DE102016014531B3 - Fuel supply system - Google Patents

Fuel supply system

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Publication number
DE102016014531B3
DE102016014531B3 DE102016014531.5A DE102016014531A DE102016014531B3 DE 102016014531 B3 DE102016014531 B3 DE 102016014531B3 DE 102016014531 A DE102016014531 A DE 102016014531A DE 102016014531 B3 DE102016014531 B3 DE 102016014531B3
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Germany
Prior art keywords
flow accelerator
fuel
flow
characterized
according
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DE102016014531.5A
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German (de)
Inventor
Patentinhaber gleich
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Erich Benstem
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B31/00Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/04Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10Air intakes; Induction systems
    • F02M35/10006Air 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
    • F02M35/10013Means upstream of the air filter; Connection to the ambient air
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10Air intakes; Induction systems
    • F02M35/10091Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
    • F02M35/10118Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements with variable cross-sections of intake ducts along their length; Venturis; Diffusers
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/14Technologies for the improvement of mechanical efficiency of a conventional ICE
    • Y02T10/146Charge mixing enhancing outside the combustion chamber

Abstract

The invention relates to a flow accelerator (10) for the intake manifold of an internal combustion engine, wherein the intake manifold comprises a housing with at least one inlet opening and at least one outlet opening and a cavity, and wherein the flow accelerator (10) is designed as an attachment for the intake manifold and a suction bore (16 ), whose inner diameter D has a lower value than that of the intake pipe.

