JPH04136420A - Intake device of engine - Google Patents
Intake device of engineInfo
- Publication number
- JPH04136420A JPH04136420A JP2257349A JP25734990A JPH04136420A JP H04136420 A JPH04136420 A JP H04136420A JP 2257349 A JP2257349 A JP 2257349A JP 25734990 A JP25734990 A JP 25734990A JP H04136420 A JPH04136420 A JP H04136420A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- independent intake
- chamber
- independent
- passage
- 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
Links
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 17
- 238000005192 partition Methods 0.000 claims description 4
- 230000000694 effects Effects 0.000 abstract description 16
- 230000002093 peripheral effect Effects 0.000 abstract description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000002238 attenuated effect Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
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- Characterised By The Charging Evacuation (AREA)
Abstract
Description
【発明の詳細な説明】 (産業上の利用分野) 本発明はエンジンの吸気通路に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to an intake passage for an engine.
(従来技術)
各気筒エンジンの吸気マニホールドにおいて、各気筒の
吸気ポートにそれぞれ連通する独立吸気通路の上流部を
断面が正四角形配列(4気筒エンジンの場合)となるよ
うに互いに近接した状態で集合させることにより、吸気
マニホールドのコンパクト化を図るとともに、吸気抵抗
の低減と各気筒に対する燃料分配性の向上とを図った吸
気装置が知られている(実開昭57−101367号公
報参照)。(Prior art) In the intake manifold of each cylinder engine, the upstream portions of the independent intake passages that communicate with the intake ports of each cylinder are assembled close to each other so that the cross section is a square array (in the case of a 4-cylinder engine). An intake system is known in which the intake manifold is made more compact, the intake resistance is reduced, and the fuel distribution to each cylinder is improved (see Japanese Utility Model Application No. 57-101367).
また従来から、自動車のエンジンにおいて、吸気開始に
伴って生じる負圧波が吸気通路上流側のサージタンクに
より形成される吸気拡大室の開口端で反射され、正圧波
となって吸気ポート方向に戻されることを利用し、上記
正圧波が吸気弁の閉弁寸前に吸気ポートに達して吸気を
燃焼室に押し込むようにする、いわゆる吸気の慣性効果
によって吸気の充填効率を高めるようにしたものがある
。In addition, conventionally, in automobile engines, negative pressure waves that occur with the start of intake are reflected at the open end of the intake expansion chamber formed by the surge tank on the upstream side of the intake passage, and are returned to the intake port as positive pressure waves. Taking advantage of this, there is a system that increases the filling efficiency of the intake air by the so-called inertia effect of the intake air, in which the positive pressure wave reaches the intake port just before the intake valve closes and forces the intake air into the combustion chamber.
この吸気慣性効果を得るには、エンジンの低回転域にお
いては、吸気通路が長いことが要求され、また、エンジ
ンの高回転域においては、吸気通路が短いことが要求さ
れる。To obtain this intake inertia effect, the intake passage is required to be long in the low engine speed range, and is required to be short in the high engine speed range.
そこで、例えば特開昭62−7922号公報に開示され
た発明では、第8図に示すように、吸気マニホールド1
のサージタンク2から分岐して各気筒へそれぞれ連通ず
る湾曲した長い第1独立吸気通路3と、この第1独立吸
気通路3の湾曲部の内側に形成された容積室4と、この
容積室4と各第1独立吸気通路3の途中とをそれぞれ連
通する短い第2独立吸気通路5とを設けるとともに、各
第2独立吸気通路5に、この第2独立吸気通路5を開閉
する制御弁6を設け、この制御弁6をエンジンの運転状
態に応じて開閉するようにしている。Therefore, for example, in the invention disclosed in Japanese Patent Application Laid-Open No. 62-7922, as shown in FIG.
