DE2164992A1 - Suction line system - Google Patents

Description

PATENT LAWYERS 2 1 6 A 9 9 2 DR. HUGO WILCKEN DIPL.-ING. THOMAS WlLCKEN D - 24 LÜBECK. WIDE STREET 52-54

BE 25

27.- · -.-. ! S7i

Cz./Al.

Applicant: Joseph Lucas (Industries) Limited, Great King Street, Birmingham, England

Suction line system

The invention relates to an intake line system for a multi-cylinder internal combustion engine, in particular, but not exclusively, for such a multi-cylinder internal combustion engine that the fuel is injected into the intake line just before each intake valve of the engine.

In high-performance multi-cylinder internal combustion engines, there is normally the requirement that the intake valve or valves of each cylinder should open before the exhaust valve or the cylinder exhaust valves are fully closed. It is therefore possible at lower suction line pressures that the burned gases flow back ir. the intake line, where they mix with the incoming mixture charge and weaken them. This reduces the combustion efficiency, which in turn leads to increased exhaust emissions (i.e. increased contaminants) and leads to reduced machine stability.

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LOtMdc (0451) 7 58 88, private: Dr. H. Wildctn, Curou (04505) 210 * DIpI-In ₈ . Th. Wllcktn, LOb.ck (0451) 2 51 5? tank ι Coinmarzbank AG, FiI. LObtdc, account no. 39 0187 Poitidudci Hamburg 1381 19

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Accordingly, included in one aspect of the present invention an intake manifold system for a multi-cylinder internal combustion engine an air chamber with an inlet, the inlet contains at least one main throttle valve, and wherein the air chamber has a plurality of outlet channels, each with connected to a corresponding cylinder of the engine, each exhaust port having a corresponding one adjacent to its discharge end Contains another valve, designed such that it is in operation of the gas flow from the air chamber to the corresponding Inlet valve has a low flow resistance and the gas flow from the corresponding inlet valve to the air chamber opposes a high flow resistance, at least at low intake line pressures.

The main throttle valve expediently comprises a throttle valve, which is rotatably mounted in the inlet.

According to one embodiment of the invention, each further valve comprises a corresponding throttle valve which is slightly ^! is open when the main throttle valve is closed or substantially closed and which is configured to open fully during the first small portion of the opening movement (e.g., a quarter) of the main throttle valve.

Each additional valve can therefore be mechanically linked to the main throttle valve be connected, or it may be arranged to be opened by means that respond to the suction line pressure

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or respond to the engine speed.

In an alternative and preferred embodiment of the invention each further Yentil includes a corresponding Sperrbzw. Non-return valve.

Each non-return valve preferably includes at least one movable flap member which is located in its respective outlet channel and, in response to the direction of gas flow in the outlet channel, from a position in which the outlet channel is essentially blocked, is movable into a position in which the outlet channel is relatively unobstructed. It can therefore two movable flap members may be provided which are substantially equiangular on opposite sides of the Arranged axis of the outlet channel and which are attached to the outlet channel adjacent to their inflow. The corresponding Inflows of the two flap members can be arranged on essentially opposite sides of the outlet channel in one plane which is substantially perpendicular to the axis of the output channel. Alternatively, both flap members be arranged in a plane which runs through said axis.

The or each flap member can be relatively flexible and rigidly attached to its outlet duct, or it can be relatively rigid and flexibly attached to its outlet duct, or it can also be relatively flexibly and flexibly attached to its outlet duct be. - 4 -

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The or each valve member can be made of rubber or plastic material or made of metal, e.g. spring steel.

In the case of a machine or an engine with fuel injection works in the suction line, any fuel injector can work in be arranged in a corresponding outlet channel of the suction line, either on the outflow side of the non-return valve or, preferably, immediately upstream of the non-return valve.

According to another aspect of the present invention

; comprises an intake line system for a multi-cylinder internal combustion engine a plurality of pitot tubes each associated with a corresponding cylinder of the machine, and one Relatively small air chamber with an inlet containing a main throttle valve, the air chamber having a plurality of outlets j, each of which is connected to a corresponding Pitot tube adjacent to its downstream end, each Pitot tube contains a corresponding second throttle valve, designed in such a way that when the machine approaches full load operation, from a first position in which its pitot tube is essentially closed and the outlet from the suction line to the pitot tube is essentially open, has reached a second position, in which his pitot tube is essentially open and the outlet of the suction line to the pitot tube is essentially blocked. Every other valve is preferably mechanical with the main throttle valve tied together.

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The incoming flow of the pitot tubes can with another, relatively communicate with a large air chamber which in turn communicates with the inlet containing the main throttle valve.