Description

  • The invention relates to a fuel supply system for supplying fuel to an internal combustion engine of a vehicle, such as a car.
  • State of the art
  • Are known fuel supply systems for vehicles. In engines for operating automobiles and other propulsion engines, fuel injection systems are used to supply, in particular, pressurized fuel by injection. In such fuel injection systems, generally, the pressurized fuel accommodated in a predetermined volume supply line is distributed to a plurality of fuel injection valves and then injected into an intake passage of an engine cylinder or a combustion chamber of the cylinder. Such fuel injection systems are used in gasoline engines and diesel engines. Their combustion processes are based on chemically reactive flows.
  • The publication JP 2010-71098 discloses a fuel delivery system including a pre-wire container cup, a reservoir cap, a fuel supply line, an electrical line, and a jet pump. A fuel pump is housed in the reservoir cup and the reservoir cup is configured to retain fuel in the fuel tank. The fuel pump pumps fuel from the fuel tank through the fuel supply line from the fuel tank to the outside. The fuel is pumped by the jet pump from the fuel tank into the reservoir. About the electrical line, the fuel can be supplied to the engine.
  • Such known fuel supply systems have in particular accumulators which are aungeordnet in a pressure storage chamber for receiving the fuel from a reservoir, wherein the internal volume of this pressure accumulator is variable, see. DE 10 2015 007 674 A1 ,
  • A disadvantage of the known fuel supply systems that often pressure regulators are necessary to influence or adjust the fuel pressure in the supply line to a predetermined value.
  • An important problem with internal combustion engines is the setting of the respectively correct air-fuel mixture for the respective operating state of the internal combustion engine or of the driven vehicle. In a carburetor or injection system of a known internal combustion engine, the air drawn in by the internal combustion engine flows through a cavity, typically through an intake pipe, which is tapered at one point. At the location of the smallest diameter cavity, the velocity of the air is greatest.
  • Usually, exactly at this point or immediately downstream behind this point, the fuel is added. The fuel is entrained by the passing air and atomized in the air. As a result, the most thorough possible mixing of the fuel in the air is achieved. The amount of air required for the respective operating or load condition of the internal combustion engine is set by means of suitable setting devices in the carburetor or in the injection system. As a rule, throttle valves are used for this purpose.
  • The consequence of the above-mentioned application in gasoline and diesel engines are undesirable emissions of harmful substances by exhaust gases that result from the combustion of hydrocarbon fuels that are discharged into the atmosphere and lead to significant air pollution. The internal combustion engines used in vehicles are by their design incapable of enabling continuously uniform and relatively complete combustion, as occurs with continuously burning flames or similar combustion devices. In a vehicle powered by a gasoline engine, a large number of individual burns occur within a short time, repeatedly to achieve the desired power line.
  • The possibility for a more complete combustion within the engine is therefore the target of various efforts, resulting in an exhaust gas, which has only uncritical ingredients. So far, the effort to reduce exhaust gases is only unsatisfactory. For combustion, air is usually used as the medium to be supplied, which contains nitrogen. Under the various working conditions of an engine, this nitrogen is partly converted to nitrogen oxides, which are repelled with the exhaust gas and contribute to air pollution. The exhaust gases emitted by the engines used, which operate largely under the incomplete combustion of a hydrocarbon-fuel-air mixture, have a different percentage of carbon monoxide, unburned hydrocarbons, carbon, nitrogen oxides, and other gases, and generally contain different gaseous compounds of sulfur, lead, bromine, chlorine, phosphorus and others. These gaseous compounds can arise when Impurities of the fuel are present or various additives are contained in the burned fuel.
  • The DE 10 2016 207 819 A1 discloses a pollutant reduction method of controlling an internal combustion engine, wherein a selection of fuel injection strategies and spark timing for a spark-ignition direct injection SI engine occurs in response to the monitored engine load relative to a plurality of load ranges. For this purpose, a pre-ignition fuel injection event is proposed.
  • A reduction in emissions should also cause exhaust aftertreatment systems. The EP 0 301 83 08 A1 discloses either the use of a catalyst and / or another exhaust aftertreatment unit for use in the exhaust stream of internal combustion engines with a temperature-sensitive element made of temperature-sensitive material that changes its property permanently visible or detectable at a given limit temperature. For visualization, an attached code changes depending on the temperature.
  • The DE 31 42 885 A1 discloses a mixture forming system for internal combustion engines with an air supply line, the combustion air for fuel injection and / or mixture formation and combustion chambers of the internal combustion engine leads and having means for generating a rotational movement of a partial air flow of the combustion air. In the air supply line a plurality of flow direction behind the other and independent of each other guide means are arranged, which impart a rotational movement of the entire combustion air or the fuel-air mixture in addition to the flow direction.