A long curved first independent intake passage 3 branching from the surge tank 2 and communicating with each cylinder, a volume chamber 4 formed inside the curved part of the first independent intake passage 3, and a volume chamber 4 formed inside the curved portion of the first independent intake passage 3. A short second independent intake passage 5 is provided which communicates with the midway of each first independent intake passage 3, and a control valve 6 for opening and closing the second independent intake passage 5 is provided in each second independent intake passage 5. The control valve 6 is opened and closed according to the operating state of the engine.
このようにすれば、エンジンの低回転域においては、上
記制御弁を閉じることにより、吸気の圧力波が長い第1
独立吸気通路を通じてサージタンクで反転される形で吸
気慣性効果が得られ、また、エンジンの高回転域におい
ては、上記制御弁を開くことにより、吸気の圧力波が短
い第2独立吸気通路を通じて上記容積室で反転される形
で吸気慣性効果が得られることになる。しかも第2独立
吸気通路の上流端が上記容積室で互いに連通しているた
め、エンジンの高回転域では、他の気筒からの圧力波が
上記容積室を介して作用することになり、吸気慣性効果
が高められるとともに、吸気慣性効果が得られる領域が
拡大される利点がある。In this way, in the low speed range of the engine, by closing the control valve, the first pressure wave of the intake air is long.
The intake inertia effect is obtained through the independent intake passage in the form of being reversed by the surge tank, and in the high engine speed range, by opening the control valve, the pressure wave of the intake air is reduced through the short second independent intake passage. The intake inertia effect is obtained by being reversed in the volume chamber. Moreover, since the upstream ends of the second independent intake passages communicate with each other in the volume chamber, pressure waves from other cylinders act through the volume chamber in the high engine speed range, resulting in intake inertia. There is an advantage that the effect is enhanced and the area where the intake inertia effect can be obtained is expanded.
しかしながら、その一方で、上記第2吸気通路がデッド
ボリュームになって、ここで圧力波が減衰して吸気慣性
効果が弱められる場合もあった。However, on the other hand, there are cases where the second intake passage becomes a dead volume, where pressure waves are attenuated and the intake inertia effect is weakened.
また、上記制御弁5が気筒の数だけ必要であり、これを
容積室4と平行に延びる1本の軸7で回動する必要があ
った。Further, the number of control valves 5 is equal to the number of cylinders, and these need to be rotated by a single shaft 7 extending parallel to the volume chamber 4.
(発明の目的)
本発明は、前述したような、各気筒の吸気ポートに連通
ずる独立吸気通路の上流部が互いに近接状態で集合され
て集合部を形成している吸気マニホールドを備えたエン
ジンにおいて、吸気マニホールドのコンパクト化と低い
吸気抵抗特性とを損なうことなしに優れた吸気慣性効果
が得られるようにした吸気装置を提供することを目的と
する。(Object of the Invention) The present invention provides an engine equipped with an intake manifold, as described above, in which the upstream parts of independent intake passages communicating with the intake ports of each cylinder are gathered together in close proximity to each other to form a gathering part. An object of the present invention is to provide an intake device that can obtain an excellent intake inertia effect without compromising the compactness of the intake manifold and low intake resistance characteristics.
(発明の構成)
本発明は、独立吸気通路の集合部の下流に、各独立吸気
通路の通路壁で囲まれた連通室を設け、この連通室の室
壁に各独立吸気通路に連通ずる開口を設けるとともに、
上記連通室に、上記開口を開閉するほぼ円錐状のバルブ
を設けたことを特徴とする。(Structure of the Invention) The present invention provides a communication chamber surrounded by the passage walls of each independent intake passage downstream of a gathering part of the independent intake passages, and an opening in the chamber wall of the communication chamber that communicates with each independent intake passage. In addition to establishing
The communication chamber is characterized in that a substantially conical valve that opens and closes the opening is provided in the communication chamber.
上記バルブを作動させるアクチュエータは上記独立吸気
通路間に配置される。An actuator for actuating the valve is disposed between the independent intake passages.
