JP2005147014A - Exhaust manifold for internal combustion engine - Google Patents

Exhaust manifold for internal combustion engine Download PDF

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Publication number
JP2005147014A
JP2005147014A JP2003386745A JP2003386745A JP2005147014A JP 2005147014 A JP2005147014 A JP 2005147014A JP 2003386745 A JP2003386745 A JP 2003386745A JP 2003386745 A JP2003386745 A JP 2003386745A JP 2005147014 A JP2005147014 A JP 2005147014A
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Japan
Prior art keywords
diameter
exhaust manifold
combustion engine
internal combustion
main pipe
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JP2003386745A
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Japanese (ja)
Inventor
Hiroshi Omote
洪志 表
Shunji Hamaoka
俊次 濱岡
Keiichi Tsujimoto
圭一 辻本
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Yanmar Co Ltd
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Yanmar Co Ltd
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Application filed by Yanmar Co Ltd filed Critical Yanmar Co Ltd
Priority to JP2003386745A priority Critical patent/JP2005147014A/en
Priority to KR1020067006474A priority patent/KR20060069876A/en
Priority to CNA2004800320894A priority patent/CN1875185A/en
Priority to US10/579,493 priority patent/US20070079608A1/en
Priority to EP04818504A priority patent/EP1686261A1/en
Priority to PCT/JP2004/016822 priority patent/WO2005047691A1/en
Publication of JP2005147014A publication Critical patent/JP2005147014A/en
Pending legal-status Critical Current

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    • 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
    • F02F1/4264—Shape or arrangement of intake or exhaust channels in cylinder heads of exhaust channels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/18—Construction facilitating manufacture, assembly, or disassembly

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide an exhaust manifold for an internal combustion engine capable of suppressing deterioration of fuel economy, and of shortening time for applying a load. <P>SOLUTION: The internal combustion engine with a supercharger having a plurality of cylinders is constituted so as to satisfy at least one of the following expressions, when main pipe diameter of the exhaust manifold is defined as D, branch pipe diameter as d, exhaust valve seat diameter as de, passage diameter of a portion connecting a main pipe with a branch pipe as D<SB>1</SB>, radius in the outer peripheral side of the connecting portion smoothly connecting the branch pipe with the main pipe of the exhaust manifold as R, and radius in the inner peripheral side as r. Wherein, the above-mentioned expressions are represented as 1.2≤(D/d)<SP>2</SP>≤2.5, 0.8 ≤(d/de)<SP>2</SP>≤1.2, 0.7≤(D/D<SB>1</SB>)<SP>2</SP>≤1.4, and 1.7≤R/r≤2.1. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

本発明は、複数気筒を備えた過給機付きの内燃機関の排気マニホールドに関するものである。   The present invention relates to an exhaust manifold of an internal combustion engine with a supercharger having a plurality of cylinders.

過給機付きの内燃機関の排気マニホールドには、動圧過給方式のものと静圧過給方式のものとがある。前者は、タービンの入口部において排気パルスが大きくなるように設定し、この排気パルスで過給機を回転駆動させる方式であり、加速性は良いが定格馬力点での燃費が悪い。後者は、タービンの入口部において、排気パルスを静圧に変更するように設定することで過給機効率の高い部分を使用する方式で、定格馬力点での燃費が良いが加速性は前者と比較して劣る。両者ともに主管の径を小さく設定すると排気パルスは大きくなり、加速性を重視した設定となる。   An exhaust manifold of an internal combustion engine with a supercharger includes a dynamic pressure supercharging type and a static pressure supercharging type. The former is a system in which the exhaust pulse is set to be large at the inlet of the turbine, and the turbocharger is rotationally driven by this exhaust pulse. The acceleration is good, but the fuel efficiency at the rated horsepower point is poor. The latter is a method that uses a part with high turbocharger efficiency by setting the exhaust pulse to static pressure at the inlet of the turbine, and it has good fuel efficiency at the rated horsepower point, but acceleration is the same as the former It is inferior in comparison. In both cases, when the diameter of the main pipe is set to be small, the exhaust pulse becomes large and the setting is made with emphasis on acceleration.