  • The US 2016/0 146 167 A1 discloses a sealing device capable of suppressing the generation of an unusual noise by guiding a gas flow, thereby suppressing the generation of the unusual noise caused by a resonance between the gas flow and a pipe. An intake noise reducing portion includes a flow-guiding net portion for guiding a gas flowing in an intake pipe, an annular frame body portion for supporting the flow-conducting net portion, a cylindrical portion extending from the frame body portion in one direction, the pipe into an inner circumferential surface of a second pipe and a flange portion is fitted, which extends from an end portion of the cylindrical portion to an outer peripheral surface side and is disposed in a space between an end surface of a pipe.
  • The DE 32 18 018 A1 shows a pinhole with radially inwardly facing spring tongues, each with two convex lateral boundary edges and a corrugated, the hole forming spoiler lip. The spring tongues are superimposed in the vicinity of the boundary edges like fish scales and inseparably connected to one another in their outer section. The outer section is crimped on a retaining ring. The pinhole is located near the injection valve and causes turbulence with superimposed swirl flow of the flowing into the working chamber of the internal combustion engine medium.
  • The US 5 097 814 A discloses an apparatus for two-stroke engines that improves engine efficiency through more complete combustion resulting in increased engine speed and emissions reduction. The device is a deployment device located upstream of the carburetor, preferably in a coupler that typically extends between an air cleaner and the carburettor of a two-stroke engine. The insert itself is generally formed as a tubular member that tapers from a larger inlet side to a smaller outlet. The tuned air insert is arranged such that its lower edge is raised above the coupler outlet and carburetor inlet, and that the coupler surrounding the tuned air insert has a diameter sufficiently greater than that of at least a portion of the insert is immediately above and opens to the carburetor inlet, so as to form a chamber surrounding the insert.
  • The DE 31 11 840 A1 shows a device for improving the mixture formation in gasoline engines, in which a pressure reducer, mainly a Venturi tube is installed in the intake manifold. After the venturi tube of the carburator, an additional constriction is formed which has a curved generatrix. The smallest diameter of the constriction should be about 90% of the intake pipe diameter, the length of the constriction 50% and 15 - 20% of the intake pipe diameter.
  • The FR 2 911 910 A1 discloses an apparatus for restricting an intake passage in an engine cylinder head to open into a combustion chamber of the valve seat through an exhaust port closed by an intake valve when abutting an assembled valve seat. It consists of a thin metal insert, in which the valve seat and the cylinder head are inserted.
  • The US Pat. No. 6,065,459 A shows a sealed, high-volume, high-speed ventilated 180 ° anti-rotation countercurrent correction filter device with no moving parts for improving the induction speed, consisting of two flared tubes forming a Venturi configuration in radius revolution, the head suction wall contributing to form a coaxial cylindrical air curtain with a funnel-shaped Throttling point, two vacuum points and mounting feet for positioning and generating turbulence streams, for installation in 4-stroke combustion engine connections.
  • The US Pat. No. 1,627,161 A discloses a method and apparatus for handling a combustible fluid fuel mixture and describes fracturing and atomizing the liquid non-volatile portions thereof and thereby mixing the atomized portions with the air and other components of the mixture to yield a thoroughly homogenized mixture. It is intended to use the partial atomization of heavy particles caused by the gasifier and then, without these particles subsequently being condensed into large globules, to further decompose or atomize the already partially atomized particles, so that they finally be delivered to the place of use. The fuel mixture is substantially homogeneous in character with all liquid particles completely broken up and atomized and mixed with a sufficient amount of air to assist immediate complete combustion.
  • In the US 4 088 104 A there is provided an evaporation device which is adapted to be mounted in an intake passage between a carburetor and combustion chambers in an internal combustion engine. The device comprises a porous member extending partially into the inlet channel to create a pressure differential between the upstream upstream side and the downstream side of the porous member, the porous member having a sufficiently fine porosity to thereby restrict the mixture flow to air and air to restrict evaporated fuel.
  • The US 1 585 139 A discloses a gasoline engine gas igniter with the aim of collecting the condensate fed or condensed to the distributor and converting this liquid fuel by evaporation into a highly flammable gas mixture in which the fuel particles are thoroughly decomposed into finely divided particles surrounded by sufficient air to promote explosive combustion, and which is delivered to the cylinder in a turbulent state favoring evaporation.
  • In motor vehicle development, there is a trend towards lower displacement of the internal combustion engines used, which is known as downsizing. One reason for this development is the attempt to reduce fuel consumption by reducing throttle valve losses. This problem solution as well as other pre-chamber or vortex chamber methods as well as the use of turbochargers or the like. often does not help the original problem since complete or almost complete combustion of the fuel is not achieved or the said pollutants can still be found in the emissions of the vehicle. The solutions mentioned are complex, expensive and not satisfactorily effective.
  • The object of the invention is therefore to provide a fuel supply system which enables an improved combustion of the supplied fuel into the combustion chamber of an internal combustion engine for exhaust gas reduction.
