JPS61247821A - Intake apparatus for internal-combustion engine - Google Patents
Intake apparatus for internal-combustion engineInfo
- Publication number
- JPS61247821A JPS61247821A JP60090185A JP9018585A JPS61247821A JP S61247821 A JPS61247821 A JP S61247821A JP 60090185 A JP60090185 A JP 60090185A JP 9018585 A JP9018585 A JP 9018585A JP S61247821 A JPS61247821 A JP S61247821A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- intake pipe
- engine
- pipe length
- length
- 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
- F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
- F02B27/0221—Resonance charging combined with oscillating pipe charging
-
- 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
- F02B27/0231—Movable ducts, walls or the like
- F02B27/0236—Movable ducts, walls or the like with continuously variable adjustment of a length or width
-
- 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
Description
【発明の詳細な説明】
（産業上の利用分野）
この発明は、内燃機関の吸気装置に関し、詳しくは慣性
過給による吸入空気供給方式を採用した吸気装置に関す
る。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an intake system for an internal combustion engine, and more particularly to an intake system that employs an intake air supply system using inertial supercharging.
（従来の技術）
一般に、自動車用内燃機関においては、吸気の充填効率
を高めるために、吸気管の実質的長さくこの場合、吸気
弁から吸気マニホルドの各ブランチ部が集合する合流点
までの長さ）を可変にするなどして、吸気圧力振動の機
関回転数によって変化する吸気弁開閉周期とを可及的に
機関の広い運転領域においてマツチングさせることによ
り、良好な慣性過給作用を得るようにした吸気装置を採
用している。(Prior Art) In general, in internal combustion engines for automobiles, in order to improve the filling efficiency of intake air, the substantial length of the intake pipe is increased, in this case, the length from the intake valve to the confluence point where each branch of the intake manifold gathers. In order to obtain a good inertial supercharging effect, the intake valve opening/closing period, which changes depending on the engine rotation speed, and the intake pressure oscillation are matched as wide as possible over the engine's operating range. Adopts an air intake system.
このような従来の内燃機関の吸気装置として例えば、第
７図および第８図に示すようなものがある（特開昭５７
−１９５８５４号公報）。Examples of such conventional intake systems for internal combustion engines include those shown in FIGS. 7 and 8 (Japanese Patent Laid-Open No. 57
-195854).
この吸気装置は、内燃機関１に吸気マニホルドと一体に
形成された吸気管長可変装置２を取付けたものである。This intake system has an internal combustion engine 1 attached with an intake pipe length variable device 2 formed integrally with an intake manifold.
吸気管長可変装置２は、分岐部３ａ、３ｂ、３ｃ、３ｄ
と集合部４を有し、この分岐部３の出口ポート５ ａ−
５ｂｓ ５ ｃｓ ５ ｄは内燃機関の各気筒６ａ、６
ｂ、６Ｃ１６ｄと連通している。分岐部３ａｓ ３ｂｓ
３ｃｓ ３ｄと集合部４の間には、吸気管の実質的長
さを可変とする滑接体７が滑動自在に介装されている。The intake pipe length variable device 2 has branch parts 3a, 3b, 3c, and 3d.
and a gathering part 4, and an outlet port 5a- of this branch part 3.
5bs 5 cs 5 d is each cylinder 6a, 6 of the internal combustion engine.
b, communicates with 6C16d. Branch 3as 3bs
A sliding member 7 is slidably interposed between the 3cs 3d and the collecting portion 4 and allows the substantial length of the intake pipe to be varied.
滑接体７は作動装置８によって、分岐部３ａ、３ｂ、３
Ｃ％３ｄと集合部４の間を滑動する。作動装置８は制御
信号を出力する制御装置９によって作動制御され、制御
装置９は内燃機関ｌの回転数を検出する回転数検出器１
０の回転数信号に基づいて制御信号を発生する。作動装
置８はこの制御装置９によって作動を制御されると、滑
接体７が分岐部３ａ、３ｂ、３Ｃ１３ｄと集合部４０間
を第８図中上下方向に滑動する。これにより吸気管の実
質的長さは！１〜Ｉｔ、と変化し、内燃機関１の広い回
転数域において、常時高い吸気充填効率が得られる。The sliding body 7 is operated by an actuating device 8 to move the branch portions 3a, 3b, 3
It slides between C%3d and gathering part 4. The actuation device 8 is operated and controlled by a control device 9 that outputs a control signal, and the control device 9 includes a rotation speed detector 1 that detects the rotation speed of the internal combustion engine l.
