JPS6040724A - Suction system for v-engine - Google Patents

Suction system for v-engine

Info

Publication number
JPS6040724A
JPS6040724A JP58148452A JP14845283A JPS6040724A JP S6040724 A JPS6040724 A JP S6040724A JP 58148452 A JP58148452 A JP 58148452A JP 14845283 A JP14845283 A JP 14845283A JP S6040724 A JPS6040724 A JP S6040724A
Authority
JP
Japan
Prior art keywords
intake
suction
surge tank
boat
passage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP58148452A
Other languages
Japanese (ja)
Other versions
JPH0147607B2 (en
Inventor
Koichi Hatamura
耕一 畑村
Toshimasu Tanaka
田中　稔益
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP58148452A priority Critical patent/JPS6040724A/en
Publication of JPS6040724A publication Critical patent/JPS6040724A/en
Publication of JPH0147607B2 publication Critical patent/JPH0147607B2/ja
Granted legal-status Critical Current

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
    • F02B27/005—Oscillating pipes with charging achieved by arrangement, dimensions or shapes of intakes pipes or chambers; Ram air pipes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10045—Multiple plenum chambers; Plenum chambers having inner separation walls
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • 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)

Abstract

PURPOSE:To improve a degree of charging efficiency through a suction inertial effect in a compact structure, by installing a surge tank in an empty space lying between cylinder trains at both sides as well as installing the surge tanks both its sides, and connecting a suction port to these tanks. CONSTITUTION:Plural cylinders 2 are symmetrically set up with each other in relation to a center line 4 as being tilted at a specified angle. And, at a cylinder head, there are provided with a suction port 4 feeding suction air over in times of low load and high load and a suction poot 5 feeding the suction air in time of the high load alone, both being opened to a combustion chamber 6, respectively. In addition, a surge tank 7 is set up in an empty space between a train of these cylinders 2, while each of surge tanks 8 is set up at both its sides, to which each of suction passages 70 and 81 is connected. And, the suction passage 70 is recommended to be made up shorter than the suction passage 81 in design, and its length in the latter is set down to such length capable of making a suction inertial effect producible.

Description

【発明の詳細な説明】 （産業上の利用分野） この発明は、Ｖ型エンジンの吸気装置、とくに−次吸気
通路と二次吸気通路とが独立して形成された吸気装置に
関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an intake system for a V-type engine, and particularly to an intake system in which a secondary intake passage and a secondary intake passage are formed independently.

（従来技術） エンジンの吸気装置において、各気筒に良好な吸気を行
なうために、吸気通路の脈動とシリンダの吸気作用回数
とを同調さゼることによる吸気ｌｎ性効果を有効に利用
して充填効率の向上を図るものとして、例えば実公昭４
８−３４４０１号公報に示されるものがある。これは吸
気通路にサージタンク（空気室）を設け、このサージタ
ンクにり独立した通路を通って各気筒に吸気を供給し、
かつ気筒間の吸気干渉による吸気慣性効果の阻害を排除
するために、吸気通路の途中に設（プたサージタンクを
二つに分割し、各分割室に点火順序の連続しない気筒を
接続するように構成している。(Prior art) In an engine intake system, in order to provide good intake air to each cylinder, filling is performed by effectively utilizing the intake ln effect by synchronizing the pulsation of the intake passage and the number of intake operations of the cylinder. For example, as a way to improve efficiency,
There is one shown in Publication No. 8-34401. A surge tank (air chamber) is installed in the intake passage, and intake air is supplied to each cylinder through an independent passage through this surge tank.
In addition, in order to eliminate the inhibition of the intake inertia effect due to intake air interference between cylinders, the surge tank installed in the middle of the intake passage was divided into two, and cylinders with non-consecutive ignition orders were connected to each divided chamber. It is composed of

