DE1941876A1 - Intake line system for fuel injections in motor vehicles - Google Patents

Description

PATENT LAWYERS Dr. D. Thomsen

Dipl.-Chem.

H. Tiedtke

Dipl.-Ing.

G. Bühling Dipl.-Chem.

8000 MONKS 2

VAL 33

TELEPHONE 0811/226894

TELEGRAM ADDRESS: THOPATENT

Munich August 18, 1969 case PG 23-6932 / T 3266

Nissan Motor Company Limited Yokohama City, Japan

Suction line system for fuel injection in motor vehicles

The invention relates to an intake line system for fuel injections in internal combustion engines and in particular on a suction line system that in addition an auxiliary throttle valve is used in addition to the main throttle valve.

There are generally two types of intake line systems. During fuel injection in internal combustion engines; one type uses a single throttle valve while the other multiple throttle valve type has multiple throttle valves on each cylinder. In practice

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most commonly the type with a throttle valve is used as it is less expensive, easy operation of the accelerator pedal and simple dosing of the intake air ► amount allowed.

In the conventional air intake line system for fuel injection in internal combustion engines is behind the Throttle valve an air chamber is provided so that the air via individual air branches or air ducts to the respective Cylinders or combustion chambers of the engine and the suction resistance of the intake air is reduced and the performance of the ^ Engine is improved by using the intake inertia of the air.

In such a conventional intake line system for fuel injection - for example an intake line system for a four-cylinder engine with an ignition sequence from the first to the third, the fourth and the second cylinder, the air intake process takes place in this order at an angular interval of 180 ° for the crankshaft, so that during the air intake process results between the first and third, between the third and fourth, between the fourth and second, and between the second and first cylinder except for between the first and fourth, and the second and third cylinders overlap ·

• ·

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Although even if the intake processes overlap between the adjacent cylinders, the mutual interference of intake air from adjacent cylinders. Cylinder does not enter if the volume of the ImTb is sufficiently large, it is impossible to provide such a large air chamber in actual engines that the mutual overlap of intake air of the adjacent cylinders can be avoided, as the normal volume of the conventional air chamber is approximately, half the volume of the engine cylinder.

This mutual overlap of the intake air of neighboring cylinders leads at low engine speed due to - the apparent intake inertia to maxima-Lem torque at the engine insert * wiü at medium and higher speeds due to - the disturbance of the true intake inertia corresponding to the length of the air branches to lower torque.

The task of the invention is to partially eliminate the aforementioned disadvantages of the conventional intake line system for fuel injection. This object is achieved in that, in addition to the main throttle valve, a throttle valve is provided which is in connection with the atmosphere in order to eliminate the intake overlap, the intake inertia effect of the intake line to improve the engine

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contributes by adding .the auxiliary throttle valve in dependence the opening of the main throttle valve and the engine speed actuated.

The invention is explained in more detail below with reference to schematic drawings.

Fig. 1 is a schematic representation of the suction line system according to the invention with associated Share;

Figures 2, 3 and 4 are graphic representations,

which illustrate the relationship between engine speed and torque, when the intake manifold system of the present invention is used;

Fig. 5 is a top plan view of the intake manifold system according to a further embodiment of the invention;

FIG. 6 is a sectional view through the intake line system along the line VI-VI in FIG

Fig. 7 is a schematic representation of a control device for the mechanical opening and closing of the auxiliary throttle valve after the Invention; *

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Pig. Fig. 8 is a schematic diagram of another mechanical control device opening and closing an auxiliary throttle valve according to the invention;

Fig. 9 is a working diagram showing the opening of the Auxiliary throttle valve according to FIG. 7 as a function shows of engine speed;

Fig.10 is a schematic representation of an electrical Control device for opening and closing the auxiliary throttle valve according to the invention;

Fig.11 shows another example of an electrical Control device according to FIG. 10;

Fig.12 is a working diagram showing the opening of the Auxiliary throttle valve according to FIG. 9 as a function shows of engine speed;

Figs. UA and 13B are graphs;

Fig. 11 shows the relationship between air pressure waveforms and time in a conventional air intake pipe system; Fig. 13C and 13D are graphs which form the relationship between the air pressure waves · "and the time at the air suction piping system to illustrate the invention.

