JPH0346182Y2 - - Google Patents
Info
- Publication number
- JPH0346182Y2 JPH0346182Y2 JP1985010676U JP1067685U JPH0346182Y2 JP H0346182 Y2 JPH0346182 Y2 JP H0346182Y2 JP 1985010676 U JP1985010676 U JP 1985010676U JP 1067685 U JP1067685 U JP 1067685U JP H0346182 Y2 JPH0346182 Y2 JP H0346182Y2
- Authority
- JP
- Japan
- Prior art keywords
- intake passage
- control valve
- passage
- auxiliary
- main
- 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
- 238000011144 upstream manufacturing Methods 0.000 claims description 19
- 238000005192 partition Methods 0.000 claims description 10
- 238000000638 solvent extraction Methods 0.000 claims 1
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 12
- 229910052799 carbon Inorganic materials 0.000 description 12
- 238000002485 combustion reaction Methods 0.000 description 5
- 239000010802 sludge Substances 0.000 description 4
- 230000005484 gravity Effects 0.000 description 2
- 230000009977 dual effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
Landscapes
- Characterised By The Charging Evacuation (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Description
【考案の詳細な説明】
（産業上の利用分野）
本考案は、吸気通路が高負荷運転用の主吸気通
路と低負荷運転用の補助吸気通路とからなり、主
吸気通路には低負荷時に閉じる制御弁を備えたエ
ンジンの吸気装置に関する。[Detailed description of the invention] (Field of industrial application) The invention has an intake passage that consists of a main intake passage for high-load operation and an auxiliary intake passage for low-load operation; The present invention relates to an engine intake system with a closed control valve.
（従来技術）
従来から、かかるエンジンの吸気装置におい
て、特に、低負荷運転時の燃焼性を改善するため
に、低負荷時には、主吸気通路内に設けた制御弁
を閉じ、補助吸気通路から吸気するようにし、燃
焼室内にシリンダ周壁に沿つて流れる吸気の旋回
流（スワール）を生成させることが行なわれてい
る。すなわち、この構成は、いわゆるデユアルイ
ンダクシヨン方式と称せられるものであるが、上
記スワール量はエンジンの要求に応じて適宜、制
御してやる必要がある。すなわち、スワールが増
大し過ぎると、シリンダを吸気により冷却し熱損
失が増加し、燃焼性が阻害されることがあるから
である。(Prior art) Conventionally, in the intake system of such an engine, in order to improve combustibility especially during low load operation, a control valve provided in the main intake passage is closed during low load, and intake air is drawn from the auxiliary intake passage. In this way, a swirl of intake air flowing along the cylinder peripheral wall is generated within the combustion chamber. That is, although this configuration is called a so-called dual induction system, the amount of swirl needs to be appropriately controlled according to the requirements of the engine. That is, if the swirl increases too much, the cylinder is cooled by intake air, increasing heat loss, and combustibility may be inhibited.
そこで、従来では、例えば特開昭54−89110号
公報に示されるように、低負荷時においても制御
弁を僅かに開いておき、この開度設定でもつてス
ワール量をコントロールすることが行なわれてい
る。 Therefore, conventionally, as shown in Japanese Patent Application Laid-open No. 54-89110, the control valve is kept slightly open even under low load, and the amount of swirl is controlled by this opening setting. There is.
ところが、このように制御弁の開度設定により
スワール量をコントロールする構成では、一般に
吸気通路内にはブローバイガスを供給しているこ
とから、定常走行ばかりしていると、主吸気通路
の壁と制御弁の隙間に、カーボンやオイルスラツ
ジがたまり、経時的に制御弁の所定開度を確保で
きなくなるといつた問題があつた。 However, in a configuration in which the amount of swirl is controlled by setting the opening degree of the control valve, blow-by gas is generally supplied into the intake passage, so if the vehicle is driven steadily, it may cause damage to the wall of the main intake passage. There was a problem in that carbon and oil sludge accumulated in the gap between the control valves, making it impossible to maintain the specified opening of the control valve over time.