A control signal is generated based on a rotation speed signal of 0. When the operation of the actuating device 8 is controlled by the control device 9, the sliding member 7 slides in the vertical direction in FIG. 8 between the branch portions 3a, 3b, 3C13d and the gathering portion 40. This makes the actual length of the intake pipe! 1 to It, and a high intake air filling efficiency can always be obtained in a wide rotational speed range of the internal combustion engine 1.
（発明が解決しようとする問題点）
しかしながら、このような従来の内燃機関の吸気装置に
あっては、機関回転速度に対応して予め定められた制御
量だけ作動装置８を作動させる、いわゆるオープンルー
プ制御によって、吸気管の、 実質的長さを可変とし
ていた。したがって、この吸気装置の製品毎の固体差に
よる吸気管の実質的長さを補正するために、個々に初期
調整を行うのは困難であった。また経時変化および吸気
温度変化によって、吸気の振動周波数が変動するので、
この変動に応じてこの吸気装置の吸気管の実質的長さを
最適に制御できないという問題点があった。(Problems to be Solved by the Invention) However, in such a conventional intake system for an internal combustion engine, the actuating device 8 is operated by a predetermined control amount corresponding to the engine rotation speed, which is a so-called open air intake system. Loop control made the actual length of the intake pipe variable. Therefore, it has been difficult to perform initial adjustment for each intake device in order to correct the substantial length of the intake pipe due to individual differences between products. In addition, the vibration frequency of the intake air fluctuates due to changes over time and changes in the intake air temperature.
There has been a problem in that the substantial length of the intake pipe of this intake device cannot be optimally controlled in accordance with this variation.
（問題点を解決するための手段）
この発明は、このような従来の問題点に着目してなされ
たもので、この内燃機関の吸気装置を第１図に示すよう
に、機関回転数を検出する回転数センサと１１と、吸入
空気量を検出する吸気量センサ１２と、制御信号に基づ
いて吸気管の実質的長さを可変とする吸気管長可変機構
１３と、吸入空気量が機関回転数に対応して最大となる
ように吸気管の実質的長さをフィードバック制御する制
御信号を出力する制御手段１４と、を備えた構成とした
ものである。(Means for Solving the Problems) The present invention has been made by focusing on such conventional problems, and as shown in FIG. an intake air amount sensor 12 that detects the amount of intake air; an intake pipe length variable mechanism 13 that changes the actual length of the intake pipe based on a control signal; and control means 14 for outputting a control signal for feedback controlling the substantial length of the intake pipe so as to maximize the length corresponding to the length of the intake pipe.
（作用）
この内燃機関の吸気装置にあっては、回転数センサ１１
と、吸気量センサ１２によって機関回転数と吸入空気量
を検出する。検出した機関回転数に対応して吸入空気量
が最大となるように吸気管の実質的長さをフィードバッ
ク制御する制御信号を制御手段１４から出力する。制御
信号に基づいて吸気管の実質的長さを吸気管長可変機構
１３により可変とする。このようにして経時変化および
吸気温度変化によって変動する吸気の振動周波数に応じ
て吸気管の実質的長さを最適に制御する。一方、吸気管
の実質的長さを最適に制御するのでこの吸気装置の個々
の製品の吸気間の実質的長さを初期調整する必要がない
。(Function) In the intake system of this internal combustion engine, the rotation speed sensor 11
Then, the engine speed and intake air amount are detected by the intake air amount sensor 12. The control means 14 outputs a control signal for feedback controlling the substantial length of the intake pipe so that the amount of intake air is maximized in accordance with the detected engine speed. The substantial length of the intake pipe is made variable by the intake pipe length variable mechanism 13 based on the control signal. In this way, the substantial length of the intake pipe is optimally controlled in accordance with the vibration frequency of the intake air, which varies with time and changes in intake air temperature. On the other hand, since the actual length of the intake pipe is optimally controlled, there is no need to initially adjust the actual length between the intakes of the individual products of this intake device.
（実施例） 以下、この発明を図面に基づいて説明する。(Example) The present invention will be explained below based on the drawings.
第２図ないし第５図はこの発明の一実施例を示す図であ
る。FIGS. 2 to 5 are diagrams showing an embodiment of the present invention.
