JPS58135322A - Air intake device for internal-combustion engine - Google Patents
Air intake device for internal-combustion engineInfo
- Publication number
- JPS58135322A JPS58135322A JP57017421A JP1742182A JPS58135322A JP S58135322 A JPS58135322 A JP S58135322A JP 57017421 A JP57017421 A JP 57017421A JP 1742182 A JP1742182 A JP 1742182A JP S58135322 A JPS58135322 A JP S58135322A
- Authority
- JP
- Japan
- Prior art keywords
- passage
- air inlet
- intake passage
- inlet passage
- throttle valve
- 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
- 238000002485 combustion reaction Methods 0.000 title claims description 17
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 15
- 230000009977 dual effect Effects 0.000 claims 1
- 238000009834 vaporization Methods 0.000 claims 1
- 230000008016 vaporization Effects 0.000 claims 1
- 239000000446 fuel Substances 0.000 abstract description 13
- 230000006698 induction Effects 0.000 abstract description 3
- 238000010276 construction Methods 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000010349 pulsation Effects 0.000 description 1
- 238000000746 purification Methods 0.000 description 1
- 230000002787 reinforcement Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01G—WEIGHING
- G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
- G01G19/22—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for apportioning materials by weighing prior to mixing them
- G01G19/32—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for apportioning materials by weighing prior to mixing them using two or more weighing apparatus
-
- 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)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (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】
この発明は内燃機関の吸気装置に係り、將に補助吸気通
路の流入開口を気化器２次数シ弁上流側の高負荷用２次
吸気通路の好ましくは底壁を除く通路壁に設けることに
より、低・中負荷域での希薄限界全改善して燃費を向上
させ、有害成分の排出量を減少させ得る内燃機関の吸気
装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an intake system for an internal combustion engine, in which the inflow opening of the auxiliary intake passage is preferably removed from the bottom wall of the high-load secondary intake passage upstream of the carburetor secondary valve. The present invention relates to an intake device for an internal combustion engine that can completely improve the lean limit in low and medium load ranges, improve fuel efficiency, and reduce the amount of harmful components emitted by providing it on a passage wall.
１次吸気通路と２次吸気通路とを有する複式吸気内燃機
関においては、補助吸気通路（インダクションエア通路
）を設けて燃焼室内のスワールを強化させて、特に低晧
中負荷域での燃焼性を向上させる吸気装置がある。In a dual-intake internal combustion engine that has a primary intake passage and a secondary intake passage, an auxiliary intake passage (induction air passage) is provided to strengthen the swirl in the combustion chamber and improve combustibility, especially in the low and medium load range. There is an intake system to improve it.
しかし、この吸気装置は、補助吸気通路の流入開口が１
次絞り弁上流側の１次吸気通路に設けられているので、
１次吸気通路内の吸気流の影！＃により、流入開口に充
分な童の吸気が流入せず、噴出開口がらの吸気流が不安
定なものとなる。このため燃焼室内のスワールも消勢さ
れた不安定なものとなり、燃焼性の改善を来し得ない不
都合がある。However, in this intake device, the inflow opening of the auxiliary intake passage is
Since it is installed in the primary intake passage upstream of the secondary throttle valve,
Shadow of intake flow in the primary intake passage! Due to #, sufficient intake air does not flow into the inlet opening, and the intake air flow from the outlet opening becomes unstable. For this reason, the swirl within the combustion chamber is also deenergized and unstable, which is disadvantageous in that combustibility cannot be improved.
そこで。この発明の目的は、補助吸気通路の流入開口を
２次絞多弁上流側の２次吸気通路０通路壁に設けること
により、補助吸気通路内の吸気流量特性を安定化し、ス
ワールを強化して燃焼性を同上させ、また″ａ博限界を
改善して燃費分向上させるとともに、有害成分の排出量
を減少させる内燃機関の吸気装置を提供するにある。Therefore. The purpose of this invention is to stabilize the intake flow rate characteristics in the auxiliary intake passage, strengthen swirl, and improve combustion by providing the inflow opening of the auxiliary intake passage on the wall of the secondary intake passage 0 upstream of the secondary throttle valve. It is an object of the present invention to provide an intake device for an internal combustion engine, which improves performance, improves fuel efficiency by improving fuel efficiency, and reduces emissions of harmful components.