負荷投入時間（立ち上がり時間）を長く設定すると燃費が良好になり、逆に、負荷投入時間を短く設定すると燃費が悪化することは、従来から周知である。図１は、主管径に対応する負荷投入時間と燃費の関係を示すグラフである。図１から、主管径を大きく設定すると燃費は良好になるが、立ち上がり時間（負荷投入時間）が長くなり、逆に、主管径を小さく設定すると燃費は悪化するが、負荷投入時間が短くなることがわかる。   It has been conventionally known that when the load application time (rise time) is set to be long, the fuel efficiency is improved, and conversely, when the load input time is set to be short, the fuel efficiency is deteriorated. FIG. 1 is a graph showing the relationship between load application time and fuel consumption corresponding to the main pipe diameter. From Fig. 1, when the main pipe diameter is set large, the fuel consumption becomes good, but the rise time (loading time) becomes long. Conversely, when the main pipe diameter is set small, the fuel consumption deteriorates, but the load charging time becomes short I understand.

従来の内燃機関では、負荷投入時間が時刻Ｂと不利になるが、燃費を良好にするため、静圧過給方式で主管径を大きく設定していた。
実用新案登録第２５６４１２６号 In the conventional internal combustion engine, although the load application time is disadvantageous with the time B, in order to improve fuel efficiency, the main pipe diameter has been set large by the static pressure supercharging method.
Utility model registration No. 2564126

本発明では、燃費の悪化を抑制し、且つ、負荷投入時間を短くすることができる内燃機関の排気マニホールドを提供することを課題としている。   An object of the present invention is to provide an exhaust manifold for an internal combustion engine that can suppress deterioration in fuel consumption and shorten the load application time.

上記課題を解決するため請求項１の発明では、複数気筒を備えた過給機付きの内燃機関において、排気マニホールドの主管径をＤ、枝管径をｄとすると、 １．２≦（Ｄ／ｄ）２≦２．５ の関係を満たすようにした。 In order to solve the above-mentioned problems, in the invention of claim 1, in an internal combustion engine with a supercharger having a plurality of cylinders, assuming that the main pipe diameter of the exhaust manifold is D and the branch pipe diameter is d, 1.2 ≦ (D / d) The relationship of 2 ≦ 2.5 was satisfied.

請求項２の発明では、複数気筒を備えた過給機付きの内燃機関において、排気マニホールドの枝管径をｄ、排気弁シート径をｄｅとすると、 ０．８≦（ｄ／ｄｅ）２≦１．２ の関係を満たすようにした。 In the invention of claim 2, in an internal combustion engine with a supercharger having a plurality of cylinders, if the branch pipe diameter of the exhaust manifold is d and the exhaust valve seat diameter is de, 0.8 ≦ (d / de) 2 ≦ The relationship of 1.2 was satisfied.

請求項３の発明では、複数気筒を備えた過給機付きの内燃機関において、排気マニホールドの主管径をＤ、主管と枝管の接続する部分の通路径をＤ１とすると、 ０．７≦（Ｄ／Ｄ１）２≦１．４ の関係を満たすようにした。 In the invention of claim 3, in the internal combustion engine with a supercharger having a plurality of cylinders, a main tube diameter of the exhaust manifold D, and passage diameter of the connecting portion of the main and branch pipes When D 1, 0.7 ≦ The relationship of (D / D 1 ) 2 ≦ 1.4 was satisfied.

