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
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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 |