JPH0348334B2 - - Google Patents
Info
- Publication number
- JPH0348334B2 JPH0348334B2 JP57197685A JP19768582A JPH0348334B2 JP H0348334 B2 JPH0348334 B2 JP H0348334B2 JP 57197685 A JP57197685 A JP 57197685A JP 19768582 A JP19768582 A JP 19768582A JP H0348334 B2 JPH0348334 B2 JP H0348334B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- intake passage
- supercharging
- nozzle
- sub
- 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 - Lifetime
Links
- 238000002485 combustion reaction Methods 0.000 claims description 33
- 238000011144 upstream manufacturing Methods 0.000 claims description 18
- 239000000446 fuel Substances 0.000 description 7
- 238000000034 method Methods 0.000 description 7
- 230000000694 effects Effects 0.000 description 3
- 239000000203 mixture Substances 0.000 description 3
- 238000005728 strengthening Methods 0.000 description 2
- 241000234435 Lilium Species 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
Classifications
-
- 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
-
- 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)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Supercharger (AREA)
Description
【発明の詳細な説明】
［産業上の利用分野］
この発明は内燃機関の吸気装置の改良に係り、
特に、過給機を気化器の上流側に設けた過給機付
内燃機関において、スワール発生の為の過給機用
第１副吸気通路と軽負荷用第２副及気通路とを設
けたことにより、過給時に燃焼室内に強力なスワ
ールを発生させ燃焼改善を行うことが可能な内燃
機関の吸気装置に関する。[Detailed Description of the Invention] [Industrial Application Field] This invention relates to improvement of an intake system for an internal combustion engine,
In particular, in a supercharged internal combustion engine in which a supercharger is installed upstream of a carburetor, a first sub-intake passage for the supercharger and a second sub-intake passage for light loads are provided to generate swirl. Accordingly, the present invention relates to an intake device for an internal combustion engine that can improve combustion by generating a strong swirl in a combustion chamber during supercharging.
［従来の技術］
過給機付内燃機関において、過給を行い出力向
上を図る場合、ノツキングの発生が大きな問題と
なる。このノツキングを防止する手段としては、
圧縮比を下げたり、空燃比を濃くしたり、点火時
期を遅らせたり、空気冷却器を取付けたりする方
法が有効であることが知られている。あるいはま
た、燃焼室の形状を所定形状に形成することによ
り、燃焼室内の吸気の乱れを強化することによつ
て燃焼速度を増大させることができ、このように
すればノツキング防止に極めて有効であることも
知られている。[Prior Art] In a supercharged internal combustion engine, when supercharging is performed to improve output, the occurrence of knocking becomes a major problem. As a means to prevent this knocking,
It is known that methods such as lowering the compression ratio, enriching the air-fuel ratio, delaying the ignition timing, and installing an air cooler are effective. Alternatively, by forming the combustion chamber into a predetermined shape, the combustion speed can be increased by strengthening the turbulence of the intake air within the combustion chamber, which is extremely effective in preventing knocking. It is also known that
［発明が解決しようとする問題点］
ところで、従来の内燃機関の吸気装置において
は、燃焼室内の混合気に乱れを発生させる為に
は、スキツシユを利用する方法、及び主吸気通路
を折曲させること（例えばヘリカルポート）によ
つてスワールを発生させる方法等がある。[Problems to be Solved by the Invention] By the way, in the conventional intake system of an internal combustion engine, in order to generate turbulence in the air-fuel mixture in the combustion chamber, there is a method of using a squirt and a method of bending the main intake passage. There is a method of generating a swirl by using a helical port (for example, a helical port).
しかるに、前者の方式では、内燃機関の構造が
複雑になりコストアツプをきたし、また後者の方
式では、吸気抵抗が増大するので、吸入効率が低
下する等の欠点が存する。 However, the former method complicates the structure of the internal combustion engine, leading to increased costs, and the latter method has drawbacks such as increased intake resistance and reduced intake efficiency.
［発明の目的］
そこでこの発明の目的は、上記欠点に鑑み、強
力なスワールを発生させ燃焼性を改善するととも
に、ノツキング限界を高めることが可能な内燃機
関の吸気装置を実現するにある。[Object of the Invention] In view of the above drawbacks, an object of the present invention is to realize an intake system for an internal combustion engine that can generate a strong swirl to improve combustibility and increase the knocking limit.
