JPH0160667B2 - - Google Patents
Info
- Publication number
- JPH0160667B2 JPH0160667B2 JP8323884A JP8323884A JPH0160667B2 JP H0160667 B2 JPH0160667 B2 JP H0160667B2 JP 8323884 A JP8323884 A JP 8323884A JP 8323884 A JP8323884 A JP 8323884A JP H0160667 B2 JPH0160667 B2 JP H0160667B2
- Authority
- JP
- Japan
- Prior art keywords
- surge tank
- intake
- intake air
- cylinder
- side wall
- 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.)
- Expired
Links
- 239000000446 fuel Substances 0.000 description 5
- 238000009826 distribution Methods 0.000 description 4
- 239000007789 gas Substances 0.000 description 4
- 238000002347 injection Methods 0.000 description 3
- 239000007924 injection Substances 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 238000009827 uniform distribution Methods 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10026—Plenum chambers
- F02M35/10032—Plenum chambers specially shaped or arranged connecting duct between carburettor or air inlet duct and the plenum chamber; specially positioned carburettors or throttle bodies with respect to the plenum chamber
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/005—Oscillating pipes with charging achieved by arrangement, dimensions or shapes of intakes pipes or chambers; Ram air pipes
- F02B27/006—Oscillating pipes with charging achieved by arrangement, dimensions or shapes of intakes pipes or chambers; Ram air pipes of 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
- F02M35/112—Intake manifolds for engines with cylinders all in one line
-
- 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
- F02M35/1045—Intake manifolds characterised by the charge distribution between the cylinders/combustion chambers or its homogenisation
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Characterised By The Charging Evacuation (AREA)
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、吸気をサージタンクを介して各気筒
に連通する分岐吸気管に分配するようにした多気
筒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 relates to an intake system for a multi-cylinder engine that distributes intake air to branch intake pipes communicating with each cylinder via a surge tank.
（従来技術）
一般に、多気筒エンジン、とりわけ燃料噴射式
の多気筒エンジンにおいては、各気筒に吸気を均
等に分配することがきわめて重要であり、この均
等分配により初めて多気筒エンジンの円滑な出力
を保証することができる。(Prior Art) In general, in multi-cylinder engines, especially fuel-injected multi-cylinder engines, it is extremely important to distribute intake air evenly to each cylinder, and it is only through this equal distribution that the smooth output of the multi-cylinder engine can be achieved. can be guaranteed.
従来、例えば特開昭53−113919号公報には、吸
気を均等分配すべく、サージタンクと各気筒を結
ぶ分岐吸気管の通路長を等しくするようにした多
気筒エンジンの吸気装置が開示されている。 Conventionally, for example, Japanese Patent Application Laid-open No. 113919/1983 discloses an intake system for a multi-cylinder engine in which the passage lengths of branched intake pipes connecting a surge tank and each cylinder are made equal in order to evenly distribute intake air. There is.
しかしながら、各分岐吸気管の通路長を等しく
設定したとしても、吸気流はサージタンク内に作
用する動圧でもつて流入するため、サージタンク
に開口する各分岐吸気管の開口に作用する圧力が
等しくなるという保証はなく、各分岐吸気管の流
入開口に作用する動圧が違えばたとえ通路長が等
しくても各気筒への吸気の均等分配は行なわれな
くなる。 However, even if the passage lengths of each branch intake pipe are set equal, the intake flow flows in with the dynamic pressure acting in the surge tank, so the pressure acting on the opening of each branch intake pipe that opens into the surge tank is equal. There is no guarantee that this will occur; if the dynamic pressures acting on the inflow openings of each branch intake pipe are different, even if the passage lengths are the same, the intake air will not be distributed equally to each cylinder.
（発明の目的）
本発明は、したがつて、各分岐吸気管の吸気の
分配はほぼ完全に均等化することができる多気筒
エンジンの吸気装置を提供することを目的として
いる。(Objective of the Invention) Therefore, an object of the present invention is to provide an intake system for a multi-cylinder engine in which the distribution of intake air in each branch intake pipe can be almost completely equalized.