The invention also includes a multi-cylinder internal combustion engine, with an intake line system according to one or more features or features of the above statements of the invention is provided.

The invention is hereinafter described in a non-limiting manner ^!

Embodiment explained in more detail with reference to the accompanying drawings. Show it: ;

Figure 1 is a schematic representation of a

Embodiment of a suction pipe system according to the invention in a fuel-injected engine intended for a road vehicle is built in,

Fig. 2 is a schematic representation of another embodiment of the Suction line system according to the invention for use in the machine according to Figure 1,

3 and 4 alternative embodiments

a part of the intake line system according to Figure 2,

5 shows an arrangement for a fuel injection valve in the intake line system according to Figure 2,

6 shows a schematic representation

yet another embodiment of the suction line system according to the invention for use in a machine according to Figure 1 ,

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Fig. 7 is a section along the line 7-7-der Figure 6.

The Ans äugle itungs system 10 of Figure '1 comprises an air chamber 12 with an air inlet 14, the filtered air from an air filter (not shown) and receives a main throttle valve 16 for controlling the amount of air flowing into the air chamber 12 Contains air. The position of the throttle valve 16 is in turn controlled by the driver of a vehicle. the

Air chamber 12 has four outlet channels of circular cross-section

18 in the form of coordinated pitot tubes, each with the *

the intake valves of the four cylinders of the engine 20 communi-; adorn.

j Bim

'Each-Atts-laßkanal 18 contains a corresponding further throttle,

! flap valve 22 at or adjacent to its outflow end, i.

just before the corresponding intake valve of the engine or engine 20. Each of the throttle valves 22 is mechanical

via a linkage with the main throttle valve, denoted schematically by 24 16 connected. The arrangement of the linkage 24 is

ι y6

such that when the main throttle valve is closed or in is essentially closed, each throttle valve 22 is slightly open ^ and when the main throttle valve 16 is closed Begins to open, each throttle valve 22 opens during the first few degrees of movement of the main throttle valve 16 Completely.

The engine 20 is provided with a fuel injection system,

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the four solenoid operated fuel injectors 26, which are arranged immediately behind the corresponding throttle valve 22, namely one in each exhaust port 18. The fuel injectors 26, which may, for example, be of the type disclosed in the patent application ρ 14 76 146.7 are set up so that they be supplied with fuel at essentially constant pressure, as described, for example, in patent application P 14 51 955.2 is. The regulation and duration of the opening periods; the fuel injectors 26 and thus the amount of the dem • The fuel supplied to the engine is dependent on the machine

controlled operating parameters, such as the intake line pressure, the engine speed and the coolant temperature by an electronic control system 28, as described for example _p in patent application P 14 51 956.3. The electronic control system is connected to receive as a control signal, among other things, a signal which is characteristic of the intake line pressure and which is generated by a pressure transducer 29 which is connected to the air chamber 12.

In operation, the valve control of the engine 20 is such that a There is valve overlap, i.e. the intake valve of each cylinder begins to open before the exhaust valve of each cylinder has fully opened. Therefore, when the engine 20 is idling, i.e., the main throttle valve 16 is closed or substantially closed, the pressure in the suction line system 10

or relatively low and it exists for the burned gases / for the

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Exhaust gases in each cylinder tend to during the "valve overlap period" to flow back into the corresponding Atse-laßkanal 18. However, the throttle valves 22 are only slightly open, and the amount of this opening is selected to be to oppose the small, relatively steady flow of idle air to the engine with a low flow resistance, but the short, rapid bursts of gas in the exhaust gases trying to flow back through the inlet valves have a high flow resistance to oppose. The amount of exhaust gas that enters the intake line system 10 and thus the incoming charge weakens, is thereby significantly reduced, which as a result did the combustion effectively! and improves the engine stability and reduces exhaust emissions.

At engine speeds that are significantly above idle speed are, for example, speeds of 1500 to 2000 revolutions per minute, the pressure in the intake line system 10 increases, and fraglir before problem is not so serious; the throttle valves 22 are therefore arranged so that they are during the first few degrees of angular motion of the main throttle valve 16, e.g. over the first quarter of movement, fully open.

The embodiment shown in Figure 2 is very similar to that shown in Figure 1, so that in the following description j the same reference numerals are used so that only the appropriate and different points are described. That's how they are Throttle valve 22 and their associated linkage 24 according to

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Figure 1 in the embodiment of Figure 2 by corresponding replaces automatic shut-off or non-return valves 30, which are mounted in each outlet channel 18 adjacent to its outlet end are.