［問題点を解決するための手段］
この目的を達成するためにこの発明は、過給機
を気化器上流側に設けた過給機付内燃機関におい
て、過給時用ノズルを吸気弁座上流側に開口させ
るとともに前記過給機下流側に上流側第１開口部
を開口させた過給時用第１副吸気通路を設け、軽
負荷用ノズルを吸気弁座上流側に開口させるとと
もに前記気化器の絞り弁部分に上流側第２開口部
を開口させた軽負荷用第２副吸気通路を設けたこ
とを特徴とする。[Means for Solving the Problems] To achieve this object, the present invention provides a supercharged internal combustion engine in which a supercharger is provided upstream of a carburetor, in which a supercharging nozzle is placed upstream of an intake valve seat. A first auxiliary intake passage for supercharging is provided, which is opened to the side and has a first upstream opening on the downstream side of the supercharger, and a light load nozzle is opened on the upstream side of the intake valve seat, and the vaporization The present invention is characterized in that a second auxiliary intake passage for light loads is provided in the throttle valve portion of the device with a second upstream opening.
［作用］
上述の如く構成したことにより、過給時用第１
副吸気通路と軽負荷用第２副吸気通路とが機能
し、自然吸気域から過給域までの機関運転の全域
に亘り燃焼改善を果たすとともに、ノツキング限
界を高めている。[Function] By configuring as described above, the first
The auxiliary intake passage and the second auxiliary intake passage for light loads function to improve combustion over the entire range of engine operation from the naturally aspirated region to the supercharged region, and to raise the knocking limit.
［実施例］
以下図面に基づいてこの発明の実施例を詳細に
且つ具体的に説明する。[Examples] Examples of the present invention will be described below in detail and specifically based on the drawings.
第１図は過給機２が気化器４の上流側に設けら
れた内燃機関の吸気装置の概略断面図を示すもの
で、図において、２は過給機、４は気化器、６は
ベンチユリ、８は主吸気通路、１０は絞り弁、１
２はシリンダ、１４はシリンダヘツド、１５は燃
焼室、１６はシリンダブロツク、１８はピスト
ン、２０は吸気弁、２２は吸気弁座、２４は排気
弁、２６は排気弁座、そして２８は点火プラグで
ある。 FIG. 1 shows a schematic cross-sectional view of an intake system of an internal combustion engine in which a supercharger 2 is provided upstream of a carburetor 4. In the figure, 2 is a supercharger, 4 is a carburetor, and 6 is a ventilator. , 8 is the main intake passage, 10 is the throttle valve, 1
2 is a cylinder, 14 is a cylinder head, 15 is a combustion chamber, 16 is a cylinder block, 18 is a piston, 20 is an intake valve, 22 is an intake valve seat, 24 is an exhaust valve, 26 is an exhaust valve seat, and 28 is a spark plug It is.
過給機２と気化器４との間の主吸気通路８に臨
ませて、小径の第１開口部３０を設け、該第１開
口部３０に過給時用第１副吸気通路３２の上流端
３３を連絡させる。また、該過給時用第１副吸気
通路３２の下流部を、シリンダヘツド１４に貫入
させ、その先端に過給時用ノズル３４を形成する
共に、このノズル３４先端を吸気弁座２２直上流
に位置させる。また、このノズル３４を、好まし
くはシリンダ１６の接線方向に指向させ、燃焼室
１５中にスワールを生起し得るように配設する。
更に、過給時用第１副吸気通路３２の途中には、
過給時のみ吸気が通過できるように制御する制御
弁３６を設ける。 A first opening 30 with a small diameter is provided facing the main intake passage 8 between the supercharger 2 and the carburetor 4, and the first opening 30 is provided with an opening 30 upstream of the first sub-intake passage 32 for supercharging. The end 33 is brought into contact. Further, the downstream part of the first auxiliary intake passage 32 for supercharging is penetrated into the cylinder head 14, and a nozzle 34 for supercharging is formed at the tip thereof, and the tip of this nozzle 34 is placed just upstream of the intake valve seat 22. to be located. Further, the nozzle 34 is preferably oriented in the tangential direction of the cylinder 16 and is arranged so as to generate a swirl in the combustion chamber 15.
