JPH0842349A - Intake device of multi-cylinder engine - Google Patents
Intake device of multi-cylinder engineInfo
- Publication number
- JPH0842349A JPH0842349A JP7186954A JP18695495A JPH0842349A JP H0842349 A JPH0842349 A JP H0842349A JP 7186954 A JP7186954 A JP 7186954A JP 18695495 A JP18695495 A JP 18695495A JP H0842349 A JPH0842349 A JP H0842349A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- volume chamber
- passages
- passage
- volume
- 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
Classifications
-
- 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
- Characterised By The Charging Evacuation (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、吸気の動的効果を
利用して出力の向上を図るようにした多気筒エンジンの
吸気装置の改良に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of an intake system for a multi-cylinder engine that utilizes the dynamic effect of intake air to improve output.
【０００２】[0002]
【従来の技術】従来から、エンジンの吸気装置におい
て、吸気開始に伴って生じる負圧波（負圧の圧力波）が
吸気通路上流側の大気または吸気拡大室への開口端で反
射反転して正圧波（正圧の圧力波）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することは知られている。このよう
な技術を用いようとする場合に、吸気通路の形状が一定
であると、吸気通路に生じる圧力波の振動周期と吸気弁
の開閉周期とがマッチングして吸気慣性効果が高められ
るのは特定回転域に限られる。2. Description of the Related Art Conventionally, in an intake system of an engine, a negative pressure wave (a pressure wave of negative pressure) generated with the start of intake is reflected and inverted at the open end to the atmosphere on the upstream side of the intake passage or the intake expansion chamber to be positive. Utilizing the fact that a pressure wave (pressure wave of positive pressure) is returned to the intake port direction, the positive pressure wave reaches the intake port just before the intake valve is closed and pushes the intake air into the combustion chamber. It is known to increase the charging efficiency of the intake air by the inertia effect of. When such a technique is used, if the shape of the intake passage is constant, the vibration cycle of the pressure wave generated in the intake passage and the opening / closing cycle of the intake valve are matched to enhance the intake inertia effect. Limited to specific rotation range.
【０００３】このため、従来、特開昭５６−１１５８１
９号公報にみられるように、エンジンの回転数に応じて
吸気通路の長さ等を変えるようにし、例えば、各気筒別
の吸気通路を上流部で２叉に分岐させて長い通路と短い
通路とを形成し、これらの通路の上流端を吸気拡大室等
に開口させるとともに、短い通路に制御弁を設けて、高
回転域でこの制御弁を開くことにより吸気通路の有効長
を短縮するようにしたもの（上記公報の第６図参照）が
提案されており、該エンジンの吸気装置によると、低回
転域と高回転域とでそれぞれ吸気の慣性効果を高めるこ
とができる。Therefore, in the past, Japanese Patent Laid-Open No. 56-11581
As disclosed in Japanese Patent Publication No. 9, the length of the intake passage is changed according to the number of revolutions of the engine. For example, the intake passage for each cylinder is bifurcated in the upstream portion to form a long passage and a short passage. And the upstream ends of these passages are opened to the intake expansion chamber and the like, and a control valve is provided in a short passage so that the effective length of the intake passage is shortened by opening this control valve in the high rotation range. (See FIG. 6 of the above publication) is proposed, and according to the intake system of the engine, the inertial effect of intake can be enhanced in the low rotation range and the high rotation range.
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、上記従
来の構造では、吸気系が大型のものとなると共に、同一
の容積室に長・短の通路を連通しているため、容積室の
容量によっては高回転時の振動周波数とマッチングせず
にトルクが低下する可能性があることから、設計自由度
が低いという問題がある。However, in the above-mentioned conventional structure, the intake system becomes large and the long and short passages communicate with the same volume chamber. There is a problem that the degree of freedom in design is low because the torque may decrease without matching with the vibration frequency at the time of high rotation.
【０００５】そこで、上記容積室として、低速用の容積
室と高速用の容積室とを別途に設けて、各容積室をそれ
ぞれの領域で出力が最も得られる容積に設定するととも
に、この吸気系を可及的にコンパクトにすることが考え
られる。しかし、この場合、制御弁の開弁時に使用され
る上記高速用容積室の設定次第、例えばコンパクトに設
定しすぎると、幅広い運転域において吸気動的効果によ
る出力向上を確保することができないことがある。Therefore, as the above-mentioned volume chamber, a low-speed volume chamber and a high-speed volume chamber are separately provided, and each volume chamber is set to a volume at which the output is best obtained in each region. It is conceivable to make as compact as possible. However, in this case, depending on the setting of the high-speed volume chamber used when the control valve is opened, for example, if it is set too compact, it is not possible to secure the output improvement due to the intake dynamic effect in a wide operating range. is there.
【０００６】本発明はかかる点に鑑みてなされたもので
あり、上記高速用容積室の断面積を適切に設定するだけ
で、幅広い運転域での吸気動的効果による出力向上を確
保することにある。The present invention has been made in view of the above circumstances, and it is possible to secure an output improvement due to an intake dynamic effect in a wide operating range only by appropriately setting the cross-sectional area of the high-speed volume chamber. is there.
【０００７】[0007]
【課題を解決するための手段】上記の課題を解決するた
め、請求項１の発明の手段は、第１容積室の下流に各気
筒に対応して設けられた独立吸気通路を接続した多気筒
エンジンの吸気装置において、上記各独立吸気通路の途
中から分岐して設けられた分岐路と、該各分岐路の他端
に接続され、上記各独立吸気通路間を各分岐路を介して
連通する第２容積室と、上記各分岐路に設けられ、エン
ジンの運転状態に応じて分岐路を開閉するよう開閉作動
する制御弁とを備え、上記第２容積室の断面積を上記各
独立吸気通路の断面積よりも大きく設定したものとす
る。In order to solve the above-mentioned problems, the means of the invention of claim 1 is a multi-cylinder in which an independent intake passage is provided downstream of the first volume chamber corresponding to each cylinder. In an intake device of an engine, a branch passage that is branched from the middle of each of the independent intake passages, and is connected to the other end of each of the branch passages, and communicates between the independent intake passages through the respective branch passages. A second volume chamber and a control valve provided in each of the branch passages and opened / closed so as to open / close the branch passage according to an operating state of the engine, and a cross-sectional area of the second volume chamber is provided in each of the independent intake passages. It should be set larger than the cross-sectional area of.