（考案の目的）
本考案は、上記問題点を解消するもので、低負
荷時におけるスワール制御を、制御弁の開度設定
で行なうのでなく、制御弁下流の主吸気通路と補
助吸気通路との間の所定の位置に連通部を設ける
ことにより、主吸気通路内の制御弁がカーボン詰
りを起こすことを防止し、さらに上記連通部がカ
ーボン等で目詰りを生じることも防止し、エンジ
ンの要求に適合したスワール制御を可能としたエ
ンジンの吸気装置を提供することを目的とする。(Purpose of the invention) The present invention aims to solve the above problems, and instead of performing swirl control at low loads by setting the opening of the control valve, the present invention performs swirl control by controlling the main intake passage and the auxiliary intake passage downstream of the control valve. By providing a communication section at a predetermined position between the two, it is possible to prevent the control valve in the main intake passage from becoming clogged with carbon, and also to prevent the communication section from becoming clogged with carbon, etc., and to meet engine requirements. An object of the present invention is to provide an engine intake device that enables swirl control suitable for the following.
（考案の構成）
本考案は、吸気通路が主吸気通路と補助吸気通
路とから構成され、上記主吸気通路には低負荷時
に閉じる制御弁を介設し、上記補助吸気通路は、
その上流端を上記制御弁上流の主吸気通路から分
岐させ、下流端を上記制御弁下流で、かつ上記主
吸気通路の吸気弁直上流に開口させ、かつ、上記
主吸気通路の下方に配置させたエンジンの吸気装
置において、吸気系へ還元されるガスを導く通路
を上記制御弁より上流の吸気通路に接続し、かつ
この通路を上記補助吸気通路上流端の分岐位置に
対向する箇所付近の吸気通路上部壁から下方へ向
けて開口させ、一方、上記主吸気通路と補助吸気
通路との間の仕切壁に、上記制御弁下流の主吸気
通路と上記補助吸気通路の上方部とを連通する連
通部を設けたものである。(Structure of the invention) In the invention, the intake passage is composed of a main intake passage and an auxiliary intake passage, the main intake passage is provided with a control valve that closes at low load, and the auxiliary intake passage is configured to:
The upstream end thereof is branched from the main intake passage upstream of the control valve, and the downstream end thereof is opened downstream of the control valve and directly upstream of the intake valve of the main intake passage, and is disposed below the main intake passage. In an intake system for an engine, a passage for guiding gas to be returned to the intake system is connected to an intake passage upstream of the control valve, and this passage is connected to an intake passage near a point opposite to a branch position at the upstream end of the auxiliary intake passage. A communication passage is opened downward from the upper wall of the passage, and is provided in a partition wall between the main intake passage and the auxiliary intake passage, and communicates the main intake passage downstream of the control valve with the upper part of the auxiliary intake passage. It has a section.
この構成により、制御弁を閉じた状態におい
て、補助吸気通路の上流部から連通部を通つて、
制御弁下流の主吸気通路に流れる漏らしエアが得
られ、スワール制御ができる。そしてこの状態に
おいて、吸気系へ還元されるガスに含まれるカー
ボンやオイルスラツジは重力および慣性で補助吸
気通路の底面近くを流れ、制御弁および連通路へ
のカーボン等の付着が抑制される。 With this configuration, when the control valve is closed, from the upstream part of the auxiliary intake passage through the communication part,
Leakage air flowing into the main intake passage downstream of the control valve is obtained, allowing swirl control. In this state, carbon and oil sludge contained in the gas returned to the intake system flows near the bottom of the auxiliary intake passage due to gravity and inertia, and adhesion of carbon, etc. to the control valve and the communication passage is suppressed.
（実施例）
第１図〜第３図は本考案の一実施例を示し、シ
リンダ１とシリンダヘツド２により燃焼室３が形
成され、この燃焼室３には吸気ポート４と排気ポ
ート５が設けられている。吸気ポート４にはエン
ジンの回転と同期して開閉動作させられる吸気弁
６が設けられ、かつ、吸気通路７が接続されてい
る。この吸気通路７はシリンダヘツド２に連結さ
れた制御弁胴８、吸気マニホールド９およびスロ
ツトル弁１０を有した気化室１１などにより形成
されている。(Embodiment) FIGS. 1 to 3 show an embodiment of the present invention, in which a combustion chamber 3 is formed by a cylinder 1 and a cylinder head 2, and this combustion chamber 3 is provided with an intake port 4 and an exhaust port 5. It is being The intake port 4 is provided with an intake valve 6 that opens and closes in synchronization with the rotation of the engine, and is connected to an intake passage 7. The intake passage 7 is formed by a control valve body 8 connected to the cylinder head 2, an intake manifold 9, a vaporization chamber 11 having a throttle valve 10, and the like.