（発明の構成）
このため本発明は、「サージタンクを介して、
各気筒に連通する分岐吸気管に吸気を分配するよ
うにした多気筒エンジンの吸気装置であつて、サ
ージタンクの長手方向に沿つた一方の側壁略中心
部にサージタンクへの吸気の流入口となるサージ
タンク流入開口を設置するとともに、上記サージ
タンクの側壁に対して略直交するサージタンクの
底壁に吸気分岐管への吸気の流入口となる吸気管
流入開口を、上記サージタンク流入開口を中心と
して扇形状に配設し、かつ、上記サージタンク流
入開口に対向するサージタンクの他方の側壁の内
壁面を上記吸気管流入開口の扇状配列に対応して
中心部から周辺に向かつてサージタンクの一方の
側壁側に近づくように徐々に傾斜させたことを特
徴とする多気筒エンジンの吸気装置。」を提供す
るものである。(Structure of the Invention) For this reason, the present invention provides the following advantages:
This is an intake system for a multi-cylinder engine that distributes intake air to branched intake pipes that communicate with each cylinder, and has an inlet for intake air into the surge tank approximately at the center of one side wall along the longitudinal direction of the surge tank. At the same time, an intake pipe inflow opening, which serves as an inflow port for intake air to the intake branch pipe, is installed on the bottom wall of the surge tank, which is substantially orthogonal to the side wall of the surge tank, and the surge tank inflow opening is installed. The surge tank is arranged in a fan shape at the center, and the inner wall surface of the other side wall of the surge tank facing the surge tank inflow opening is oriented from the center to the periphery in correspondence with the fan-shaped arrangement of the intake pipe inflow opening. An intake system for a multi-cylinder engine, characterized in that the intake system is gradually inclined toward one side wall of the engine. ”.
（発明の効果）
本発明によれば、サージタンク内に流入した吸
気を扇形状側壁で案内しつつ、扇形状に配置され
た各分岐吸気管の流入開口に作用させるように
し、各分岐吸気管の流入開口に作用する吸気の動
圧をほぼ均等化することができるので、各気筒へ
の吸気の分配を確実に均等化することができ、し
たがつて、各気筒の出力を均等化できるので、多
気筒エンジンのエンジンの性能を良好に維持する
ことができる。(Effects of the Invention) According to the present invention, the intake air flowing into the surge tank is guided by the fan-shaped side wall and is made to act on the inflow opening of each branch intake pipe arranged in a fan shape. Since the dynamic pressure of the intake air acting on the inlet openings of the cylinders can be almost equalized, the distribution of intake air to each cylinder can be reliably equalized, and therefore the output of each cylinder can be equalized. , it is possible to maintain good engine performance of a multi-cylinder engine.
（実施例） 以下、本発明の実施例を具体的に説明する。(Example) Examples of the present invention will be specifically described below.
第１図、第２図に示すように、共通吸気通路の
一部を構成する水平なスロツトルチヤンバ１内に
配設されたスロツトルバルブ２の下流には、吸気
通路の通路断面積に比して十分大きい断面積を有
するサージタンク３の長手方向に沿つた一方の側
壁の中央部に設けた流入開口３Ａが水平方向に接
続されている。このサージタンク３か、スロツト
ルチヤンバ１に接続されるサージタンク３の流入
開口３Ａの中心線に関して左右対称でかつ左右方
向両側に拡がつた閉断面形状に形成されている。 As shown in Figures 1 and 2, downstream of a throttle valve 2 disposed in a horizontal throttle chamber 1 constituting a part of a common intake passage, there is a An inflow opening 3A provided in the center of one side wall along the longitudinal direction of the surge tank 3 having a sufficiently large cross-sectional area is connected horizontally. This surge tank 3 is formed in a closed cross-sectional shape that is symmetrical with respect to the center line of the inflow opening 3A of the surge tank 3 connected to the throttle chamber 1 and that expands on both sides in the left and right direction.