  • Disclosure of the invention
  • A flow accelerator for a fuel supply system for combustion of fuel for an internal combustion engine of a motor vehicle is disclosed.
  • In motor vehicles with internal combustion engines these gases such as air must be supplied. The flow of the gas flowing through, i. a gas volume flowing through per unit time must be adapted to the operating state of the internal combustion engine. The internal combustion engine has an intake pipe for supplying fuel.
  • The effectiveness of the combustion of the air-fuel mixture depends on the state of turbulence of the components at the time of ignition. The turbulence in turn depends on the flow velocity of the air. The flow accelerator according to the invention is used to optimize these processes.
  • The flow accelerator according to the invention is arranged in particular in front of a filter in the intake of an internal combustion engine. This area is generally formed by the intake manifold. The flow accelerator is designed as a front attachment to this intake manifold and has an approximately centrally disposed suction bore. The air, which is supplied to the fuel such as gasoline or diesel for combustion, is thereby fed to this fuel at a much higher speed. The charge of O2-containing air is sufficient for optimal combustion of the fuel in the cylinder.
  • Fuel filters are components in vehicles that release the fuel from solid particles. she are operated as a main flow filter and are usually filled with a paper-like material. The installation location is in the fuel line to the vehicle engine. Diesel filters have a cartridge-like design with one-sided flange, gasoline filters are usually mounted within the suction line to the fuel pump or in the pressure line between the pump and the injectors. Air filters are provided for the admixed air, which may have, for example, a connection to a clean air duct arranged downstream of the air filter and additionally a flow guide grille.
  • In the flow acceleration usually creates a backwater to compensate for any flow disturbances. A usually occurring reflux is minimized when using the flow accelerator according to the invention, since the fuel, when the cylinder is no longer sucking, is swirled and no reflux occurs due to the resulting backlog more. The result is a compensation of the disturbances of the return flow.
  • The flow accelerator is thereby formed from a tubular cylinder, which has a reduced average with respect to the intake pipe. As a result, the supplied air is compressed and has a higher pressure. As a result, the cylinder or cylinders of the vehicle can be filled faster. By using a suitable controller, we only fill exactly the amount of fuel needed during combustion.
  • As a result, the flow accelerator acts like a reduced intake spout and thus the attachment device acts like a thin intake spout in this selected area. The respective adaptation to the corresponding cylinder, i. The reduction of the diameter of the flow accelerator, is done by the use of a calculation formula.
  • The content of a cylinder is taken as the basis and given in ccm. A constant of 0.095 is used so that the content times the constant gives the value of the suction bore. This value was determined by empirical studies. The determined value of the intake bore is thus cylinder number or displacement dependent.
  • An example calculation for a vehicle with an engine displacement of 1043 cc, 4 cylinders and the constant of 0.095 gives a value of 24.77 mm for the diameter of the intake bore of the flow accelerator.
  • The flow accelerator is formed in particular of plastic and is inserted into the intake manifold of the internal combustion engine. The flow accelerator is in particular formed with a length of about 50 mm. The flow accelerator has in the proposed embodiment in particular a stop of 5 mm. The inner diameter of the intake pipe is designed with approx. 37.00 mm. The inner diameter of the flow accelerator, however, is only 24.77 mm, so that the speed of the medium carried is significantly accelerated.
  • The flow accelerator according to the invention has the advantage that the emissions of pollutants from vehicles is significantly reduced, since the combustion of the fuel to drive the vehicle can be almost complete.
  • Further advantages and advantageous embodiments of the invention are the following description of the figures, the drawings and the claims removed.
  • An exemplary embodiment of the solution according to the invention will be explained in more detail below with reference to the attached schematic drawings. It shows:
    • 1 shows a flow accelerator 10 in a longitudinal section and
    • 2 shows the flow accelerator in another view also in longitudinal section.
  • In 1 is a flow accelerator 10 shown. The flow accelerator 10 is formed in a cylindrical longitudinal shape and has a plastic wall 12 on. It is a graduation area 14 formed, which has a larger diameter than the cylindrical longitudinal shape. This graduation area 14 acts as a stop.
  • The flow accelerator 10 further includes a suction hole 16 on. The flow accelerator 10 is plugged into the intake pipe of the internal combustion engine and unfolds its effect there.
  • 2 shows the flow accelerator 10 , The flow accelerator 10 is made of plastic and has, in particular, a length of 50 mm according to an example calculation. The inner diameter D the suction hole 16 is determined depending on the number of cylinders and the displacement volume times the constant of 0.095. This allows the flow accelerator 10 adapted to the respective vehicle and thus optimizes the combustion of the fuel in the internal combustion engine.
  • All in the description, the following claims and the drawings illustrated features may be essential to the invention both individually and in any combination.
  • LIST OF REFERENCE NUMBERS
  • 10
    flowmakers
    12
    plastic wall
    14
    termination region
    16
    intake bore
    L
    length
    D
    diameter