上記吸気通路７は高負荷用としての主吸気通路
７ａと低負荷用としての補助吸気通路７ｂとから
構成され、両者間には仕切壁７ｃが設けられてい
る。主吸気通路７ａには制御弁胴８内に設けられ
た低負荷時に閉じる制御弁１２が介設され、ま
た、補助吸気通路７ｂはその上流端がスロツトル
弁１０下流で、かつ上記制御弁１２上流の主吸気
通路７ａに補助吸気通路開口７ｄとして開口し、
下流端が制御弁１２下流で、かつ、主吸気通路７
ａの吸気弁６直上流に補助吸気ポート７ｅとして
開口している。また、主吸気通路７ａは比較的断
面積が大きく形成され、しかも、その下流端が燃
焼室３に対しシリンダ１の軸心方向に開口し、高
負荷時には吸気抵抗が小さく、かつ、スワールを
抑制するように構成されている。補助吸気通路７
ｂは比較的断面積が小さく、その下流端の補助吸
気ポート７ｅはシリンダ１の接線方向を指向して
開口させられ、燃焼室３への吸気の流速を上げ、
かつスワールが生成されるように構成されてい
る。 The intake passage 7 is composed of a main intake passage 7a for high-load use and an auxiliary intake passage 7b for low-load use, and a partition wall 7c is provided between the two. A control valve 12 provided in a control valve body 8 and closed at low load is interposed in the main intake passage 7a, and the auxiliary intake passage 7b has an upstream end downstream of the throttle valve 10 and upstream of the control valve 12. is opened as an auxiliary intake passage opening 7d in the main intake passage 7a,
The downstream end is downstream of the control valve 12 and the main intake passage 7
The auxiliary intake port 7e is opened immediately upstream of the intake valve 6a. In addition, the main intake passage 7a is formed with a relatively large cross-sectional area, and its downstream end opens in the axial direction of the cylinder 1 with respect to the combustion chamber 3, so that the intake resistance is small at high loads and swirl is suppressed. is configured to do so. Auxiliary intake passage 7
b has a relatively small cross-sectional area, and the auxiliary intake port 7e at its downstream end is opened oriented in the tangential direction of the cylinder 1 to increase the flow rate of intake air into the combustion chamber 3.
and is configured to generate swirl.
また、上記主吸気通路７ａに介設させた制御弁
１２はエンジンの負荷状態を検出してダイヤフラ
ム装置１３により制御されるようになつている。
すなわち、ダイヤフラム装置１３はスロツトル弁
１０下流の吸気通路７内の負圧を負圧導入路１４
にて検出し、リンク機構１５を介して制御弁１２
を開閉駆動するようになつている。また、シリン
ダヘツド２と制御弁胴８および制御弁胴８と吸気
マニホールド９の間にはそれぞれガスケツト１
６，１７が設けられている。 Further, a control valve 12 provided in the main intake passage 7a is controlled by a diaphragm device 13 by detecting the load condition of the engine.
That is, the diaphragm device 13 transfers the negative pressure in the intake passage 7 downstream of the throttle valve 10 to the negative pressure introduction passage 14.
is detected by the control valve 12 via the link mechanism 15.
It is designed to open and close. Further, gaskets 1 are provided between the cylinder head 2 and the control valve body 8, and between the control valve body 8 and the intake manifold 9, respectively.
6 and 17 are provided.
