JPS58119919A - Suction device for internal-combustion engine - Google Patents
Suction device for internal-combustion engineInfo
- Publication number
- JPS58119919A JPS58119919A JP57002232A JP223282A JPS58119919A JP S58119919 A JPS58119919 A JP S58119919A JP 57002232 A JP57002232 A JP 57002232A JP 223282 A JP223282 A JP 223282A JP S58119919 A JPS58119919 A JP S58119919A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- intake
- valve
- output torque
- rotation
- 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.)
- Pending
Links
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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0268—Valves
- F02B27/0273—Flap valves
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Characterised By The Charging Evacuation (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Description
【発明の詳細な説明】 本発明社内＠ＩＩ関の吸気装置に関する。[Detailed description of the invention] The present invention relates to an in-house @II intake device.
内燃機関では吸気慣性効果が出力トルクに大きな影響を
与え、どのような機関の運転状勝、例えば機＃ｉ回転数
で吸気慣性効果が最も高くなるかは吸気管の長さおよび
断面積で定まる。従って機関回転数が低いときに最も高
い吸気慣性効果が得られゐように吸気管Ｏ長さおよび断
面積を定めると機関ａ＠歌が高いときに出力トルクが低
下し、一方−関−転数が高いと自に最も高い吸気慣性効
果が得られるように吸気管ｏ＊”ｔｓおよび断面積を定
めると機関回転数が低いときに出力シルクが低下してし
ｔう・ところが通常吸気管の長さおよび断面積は一定で
あるので出力トルクが低下してしｔうＩＩＩ闘藺転徴が
存在し、斯くして’ＩＩ＠Ｃ）全運転領域に亘りて高い
吸気慣性効果を維持することができないという閤■があ
ゐ。In an internal combustion engine, the intake inertia effect has a large effect on the output torque, and the length and cross-sectional area of the intake pipe determines the engine operating condition, for example, at engine #i rotation speed, the intake inertia effect is highest. . Therefore, if the length and cross-sectional area of the intake pipe O are determined so that the highest intake inertia effect is obtained when the engine speed is low, the output torque will decrease when the engine speed is high, while the If the intake pipe o*'ts and cross-sectional area are determined so as to obtain the highest intake inertia effect when the engine speed is high, the output silk will decrease when the engine speed is low. Since the height and cross-sectional area are constant, there is a 3rd struggle characteristic in which the output torque decreases, and thus it is possible to maintain a high intake inertia effect over the entire operating range. I'm afraid I can't do it.
本発明は機関Ｏ金運転領域に亘りて高い吸気慣性効果を
得られるようにし九内４１１ｉ４１ＩｌｌｏＷｋ気装置
を提供することＫＴｏる。The present invention provides an air system that can obtain a high intake inertia effect over the engine operating range.
以下、添付！ｇＩ［Ｉを参照して本発明の詳細な説明す
る。Attached below! The present invention will be described in detail with reference to gI[I.
第１図を参照すると、１は機関本体、２はシリンダ、５
は吸気ボーシ、４は吸気弁、５は排気ボート、６は排気
弁、７はシリンダ２内に設けられた点大後、８はサージ
タンク、？は各吸気ボート５とサージタンク８とを連結
する枝管を夫々示す。Referring to Fig. 1, 1 is the engine body, 2 is the cylinder, and 5 is the engine body.
is the intake boss, 4 is the intake valve, 5 is the exhaust boat, 6 is the exhaust valve, 7 is the large point installed inside the cylinder 2, 8 is the surge tank, ? 1 shows branch pipes connecting each intake boat 5 and the surge tank 8, respectively.
サージタンク８け図示しないヌロッＦル弁を介してエア
クリーナに接続される。１１１１図に示されるように各
枝管９の内部は隔壁１０により２分割され、それＫより
て各枝管９内にはは埋断面積の等しい一対の吸気通路、
即モ、第１１１気通路１１と１１！２１１気遁路１２と
が形成される。１１図かられかるようにこれらの第１＠
気迩路１１並びに第２吸気通路１２はは埋閤−〇長さを
有する。各枝管９には夫々燃料噴射弁１３が取付けられ
、各燃料噴射弁１３から夫々対応する暖気ボート６内に
向けて燃料が噴射される。各枝管９の第１＠気通路１１
内には夫々開閉弁１４が挿入され、各開閉弁１４０弁軸
１５には夫々アーム１６が固着される。Eight surge tanks are connected to the air cleaner via null valves (not shown). As shown in FIG. 1111, the inside of each branch pipe 9 is divided into two parts by a partition wall 10, so that each branch pipe 9 has a pair of intake passages with equal buried cross-sectional areas.