また、エンジンの吸気通路を一次吸気通路と二次吸気通
路とに分岐させ、低０荷域において吸気量が少ないとき
には上記−次吸気通路のみから吸気を供給することによ
り流速を増大して燃焼性を向上し、吸気量が多いときに
は二次吸気からも吸気を供給して出力の向上を図るよう
にしたエンジンの吸気装置は知られている。この装置を
Ｖ型エンジンに採用し、かつ上記サージタンクを設けて
吸気慣性効果の向上を図るには、二つの吸気ボートを相
異なる特性をもたせて低速時、高速時のいずれにおいて
もトルクの落込みが生じないようにすることが望まれる
。この目的は、吸気パイプの長さを、一方を長く、他方
を短くすることにより達成されるが、この場合には配置
上の制約の多いＶ型エンジンにおいては、！！！ｉ置が
大型化しないような構成を採用する必要がある。In addition, the engine intake passage is branched into a primary intake passage and a secondary intake passage, and when the amount of intake air is small in the low zero load range, intake air is supplied only from the secondary intake passage, thereby increasing the flow velocity and improving combustibility. An intake system for an engine is known that is designed to improve output by supplying intake air from secondary intake air when the amount of intake air is large. In order to apply this device to a V-type engine and improve the intake inertia effect by installing the surge tank described above, the two intake boats have different characteristics to reduce torque drop at both low speed and high speed. It is desirable to prevent crowding. This objective is achieved by making one length of the intake pipe longer and the other shorter, but in this case, in a V-type engine where there are many restrictions on placement,! ! ! It is necessary to adopt a configuration that does not increase the size of the i-location.

また、Ｖ型エンジンにおいて、その溝造、形状を扁平に
するために、特公昭５１−４２２７２号公報で吸気マニ
ホールドをＶ字空に配置することが提案されているが、
これはシリンダに燃焼空気を供給し、かつ−吸気マニホ
ールドとこれから分岐する吸気導管系の汚損の回避を目
的とするものである。Furthermore, in order to flatten the groove structure and shape of a V-type engine, Japanese Patent Publication No. 51-42272 proposes arranging the intake manifold in a V-shape.
This is intended to supply combustion air to the cylinders and to avoid contamination of the intake manifold and the intake pipe system branching from it.

（発明の目的） この発明はこのような技術的背景の下になされたもので
あり、Ｖ型エンジンの吸気装置において、上記サージタ
ンクを採用して吸気慣性効果を発揮させるとともに、高
速および低速のいずれにおいでもトルクの落ち込みが生
じることがなく、しがも装置が比較的コンパクトに構成
される吸気装置を提供するものである。(Object of the Invention) This invention was made against this technical background, and uses the above-mentioned surge tank in the intake system of a V-type engine to exert an intake inertia effect and to improve the intake system at high and low speeds. It is an object of the present invention to provide an intake device in which a drop in torque does not occur in any case, and the device is constructed relatively compactly.

（発明の構成） この発明は、複数のシリンダを左右に所定の角度傾斜し
て配置するとともに、各シリンダにエン　）ジンの全運
転領域で開く第１の吸気ボートと、エンジンの特定運転
領域で聞く第２の吸気ボートとを備えてなるＶ型エンジ
ンにおいて、左右のシリンダ列の間の空間に第１のサー
ジタンクを設け、第１のサージタンクの両側に第２のサ
ージタンクを設けるとともに各シリンダに設けられた第
１、第２の吸気ボートのうち一方を上記第１のサージタ
ンクに接続し、他方の吸気ボートを上記第２のサージタ
ンクに接続したものである。この構成において、第１の
サージタンクを第１の吸気ボートに接続するばあいには
、第１の吸気通路を短くして第２の吸気通路を長く設定
し、第１のサージタンクを第２の吸気ボートに接続する
ばあいには、第１の吸気ボートを長くして第２の吸気ボ
ートを知く構成Ｊることになる。(Structure of the Invention) This invention has a plurality of cylinders arranged at a predetermined angle inclination to the left and right, and a first intake boat that opens in the entire operating range of the engine, and a first intake boat that opens in the entire operating range of the engine, and In a V-type engine equipped with a second intake boat, a first surge tank is provided in the space between the left and right cylinder rows, and second surge tanks are provided on both sides of the first surge tank. One of the first and second intake boats provided on the cylinder is connected to the first surge tank, and the other intake boat is connected to the second surge tank. In this configuration, when connecting the first surge tank to the first intake boat, the first intake passage is set short and the second intake passage is set long, and the first surge tank is connected to the second intake boat. If the first intake boat is connected to another intake boat, the first intake boat will be made longer and the second intake boat will be connected to the second intake boat.