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Fig. 1 shows an embodiment of the intake line system with associated parts as an embodiment of the invention for an internal combustion engine 10, with a fuel injection pump 11 which is driven at half the engine speed and for the fuel injection from a plurality of nozzles 12 in an intake or Provides inlet opening 13 of a cylinder I ¹ J under control or metering as a function of the opening of the main throttle valve 15 for controlling the amount of intake air, as well as as a function of the engine speed; Furthermore, there is an air filter 16 for venting and filtering atmospheric air, a throttle valve chamber 17 connected to the air filter with the throttle valve 15 * connected to the accelerator pedal 18, an air chamber 19 connected to the throttle valve chamber 17 at one end and a plurality of individual branches or channels 20, 21, 22 and 23 each connected to a cylinder 14 of the engine 10 and the air chamber 19; In addition, the intake line system has an auxiliary throttle valve chamber 24, which is connected to the other end of the air chamber 19 and has an auxiliary throttle valve 25, to which an air filter 26 for venting and filtering atmospheric air to be guided through the auxiliary throttle valve chamber 2k to the air chamber 19 is connected. In this arrangement, the air branches 20, 21, 22 and 23 are arranged straight so that

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the intake inertia - this is the effect with which the mass of the intake air due to the negative intake pressure in the cylinders in accelerates the branches and then suddenly enters the suction valve - is supplied, with the air branches 20, 21, 22 and 23 previously with. the air chamber 19 having the throttle valve chamber 17 with the throttle valve 15 and then with the suction port or inlet port for a suction valve (not shown).

It is now again referring to the Pig. 13A consider the conventional design of the air intake pipe system; the air chamber serves the respective cylinder together for applying the suction inertia and cannot be enlarged to a sufficient size, resulting in Pressure oscillations occur in this chamber, which add to the suction inertia, so that the apparent inertia increases while reducing this apparent inertia at the desired engine speed. this means 13A shows an increase in the pressure ρ at low engine speed, because the pressure ρ of the suction or inlet opening with the suction valve of the first cylinder closed and lower Speed due to the adverse effect of the intake overlap of the third cylinder adjacent to the first cylinder in the firing order of the peak of the internal pressure q in corresponds to the air chamber. Since, in contrast, according to FIG. 13B

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medium and high speed the timing of closing of the suction valve corresponds to the valley of the pressure q, the pressure ρ is reduced in such an order of magnitude that according to the solid line Line in Fig. 2, the torque is reduced as a result of the reduction in volumetric efficiency, because it When the engine speed increases, the pressure waveform is delayed from the opening norm of the intake valve due to the inertia of the air. In other words, this means that the suction valve opens earlier than the pressure waveform, so that a negative effect occurs. In contrast, owns the intake line system according to the invention, the auxiliary throttle valve chamber 24, which is connected to the other end of the air chamber opposite the main throttle valve chamber 17, and the auxiliary throttle valve 25 has; to the auxiliary throttle valve chamber 24 the air filter 26 is connected for venting and filtering atmospheric air passing through the auxiliary throttle valve chamber 24 is to lead to the air chamber 19, whereby the engine performance is improved by controlling the auxiliary throttle valve 25.

Is the main throttle valve 25 is closed at full load or substantially VoHlastbetieb of the motor substantially, the torque of the engine, the strong solid line follows in accordance with Fig. 2> being generated by the positive effect of the Ansaugüberschneidung at low engine speed maximum torque in the engine, while middle and

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at high speed, the torque of the engine decreases due to the negative effect of the intake overlap. If, however, the auxiliary throttle valve 25 is fully opened so that the air chamber 19 is connected to the atmosphere through the auxiliary throttle valve 25 accommodated in the auxiliary throttle valve chamber 2k and the air filter 26, the pressure in the air chamber hardly changes at all according to FIGS. 13C and 13D, so that the suction overlap is eliminated; this leads \ to the fact that in spite of decrease in engine torque at low engine speed, the true Ansaugträgheit is brought to a maximum and follows the motor torque of the dashed line in FIG. 2, which improves the motor torque at medium and high engine speed.

Fig. 3 is a graph showing the relationship between torque and engine speed using an intake manifold system according to the invention; (The engine speed at which the torque of curve 27 reaches its maximum when the auxiliary throttle valve 25 is fully closed is denoted by n ₁ , and the engine speed at which the torque of curve 28 reaches its maximum when the auxiliary throttle valve 25 is fully open is denoted by n ₂ , and the auxiliary throttle valve 25 is gradually brought from the fully closed state to the fully opened _{state between the engine speeds n. and n 2} , so leads

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The combination of the intake overlap and the intake inertia effects on the torque curve as shown in the Pig. 3 is denoted by 29. Accordingly, the auxiliary throttle valve 25 is closed until the engine _{speed reaches the value ^ 1} and the auxiliary throttle valve 25 is then gradually brought from the fully closed state when the engine speed rises from η ^ to n ₂ to the fully open state and then held in the fully open state , the area indicated by 30 is improved.