また本発明は、上記集合吸気通路を形成する上記独立吸
気通路間の仕切壁に、各独立吸気通路を互いに連通させ
る連通口を設けるとともに、この連通口を開閉するほぼ
円錐状のバルブを設けたことを特徴とする。Further, in the present invention, a communication port is provided in the partition wall between the independent intake passages forming the collective intake passage, and a communication port is provided for communicating the independent intake passages with each other, and a substantially conical valve is provided for opening and closing the communication port. It is characterized by
(発明の効果)
本発明によれば、吸気マニホールドのコンパクト化と低
い吸気抵抗特性とを損なうことなく、吸気慣性効果を得
ることができるとともに、各独立吸気通路を連通ずる連
通路がきわめて短いため、デッドボリュームが小さくな
り、圧力波の減衰を抑制することができるから、吸気慣
性効果がさらに増大することになる。(Effects of the Invention) According to the present invention, it is possible to obtain an intake inertia effect without sacrificing the compactness of the intake manifold and the low intake resistance characteristics, and also because the communication passage connecting each independent intake passage is extremely short. Since the dead volume becomes smaller and the attenuation of pressure waves can be suppressed, the intake inertia effect is further increased.
また、本発明によれば、独立吸気通路の上流部が集合さ
れている集合部の下流に吸気慣性効果が得られる手段を
設けているので、各気筒についての圧力波の伝播経路長
がほぼ等しくなり、高いトルクが得られる利点がある。Further, according to the present invention, since a means for obtaining an intake inertia effect is provided downstream of the gathering portion where the upstream portions of the independent intake passages are gathered, the propagation path length of the pressure wave for each cylinder is approximately equal. This has the advantage of providing high torque.
さらに本発明によれば、吸気慣性効果を得るためにエン
ジンの運転状態に応じて制御されるバルブを1個だけ設
ければよい利点もある。Further, according to the present invention, there is an advantage that only one valve that is controlled according to the operating state of the engine is required to obtain the intake inertia effect.
(実 施 例)
以下、図面を参照して本発明の実施例について説明する
。(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.
第1図および第2図は本発明の第1の実施例に係る吸気
マニホールドを示し、この吸気マニホールド10は、図
示しないエンジンのシリンダヘッドに取付けられるフラ
ンジ11に下流端が開口する4本の独立吸気通路12を
備えているが、これら独立吸気通路12の上流部は、断
面が正四角形配列となるように互いに近接した状態で集
合されて集合部13を形成し、その上流端は図示しない
共通吸気通路に接続されている。FIGS. 1 and 2 show an intake manifold according to a first embodiment of the present invention, and this intake manifold 10 consists of four independent blocks each having a downstream end open at a flange 11 attached to a cylinder head of an engine (not shown). The upstream portions of these independent intake passages 12 are gathered together in close proximity to each other so that the cross section is a regular square array, and form a gathering part 13, and the upstream end thereof is a common part (not shown). Connected to the intake passage.
上記集合部13の下流には、滑らかな曲線をなす各独立
吸気通路12の通路壁12aで囲まれた円錐状の空間を
なす連通室14が形成され、この室14の周壁には各独
立吸気通路12に臨む開口15が形成され、4本の独立
吸気通路12が上記室14を通じて互いに連通ずるよう
に構成されている。室14内には、この室14の形状と
ほぼ合致した円錐状のバルブ16が移動可能に設けられ
ており、このバルブ16が独立吸気通路12間に設けら
れたアクチュエータによって第1図に示す位置から上方
へ移動すると、4つの開口15が一斉に閉じられて、独
立吸気通路12間の連通が遮断され、バルブ16が第1
図に示す位置にあるときには、4つの開口15がすべて
開かれて、4本の独立吸気通路12が室14を通じて互
いに連通ずるようになっている。A communication chamber 14 is formed downstream of the gathering portion 13, and is a conical space surrounded by the passage walls 12a of each of the independent intake passages 12 that form a smooth curve. An opening 15 facing the passage 12 is formed so that the four independent intake passages 12 communicate with each other through the chamber 14. A conical valve 16 that substantially matches the shape of the chamber 14 is movably provided in the chamber 14, and the valve 16 is moved to the position shown in FIG. 1 by an actuator provided between the independent intake passages 12. , the four openings 15 are closed all at once, communication between the independent intake passages 12 is cut off, and the valve 16 is
In the position shown, all four openings 15 are open so that the four independent intake passages 12 communicate with each other through the chambers 14.