請求項４の発明では、複数気筒を備えた過給機付きの内燃機関において、排気マニホールドの主管に枝管が滑らかに接続されており、その接続する部分の外周側の半径Ｒと、内周側の半径ｒとが、 １．７≦Ｒ／ｒ≦２．１ の関係を満たすようにした。   In the invention of claim 4, in the internal combustion engine with a supercharger having a plurality of cylinders, the branch pipe is smoothly connected to the main pipe of the exhaust manifold, and the radius R on the outer peripheral side of the connecting portion, the inner circumference The radius r on the side satisfies the relationship of 1.7 ≦ R / r ≦ 2.1.

請求項１の発明を実施すると、燃費を悪化させることなく負荷投入時間（立ち上がり時間）を短縮することができる。請求項２〜４の発明を実施しても、請求項１の発明と同様の効果を奏することができる。   When the invention of claim 1 is implemented, the load application time (rise time) can be shortened without deteriorating the fuel consumption. Even if it implements invention of Claims 2-4, there can exist the same effect as invention of Claim 1.

図２は、本発明を実施した内燃機関の排気マニホールド１００の外観略図である。排気マニホールド１００は、主管１の側壁に枝管２の一端が接続されている。枝管２の他端は、気筒１０の排気ポート６に接続されている。排気ポート６には矢印方向に往復移動可能な排気弁５が設けてある。この排気弁５により排気ポート６は開閉可能となっている。排気マニホールド１００は、図３に示すように、主管１と各気筒１０ａ〜１０ｆの間をそれぞれ枝管２が接続する最もシンプルな形態となっている。   FIG. 2 is a schematic external view of the exhaust manifold 100 of the internal combustion engine embodying the present invention. In the exhaust manifold 100, one end of the branch pipe 2 is connected to the side wall of the main pipe 1. The other end of the branch pipe 2 is connected to the exhaust port 6 of the cylinder 10. The exhaust port 6 is provided with an exhaust valve 5 that can reciprocate in the direction of the arrow. The exhaust port 6 can be opened and closed by the exhaust valve 5. As shown in FIG. 3, the exhaust manifold 100 has the simplest form in which the branch pipe 2 connects between the main pipe 1 and the cylinders 10a to 10f.

図２に示すように、ピストン４の直径であるボア径Ｄ２に対応する適当な排気弁シート径ｄｅの寸法が、まず決定される。枝管径ｄは、排気弁シート径ｄｅから接続部径Ｄ１に至るまで、寸法が急激に変化しないように設定する。 As shown in FIG. 2, the dimensions of the appropriate exhaust valve seat diameter de corresponding to the bore diameter D 2 is the diameter of the piston 4 is first determined. Edakan径d is from the exhaust valve seat diameter de up to the connecting portion diameter D 1, set such dimensions do not change abruptly.

枝管２や接続部７の通路断面形状は、必ずしも円形であるとは限らない。円形でない場合には、同じ面積の円の直径に換算し、換算値をそれぞれ枝管径ｄ、接続部径Ｄ１として適用する。 The cross-sectional shapes of the branch pipes 2 and the connecting portions 7 are not necessarily circular. If not circular, it converted to the diameter of a circle of the same area, applying the converted value branch diameter d, respectively, as a connection portion diameter D 1.

図５は、（主管径Ｄ／枝管径ｄ）２の値に対する負荷投入時間と燃費の関係を示すグラフである。図５から、（主管径Ｄ／枝管径ｄ）２の値の１．２〜２．５の範囲において、
燃費変化がほとんどなく、且つ、負荷投入時間が短くなっていることがわかる。 FIG. 5 is a graph showing the relationship between load application time and fuel consumption with respect to the value of (main pipe diameter D / branch pipe diameter d) 2 . From FIG. 5, (main pipe diameter D / branch pipe diameter d) 2 in the range of 1.2 to 2.5,
It can be seen that there is almost no change in fuel consumption and the load application time is shortened.