Furthermore, in the middle of the first sub-intake passage 32 for supercharging,
A control valve 36 is provided to allow intake air to pass only during supercharging.
また、前記主吸気通路８の気化器４の絞り弁１
０部分に第２開口部３７を開口させ、この第２開
口部３７に軽負荷用第２副吸気通路３８の一端を
連絡させ、軽負荷用第２副吸気通路３８の他端に
軽負荷用ノズル３９を設ける。この軽負荷用ノズ
ル３９を前記過給時用第１副吸気通路３２の過給
時用ノズル３４内に略同心に挿入構成し、しかも
同方向に指向させる。 Further, the throttle valve 1 of the carburetor 4 in the main intake passage 8
A second opening 37 is opened in the 0 portion, one end of the second auxiliary intake passage 38 for light load is connected to the second opening 37, and the second auxiliary intake passage 38 for light load is connected to the other end of the second auxiliary intake passage 38 for light load. A nozzle 39 is provided. This light load nozzle 39 is inserted approximately concentrically into the supercharging nozzle 34 of the first sub-intake passage 32 for supercharging, and is oriented in the same direction.
次に作用について説明する。 Next, the effect will be explained.
エアクリーナ（図示せず）を通り、過給機２に
より過給させた吸気は気化器４において燃料と混
合させ、主吸気通路８を経て、燃焼室１５内に送
給される。 Intake air that is supercharged by a supercharger 2 passes through an air cleaner (not shown), is mixed with fuel in a carburetor 4, and is sent into a combustion chamber 15 through a main intake passage 8.
吸入された吸気は、過給機直下流側では高圧の
P1であるが、主吸気通路８内を流下するに従い、
ベンチユリ６、絞り弁１０等の障害物との接触抵
抗により圧力減少をきたし、吸気弁座２２直上流
側付近では混合気の圧力は前記P1よりかなり小
なるP2となる。 The intake air is at high pressure immediately downstream of the turbocharger.
P 1 , but as it flows down the main intake passage 8,
Pressure decreases due to contact resistance with obstacles such as the bench lily 6 and the throttle valve 10, and the pressure of the air-fuel mixture near the immediately upstream side of the intake valve seat 22 becomes P2 , which is considerably smaller than P1 .
一方、過給時用第１副吸気通路３２では、自然
吸気時には制御弁３６は閉じた状態であるが、過
給時にはこの制御弁３６が開くため、過給時用第
１副吸気通路３２内を吸気が通過することがで
き、過給時用第１副吸気通路３２の上流端３３が
過給機２直下流側の主吸気通路８に開口している
為、過給時用第１副吸気通路３２内の圧力はいず
れの位置においても略一定のP1に保持される。
この為、ノズル３４内の圧力も略P1に等しく、
前述した如く吸気弁座２２直上流側における主吸
気通路８での圧力はP2である為、主吸気通路８
にノズル３４が突出開口するノズル３４先端では
差圧（P1−P2）が発生し、この差圧によつて過
給時用第１副吸気通路３２に吸気が導入され、ノ
ズル３４を経て吸気の噴流が生じ、燃焼室１５内
にスワールが生起される。 On the other hand, in the first auxiliary intake passage 32 for supercharging, the control valve 36 is closed during natural intake, but this control valve 36 is opened during supercharging, so that the inside of the first auxiliary intake passage 32 for supercharging is closed. Since the upstream end 33 of the first sub-intake passage 32 for supercharging opens into the main intake passage 8 immediately downstream of the supercharger 2, the first sub-intake passage for supercharging The pressure within the intake passage 32 is maintained at approximately constant P 1 at any position.
Therefore, the pressure inside the nozzle 34 is also approximately equal to P 1 ,
As mentioned above, the pressure in the main intake passage 8 immediately upstream of the intake valve seat 22 is P2 , so the main intake passage 8
A differential pressure (P 1 −P 2 ) is generated at the tip of the nozzle 34 where the nozzle 34 protrudes and opens, and due to this differential pressure, intake air is introduced into the first sub-intake passage 32 for supercharging, and then passes through the nozzle 34. A jet of intake air is generated and a swirl is generated within the combustion chamber 15.
