DE19754139A1 - Induction air distributor for auxiliary air induction system of multi-cylinder internal combustion engine - Google Patents

Abstract

The induction air distributor has a throttle (5) for the air supplied to the induction air distributor and individual cylinder locks (6) for the part amounts of air going to the individual cylinders. A common operating device (9) is provided for the throttle and the locks. Starting from their closed position, at first the locks are at least slightly opened, before the throttle is opened. After a certain point, if the operating device is moved further in the same direction, it will close the locks.

Description

The invention relates to an intake manifold of a multi-cylinder burner Motor machine, in particular for a next to a main intake air system provided additional intake air system, with a throttle body for the amount of air supplied to the intake manifold and cylinder-specific Locking devices for the individual combustion power from the intake manifold Partial air volumes supplied to machine cylinders.

In quantity-controlled multi-cylinder internal combustion engines in which the quantity control is carried out by a throttle, which in the Inlet ports of the engine cylinder head coming to dosed suction air flow, are two basic arrangements for this Throttle device possible or known. Either there is this choke organ upstream of an intake air distributor or air collector, from which from the intake air flow through the individual so-called suction pipes the individual NEN cylinders is supplied, or it is preferably at the outlet of this A separate throttle valve for each cylinder intake manifold gan assigned.  

Basically, a combination of these two mentioned arrangement is also possible, d. H. there are both upstream and downstream of the intake air distributor throttling elements. Such an arrangement recommends with additional intake air systems, for example, which in addition to a main Intake air system are provided, and in which in the intake ducts of the individual cylinders that are supplied by the main intake air system Additional air is located fairly close upstream of the respective cylinder intake valve current is introduced, this additional intake air system a sepa advise intake manifold.

Basically, such an additional intake air system, the Ge mixing preparation before and in the internal combustion engine cylinders clearly be improved. By increasing the charge movement and ver Improvement of the combustion properties with a targeted introduction an additional amount of air into the (usually provided in a cylinder head henen) cylinder inlet channels or in the cylinder combustion chambers namely, good conditions for an improved combustion process create. This results in cheaper fuel consumption, higher rest gas compatibility and thus lower exhaust emissions as well as a better Very smooth running of the internal combustion engine.

Basically, with an additional intake air system, the introduction of Additional air can be made in various ways, for example via so-called air-jacketed Fuel injection valves, as shown in DE 40 41 628 A1. To however, an arrangement is preferred in which the additional air is separated by sepa rate, for example, nozzle-shaped inlet openings in each cylinder the intake manifold of the main intake air system as close as possible to it Exit area or even better directly in the adjoining area (In the cylinder head provided) cylinder inlet port is initiated. For  such a design is now preferably a separate intake manifold to be provided for the additional intake air system. Components of this separate Intake air distributors are next to a collection room from this outgoing cylinder-specific so-called distributor pipes, which, for example, in the cylinder Intake channels or in the cylinder intake pipes of the main intake air system.

With a view to an optimal effect of this additional air flow in particular re with regard to improved mixture preparation, it is desirable in low gene load points of the internal combustion engine, in which a relatively low Ge velvet air mass flow is sucked in, a relatively high additional air flow to have available while at high load points of the internal combustion engine shine, d. H. with a relatively high total air mass flow, the addition air system is not required, or can even be disruptive and therefore should be switched off. In this respect, there is a so-called throttle valve gan required, with the help of which in the cylinder inlet channels or in the Cylinder intake manifolds of the main intake air system Air volume is measured.