このとき設定した枝管径ｄから、次の式（１）を用いて主管径Ｄを決定する。
１．２≦（Ｄ／ｄ）２≦２．５・・・・・・（１） From the branch pipe diameter d set at this time, the main pipe diameter D is determined using the following equation (1).
1.2 ≦ (D / d) 2 ≦ 2.5 (1)

図１に示すように、負荷投入時間を時刻Ａに設定した場合と、時刻Ｂに設定した場合とでは、燃費は、（ａ−ｂ）分だけ微少的に悪化する（つまり、ほとんど悪化しない）が、負荷投入時間は（Ｂ−Ａ）早くすることができる。そこで（ａ−ｂ）の値が、予め設定した許容範囲内に収まるように時刻Ａを選定し、この時刻Ａに対応する主管径Ｄが、図１に示す関係から設定することが可能である。すなわち、燃費の悪化を抑制しながら、負荷投入時間を短くする主管径Ｄを設定することができる。   As shown in FIG. 1, when the load application time is set at time A and when it is set at time B, the fuel consumption slightly deteriorates by (ab) (that is, hardly deteriorates). However, the load input time can be shortened by (BA). Therefore, it is possible to select the time A so that the value of (a−b) falls within the preset allowable range, and set the main pipe diameter D corresponding to this time A from the relationship shown in FIG. . That is, it is possible to set the main pipe diameter D that shortens the load application time while suppressing deterioration of fuel consumption.

図６は、（枝管径ｄ／排気弁シート径ｄｅ）２の値に対する負荷投入時間と燃費の変化を示すグラフである。図６から、（ｄ／ｄｅ）２の値が０．８と１．２の間であれば、燃費がほとんど変化せず、負荷投入時間を短く設定することができるのがわかる。 FIG. 6 is a graph showing changes in load application time and fuel consumption with respect to a value of (branch pipe diameter d / exhaust valve seat diameter de) 2 . From FIG. 6, it can be seen that if the value of (d / de) 2 is between 0.8 and 1.2, the fuel consumption hardly changes and the load application time can be set short.

したがって、枝管径ｄと排気弁シート径ｄｅは、次式（２）を満たすように設定する。
０．８≦（ｄ／ｄｅ）２≦１．２・・・・・・（２） Therefore, the branch pipe diameter d and the exhaust valve seat diameter de are set so as to satisfy the following expression (2).
0.8 ≦ (d / de) 2 ≦ 1.2 (2)

図７は、（主管径Ｄ／接続部径Ｄ１）２の値に対する負荷投入時間と燃費の変化を示すグラフである。図７から（Ｄ／Ｄ１）２の値が０．７と１．４の間であれば、燃費がほとんど変化せず、負荷投入時間を短く設定することができるのがわかる。 FIG. 7 is a graph showing changes in load application time and fuel consumption with respect to a value of (main pipe diameter D / connection portion diameter D 1 ) 2 . It can be seen from FIG. 7 that if the value of (D / D 1 ) 2 is between 0.7 and 1.4, the fuel consumption hardly changes and the load application time can be set short.

したがって、主管径Ｄと接続部径Ｄ１は、次式（３）を満たすように設定する。
０．７≦（Ｄ／Ｄ１）２≦１．４・・・・・・（３）
接続部７の通路断面形状が円形でない場合には、同じ面積の円の直径を接続部径Ｄ１として適用する。 Thus, the connection portion diameter D 1 and the main tube diameter D is set to satisfy the following equation (3).
0.7 ≦ (D / D 1 ) 2 ≦ 1.4 (3)
If the passage cross section of the connecting portion 7 is not circular applies the diameter of a circle having the same area as the connecting portion diameter D 1.

図８は、（外周半径Ｒ／内周半径ｒ）の値に対する負荷投入時間と燃費の関係を示すグラフである。図８に示す「外周半径Ｒ」と「内周半径ｒ」は、排気マニホールド１００の主管１に対する枝管２の接続角度の関係を示す断面略図である図４に具体的に示してある。   FIG. 8 is a graph showing the relationship between load application time and fuel consumption with respect to the value of (outer radius R / inner radius r). The “outer peripheral radius R” and “inner peripheral radius r” shown in FIG. 8 are specifically shown in FIG. 4, which is a schematic cross-sectional view showing the relationship of the connection angle of the branch pipe 2 to the main pipe 1 of the exhaust manifold 100.