以下図面に基づｈてこの発明の実施例を詳細かつ具体的
に説明する。第１，２図において、２は低負向用１次側
気化器、４は気化器１次絞夛弁。Embodiments of the present invention will be described in detail and specifically below with reference to the drawings. In FIGS. 1 and 2, 2 is a primary side carburetor for low negative direction, and 4 is a carburetor primary throttle valve.
６は＾負荷用２次側気化器、８は吸気マニホルド。6 is the secondary side carburetor for load, and 8 is the intake manifold.
ＩＯはスロットルボデー、１２は気化器２次絞り弁。IO is the throttle body, 12 is the carburetor secondary throttle valve.
１４はシリンダヘッド、１６は吸気弁、１８は吸気弁の
弁座、２０は燃焼室、２２は低負荷用１次吸気通路。14 is a cylinder head, 16 is an intake valve, 18 is a valve seat of the intake valve, 20 is a combustion chamber, and 22 is a low-load primary intake passage.
そして２４は高負荷用２次吸気通路を示す。Further, 24 indicates a high-load secondary intake passage.
前記１次、２次吸気通路２２．２４とは別途に実用領域
の全幅での燃焼性を向上させるべくエヤインダクション
通路等の補助吸気通路２６を設ける。すなわち細径の補
助吸気通路２６の終端には噴出開口２８を形成し、この
噴出開口２８を吸気弁１６の直上流部位に形成し、好ま
しくはシリンダ接線方向かつ点火栓方向に指向させて燃
焼室２０内にスワールを生起すべく配設する。補助吸気
通路２６の途中には補助吸気量を通性値に制御し、′ま
た吸気脈動の影響を防止すべくオリフィス等の絞９部３
０を設ける。Separately from the primary and secondary intake passages 22, 24, an auxiliary intake passage 26 such as an air induction passage is provided in order to improve combustibility over the entire width of the practical range. That is, a blowout opening 28 is formed at the end of the small-diameter auxiliary intake passage 26, and this blowout opening 28 is formed immediately upstream of the intake valve 16, and is preferably oriented in the cylinder tangential direction and toward the ignition plug, so as to open the combustion chamber. 20 to generate a swirl. In the middle of the auxiliary intake passage 26, there is a restriction 9 part 3 such as an orifice in order to control the auxiliary intake air amount to a permissive value and to prevent the influence of intake pulsation.
Set 0.