また、前記軽負荷用第２副吸気通路３８によ
り、自然吸気域から過給域までの全域にわたりス
ワールを発生させ得て、理想的な燃焼改善を果た
し得る。 Further, the light-load second sub-intake passage 38 can generate swirl over the entire region from the natural intake region to the supercharging region, thereby achieving ideal combustion improvement.
なお、前記軽負荷用ノズル３９は、過給時用ノ
ズル３４中に設けずともよいものであり、スワー
ル発生を有効に行うべく軽負荷用ノズル３９と過
給時用ノズル３４とを夫々所定方向に指向させて
個別に配設しても良い。 Note that the light load nozzle 39 does not need to be provided in the supercharging nozzle 34, and in order to effectively generate swirl, the light load nozzle 39 and the supercharging nozzle 34 are arranged in respective predetermined directions. They may be individually arranged so as to be oriented to the direction.
第２，３図はこの発明の第２実施例を示すもの
である。以下の第２実施例において、上述第１実
施例と同一機能を果たす箇所には同一符号を付し
て説明する。 2 and 3 show a second embodiment of the invention. In the following second embodiment, parts that perform the same functions as those in the first embodiment described above are given the same reference numerals and will be explained.
この第２実施例の特徴とするところは、吸気弁
２０の開放時にのみ、過給時用ノズル３４から吸
気を燃焼室１５中に噴出しスワールを発生させる
べく構成したことにある。 The feature of this second embodiment is that the intake air is ejected from the supercharging nozzle 34 into the combustion chamber 15 to generate a swirl only when the intake valve 20 is opened.
即ち、バルブガイド４２に対して、摺動可能に
設けられたバルブステム４０には、そのバルブガ
イド４２中の所定箇所に小径部４４が設けられ
る。一方、バルブガイド４２には吸気通路孔４６
を設けるが、吸気弁２０全開時にバルブステム４
０の前記小径部４４がこの吸気通路孔４６と合致
し連通する様に設けられる。なお、該吸気通路孔
４６には過給時用第１副吸気通路３２が連結され
る。 That is, the valve stem 40 that is slidably provided with respect to the valve guide 42 is provided with a small diameter portion 44 at a predetermined location in the valve guide 42 . On the other hand, the valve guide 42 has an intake passage hole 46.
However, when the intake valve 20 is fully open, the valve stem 4
The small diameter portion 44 of 0 is provided so as to match and communicate with this intake passage hole 46. Note that the first sub-intake passage 32 for supercharging is connected to the intake passage hole 46.
次に作用について説明する。 Next, the effect will be explained.
吸気弁２０が閉塞している状態では、バルブガ
イド４２に設けられた吸気通路孔４６はバルブス
テム４０によつて塞がれた状態である為、過給時
用第１副吸気通路３２内を吸気が流下できず、従
つてノズル３４からの吸気噴出は行われない。し
かるに吸気弁２０の全開時には、バルブステム４
０の小径部４４が、バルブガイド４２に設けられ
た吸気通過孔４６の位置と一致する為、過給時用
第１副吸気通路３２内を吸気が流下し得て、ノズ
ル３４から吸気が噴出され、燃焼室１５内にスワ
ールが生起される。即ち、吸気弁２０の開弁時期
に同期してノズル３４から吸気が一時的に噴出す
るので、強力な噴流を生起することができ、燃焼
室１５内のスワールのより一層の強化、および最
良時期におけるスワールの生起を実現することが
可能となる。これにより混合気性状を改善し、
EGR限界や希薄燃焼限界を改善することができ
る。 When the intake valve 20 is closed, the intake passage hole 46 provided in the valve guide 42 is blocked by the valve stem 40, so that the inside of the first sub-intake passage 32 for supercharging cannot be opened. The intake air cannot flow down, so no intake air is ejected from the nozzle 34. However, when the intake valve 20 is fully open, the valve stem 4
Since the small diameter portion 44 of 0 coincides with the position of the intake passage hole 46 provided in the valve guide 42, the intake air can flow down inside the first auxiliary intake passage 32 for supercharging, and the intake air is jetted out from the nozzle 34. As a result, a swirl is generated within the combustion chamber 15. That is, since the intake air is temporarily ejected from the nozzle 34 in synchronization with the opening timing of the intake valve 20, a powerful jet can be generated, further strengthening the swirl in the combustion chamber 15, and determining the best timing. It becomes possible to realize the occurrence of a swirl. This improves the mixture properties,
EGR limits and lean burn limits can be improved.