In addition, however, the manifolds just explained should be about which the additional air flow from the collecting space of the additional Intake air distributor in the cylinder intake manifolds of the main intake air system is initiated, can be locked individually for each cylinder. Without one Such a shut-off option would namely be the additional intake air distributor in the operating points where the additional intake air system is not be is necessary and is therefore switched off, a crosstalk between the form individual internal combustion engine cylinders. Over the not cordoned off Th distribution pipes could then be part of a certain internal combustion engine Engine cylinder via the intake air fed through its cylinder intake manifold flow into the cylinder inlet channel or into the cylinder intake manifold  other engine cylinders arrive. This would make for an efficient operation of the internal combustion engine essential La change dynamics significantly disturbed. As a remedy are now So-called blocking organs in the from the plenum of the additional intake manifold distributor pipes leading to the individual internal combustion engine cylinders to be provided whenever the additional intake air system is not is necessary to shut off these manifolds.

In principle, the dosage of the Zu could also be via these blocking organs set intake air flow are made, d. H. these blocking organs could the function of the throttle body just explained to Bemes solution in the internal combustion engine via the additional intake air system Take over the additional air volume entering the cylinder. Then would have to synchronize these several locking members in a complex manner be settled. Especially when e.g. B. is provided, the internal combustion engine ne at low load points using the additional intake air system alone to supply the required amount of fresh gas, it is necessary exactly the same amount of air for each individual engine cylinder to allocate. This is without a separate throttle element for the additional Air volume only possible through the blocking elements if guarantee It is continuous that all locking elements are operated in exactly the same way and always exactly the same channel cross-section in the respective Ver Release divider pipes.

In order to achieve the associated high manufacturing and setting or adjustment To avoid effort, it is now proposed to use the lock mentioned only organize to shut off the individual distribution pipes or to release the amount of each burner through these manifolds Airflow supplied to engine cylinders, however, via a separate  Throttle device, which preferably the collecting space of the intake air distribution is upstream to dimension.

Such as an intake manifold with a throttle and cylinder individual blocking organs, as also in the preamble of claim 1 is specified in accordance with the requirements just described subject and functionally reliable can be designed by the present ing invention are shown (= object of the invention). Be there expressly pointed out that this problem applies to all Can provide intake air distributors of multi-cylinder internal combustion engines, and not just on use cases for next to a main intake air intake system is limited if this latter application is a preferred application for is the present invention.

The solution to this problem is characterized by a common Be Actuating device for both the throttle element and for all blocking organs ne, starting from their closed position, the lock first organs are at least slightly opened before the throttle organ opens net. Advantageous training and further education are included in the subclaims.

According to the invention for the throttle element and for all blocking elements a common actuator is provided to reduce construction costs and to keep the control effort as low as possible. To be there the individual blocking organs do not synchronize with one another in a complex manner It is only necessary to ensure that, starting from a closed position of both the locking members and the throttle lorganes the blocking organs are first opened at least partially, before the throttle opens. If namely with the Dros still closed selorgan opens the locking organ of a cylinder somewhat earlier than that  of another cylinder, this has no influence on the running behavior the internal combustion engine. We then with further movement of the actuation organs opened the throttle, so get all the burning anyway engine cylinders the same partial air volumes regardless of how far the individual blocking elements are now open, since the dimensioning of the available air volume through the common throttle body he follows.

The same philosophy can also be used for the closing movement hen be d. H. with a closing movement of the throttle element (and the Blocking organs) starting from the open position, the Throttle device fully closed before the blocking members by a white tere actuation of the common actuator closed the. It can also be provided that when a certain opening Degree of efficiency of the throttle element with a further sense of opening rectified actuation of the same by the blocking organs same actuating device are closed almost suddenly, whereby this latter training course, of course, only for an intake air distributor of an additional intake air system is useful if with this ge joint closing of the locking members - as explained at the beginning - on one sole supply of the internal combustion engine with fresh gas through the Main intake air system is switched.

There are basically various options for advantageous training an intake air distributor according to the criteria just explained rien. These are the content of the further subclaims and are based on several preferred exemplary embodiments are explained in more detail below. in the individual shows  

Fig. 1 shows a longitudinal section through a first embodiment of an air intake manifold according to the invention,

Fig. 2a shows a partial longitudinal section through a second embodiment,

Fig. 2b shows the section BB from Fig. 2a, and

Fig. 2c shows the section CC of Fig. 2a.