Claims (9)

  1. Flow accelerator (10) for the intake manifold of an internal combustion engine, wherein the intake manifold comprises a housing having at least one inlet opening and at least one outlet opening and a cavity, characterized in that the flow accelerator (10) is designed as an attachment for the intake manifold and a suction bore (16) whose inner diameter D has a lower value than that of the intake pipe, wherein the diameter D of the intake bore (16) in millimeters gives a cubic centimeter cubic centimeter divided by the number of cylinders times a constant of 0.095, thereby optimizing combustion in the internal combustion engine.
  2. Flow accelerator (10) after Claim 1 , characterized in that the flow accelerator (10) is formed of plastic.
  3. Flow accelerator (10) according to one of Claims 1 or 2 , characterized in that the flow accelerator (10) is formed in a cylindrical shape.
  4. Flow accelerator (10) according to any one of the preceding claims, characterized in that the flow accelerator (10) has a termination region (14) which serves as a stop.
  5. Flow accelerator (10) according to one of the preceding claims, characterized in that the flow booster (10) is attachable to the intake manifold.
  6. Flow accelerator (10) according to one of the preceding Claims 1 to 5 , characterized in that the flow accelerator (10) can be inserted and / or screwed in and / or latched into the intake pipe.
  7. Flow accelerator (10) according to one of the preceding claims, characterized in that the flow accelerator (10) can be attached to the intake pipe in a filter region.
  8. Flow accelerator (10) according to any one of the preceding claims, characterized in that the flow accelerator (10) is arranged upstream of the intake pipe.
  9. Vehicle with a flow accelerator (10) according to one of Claims 1 to 8th ,
DE102016014531.5A 2016-12-01 2016-12-01 Fuel supply system Active DE102016014531B3 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE102016014531.5A DE102016014531B3 (en) 2016-12-01 2016-12-01 Fuel supply system

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016014531.5A DE102016014531B3 (en) 2016-12-01 2016-12-01 Fuel supply system
PCT/DE2017/000384 WO2018099502A1 (en) 2016-12-01 2017-11-09 Internal combustion engine comprising an intake flow accelerator

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DE102016014531B3 true DE102016014531B3 (en) 2018-05-09