In this case the air branches 20, 21, 22 and shortens and match the torque characteristics of the engine when the auxiliary throttle valve 25 is fully open with those at high Speed, the torque and maximum power of the Engine continues to improve.

Fig. 4 shows the relationship between the torque and the engine speed in the case of application of the intake pipe system according to the invention; becomes the engine speed at the intersection of the torque curve 31 for fully closed auxiliary throttle valve 25 with the torque curve for fully open throttle valve 25 is designated with η, and the auxiliary throttle valve 25 is at this Moüorgeschwindigkeifc. η from the fully closed position to the fully open

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-lite position suddenly changed, the engine torque follows the torque curve 31 when the throttle valve 26 is up to Speed η remains in the fully closed state and the torque curve 32 if beyond the speed η the auxiliary throttle valve 25 remains fully open, so that the engine torque in the range indicated by 33 is improved. In this case, if branches 20, 21, 22 and 23 are extended and the torque parameters of the engine with the auxiliary throttle valve 25 fully open with those { match at medium speed, the torque at medium speed is improved.

FIG. 5 shows a further embodiment of the intake line system according to the invention, in which the auxiliary throttle valve chamber 2k is arranged in the middle of the intake line 19.

In the embodiment according to FIGS. 5 and 6 (

the auxiliary throttle valve chamber 2k can be exchanged for the main throttle valve chamber 17. The embodiment according to FIGS. 5 and 6 leads to the same result as the first embodiment according to FIG

The operation of the auxiliary throttle valve 25 can be controlled mechanically or electrically by

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the engine speed with a centrifugal regulator, the amount of intake air, the voltage generated by the generator, the lubricating oil pressure or the coolant pressure is determined if the throttle valve 15 opens to a predetermined amount. The following are two embodiments of the control for the auxiliary throttle valve 25 explained.

Fig. 7 shows a control device for the inventive mechanical opening and closing of the auxiliary throttle valve; the control device has a rod 18a articulated to the accelerator pedal 18 at one end, one with the throttle valve firmly connected and with one arm articulated to the other end of the rod 18a angle lever 18b, a rod 18c articulated to the other arm of the bell crank 18b, one connected to the auxiliary throttle valve 25 and lever I8d hinged to the other end of the rod 18c.

8 shows a control device according to the invention for the mechanical opening and closing of the auxiliary throttle valve; The mechanical control device 40 has an angle lever 4l which is articulated to the vehicle body 42 and two arms 43 and 44, of which the arm 43 is attached to the Main throttle valve 15 is connected and with the main throttle valve 15 cooperates and of which the arm 44 on one Intermediate point is connected to a first lever 45 articulated to the vehicle body 42 in order to connect it to the angle

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lever 41 to connect positively, the lever 45 a support roller 46, which is rotatably seated at one end of the lever j furthermore a centrifugal governor 47 is provided, which is operated by the engine and several weights 48 and several, each at the end with one having by weight 48 connected to bell crank 49, the other end with an end face of a fixed to another rod 50 disc 51 is in contact _s wherein the first rod j 50 at the other end through a hole formed in the vehicle body 42 first hole 52 extends, and between the Washer 51,

A spring 53 is inserted into the rod 50 and the vehicle body is to press the disk 51 against the centrifugal force acting on the other end face of the disk; In addition, a second lever 54 is provided in his

Center supported on the vehicle body 42 and frictionally connected at one end to the auxiliary throttle valve 25, a second rod 55 being slidably inserted into a second hole 56 of the vehicle body 42 and connected at one end to the other end of the lever 54; Finally, a third lever 57 is provided which is supported at its center by the support roller 46 on the lever 45 and on the connected at one end one side to the other end of the rod 55 and on the other side with a spring 58, which at fuller End is connected to the vehicle body 42 and presses the lever 57 in the drawing to the right, the lever 57 at its other end rests against the rod 50 and with

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a recess 57a is provided 'so that the auxiliary throttle valve 25 depending on the movement of the main throttle ^ valves 15 and the engine speed is moved and a stopper 59 limits the movement of the third lever 57.