また２次吸気通ｗＪ２４内の吸気を補助吸気として取入
れるべく補助吸気通路２６の流入開口３２を２次絞り弁
１２上流側の２次吸気通ｙ６２４内に設ける。この時、
補助吸気通路２６の流入開口３２の開口位ｔｉ。Further, an inflow opening 32 of the auxiliary intake passage 26 is provided in the secondary intake passage y624 on the upstream side of the secondary throttle valve 12 in order to take in the intake air in the secondary intake passage wJ24 as auxiliary intake air. At this time,
opening position ti of the inflow opening 32 of the auxiliary intake passage 26;
好ましくは２次吸気通路２４の直径りの１．５ 倍から
２倍の距離だけ２次絞りガニ２上流側に離反させて設け
る。これにより２次絞り弁１２全閉域たる低・中負向域
での補助吸気通路２６内の吸気流の安定性を改善すべく
構成したものである。また２次吸気通路２４の底壁３４
を除く通路壁たる側壁３６（あるいは天土壁）に流入開
口３２を設ける。このように底壁部位を避けることによ
り壁流の流入を防止し祷る。また、２次吸気通路２４壁
面に流入開口３２を設けることにより、２次絞り弁１２
の倣小開隙により若干の漏曳吸気流が生じた場合でも、
中心部の流速よりも壁面側の流速が遅いことを利用して
、補助吸気流が少食・不安定となることを防止すべく構
成したものである。Preferably, it is provided upstream of the secondary throttle crab 2 by a distance of 1.5 to 2 times the diameter of the secondary intake passage 24. This is designed to improve the stability of the intake air flow in the auxiliary intake passage 26 in the low and medium negative direction ranges where the secondary throttle valve 12 is fully closed. Also, the bottom wall 34 of the secondary intake passage 24
An inflow opening 32 is provided in a side wall 36 (or a top and bottom wall) which is a passage wall excluding the passage wall. By avoiding the bottom wall portion in this way, the inflow of wall flow is prevented. Furthermore, by providing the inflow opening 32 on the wall surface of the secondary intake passage 24, the secondary throttle valve 12
Even if some leakage intake air flow occurs due to the small gap,
This structure is designed to prevent the auxiliary intake flow from becoming insufficient or unstable by taking advantage of the fact that the flow velocity on the wall side is slower than the flow velocity at the center.
これにより、補助吸気量ｗ！１２６の始終端間における
差圧を大にするとともに、補助吸気量ｍ２６０機能を最
大限に安定させて発揮する構成とし、スワールを強化し
、希薄限界を改善し、熱効率の向上および運転性の改善
を果すべく構成したものである。As a result, the auxiliary intake amount lol! In addition to increasing the differential pressure between the start and end of the 126, the configuration maximizes the stability of the auxiliary intake air volume m260 function, strengthens the swirl, improves the lean limit, improves thermal efficiency and improves drivability. It is designed to accomplish the following.
次に作用について説明する。Next, the effect will be explained.
まず、低・中負伺域においては、吸気管負圧により、１
次吸気通路２２を通じて吸気が燃焼室２０に流入すると
ともに、補助吸気通路２６の流出開口２８からも吸気が
補助的に燃焼室２０に流入する。しかして、噴出開口２
８が小径に形成されていることにより、また、１次吸気
通路２２によるスワールと相俟って、燃焼室２０内には
強力なスワールが生起される。そして、２次絞り弁１２
上流側の２次吸気通路２４に補助吸気通路２６の流入開
口３２を設けたので。First, in the low and medium load range, 1
Intake air flows into the combustion chamber 20 through the secondary intake passage 22 , and intake air also flows into the combustion chamber 20 auxiliary from the outflow opening 28 of the auxiliary intake passage 26 . However, the spout opening 2
8 is formed to have a small diameter, and together with the swirl caused by the primary intake passage 22, a strong swirl is generated within the combustion chamber 20. And the secondary throttle valve 12
The inflow opening 32 of the auxiliary intake passage 26 is provided in the secondary intake passage 24 on the upstream side.
２次絞り弁１２全閉域のときは、補助吸気通路２６の始
終端間における差圧が最大となり、かつ安定流が得られ
る。このため、補助吸気通路２６の槻能が著しく発揮さ
れ、スワールの強化が促進されるとともに、スワールの
安定性が向上するものである。When the secondary throttle valve 12 is fully closed, the differential pressure between the beginning and the end of the auxiliary intake passage 26 becomes maximum, and a stable flow is obtained. Therefore, the power of the auxiliary intake passage 26 is significantly exhibited, the swirl is promoted to be strengthened, and the stability of the swirl is improved.
