JPH044462B2 - - Google Patents
Info
- Publication number
- JPH044462B2 JPH044462B2 JP55167569A JP16756980A JPH044462B2 JP H044462 B2 JPH044462 B2 JP H044462B2 JP 55167569 A JP55167569 A JP 55167569A JP 16756980 A JP16756980 A JP 16756980A JP H044462 B2 JPH044462 B2 JP H044462B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- intake passage
- load
- sub
- 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.)
- Expired - Lifetime
Links
- 238000002485 combustion reaction Methods 0.000 claims description 21
- 238000011144 upstream manufacturing Methods 0.000 claims description 5
- 239000000446 fuel Substances 0.000 description 8
- 239000000203 mixture Substances 0.000 description 6
- 230000000694 effects Effects 0.000 description 3
- 238000011049 filling Methods 0.000 description 3
- 238000000889 atomisation Methods 0.000 description 2
- 230000001737 promoting effect Effects 0.000 description 2
- 238000009834 vaporization Methods 0.000 description 2
- 230000008016 vaporization Effects 0.000 description 2
- RNFJDJUURJAICM-UHFFFAOYSA-N 2,2,4,4,6,6-hexaphenoxy-1,3,5-triaza-2$l^{5},4$l^{5},6$l^{5}-triphosphacyclohexa-1,3,5-triene Chemical compound N=1P(OC=2C=CC=CC=2)(OC=2C=CC=CC=2)=NP(OC=2C=CC=CC=2)(OC=2C=CC=CC=2)=NP=1(OC=1C=CC=CC=1)OC1=CC=CC=C1 RNFJDJUURJAICM-UHFFFAOYSA-N 0.000 description 1
- 230000003749 cleanliness Effects 0.000 description 1
- 239000003063 flame retardant Substances 0.000 description 1
- 238000002156 mixing Methods 0.000 description 1
- 231100000614 poison Toxicity 0.000 description 1
- 239000003440 toxic substance Substances 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
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)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】
本発明は、機関の高負荷用吸気通路内に設けた
絞り弁が位置する該高負荷用吸気通路から分岐さ
せて該弁により開閉操作される小径の副吸気通路
を設け、該副吸気通路により吸気流速を高め、広
い運転条件に合致した吸気投入を行いもつて機関
の性能向上を果す副吸気通路を有する内燃機関の
吸気装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention provides a small-diameter auxiliary intake passage which is branched from a high-load intake passage in which a throttle valve is located, and which is opened and closed by the valve. The present invention relates to an intake system for an internal combustion engine having a sub-intake passage, which increases the intake air flow velocity through the sub-intake passage, inputs intake air that meets a wide range of operating conditions, and improves the performance of the engine.
一般に内燃機関において、気化器から吸気ポー
トへ混合気を導く吸気通路断面積および／または
流出開口面積が小さい程、低負荷域に於ける機関
出力が向上するとともに燃費が良好となり、更に
は排出ガス中の有害物質（CO，HCおよびNOx）
を低減させんとして行われる希簿混合気燃焼方式
やEGR方式でのいわゆる難燃性混合気の燃焼性
を改善し得ることが従来から知られている。これ
は、通路断面積および／または流出開口面積が小
さい程流速が大となり、燃料の霧化・気化が促進
され、また混合気の流入が高速で行われることに
なり、燃焼室内における吸気渦流（スワール）や
乱流（タービユランス）等（以下総括して乱れと
いう）の発生が盛んとなり、火炎の伝播速度が大
きくなるからである。しかしながら、吸気の通過
すべき断面積が小さい程、高負荷域になるに従い
吸入損失が大きくなり充填効率が低下し、機関出
力即ち最大出力が低下するという欠点がある。そ
こで、一次および二次の吸気通路を夫々を設け、
機関の運転条件に最良の効率を上げんとする複吸
気方式が提案されている。しかしながら、従来こ
れらの方式は充分に広い運転条件を満足すべき特
性を示さず、各負荷域に見合つたきめの細かな吸
気投入対策が放置されている。 In general, in internal combustion engines, the smaller the intake passage cross-sectional area and/or outflow opening area that guides the air-fuel mixture from the carburetor to the intake port, the higher the engine output in the low load range, the better the fuel efficiency, and the lower the exhaust gas. Toxic substances inside (CO, HC and NOx)
It has been known that it is possible to improve the combustibility of so-called flame-retardant mixtures in lean mixture combustion systems and EGR systems, which are carried out in an attempt to reduce flammability. This is because the smaller the passage cross-sectional area and/or the outlet opening area, the higher the flow velocity, which promotes fuel atomization and vaporization, and the air-fuel mixture flows in at a high speed. This is because the occurrence of phenomena such as swirl and turbulence (hereinafter collectively referred to as turbulence) increases, and the speed of flame propagation increases. However, there is a drawback that the smaller the cross-sectional area through which the intake air passes, the higher the load range becomes, the greater the suction loss, the lower the charging efficiency, and the lower the engine output, that is, the maximum output. Therefore, we provided primary and secondary intake passages, respectively.