なお、ノズル３４からの副吸気の噴出を所定時
期に制御するには、上記実施例以外にも、過給時
用第１副吸気通路３２途中に前記吸気弁２０に同
期して開閉するバルブを設ける方式によつても実
現することが可能である。 In order to control the ejection of sub-intake air from the nozzle 34 at a predetermined timing, in addition to the above embodiment, a valve that opens and closes in synchronization with the intake valve 20 may be provided in the middle of the first sub-intake passage 32 for supercharging. This can also be realized by a method of providing the same.
また、上記実施例では、過給時用第１副吸気通
路３２の上流端３３の第１開口部３０を過給機２
と気化器４との間の主吸気通路８に開口させた
が、この第１開口部３０は過給機２より下流側な
らいずれの位置に設けてもよい。 Further, in the above embodiment, the first opening 30 at the upstream end 33 of the first sub-intake passage 32 for supercharging is connected to the supercharger 2.
Although the first opening 30 is opened in the main intake passage 8 between the supercharger 2 and the carburetor 4, the first opening 30 may be provided at any position downstream of the supercharger 2.
［発明の効果］
以上詳細に説明した如くこの発明によれば、過
給時用第１副吸気通路と軽負荷用第２副吸気通路
とを設けたので、従来装置の如く主吸気通路の形
状を所定形状に変更したり、特別の装置を設けた
りする必要がなく、過給時において燃焼室中にス
ワールを発生することができ、燃焼速度を増大し
得て、燃焼性を改善し、ノツキング限界、難燃
性、燃料限界を高め機関運転性を改善することが
でき、燃費改善をも果たし得る。しかも、この発
明の装置は、極めて簡略な構成なので、軽量で、
保守も容易であり、使用寿命が長く、製造コスト
も低廉である。[Effects of the Invention] As explained in detail above, according to the present invention, since the first sub-intake passage for supercharging and the second sub-intake passage for light load are provided, the shape of the main intake passage is different from that of the conventional device. There is no need to change the shape to a predetermined shape or install special equipment, and it is possible to generate swirl in the combustion chamber during supercharging, increasing the combustion speed, improving combustibility, and reducing knotting. It is possible to improve engine drivability by increasing the fuel limit, flame retardance, and fuel limit, and it is also possible to improve fuel efficiency. Moreover, since the device of this invention has an extremely simple configuration, it is lightweight and
It is easy to maintain, has a long service life, and has low manufacturing costs.
また、軽負荷用第２副吸気通路の軽負荷用ノズ
ルと過給時用第１副吸気通路の過給時用ノズルと
を設けたことにより、自然吸気域から過給域まで
の機関運転の全域に亘り燃焼改善を果たすことが
可能となる。 In addition, by providing a light load nozzle in the second auxiliary intake passage for light loads and a supercharging nozzle in the first auxiliary intake passage for supercharging, engine operation from the natural intake area to the supercharging area is improved. It becomes possible to achieve combustion improvement over the entire area.
更に、吸気弁の開弁時に同期させて副吸気を燃
焼室内に噴出する構成とすれば、最適時期に強力
なスワールを燃焼室中に生起し得て、より理想的
な燃焼性の改善を果たし得る。 Furthermore, if the configuration is such that sub-intake air is injected into the combustion chamber in synchronization with the opening of the intake valve, a strong swirl can be generated in the combustion chamber at the optimum time, achieving more ideal combustion performance. obtain.