また、補助吸気通路２６の流入開口３２を２次吸気通路
２４の直径りの１．５倍から２倍の距離だけ２次絞り弁
１２から上流側に離反させて、２次吸気通路２４の側壁
３６に設けたので＃ ２次絞り弁リークが発生しても、
該流入開口３２は該リークによる吸気流の影響を大きく
受けることはなく、安定した吸気の吸入を果し得る。ま
た盛装以上に上流側に前記流入開口３２を設けたのでは
ないので、補助吸気通路２６の吸気抵抗も増大せず理想
的なスワール発生を果し得る。また、壁流の前記流入開
口３２への流入を防止し得る。しかして、スワールの安
定発生および強化が促進されるものである。また、補助
吸気通路２６の途中に設けた絞り部３０によっても補助
吸気の燃焼室２０への流入を安定化させ得る。Further, the inflow opening 32 of the auxiliary intake passage 26 is separated from the secondary throttle valve 12 by a distance of 1.5 to 2 times the diameter of the secondary intake passage 24 to the upstream side, and the side wall of the secondary intake passage 24 is Since #36 is installed, even if a secondary throttle valve leak occurs,
The inflow opening 32 is not significantly affected by the intake air flow due to the leak, and can achieve stable intake of intake air. Furthermore, since the inflow opening 32 is not provided further upstream than the embankment, the intake resistance of the auxiliary intake passage 26 does not increase, and ideal swirl can be generated. Furthermore, wall flow can be prevented from flowing into the inflow opening 32. Thus, stable generation and reinforcement of swirl is promoted. Further, the flow of the auxiliary intake air into the combustion chamber 20 can also be stabilized by the throttle portion 30 provided in the middle of the auxiliary intake passage 26 .
第３図は機関回転数Ｎ６２０００における実験結果を示
すもので、平均有効圧Ｐｍａ （縦軸）と空燃比Ａ／Ｆ
（横軸）の図上に同一の燃費率曲線を、描いたいわゆる
等燃費率曲線を示すものである。これによれば１等燃費
率曲線は平均有効圧が略４Ｋｆ／−以下においては、従
来のものよりも平均有効圧Ｐｍｌ！１が減少する方向へ
変位し、リーン側ではその変位量が特に著しい。これは
低い平均有効圧ｐｍｅを有する機関により、所望の燃費
率を確保し得ることを示すものであり、つまり一定の平
均有効圧ｐｍｅ を有する機関においては、燃費率を
向上させ、４？にリーン側では一層燃費率を向上させ得
ることを示すものである。そのため、第４図に示す如く
、１次絞り弁４の開放のみにより、つまり１次側のみで
実用領域（本実施例では走行速度略８０１１ｎ／ｈ以下
）の全幅に対処することができるものである。Figure 3 shows the experimental results at an engine speed of N62000, showing the mean effective pressure Pma (vertical axis) and the air-fuel ratio A/F.
This is a so-called equal fuel efficiency curve, in which the same fuel efficiency curve is drawn on the diagram (horizontal axis). According to this, when the average effective pressure is approximately 4 Kf/- or less, the first class fuel efficiency curve has a lower average effective pressure Pml than the conventional one. 1 is displaced in the direction of decreasing, and the amount of displacement is particularly significant on the lean side. This shows that it is possible to secure a desired fuel efficiency rate with an engine having a low mean effective pressure pme.In other words, in an engine having a constant mean effective pressure pme, the fuel efficiency rate can be improved to 4? This shows that the fuel efficiency can be further improved on the lean side. Therefore, as shown in Fig. 4, it is possible to handle the entire width of the practical range (in this embodiment, the running speed is approximately 8011 n/h or less) only by opening the primary throttle valve 4, that is, only on the primary side. be.
次いで、高負荷域においては、２次絞り弁１２の開放に
より、大量の２次側吸気が２次吸気通路２４を流れるこ
とになるが、この発明では単に補助吸気通路２６の流入
開口３２を形成したのみであるので。Next, in a high load range, when the secondary throttle valve 12 is opened, a large amount of secondary intake air flows through the secondary intake passage 24, but in this invention, the inflow opening 32 of the auxiliary intake passage 26 is simply formed. Because I only did it.