まず構成を説明する。１５は６気筒内燃機関であり、こ
の内燃機関１５には吸気管長可変機構１３が接続されて
いる。吸気管長可変機構１３は略箱型の吸気マニホルド
部１６ａと駆動手段１６ｂとからなっている。吸気マニ
ホルド部１６ａは第３図に示すように、６個のボート１
７ａ、１７ｂ、１７Ｃ１１７ｄ、１７ｅ、１７ｆを有し
ており、これらのボートのうちでボート１７ａ、１７ｂ
、１７ｃは点火順序の連続しない第１気筒群（図示せず
）と接続し、またボート１７ｄ、１７ｅ、１７ｆは点火
順序の連続しない第２気筒群（図示せず）と接続してい
る。吸気マニホルド部り６ａ内には吸気の流れ方にポー
）１７ａ、１７ｂ。First, the configuration will be explained. 15 is a six-cylinder internal combustion engine, and an intake pipe length variable mechanism 13 is connected to this internal combustion engine 15. The variable intake pipe length mechanism 13 includes a substantially box-shaped intake manifold portion 16a and a driving means 16b. The intake manifold section 16a has six boats 1 as shown in FIG.
7a, 17b, 17C117d, 17e, 17f, among these boats 17a, 17b
, 17c are connected to a first cylinder group (not shown) in which the ignition order is not consecutive, and boats 17d, 17e, and 17f are connected to a second cylinder group (not shown) in which the ignition order is not consecutive. Inside the intake manifold part 6a, there are ports 17a and 17b for the flow of intake air.
１７ｃと、ボート１７ｄ、１７ｇ、１７ｆとを２分する
隔壁１８が配設され、この隔壁１８の上流端側には一対
の可動仕切板１９ａ、１９ｂが吸気の流れに対して垂直
に配設されている。可動仕切板１９ａ、１９ｂはステッ
ピングモータ等からなる駆動手段１６ｂによって互い違
いに第３図中上下方向に駆動され、この駆動によって吸
気管の実質的長さｌは変化する。17c and boats 17d, 17g, and 17f are disposed, and a pair of movable partition plates 19a and 19b are disposed perpendicularly to the flow of intake air on the upstream end side of this partition 18. ing. The movable partition plates 19a, 19b are alternately driven in the vertical direction in FIG. 3 by a driving means 16b consisting of a stepping motor or the like, and this driving changes the substantial length l of the intake pipe.
吸気管長可変機構１３には吸気導入管２１が接続れ、こ
の吸気導入管２１には上流側から順次吸気量センサ（エ
アフロメータ）１２、絞り弁２３が配設されている。ま
た、内燃機関１５には機関回転数を検出する回転数セン
サ１１が配設されている。エアフロメータ１２、駆動手
段１６ｂおよび回転数センサ１１は駆動手段１６ｂを制
御する制御手段（制御回路）１４と接続している。制御
回路１４は内部プログラムにしたがって必要とする外部
データを取込んだり、また内部メモリとの間でデータの
授受を行ったりしながら演算処理し、必要に応じて処理
したデータを制御信号として駆動手段１６ｂに出力する
。An intake air introduction pipe 21 is connected to the intake pipe length variable mechanism 13, and an intake air amount sensor (air flow meter) 12 and a throttle valve 23 are arranged in this intake air introduction pipe 21 in this order from the upstream side. Further, the internal combustion engine 15 is provided with a rotation speed sensor 11 that detects the engine rotation speed. The air flow meter 12, the drive means 16b, and the rotation speed sensor 11 are connected to a control means (control circuit) 14 that controls the drive means 16b. The control circuit 14 takes in necessary external data according to an internal program, performs arithmetic processing while exchanging data with the internal memory, and uses the processed data as a control signal as necessary to drive the drive means. 16b.
次に作用を説明する。Next, the effect will be explained.