すなわち、本実施例では、エンジンの低回転域において
、バルブ16が4つの開口15を閉じることにより、吸
気の圧力波は独立吸気通路12を通じてその上流側のサ
ージタンクで反転される形で吸気慣性効果が得られ、ま
た、エンジンの高回転域では、バルブ16が4つの開口
15を開くことにより、吸気の圧力波が上記開口15を
通じて室14で反転される形で吸気慣性効果が得られる
ことになる。しかもこの場合、4本の独立吸気通路12
が上記室14を通じて互いに連通しているため、エンジ
ンの高回転域では、他の気筒からの圧力波が上記室14
を介して作用することになり、第8図の構成と同様の効
果が、より簡単な構成によって得られることになる。That is, in this embodiment, in the low engine speed range, the valve 16 closes the four openings 15, so that the pressure wave of the intake air is reversed through the independent intake passage 12 at the upstream surge tank, and the intake inertia is reversed. In addition, in the high speed range of the engine, when the valve 16 opens the four openings 15, the intake inertia effect is obtained in the form that the pressure wave of the intake air is reversed in the chamber 14 through the openings 15. become. Moreover, in this case, four independent intake passages 12
are in communication with each other through the chamber 14, so in the high rotation range of the engine, pressure waves from other cylinders flow into the chamber 14.
The effect similar to that of the structure shown in FIG. 8 can be obtained with a simpler structure.
なお、本実施例ではバルブ16の形状を「円錐状」と呼
んでいるが、実際はバルブ16の開口15を閉じる部分
は、吸気抵抗が最小になるように形成した室14の周壁
に対応して滑らかな流線形をなすものである。Although the shape of the valve 16 is called "conical" in this embodiment, in reality, the part of the valve 16 that closes the opening 15 corresponds to the peripheral wall of the chamber 14, which is formed to minimize intake resistance. It has a smooth streamlined shape.
次に第3図は本発明の第2の実施例に係る吸気マニホー
ルドの構成を示す図で、吸気マニホールド20は、第1
図のものと同様に、4本の独立吸気通路12を備え、か
つこれら独立吸気通路12の上流部は、断面が正四角形
配列となるように互いに近接した状態で集合されて集合
部13を形成している。そして集合部13の下流は独立
吸気通路12が滑らかに湾曲して独立吸気通路12間の
間隔が拡がっており、4本の独立吸気通路12を仕切る
仕切壁17に、独立吸気通路12の湾曲部において連通
口18が設けられ、4本の独立吸気通路12が上記連通
口18を通じて互いに連通ずるように構成されている。Next, FIG. 3 is a diagram showing the configuration of an intake manifold according to a second embodiment of the present invention.
Similar to the one in the figure, there are four independent intake passages 12, and the upstream portions of these independent intake passages 12 are assembled in close proximity to each other so that the cross section is a square arrangement to form a gathering part 13. are doing. The independent intake passages 12 are smoothly curved downstream of the gathering part 13 and the distance between the independent intake passages 12 is widened. A communication port 18 is provided in the four independent intake passages 12, and the four independent intake passages 12 are configured to communicate with each other through the communication port 18.
そしてこの連通口18を開閉する円錐状のバルブ19が
設けられている。A conical valve 19 that opens and closes this communication port 18 is provided.