さらに、本考案では、制御弁１２下流の主吸気
通路７ａと補助吸気通路７ｂの上方部とが連通部
１８により連通されている。本実施例では、第２
図、第３図からも明らかなように、上記制御弁胴
８およびシリンダヘツド２に、主吸気通路７ａと
補助吸気通路７ｂとを仕切る仕切壁７ｃが設けら
れるとともに、上記制御弁胴８とシリンダヘツド
２との間に介在するガスケツト１６に、上記主吸
気通路７ａおよび補助吸気通路７ｂとこれらの間
の仕切壁７ｃとに対応する範囲にわたる切欠が設
けられ、上記仕切壁７ｃに対応する部分の切欠で
もつて連通部１８が形成されている。 Further, in the present invention, the main intake passage 7a downstream of the control valve 12 and the upper part of the auxiliary intake passage 7b are communicated with each other by the communication portion 18. In this example, the second
As is clear from FIG. 3, the control valve body 8 and the cylinder head 2 are provided with a partition wall 7c that partitions the main intake passage 7a and the auxiliary intake passage 7b. A gasket 16 interposed between the main intake passage 7a and the auxiliary intake passage 7b and a partition wall 7c therebetween is provided with a cutout in a region corresponding to the partition wall 7c. A communication portion 18 is also formed in the notch.
また、制御弁１２上流の吸気通路７には、負圧
によつて制御され、ブローバイガスを吸気通路７
には、吸気系へ還元されるガスであるブローバイ
ガスを導く通路２０が接続され、この通路２０
に、負圧により制御されてブローバイガス量を調
整するPCVバルブ１９が介設されている。上記
通路２０は、上記補助吸気通路上流端の分岐位置
に対向する箇所付近の吸気通路上部壁から下方へ
向けて開口している。 In addition, the intake passage 7 upstream of the control valve 12 is controlled by negative pressure to supply blow-by gas to the intake passage 7.
A passage 20 for guiding blow-by gas, which is gas returned to the intake system, is connected to the passage 20.
A PCV valve 19 that is controlled by negative pressure and adjusts the amount of blow-by gas is interposed therein. The passage 20 opens downward from the upper wall of the intake passage near a point opposite to the branch position of the upstream end of the auxiliary intake passage.
次に、上記構成の作用を説明する。 Next, the operation of the above configuration will be explained.
低負荷時には、スロツトル弁１０の開度は小さ
く、従つて、その下流の吸気通路７内の負圧は大
きく、ダイヤフラム装置１３により制御弁１２が
閉じられており、吸気は補助吸気通路７ｂにてな
される。この補助吸気通路７ｂはシリンダ１の接
線方向を指向して開口しているので、有効にスワ
ールの生成がなされ、従つて、燃焼性、燃費の向
上が図れる。 When the load is low, the opening degree of the throttle valve 10 is small, so the negative pressure in the intake passage 7 downstream thereof is large, the control valve 12 is closed by the diaphragm device 13, and the intake air is passed through the auxiliary intake passage 7b. It will be done. Since the auxiliary intake passage 7b opens in the tangential direction of the cylinder 1, swirl can be effectively generated, thereby improving combustibility and fuel efficiency.
次に高負荷時には、スロツトル弁１０の開度が
大きく、吸気通路７内の負圧は小さく、従つてダ
イヤフラム装置１３により制御弁１２は開き、吸
気は主として通路面積の大きい主吸気通路７ａを
通して行なわれ、スワールの生成は抑制されると
同時に小さな吸気抵抗にて高い充填効率にて吸気
がなされる。従つて、燃焼性、出力の向上が図れ
る。 Next, when the load is high, the opening degree of the throttle valve 10 is large and the negative pressure in the intake passage 7 is small, so the control valve 12 is opened by the diaphragm device 13, and intake is mainly performed through the main intake passage 7a, which has a large passage area. As a result, the generation of swirl is suppressed, and at the same time, air is taken in with high filling efficiency with small intake resistance. Therefore, combustibility and output can be improved.