第１図に明瞭に示すように、エンジン本体Ｅ内
に形成された各気筒（図示せず）に吸気を供給す
る分岐吸気管４〜７は、サージタンク３の底部に
各々開口されており、その各分岐吸気管４〜７の
流入開口４ａ〜７ａはサージタンク３の流入開口
３Ａを中心として、ほぼ扇形状を成すように配列
されている。図示の４気筒エンジンＥの場合は、
したがつて、吸気のサージタンク３への流入中心
線に対し、その左右両側に一対（５，６）、さら
にその外側に一対（４，７）、計４個の分岐吸気
管４〜７の流入開口４ａ〜７ａが扇形状を成すよ
うに設置されている。また、サージタンク３の流
入開口３Ａに対向する他方の側壁の内壁面３Ｂ
は、流入開口４ａ〜７ａの扇形配列にしたがつて
左右方向に夫々上記一方の側壁に接近するように
ゆるやかに傾斜し、その左右方向の中心部、つま
り流入開口３Ａと対向する部分が内側２つの分岐
吸気管５，６の流入開口５ａ，６ａの間に突出す
るように内向きに山形状に湾曲された分流面３Ｃ
として形成されている。この分流面３Ｃは、サー
ジタンク３内に流入してくる吸気を左右両側に均
等に分流し、分流した吸気流を外側２つの分岐吸
気管４，７にまで案内することによつて、吸気の
均等分配により寄与する。上記の扇形状配列とこ
の内向きの分流面３Ｃとによつてスロツトルバル
ブ２を介して流入する吸気の動圧は、各分岐吸気
管４〜７の流入開口４ａ〜７ａに対し、ほぼ均等
に作用するようになる。 As clearly shown in FIG. 1, branch intake pipes 4 to 7 that supply intake air to each cylinder (not shown) formed in the engine body E are opened at the bottom of the surge tank 3, respectively. The inflow openings 4a to 7a of the branched intake pipes 4 to 7 are arranged in a substantially fan shape with the inflow opening 3A of the surge tank 3 as the center. In the case of the illustrated four-cylinder engine E,
Therefore, with respect to the center line of intake air flowing into the surge tank 3, there are a total of four branch intake pipes 4 to 7, one pair (5, 6) on both the left and right sides, and one pair (4, 7) on the outside thereof. The inflow openings 4a to 7a are arranged in a fan shape. In addition, the inner wall surface 3B of the other side wall facing the inflow opening 3A of the surge tank 3
are gently inclined in the left-right direction so as to approach one of the side walls, respectively, in accordance with the fan-shaped arrangement of the inflow openings 4a to 7a, and the center portion in the left-right direction, that is, the portion facing the inflow opening 3A, is the inner side 2. Dividing surface 3C curved inward in a mountain shape so as to protrude between the inflow openings 5a and 6a of the two branch intake pipes 5 and 6
It is formed as. This flow dividing surface 3C divides the intake air flowing into the surge tank 3 equally to both the left and right sides, and guides the divided intake air flow to the two outer branch intake pipes 4 and 7, thereby dividing the intake air. Contribute by equal distribution. The dynamic pressure of the intake air flowing in through the throttle valve 2 is approximately equal to the inflow openings 4a to 7a of the branch intake pipes 4 to 7 due to the above-mentioned fan-shaped arrangement and this inward diversion surface 3C. It becomes effective.
また、第１図、第２図に明瞭に示すように、内
側２つの分岐吸気管５，６の流入開口５ａ，６ａ
が開設されるサージタンク３の底壁面からわずか
に立ち上がつた突起帯８が上記サージタンク３の
分流面３Ｃと対向して、内側２つの流入開口５
ａ，６ａをはさむように突出形成されていて、そ
の突起帯８のわずか上流側には、各分岐吸気管４
〜７を構成する吸気マニホールド９の上面壁部９
ａ内を貫通するEGRガス還流通路１０の吐出口
１１が開口されている。このEGR吐出口１１は、
したがつて、サージタンク３の吸気の流入中心線
上に位置し、また、これをわずか下流で囲うよう
に形成された突起帯８はEGR吐出口１１から吐
出されるEGRガスのうち、内側２つの流入開口
５ａ，６ａに直接的に流入しようとするEGRガ
スに干渉して直接的な流入を制限するとともに、
その突起帯８の長手方向両側に沿つて案内するこ
とによつて、外側２つの分岐吸気管４，７の流入
開口４ａ，７ａ側に分配する役割を有する。つま
り、このEGR吐出口１１に対して設けた突起帯
８は、EGRガスを各分岐吸気管４〜７に均等分
配するための役割を有している。 Further, as clearly shown in FIGS. 1 and 2, the inflow openings 5a and 6a of the two inner branch intake pipes 5 and 6
A projecting band 8 that slightly rises from the bottom wall surface of the surge tank 3 where the surge tank 3 is opened faces the diversion surface 3C of the surge tank 3 and connects the two inner inflow openings 5.