（実施例） 第１図〜第３図において、Ｖ型６気筒エンジン１は各シ
リンダ２が左右に所定角度傾斜して中心線１０に対して
互いに対称に配置されている。エンジン１のシリンダヘ
ッド３には低負荷時および高負荷時にわたって吸気を供
給する第１の吸気ボート４と、高負荷時に吸気を供給す
る第２の吸気ボート５がそれぞれ燃焼室６に開口して設
けられている。吸気ボート４．５の開口部には第１の吸
気弁４１．第２の吸気弁５１がそれぞれ配置されている
。また、燃焼室６には排気ポート６１が開口し、その間
口部には排気弁６２が配置されている。３１はフユー］
ニルインジェクタであり、これは燃１’３１の霧化の促
進を図るために第１の吸気ボー］〜４に設けている。(Example) In FIGS. 1 to 3, in a V-type six-cylinder engine 1, each cylinder 2 is inclined left and right at a predetermined angle and is arranged symmetrically with respect to a center line 10. The cylinder head 3 of the engine 1 has a first intake boat 4 that supplies intake air during low loads and high loads, and a second intake boat 5 that supplies intake air during high loads, each opening into a combustion chamber 6. It is provided. A first intake valve 41.5 is provided at the opening of the intake boat 4.5. Second intake valves 51 are respectively arranged. Further, an exhaust port 61 opens in the combustion chamber 6, and an exhaust valve 62 is disposed at the opening thereof. 31 is Fuyu]
This injector is provided at the first intake bow] to 4 in order to promote atomization of the fuel 1'31.

第２の吸気ボート５および排気ポート６１は動弁装置に
よって開閉される。すなわち、カム５５の回転によりロ
ッカアーム５３．６３が揺動され、ロッカアーム５３．
６３の他端部でそれぞれ第２の吸気弁５１．排気弁６２
をスプリング５７．５８の力に抗して押し下げることに
より第２の吸気ボート５および排気ポート６１の開作動
を行なうようにしている。ロッカアーム５３は油圧ピボ
ット５４を支点にして揺動し、低負荷時には油圧ピボッ
ト５４がカム３４により進退してロッカアーム５３の他
端部が第２の吸気弁５１を押辻する量を増減させ、第２
の吸気ボー１−５を作動、不作動に切換え、また弁の作
動時にクリアランスの調整を自動的に行う。The second intake boat 5 and exhaust port 61 are opened and closed by a valve train. That is, the rotation of the cam 55 causes the rocker arm 53.63 to swing, and the rocker arm 53.63 swings.
63 at the other end of each second intake valve 51 . Exhaust valve 62
By pushing down against the force of springs 57 and 58, the second intake boat 5 and exhaust port 61 are opened. The rocker arm 53 swings about a hydraulic pivot 54, and when the load is low, the hydraulic pivot 54 moves back and forth by the cam 34 to increase or decrease the amount by which the other end of the rocker arm 53 pushes against the second intake valve 51. 2
The intake valves 1-5 are switched on and off, and the clearance is automatically adjusted when the valves are activated.

また、カム５５の回転ににす、ロッカアーム５９もピボ
ット５６を支点として揺動され、スプリング４２の力に
抗して第１の吸気弁４１を押し下げることにより第１の
吸気ボート４を開閉覆る。Further, as the cam 55 rotates, the rocker arm 59 also swings about the pivot 56, and opens and closes the first intake boat 4 by pushing down the first intake valve 41 against the force of the spring 42.