本実施例における吸気マニホールド20は、その組立を
容易にするために、フランジ結合された上流側部分20
aと下流側部分20bとに分割されており、上記連通口
18およびバルブ19は上流側部分20aに設けられて
いる。そして下流側部分20bの独立吸気通路12の中
央部には上記バルブ19を作動させる通常のダイアフラ
ム式アクチュエータ21が配設され、このアクチュエー
タ21から延びる作動ロッド21aがバルブ19から延
びるロッド19aに連結され、アクチュエータ21によ
ってバルブ19が第4図に示。すように連通口18を開
くようになっている。なお、吸気マニホールド20を上
流部分20aと下流部分20bとに分割しない場合であ
っても、本実施例のような構成とすることが可能なこと
はいうまでもない。The intake manifold 20 in this embodiment has an upstream portion 20 that is flanged to facilitate its assembly.
a and a downstream portion 20b, and the communication port 18 and valve 19 are provided in the upstream portion 20a. A normal diaphragm actuator 21 for operating the valve 19 is disposed in the center of the independent intake passage 12 of the downstream portion 20b, and an operating rod 21a extending from the actuator 21 is connected to a rod 19a extending from the valve 19. , valve 19 is shown in FIG. 4 by actuator 21. The communication port 18 is opened so as to open. Note that even if the intake manifold 20 is not divided into an upstream portion 20a and a downstream portion 20b, it goes without saying that the configuration as in this embodiment is possible.
第5図は本発明の第3の実施例に係る吸気マニホールド
の構成を示す図で、吸気マニホールド30は第3図、第
4図に示す吸気マニホールド20とほぼ同様の構成を有
し、フランジ結合された上流側部分30aと下流側部分
30bとに分割されているが、本実施例の場合、第3図
、第4図のアクチュエータ21に代り、そのダイアフラ
ム式アクチュエータ31が吸気マニホールド30の上流
側部分30aにバルブ19と一体に組込まれている。す
なわち、バルブ19のロッド19に連結されたダイアフ
ラム32と、下流側部分30bの上流側部分30aに対
する接合端面に形成された仕切壁33とによって室34
が形成され、ダイアフラム32がスプリング35によっ
て第4図の上方へ付勢されていることにより、常時はバ
ルブ19が連通口18を閉じているが、アクチュエータ
31の室34内が負圧にされると、ダイアフラム32が
スプリング35の付勢力に抗して第4図の下方へ移動す
るため、バルブ19が連通口18を開くようになってい
る。FIG. 5 is a diagram showing the configuration of an intake manifold according to a third embodiment of the present invention. The intake manifold 30 has almost the same configuration as the intake manifold 20 shown in FIGS. 3 and 4, and has a flange connection. However, in this embodiment, instead of the actuator 21 shown in FIGS. It is integrated with the valve 19 in the portion 30a. That is, the chamber 34 is formed by a diaphragm 32 connected to the rod 19 of the valve 19 and a partition wall 33 formed at the joint end surface of the downstream part 30b and the upstream part 30a.
is formed, and the diaphragm 32 is urged upward in FIG. 4 by the spring 35, so that the valve 19 normally closes the communication port 18, but the inside of the chamber 34 of the actuator 31 is made negative pressure. Then, the diaphragm 32 moves downward in FIG. 4 against the urging force of the spring 35, so that the valve 19 opens the communication port 18.
以上の実施例は、本発明を直列4気筒エンジンに適用し
た場合であるが、本発明は例えば左右のバンクにそれぞ
れ3つの気筒が配置されたV型6気筒エンジンにも適用
可能である。その場合、第6図に示すように、左バンク
の3本の独立吸気通路12の集合部13Lと右バンクの
独立吸気通路12の集合部13Rとがそれぞれ独立して
配置されてそれぞれ円錐状バルブ19によって連通口が
開閉されるようにする構成と、あるいは第7図に示すよ
うに、左右バンクの独立吸気通路の集合部13L、13
Rがさらに集合されて集合部13Tが形成され、6本の
独立吸気通路12のすべてが2個の円錐状バルブ19に
よって連通関係となるようにする構成とが考えられる。Although the above embodiments are cases in which the present invention is applied to an in-line four-cylinder engine, the present invention can also be applied to, for example, a V-type six-cylinder engine in which three cylinders are arranged in each of the left and right banks. In that case, as shown in FIG. 6, a gathering portion 13L of the three independent intake passages 12 in the left bank and a gathering portion 13R of the three independent intake passages 12 in the right bank are arranged independently, and each has a conical valve shape. 19, or as shown in FIG.