Immediately, the 111th air passage 11 and the 11!211 air passage 12 are formed. As shown in Figure 11, the first of these @
The air passage 11 and the second intake passage 12 have a length of -0. A fuel injection valve 13 is attached to each branch pipe 9, and fuel is injected from each fuel injection valve 13 into the corresponding warm boat 6. First @ air passage 11 of each branch pipe 9
On-off valves 14 are respectively inserted therein, and arms 16 are fixed to the valve shafts 15 of each on-off valve 140, respectively.
これらの各アーム１６０先端部は連結四ツド１７を介し
て負圧ダイアラ２ム装置１Ｂのダイアフラム１９に！ｉ
ｉ！Ｆされる。負圧ダイアフラム装置１８はダイアフラ
ム１９によりて大気から１１１１された負圧室２０と、
負圧室２０内に設けられ九ダイアフヲム押圧用圧縮ばね
２１とを有し、この負圧室２０は負圧導管２２披びに大
気に連通可能な電磁切換弁２３を介してサージタンク８
内に連結され、る。電磁切換弁２３のソレノイド２４は
例えば機関回転数に応動する回転数スイッチ２５に接続
される。機１１１回転回転子め定められ友設定同転数よ
りも低いときは負圧室２０Ｆｉサージタンク８内に連結
される。従ってこのとき負圧室２ｏ内には負圧が導びか
れるためにダイアフラム１９が圧縮ばね２１に抗して右
方に移動し、その結果第１図に示すように開閉弁１４が
＄１１１＠気迩路１１を閉鎖する。一方、機関回転数が
設定回転数よシも高くなると負圧ｗ２０は電磁切換弁２
３の切換作用によって大気に連通せしめられる。その結
果ダイアフラム１９は圧縮ばね２１に抗して左方に移動
し、斯くして開閉弁１４が＄１１＠気迩路１１を全開す
るＯ
第２図から１１４図は機関出力トルクＴと機関回転数Ｎ
との関係を示す。第２図から１１４図において縦軸Ｔは
出力トルクを示し、横軸Ｎは機関回転数を示す・嬉２図
を参照すると、曲線ムは第１図の開閉弁１４を全閉にし
良状態で機関回転数Ｎを変化させ九場合の出力トルクＴ
を示し、曲ＩＩＢは第１図の開閉弁１４を全開にし良状
態で機関回転数Ｎを変化させ丸場合の出力トルクＴを示
す。第２図から吸気慣性効果が最大となる機関回転ＩＩ
。The tips of each of these arms 160 are connected to the diaphragm 19 of the negative pressure dialing device 1B via the connecting four rods 17! i
i! F is given. The negative pressure diaphragm device 18 includes a negative pressure chamber 20 separated from the atmosphere by a diaphragm 19;
The negative pressure chamber 20 has a nine-diaphragm compression spring 21 provided in the negative pressure chamber 20.
connected within. The solenoid 24 of the electromagnetic switching valve 23 is connected, for example, to a rotation speed switch 25 that responds to the engine rotation speed. When the rotation speed of the machine 111 is lower than the set rotation speed, the negative pressure chamber 20Fi is connected to the surge tank 8. Therefore, at this time, since negative pressure is introduced into the negative pressure chamber 2o, the diaphragm 19 moves to the right against the compression spring 21, and as a result, as shown in FIG. Airway 11 will be closed. On the other hand, when the engine speed is higher than the set speed, the negative pressure w20 is reduced by the solenoid switching valve 2.
It is communicated with the atmosphere by the switching action of No. 3. As a result, the diaphragm 19 moves to the left against the compression spring 21, and the on-off valve 14 fully opens the air flow path 11. Figures 2 to 114 show the engine output torque T and engine rotation. Number N
Indicates the relationship between In Figures 2 to 114, the vertical axis T shows the output torque, and the horizontal axis N shows the engine speed.Referring to Figure 2, the curve M is in good condition with the on-off valve 14 in Figure 1 fully closed. Output torque T when changing engine speed N
, and the song IIB shows the output torque T when the on-off valve 14 in FIG. 1 is fully opened and the engine speed N is varied under good conditions. From Figure 2, engine speed II at which the intake inertia effect is maximum
.