【０００８】これにより、請求項１では、エンジンの運
転状態に応じて制御弁が開閉状態となる。そして、制御
弁の閉弁時には、各気筒は各々対応する独立吸気通路を
介して第１容積室に連通する一方、制御弁の開弁時に
は、各気筒は各々対応する独立吸気通路及びその途中か
ら分岐した分岐路を介して第２容積室にも連通するの
で、広い運転域に亘って吸気の動的効果が発揮され、出
力の向上が図られる。As a result, in the first aspect, the control valve is opened / closed according to the operating state of the engine. Then, when the control valve is closed, each cylinder communicates with the first volume chamber through the corresponding independent intake passage, while when the control valve is opened, each cylinder is connected from the corresponding independent intake passage and the middle thereof. Since it also communicates with the second volume chamber via the branched branch passage, the dynamic effect of intake air is exhibited over a wide operating range, and the output is improved.
【０００９】その場合、上記第２容積室の断面積を上記
各独立吸気通路の断面積よりも大きく設定するだけの簡
単な変更で、高回転時の吸気系の固有振動数が変更し
て、高回転時、より高回転側で吸気の動的効果が得られ
る。In this case, the natural frequency of the intake system at the time of high rotation is changed by simply changing the cross-sectional area of the second volume chamber to be larger than the cross-sectional area of each of the independent intake passages. At high rotation speed, the dynamic effect of intake is obtained on the higher rotation speed side.
【００１０】そして、請求項２の発明では、上記制御弁
を、エンジン運転状態としてエンジン回転数に応じて開
閉作動させ、エンジンの低回転域では分岐路を閉じ、高
回転域では分岐路を開くようにしている。これにより、
低回転域と高回転域とで吸気動的効果による出力の向上
を得ながら、上記請求項１と同様に幅広い運転域での出
力向上の確保を図ることができる。According to the second aspect of the invention, the control valve is opened / closed in accordance with the engine speed as an engine operating state, and the branch passage is closed in the low engine speed range and the branch path is opened in the high engine speed range. I am trying. This allows
As in the first aspect, it is possible to ensure the output improvement in a wide operating range while obtaining the output improvement due to the intake dynamic effect in the low rotation range and the high rotation range.
【００１１】さらに、請求項３の発明では、上記請求項
２における制御弁を、エンジン負荷が所定負荷以上の領
域でのみ開閉作動させるものとする。これにより、上記
制御弁の開閉が所定負荷以上の高負荷領域のみで行われ
るので、制御弁の開閉頻度をできるだけ少なくでき、制
御弁の信頼性の向上を図ることができる。Further, in the invention of claim 3, the control valve according to claim 2 is opened and closed only in a region where the engine load is equal to or higher than a predetermined load. As a result, the opening and closing of the control valve is performed only in the high load region of a predetermined load or more, so that the frequency of opening and closing the control valve can be minimized and the reliability of the control valve can be improved.
【００１２】[0012]
【発明の実施の形態】以下、本発明の実施の形態につい
て図面に基づいて詳細に説明する。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will now be described in detail with reference to the drawings.
【００１３】図１〜図４は本発明を４気筒４サイクルエ
ンジンに適用した場合の実施形態を示す。同図におい
て、１はシリンダブロック２およびシリンタヘッド３等
からなるエンジン本体であって、該エンジン本体１には
その長手方向に第１〜第４の４つの気筒４，４，…が直
列状に形成されている。この各気筒４にはそれぞれ燃焼
室５が形成されている。1 to 4 show an embodiment in which the present invention is applied to a 4-cylinder 4-cycle engine. In the figure, reference numeral 1 denotes an engine body composed of a cylinder block 2 and a cylinder head 3 and the like, and the first to fourth four cylinders 4, 4, ... Are formed in series in the longitudinal direction of the engine body 1. Has been done. A combustion chamber 5 is formed in each of the cylinders 4.
【００１４】６は気筒毎に互いに独立して設けられた独
立吸気通路であって、該各独立吸気通路６は、シリンダ
ヘッド３内に形成され独立吸気通路６の下流端部を構成
する吸気ポート７を介して各気筒４の燃焼室５に開口し
ている。また、８はエンジン長手方向に平行に延びる略
角筒形状のタンクよりなる吸気拡大室であって、該吸気
拡大室８は仕切板９によって上下に仕切られて上側に比
較的大きな容積の第１容積室８a と下側に比較的小さな
容積の第２容積室８b とに区画されている。そして、上
記各独立吸気通路６，６…の上流端はそれぞれほぼ同一
通路長でもって上記吸気拡大室８の第１容積室８a に連
通接続されている。該第１容積室８a の一端面には外気
を導入する吸気導入管１０が接続されていて、該吸気導
入管１０内には吸入空気量を制御するスロットル弁１１
が配設されており、上記吸気導入管１０により第１容積
室８a に導入された吸気を各独立吸気通路６を介して各
気筒４の燃焼室５に供給するようになされている。ま
た、上記吸気ポート７には吸気弁１２が設けられてい
る。Reference numeral 6 denotes an independent intake passage provided independently of each other for each cylinder, and each independent intake passage 6 is formed in the cylinder head 3 and constitutes an intake port forming a downstream end portion of the independent intake passage 6. It opens to the combustion chamber 5 of each cylinder 4 via 7. The reference numeral 8 designates an intake expansion chamber composed of a substantially rectangular tubular tank extending parallel to the longitudinal direction of the engine. The intake expansion chamber 8 is vertically partitioned by a partition plate 9 and has a relatively large volume on the upper side. It is divided into a volume chamber 8a and a second volume chamber 8b having a relatively small volume on the lower side. The upstream ends of the independent intake passages 6, 6 ... Are connected to the first volume chamber 8a of the intake expansion chamber 8 with substantially the same passage length. An intake air introducing pipe 10 for introducing outside air is connected to one end surface of the first volume chamber 8a, and a throttle valve 11 for controlling an intake air amount is provided in the intake air introducing pipe 10.