そして、特に上記低負荷時の制御弁１２が閉じ
た状態においても、補助吸気通路７ｂより、連通
部１８を通して制御弁１２下流の主吸気通路７ａ
に通じる漏らしエアーが形成されるので、スワー
ル量をコントロールすることが可能となる。しか
も、補助吸気通路７ｂは主吸気通路７ａの下方に
位置するため、PCVバルブ１９の作動により、
補助吸気通路開口７ｄから補助吸気通路７ｂ内に
流入した吸気に、カーボンやオイルスラツジが混
入していても、これらが連通部１８へ付着するこ
とが抑制される。つまり、カーボンやオイルスラ
ツジは空気よりも重く、かつ、通路２０より導入
されるブローバイガスは吸気通路上部壁側から下
方向へ流れて補助吸気通路に入るので、上記カー
ボン等が重力と下方向への慣性で確実に補助吸気
通路７ｂの底面近くを流れるようになる。従つ
て、補助吸気通路７ｂの上方部から連通部１８を
通した主吸気通路７ａへの漏らしエアーには、上
記のごとき異物の混入は殆どなく、連通部１８が
目づまりするようなことは少なくなる。同時に、
制御弁１２は閉じていてその部分には吸気の流れ
がないので、該部分にカーボン等が付着すること
も大幅に低減される。 Even when the control valve 12 is closed, particularly at low load, the main intake passage 7a downstream of the control valve 12 is connected to the auxiliary intake passage 7b through the communication portion 18.
Since leakage air that leads to is formed, it becomes possible to control the amount of swirl. Moreover, since the auxiliary intake passage 7b is located below the main intake passage 7a, the operation of the PCV valve 19 causes
Even if carbon or oil sludge is mixed in the intake air flowing into the auxiliary intake passage 7b from the auxiliary intake passage opening 7d, adhesion of these to the communication portion 18 is suppressed. In other words, carbon and oil sludge are heavier than air, and the blow-by gas introduced from the passage 20 flows downward from the upper wall of the intake passage and enters the auxiliary intake passage, so the carbon, etc. Inertia ensures that the air flows near the bottom of the auxiliary intake passage 7b. Therefore, the leaked air from the upper part of the auxiliary intake passage 7b to the main intake passage 7a through the communication part 18 is hardly contaminated with the above-mentioned foreign matter, and the communication part 18 is unlikely to be clogged. Become. at the same time,
Since the control valve 12 is closed and there is no flow of intake air in that part, the adhesion of carbon and the like to that part is greatly reduced.
また、本実施例では、連通部１８を形成するた
めにはガスケツト１６を切欠くだけでよく、機械
加工され、精度の良いシリンダヘツド２と制御弁
胴８の連結面を有効に利用して、工程を増やすこ
となく、連通部１８を容易、かつ確実に形成する
ことができる。 In addition, in this embodiment, in order to form the communication portion 18, it is only necessary to cut out the gasket 16, and the connecting surface between the cylinder head 2 and the control valve body 8, which is machined and has high precision, is effectively used to form the communication portion 18. The communication portion 18 can be easily and reliably formed without increasing the amount of space.
なお、本考案は、上記実施例の構成に限られる
ことなく、例えば上記では、１個の吸気ポート４
に対して吸気通路７が接続され、この吸気通路７
の一部において、主吸気通路７ａから補助吸気通
路７ｂが分岐した実施例を示したが、シリンダ毎
に２個の吸気ポートを有し、各々の吸気ポートに
吸気通路が接続され、主吸気通路の集合部から補
助吸気通路が分岐するとともに、その下流端が分
岐した主吸気通路の一方の吸気弁直上流に開口す
るようにした構成のもの等にも適用可能である。 Note that the present invention is not limited to the configuration of the above embodiment; for example, in the above example, one intake port 4
An intake passage 7 is connected to the intake passage 7.
In a part of the above, an embodiment has been shown in which the auxiliary intake passage 7b branches from the main intake passage 7a, but each cylinder has two intake ports, and an intake passage is connected to each intake port, and the main intake passage It is also applicable to a configuration in which the auxiliary intake passage branches off from the convergence part, and the downstream end thereof opens immediately upstream of one of the intake valves of the branched main intake passage.
また、制御弁１２を制御する手段としては、実
施例のようにダイヤフラム装置１３を用いるもの
に限らず、エンジンの負荷状態を検知して作動す
る手段であれば如何なるものであつてもよい。 Further, the means for controlling the control valve 12 is not limited to one using the diaphragm device 13 as in the embodiment, but any means that operates by detecting the load condition of the engine may be used.