第４図は、吸気管の実質的長さをフィードバック制御す
る制御信号を出力する制御回路１４の制御プログラムを
示すフローチャートである。また、第５図は、制御回路
１４への入出力信号のタイミングチャートである。第４
図中のＰＩ〜Ｐ９はフローチャートの各ステップを示す
。まず、Ｐ＋で駆動手段１６ｂへの駆動信号Ｘにマツプ
等からの暫定的な値Ｘ０を代入して出力し、Ｐ２へ進む
。Ｐ！でこのときエアフロメータ１２が検出した信号を
読み込み、Ａｏとし、Ｐ３で駆動手段１６ｂの駆動信号
Ｘに暫定的な値Ｘ０に所定の小変位ΔＸだけ加えた値を
代入して出力し、Ｐ４へ進む。その後所定時間Δｔだけ
経過した後で、Ｐ４で回転数センサ１１からの信号に同
期して、エアフロメータ１２からの信号を読込んでＡｔ
とじ、ステップＰｓでＡ。とＡ、を比較する。Ａ６
＞Ａｔの場合は、Ｘは小さくしなければならず、Ｐ６で
現在のＸからΔＸ＠減じた値をＸに代入して出力する。FIG. 4 is a flowchart showing a control program for the control circuit 14 that outputs a control signal for feedback controlling the substantial length of the intake pipe. Further, FIG. 5 is a timing chart of input/output signals to the control circuit 14. Fourth
PI to P9 in the figure indicate each step of the flowchart. First, at P+, a provisional value X0 from a map or the like is substituted into the drive signal X to the drive means 16b and output, and the process proceeds to P2. P! At this time, the signal detected by the airflow meter 12 is read and set as Ao, and in P3, a value obtained by adding a predetermined small displacement ΔX to the provisional value X0 is substituted for the drive signal X of the drive means 16b, and the result is output, and the process goes to P4 move on. Thereafter, after a predetermined time Δt has elapsed, the signal from the air flow meter 12 is read in synchronization with the signal from the rotation speed sensor 11 at P4.
Stitch, A at step Ps. Compare and A. A6
>At, X must be made smaller, and in P6, the value obtained by subtracting ΔX@ from the current X is assigned to X and output.
またＡ。A again.
＞ Ａ Ｉの場合は、Ｘは大きいほうがよいので、Ｐ、
で現在のＸにΔＸを加えた値をＸに代入して出力する。> In the case of A I, it is better for X to be large, so P,
The value obtained by adding ΔX to the current X is assigned to X and output.
Ａｏ＝Ａ＋の場合は、現在のＸが最適であり、Ｐ、で現
在のＸをそのまま出力する。次にＰ９で比較するＡｏに
Ａ、の値を代入してＰ４に戻り、このループを繰り返す
。なお、上記の所定時間Δｔは、駆動信号を変化させた
際に、新しい状態におちつくまでに要する時間である。When Ao=A+, the current X is optimal, and the current X is output as is at P. Next, in P9, the value of A is substituted for Ao to be compared, and the process returns to P4, and this loop is repeated. Note that the above-mentioned predetermined time Δt is the time required for the drive signal to settle to a new state when the drive signal is changed.
このように、制御回路１４によって吸気管長可変機構１
３を吸入空気量を最大とするように吸気管の実質的長さ
をフィードバック制御することにより、経時変化および
吸気温度変化によって変動する吸気の振動周波数に応じ
て、吸気管の実質的長さを最適に制御することができる
。一方、吸気管の実質的長さを最適に制御することがで
きるので吸気装置の個々の製品の吸気管の実質的長さを
初期調整する必要がない。In this way, the control circuit 14 controls the intake pipe length variable mechanism 1.
By feedback-controlling the actual length of the intake pipe so as to maximize the amount of intake air, the actual length of the intake pipe can be adjusted according to the vibration frequency of the intake air, which changes over time and due to changes in the intake air temperature. can be optimally controlled. On the other hand, since the substantial length of the intake pipe can be optimally controlled, there is no need to initially adjust the substantial length of the intake pipe of each individual product of the intake device.
第６図には、他の実施例を示す。FIG. 6 shows another embodiment.
この実施例は、前記実施例におけるフランプ式のエアフ
ロメータ１２の代わりに熱線流量計２６を吸気導入管２
１に配設したものである。他の構成は前記実施例と同じ
であるので、同一の構成部分には同一の符号を付してそ
の説明は省略する。また作用も同じであるので省略する
。In this embodiment, a hot wire flow meter 26 is installed in the intake air introduction pipe in place of the flump type air flow meter 12 in the previous embodiment.
1. Since the other configurations are the same as those of the previous embodiment, the same components are given the same reference numerals and the explanation thereof will be omitted. Also, since the operation is the same, the description will be omitted.
（発明の効果）
以上説明してきたように、この発明によれば、吸入空気
量が機関回転数に対応して最大となるように制御手段か
ら吸気管の実質的長さをフィードバック制御する制御信
号を制御手段から出力し、この制御信号に基づいて吸気
管長可変機構によって吸気管の実質的長さを可変とした
ので２、経時変化および吸気温度変化によって変動する
吸気の振動周波数に応じて吸気管の実質的長さを最適に
制御することができる。したがって、常に高い吸気充填
効率が得られ、内燃機関の出力が向上する。(Effects of the Invention) As described above, according to the present invention, a control signal is sent from the control means to feedback control the substantial length of the intake pipe so that the amount of intake air is maximized in accordance with the engine speed. is output from the control means, and the actual length of the intake pipe is made variable by the intake pipe length variable mechanism based on this control signal.2. The effective length of the strand can be optimally controlled. Therefore, high intake air filling efficiency is always obtained, and the output of the internal combustion engine is improved.