The check valves 30 shown in Figure 2 are in one-piece form made of suitable temperature-resistant natural or synthetic rubber and each comprise an annular part 32, which is connected to the inner surface of its corresponding -aßkanals 18 connected or otherwise suitably attached to the inner surface. Two converging Flap members 34 are substantially equiangular on opposite sides of the axis of the outlet channel 18 arranged and extend in the outflow direction from diametrically! opposite parts of the annular part 32. The valve members 34 are folded or bent on their sides, so as to form a tapered nozzle, which is in a slot-shaped Passage 36 ends, the width of which is almost equal to the diameter of the outlet channel 18.

ι In operation, the shut-off valves 30 put that gas a very ^!

Bih j

low flow resistance, which is caused by the A ** e-laß-; ducts 18 to the intake valves of the engine 20 flows because the _:

Flexibility of the rubber flap members 34 allows them to separate due to the pressure exerted on their internal surfaces is exerted by the gas flow so that the slot-shaped passage 36 turns into a relatively large, approximately circular

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Shape transforms. However, the gas flow is in the opposite direction, i.e. from the intake valves of the engine 20 to the exhaust ports 18, a strong resistance as opposed to the gas flow on the outer surfaces of the rubber flap members 34 acts to urge them into contact with one another, whereby the slit-shaped passage 36 is substantially closed and the outlet channel 18 is blocked. The shut-off valves 30 thus act in a similar manner on the exhaust emissions and ^ the engine stability, as described with reference to FIG is, however, these valves are more effective than valves 22,

[ and over a larger pressure range in the suction line

system 10 in terms of the fact that it is reverse flow

of the exhaust gases in the intake line system 10 is essentially full

j constantly block.

I J An alternative embodiment for the non-return valves 30 j is shown in Figure 3 for use with -A * aslaß-

channels 18 with a substantially rectangular cross-section, and

P! this embodiment includes a pair of substantially rectangular ones Flap members 40, which are substantially in their width. equal to the width of their associated -Attslaßkanals 18 and off Spring steel or plastic material such as "TUFNOL" (Registered Trade Mark). The flap members 40 are arranged substantially equiangularly on opposite sides of the axis of the outlet channel 18 and converge in Downflow direction of the channel 18, its inflow ends 42 being flexibly fastened in corresponding rubber blocks 44, the

-U-

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are arranged on opposite sides of the outlet channel 18. It is clear, however, that if the flap members 40 are sufficient are flexible, their ends 42 can be attached directly to opposite wall areas of the outlet channel 18 so that the rubber blocks 44 are omitted.

In operation, the flap members 40 are pushed slightly apart to open their respective exhaust port 18 in response to the gas flow towards the intake valves of the engine 20, but they are urged into contact with one another to open their respective exhaust port 18 in response to the gas flow. from the intake valve of the engine 20 to close substantially. '■

4 shows a further alternative embodiment is shown for the return valve 30, which laßkanälen also suitable for use in training \ 18 adapted with an essentially rectangular cross section. The shut-off valve 30 according to FIG. 4, however, comprises a pair of flap members 50 which are identical to the flap members 40 of FIG extends. The flap members 50 are also arranged substantially equiangularly on opposite sides of the axis of the outlet channel 18, but diverge in the downstream direction of the channel 18. In this embodiment, the flap members 50 are pressed slightly towards each other towards the center of the outlet channel 18 when gas is closed the inlet valves flows to the duct

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to open, but the limbs are correspondingly with the opposing ones Sides of the outlet channel 18 brought into contact when gas flows back from the inlet valves to the channel in the essential to close.

If * it is desired, the block 54 can be rotated by a rotatable Pin (not shown) to which each flap member 50 is pivotally attached, the flap members 50 can then be pushed apart by a light torsion spring. If the flap members 50 are sufficiently flexible, can alternatively connect their inflowing ends 52 directly to a transverse pin be attached, which runs normal to the axis of the outlet channel 18.

In general, the flap members 40 and 50 of Figures 4 and 4, respectively, can be relatively flexibly and rigidly secured in the outlet channel 18 or they can be relatively rigid and flexible attached, or relatively flexible and flexible attached.

In the exemplary embodiments of the invention, as described with reference to FIGS. 2, 3 and 4, the fuel injectors 26 are shown arranged immediately behind the outflow side of their corresponding non-return valves 30. However, in these exemplary embodiments, in particular in that according to FIG. 3, it can be advantageous to arrange the fuel injector just in front of its corresponding valves 30, as shown in FIG

j opening time of each injection valve 26 is less important

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2 1 6 A 9 9 2

- 13 (as long as it is before the moment at which air begins to flow through the corresponding non-return valves 30), since the injected fuel will collect on the upstream side of the check valve 30, between the flaps 34,40 or 50 until the stop valves open. Furthermore, the air flow past the flap members 34, 40 or 50, when the shut-off valves 30 open, to cause the flaps to vibrate rapidly, the vibration producing a good atomization of the fuel supported.