A double intake system has been proposed to provide the best efficiency for the operating conditions of the engine. However, conventionally, these systems do not exhibit characteristics that can satisfy a sufficiently wide range of operating conditions, and fine-grained intake intake countermeasures suitable for each load range have been left unaddressed.
そこで、本発明の目的は、高負荷用吸気通路と
低負荷用吸気通路とを有する内燃機関の広い運転
条件に応じた理想的な状況で吸気の投入を果し得
る副吸気通路を有する内燃機関の吸気装置を実現
するにある。 SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide an internal combustion engine having a sub-intake passage that can introduce intake air in an ideal situation corresponding to a wide range of operating conditions of an internal combustion engine having a high-load intake passage and a low-load intake passage. The goal is to realize the intake system.
以下図面に基づいて本発明の実施例を詳細且つ
具体的に説明する。 Embodiments of the present invention will be described in detail and specifically below based on the drawings.
第１〜３図は本発明の第１実施例を示すもの
で、２は燃焼室、４は点火栓、６は吸気弁、６ｓ
は吸気弁座、７は吸気弁のステム、８は排気弁、
１０は高負荷用吸気通路、１２は絞り弁、１４は
該絞り弁の回動軸であり、さらに１６は低負荷用
吸気通路を示している。 1 to 3 show a first embodiment of the present invention, in which 2 is a combustion chamber, 4 is a spark plug, 6 is an intake valve, 6s
is the intake valve seat, 7 is the intake valve stem, 8 is the exhaust valve,
10 is a high-load intake passage, 12 is a throttle valve, 14 is a rotating shaft of the throttle valve, and 16 is a low-load intake passage.
高負荷用吸気通路１０は吸気弁座６ｓ部分に吸
気ポートたる流出開口６ｐを有して終端し、該吸
気通路１０の断面積は吸気弁座６ｓの内断面積つ
まり流出開口６ｐの開口面積と同等以上に構成
し、これにより最大出力時の吸気抵抗を少なくし
出力低下を防止している。 The high-load intake passage 10 has an outflow opening 6p serving as an intake port at the intake valve seat 6s and ends therein, and the cross-sectional area of the intake passage 10 is equal to the internal cross-sectional area of the intake valve seat 6s, that is, the opening area of the outflow opening 6p. The structure is equivalent to or higher than that, which reduces intake resistance at maximum output and prevents a drop in output.