（考案の効果）
以上のように本考案によれば、主吸気通路の吸
気弁直上流に補助吸気通路の下流端を開口させ、
主吸気通路から分岐した補助吸気通路を主吸気通
路の下方に配置させたものにおいて、制御弁下流
の主吸気通路と補助吸気通路の上方部とを連通す
る連通部を主吸気通路と補助吸気通路との間の仕
切壁に設け、また、吸気系へ還元されるガスを導
く通路を、補助吸気通路上流端の分岐位置に対向
する箇所付近の吸気通路上部壁から下方へ向けて
開口させている。このため、低負荷時には補助吸
気通路を閉じた状態で、上記ガスを上方から下向
きに補助吸気通路側へ流入させてこの流れによる
慣性と重力で上記ガス中のカーボン等が補助吸気
通路の底面近くを流れるようにしつつ、スワール
制御のための漏らしエアーを補助吸気通路の上層
部から取ることができ、連通部のカーボンづまり
を防止することができ、また従来のように制御弁
の開度設定によりスワール制御を行なうもののよ
うに、制御弁部分に吸気の流れがないので、制御
弁部分にカーボンが付着するといつたことを大幅
に低減することができる。(Effects of the invention) As described above, according to the invention, the downstream end of the auxiliary intake passage is opened immediately upstream of the intake valve of the main intake passage,
In an arrangement in which an auxiliary intake passage branched from the main intake passage is arranged below the main intake passage, the communication portion that communicates the main intake passage downstream of the control valve with the upper part of the auxiliary intake passage is connected to the main intake passage and the auxiliary intake passage. A passage for guiding the gas returned to the intake system is opened downward from the upper wall of the intake passage near the point opposite to the branch position at the upstream end of the auxiliary intake passage. . Therefore, when the load is low, with the auxiliary intake passage closed, the above gas flows downward from above into the auxiliary intake passage, and due to the inertia and gravity of this flow, carbon, etc. in the above gas is moved near the bottom of the auxiliary intake passage. The leakage air for swirl control can be taken from the upper part of the auxiliary intake passage while allowing the air to flow, preventing carbon clogging in the communication part. Since there is no intake air flow in the control valve part unlike in the control valve part, it is possible to significantly reduce the occurrence of carbon buildup on the control valve part.
第１図は本考案の一実施例によるエンジンの吸
気装置の部分断面平面図、第２図は同エンジンの
吸気装置の側断面図、第３図は第２図−線断
面図である。
１……シリンダ、６……吸気弁、７……吸気通
路、７ａ……主吸気通路、７ｂ……補助吸気通
路、１６……ガスケツト、１８……連通部。
FIG. 1 is a partially sectional plan view of an intake system of an engine according to an embodiment of the present invention, FIG. 2 is a side sectional view of the intake system of the same engine, and FIG. 3 is a sectional view taken along the line of FIG. 2. DESCRIPTION OF SYMBOLS 1...Cylinder, 6...Intake valve, 7...Intake passage, 7a...Main intake passage, 7b...Auxiliary intake passage, 16...Gasket, 18...Communication portion.
Claims (1)
構成され、上記主吸気通路には低負荷時に閉じ
る制御弁を介設し、上記補助吸気通路は、その
上流端を上記制御弁上流の主吸気通路から分岐
させ、下流端を上記制御弁下流で、かつ上記主
吸気通路の吸気弁直上流に開口させ、かつ、上
記主吸気通路の下方に配置させたエンジンの吸
気装置において、吸気系へ還元されるガスを導
く通路を上記制御弁より上流の吸気通路に接続
し、かつこの通路を上記補助吸気通路上流端の
分岐位置に対向する箇所付近の吸気通路上部壁
から下方へ向けて開口させ、一方、上記主吸気
通路と補助吸気通路との間の仕切壁に、上記制
御弁下流の主吸気通路と上記補助吸気通路の上
方部とを連通する連通部を設けたことを特徴と
するエンジンの吸気装置。 ２ 実用新案登録請求の範囲第１項記載のエンジ
ンの吸気装置において、シリンダヘツドに連結
した制御弁胴の内部に上記制御弁を設け、この
制御弁胴とシリンダヘツドとにわたり上記主吸
気通路および補助吸気通路を仕切壁で仕切つて
形成するとともに、上記制御弁胴とシリンダヘ
ツドとの間に介在させたガスケツトに、上記主
吸気通路および補助吸気通路とこれらの間の仕
切壁とに対応する範囲にわたる切欠を設け、上
記仕切壁に対応する部分の切欠により上記連通
部を形成したことを特徴とするエンジンの吸気
装置。[Claims for Utility Model Registration] 1. The intake passage is composed of a main intake passage and an auxiliary intake passage, the main intake passage is provided with a control valve that closes at low load, and the auxiliary intake passage is located at its upstream end. branched from the main intake passage upstream of the control valve, the downstream end of which is opened downstream of the control valve and just upstream of the intake valve of the main intake passage, and located below the main intake passage. In the intake device, an upper wall of the intake passage near a point where a passage for guiding gas to be returned to the intake system is connected to