7 indicates intake valves for opening and closing the aforementioned intake ports 5
  • numeral 8 indicates exhaust valves for opening and closing the exhaust ports 6.
  • each cylinder head is provided with two intake valves 7 and with two exhaust valves 8 so that two intake passages 3 and two exhaust passages 4 are required.
  • These intake and exhaust valves 7 and 8 are so arranged downstream of the intake passages 3 and the exhaust passages 4 as to have their respective valve stems 7a and 8a intersecting the flows of the intake air and the exhaust gas, respectively, and have their lower ends facing the inside of the combustion chamber 2 and corresponding to the intake ports 5 and the exhaust ports 6, respectively, and their valve stems 7a and 8a slidably guided within the wall of the cylinder head b by means of guides 9 and 10, respectively.
  • the four-cycle engine A so far described now experiences a phenomenon that the flow of the intake air is blocked in the intake passage 3 by the intake valves 7, specifically, by the valve stems 7a and by the guides 9 so that the intake air flow is disturbed immediately downstream of said valve stems 7a with respect to the flow direction.
  • auxiliary intake passages 11 there are provided auxiliary intake passages 11.
  • Each of these auxiliary intake passages 11 has its effective area set smaller than that of the intake passage 3 and opens into said passage 3 immediately downstream of the valve stem 7a with respect to the flow direction, i.e. in the wall which is located downstream of the intake passage 3 and at the outside of the curved direction, that it is directed toward the combustion chamber 2, i.e. toward the outer circumferential portion of the same.
  • auxiliary intake passage 11 extends through the wall of the cylinder head b and is connected through a short pipe 12 and a connecting pipe 13 with a communication pipe 14.
  • This communication pipe 14 has a length which extends over the respective cylinders of the engine A so that the intake passages 3 of the respective cylinders are allowed to communicate through the auxiliary intake passages 11 of the respective cylinders which are made to communicate by connecting those passages 11 with said pipe 14, as has been described in the above.
  • the vacuum of one cylinder in the intake stroke is exerted upon the intake passages 3 of the cylinders in a stroke other than the intake stroke to that the intake air in the intake passages 3 of the cylinder in the stroke other than the intake stroke is sucked by the vacuum to flow through the auxiliary intake passages 11 and the communication pipe 14 into the auxiliary intake passages 11 of the cylinder in the intake stroke.
  • the intake air coming from those auxiliary intake passages 11 flows at a high rate into the cylinder a via those portions of the intake passages 3, which are located just downstream of the valve stems 7a.
  • the intake air is prevented from residing in the intake passages 3 of each cylinder, and the disturbances of the intake air immediately downstream of the valve stems 7a are settled down and eliminated by the intake air which flows from the auxiliary intake passages 11, thus augmenting the charges of the cylinder a with the intake air.
  • auxiliary intake passages 11 of each cylinder are connected with a plenum chamber 15.
  • This plenum chamber 15 has a relatively large capacity and is provided independently for each cylinder. As a result, the plenum chamber 15 performs a function to temporarily reserve the intake air for a time period from the end of the intake stroke to the start of the subsequent intake stroke of the cylinder.
  • the vacuum which has been applied to the plenum chamber 15 via the auxiliary intake passages 11 during the intake stroke, is left active after the end of the intake stroke so that the intake air of the intake passages 3 is sucked by that vacuum and reserved in the plenum chamber 15.
  • the intake air reserved in the plenum chamber 15 is returned during the subsequent intake stroke from the auxiliary intake passages 11 to the intake passages 3.
  • the intake air in the plenum chamber 15 merges into the intake air of the intake passages 3 immediately downstream of the valve stems 7a by way of the auxiliary intake passages 11 so that the intake air is prevented from being disturbed just downstream of said valve stems 7a thereby to augment the charge of the cylinder a with the intake air.
  • the intake system of the embodiment under discussion can be attached to a single-cylinder engine because its plenum chamber 15 is provided independently for each cylinder.
  • auxiliary intake passages 11 are connected with the intake passage 3 upstream of the valve stems 7a by way of a by-pass conduit 16 while by-passing said valve stems 7a.
  • the intake air flowing through the intake passages 3 is divided into the by-pass conduit 16 so that the intake air introduced from said conduit 16 into the auxiliary intake passages 11 merges into the intake air flowing in the intake passages 3 immediately downstream of the valve stems 7a.
  • the disturbances of the intake air immediately downstream of the valve stems 7a are settled down to augment the intake air the cylinder a is to be charged with.
  • the intake system of the embodiment thus far described can also be applied to a single-cylinder engine because the bypass conduit is provided for each cylinder.
  • the merging portions of the respective cylinders may be made to communicate with a single pipe connected with the by-pass conduit.
  • FIG. 5 and 6 is modified from the foregoing embodiment shown in Fig. 1 and 2 such that there is provided a throttle valve 17 which is made operative to close one of the auxiliary intake passages 11 of each cylinder when the engine A Dis in a low or intermediate speed running operation.