また、低負荷用吸気通路１６は前記高負荷用吸
気通路１０より小径に形成しその流出開口１６ｐ
も同様に小さく形成する。該流出開口１６ｐは前
記吸気弁６より上流で且つ該吸気弁の近傍に設
け、該流出開口１６ｐからの吸気の流出方向中心
すなわち中心線１６ｃは、第２図示の如く吸気弁
６の中心すなわちステム７を外れ燃焼室２の円周
方向に指向し且つ吸気弁６が開いたときに吸気弁
６の傘部と吸気弁座６ｓとの間を通り燃焼室２に
達するように構成し吸気渦流を効果的に生起し得
るようにする。 In addition, the low-load intake passage 16 is formed to have a smaller diameter than the high-load intake passage 10, and its outflow opening 16p is formed.
is similarly formed small. The outflow opening 16p is provided upstream of and near the intake valve 6, and the center in the outflow direction of the intake air from the outflow opening 16p, that is, the center line 16c, is the center of the intake valve 6, that is, the stem, as shown in the second figure. 7 and is oriented in the circumferential direction of the combustion chamber 2, and is configured to pass between the umbrella portion of the intake valve 6 and the intake valve seat 6s and reach the combustion chamber 2 when the intake valve 6 is opened, thereby creating an intake vortex flow. make it possible for it to occur effectively.
そして前記高負荷用吸気通路１０に設けた絞り
弁１２の位置する吸気通路壁には、長軸たる長手
方向を絞り弁１２の回動軸１４と平行に有する長
円や楕円あるいは矩形からなる副吸気開口１８ｉ
を設ける。しかも前記絞り弁１２が閉鎖完了時に
は、前記副吸気開口１８ｉは該絞り弁１２の下流
に位置し該開口１８ｉには吸気が流入せぬよう構
成する。そして該副流入開口１８ｉを始端とする
副吸気通路１８を設け、該通路の終端として副流
出開口１８ｐを吸気弁座６ｓより上流且つ該吸気
弁座近傍の前記高負荷用吸気通路１０内に設け
る。そしてこの時、副流出開口１８ｐの開口面積
を高負荷用吸気通路１０の吸気ポートたる流出開
口６ｐの開口面積より小さく、しかしながら低負
荷用吸気通路１６の流出開口１６ｐの開口面積よ
り大きく構成する。 The wall of the intake passage where the throttle valve 12 provided in the high-load intake passage 10 is located is provided with a sub-circle, an ellipse, or a rectangle whose long axis is parallel to the rotation axis 14 of the throttle valve 12. Intake opening 18i
will be established. Furthermore, when the throttle valve 12 is completely closed, the sub-intake opening 18i is positioned downstream of the throttle valve 12, so that intake air does not flow into the opening 18i. A sub-intake passage 18 having the sub-inflow opening 18i as its starting end is provided, and a sub-outflow opening 18p as the terminal end of the passage is provided in the high-load intake passage 10 upstream of the intake valve seat 6s and near the intake valve seat. . At this time, the opening area of the auxiliary outflow opening 18p is configured to be smaller than the opening area of the outflow opening 6p, which is the intake port of the high-load intake passage 10, but larger than the opening area of the outflow opening 16p of the low-load intake passage 16.
また、前記副流出開口１８ｐからの吸気の流出
方向の中心線１８ｃは、第２図示の如く、吸気弁
ステム７と該ステムに最も接近している燃焼室２
の内壁の１点を結んだ線分で示される通路巾ｗを
通過するように構成、つまり燃焼室２の円周方向
に指向させて開口し効果的に吸気スワールを生起
し得るようにする。 Further, as shown in the second figure, the center line 18c in the outflow direction of the intake air from the sub-outflow opening 18p is defined by the intake valve stem 7 and the combustion chamber 2 closest to the stem.
The combustion chamber 2 is configured to pass through a passage width w shown by a line segment connecting one point on the inner wall of the combustion chamber 2, that is, it is oriented in the circumferential direction of the combustion chamber 2 and opened to effectively generate an intake swirl.