The intake air introduced into the first volume chamber 8a by the intake introduction pipe 10 is supplied to the combustion chamber 5 of each cylinder 4 through each independent intake passage 6. An intake valve 12 is provided in the intake port 7.
【００１５】さらに、上記各独立吸気通路６の途中箇所
から分岐路としての第２通路１３が分岐していて、該各
第２通路１３，１３…の他端はそれぞれほぼ同一通路長
でもって上記吸気拡大室８の第２容積室８b に連通接続
されており、これにより第２容積室８b 及び各第２通路
１３によって各独立吸気通路６，６…同士は相互に連通
しており、第２容積室８ｂ及び第２通路１３によって連
通路が構成されている。この場合、図１に示すように、
第２通路１３は独立吸気通路６に対して鋭角の交差角で
合流している。Further, a second passage 13 as a branch passage is branched from an intermediate point of each of the independent intake passages 6, and the other ends of the second passages 13, 13 ... .. are connected to the second volume chamber 8b of the intake expansion chamber 8 so that the independent intake passages 6, 6 ... Are communicated with each other by the second volume chamber 8b and the respective second passages 13. The volume chamber 8b and the second passage 13 form a communication passage. In this case, as shown in FIG.
The second passage 13 joins the independent intake passage 6 at an acute intersection angle.
【００１６】また、上記各第２通路１３における開口部
近傍にはそれぞれ第２通路１３を開閉する制御弁として
のバタフライ式のシャッター弁１４が設けられており、
この各シャッター弁１４は、吸気拡大室８長手方向と平
行に延びるバルブシャフト１５に回動可能に支持されて
いる。この場合、シャッター弁１４は、図１の一点鎖線
で示すように、開弁時に一端部が独立吸気通路６内に進
出する一方、他端部が第２通路１３内に退避し、且つ一
端部がシャッター弁１４の回動軸よりも吸気の流入方向
の下流側に位置するように設けられている。このように
シャッター弁１４を設けたため、独立吸気通路６を流通
する吸気はバタフライ式シャッター弁１４の独立吸気通
路側の面に沿って下流側に流れるので、開弁時にシャッ
ター弁１４の一端部が独立吸気通路６内に進出するにも
拘らず、吸気抵抗の増大を極力抑制することができる。A butterfly type shutter valve 14 as a control valve for opening and closing the second passage 13 is provided near the opening of each second passage 13.
Each shutter valve 14 is rotatably supported by a valve shaft 15 extending parallel to the longitudinal direction of the intake expansion chamber 8. In this case, as shown by the alternate long and short dash line in FIG. 1, one end of the shutter valve 14 advances into the independent intake passage 6 while the other end of the shutter valve 14 retreats into the second passage 13 and Are provided so as to be located on the downstream side of the rotation axis of the shutter valve 14 in the intake air inflow direction. Since the shutter valve 14 is provided in this way, intake air flowing through the independent intake passage 6 flows downstream along the surface of the butterfly shutter valve 14 on the independent intake passage side, so that one end of the shutter valve 14 is opened when the valve is opened. Despite advancing into the independent intake passage 6, the increase in intake resistance can be suppressed as much as possible.
【００１７】そして、各シャッター弁１４は、図示して
いないが、エンジン回転数検出手段等の出力を受ける制
御回路によりアクチュエータを介して開閉制御され、上
記第２容積室８b による各独立吸気通路６，６…相互間
の連通をエンジン運転状態に応じて制御し、エンジン回
転数が設定値未満の低回転域では閉じられ、エンジン回
転数が設定値以上の高回転域では開かれるように制御さ
れる。なお、このようなエンジン回転数に応じたシャッ
ター弁１４の開閉作動は、少なくとも出力が要求される
高負荷時において行われるようにすればよく、低負荷時
にはシャッター弁１４が開状態または閉状態に保たれる
ようにしてもよい。Although not shown, each shutter valve 14 is controlled to be opened / closed via an actuator by a control circuit that receives an output of an engine speed detecting means or the like, and each independent intake passage 6 by the second volume chamber 8b. , 6 ... Controls communication between each other according to the engine operating state, and is controlled so as to be closed in a low speed range where the engine speed is less than a set value and opened in a high speed range where the engine speed is higher than the set value. It It should be noted that the opening / closing operation of the shutter valve 14 according to the engine speed as described above may be performed at least during high load when output is required, and when the load is low, the shutter valve 14 is opened or closed. It may be kept.
【００１８】そして、このような吸気系システムにおい
て、１６は、上記吸気拡大室８、各独立吸気通路６，６
…および各第２通路１３，１３…を形成するための吸気
系構造体であって、該構造体１６は、吸気拡大室８（第
１容積室８a および第２容積室８b ）を構成するタンク
部１７と、該タンク部１７のエンジン側とは反対側の側
辺上部から側辺および下辺にかけてタンク部１７の周囲
を迂回して延び、かつその構成壁の一部つまり側壁およ
び下壁を利用して各独立吸気通路６，６…の上流側部分
６a ，６a …をその各上流端がタンク部１７（第１容積
室８a ）側辺上部に開口するように一体的に形成する一
体吸気管部１８，１８…と、該各一体吸気管部１８，１
８…の下辺部からエンジン側へ向かって各気筒別に分岐
して延び、各独立吸気通路６，６…の下流側部分６b ，
６b …を形成する分岐吸気管部１９，１９…と、上記各
一体吸気管部１８の分岐吸気管部１９近傍においてタン
ク部１７（第２容積室８b ）の構成壁のうちの下壁を利
用して各独立吸気通路６の途中を第２容積室８b に連通
する第２通路１３を一体的に形成する連通管部２０，２
０…と、上記各分岐吸気管部１９，１９…の先端部を互
いに連結するフランジ部２１とからなり、該フランジ部
２１にてエンジン本体１に対し各分岐吸気管部１９の独
立吸気通路下流側部分６b を各気筒４の吸気ポート７に
合致せしめた状態でボルト２２，２２…を側方から挿入
して締付けることによりエンジン本体１に固定される。
また、上記タンク部１７のエンジン側の側辺上部はエン
ジン側に膨出するように形成されており、第１容積室８
a の容積を十分に確保するようにしている。In such an intake system, 16 is the intake expansion chamber 8 and each of the independent intake passages 6 and 6.