  • That throttle valve 17 is disposed in a conduit 18, which connects one of the auxiliary intake passages 11 and the communication pipe 14, and is adapted to be closed when in the low or intermediate speed running operation of the engine A and opened when in a high speed running operation.
  • Reference numeral 19 indicates a throttle valve which is disposed at the upstream side of the intake passage 3 of each cylinder and which is adapted to be closed similarly to the aforementioned throttle valve 17 when in the low or intermediate speed running operation of the engine A thereby to regulate the flow of the intake air from the intake passage 3 into the cylinder a.
  • the throttle valve 19 thus far described is used in the embodiment in which the intake air is fed to the respective cylinders by the action of a single carburetor (although not shown). Therefore, the throttle valve 19 can be replaced by the throttle valves of the respective carburetors in the embodiment in which the respective cylinders are independently equipped with the carburetors.
  • the throttle valves 19 and 17 in the intake passage 3 of each cylinder and in one of the auxiliary intake passages 11 are closed.
  • the cylinder a during the intake stroke is fed with the intake air exclusively from the auxiliary intake passage 11 which is open.
  • the auxiliary intake passages 11 are directed toward the outer circumferential portion of the combustion chamber 2 and have the smaller effective area, the intake air coming from one of the auxiliary intake passages 11 flows at a high rate in the tangential direction into the cylinder a so that it can generate a swirling flow in the cylinder a to effect the combustion with the intake air in the combustion chamber 2 at a high rate and in a stable manner thereby to improve the combustion efficiency.
  • FIGs. 7 and 8 Another embodiment shown in Figs. 7 and 8, is different in the type of the engine, specifically, in the intake and exhaust systems of the engine from those of the foregoing embodiments.
  • the engine A' in this embodiment is the so-called "counterflow type multi-cylinder engine", in which an intake passage 3' and an exhaust passage 4' formed in the cylinder head b' of each cylinder are arranged side by side and have their port 5' and 6' respectively in a common plane.
  • Both the aforementioned two passages 3' and 4' are directed toward the outer circumferential portion of a combustion chamber 2' through their intake and exhaust port 5' and 5' , respectively.
  • Reference numeral 20 indicates a carburetor which is connected to the upstream end of the intake passage 3' of each cylinder so that it feeds the respective cylinders with the intake air.
  • the aforementioned engine A' is equipped similarly to the foregoing embodiments with an auxiliary intake passage 11 which opens the intake passage 3' immediately downstream of an intake valve 7' and in such an outwardly curved portion downstream of the intake passage 3' that it is directed in the opposite direction to the intake passage 3' while intersecting the same.
  • auxiliary intake passage 11' is directed to face the outer circumferential portion of the combustion chamber 2' , which is located at the opposite side of the intake passage 3', from the intake port 5' generally in the tangential direction of a cylinder a'.
  • auxiliary intake passages 11' of the aforementioned respective cylinders are connected to a communication pipe 14' so that they communicate with one another.
  • Reference numeral 21 indicates a throttle valve which is disposed upstream of the intake valve 7' within the intake passage 3' such that it is closed when in the low or intermediate speed running operation of the engine A'.
  • the intake system of this embodiment is similar to the foregoing embodiments in that the possible disturbances of the intake air immediately downstream of valve stems 7a' are eliminated by the intake air coming from the auxiliary intake passages 11' but has the following additional operation.
  • the intake air is made to flow exclusively through the auxiliary intake passages 11' by closing the throttle valve 21 in an upstream portion of the intake passages 3' during the slow or intermediate running operation of the engine A'.
  • the auxiliary intake passage 11' Since the auxiliary intake passage 11' is now directed tangentially to the cylinder a', the intake air from said passage 11' establishes the swirling flow in the cylinder a' so that the combustion in the combustion chamber 2' can be maintained at the high rate and in the stable manner thereby to improve the combustion efficiency.
  • FIG. 9 Another embodiment shown in Fig. 9 is modified from the foregoing embodiment of Figs. 7 and 8 such that the communication pipe '14' is connected to the carburetor 20 by way of a conduit 22.
  • the auxiliary intake passage 11' is directly connected to the carburetor 20, while by-passing the throttle valve 21 upstream of the intake passage 3', so that the intake air flows directly from the carburetor 20 into the auxiliary intake passage 11', even if the aforementioned throttle valve 21 and the throttle valve 23 of the carburetor 20 are closed, thereby to establish a more intense swirling flow than those of the foregoing embodiments.
  • the auxiliary intake passage which is so opened in the intake passage immediately downstream of the valve stem with respect to the flow direction that it is directed toward the combustion chamber.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
EP82107552A 1982-08-18 1982-08-18 Ansaugsystem für eine Brennkraftmaschine Expired EP0105934B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP82107552A EP0105934B1 (de) 1982-08-18 1982-08-18 Ansaugsystem für eine Brennkraftmaschine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP82107552A EP0105934B1 (de) 1982-08-18 1982-08-18 Ansaugsystem für eine Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0105934A1 true EP0105934A1 (de) 1984-04-25
EP0105934B1 EP0105934B1 (de) 1987-12-23