次に作用について説明する。まず低負荷域にお
いては、低負荷用吸気通路１６中のみを吸気が流
れ、該通路１６の流出開口１６ｐからは小径ゆえ
に生起した高速の吸気が燃焼室２内に吸気され、
強い吸気の乱れが該燃焼室２内に生起される。次
いで中負荷域に至ると、高負荷用吸気通路１０の
絞り弁１２が徐々に開放され、吸気は比較的大径
な高負荷用吸気通路１０中を進行せんとする。し
かし本発明においては、絞り弁１２位置下流に副
流開口１８ｉが設けられているので、前記絞り弁
１２の開放動作開始直後から該副流入開口１８ｉ
には吸気が流入し、副吸気通路１８を経て副流出
開口１８ｐから吸気弁座６ｓ部を通過し燃焼室２
中に吸気が流入する。そしてこの時、副吸気通路
１８の副流出開口１８ｐは高負荷用吸気通路１０
の夫々対応するものより小径に形成されているの
で、吸気は高速となり燃料の霧化・気化が良好に
行われ壁流が減少し、またこの時期に必要な程度
の吸気の乱を生起するとともに、低負荷用吸気通
路１６の夫々対応するものの面積以上に形成され
ていることから、この時期に必要とされる好まし
い充填効率をも発揮するものである。次いで高負
荷域になると高負荷用吸気通路１０を経て流出開
口６ｐからも吸気は燃焼室２中に流入に必要な充
填効率を確保するものである。つまり、内燃機関
の広い運転条件の各時期に合致したきめの細かい
理想的な吸気を流入形態を極めて簡単な構成で実
現し得るものである。 Next, the effect will be explained. First, in the low load range, intake air flows only through the low load intake passage 16, and high-speed intake air generated due to the small diameter is taken into the combustion chamber 2 from the outflow opening 16p of the passage 16.
Strong intake air turbulence is created within the combustion chamber 2. Next, when the medium load range is reached, the throttle valve 12 of the high-load intake passage 10 is gradually opened, and the intake air attempts to proceed through the high-load intake passage 10, which has a relatively large diameter. However, in the present invention, since the auxiliary flow opening 18i is provided downstream of the throttle valve 12, the auxiliary inflow opening 18i immediately after the opening operation of the throttle valve 12 starts.
Intake air flows into the combustion chamber 2 through the auxiliary intake passage 18, passes through the auxiliary outflow opening 18p, and passes through the intake valve seat 6s.
Intake air flows inside. At this time, the sub-outflow opening 18p of the sub-intake passage 18 is connected to the high-load intake passage 10.
Since the diameter of the intake air is smaller than that of the corresponding one, the intake air becomes high speed, the fuel is well atomized and vaporized, and the wall flow is reduced. , are formed to have an area larger than that of the corresponding low-load intake passages 16, so that the preferable filling efficiency required at this time can be achieved. Next, when the load reaches a high load region, the intake air passes through the high load intake passage 10 and also from the outflow opening 6p to ensure the filling efficiency necessary for flowing into the combustion chamber 2. In other words, it is possible to realize a fine-grained, ideal intake air inflow pattern that matches each period of the wide range of operating conditions of the internal combustion engine with an extremely simple configuration.
また、副吸気通路１８を燃焼室２の円周方向に
指向して開口させたので、点火栓４の掃気を行う
ことが可能となり、点火性が向上するとともに火
炎の伝播が一層有効に行われる。 Furthermore, since the auxiliary intake passage 18 is opened in the circumferential direction of the combustion chamber 2, it becomes possible to scavenge the spark plug 4, improving ignition performance and making flame propagation more effective. .
第４，５図は本発明の第２実施例を示すもので
ある。本第２実施例の特徴とするところは、絞り
弁１２が少許開放し副流入開口１８ｉに吸気が流
入する際に吸気の略全量が該副流入開口１８ｉに
流入するように、吸気通路１０壁に対し絞り弁１
２の回動により形成される曲面形状に肉盛り等に
より副流入開口部分の***部２０を、そして所望
によつては該***部２０と反対側の吸気通路壁面
に***部２２を設けた点にある。 4 and 5 show a second embodiment of the present invention. The feature of the second embodiment is that when the throttle valve 12 is slightly opened and the intake air flows into the sub-inflow opening 18i, the wall of the intake passage 10 is arranged so that substantially the entire amount of the intake air flows into the sub-inflow opening 18i. Throttle valve 1
2, a raised part 20 is provided at the sub-inflow opening portion by build-up or the like, and if desired, a raised part 22 is provided on the wall surface of the intake passage opposite to the raised part 20. It is in.