, And each of the second passages 13, 13 ..., which is an intake system structure, and the structure 16 is a tank that constitutes the intake expansion chamber 8 (first volume chamber 8a and second volume chamber 8b). The part 17 and a part of the constituent wall, that is, the side wall and the lower wall, which extend around the periphery of the tank part 17 from the upper side of the side opposite to the engine side of the tank part 17 to the side and the lower side. The integral intake pipe integrally forming the upstream side portions 6a, 6a ... Of the independent intake passages 6, 6 ... so that the upstream ends thereof open to the upper side of the side of the tank portion 17 (first volume chamber 8a). .. and the respective integral intake pipe portions 18, 1
8 ... Branches from the lower side toward the engine side for each cylinder, and extends downstream from the independent intake passages 6, 6 ...
6b, and the lower wall of the constituent walls of the tank portion 17 (second volume chamber 8b) in the vicinity of the branch intake pipe portion 19 of each of the integral intake pipe portions 18 described above. Then, the communication pipe portions 20, 2 integrally forming the second passage 13 communicating with the second volume chamber 8b in the middle of each independent intake passage 6
0 and a flange portion 21 that connects the tip portions of the branch intake pipe portions 19, 19 to each other, and the flange portion 21 connects the branch intake pipe portion 19 to the engine body 1 downstream of the independent intake passage. The side portions 6b are fixed to the engine body 1 by inserting and tightening the bolts 22 from the side while the side portions 6b are fitted to the intake ports 7 of the cylinders 4.
The upper part of the side of the tank portion 17 on the engine side is formed so as to bulge toward the engine side.
The volume of a is secured sufficiently.
【００１９】また、上記各分岐吸気管部１９の独立吸気
通路下流側部分６b および各吸気ポート７は、斜め上方
から燃焼室５に向ってほぼ直線状に延びて燃焼室５に開
口するように形成されている。そして、該各分岐吸気管
部１９の独立吸気通路下流側部分６b の下流端近傍上部
には噴射弁装着孔２３が形成されており、燃料噴射弁２
４はその先端噴射口部がシールリング２３a を介して装
着孔２３に挿入されて固定されている。この装着孔２３
及び燃料噴射弁２４の取付方向は該噴射弁２４からの燃
料が燃焼室５の吸気弁１２に向って噴射されるように装
着されていて、各燃料噴射弁２４，２４…はエンジン長
手方向に平行に配設された燃料供給管２５に連通接続さ
れている。このことにより、燃料噴射弁２４は分岐吸気
管部１９にほぼ沿って寝た状態で取付けられることとな
り、該燃料噴射弁２４の中心線の延長線ｌ上に上記吸気
拡大室８（タンク部１７）が燃料噴射弁２４および燃料
供給管２５に近接して位置することになる。Further, the independent intake passage downstream side portion 6b of each branch intake pipe portion 19 and each intake port 7 extend in a substantially straight line from obliquely above toward the combustion chamber 5 and open into the combustion chamber 5. Has been formed. An injection valve mounting hole 23 is formed in the upper portion of the branch intake pipe portion 19 near the downstream end of the independent intake passage downstream side portion 6b.
4 has its tip injection port portion inserted and fixed in the mounting hole 23 via a seal ring 23a. This mounting hole 23
The fuel injection valve 24 is mounted so that the fuel from the injection valve 24 is injected toward the intake valve 12 of the combustion chamber 5, and the fuel injection valves 24, 24 ... Are arranged in the longitudinal direction of the engine. The fuel supply pipes 25 arranged in parallel are communicatively connected. As a result, the fuel injection valve 24 is mounted in a lying state substantially along the branch intake pipe portion 19, and the intake expansion chamber 8 (tank portion 17 is provided on the extension line 1 of the center line of the fuel injection valve 24). ) Is located close to the fuel injection valve 24 and the fuel supply pipe 25.
【００２０】また、上記各連通管部２０の第２通路１３
にシャッター弁１４が配設されること、および吸気拡大
室８（タンク部１７）が燃料噴射弁２４の中心延長線ｌ
上に位置することから、上記吸気系構造体１６は、その
タンク部１７において、上記中心延長線ｌよりも下側の
位置でかつ各第２通路１３，１３…を含む吸気拡大室８
の第２容積室８b の部分と吸気拡大室８の第１容積室８
a との間としての上記仕切板９の位置で吸気拡大室８の
長手方向に沿った分割面によって上下に分割されて形成
されていて、タンク部１７の上半部および各一体吸気管
部１８，１８…の上半部が一体成形された上側分割体１
６a と、タンク部１７の下半部，一体吸気管部１８，１
８…の下半部、各分岐吸気管部１９，１９…、各連通管
部２０，２０…およびフランジ部２１が一体成形された
下側分割体１６b とからなり、両分割体１６a ，１６b
が上記仕切板９を介して接合され、ボルト２６，２６…
を下方から挿入して締付けることにより気密的に結合さ
れてなる。Further, the second passage 13 of each of the communicating pipe portions 20.
Is provided with the shutter valve 14, and the intake expansion chamber 8 (tank portion 17) is provided with a center extension line l of the fuel injection valve 24.
Since it is located above, the intake system structure 16 has the intake expansion chamber 8 in the tank portion 17 at a position lower than the center extension line 1 and including the second passages 13, 13.
Of the second volume chamber 8b and the first volume chamber 8 of the intake expansion chamber 8
It is formed by dividing the upper and lower parts of the tank part 17 and each integral intake pipe part 18 at a position of the partition plate 9 between a and a by a dividing surface along the longitudinal direction of the intake expansion chamber 8. , 18 ... Upper half 1 integrally formed with the upper half part
6a, the lower half of the tank portion 17, the integrated intake pipe portions 18, 1
8 is composed of a lower half part, branch intake pipe parts 19, 19 ..., communication pipe parts 20, 20 ... and a lower part 16b integrally formed with a flange part 21, and both parts 16a, 16b.
Are joined via the partition plate 9, and the bolts 26, 26 ...
Are tightly connected by inserting from below and tightening.