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Family Applications (1)

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EP82107552A Expired EP0105934B1 (de) 1982-08-18 1982-08-18 Ansaugsystem für eine Brennkraftmaschine

Country Status (1)

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EP (1) EP0105934B1 (de)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0182223A2 (de) * 1984-11-08 1986-05-28 Mazda Motor Corporation Einlasssystem für einen Verbrennungsmotor
GB2204094A (en) * 1987-04-03 1988-11-02 Ford Motor Co Multiple intake ducts to i.c. engine cylinder intake valves
EP0565515A1 (de) * 1992-04-09 1993-10-13 AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH.Prof.Dr.Dr.h.c. Hans List Diesel-Brennkraftmaschine mit einem im Kolben gebildeten Brennraum
EP0638714A1 (de) * 1993-08-06 1995-02-15 FERRARI S.p.A. Brennkraftmaschine
US5515827A (en) * 1993-09-22 1996-05-14 Dr. Ing. H.C.F. Porsche Ag Multicylinder, four-stroke internal-combustion engine having three intake valves and one exhaust valve per cylinder
US5950582A (en) * 1998-06-08 1999-09-14 Ford Global Technologies, Inc. Internal combustion engine with variable camshaft timing and intake valve masking
US5957096A (en) * 1998-06-09 1999-09-28 Ford Global Technologies, Inc. Internal combustion engine with variable camshaft timing, charge motion control valve, and variable air/fuel ratio
US5960755A (en) * 1998-06-09 1999-10-05 Ford Global Technologies, Inc. Internal combustion engine with variable camshaft timing and variable duration exhaust event
EP1431541A1 (de) * 2002-12-19 2004-06-23 Renault s.a.s. Brennkraftmaschine mit Mitteln zur Variation der Drallintensität