第１図は、この発明の第１実施例に係る内燃機
関の概略縦断面図である。第２図及び第３図はこ
の発明の第２実施例に係り、第２図は、吸気弁と
その近傍の拡大断面図、第３図は、第２図の−
線による断面平面図である。
図において、２は過給機、４は気化器、２２は
吸気弁座、３２は過給時用第１副吸気通路、３４
は過給時用ノズル、３８は軽負荷用第２副吸気通
路、３９は軽負荷用ノズルである。
FIG. 1 is a schematic vertical sectional view of an internal combustion engine according to a first embodiment of the present invention. 2 and 3 relate to a second embodiment of the present invention, FIG. 2 is an enlarged cross-sectional view of the intake valve and its vicinity, and FIG. 3 is the −-
FIG. In the figure, 2 is a supercharger, 4 is a carburetor, 22 is an intake valve seat, 32 is a first sub-intake passage for supercharging, 34
38 is a second sub-intake passage for light load, and 39 is a nozzle for light load.
Claims (1)
機関において、過給時用ノズルを吸気弁座上流側
に開口させるとともに前記過給機下流側に上流側
第１開口部を開口させた過給時用第１副吸気通路
を設け、軽負荷用ノズルを吸気弁座上流側に開口
させるとともに前記気化器の絞り弁部分に上流側
第２開口部を開口させた軽負荷用第２副吸気通路
を設けたことを特徴とする内燃機関の吸気装置。1. In a supercharged internal combustion engine in which a supercharger is provided upstream of a carburetor, a supercharging nozzle is opened upstream of an intake valve seat, and a first upstream opening is opened downstream of the supercharger. A first sub-intake passage for supercharging is provided, a light-load nozzle is opened upstream of the intake valve seat, and a second upstream opening is opened in the throttle valve portion of the carburetor. An intake system for an internal combustion engine, characterized in that two sub-intake passages are provided.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57197685A JPS5987229A (en) | 1982-11-12 | 1982-11-12 | Intake device for internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57197685A JPS5987229A (en) | 1982-11-12 | 1982-11-12 | Intake device for internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5987229A JPS5987229A (en) | 1984-05-19 |
| JPH0348334B2 true JPH0348334B2 (en) | 1991-07-24 |
Family
ID=16378639
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57197685A Granted JPS5987229A (en) | 1982-11-12 | 1982-11-12 | Intake device for internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5987229A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2020171214A1 (en) * | 2019-02-22 | 2020-08-27 | サントリーホールディングス株式会社 | Beverage having reduced bitterness from gallate-type catechins |
| WO2020171213A1 (en) * | 2019-02-22 | 2020-08-27 | サントリーホールディングス株式会社 | Beverage with reduced bitter taste originating from tannin |
| WO2020171218A1 (en) * | 2019-02-22 | 2020-08-27 | サントリーホールディングス株式会社 | Beverage having reduced bitterness from catechins |
| WO2020171216A1 (en) * | 2019-02-22 | 2020-08-27 | サントリーホールディングス株式会社 | Beverage with reduced bitter taste originating from caffeine |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2568842B2 (en) * | 1987-04-22 | 1997-01-08 | ヤマハ発動機株式会社 | Multi-cylinder engine intake system |
| JP2001012323A (en) * | 1999-06-25 | 2001-01-16 | Yamaha Motor Co Ltd | Four cycle engine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5713230A (en) * | 1980-06-30 | 1982-01-23 | Suzuki Motor Co Ltd | Intake system of internal combustion engine |
-
1982
- 1982-11-12 JP JP57197685A patent/JPS5987229A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5713230A (en) * | 1980-06-30 | 1982-01-23 | Suzuki Motor Co Ltd | Intake system of internal combustion engine |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2020171214A1 (en) * | 2019-02-22 | 2020-08-27 | サントリーホールディングス株式会社 | Beverage having reduced bitterness from gallate-type catechins |
| WO2020171213A1 (en) * | 2019-02-22 | 2020-08-27 | サントリーホールディングス株式会社 | Beverage with reduced bitter taste originating from tannin |
| WO2020171218A1 (en) * | 2019-02-22 | 2020-08-27 | サントリーホールディングス株式会社 | Beverage having reduced bitterness from catechins |
| WO2020171216A1 (en) * | 2019-02-22 | 2020-08-27 | サントリーホールディングス株式会社 | Beverage with reduced bitter taste originating from caffeine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5987229A (en) | 1984-05-19 |
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