しかして上述第２実施例の如く構成すれば、絞
り弁１２の開放初期の吸気流量の少ない時期にお
いて、吸気が絞り弁１２の先端を回り込んで大径
の吸気通路１０中を通過してしまうのを防止し得
て、略全量の吸気を副流入開口１８ｉに流入させ
ることができ効果的に霧化・気化の促進や吸気の
乱れを生起させることができ、しかも該***部２
０，２２により中・高負荷域において吸気に乱れ
を生起させ得て上述同様の効果をも得る。 However, if configured as in the second embodiment, the intake air will go around the tip of the throttle valve 12 and pass through the large-diameter intake passage 10 during the period when the intake flow rate is low at the beginning of the opening of the throttle valve 12. It is possible to prevent almost all of the intake air from flowing into the sub-inflow opening 18i, effectively promoting atomization/vaporization and turbulence of intake air.
0,22 can cause turbulence in the intake air in the medium and high load ranges, and the same effect as described above can also be obtained.
第６図は本発明の第３実施例を示すものであ
る。本第３実施例の特徴とするところは、上述第
２実施例の如き副流入開口１８ｉへの吸気の強制
流入効果を得るため、絞り弁１２の回動軸１４よ
り下流側の弁部１２ａそして上流側の弁部１２ｂ
が該絞り弁１２の回動に従つて吸気通路を閉塞す
べく伸長するように構成した点にある。 FIG. 6 shows a third embodiment of the present invention. The feature of the third embodiment is that in order to obtain the effect of forced intake air into the sub-inflow opening 18i as in the second embodiment, the valve portion 12a on the downstream side of the rotation shaft 14 of the throttle valve 12 and Upstream valve part 12b
is configured to expand as the throttle valve 12 rotates to close the intake passage.
つまり、下流側の弁部１２ａには伸長弁２４を
設け、該伸長が吸気の動圧により果されるように
該伸長弁２４の後端に動圧受部２４ａを設けたも
のである。あるいはまた、上流側の弁部１２ｂの
如くばね等の付勢手段２６により伸長弁２５を通
路閉塞方向に付勢する構成としても良い。 That is, the downstream valve portion 12a is provided with an extension valve 24, and a dynamic pressure receiving portion 24a is provided at the rear end of the extension valve 24 so that the extension is achieved by the dynamic pressure of intake air. Alternatively, the extension valve 25 may be biased in the passage closing direction by a biasing means 26 such as a spring, such as in the upstream valve portion 12b.
しかしてこのようにすれば、絞り弁１２の開放
初期には第６図の想像線の如く所長さまで伸長弁
２４，２５が伸長し、吸気を副流入開口１８ｉに
強制遊動するとともに、絞り弁の閉鎖操作時には
該伸長弁２４，２５の先端は吸気通路１０の壁面
に当接して押し戻され、所定位置に第６図の実線
の如く収納されるものである。しかも吸気通路壁
に***部が存しないので吸入抵抗を増大させる不
都合は無い。 However, by doing this, in the initial stage of opening of the throttle valve 12, the extension valves 24 and 25 are extended to the specified length as shown by the imaginary line in FIG. During the closing operation, the tips of the extension valves 24, 25 come into contact with the wall surface of the intake passage 10, are pushed back, and are housed in predetermined positions as shown by solid lines in FIG. 6. Moreover, since there are no protuberances on the walls of the intake passage, there is no problem of increasing intake resistance.