吸気抵抗を増大させる不都合がなく、充填効率を低下さ
せず、全開出力の性能を悪化させることがない。また、
流入開口３２は通路壁面から突出させず該通路壁面と同
−而に設けたので、２次吸気流の影響も大きくは無く、
かなり安定した補助吸気流を得ることができる。There is no inconvenience of increasing intake resistance, no reduction in filling efficiency, and no deterioration of full-open output performance. Also,
Since the inflow opening 32 is provided along with the passage wall without protruding from the passage wall, the influence of the secondary intake air flow is not large.
A fairly stable auxiliary intake flow can be obtained.
なお、この発明は前述実施例に限定されるものでなく、
糧々の改変が可能であることは勿削である。例えば。実
施例では補助吸気通路の流入側口を２次絞り弁上流側の
２次吸気通路の１ｉｌｌ壁に設けたが、流入開口を２次
吸気通路の天上壁に設けても良いし、壁流の流入を許容
し得るのであれば２次吸気通路の底壁に前記流入開口を
設けることもできる。Note that this invention is not limited to the above-mentioned embodiments,
It goes without saying that it is possible to modify the food. for example. In the embodiment, the inflow opening of the auxiliary intake passage was provided on the 1ill wall of the secondary intake passage upstream of the secondary throttle valve, but the inflow opening may be provided on the ceiling wall of the secondary intake passage, or The inflow opening may be provided in the bottom wall of the secondary intake passage if the inflow is allowed.
上述の説明から明らかなように、この発明によれば＃
２次絞り弁上流側の２次吸気通路の底壁を除く通路壁に
補助吸気通路の流入開口を設けたので９％に２次絞り弁
全閉域においては、安定した補助吸気流の流量特性を実
現し得て、スワールを強化し、燃焼性を改善し、排気浄
化に寄与し、運転性を向上させ、燃費改善が顕著である
。As is clear from the above description, according to this invention #
Since the inflow opening of the auxiliary intake passage is provided on the passage wall other than the bottom wall of the secondary intake passage on the upstream side of the secondary throttle valve, stable flow characteristics of the auxiliary intake flow can be maintained in the 9% secondary throttle valve fully closed region. It can be realized, strengthens swirl, improves combustibility, contributes to exhaust purification, improves drivability, and significantly improves fuel efficiency.
そして、実施例の如く、補助吸気通路の流入開口の位置
を、２次吸気通路の直径りの１．５倍から２倍の距離だ
け２次絞り弁上流側に離反させて設ける構成とすれば、
２次絞り弁リークによる多少の吸気流があってもその影
響を回避でき、しかも。Then, as in the embodiment, if the inflow opening of the auxiliary intake passage is arranged to be separated from the upstream side of the secondary throttle valve by a distance of 1.5 to 2 times the diameter of the secondary intake passage. ,
Even if there is some intake air flow due to secondary throttle valve leak, the effect can be avoided.
補助吸気通路の長さを適性範囲に抑え得て、吸気抵抗の
増大による吸気速度の低下を防止し得るので、前記効果
をよりいっそう向上させることができる。Since the length of the auxiliary intake passage can be suppressed within an appropriate range and a decrease in intake speed due to an increase in intake resistance can be prevented, the above effects can be further improved.