【００２１】また、図４に詳示するように、上記タンク
部１７（第２容積室８b ）の下壁には、各第２通路１３
の第２容積室８b への開口部間および両端部にシャッタ
ー弁１４のバルブシャフト１５を回転自在に支承するボ
ス部２７，２７…が一体に形成されているとともに、上
記各開口部周囲つまりシャッター弁１４の弁体１４aが
着座する弁座部分には上記各ボス部２７，２７を一連に
連続させるように環状に***するリブ部２８，２８…が
一体に形成されており、このリブ部２８，２８…を介し
て一連に連なるボス部２７，２７…によって吸気拡大室
８（タンク部１７）のエンジン長手方向の剛性を増大さ
せるようにしている。また、２９はボス部２７に沿って
形成され、第２通路１３開口部周りの環状リブ部２８，
２８同士を連結するリブ部である。Further, as shown in detail in FIG. 4, each of the second passages 13 is formed on the lower wall of the tank portion 17 (second volume chamber 8b).
Are integrally formed between the openings to the second volume chamber 8b and at both ends thereof so as to rotatably support the valve shaft 15 of the shutter valve 14, and the periphery of each of the openings, that is, the shutter. Ribs 28, 28 ... Which are annularly raised so as to continuously connect the bosses 27, 27 are integrally formed on the valve seat portion on which the valve body 14a of the valve 14 is seated. , 28 are connected in series to increase the rigidity of the intake expansion chamber 8 (tank part 17) in the longitudinal direction of the engine. Further, 29 is formed along the boss portion 27 and has an annular rib portion 28 around the opening of the second passage 13,
It is a rib portion that connects the 28 to each other.
【００２２】また、図４に示す如く上記第２通路１３は
第２容積室８b 側からドリルで穴明け加工されるが、こ
の第２通路１３の独立吸気通路６との接続部を滑らかな
Ｒ部に形成して、第２通路１３の通路断面積の変化を小
さくかつ緩かなものに抑え、第２容積室８b から第２通
路１３を介しての独立吸気通路６への流通抵抗およびそ
の変化を小さく抑えるようにしている。Further, as shown in FIG. 4, the second passage 13 is drilled from the second volume chamber 8b side by a drill, and the connection portion of the second passage 13 with the independent intake passage 6 is smoothed. Formed in the second portion 13 to suppress the change of the passage cross-sectional area of the second passage 13 to be small and gentle, and to prevent the flow resistance from the second volume chamber 8b to the independent intake passage 6 via the second passage 13 and its change. Is kept small.
【００２３】そして、本発明の所要の作用を有効に発揮
させる上での適当な第１および第２容積室８a ，８b の
大きさとしては、第１容積室８a は排気量の０．５倍以
上の容量とし、第２容積室８b は排気量の１．５倍以下
の容量としておくことが望ましい。さらに、上記第２容
積室８b は第１容積室８a よりも容量を小さくし、かつ
第２容積室８b の断面積は各独立吸気通路６の断面積よ
りも大きく設定されている。The appropriate size of the first and second volume chambers 8a and 8b for effectively exhibiting the required operation of the present invention is that the first volume chamber 8a is 0.5 times the displacement. With the above capacity, it is desirable that the second volume chamber 8b has a capacity not more than 1.5 times the exhaust amount. Further, the second volume chamber 8b has a smaller capacity than the first volume chamber 8a, and the cross-sectional area of the second volume chamber 8b is set larger than the cross-sectional area of each independent intake passage 6.
【００２４】次に、上記実施形態の作用について述べる
に、各シャッター弁１４が閉じて第２通路１３の閉塞に
よって第２容積室８b による各独立吸気通路６，６…相
互間の連通が遮断されている状態では、各気筒４の吸気
行程で生じる負圧波が第１容積室８a まで伝播されてこ
こで反射され、つまり比較的長い通路を通して上記負圧
波およびその反射波が伝播することにより、低回転域に
おいてこのような圧力波の振動周期が吸気弁開閉周期に
マッチングすることになり、低回転域での吸気の慣性効
果が高められて、吸気充填効率が高められる。Next, the operation of the above embodiment will be described. When the shutter valves 14 are closed and the second passage 13 is closed, the communication between the independent intake passages 6, 6 ... By the second volume chamber 8b is cut off. In this state, the negative pressure wave generated in the intake stroke of each cylinder 4 propagates to the first volume chamber 8a and is reflected there, that is, the negative pressure wave and its reflected wave propagate through a relatively long passage, so that the low pressure wave is reduced. The vibration cycle of such a pressure wave matches the intake valve opening / closing cycle in the rotation range, the inertia effect of intake air in the low rotation range is enhanced, and the intake charging efficiency is enhanced.
【００２５】一方、上記各シャッター弁１４が開かれ第
２通路１３が開放されて、第２容積室８b により各独立
吸気通路６，６…相互間が連通している状態では、各気
筒４の吸気行程で生じる負圧波が上記第２通路１３を介
して第２容積室８b で反射されてこの負圧波および反射
波の伝播に供される通路長さが短くなることにより、高
回転域で吸気慣性効果が高められるとともに、この運転
域では他の気筒から伝播される圧力波も第２容積室８b
を介して有効に作用することになり、高回転域での充填
効率が大幅に高められる。従って、少なくとも高負荷時
に、上記低回転域と高回転域との吸気慣性効果が得られ
る各回転数の中間回転数に相当する所定回転数を境に、
これより低回転側でシャッター弁１４を閉じ、これより
高回転側でシャッター弁１４を開くようにしておくこと
により、全回転域で吸気充填効率が高められて出力を向
上させることができる。特に、高回転域での吸気充填効
率は、従来のように単に吸気通路を短縮させて慣性効果
を高めるようにした場合と比べても、気筒間の圧力伝播
作用でより一層高められることとなる。On the other hand, in a state where the shutter valves 14 are opened, the second passage 13 is opened, and the independent intake passages 6, 6 ... Are communicated with each other by the second volume chamber 8b, The negative pressure wave generated in the intake stroke is reflected by the second volume chamber 8b through the second passage 13 and the passage length used for propagating the negative pressure wave and the reflected wave is shortened. The inertial effect is enhanced, and the pressure wave propagating from other cylinders in this operating range also receives the second volume chamber 8b.