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Citations (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1585139A (en) 1921-10-06 1926-05-18 Charles W Gillett Fuel reatomizer for gas engines
US1627161A (en) 1922-02-23 1927-05-03 William A Edwards Method and means for homogenizing fluid-fuel mixtures
US4088104A (en) 1975-07-10 1978-05-09 Ibbott Jack Kenneth Device and method for improving vaporization rate of volatile fuels
DE3111840A1 (en) 1981-03-26 1982-10-14 Mezoegazdasagi Kom Baja Device for improving the mixture formation in spark ignition engines
DE3142885A1 (en) 1981-10-29 1983-05-11 Winfried Drebs Mixture-forming system for internal combustion engines
DE3218018A1 (en) 1982-05-13 1983-11-17 Bosch Gmbh Robert A device for improving combustion in internal combustion engines
US5097814A (en) 1990-09-17 1992-03-24 Smith George C Tuned air insert for internal combustion engines and related process
US6065459A (en) 1997-05-15 2000-05-23 Lynn Diane Johnston Correct-a-flow radius turnaround anti-reversionary venturi pipes
FR2911910A1 (en) 2007-01-29 2008-08-01 Renault Sas Swirl/tumble type intake pipe restricting device for internal combustion engine, has metallic insert inserted between valve seat and cylinder head, and semi-torus supported against cylinder head and extended towards interior of intake pipe
JP2010071098A (en) 2008-09-16 2010-04-02 Honda Motor Co Ltd Fuel supply device for fuel tank
DE102015007674A1 (en) 2014-06-17 2015-12-17 Aisan Kogyo Kabushiki Kaisha Fuel supply system
EP3018308A1 (en) 2012-07-04 2016-05-11 MAN Truck & Bus AG Waste gas treatment system for combustion engines
US20160146167A1 (en) 2013-07-09 2016-05-26 Nok Corporation Sealing device
DE102016207819A1 (en) 2015-05-06 2016-11-10 Gm Global Technology Operations, Llc Method for controlling an internal combustion engine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1512290A (en) * 1975-11-24 1978-06-01 Agar J Instrumentation Ltd Method and apparatus for determining fluid flow rate and/or for exercising a control in dependence thereon
DE3417965A1 (en) * 1982-12-24 1985-11-21 Guenter Siebensohn Process for preparation of the mixture in a spark-ignition engine and spark-ignition engine for implementing the process
DE29720323U1 (en) * 1997-11-17 1998-03-19 Benz Hans Peter Dipl Ing Air inlet tube with venturi accelerator for internal combustion engines
US6928979B2 (en) * 2003-11-10 2005-08-16 Jung-Pin Cho Gas-economizing powerful engine speed increaser
US7681461B2 (en) * 2006-09-06 2010-03-23 Amir Rosenbaum Pipe adapter for adjusting the flow past a sensor
EP2843224B1 (en) * 2013-08-30 2018-11-28 MANN+HUMMEL GmbH Charge air duct for an internal combustion engine

Patent Citations (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1585139A (en) 1921-10-06 1926-05-18 Charles W Gillett Fuel reatomizer for gas engines
US1627161A (en) 1922-02-23 1927-05-03 William A Edwards Method and means for homogenizing fluid-fuel mixtures
US4088104A (en) 1975-07-10 1978-05-09 Ibbott Jack Kenneth Device and method for improving vaporization rate of volatile fuels
DE3111840A1 (en) 1981-03-26 1982-10-14 Mezoegazdasagi Kom Baja Device for improving the mixture formation in spark ignition engines
DE3142885A1 (en) 1981-10-29 1983-05-11 Winfried Drebs Mixture-forming system for internal combustion engines
DE3218018A1 (en) 1982-05-13 1983-11-17 Bosch Gmbh Robert A device for improving combustion in internal combustion engines
US5097814A (en) 1990-09-17 1992-03-24 Smith George C Tuned air insert for internal combustion engines and related process
US6065459A (en) 1997-05-15 2000-05-23 Lynn Diane Johnston Correct-a-flow radius turnaround anti-reversionary venturi pipes
FR2911910A1 (en) 2007-01-29 2008-08-01 Renault Sas Swirl/tumble type intake pipe restricting device for internal combustion engine, has metallic insert inserted between valve seat and cylinder head, and semi-torus supported against cylinder head and extended towards interior of intake pipe
JP2010071098A (en) 2008-09-16 2010-04-02 Honda Motor Co Ltd Fuel supply device for fuel tank
EP3018308A1 (en) 2012-07-04 2016-05-11 MAN Truck & Bus AG Waste gas treatment system for combustion engines
US20160146167A1 (en) 2013-07-09 2016-05-26 Nok Corporation Sealing device
DE102015007674A1 (en) 2014-06-17 2015-12-17 Aisan Kogyo Kabushiki Kaisha Fuel supply system
DE102016207819A1 (en) 2015-05-06 2016-11-10 Gm Global Technology Operations, Llc Method for controlling an internal combustion engine

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Title
JP 2010-071 098 A (Maschinenübersetzung), AIPN [online] JPO [abgerufen am 2017-4-5] *

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