第１図はこの発明の一実施例に係る内燃機関の吸気装置
を示す概略縦断面説明図、第２図は第１図の■−■断面
説明図、第３図は等燃費率曲線を示すグラフ、第４図は
１次、２次数９弁開度と走行速度との関係を示すグラフ
である。
２・・・低負荷用１次側気化器、 ６・・・高負荷用
２次側気化器、 １２・・・２次絞り弁、２２・・・低
負荷用１次吸気通路、２４・・・高負荷用２次吸気通路
、２６・・・補助吸気通路、３２・・・流入開口、３６
・・・側壁。
代理人 弁理士 西 純 義 美
（９） −１０。FIG. 1 is a schematic vertical cross-sectional explanatory diagram showing an intake system for an internal combustion engine according to an embodiment of the present invention, FIG. 2 is a cross-sectional explanatory diagram taken along the line ■-■ of FIG. 1, and FIG. 3 is a constant fuel efficiency curve. The graph shown in FIG. 4 is a graph showing the relationship between the opening degree of the nine primary and secondary valves and the traveling speed. 2... Primary side carburetor for low load, 6... Secondary side carburetor for high load, 12... Secondary throttle valve, 22... Primary intake passage for low load, 24... - Secondary intake passage for high load, 26... Auxiliary intake passage, 32... Inflow opening, 36
...side wall. Agent Patent Attorney Yoshimi Nishi (9) -10.
Claims (2)
気通路と高負荷用２次＊＋ｊ気化器を有する高負荷用２
次吸気通路とを具備する複式吸気内燃機関において、気
化６２次絞り弁上流側の高負荷用２次吸気通路の通路壁
に補助吸気通路の流入開口を設けたことを特徴とする内
燃機関の吸気装置。(1) A primary intake passage for low loads with a primary side carburetor for low loads and a secondary 2 for high loads with a secondary *+j carburetor for high loads.
A dual intake internal combustion engine having a secondary intake passage, characterized in that an inflow opening of the auxiliary intake passage is provided in the passage wall of the high-load secondary intake passage upstream of the 62nd order throttle valve for vaporization. Device.
通路の直径りの１．５倍から２倍の距離だけ気化器２次
絞り弁上［１ＱＩＩ Ｋ離間させて設けるとともに、こ
の流入開口を２次吸気通路の側壁に穿設形成したことを
特徴とする特許請求の範囲第１項記載の内燃機関の吸気
装置。(2) The inflow opening of the auxiliary intake passage should be provided at a distance of 1.5 to 2 times the diameter of the high-load secondary intake passage above the carburetor secondary throttle valve [1QIIK], and 2. The intake system for an internal combustion engine according to claim 1, wherein the inflow opening is formed in a side wall of the secondary intake passage.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57017421A JPS58135322A (en) | 1982-02-08 | 1982-02-08 | Air intake device for internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57017421A JPS58135322A (en) | 1982-02-08 | 1982-02-08 | Air intake device for internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS58135322A true JPS58135322A (en) | 1983-08-11 |
Family
ID=11943542
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57017421A Pending JPS58135322A (en) | 1982-02-08 | 1982-02-08 | Air intake device for internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58135322A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4915190A (en) * | 1988-01-13 | 1990-04-10 | Toyota Jidosha Kabushiki Kaisha | Control system for split axle drive mechanism in part-time four-wheel drive vehicle |
| EP1607601A1 (en) * | 2004-06-14 | 2005-12-21 | Yamaha Hatsudoki Kabushiki Kaisha | Engine with primary and secondary intake passages |
| FR2896273A1 (en) * | 2006-01-18 | 2007-07-20 | Renault Sas | High-pressure gas injector for internal combustion engine has gas jet activator operated during second half of compression cycle |
-
1982
- 1982-02-08 JP JP57017421A patent/JPS58135322A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4915190A (en) * | 1988-01-13 | 1990-04-10 | Toyota Jidosha Kabushiki Kaisha | Control system for split axle drive mechanism in part-time four-wheel drive vehicle |
| EP1607601A1 (en) * | 2004-06-14 | 2005-12-21 | Yamaha Hatsudoki Kabushiki Kaisha | Engine with primary and secondary intake passages |
| US7273032B2 (en) * | 2004-06-14 | 2007-09-25 | Yamaha Hatsudoki Kabushiki Kaisha | Engine induction system |
| FR2896273A1 (en) * | 2006-01-18 | 2007-07-20 | Renault Sas | High-pressure gas injector for internal combustion engine has gas jet activator operated during second half of compression cycle |
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