以上詳細に説明したように本発明によれば、極
めて簡単な構成にも拘らず、低および中負荷域で
の吸気流を高速とすることができ混合気の混合を
促進し壁流を減少し、また効果的に渦流や乱流等
の乱れを生起させることができ、混合気清浄を改
善して燃焼を早め、希簿限界やEGR限界を改善
し、排気の清浄化及び運転性の向上を図ることが
できるとともに燃費の向上を果すことができる。
また、拘負荷域では、吸気の通路断面積が従来の
ものより副吸気通路分だけ確実に増大することか
ら充填効率が高くなり最大出力の増大が図れる。
つまり、機関の広い運転状態の各要求に合致した
理想的な吸気流入形態を実現し得るものである。 As described in detail above, according to the present invention, despite the extremely simple configuration, the intake air flow can be made high in the low and medium load ranges, promoting mixing of the air-fuel mixture and reducing wall flow. It can also effectively generate turbulence such as vortices and turbulence, improve air-fuel mixture cleanliness, accelerate combustion, improve the exhaust gas limit and EGR limit, and improve exhaust purity and drivability. It is possible to achieve improvements in fuel efficiency.
Furthermore, in the constrained load range, the cross-sectional area of the intake passage is reliably increased by the amount of the auxiliary intake passage compared to the conventional one, so that the filling efficiency is increased and the maximum output can be increased.
In other words, it is possible to realize an ideal intake air inflow form that meets various requirements of a wide range of engine operating conditions.
図面は本発明の実施例を示すもので、第１図は
第１実施例の正面縦断面図、第２図は第１図の概
略平面図、第３図は第１図の矢視の側面図、第
４図は第２実施例の正面縦断面図、第５図は第４
図の矢視の側面図、第６図は第３実施例の要部
正面縦断面図である。
６ｓ……吸気弁座、１０……高負荷用吸気通
路、１２……絞り弁、１２ａ，１２ｂ……弁部、
１４……回動軸、１６……低負荷用吸気通路、１
８……副吸気通路、１８ｉ……副流入開口、１８
ｐ……副流出開口、２０，２２……***部。
The drawings show embodiments of the present invention; FIG. 1 is a front longitudinal sectional view of the first embodiment, FIG. 2 is a schematic plan view of FIG. 1, and FIG. 3 is a side view taken in the direction of the arrow in FIG. 1. Figure 4 is a front longitudinal sectional view of the second embodiment, and Figure 5 is the fourth embodiment.
FIG. 6 is a side view in the direction of arrows in the figure, and a front vertical sectional view of the main part of the third embodiment. 6s... Intake valve seat, 10... Intake passage for high load, 12... Throttle valve, 12a, 12b... Valve section,
14...Rotation axis, 16...Low load intake passage, 1
8...Sub-intake passage, 18i...Sub-inflow opening, 18
p... Sub-outflow opening, 20, 22... Protuberance.