FIG. 3a shows a variant modified from FIG. 1, of which in

FIG. 3b of the section AA from FIGS. 3a

Fig. 4a, and Fig. 4b only show in principle another embodiment, of which in the

Fig. 5a and Fig. 5b a variant is shown.

It is the same in all figure representations for the same components che reference numbers used.

Reference numeral 1 in its entirety denotes an intake air distributor for a multi-cylinder internal combustion engine, this intake air distributor 1 - as explained at the outset - being provided in particular for an additional intake air system. This intake manifold 1 has a Sam melraum 2 , in which via a supply channel 3 a ultimately the Zylin countries of the internal combustion engine, not shown, can be ge long air flow. For this purpose, the intake manifold 1 has a plurality of cylinder-individual ducts, that is to say the individual internal combustion engine cylinders associated with distributor pipes 4 . Depending on the design of the internal combustion engine or its main intake air system, these manifolds 4 can open either in the usual cylinder inlet ducts in the internal combustion engine cylinder head or in cylinder intake manifolds of a main intake air system if the intake air distributor 1 shown is one of such an auxiliary intake air system is.

In the supply duct 3 of the intake manifold 1 is a throttle body 5 hen hen, with the help of which the amount of air entering the collecting space 2 will be measured. There are also locking elements 6 , with the help of which the individual manifolds 4 can be shut off, ie through these locking elements 6 , the internal combustion engine side mouth openings of the manifolds 4 from the collecting space 2 are separated, so that from this collecting space 2 no air flow from the distributor pipes can be removed. In the Ausführungsbeispie len shown here, the locking members are provided at the upstream end of the manifolds 4 , so that no airflow can get into the manifolds 4 when the locking members 6 are closed.

In the exemplary embodiment according to FIG. 1, the throttle element 5 is designed as a conventional throttle valve which is adapted to the feed channel 3 . The Sperrorga ne 6, on the other hand, are designed here as rotary valves, all of these locking elements 6 being combined in a single rotary valve drum 7 , which is rotatably mounted about its longitudinal axis 8 in a housing section 1 a of the intake air distributor 1 which is suitably designed in this area. . The provided in the rotary slide drum 7 so-called slide-Durchtrittsöff voltages 7a thereby act - such as at rotary valves usual - the häuseabschnitt to the Ge 1 a molded manifolds 4 and with the unspecified inlet openings together such that an air-conversion from Interior 7 b of the rotary valve drum 7 in these manifolds 4 is either possible or is prevented.

Still referring to Fig. 1 is in or on the intake manifold 1, a common actuator 9 both for the throttle member 5 and for the locking members 6 , ie see here for the rotary valve drum 7 easily. This actuator 9 is designed here as a gear mounted in the housing section 1 a, which also bears the reference number 9 and which meshes with and through a pinion 15 of an electric servomotor, not shown, but visible from FIG. 3 b, which is not shown in FIG. 3 b Actuator can be positioned as desired. Non-rotatably connected to this gear 9 or this actuator 9 is the rotary slide drum 7 and thus all locking members 6 , as well as the throttle member 5 , namely via its rotary shaft 5 a, which as shown ge shows coaxially with the longitudinal axis 8 of the rotary slide drum 7 , which is at the same time the axis of rotation of the gear / actuator 9 is arranged.

(At least in the embodiment according to FIGS. 1, 2a-2c), the respective sliders passing holes 7a According to the invention now positioned in the rotary slide drum 7 so that in view of the common actuator to the throttle body 5 of this associated supply channel 3 and the the locking members 6 associated manifolds 4 are opened according to at least the criteria specified in the characterizing part of claim 1, namely that starting from the closed position of both the locking members 6 and the throttle member 5 , the locking members 6 are opened slightly before the throttle member 5 opens .