The intake line system 10 according to FIGS. 6 and 7 comprises four coordinated pitot tubes 60 which each communicate with a corresponding intake valve of the four cylinders of the engine 20. The [ inflowing ends of the pitot tubes 60 are open to atmospheric pressure. The pitot tubes 60 are connected to one another by a relatively small air chamber or a compensating tube 62,

which includes an air inlet 64 with a main throttle valve 66 and which has four outlets 68, each with a corresponding pitot tube 60 are connected adjacent to its outflow end. The inlet 64 is oriented such that it receives filtered air from an air filter (not shown).

Each pitot tube 60 contains, adjacent to the corresponding outlet 68, a corresponding further valve 70, which is connected to the main; throttle valve 66 by a linkage shown schematically at 72 connected is. The arrangement of the linkage 72 is such that when the main throttle valve 66 is in its fully open position reached, e.g., when the engine is operating at approximately 90 # of its full load, each of the valves 70 will move from a first position,

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in which it essentially blocks the pitot tube 60 and keeps the outlet 68 open, moves it into a second position in which it essentially blocks the outlet 68 and keeps the pitot tube 60 open. During partial load operation, air is therefore fed to the engine via the main throttle valve 66 and the small air chamber 62, while at full load the engine 20 is supplied with air directly via the pitot tubes 60.

The engine 20 is provided with a fuel injection system, which is essentially identical to the system mentioned in connection with FIG. 1, and the fuel injectors 26 are arranged in the pitot tubes 60 immediately behind the outflow end of the outlets 69, while the pressure transducer 29 with the small air chamber 62 is in communication.

Since the volume of the air chamber 62 is relatively small, the tendency of the exhaust gases is during the valve overlap period flow back in the partial load range, which results in reduced exhaust emissions and improved engine stability, as has already been stated. At full load, however, the air chamber 62 would restrict the amount of air to be supplied to the motor 20, whereas the pitot tubes 60 cause only a minor restriction and allow full machine performance to be achieved quickly is being developed.

The inflow of the pitot tubes 60 can each be provided with corresponding prefilters (not shown) to prevent the penetration of to dispose of small stones and similar dirt or foreign parts

-, ₅ BATH ORIGINAL

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prevent. Alternatively, they can be connected to another, relatively large air chamber containing an air filter and a silencer (not shown), the large chamber being connected in parallel with the air chamber 62 , in which case the inlet 64 can be enlarged and used as an inlet for both air chambers would serve.

It will be understood that many changes can be made in the described embodiments of the invention. For example, the non-return valves 30 of Figures 3 and 4 can be adapted for use in outlet ducts of circular cross-section, while the throttle valve valves 22 of Figure 1 and the non-return valves 30 of Figure 2 can be adapted for use in outlet ducts of rectangular cross-section. Also, both the tubing 24 of Figure 1 can be used as well. "G the linkage 72 of Figures 6 and 7 are replaced by a suitable automatic means, the respective valves in response to, for example, a predetermined intake pipe pressure or Ansaugleitungsdruckbereich or a predetermined 22 or 70 Operate engine speed or engine speed range. 2 * Furthermore, more than one main throttle valve 16 (or 66) can be provided if desired. Finally, the intake manifold systems of the present invention are not only applicable to fuel injection engines: they can be modified for use in multi-cylinder internal combustion engines having one or more carburetors.

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Claims (1)