即ち出力トルクＴが最大となる機関回転数Ｎｇ、 ７４
には開閉弁１４の開閉弁動作によって変化することがわ
かる。即ち、複軸な廖状の吸気通路内における吸気脈動
の振巾および周期と同一０振巾および周期となる断面一
様の円筒状吸気通路を考えてこの円筒状吸気通路を等価
吸気迩路とすゐと、開閉弁１４の開閉動作は等価吸気通
路Ｏ長さおよび断面積を変えるととに相当する。従りて
第２図は出力トルクＴが最大と１にゐ機関回転数Ｎｇ、
％ｈが等価吸気通路の長さおよび断面積によりて変化
することを表わしているとも云える。第２１１かられか
るように開閉弁１４を閉鎖させてシいえ場合には機関ａ
転数ＮがＮａ よ）も高くなれば出力トルクＴが低下し
、一方間閉弁１４を開弁させておいえ場合には機関回転
数ＮがＮｂよ？ｊ％低く象れば出力トルクＴが低下する
。従りて第２図Ｋ）いて曲線Ａ、Ｂの交点、即ち機関回
転数Ｎｏにおいて開閉弁１４の開閉状態を切換えれけ常
時高い田方トルクが得られることになる。１１１１１図
の実施例では（ロ）転数スイッチ２５が切換えられる設
定回転数がこの機関回転数Ｎ・となっておシ、従って機
関（ロ）転数Ｎが設定回転＆Ｎ・よシも小さなときには
開閉弁１４が第１＠気通路１１を閉鎖し、機関−啄数Ｎ
が設定回転数Ｎ・よ〉亀大暑なと暑には開閉弁１４が第
１Ｗｋ気通路１１−を開口する。斯くして第３図に示す
ように機関−転数ＮＫ拘わらすに常時高い出力トルクＴ
を得ふむとができる。That is, the engine rotation speed Ng at which the output torque T is maximum, 74
It can be seen that this changes depending on the on-off valve operation of the on-off valve 14. In other words, considering a cylindrical intake passage with a uniform cross section that has the same zero amplitude and period as the amplitude and period of the intake pulsation in the double-axis, groove-shaped intake passage, this cylindrical intake passage can be considered as an equivalent intake path. The opening/closing operation of the on-off valve 14 corresponds to changing the length and cross-sectional area of the equivalent intake passage O. Therefore, Figure 2 shows that when the output torque T is maximum and 1, the engine speed Ng,
It can also be said that this represents that %h changes depending on the length and cross-sectional area of the equivalent intake passage. If the on-off valve 14 is closed as instructed from No. 211, the engine a
If the rotation speed N increases (Na), the output torque T decreases, and if the closed valve 14 is left open, the engine speed N increases to Nb. If it appears j% lower, the output torque T will decrease. Therefore, if the opening/closing state of the on-off valve 14 is switched at the intersection of curves A and B (K) in FIG. In the embodiment shown in Fig. 11111, (b) the set rotation speed at which the rotation speed switch 25 is switched is the engine rotation speed N. Therefore, when the engine rotation speed N is also small, the set rotation speed &N. The on-off valve 14 closes the first @ air passage 11, and the engine-number N
When the rotation speed is set to N. When it is very hot, the on-off valve 14 opens the first Wk air passage 11-. In this way, as shown in Fig. 3, the output torque T is always high regardless of the engine speed NK.
You can get it.
１１１４図線第１＠気迩路１１、第２吸気通路１２に加
えて更に＄５Ｃ）＠電通路を設けると共に各吸気通路ｏ
ｈｍ積をほぼ等しくシ、嬉！ｉ＠気通路内に嬉２ＯＮ１
１１！弁を設けて機関回転数Ｎが高くなるにつれて開閉
弁１４．１Ｉ２ＤＩｌＩ！弁を順次開弁せしめるように
し九場合における出力トルクＴと機関回転数Ｎとの関係
を示している０第３図並びに１１４図から各気筒に対す
る吸気通路の個数を増大するととによって出力トルク丁
が機関回転数Ｎに対して一様に高くなることがわかる。1114 Figure line 1st @ In addition to the air passage 11 and the second intake passage 12, an additional $5C) @ electrical passage is provided and each intake passage o
I'm happy that the hm products are almost equal! i @ happy 2ON1 in the air passage
11! A valve is provided to open and close the valve as the engine speed N increases 14.1I2DIlI! From FIGS. 3 and 114, which show the relationship between the output torque T and the engine speed N in nine cases in which the valves are opened sequentially, the output torque T increases by increasing the number of intake passages for each cylinder. It can be seen that the speed increases uniformly as the engine speed N increases.