図８から、（外周半径Ｒ／内周半径ｒ）の値が、１．７と２．１の間では燃費の悪化を比較的良好に抑制しながら負荷投入時間を短く設定することができるのがわかる。
したがって、外周半径Ｒと内周半径ｒの値は、次式（４）を満たすように設定する。
１．７≦Ｒ／ｒ≦２．１・・・・・・（４） From FIG. 8, when the value of (outer radius R / inner radius r) is between 1.7 and 2.1, the load application time can be set short while suppressing deterioration of fuel consumption relatively well. I understand.
Therefore, the values of the outer radius R and the inner radius r are set so as to satisfy the following equation (4).
1.7 ≦ R / r ≦ 2.1 (4)

排気マニホールド１００は、式（１）〜（４）を全て満たすことが好ましいが、いずれか一つでも満たせば、燃費を悪化させることなく従来の排気マニホールドよりも負荷投入時間を短く設定することができる。   The exhaust manifold 100 preferably satisfies all of the expressions (1) to (4), but if any one of them is satisfied, the load application time can be set shorter than that of the conventional exhaust manifold without deteriorating the fuel consumption. it can.

主管径に対応する負荷投入時間と燃費の関係を示すグラフである。It is a graph which shows the relationship between the load injection time corresponding to a main pipe diameter, and a fuel consumption. 本発明を実施する内燃機関の排気マニホールドの外観略図である。1 is a schematic external view of an exhaust manifold of an internal combustion engine embodying the present invention. 各気筒と主管とを接続する枝管の形態を示す排気マニホールドの概略図である。It is the schematic of the exhaust manifold which shows the form of the branch pipe which connects each cylinder and a main pipe. 主管に対する枝管の接続角度の関係を示す断面略図である。It is a cross-sectional schematic diagram which shows the relationship of the connection angle of the branch pipe with respect to the main pipe. （主管径Ｄ／枝管径ｄ）２の値に対する負荷投入時間と燃費の関係を示すグラフである。(Main pipe diameter D / branch pipe diameter d) It is a graph which shows the relationship between load application time with respect to the value of 2 , and a fuel consumption. （枝管径ｄ／排気弁シート径ｄｅ）２の値に対する負荷投入時間と燃費とを示すグラフである。(Branch pipe diameter d / exhaust valve seat diameter de) is a graph showing load application time and fuel consumption with respect to a value of 2 . （主管径Ｄ／接続部径Ｄ１）２の値に対する負荷投入時間と燃費の変化を示すグラフである。(Main pipe diameter D / connecting part diameter D 1 ) A graph showing a change in load time and fuel consumption with respect to a value of 2 . （外周半径Ｒ／内周半径ｒ）の値に対する負荷投入時間と燃費の関係を示すグラフである。It is a graph which shows the relationship between load input time and fuel consumption with respect to the value of (outer radius R / inner radius r).

符号の説明Explanation of symbols

１ 主管
２ 枝管
４ ピストン
５ 排気弁
６ 排気ポート
７ 接続部
１０ 気筒
１００ 排気マニホールド
ｄ 枝管径
ｄｅ 排気弁シート径
Ｄ 主管径
Ｄ１ 接続部径
Ｄ２ ボア径
ｒ 内周半径
Ｒ 外周半径

DESCRIPTION OF SYMBOLS 1 Main pipe 2 Branch pipe 4 Piston 5 Exhaust valve 6 Exhaust port 7 Connection part 10 Cylinder 100 Exhaust manifold d Branch pipe diameter de Exhaust valve seat diameter D Main pipe diameter D 1 Connection part diameter D 2 Bore diameter r Inner radius R Outer radius