Since the main throttle valve 15 through the bell crank 41 with the lever 45 positively connected or locked is, the lever 57 touches the lever 45 when the main throttle valve 15 is completely open or essentially open, while he does not touch this lever 45 as long as the main throttle valve 15 is not fully opened or substantially is open. When the engine speed increases, the main throttle valve 15 becomes completely or substantially opened, the rod 50 moves under the action of the centrifugal regulator 47 in the drawing to the right, so that when reaching the engine speed n ^ with the one end of the lever 57 comes into contact, the other end accordingly to the support roller 46 in the middle of the Lever 57 swings so that this other end of lever 57 moves to the left in the drawing against the tension of spring 58 moves, whereby the auxiliary throttle valve 25 via the rod 55 is gradually opened, which is connected to the other end of the lever 57 as well as to one end of the lever 54, the the other end with the throttle valve 25 non-positively. is bound. The tension of the spring 53 in the centrifugal regulator

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Ler 47 is chosen so that the auxiliary throttle valve 25 is fully open when the engine speed reaches the value η, the stopper 59 being so that it stops one end of the lever 57 as soon as the engine speed exceeds _{the value n 2.} As a result of the opening process of the auxiliary throttle valve 25, the area designated by 30 in FIG. 3 is thus improved. The opening of the auxiliary throttle valve 25 is illustrated in the graphic representation according to FIG. 9.

Fig. 11 shows a control device for the electrical opening and closing of the auxiliary throttle valve according to the invention; The electrical control device 60 has an accelerator switch 61 which is connected to the accelerator pedal * 18 frictionally connected to the main throttle valve 15 and which is opened or closed as a function of the opening of the main throttle valve 15, so that when the main throttle valve is fully or substantially opened 15 the contact of the switch 61 closes and opens when the main throttle valve 15 is not fully open or considerably open; Furthermore, a generator 62 is provided for generating a voltage proportional to the engine speed for determining the engine speed, as well as a voltage control device 63 for energizing a relay 6k when the engine speed is reached.

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speed η so that the generator 62 generates a voltage V which corresponds to the engine speed η, the contact of the relay 64 closing when the voltage control device 63 is energized; a solenoid valve 65 is also provided which is connected to the main throttle valve 25 and is energized when the main throttle valve 15 opens fully or substantially, an electrical power source 66 being provided to control the solenoid valve 25 via the switch 61 and the relay 64 to excite.

This device works in the following way: if the main throttle valve 15 opens completely or substantially completely when the accelerator pedal 18 is depressed, the contact of the switch 21 is closed; as soon as the engine speed exceeds η, the relay 64 is excited by the voltage generated at the generator 62 via the voltage control 63, so that the contact of the relay 64 is closed. As a result, the solenoid valve is energized from the source 66 via the contact of the switch 61 and the contact of the relay 64 and, accordingly, the auxiliary throttle valve 25 is opened abruptly as shown in FIG. Thus, during the opening process of the auxiliary throttle valve 25, the area denoted by 33 in FIG. 4 is improved.

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10, the electric control device has 60, an accelerator switch 61 connected to the accelerator pedal 18 connected to the main throttle valve 18 and its contact is dependent on the opening of the main throttle valve 15 opens or closes; Furthermore, a relay 64 is provided with a relay coil 64 a, which is electrically between the accelerator switch. '61 and earth is switched and has a contact 64 b which is closed as soon as the relay coil 64a is excited by the accelerator switch 6l; a solenoid valve 65 is also provided, which is electrically connected to the contact 64b of the relay 64 and is energized to the auxiliary throttle valve 25 in the fully open position as soon as the relay 64 is energized by the accelerator switch 61, the accelerator switch 61 is switched on as soon as the main throttle valve is fully open.

If the main throttle valve 15 opens completely in this control device 61, the auxiliary throttle valve 25 is always open, so that the torque curve indicated in FIG. 2 in a dashed line is obtained. This means that when the main throttle valve 15 is fully open, the auxiliary throttle valve 25 opens in the entire speed range.

The main throttle valve 15 can be directly mechanically connected to the auxiliary throttle valve 25, the connection

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The amount of suction air is controlled by the main throttle valve and the auxiliary throttle valve, so that the two valves 15 and 25 can be fully open . The torque curve shown in broken lines in FIG. 2 is thus also obtained.

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Claims (10)