第１図に示す実施例では開閉弁１４０開閉制御ｔＩＩＩ
間回に数ＮＫよって行なっている。しかしながらこの開
閉弁１４の開閉制御はＩＩＩ間回転数Ｎに代えてサージ
タンク８内Ｏ貴圧、填いは吸入空気量に応じて制御する
ことができる。また、嬉１図に示す実施例では１１１吸
気通路１１と１１１２吸気通路１２とはほぼ等しい断面
積を有する。これ紘、第２ｒＩｋ気通路１２４０１１１
積ｔｌｌ１１［１ｆｉａ路１１０断面積に比べて小さく
しすきると第２図ＯＮαが小さくなりすぎる丸めにＮｏ
ＩＩＣおける出力）ルクＴの落込みが激しくなシ、そ
の＠釆迩當頻繁に使用される５Ｗ４Ｗ転数領域で高出力
ＦルクＴが得られなくなるからでちゃ、一方第１吸気通
絡１１の断面積を第２吸気通路１２（Ｄｌｒ面１！１１
に比べて小さくしすぎると第２図のＮａがＮＡＫ近づ暑
すぎるために第２吸気通路１２を設けた意味がないから
である。In the embodiment shown in FIG. 1, the on-off valve 140 on-off control tIII
I do this with a few NKs in between. However, the opening/closing control of the opening/closing valve 14 can be controlled according to the O noble pressure in the surge tank 8 instead of the third rotation speed N, and the filling can be controlled according to the intake air amount. Further, in the embodiment shown in Figure 1, the intake passage 111 and the intake passage 12 1112 have approximately the same cross-sectional area. This is Hiro, 2nd rIk air passage 1240111
If the product tll11[1fia path 110 is made smaller than the cross-sectional area, the ONα in Figure 2 will become too small.No to rounding.
The drop in torque T (output in IIC) is severe, and the high output torque T cannot be obtained in the frequently used 5W4W rotation speed range. The cross-sectional area of the second intake passage 12 (Dlr surface 1!11
This is because if it is made too small compared to , Na in FIG. 2 will approach NAK and it will be too hot, so there is no point in providing the second intake passage 12.
以上述べ九ように本発明によれば機関の全運転領域にｈ
りて高％／−ｈＷｋ気慣性効果を得ることができ、斯く
して機関の全運転領域に亘りて高い出力トルクを確保す
ゐことができる。As described above, according to the present invention, h is applied to the entire operating range of the engine.
As a result, a high %/-hWk air inertia effect can be obtained, thus ensuring a high output torque over the entire operating range of the engine.
第１図社本発明による内燃機ｙ４ｏ一部断一平面図、１
１２図乃至８４図は機関出力トルクと機闘馴転数Ｏ関係
を示す線図であみ。
５・・・暖気ボート、４・・・暖気弁、８・・・ナージ
タンタ、？・・・枝管、１１・・・第１吸気通路、１２
・・・第２吸気遍路、１５・・・燃料噴射弁、１４・・
・開閉弁。
特許出願人
ト璽夕自動車工業株式会社
特許出願代理人
弁理士 青 木 朗
弁理士西舘和之
弁理士 中 山 恭 介
弁理士山口昭之
第１図
第２図Fig. 1 Partially sectioned plan view of internal combustion engine y4o according to the present invention, 1
Figures 12 to 84 are diagrams showing the relationship between engine output torque and flight acclimatization number O. 5...warm boat, 4...warm valve, 8...najitanta,? ... Branch pipe, 11 ... First intake passage, 12
...Second intake pilgrimage, 15...Fuel injection valve, 14...