Thus, the filling efficiency in the high rotation range is significantly improved. Therefore, at least when the load is high, at a predetermined rotational speed corresponding to an intermediate rotational speed of each rotational speed at which the intake inertia effect of the low rotational speed and the high rotational speed is obtained,
By closing the shutter valve 14 on the lower rotation side and opening the shutter valve 14 on the higher rotation side than this, the intake charging efficiency can be increased and the output can be improved in the entire rotation range. In particular, the intake charge efficiency in the high engine speed range is further enhanced by the pressure propagation action between the cylinders, as compared with the conventional case where the intake passage is simply shortened to increase the inertia effect. .
【００２６】さらに、吸気行程が終わり吸気弁１２が燃
焼室５の吸気口を閉塞したときには、上記反射波の伝播
により独立吸気通路６の吸気ポート７に圧力波が伝わる
が、該圧力波は吸気弁１２で反射された後、第２通路１
３及び第２容積室８b を通って吸気行程の独立吸気通路
６に伝播、導入される。この場合、第２通路１３は独立
吸気通路６に対して鋭角の交差角を有して合流している
ため、圧力波は、吸気行程が終了した独立吸気通路６か
ら該独立吸気通路６の途中部で開口する第２通路１３に
スムーズに導入された後、第２容積室８b 及び吸気行程
の独立吸気通路６の途中部で開口する第２通路１３から
吸気行程の独立吸気通路６にスムーズに導入される。こ
のため、当該独立吸気通路６の吸気ポート７に圧力波が
効率良く伝達されるので、吸気の充填効率が向上する。Further, when the intake stroke ends and the intake valve 12 closes the intake port of the combustion chamber 5, the pressure wave is transmitted to the intake port 7 of the independent intake passage 6 by the propagation of the reflected wave, but the pressure wave is intaken. After being reflected by the valve 12, the second passage 1
3 and the second volume chamber 8b to be propagated and introduced into the independent intake passage 6 in the intake stroke. In this case, since the second passage 13 merges with the independent intake passage 6 with an acute angle of intersection, the pressure wave is transmitted from the independent intake passage 6 after the intake stroke to the middle of the independent intake passage 6. After being smoothly introduced into the second passage 13 that opens in the section, the second volume chamber 8b and the second passage 13 that opens in the middle of the independent intake passage 6 in the intake stroke smoothly into the independent intake passage 6 in the intake stroke. be introduced. Therefore, the pressure wave is efficiently transmitted to the intake port 7 of the independent intake passage 6, so that the intake charging efficiency is improved.
【００２７】その場合、上記第２容積室８b の断面積を
上記各独立吸気通路６の断面積よりも大きく設定するだ
けの簡単な変更で、高回転時の吸気系の固有振動数が変
更して、高回転時、より高回転側で上記の如き吸気の動
的効果が得られる。In this case, the natural frequency of the intake system at the time of high rotation can be changed by simply changing the cross-sectional area of the second volume chamber 8b to be larger than the cross-sectional area of each of the independent intake passages 6. Thus, at high rotation speed, the dynamic effect of intake air as described above can be obtained at the higher rotation speed side.
【００２８】そして、この場合、吸気系構造体１６にお
ける吸気拡大室８（第１容積室８aおよび第２容積室８b
）を構成するタンク部１７と各独立吸気通路６の上流
側部分６a を構成する一体吸気管部１８と各独立吸気通
路６の下流側部分６b を構成する分岐吸気管部１９と各
第２通路１３を構成する連通管部２０とによって、各独
立吸気通路６が吸気拡大室８の周囲に迂回しながらかつ
吸気拡大室８（タンク部１７）の構成壁の一部を利用し
て一体的に形成されているとともに、各第２通路１３が
吸気拡大室８（第２容積室８b ）の構成壁の一部と一体
的に形成されているので、上記独立吸気通路６の所要長
さおよび吸気拡大室８の第１および第２容積室８a ，８
b の各所要容積を得るに当って、これら吸気系をコンパ
クトに小型のものに形成することができ、よって限られ
たスペース（エンジンルーム）内で上記所要長さおよび
所要容積を十分に確保することができ、車載性の向上を
図ることができる。In this case, the intake expansion chamber 8 (the first volume chamber 8a and the second volume chamber 8b) in the intake system structure 16 is provided.
), An integral intake pipe portion 18 that constitutes the upstream portion 6a of each independent intake passage 6, a branch intake pipe portion 19 that constitutes the downstream portion 6b of each independent intake passage 6, and each second passage. 13 and the communication pipe portion 20 constituting each unit 13, the individual intake passages 6 bypass the periphery of the intake expansion chamber 8 and are integrally formed by utilizing a part of the constituent wall of the intake expansion chamber 8 (tank portion 17). Since the second passages 13 are formed integrally with a part of the constituent wall of the intake expansion chamber 8 (second volume chamber 8b), the required length of the independent intake passage 6 and the intake air are increased. The first and second volume chambers 8a, 8 of the expansion chamber 8
In obtaining each required volume of b, these intake systems can be made compact and small, so that the required length and required volume can be sufficiently secured in a limited space (engine room). Therefore, the vehicle mountability can be improved.