ピボット５６は油圧力によりロッカアーム５９を押え、
第１の吸気弁４１のクリアランスの調整を自動的に行な
うようにしている。The pivot 56 holds down the rocker arm 59 by hydraulic pressure,
The clearance of the first intake valve 41 is automatically adjusted.

排気ポート６１には排気通路６Ｇが接続され、また第１
の吸気ボート４には第１の吸気通路７０が、第２の吸気
ボート５には第２の吸気通路８１がそれぞれ接続されて
いる。左右のシリンダ列の間の空間には第１のサージタ
ンク７が配置され、これに対して上記第１の吸気通路７
０が接続され、第１のサージタンク７の両側には第２の
サージタンク８が配置され、これに対して第２の吸気通
路８１が接続されている。従って、第１の吸気通路７０
は短く形成され、第２の吸気通路８１は長く形成され、
第２の吸気通路８１の長さは吸気脈動と吸気作用回数と
が同調して吸気慣性効果が生じるような長さに設定して
いる。上流側吸気通路９は第３の吸気通路７１と第４の
吸気通路８２とに分岐し、第３の吸気通路７１は第１の
サージタンク７に接続され、第４の吸気通路８２は第２
のサージタンク８に接続されている。９１番よ分割線を
示し、第２のサージタンク８を含む一対のブロックと、
第１のサージタンク７を含むブロックと、第３の吸気通
路７１を含むブロックとに吸気系が分割され、これによ
って組立て、分解が容易に行なえるＪ：うにしている。An exhaust passage 6G is connected to the exhaust port 61, and the first
A first intake passage 70 and a second intake passage 81 are connected to the intake boat 4 and the second intake boat 5, respectively. A first surge tank 7 is arranged in the space between the left and right cylinder rows, and the first surge tank 7 is arranged in the space between the left and right cylinder rows.
A second surge tank 8 is arranged on both sides of the first surge tank 7, and a second intake passage 81 is connected to the second surge tank 8. Therefore, the first intake passage 70
is formed short, and the second intake passage 81 is formed long,
The length of the second intake passage 81 is set to such a length that the intake pulsation and the number of intake operations are synchronized to produce an intake inertia effect. The upstream intake passage 9 branches into a third intake passage 71 and a fourth intake passage 82, the third intake passage 71 is connected to the first surge tank 7, and the fourth intake passage 82 is connected to the second
is connected to the surge tank 8. A pair of blocks showing the dividing line No. 91 and containing the second surge tank 8;
The intake system is divided into a block containing the first surge tank 7 and a block containing the third intake passage 71, thereby facilitating assembly and disassembly.

なお、第３図に示されるように、第２のサージタンク８
から分岐した第２の吸気通路８１は左右各３個のシリン
ダに導かれ、各側のシリンダ列はその点火順序が連続し
ないシリンダ群に分割されている。In addition, as shown in FIG. 3, the second surge tank 8
A second intake passage 81 branched from the cylinder is led to three cylinders each on the left and right, and the cylinder rows on each side are divided into groups of cylinders whose firing order is not consecutive.

上記構成においては、第１のサージタンク７が左右のシ
リンダ列の間の空間に配置されているために、スペース
が有効に利用されて装置全体がコンパクトに構成され、
しかも吸気通路の一方を短く、他方を長く形成するのに
便利である。In the above configuration, since the first surge tank 7 is arranged in the space between the left and right cylinder rows, the space is effectively utilized and the entire device is configured compactly.
Moreover, it is convenient to make one side of the intake passage short and the other long.