一方、このように吸気管の実質的長さを最適に制御する
ことができるので、この吸気装置の個々の製品の吸気管
の実質的長さを初期調整する必要がない。On the other hand, since the substantial length of the intake pipe can be optimally controlled in this way, there is no need to initially adjust the substantial length of the intake pipe of each individual product of this intake device.
なお、各実施例は、制御手段に新たなプログラムを加え
るだけでよいので、新たに配設取付ける部品がなく、こ
の吸気装置を安価に製造することができる。In addition, in each embodiment, since it is only necessary to add a new program to the control means, there are no new parts to be installed and installed, and this intake device can be manufactured at low cost.
第１図はこの発明の基本概念を示すブロック図であり、
第２図ないし第５図はこの発明に係る内燃機関の吸気装
置の一実施例を示す図であり、第２図はこの吸気装置の
断面図、第３図はこの吸気装置の吸気管長可変機構のｍ
−ｍ線断面図、第４図はこの吸気装置の制御手段のプロ
グラムを示すフローチャート、第５図は制御手段への入
出力信号のタイミングチャートである。第６図はこの発
明に係る内燃機関の吸気装置の他の実施例を示す断面図
である。第７図および第８図は、従来の内燃機関の吸気
装置を示す図であり、第７図はこの吸気装置の横断面図
、第８図はこの吸気装置の平面断面図である。
１１・・・・・・回転数センサ、
１２・・・・・・吸気量センサ、
１３・・・・・・吸気管長可変機構、
１４・・・・・・制御手段。FIG. 1 is a block diagram showing the basic concept of this invention.
2 to 5 are views showing an embodiment of an intake system for an internal combustion engine according to the present invention, FIG. 2 is a sectional view of this intake system, and FIG. 3 is an intake pipe length variable mechanism of this intake system. m
-m line sectional view, FIG. 4 is a flowchart showing a program of the control means of this intake device, and FIG. 5 is a timing chart of input/output signals to the control means. FIG. 6 is a sectional view showing another embodiment of the intake system for an internal combustion engine according to the present invention. 7 and 8 are views showing a conventional intake system for an internal combustion engine. FIG. 7 is a cross-sectional view of this intake system, and FIG. 8 is a plan sectional view of this intake system. DESCRIPTION OF SYMBOLS 11... Rotation speed sensor, 12... Intake air amount sensor, 13... Intake pipe length variable mechanism, 14... Control means.
Claims (1)
出する吸気量センサと、制御信号に基づいて吸気管の実
質的長さを可変とする吸気管長可変機構と、吸入空気量
が機関回転数に対応して最大となるように吸気管の実質
的長さをフィードバック制御する制御信号を出力する制
御手段と、を備えたことを特徴とする内燃機関の吸気装
置。A rotation speed sensor that detects the engine rotation speed, an intake air amount sensor that detects the intake air amount, an intake pipe length variable mechanism that changes the actual length of the intake pipe based on a control signal, and an intake air amount that changes depending on the engine rotation. 1. An intake system for an internal combustion engine, comprising: control means for outputting a control signal for feedback-controlling the substantial length of an intake pipe so that the actual length of the intake pipe is maximized in accordance with the number of intake pipes.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60090185A JPS61247821A (en) | 1985-04-26 | 1985-04-26 | Intake apparatus for internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60090185A JPS61247821A (en) | 1985-04-26 | 1985-04-26 | Intake apparatus for internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61247821A true JPS61247821A (en) | 1986-11-05 |
Family
ID=13991423
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60090185A Pending JPS61247821A (en) | 1985-04-26 | 1985-04-26 | Intake apparatus for internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61247821A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN100458115C (en) * | 2005-12-29 | 2009-02-04 | 比亚迪股份有限公司 | Variable inlet duct and inlet system containing same |
| JP2009228571A (en) * | 2008-03-24 | 2009-10-08 | Suzuki Motor Corp | Ignition timing control device for engine |
-
1985
- 1985-04-26 JP JP60090185A patent/JPS61247821A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN100458115C (en) * | 2005-12-29 | 2009-02-04 | 比亚迪股份有限公司 | Variable inlet duct and inlet system containing same |
| JP2009228571A (en) * | 2008-03-24 | 2009-10-08 | Suzuki Motor Corp | Ignition timing control device for engine |
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