【００２９】また、この場合、燃料噴射弁２４が上記分
岐吸気管部１９の下流端近傍つまり独立吸気通路６の下
流側においてその噴射燃料をその霧化を良好にしながら
燃焼室５に応答性良く供給すべく燃焼室５に向けて装着
されている関係上、該燃料噴射弁２４の中心延長線ｌ上
に近接して吸気系構造体１６のタンク部１７（吸気拡大
室８）が位置すること、および上記各第２通路１３にシ
ャッター弁１４を配設することが必要である。このた
め、上記吸気系構造体１６はそのタンク部１７において
上記中心延長線ｌよりも下側即ち分岐吸気管部１９側の
位置でかつ仕切板９の位置で吸気拡大室８の長手方向に
沿った分割面で上下に上側分割体１６a と下側分割体１
６b とに分割され両分割体１６a ，１６b が仕切板９を
介して結合されてなるので、下側分割体１６b をそのフ
ランジ部２１にてエンジン本体１に側方からのボルト２
２による締付けにより取付けたのち、該下側分割体１６
b の各分岐吸気管部１９の噴射弁装着孔２３に燃料噴射
弁２４を中心延長線ｌ方向から挿入し燃料供給管２５を
下側分割体１６b に固定することによって各燃料噴射弁
２４を取付けるとともに、下側分割体１６b の各連通管
部２０の第２通路１３にその上方からシャッター弁１４
を挿入してバルブシャフト１５に固定し、しかる後上記
下側分割体１６b に対して仕切板９を介在させて上側分
割体１６a を接合して下方からのボルト２６の締付けに
より両者１６a ，１６b を一体に結合することによっ
て、良好な成形性を確保し、かつ上側および下側分割体
１６a ，１６b の組付けを容易に行い得るのは勿論のこ
と、シャッター弁１４および燃料噴射弁２４の組付けを
容易に行うことができ、良好な組付け性を確保すること
ができる。Further, in this case, the fuel injection valve 24 near the downstream end of the branch intake pipe portion 19, that is, on the downstream side of the independent intake passage 6 is well responsive to the combustion chamber 5 while making the atomization of the injected fuel favorable. The tank portion 17 (the intake expansion chamber 8) of the intake system structure 16 is located close to the center extension line 1 of the fuel injection valve 24 because it is mounted toward the combustion chamber 5 for supply. , And it is necessary to dispose the shutter valve 14 in each of the second passages 13. Therefore, the intake system structure 16 in the tank portion 17 is located below the center extension line 1, that is, on the side of the branch intake pipe portion 19 and at the position of the partition plate 9 along the longitudinal direction of the intake expansion chamber 8. Upper divided body 16a and lower divided body 1 vertically
6b and the two divided bodies 16a, 16b are joined together via the partition plate 9, so that the lower divided body 16b is attached to the engine body 1 by the flange portion 21 of the bolt 2 from the side.
After mounting by tightening with 2, the lower divided body 16
Each fuel injection valve 24 is attached by inserting the fuel injection valve 24 into the injection valve mounting hole 23 of each branch intake pipe portion 19 of b from the direction of the center extension line 1 and fixing the fuel supply pipe 25 to the lower split body 16b. At the same time, the shutter valve 14 is inserted into the second passage 13 of each communication pipe portion 20 of the lower divided body 16b from above.
Is fixed to the valve shaft 15, and then the upper divided body 16a is joined to the lower divided body 16b with the partition plate 9 interposed therebetween, and the bolts 26 are tightened from below so that both 16a and 16b are joined together. By integrally connecting the shutter valve 14 and the fuel injection valve 24, it is possible to secure good moldability and easily assemble the upper and lower split bodies 16a and 16b. Can be performed easily, and good assembling property can be secured.
【００３０】しかも、上記上側分割体１６a と下側分割
体１６b との結合は、下方からのボルト２６の締付けに
よって行われるので、その良好な組付け性を確保しなが
ら、上述の如くタンク部１７（吸気拡大室８）における
エンジン側の側辺上部の膨出形成が可能となって、吸気
拡大室８の特に第１容積室８a の容積を十分に確保でき
る利点もある。また、上記第２容積室８b は吸気系構造
体１６のタンク部１７を仕切板９で上下に分割すること
によって第１容積室８a に並設され、第１容積室８a の
構成壁の一部（仕切板９）を共用して形成されているの
で、上記吸気系のコンパクト化を一層図ることができ
る。Moreover, since the upper divided body 16a and the lower divided body 16b are coupled by tightening the bolts 26 from below, the tank portion 17 is secured as described above while ensuring its good assembling property. There is also an advantage that a bulge can be formed in the upper portion of the side of the (intake expansion chamber 8) on the engine side, and a sufficient volume of the intake expansion chamber 8, especially the first volume chamber 8a, can be secured. The second volume chamber 8b is arranged in parallel with the first volume chamber 8a by vertically dividing the tank portion 17 of the intake system structure 16 by the partition plate 9, and a part of the wall of the first volume chamber 8a. Since the (partition plate 9) is formed in common, the intake system can be made more compact.
【００３１】さらに、上記タンク部１７（第２容積室８
b ）の下壁には、各シャッター弁１４の弁体１４a が固
定されエンジン長手方向に平行に延びるバルブシャフト
１５を回転自在に支承するボス部２７，２７…が一体に
形成され、かつ該各ボス部２７，２７…は各第２通路１
３の開口部周囲に一体に形成された環状のリブ部２８，
２８…によって一連に連なっているとともに、該環状リ
ブ部２８，２８間はエンジン長手方向（第２容積室８b
の長手方向）に延びるリブ部２９によって連結されてい
るので、吸気拡大室８（タンク部１７）のエンジン長手
方向の剛性強度が増強されることになる。そのため、エ
ンジン振動に伴うタンク部１７の振動変形が可及的に抑
制されて、従来の如くシャッター弁１４の開閉に支障を
与えることがなく、そのスムーズな開閉動作が安定して
確保されることになり、上記の吸気慣性効果の発揮を確
実なものとすることができる。また、上記タンク部１７
の構成壁への上記ボス部２７およびリブ部２８，２９の
一体形成により、著しい重量増加を招くことなく構造の
コンパクト化および簡素化を図ることもできる。Further, the tank portion 17 (second volume chamber 8)
On the lower wall of b), there are integrally formed boss portions 27, 27 ... In which the valve body 14a of each shutter valve 14 is fixed and which rotatably supports the valve shaft 15 extending parallel to the longitudinal direction of the engine. The boss portions 27, 27 ... Are each the second passage 1
3, an annular rib portion 28 integrally formed around the opening of 3,
28 are connected in series and the space between the annular rib portions 28, 28 is in the engine longitudinal direction (second volume chamber 8b).
Since the ribs 29 extend in the longitudinal direction), the rigidity of the intake expansion chamber 8 (tank portion 17) in the longitudinal direction of the engine is enhanced. Therefore, the vibrational deformation of the tank portion 17 due to the engine vibration is suppressed as much as possible, and the smooth opening / closing operation is stably ensured without interfering with the opening / closing of the shutter valve 14 as in the conventional case. Therefore, it is possible to ensure the above-mentioned intake inertia effect. In addition, the tank portion 17
By integrally forming the boss portion 27 and the rib portions 28, 29 on the constituent wall of the above, the structure can be made compact and simplified without causing a significant increase in weight.