A conceivable configuration is that R are further gathered together to form a gathering portion 13T, and all six independent intake passages 12 are brought into communication via two conical valves 19.
第1図は本発明の第1の実施例に係る直列4気筒エンジ
ンの吸気マニホールドの構成を示す斜視図、第2図はそ
の横断面図、第3図、第4図および第5図は本発明の第
2および第3の実施例に係る吸気マニホールドの構成を
示す縦断面図、第6図および第7図は本発明をV型6気
筒エンジンの独立吸気通路の集合部の配置を示す模式図
、第8図は従来のエンジンの吸気マニホールドの構成を
示す縦断面図である。
10.20.30・・・吸気マニホールド12・・・独
立吸気通路 13・・・集合部14・・・連通室
15・・・連通室の開口16.19・・・円錐状
バルブ
17・・・仕切壁 18・・・連通口21.3
1・・・アクチュエータ
32・・・ダイアフラム
第5図FIG. 1 is a perspective view showing the configuration of an intake manifold of an in-line four-cylinder engine according to a first embodiment of the present invention, FIG. 2 is a cross-sectional view thereof, and FIGS. FIGS. 6 and 7 are vertical cross-sectional views showing the configuration of intake manifolds according to second and third embodiments of the invention, and FIGS. 8 are vertical sectional views showing the structure of an intake manifold of a conventional engine. 10.20.30...Intake manifold 12...Independent intake passage 13...Collecting part 14...Communication chamber
15... Opening of communication chamber 16.19... Conical valve 17... Partition wall 18... Communication port 21.3
1... Actuator 32... Diaphragm Figure 5
Claims (1)
路の上流部が互いに近接状態で集合されて集合部を形成
している各気筒エンジンの吸気マニホールドを備えたエ
ンジンにおいて、 上記独立吸気通路の集合部の下流に、各独立吸気通路の
通路壁で囲まれたほぼ円錐状の室を設け、この室の室壁
に各独立吸気通路に臨む開口を設けて各独立吸気通路を
上記室を通じて互いに連通させるとともに、上記室内に
上記開口を開閉するほぼ円錐状のバルブを設けたことを
特徴とするエンジンの吸気装置。 2、上記バルブを作動させるアクチュエータを上記独立
吸気通路間に配置した請求項1記載の吸気装置。 3、各気筒の吸気ポートにそれぞれ連通する独立吸気通
路の上流部が互いに近接状態で集合されて集合部を形成
している各気筒エンジンの吸気マニホールドを備えたエ
ンジンにおいて、 上記集合部を形成する上記独立吸気通路間の仕切壁に、
各独立吸気通路を互いに連通させる連通口を設けるとと
もに、この連通口を開閉するほぼ円錐状のバルブを設け
たことを特徴とするエンジンの吸気装置。[Scope of Claims] 1. An engine equipped with an intake manifold for each cylinder engine in which upstream parts of independent intake passages communicating with the intake ports of each cylinder are gathered together in close proximity to each other to form a gathering part, A substantially conical chamber surrounded by the passage walls of each independent intake passage is provided downstream of the gathering part of the independent intake passages, and an opening facing each independent intake passage is provided in the chamber wall of this chamber, and each independent intake passage is provided with an opening facing each independent intake passage. An intake system for an engine, characterized in that the valves communicate with each other through the chamber, and a substantially conical valve for opening and closing the opening is provided in the chamber. 2. The intake system according to claim 1, wherein an actuator for operating the valve is disposed between the independent intake passages. 3. In an engine equipped with an intake manifold for each cylinder engine in which the upstream portions of independent intake passages communicating with the intake ports of each cylinder are gathered together in close proximity to each other to form a gathering part, forming the gathering part as described above. On the partition wall between the above independent intake passages,