またこの構成において、低負荷時には第２の吸気ボート
５は閉じられ、第１のサージタンク７から第１の吸気通
路７０、第１の吸気ボー１−４を通して燃焼室６に吸気
が供給される。そして、この通路は短く形成されている
ために吸気抵抗は小さく、このため吸気の流速は大きく
、燃焼室内でスワールが効果的に発生して燃焼が促進さ
れる。一方、高負荷時には第２の吸気ボート５も聞かれ
て第２のサージタンク８からも第２の吸気通路８１、第
２の吸気ボート５を通して吸気が供給され、燃焼室６に
は充分な吸気が供給される。しかも、第２の吸気通路８
１が長く形成されていることから吸気慣性効果により吸
気の充填効率が高められる。In this configuration, the second intake boat 5 is closed during low load, and intake air is supplied from the first surge tank 7 to the combustion chamber 6 through the first intake passage 70 and the first intake boats 1-4. . Since this passage is formed short, the intake resistance is small, and therefore the flow velocity of the intake air is high, and swirl is effectively generated within the combustion chamber to promote combustion. On the other hand, when the load is high, the second intake boat 5 is also supplied with intake air from the second surge tank 8 through the second intake passage 81 and the second intake boat 5, and sufficient intake air is supplied to the combustion chamber 6. is supplied. Moreover, the second intake passage 8
1 is formed long, the intake air filling efficiency is increased due to the intake inertia effect.

このため低負荷ＦＲｉＪ５よび高負荷時のいずれにおい
ても、トルクの落込みがなく、バランスのよいトルク特
性がえられる。Therefore, there is no drop in torque either under low load FRiJ5 or high load, and well-balanced torque characteristics can be obtained.

なお、第１のサージタンクと第２のサージタンクとの配
置を逆にして第１の吸気通路を長く、第２の吸気通路を
短く設定してもよく、この場合には低負荷時に吸気慣性
効果によって吸気の充填効率を向上さゼ、全体としてバ
ランスのよいトルク特性をうろことができる。Note that the arrangement of the first surge tank and the second surge tank may be reversed so that the first intake passage is set long and the second intake passage is set short. In this case, the intake inertia is reduced at low load. This effect improves the intake air filling efficiency and provides well-balanced torque characteristics as a whole.

（発明の効果） 以上説明したように、この発明はＶ型エンジンにおいて
、サージタンクを設けて吸気慣性効果によって充填効率
の向上を図るとともに、左右のシリンダ列の間の空間を
利用づ゛ることにより構成をコンパクトにしｌｃもので
ある。(Effects of the Invention) As explained above, the present invention provides a surge tank in a V-type engine to improve charging efficiency through the intake inertia effect, and utilizes the space between the left and right cylinder rows. This makes the configuration compact and compact.

【図面の簡単な説明】[Brief explanation of drawings]

１ｉｆ１１図はこの発明の実施例を示す概略断面図、第
２図はそのＩＩ−ＩＩＩ断面図、第３図は第１図の平面
図である。 １・・・エンジン、２・・・シリンダ、４・・・第１の
吸気ボート、５・・・第２の吸気ボーｔ〜、６・・・燃
焼室、７・・・第１のサージタンク、８・・・第２のサ
ージタンク、７０・・・第１の吸気通路、８１・・・第
２の吸気通路。 特許出願人　東洋工業株式会社1if11 is a schematic sectional view showing an embodiment of the present invention, FIG. 2 is a sectional view taken along line II--III thereof, and FIG. 3 is a plan view of FIG. 1. DESCRIPTION OF SYMBOLS 1... Engine, 2... Cylinder, 4... First intake boat, 5... Second intake boat t~, 6... Combustion chamber, 7... First surge tank , 8... second surge tank, 70... first intake passage, 81... second intake passage. Patent applicant: Toyo Kogyo Co., Ltd.