DR. HUGO WILCKEN DIPL.-ING. THOMAS WILCKEN D - 24 LÜBECK, BREITE STRASSE 52-54 ⁴⁶ BE 23 2 7th Oec. KTJ Cz./Al. Applicant: Joseph Lucas (Industries) limited, Great King Street, Birmingham, England Claims Intake line system for a multi-cylinder internal combustion engine, characterized in that it has an air chamber with an inlet comprises, wherein the inlet contains at least one throttle valve, that the air chamber has a plurality of outlet channels, the each with a corresponding cylinder of the machine via its respective inlet valve and via one assigned to each outlet channel communicate corresponding further valve, wherein the further valve can be operated during operation in such a way that the gas flow through " the respective outlet channel can be controlled via at least part of the operating range of the throttle valve controlling machine operation is. 2. An intake line system for a multi-cylinder internal combustion engine, characterized in that it has an air chamber with an inlet comprises, wherein the inlet contains at least one throttle valve, that the air chamber has a plurality of outlet channels, the each connected to a respective cylinder of the engine via its respective intake valve, each exhaust port «Lübeck (0451) 7 58 88, private: Dr. H. Wilden, Curau (04505) 210 Dipl.-Ing. Th. Wllcken, LObedc (0451) 2 51 59 Banki Commerzbank AG, Rl. LObed, account no. 39 0187 Postscheck Hamburg 1381 19 209830/0661 2164392 adjoining its outflow another corresponding one
Contains valve, designed such that it is in operation of the gas flow from the air chamber to the corresponding inlet valve
a low flow resistance and the gas flow of
the corresponding inlet valve to the air chamber a high
Opposed to flow resistance, at least at
low intake line pressures. 3. Anaaugleitungssystem according to claim 1 or 2, characterized in that each further valve consists of a throttle valve which is slightly open when the throttle; valve is closed or essentially closed, and that
, is designed to become full during the first small section j of the opening movement (eg a quarter) of the throttle valve | to open. ; 4. Intake line system according to claim 1, 2 or 3, characterized in that j 'draws that each additional valve is mechanically connected to ι to be operated together with the throttle valve. 'i ι! 5. Intake line system according to claim 1, 2 or 3, characterized marked-j indicates that each additional valve is switched to by j: responsive to intake line pressure or engine speed
Facilities to be opened. 6. intake pipe system according to claim 1 or 2, characterized! j shows that each additional valve consists of a non-return valve ' consists. ^l A «·. «^ Ss A S \ i Λ Λ Λ li 7. An intake line system according to claim 6, characterized in that each non-return valve has at least one movable one ! Comprises flap member which is arranged in its corresponding outlet channel j and that, with respect to the direction of gas flow is movable in the outlet channel from a position in which the outlet channel is essentially closed into a position, I in which the outlet channel is relatively unobstructed. |) ι 8. intake line system according to claim 7, characterized in that that it comprises two movable flap members which essentially equiangular on opposite sides of the axis of the outlet channel arranged and which are attached to the outlet channel adjacent to their inflow. 9. intake line system according to claim 8, characterized in that that the corresponding inflow ends of the two flap members · on substantially opposite sides of the outlet channel i are arranged in a plane which is substantially at right angles j ι runs to said axis. · 10. An intake line system according to claim 7, characterized in that the two flap members are arranged in one plane, which runs through said axis. 11. An intake line system according to claim 7,8,9 or 10, characterized in that the or each flap member is relatively flexible is. 209830/0661 12 "intake line system according to claim 7, 8, 9 or 10, characterized
characterized in that the or each valve member is relatively stiff
is. 13. intake line system according to claim 11, characterized; that each valve member is made of rubber or plastic material. 114. Intake line system according to claim 12, characterized in that that each flap member is made of metal such as spring steel. ; 15. Intake line system for a multi-cylinder internal combustion engine, characterized in that it comprises a large number of pitot tubes, each of which is connected to a corresponding cylinder of the engine via \ ; whose inlet valves and an air chamber are in communication, where-! , - j at the air chamber an inlet with a throttle valve and a Has a large number of omissions, each with a corresponding! Pitot tube are adjacent to its outlet in connection, 'that each pitot tube contains a further valve, which in the
Is able to move from a position in which his pitot tube is essentially closed and j the outlet from the suction line to the pitot tube essentially ■ is open to move into a second position in which his stowage i tube essentially open and the outlet from the suction line j is essentially closed to the pitot tube. j 16. An intake line system according to claim 15, characterized in that that each additional valve is mechanically linked to together _ 5 _
209830/066 1 to be operated with the throttle valve. 17. Intake line system according to claim 15 or 16, characterized in that · the incoming flow of the pitot tubes communicate with another air chamber, which in turn communicates with the das Communicates throttle valve containing inlet. 18. An intake line system according to one or more of claims 1 to 17, characterized in that the main throttle valve a throttle valve which is rotatably mounted in the inlet. 19. Intake line system according to one or more of claims 1 to 18, for use in a machine with fuel injection into the intake line works, characterized in that a fuel injector in each outlet port of the intake line system is arranged, namely on the downstream side> of the further valve. 20. Intake line system according to one or more of claims 1 to 18, for use on a machine with fuel injection works in the intake line, characterized in that a fuel injector is in each outlet channel directly is arranged in front of the further valve. 21. Multi-cylinder internal combustion engine, characterized by an intake line system according to one or more of claims 1 until 20. 209830/0 661 L e r s e i t e