This can also be explained in more detail with reference to the further exemplary embodiment shown in FIGS. 2a to 2c. In this game Ausführungsbei is different from the embodiment of FIG. 1, the Dros selorgan 5 together with the locking members 6 integrated in a common rotary slide drum 7 , here for the sake of simplicity, the (common) actuator 9 for this single rotary slide drum 7 is not shown. Analog above this rotary valve drum 7 is in any case rotatable about its longitudinal axis 8, wherein the respective vane passage openings 7a, namely, both the distribution pipes 4 associated with passage openings, as well as the feed channel 3 associated through-opening as desired are positioned.

This is made clear by the two sectional representations BB ( FIG. 2b) and CC ( FIG. 2c). In Fig. 2b you can see that in the position of the rotary valve drum 7 shown, the four visible manifolds 4 (in this embodiment branches from the housing section 1 a of the intake manifold 1 as can be seen from both the left and right side manifolds 4 ) are at least partially open, while the slide passage opening 7 a of the feed channel 3, as shown in FIG. 2c, is still closed.

If, starting from this position shown in FIGS. 2b, 2c, the rotary slide drum 7 is rotated further in the direction of the arrow 10 and thus moved further in the opening direction, the feed channel 3 is released as can be seen, the slide passage openings 7 a in the area of the distributor pipes 4 can be opened even further. However, after the ge suitable positioning or arrangement of the distributor pipes 4 assigned slide passage openings 7 ensures that all these slide passage openings 7 a are already open before the supply channel 3 is released by the throttle body 5 , so no time-consuming syn chronization of the blocking organs 6 assigned to the individual distribution pipes 4 is required in each case.

From Fig. 2a to 2c it can be seen that advantageously even with a closing movement of the throttle member 5 and the locking members 6 starting from their open position, the throttle member 5 is completely closed before the locking members 6 are closed by the common actuating device. For this purpose, starting from an open position (not shown), the rotary slide drum 7 only has to be rotated in the direction of the arrow 10 in order to return to the position shown here, in which the throttle element 5 or the feed passage 3 assigned to the slide passage opening 7 a is already closed, while the slide passage openings 7 a of the distributor pipes 4 and thus the locking members 6 are still slightly open. Thus, a synchronization of all locking members 6 to each other is therefore not necessary for an opening operation or for a closing operation of the locking members 6 and the throttle member 5 .

A further development of the embodiment according to FIGS. 2a to 2c, not shown here, may include an advantageous additional function, namely that of achieving a certain degree of opening of Drosselor Ganes 5, in another the opening direction (arrow direction 10) thereof Equilibrium oriented operation (the direction of arrow 10) the locking members are closed by the common actuating device 9 (not shown). For this purpose, the individual slide passage openings 7 a are only to be positioned accordingly that, for example, when the supply channel 3 is completely open, the inlet openings of the distributor pipes 4 are already closed again by the rotary slide drum 7 . If such a intake air distributor is then provided for an additional intake air system which has been explained in detail at the outset, then with this development the auxiliary air system can be switched off suddenly, if this is desired, after which the internal combustion engine (not shown) is supplied with fresh gas from the main intake air system, which is also not shown .

A further embodiment of the invention is shown in FIGS . 3a, 3b, this embodiment being similar in structure to that of FIG. 1. Deviating from the embodiment according to FIG. 1, however, between the common actuating device 9 (= gear 9) and the throttle member is here 5 is a (generally abstract held) transmission is provided which ensures that the throttle device 5 associated Zufuhrka nal 3 and the barrier means the 6 assigned manifolds 4 are opened or closed accordingly to the specified criteria.

In the embodiment according to FIGS. 3a, 3b, this transmission is provided as a freewheel device 11 formed such that the actuating means 9 from the closed position of the locking members 6 and the throttling element 5 can first be moved a certain distance, starting and thereby initially only the locking members 6 at least partially opens, and that only after this actuator 9, the throttle member. 5 entrains an opening movement of the same. As shown in FIG. 3b, the actuating element 9 , again designed as a gear (= 9), with which the rotary slide drum 7 is connected in a rotationally fixed manner, has two carrier webs 11 a, 11 b, between which one with the rotary shaft 5 a of the throttle organ 5 protruding rotationally connected driver 11 c protrudes. Of course, in this embodiment, the rotary shaft 5 a of the throttle member 5 is rotatable ge compared to the gear 9 designed as a gear, although - as shown - the rotary shaft 5 a in the unspecified hub of this gear (actuator 9 ) is mounted.