a, 6a, and each branch intake pipe 4 is formed slightly upstream of the protrusion band 8.
The upper surface wall portion 9 of the intake manifold 9 that constitutes ~7
A discharge port 11 of an EGR gas recirculation passage 10 penetrating through the interior of the chamber a is opened. This EGR discharge port 11 is
Therefore, the protruding band 8, which is located on the inflow center line of the intake air of the surge tank 3 and is formed to surround this slightly downstream, absorbs the two inner EGR gases discharged from the EGR outlet 11. Interfering with the EGR gas that is about to directly flow into the inflow openings 5a and 6a and restricting the direct inflow,
By guiding the projecting band 8 along both sides in the longitudinal direction, it has the role of distributing it to the inflow openings 4a and 7a of the two outer branch intake pipes 4 and 7. In other words, the protruding band 8 provided for the EGR discharge port 11 has the role of evenly distributing EGR gas to each of the branch intake pipes 4 to 7.
また、第１図、第２図には具体的に図示しない
が、エンジン本体Ｅに取付けられる吸気マニホー
ルド９の取付けブラケツト９ｂ部分には、噴射弁
取付け用の取付け部９ｃ，９ｃ，…が形成されて
おり、各取付け部９ｃには図示しない燃料噴射弁
が各々配設される。なお、第２図に示すように、
各分岐吸気管の傾きは、各気筒の燃焼室にストレ
ートに空気を流入させることができるよう、比較
的大きな傾斜角度に設定することが好ましく、さ
らに分岐吸気管の通路長を各分岐吸気管４〜７に
ついてほぼ等しくすることが吸気の均等分配性を
より高めるうえで好ましい。 Although not specifically shown in FIGS. 1 and 2, mounting portions 9c, 9c, . . . for mounting injection valves are formed on the mounting bracket 9b of the intake manifold 9 mounted on the engine body E. A fuel injection valve (not shown) is provided in each mounting portion 9c. Furthermore, as shown in Figure 2,
It is preferable to set the inclination of each branch intake pipe to a relatively large inclination angle so that air can flow straight into the combustion chamber of each cylinder. It is preferable to make the values approximately equal to 7 in order to further improve the uniform distribution of intake air.
以上の説明から明らかなように、本実施例では
サージタンク３に水平方向から流入する吸気の動
圧が各分岐吸気管４〜７の流入開口４ａ〜７ａに
対しほぼ均等に作用する、換言すれば等しい動圧
が作用するため、サージタンク３に流入する吸気
は各分岐吸気管４〜７にほぼ均等に分配される。
したがつて、燃料噴射弁から等しく供給される燃
料に対し、設定された空燃比が各気筒について正
しく実現されることとなり、エンジンの各気筒は
ほぼ均等な出力特性を示すこととなつて、エンジ
ンの作動性、出力性能さらにはエミツシヨン性能
が良好に維持されることになる。 As is clear from the above description, in this embodiment, the dynamic pressure of the intake air flowing horizontally into the surge tank 3 acts almost equally on the inflow openings 4a to 7a of the branch intake pipes 4 to 7. Since the same dynamic pressure acts on the surge tank 3, the intake air flowing into the surge tank 3 is distributed almost equally to the branch intake pipes 4-7.
Therefore, with respect to the fuel equally supplied from the fuel injection valve, the set air-fuel ratio is correctly achieved for each cylinder, and each cylinder of the engine exhibits approximately equal output characteristics, and the engine The operability, output performance, and emission performance of the system are maintained well.