Claims (4)

複数気筒を備えた過給機付きの内燃機関において、排気マニホールドの主管径をＤ、枝管径をｄとすると、
１．２≦（Ｄ／ｄ）２≦２．５
の関係を満たすことを特徴とする内燃機関の排気マニホールド。 In an internal combustion engine with a supercharger having a plurality of cylinders, if the main pipe diameter of the exhaust manifold is D and the branch pipe diameter is d,
1.2 ≦ (D / d) 2 ≦ 2.5
An exhaust manifold for an internal combustion engine characterized by satisfying the relationship: 複数気筒を備えた過給機付きの内燃機関において、排気マニホールドの枝管径をｄ、排気弁シート径をｄｅとすると、
０．８≦（ｄ／ｄｅ）２≦１．２
の関係を満たすことを特徴とする内燃機関の排気マニホールド。 In an internal combustion engine with a supercharger having a plurality of cylinders, if the branch pipe diameter of the exhaust manifold is d and the exhaust valve seat diameter is de,
0.8 ≦ (d / de) 2 ≦ 1.2
An exhaust manifold for an internal combustion engine characterized by satisfying the relationship: 複数気筒を備えた過給機付きの内燃機関において、排気マニホールドの主管径をＤ、主管と枝管の接続する部分の通路径をＤ１とすると、
０．７≦（Ｄ／Ｄ１）２≦１．４
の関係を満たすことを特徴とする内燃機関の排気マニホールド。 In an internal combustion engine with a supercharger having a plurality of cylinders, a main tube diameter of the exhaust manifold D, and passage diameter of the connecting portion of the main and branch pipes When D 1,
0.7 ≦ (D / D 1 ) 2 ≦ 1.4
An exhaust manifold for an internal combustion engine characterized by satisfying the relationship: 複数気筒を備えた過給機付きの内燃機関において、排気マニホールドの主管に枝管が滑らかに接続されており、その接続する部分の外周側の半径Ｒと、内周側の半径ｒとが、
１．７≦Ｒ／ｒ≦２．１
の関係を満たすことを特徴とする内燃機関の排気マニホールド。
In an internal combustion engine with a supercharger having a plurality of cylinders, a branch pipe is smoothly connected to a main pipe of an exhaust manifold, and an outer peripheral radius R and an inner peripheral radius r of the connecting portion are:
1.7 ≦ R / r ≦ 2.1
An exhaust manifold for an internal combustion engine characterized by satisfying the relationship:
JP2003386745A 2003-11-17 2003-11-17 Exhaust manifold for internal combustion engine Pending JP2005147014A (en)

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JP2003386745A JP2005147014A (en) 2003-11-17 2003-11-17 Exhaust manifold for internal combustion engine
KR1020067006474A KR20060069876A (en) 2003-11-17 2004-11-12 Exhaust manifold for internal combustion engine
CNA2004800320894A CN1875185A (en) 2003-11-17 2004-11-12 Exhaust manifold for internal combustion engine
US10/579,493 US20070079608A1 (en) 2003-11-17 2004-11-12 Exhaust manifold for internal combustion engine
EP04818504A EP1686261A1 (en) 2003-11-17 2004-11-12 Exhaust manifold for internal combustion engine
PCT/JP2004/016822 WO2005047691A1 (en) 2003-11-17 2004-11-12 Exhaust manifold for internal combustion engine

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US9255506B2 (en) * 2013-03-15 2016-02-09 Rail Gas Technologies Locomotive natural gas storage and transfer system
CN106762194A (en) * 2017-01-24 2017-05-31 李斯特技术中心（上海）有限公司 A kind of exhaust passage of naturally aspirated engine

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EP1686261A1 (en) 2006-08-02
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US20070079608A1 (en) 2007-04-12

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