・Opening/closing valve. Patent applicant Tosei Jidosha Kogyo Co., Ltd. Patent agent Akira Aoki Patent attorney Kazuyuki Nishidate Patent attorney Kyo Nakayama Patent attorney Akiyuki Yamaguchi Figure 1 Figure 2
Claims (1)
クとをほぼ等しい断ｌｌ積を有する少（とも２本の＠気
！ｌ路を介して互に連結し、核吸気逓路の少くとも−り
に機関回転数、機関負荷域いは吸入空気量に応動する開
閉弁を設けて該−間回転数、機関負荷、或いは吸入空気
量が吸気慣性効果に基いて予め定められ良一定値を越え
たときに該開閉弁を開弁せしめるようにし九内蟻様闘の
吸気装置。The nine intake boats and the surge tank are formed in the cylinder head and are connected to each other via two passages having approximately equal cross-sectional areas, and are connected to each other via two passages having approximately the same cross-sectional area. An on-off valve that responds to the engine speed, engine load range, or intake air amount is provided, and when the engine speed, engine load, or intake air amount exceeds a predetermined value based on the intake inertia effect. The intake device has an ant-like fight by opening the on-off valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57002232A JPS58119919A (en) | 1982-01-12 | 1982-01-12 | Suction device for internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57002232A JPS58119919A (en) | 1982-01-12 | 1982-01-12 | Suction device for internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS58119919A true JPS58119919A (en) | 1983-07-16 |
Family
ID=11523605
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57002232A Pending JPS58119919A (en) | 1982-01-12 | 1982-01-12 | Suction device for internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58119919A (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58206822A (en) * | 1982-05-26 | 1983-12-02 | Yamaha Motor Co Ltd | Methods of driving double suction valve type internal- combustion engine |
| DE3502699A1 (en) * | 1984-01-26 | 1985-08-14 | Mazda Motor Corp., Hiroshima | SUCTION DEVICE FOR PISTON INTERNAL COMBUSTION ENGINE |
| DE3435028A1 (en) * | 1984-02-04 | 1985-08-14 | Toyota Jidosha K.K., Toyota, Aichi | AIR SUCTION DEVICE FOR AN INTERNAL COMBUSTION ENGINE |
| JPS60159333A (en) * | 1984-01-30 | 1985-08-20 | Mazda Motor Corp | Suction device for engine |
| JPS60166706A (en) * | 1984-02-08 | 1985-08-30 | Mazda Motor Corp | Suction device of engine |
| DE3511382A1 (en) * | 1984-03-30 | 1985-10-10 | Nissan Motor Co., Ltd., Yokohama, Kanagawa | INTAKE SYSTEM FOR COMBUSTION ENGINES WITH SEVERAL INLET VALVES FOR EVERY COMBUSTION CHAMBER |
| JPS60201031A (en) * | 1984-03-26 | 1985-10-11 | Toyota Motor Corp | Apparatus for controlling operation of internal- combustion engine |
| US4599977A (en) * | 1984-01-27 | 1986-07-15 | Ferrari Societa' Per Azioni Esercizio Fabbriche Automobili E Corse | Inlet manifold for normal induction or supercharged internal combustion engines featuring indirect fuel injection |
-
1982
- 1982-01-12 JP JP57002232A patent/JPS58119919A/en active Pending
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58206822A (en) * | 1982-05-26 | 1983-12-02 | Yamaha Motor Co Ltd | Methods of driving double suction valve type internal- combustion engine |
| DE3502699A1 (en) * | 1984-01-26 | 1985-08-14 | Mazda Motor Corp., Hiroshima | SUCTION DEVICE FOR PISTON INTERNAL COMBUSTION ENGINE |
| US4592310A (en) * | 1984-01-26 | 1986-06-03 | Mazda Motor Corporation | Intake device for internal combustion engine |
| US4599977A (en) * | 1984-01-27 | 1986-07-15 | Ferrari Societa' Per Azioni Esercizio Fabbriche Automobili E Corse | Inlet manifold for normal induction or supercharged internal combustion engines featuring indirect fuel injection |
| JPS60159333A (en) * | 1984-01-30 | 1985-08-20 | Mazda Motor Corp | Suction device for engine |
| JPH0578649B2 (en) * | 1984-01-30 | 1993-10-29 | Mazda Motor | |
| DE3435028A1 (en) * | 1984-02-04 | 1985-08-14 | Toyota Jidosha K.K., Toyota, Aichi | AIR SUCTION DEVICE FOR AN INTERNAL COMBUSTION ENGINE |
| JPS60166706A (en) * | 1984-02-08 | 1985-08-30 | Mazda Motor Corp | Suction device of engine |
| JPS60201031A (en) * | 1984-03-26 | 1985-10-11 | Toyota Motor Corp | Apparatus for controlling operation of internal- combustion engine |
| JPH0316490B2 (en) * | 1984-03-26 | 1991-03-05 | Toyota Motor Co Ltd | |
| DE3511382A1 (en) * | 1984-03-30 | 1985-10-10 | Nissan Motor Co., Ltd., Yokohama, Kanagawa | INTAKE SYSTEM FOR COMBUSTION ENGINES WITH SEVERAL INLET VALVES FOR EVERY COMBUSTION CHAMBER |
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