Claims (1)

【特許請求の範囲】[Claims] ｉ、ｍ数のシリンダを左右に所定の角度傾斜して配置す
るとともに、各シリンダにエンジンの全運転領域で聞く
ｆ５１の吸気ボートと、エンジンの特定運転領域で開く
第２の吸気ボートとを備えてなるＶ型エンジンにおいて
、左右のシリンダ列の間の空間に第１のサージタンクを
設け、第１のサージタンクの両側に第２のサージタンク
を設けるとともに各シリンダに設けられた第１、第２の
吸気ボートのうち一方を上記第１のサージタンクに接続
し、他方の吸気ボートを上記第２のサージタンクに接続
したことを特徴とするＶ型エンジンの吸気装置。In addition to arranging i and m cylinders tilted at a predetermined angle to the left and right, each cylinder is equipped with an f51 intake boat that is heard in the entire operating range of the engine, and a second intake boat that opens in a specific operating range of the engine. In a V-type engine, a first surge tank is provided in the space between the left and right cylinder rows, and a second surge tank is provided on both sides of the first surge tank. An intake system for a V-type engine, characterized in that one of the two intake boats is connected to the first surge tank, and the other intake boat is connected to the second surge tank.
JP58148452A 1983-08-12 1983-08-12 Suction system for v-engine Granted JPS6040724A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP58148452A JPS6040724A (en) 1983-08-12 1983-08-12 Suction system for v-engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP58148452A JPS6040724A (en) 1983-08-12 1983-08-12 Suction system for v-engine

Publications (2)

Publication Number Publication Date
JPS6040724A true JPS6040724A (en) 1985-03-04
JPH0147607B2 JPH0147607B2 (en) 1989-10-16

Family

ID=15453088

Family Applications (1)

Application Number Title Priority Date Filing Date
JP58148452A Granted JPS6040724A (en) 1983-08-12 1983-08-12 Suction system for v-engine

Country Status (1)

Country Link
JP (1) JPS6040724A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0254359U (en) * 1988-10-12 1990-04-19
JPH039020A (en) * 1989-06-06 1991-01-16 Mazda Motor Corp Intake device for twelve cylinder engine
DE4110597A1 (en) * 1990-03-30 1991-10-02 Mazda Motor INLET SYSTEM FOR A MULTI-CYLINDER INTERNAL COMBUSTION ENGINE

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0254359U (en) * 1988-10-12 1990-04-19
JPH039020A (en) * 1989-06-06 1991-01-16 Mazda Motor Corp Intake device for twelve cylinder engine
DE4110597A1 (en) * 1990-03-30 1991-10-02 Mazda Motor INLET SYSTEM FOR A MULTI-CYLINDER INTERNAL COMBUSTION ENGINE
DE4110597C2 (en) * 1990-03-30 2003-12-04 Mazda Motor Intake air intake system for a multi-cylinder internal combustion engine

Also Published As

Publication number Publication date
JPH0147607B2 (en) 1989-10-16

Similar Documents

Publication Publication Date Title
JPH02146221A (en) Suction device for multi-cylinder v-engine
JPH0758049B2 (en) Intake device for V-type multi-cylinder internal combustion engine
JPS62162723A (en) Air intake device for multi-cylinder engine
US5762042A (en) Internal combustion engine
JPH01117920A (en) Intake device of v-shaped engine
JPH1061446A (en) Intake structure of outboard motor
JPS6134344A (en) Intake device for internal-combustion engine
JPS6040724A (en) Suction system for v-engine
US3832983A (en) Cylinder head for an internal combustion engine
JPH0428888B2 (en)
JPH01106922A (en) Intake apparatus of v-shaped engine
US20070028883A1 (en) Internal combustion engine intake device
JPH0374521A (en) Intake device for multiple valve type engine
JPH03182623A (en) Air intake device for internal combustion engine
US5794587A (en) Tumble valve for multi-valve engine
JPS60156926A (en) Suction device for engine
JPS59136515A (en) Three-valve type internal-combustion engine
JPH0541827B2 (en)
JP2500851Y2 (en) Bypass structure of supercharged engine
JPH0323315A (en) Suction device for v-engine
JPS61212627A (en) Intake apparatus for 4-cycle engine
JP2756157B2 (en) 4 cycle engine
JPH0154546B2 (en)
JPS59201927A (en) Charging unit for diesel engine
JP2004150405A (en) Direct fuel injection diesel engine