なお、本発明は４気筒エンジンのみならず、６
気筒や８気筒エンジン等にも適用しうることはい
うまでもない。 Note that the present invention applies not only to 4-cylinder engines but also to 6-cylinder engines.
Needless to say, the present invention can also be applied to cylinders, eight-cylinder engines, and the like.
第１図は本発明の実施例にかかる吸気装置の要
部水平断面説明図、第２図は第１図の−線方
向断面図である。
２……スロツトルバルブ、３……サージタン
ク、３Ａ……流入開口、４〜７……分岐吸気管、
４ａ〜７ａ……分岐吸気管の流入開口。
FIG. 1 is an explanatory horizontal cross-sectional view of a main part of an intake device according to an embodiment of the present invention, and FIG. 2 is a cross-sectional view along the - line in FIG. 1. 2...throttle valve, 3...surge tank, 3A...inflow opening, 4-7...branch intake pipe,
4a to 7a...Inflow openings of branch intake pipes.
Claims (1)
岐吸気管に吸気を分配するようにした多気筒エン
ジンの吸気装置であつて、 サージタンクの長手方向に沿つた一方の側壁略
中心部にサージタンクへの吸気の流入口となるサ
ージタンク流入開口を設置するとともに、上記サ
ージタンクの側壁に対して略直交するサージタン
クの底壁に吸気分岐管への吸気の流入口となる吸
気管流入開口を、上記サージタンク流入開口を中
心として扇形状に配設し、かつ、上記サージタン
ク流入開口に対向するサージタンクの他方の側壁
の内壁面を上記吸気管流入開口の扇状配列に対応
して中心部から周辺に向かつてサージタンクの一
方の側壁側に近づくように徐々に傾斜させたこと
を特徴とする多気筒エンジンの吸気装置。[Scope of Claims] 1. An intake system for a multi-cylinder engine configured to distribute intake air to branch intake pipes communicating with each cylinder via a surge tank, comprising: one side wall along the longitudinal direction of the surge tank; A surge tank inflow opening, which serves as an inlet for intake air into the surge tank, is installed approximately in the center, and an inlet for intake air into the intake branch pipe is installed on the bottom wall of the surge tank, which is approximately orthogonal to the side wall of the surge tank. The intake pipe inflow openings are arranged in a fan shape around the surge tank inflow opening, and the inner wall surface of the other side wall of the surge tank opposite to the surge tank inflow opening is arranged in a fan shape. An intake system for a multi-cylinder engine, characterized in that the intake system for a multi-cylinder engine is gradually inclined from the center to the periphery so as to approach one side wall of a surge tank.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59083238A JPS60224965A (en) | 1984-04-24 | 1984-04-24 | Intake unit for multi-cylinder engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59083238A JPS60224965A (en) | 1984-04-24 | 1984-04-24 | Intake unit for multi-cylinder engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60224965A JPS60224965A (en) | 1985-11-09 |
| JPH0160667B2 true JPH0160667B2 (en) | 1989-12-25 |
Family
ID=13796740
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59083238A Granted JPS60224965A (en) | 1984-04-24 | 1984-04-24 | Intake unit for multi-cylinder engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60224965A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2021099047A (en) * | 2019-12-20 | 2021-07-01 | トヨタ自動車株式会社 | Intake manifold |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2778369B2 (en) * | 1992-08-31 | 1998-07-23 | 株式会社日立製作所 | Intake device for internal combustion engine |
| JP5078521B2 (en) * | 2007-09-20 | 2012-11-21 | ダイハツ工業株式会社 | Intake device in a multi-cylinder internal combustion engine |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5571021U (en) * | 1978-11-08 | 1980-05-16 | ||
| JPS5913334Y2 (en) * | 1979-02-06 | 1984-04-20 | 日産自動車株式会社 | internal combustion engine intake manifold |
-
1984
- 1984-04-24 JP JP59083238A patent/JPS60224965A/en active Granted
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2021099047A (en) * | 2019-12-20 | 2021-07-01 | トヨタ自動車株式会社 | Intake manifold |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60224965A (en) | 1985-11-09 |
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