Claims (1)
する内燃機関の吸気装置において、前記高負荷用
吸気通路に設けた絞り弁が位置する高負荷用吸気
通路壁に前記絞り弁の開放動作開始後に吸気の分
岐流入が可能となる副流入開口を副吸気通路の始
端として設けるとともに吸気弁座より上流且つ該
吸気弁座付近の通路内に副流出開口を前記副吸気
通路の終端として設け、該副流出開口の開口面積
を前記高負荷用吸気通路の流出開口面積よりも小
さく形成するとともに前記低負荷用吸気通路の流
出開口面積以上に形成したことを特徴とする副吸
気通路を有する内燃機関の吸気装置。1. In an intake system for an internal combustion engine having a high-load intake passage and a low-load intake passage, the opening operation of a throttle valve provided in the high-load intake passage is started on the wall of the high-load intake passage where the throttle valve is located. A sub-inflow opening that later allows branch inflow of intake air is provided as the starting end of the sub-intake passage, and a sub-outflow opening is provided as the terminal end of the sub-intake passage in the passage upstream from the intake valve seat and in the vicinity of the intake valve seat. An internal combustion engine having a sub-intake passage, characterized in that the opening area of the sub-outflow opening is smaller than the outflow opening area of the high-load intake passage and larger than the outflow opening area of the low-load intake passage. Intake device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP55167569A JPS5791319A (en) | 1980-11-28 | 1980-11-28 | Intake device for internal combustion engine with auxiliary intake passage |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP55167569A JPS5791319A (en) | 1980-11-28 | 1980-11-28 | Intake device for internal combustion engine with auxiliary intake passage |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5791319A JPS5791319A (en) | 1982-06-07 |
| JPH044462B2 true JPH044462B2 (en) | 1992-01-28 |
Family
ID=15852160
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP55167569A Granted JPS5791319A (en) | 1980-11-28 | 1980-11-28 | Intake device for internal combustion engine with auxiliary intake passage |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5791319A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5435283A (en) * | 1994-01-07 | 1995-07-25 | Cummins Engine Company, Inc. | Swirl control system for varying in-cylinder swirl |
| DE112006002221B4 (en) * | 2005-09-20 | 2018-06-21 | Avl List Gmbh | Internal combustion engine |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5442523A (en) * | 1977-09-09 | 1979-04-04 | Yamaha Motor Co Ltd | S&ction device of engine |
| JPS54163212A (en) * | 1978-06-15 | 1979-12-25 | Toyota Motor Co Ltd | Suction device for internal combustion engine |
| JPS5540212A (en) * | 1978-09-13 | 1980-03-21 | Toyota Motor Corp | Air inlet device of internal combustion engine |
-
1980
- 1980-11-28 JP JP55167569A patent/JPS5791319A/en active Granted
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5442523A (en) * | 1977-09-09 | 1979-04-04 | Yamaha Motor Co Ltd | S&ction device of engine |
| JPS54163212A (en) * | 1978-06-15 | 1979-12-25 | Toyota Motor Co Ltd | Suction device for internal combustion engine |
| JPS5540212A (en) * | 1978-09-13 | 1980-03-21 | Toyota Motor Corp | Air inlet device of internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5791319A (en) | 1982-06-07 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4196701A (en) | Internal combustion engine intake system having auxiliary passage bypassing main throttle to produce swirl in intake port | |
| US7455044B2 (en) | Intake device of internal combustion engine | |
| JPS5844843B2 (en) | Internal combustion engine intake passage | |
| JPH048606B2 (en) | ||
| JPS6232328B2 (en) | ||
| JPH044462B2 (en) | ||
| JPS5922251Y2 (en) | internal combustion engine | |
| JP3726901B2 (en) | Internal combustion engine control device and swirl generator | |
| JPS5936090B2 (en) | Internal combustion engine intake system | |
| JPS6364616B2 (en) | ||
| JPH0348334B2 (en) | ||
| JPH0315623A (en) | Intake three-valve engine | |
| JPH1122470A (en) | Fuel injection device of lean burn engine | |
| JP3557314B2 (en) | Intake device for internal combustion engine | |
| CA1208088A (en) | Internal combustion engine | |
| KR19980033430A (en) | Engine intake system | |
| JP2977381B2 (en) | Internal combustion engine intake port | |
| JPH0583732B2 (en) | ||
| JPS5825855B2 (en) | Intake throttle valve for in-cylinder fuel injection spark ignition engine | |
| JP3147571B2 (en) | Intake device for internal combustion engine | |
| JPH112134A (en) | Intake device for internal combustion engine | |
| JPS5833204Y2 (en) | Internal combustion engine sub-intake valve structure | |
| JPS61116026A (en) | Intake-air device in internal-combustion engine | |
| JP2004183593A (en) | Air intake device for internal combustion engine | |
| KR100222848B1 (en) | The structure for generating of intake swirl in an internal combustion engine |