Claims ( 1.) Intake line system for fuel injection on pre-internal combustion engines with an air filter for ventilating and filtering atmospheric air, a throttle valve chamber connected to the air filter, which contains the throttle valve connected to the accelerator pedal, an air chamber connected to the throttle valve chamber, several individual air branches, each are connected to the air chamber and a cylinder of the engine, characterized by an auxiliary throttle valve chamber (24) with an auxiliary throttle valve (25) »an air filter (26) connected to the auxiliary throttle valve chamber for the intake and filtering of atmospheric air, which via the auxiliary throttle valve chamber to the air chamber is to guide (19), said means for controlling the Hilfsdros- i selventils provided. 2. An intake line system according to claim 1, characterized in that the throttle valve ^{chamber (17) is connected to one and the auxiliary throttle valve chamber (2 1} O to the other end of the air chamber (19). 1098 10/0966 3 suction line system according to claim 1 or 2, characterized in that the air branches (20, 21, 22, 23) are arranged in a straight line, whereby the effect is brought about that the mass of the intake air in the air branches is accelerated by the suction lower pressure in the cylinder and suddenly enters the suction valve. 4. intake line system according to claim 1 to 3 »thereby characterized in that the air branches (20, 2i, 22, 23) previously with the one with the throttle valve chamber (17) with throttle valve (15) Air chamber (19) and then connected to the suction or inlet valve for a suction valve. 5. intake line system according to claim 1, characterized in that. that the auxiliary throttle valve chamber (24) with auxiliary 3 throttle valve (25) is arranged in the middle of the air chamber (19). 6. intake line system according to claim 1, characterized in that the auxiliary throttle valve chamber (2 * 1) in the Disposition is reversed by the main throttle valve chamber (17). 7. An intake line system according to claim 1 to 6, characterized in that the control device has a control device for the mechanical opening and closing of the auxiliary throttle valve (25), which has a rod Ü8a) which is attached to the 10 98 10/0966 one end articulated to the accelerator pedal (18) and at the other end articulated with one arm of one fixed to the throttle valve (15) connected toggle lever (18b) is connected to the other arm of which a further rod (18c) is articulated, the other end of which is articulated to a lever (I8d) firmly connected to the auxiliary throttle valve. 8. intake line system according to claim 1 to 6, characterized in that the control device is a control device for the mechanical opening and closing of the auxiliary throttle valve (25), which has an angle lever (41) which is articulated to the vehicle body (42) and has two arms (43,44), one of which with the main throttle valve (15) is positively connected and of which the other (44) to the middle of an articulated at one end with the The first lever (45) connected to the vehicle body is connected in order to connect it to the arm (44) in a non-positive manner, furthermore a centrifugal regulator (47) driven by the motor, which has several weights (48) and several at the end each with one of these weights connected angle lever (49) and one Has rod (50), at one end of which a disc (51) is attached, at one end of which Stinffiche dfe other ends of the Angle lever (49) rest, the rod (50) inserted at the other end into a hole (52) formed in the vehicle body is and between the disk of the rod and the vehicle body a peder (53) is arranged to counter the disk • 109810/0966 to take the weight of the centrifugal force applied to the disc, the apparatus further including a second Has lever (54) which is supported in its center on the vehicle body and at one end with the auxiliary throttle valve (25) is connected and at the other end is connected to one end of a second rod (55) which is slidable in a hole (46) is inserted on the vehicle body, further a third lever (57) which at its center on one on the other End of the first lever (45) rotatably mounted support roller (46) is supported and on one side at one end with the other end of the rod (50) is connected and on the other side at the end with a supported on the vehicle body second spring (58) and connected to the end of the second rod (55), the third lever having a recess (57a) is provided to move the auxiliary throttle valve in dependence on the movement of the main throttle valve and the engine speed and wherein a stopper (59) for stopping the movement of the third lever (57) is provided. 9. intake line system according to claim 1 to 6, characterized in that the control device is a control device for the electrical opening and closing of the auxiliary throttle valve (25), which has an accelerator pedal holder 63) which is attached to the with the main throttle valve positively connected accelerator pedal · (18) and its contact depending on the 109810/0986 opening the main throttle valve opens or closes so that the contact of the switch is closed when the main throttle valve is fully open or substantially open, with a electrical power source (66), a solenoid relay (64) having an electrically connected between ground and accelerator switch Soleniodspule (64a) and a relay switch (64b) is provided and wherein the solenoid coil is energized when the main throttle valve fully or substantially fully opens. J 10. Intake line system according to claim 1 to 6, characterized by a control device for the electrical opening and closing the auxiliary control valve (25) the one accelerator switch (61), which is connected to the gas pedal (l8) which is frictionally connected to the main throttle valve (15) and which is in Depending on the opening of the main throttle valve, its contact opens or closes so that it is fully open or substantially open main throttle valve closes its contact, furthermore a generator (62) for the generation of a voltage proportional to the motor speed, a voltage control device (63) for energizing a relay (64) when the Engine speed reaches a predetermined level, so that the generator is a corresponding to the predetermined engine speed Voltage is generated and, accordingly, the contact of the relay is closed by energizing the voltage control device, 109810/0966 a solenoid valve (65) connected to the auxiliary throttle valve is and is energized when the main throttle valve fully or substantially fully opens, further being an electrical Power source (66) is provided for energizing the solenoid through the switch and relay. 109810/0966