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB971211A (de) *
FR1079530A (fr) * 1952-07-09 1954-11-30 Daimler Benz Ag Moteur à combustion interne avec soupapes d'admission s'ouvrant de haut en bas
CH445945A (de) * 1967-02-06 1967-10-31 Saurer Ag Adolph Brennkraftmaschine
US4186706A (en) * 1977-09-09 1980-02-05 Yamaha Hatsukoki Kabushiki Kaisha Induction system for internal combustion engine
US4303046A (en) * 1978-10-19 1981-12-01 Toyota Jidosha Kogyo Kabushiki Kaisha Intake system of a multi-cylinder internal combustion engine
US4304211A (en) * 1976-11-26 1981-12-08 Yamaha Hatsukoki Kabushiki Kaisha Control of fuel injection type induction system

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS566014A (en) * 1979-06-27 1981-01-22 Yamaha Motor Co Ltd Intake system for engine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB971211A (de) *
FR1079530A (fr) * 1952-07-09 1954-11-30 Daimler Benz Ag Moteur à combustion interne avec soupapes d'admission s'ouvrant de haut en bas
CH445945A (de) * 1967-02-06 1967-10-31 Saurer Ag Adolph Brennkraftmaschine
US4304211A (en) * 1976-11-26 1981-12-08 Yamaha Hatsukoki Kabushiki Kaisha Control of fuel injection type induction system
US4186706A (en) * 1977-09-09 1980-02-05 Yamaha Hatsukoki Kabushiki Kaisha Induction system for internal combustion engine
US4303046A (en) * 1978-10-19 1981-12-01 Toyota Jidosha Kogyo Kabushiki Kaisha Intake system of a multi-cylinder internal combustion engine

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0182223A2 (de) * 1984-11-08 1986-05-28 Mazda Motor Corporation Einlasssystem für einen Verbrennungsmotor
EP0182223A3 (en) * 1984-11-08 1986-09-17 Mazda Motor Corporation Intake system for internal combustion engine
GB2204094A (en) * 1987-04-03 1988-11-02 Ford Motor Co Multiple intake ducts to i.c. engine cylinder intake valves
EP0565515A1 (de) * 1992-04-09 1993-10-13 AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH.Prof.Dr.Dr.h.c. Hans List Diesel-Brennkraftmaschine mit einem im Kolben gebildeten Brennraum
EP0638714A1 (de) * 1993-08-06 1995-02-15 FERRARI S.p.A. Brennkraftmaschine
US5477818A (en) * 1993-08-06 1995-12-26 Ferrari S.P.A. Internal combustion engine
US5515827A (en) * 1993-09-22 1996-05-14 Dr. Ing. H.C.F. Porsche Ag Multicylinder, four-stroke internal-combustion engine having three intake valves and one exhaust valve per cylinder
US5950582A (en) * 1998-06-08 1999-09-14 Ford Global Technologies, Inc. Internal combustion engine with variable camshaft timing and intake valve masking
US5957096A (en) * 1998-06-09 1999-09-28 Ford Global Technologies, Inc. Internal combustion engine with variable camshaft timing, charge motion control valve, and variable air/fuel ratio
US5960755A (en) * 1998-06-09 1999-10-05 Ford Global Technologies, Inc. Internal combustion engine with variable camshaft timing and variable duration exhaust event
EP1431541A1 (de) * 2002-12-19 2004-06-23 Renault s.a.s. Brennkraftmaschine mit Mitteln zur Variation der Drallintensität
FR2849108A1 (fr) * 2002-12-19 2004-06-25 Renault Sa Moteur a combustion interne comportant des moyens pour faire varier l'intensite du swirl

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Publication number Publication date
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