Is now starting from the position shown in Fig. 3b, in which deviating from the representation in Fig. 3a, both the supply channel 3 through the throttle body 5 and all the distributor pipes 4 by the slide valve 7 mel are closed for the sake of simplicity, the actuation gungsorgan 9 slightly moved or rotated in the direction of arrow 10 , so that the slide passage openings 7 a are already slightly aligned with the inlet openings of the manifolds 4 , so that the said blocking members 6 are already opened slightly (ie they take, for example, the in Fig position shown. 2b), while the throttle member is still closed. 5 Only with a further rotation of the actuating element 9 according to the direction of arrow 10 is the driver 11 c also the driver 11 c and thus the rotary shaft 5 a carried by the (upper) driving web 11 a, so that the throttle element 5 in an at least partially releasing the supply channel 3 Position is brought.

Said freewheel device 11 functions as described for a closing movement, namely when the actuating member 9 is moved starting from the open position of the throttle member 5 and the locking members 6 ge direction of arrow 10 , with this of course the reference numeral 12 , on the rotary shaft 5 a closing spring acting in the closing direction with respect to the throttle element 5 comes into effect. With such a closing movement, this closing spring 12 causes the driver 11 c to come to rest on the driving web 11 a, so that when the closing position of the throttle element 5 is reached, the actuating device 9 can be moved a little further against the arrow direction 10 until the driver 11 c bears against the second carrier bar 11 b, with this slight further rotary movement then also the locking members 6 being closed or the slide passage openings 7 a of which come to lie outside the mouth openings of the distributor pipes 4 . As a result, the position of the free-running device 11 shown in FIG. 3b is then reached again.

A further variant of a transmission provided between the common actuating device 9 and the throttle element 5 is shown in FIGS. 4a, 4b and 5a, 5b, respectively, wherein only simple Prinzipdar positions are shown here. Thus, each recognizes the pre-provided in the feed channel 3 and formed as a throttle throttle device 5, the rotary shaft 5 a each carries a gear. 13 This gear wheel 13 meshes with a the actuating member 9 forming the output pinion of an actuating motor, which is therefore also referred to by the reference numeral. 9 Furthermore, this output pinion 9 or actuator 9 meshes with another gear 14 , which is rotatably connected to the locking member 6 or with the locking members 6 a related party. In the embodiment of FIGS. 4a, 4b this Sper is rorgan 6 is formed as a throttle valve, in the embodiment of FIGS. 5a, 5b in turn drum as a rotary valve in form of a so-called. Rotary valve 7, which again a of Ansaugluftver splitter rotatable in a housing section 1 is stored.

Now, the gear ratio of this so-called. By the gears 13 , 14 together with the output pinion 9 translation gear, näm Lich between the actuator or the drive pinion 9 and the first gear 14 on the one hand and the drive pinion or the actuating device 9 and the second gear 13 on the other hand, suitably chosen, it is possible, with a slight movement of the actuating device 9 or with a slight rotary movement of this drive pinion 9, first the locking member 6 by a much larger amount than the throttle member 5. This means that with a slight rotary movement of the actuator 9 initially only the one or more locking member (s) 6 are opened, and that only with a further rotary movement of the actuator 9 also opens the throttle member 5 .

The same also applies to a closing movement, whereby a suitable constellation can also be created by suitable selection of the respective gear ratios, that upon reaching a certain degree of opening of the throttle element 5 with a further operation of the same direction opening the same or the locking members 6 by the common actuator 9 is closed.