the intake passage upstream from the control valve, and where this passage faces a branch position at the upstream end of the auxiliary intake passage. A communication portion is provided in the partition wall between the main intake passage and the auxiliary intake passage to communicate the main intake passage downstream of the control valve with the upper part of the auxiliary intake passage. An engine intake system characterized by: 2 Utility Model Registration In the engine intake system as set forth in claim 1, the control valve is provided inside a control valve body connected to a cylinder head, and the main intake passage and the auxiliary air flow extend between the control valve body and the cylinder head. The intake passage is formed by partitioning the intake passage with a partition wall, and a gasket interposed between the control valve body and the cylinder head is provided with a gasket extending over an area corresponding to the main intake passage, the auxiliary intake passage, and the partition wall between them. An intake device for an engine, characterized in that a cutout is provided, and the communication portion is formed by the cutout in a portion corresponding to the partition wall.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1985010676U JPH0346182Y2 (en) | 1985-01-28 | 1985-01-28 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1985010676U JPH0346182Y2 (en) | 1985-01-28 | 1985-01-28 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61126046U JPS61126046U (en) | 1986-08-07 |
| JPH0346182Y2 true JPH0346182Y2 (en) | 1991-09-30 |
Family
ID=30492080
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1985010676U Expired JPH0346182Y2 (en) | 1985-01-28 | 1985-01-28 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0346182Y2 (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS597538U (en) * | 1982-07-06 | 1984-01-18 | 株式会社東芝 | Insulating material |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59148431U (en) * | 1983-03-26 | 1984-10-04 | 三菱自動車工業株式会社 | Variable swirl engine device |
-
1985
- 1985-01-28 JP JP1985010676U patent/JPH0346182Y2/ja not_active Expired
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS597538U (en) * | 1982-07-06 | 1984-01-18 | 株式会社東芝 | Insulating material |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61126046U (en) | 1986-08-07 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JPH0350283Y2 (en) | ||
| JPS5654947A (en) | Intake and egr controller for diesel engine | |
| US4502435A (en) | Intake system for multiple cylinder internal combustion engine | |
| JP2003074430A (en) | Intake device for multicylinder engine | |
| EP0261855A1 (en) | Fuel injection system component | |
| US4264535A (en) | Fuel intake system for multi-cylinder internal combustion engine | |
| US5640848A (en) | Multi-cylinder internal combustion engine | |
| JPH0435528Y2 (en) | ||
| JPH0346182Y2 (en) | ||
| EP0105934B1 (en) | Intake system of an internal-combustion engine | |
| JPH07332181A (en) | Negative pressure supply device of internal combustion engine | |
| JPH03182623A (en) | Air intake device for internal combustion engine | |
| EP1081351B1 (en) | Air intake system for internal combustion engine | |
| JP2641902B2 (en) | Blow-by gas introduction device for internal combustion engine | |
| JP3209578B2 (en) | Engine intake system | |
| JPH0346184Y2 (en) | ||
| US4448164A (en) | Intake passage construction for internal combustion engines | |
| JPH0415977Y2 (en) | ||
| JPH0320502Y2 (en) | ||
| JPS6127583B2 (en) | ||
| JPH0528323Y2 (en) | ||
| JPS60209619A (en) | Apparatus for lowering specific oil consumption of internal-combustion engine | |
| JPS6337454Y2 (en) | ||
| JPH0322517Y2 (en) | ||
| JPS6039451Y2 (en) | Blow-by gas reflux device |