An intake system for an engine, characterized in that a communication port is provided for communicating the independent intake passages with each other, and a substantially conical valve is provided for opening and closing the communication port.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP25734990A JP2932202B2 (en) | 1990-09-28 | 1990-09-28 | Engine intake system |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP25734990A JP2932202B2 (en) | 1990-09-28 | 1990-09-28 | Engine intake system |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH04136420A true JPH04136420A (en) | 1992-05-11 |
JP2932202B2 JP2932202B2 (en) | 1999-08-09 |
Family
ID=17305147
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP25734990A Expired - Fee Related JP2932202B2 (en) | 1990-09-28 | 1990-09-28 | Engine intake system |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP2932202B2 (en) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5564377A (en) * | 1994-05-09 | 1996-10-15 | Nissan Motor Co., Ltd. | Intake manifold |
WO1997021025A2 (en) * | 1995-12-07 | 1997-06-12 | Siemens Aktiengesellschaft | Air inlet device for internal combustion engine |
DE10020003A1 (en) * | 2000-04-22 | 2001-12-13 | Audi Ag | Intake tube for multi-cylinder IC engines has individual cylinder tubes with shorter sections connected during engine part load and disconnected during full load |
WO2005119044A1 (en) * | 2004-06-01 | 2005-12-15 | Stephen Wessels | Fluid distribution manifold |
AU2005250505B2 (en) * | 2004-06-01 | 2015-06-11 | Stephen Wessels | Fluid distribution manifold |
WO2016002112A1 (en) * | 2014-07-01 | 2016-01-07 | 本田技研工業株式会社 | Intake device |
-
1990
- 1990-09-28 JP JP25734990A patent/JP2932202B2/en not_active Expired - Fee Related
Cited By (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5564377A (en) * | 1994-05-09 | 1996-10-15 | Nissan Motor Co., Ltd. | Intake manifold |
WO1997021025A2 (en) * | 1995-12-07 | 1997-06-12 | Siemens Aktiengesellschaft | Air inlet device for internal combustion engine |
WO1997021025A3 (en) * | 1995-12-07 | 1997-07-31 | Siemens Ag | Air inlet device for internal combustion engine |
DE10020003A1 (en) * | 2000-04-22 | 2001-12-13 | Audi Ag | Intake tube for multi-cylinder IC engines has individual cylinder tubes with shorter sections connected during engine part load and disconnected during full load |
DE10020003B4 (en) * | 2000-04-22 | 2011-01-13 | Audi Ag | Suction tube for a multi-cylinder internal combustion engine |
US7640908B2 (en) | 2004-06-01 | 2010-01-05 | Stephen Wessels | Fluid distribution manifold |
JP2008501082A (en) * | 2004-06-01 | 2008-01-17 | ウェッセルス ステファン | Fluid distribution manifold |
WO2005119044A1 (en) * | 2004-06-01 | 2005-12-15 | Stephen Wessels | Fluid distribution manifold |
AU2005250505B2 (en) * | 2004-06-01 | 2015-06-11 | Stephen Wessels | Fluid distribution manifold |
WO2016002112A1 (en) * | 2014-07-01 | 2016-01-07 | 本田技研工業株式会社 | Intake device |
JPWO2016002112A1 (en) * | 2014-07-01 | 2017-04-27 | 本田技研工業株式会社 | Intake device |
US20170122271A1 (en) * | 2014-07-01 | 2017-05-04 | Honda Motor Co., Ltd. | Intake device |
CN106662050A (en) * | 2014-07-01 | 2017-05-10 | 本田技研工业株式会社 | Intake device |
US10260462B2 (en) | 2014-07-01 | 2019-04-16 | Honda Motor Co., Ltd. | Intake device |
Also Published As
Publication number | Publication date |
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JP2932202B2 (en) | 1999-08-09 |
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