Returning to the embodiment of FIGS . 3a, 3b, you can see that not only the rotary slide drum 7 and thus the locking members 6 can be integrated into the housing 1 a of the intake manifold 1 , but in addition to their or the common actuation device 9 , which is designed here as a gear 9 , also the meshing pinion 15 of a servomotor which forms the actual drive of the common actuating device. However, this, as well as a large number of details, in particular of a constructive nature, can be designed quite differently from the exemplary embodiments shown, without departing from the content of the claims. In particular, a variety of other than the described embodiments are possible for an intake air distributor according to the invention.

Reference list

1

Intake air distributor

1

a housing section of

1

, of the

7

records

2nd

Gathering room

3rd

Feed channel

4th

Manifold

5

Throttle body

5

a rotating shaft of

5

6

Blocking organ

7

Rotary vane drum

7

a Slider passage openings

7

b interior of

7

8th

Longitudinal axis

9

Actuator (common for

5

and

6

) (= Gear

9

))

10th

Arrow direction

11

Freewheel device

11

a takeaway

11

b Take-along board

11

c carrier

12th

Closing spring

13

gear

14

gear

15

Sprocket (with

9

combing)

Claims (10)

1. Intake air distributor of a multi-cylinder internal combustion engine, in particular for an additional intake air system provided in addition to a main intake air system, with a throttle element ( 5 ) for the amount of air supplied to the intake air distributor ( 1 ) and with cylinder-specific blocking elements ( 6 ) for those from the intake air distributor ( 1 ) the individual internal combustion engine cylinders supplied partial air, characterized by a common actuating device ( 9 ) both for the throttle element ( 5 ) and for all blocking elements ( 6 ), starting from their closed position, the blocking organs ( 6 ) be opened at least slightly before the throttle valve ( 5 ) opens. 2. Intake air distributor according to claim 1, characterized in that upon reaching a certain opening degree of the throttle member ( 5 ) in a further the opening direction ( 10 ) rectified actuation thereof, the Sperror gans ( 6 ) by the common actuating device ( 9 ) are closed . 3. Intake air distributor according to claim 1 or 2, characterized in that with a closing movement of the Dros selorganes ( 5 ) and the locking members ( 6 ) starting from their open position, the throttle member ( 5 ) is completely closed before the locking members ( 6 ) be closed by the common actuating device ( 9 ). 4. Intake air distributor according to one of the preceding claims, characterized in that the locking members ( 6 ) are combined in a single slide (rotary slide drum 7 ) and the respective slide passage openings ( 7 a) are positioned such that with regard to the joint actuation with the Drosselor gan ( 5 ) the associated supply channel ( 3 ) and the locking organs ( 6 ) associated manifolds ( 4 ) are opened or closed according to the specified criteria. 5. Intake air distributor according to claim 4, characterized in that the throttle member ( 5 ) and the Sperror gane ( 6 ) are combined in a single rotary valve drum ( 7 ). 6. Intake air distributor according to one of the preceding claims, characterized by a between the common actuating device ( 9 ) and the throttle member ( 5 ) provided gear, which ensures that the throttle member ( 5 ) associated feed channel ( 3 ) and the locking members ( 6 ) associated distributor pipes ( 4 ) can be opened or closed according to the specified criteria. 7. intake manifold according to claim 6, characterized in that the transmission is designed as a freewheel device ( 11 ). 8. intake manifold according to claim 6, characterized in that the transmission as a transmission gear is trained. 9. Intake air distributor according to one of the preceding claims, characterized in that the locking members ( 6 ) are combined into a single rotary slide drum ( 7 ) and the Drosselor gan ( 5 ) is designed as a throttle valve. 10. Intake air distributor according to one of the preceding claims, characterized in that the rotary slide drum ( 7 ) in a housing section ( 1 a) of the intake air distributor ( 1 ) is integrated and the throttle valve (throttle body 5 ) is arranged coaxially with this side of the intake air distributor ( 1 ) .