【００３２】尚、本発明は以上の実施形態の如く４気筒
エンジンに限らず、他の多気筒エンジン、例えば５気筒
エンジンや６気筒エンジンにも適用することができるの
は勿論である。Of course, the present invention is not limited to the four-cylinder engine as in the above embodiment, but can be applied to other multi-cylinder engines such as a five-cylinder engine and a six-cylinder engine.
【００３３】[0033]
【発明の効果】以上説明したように、請求項１〜３の発
明によれば、吸気系を大幅に変更することなく、幅広い
運転域における吸気の動的効果による出力向上を確保す
ることができる。As described above, according to the inventions of claims 1 to 3, it is possible to secure the output improvement due to the dynamic effect of intake air in a wide operating range without significantly changing the intake system. .
【図１】本発明の一実施形態に係る多気筒エンジンの吸
気装置を示し、図３のＩ−Ｉ線における縦断側面図であ
る。FIG. 1 is a vertical sectional side view taken along the line I-I of FIG. 3, showing an intake system for a multi-cylinder engine according to an embodiment of the present invention.
【図２】上記多気筒エンジンの吸気装置を示し、図３の
II−II線における縦断側面図である。FIG. 2 shows the intake system of the multi-cylinder engine, which is shown in FIG.
It is a vertical side view in the II-II line.
【図３】上記多気筒エンジンの吸気装置の一部を破断し
た平面図である。FIG. 3 is a plan view in which a part of the intake device of the multi-cylinder engine is cut away.
【図４】上記多気筒エンジンの吸気装置を示し、図１の
IV−IV線における拡大断面図である。FIG. 4 shows the intake system of the multi-cylinder engine, which is shown in FIG.
FIG. 4 is an enlarged sectional view taken along line IV-IV.
１…エンジン本体 ４…気筒 ６…独立吸気通路 ８…吸気拡大室 ８a …第１容積室 ８b …第２容積室 １３…第２通路 １４…シャッター弁 DESCRIPTION OF SYMBOLS 1 ... Engine main body 4 ... Cylinder 6 ... Independent intake passage 8 ... Intake expansion chamber 8a ... 1st volume chamber 8b ... 2nd volume chamber 13 ... 2nd passage 14 ... Shutter valve
───────────────────────────────────────────────────── フロントページの続き (72)発明者 中山 英夫 広島県安芸郡府中町新地３番１号 マツダ 株式会社内 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Hideo Nakayama 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Motor Corporation
Claims (3)
けられた独立吸気通路を接続した多気筒エンジンの吸気
装置において、 上記各独立吸気通路の途中から分岐して設けられた分岐
路と、 該各分岐路の他端に接続され、上記各独立吸気通路間を
各分岐路を介して連通する第２容積室と、 上記各分岐路に設けられ、エンジンの運転状態に応じて
分岐路を開閉するよう開閉作動する制御弁とを備え、 上記第２容積室の断面積を上記各独立吸気通路の断面積
よりも大きく設定したことを特徴とする多気筒エンジン
の吸気装置。1. An intake device for a multi-cylinder engine in which an independent intake passage provided corresponding to each cylinder is connected downstream of the first volume chamber, and a branch provided by branching from the middle of each independent intake passage. A second volume chamber that is connected to the other end of each of the branch passages and that communicates between the independent intake passages through the branch passages, and is provided in each of the branch passages, depending on the operating state of the engine. An intake device for a multi-cylinder engine, comprising: a control valve that opens and closes to open and close a branch passage, and a cross-sectional area of the second volume chamber is set to be larger than a cross-sectional area of each of the independent intake passages.
てエンジン回転数に応じて開閉作動し、エンジンの低回
転域では分岐路を閉じ、高回転域では分岐路を開くよう
開閉作動するものであることを特徴とする請求項１記載
の多気筒エンジンの吸気装置。2. The control valve opens and closes according to the engine speed as an operating state of the engine, closes the branch passage in the low rotation range of the engine, and opens the branch passage in the high rotation range of the engine. The intake system for a multi-cylinder engine according to claim 1, wherein the intake system is provided.
以上の領域でのみ開閉作動するものであることを特徴と
する請求項２記載の多気筒エンジンの吸気装置。3. The intake system for a multi-cylinder engine according to claim 2, wherein the control valve is opened and closed only in a region where the engine load is equal to or higher than a predetermined load.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18695495A JP2500856B2 (en) | 1995-07-24 | 1995-07-24 | Multi-cylinder engine intake system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18695495A JP2500856B2 (en) | 1995-07-24 | 1995-07-24 | Multi-cylinder engine intake system |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3029857A Division JPH086596B2 (en) | 1991-02-25 | 1991-02-25 | Multi-cylinder engine intake system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0842349A true JPH0842349A (en) | 1996-02-13 |
| JP2500856B2 JP2500856B2 (en) | 1996-05-29 |
Family
ID=16197638
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP18695495A Expired - Lifetime JP2500856B2 (en) | 1995-07-24 | 1995-07-24 | Multi-cylinder engine intake system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2500856B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
| JP2007224834A (en) * | 2006-02-24 | 2007-09-06 | Mitsubishi Heavy Ind Ltd | Intake device of gas engine |
-
1995
- 1995-07-24 JP JP18695495A patent/JP2500856B2/en not_active Expired - Lifetime
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
| JP2007224834A (en) * | 2006-02-24 | 2007-09-06 | Mitsubishi Heavy Ind Ltd | Intake device of gas engine |
| JP4727446B2 (en) * | 2006-02-24 | 2011-07-20 | 三菱重工業株式会社 | Gas engine intake system |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2500856B2 (en) | 1996-05-29 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A01 | Written decision to grant a patent or to grant a registration (utility model) |
Free format text: JAPANESE INTERMEDIATE CODE: A01 Effective date: 19960123 |
|
| EXPY | Cancellation because of completion of term |