DE3041674A1 - IC engine suction air storage - involves feeding suction air during compression stroke into air reservoir for use on demand - Google Patents

Abstract

The suction air storage and utilisation is intended for combustion engines, with which the cylinders can be switched off. The suction air, even from a turbocharger, is supplied into an air reservoir from the disconnected cylinder, still running with the engine, during the compression stroke. This air is supplied to the place of corresponding demand. In order to prevent flashback of the stored air, a non-return valve is mounted behind each disconnectable cylinder. The reservoir pressure is determined by the compression ratio of the cylinders. On demand the stored air can be supplied to the suction manifold via a throttle, with safeguards against reserve air flow. The throttle control depends e.g. on the reservoir pressure, the engine speed, the accelerator pedal position, the turbocharger speed etc.

Description

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at. ^ chub _-_ or T ^ illa ^ tbefrr ^ eb of combustion ^ engines of Kr & £ Jt vehicles with;

When motor vehicles brake with the engine engaged, fuel is always burned unnecessarily and air sucked in. To suck in this air is always work required (flow resistance of the air filter). If you switch off one or more cylinders of the engine, you can get out of these cylinders during the compression stroke Direct compressed intake air into a storage tank SP (Fig. 1). So that the air doesn't flows back, a check valve R is attached behind each cylinder that can be switched off. The pressure in memory is essentially determined by the compression ratio of the cylinders.

If necessary (depending on the engine type, with or without a turbocharger), the stored air can be supplied via the Throttle Dr (Fig. 1) can be added to the intake port Ak, whereby the shut-off element Kl is closed so that the air does not go to the turbocharger or air filter (wrong Way) flows. The control of the throttle depends e.g. on the accumulator pressure, on the engine speed, on the fuel supply (accelerator pedal), the speed of the turbocharger and the knock limit. The control can be electronic take place. In this way, for example, engines with exhaust gas turbochargers could cope with the lack of air during acceleration can be remedied from lower speeds.

If the engine is running in the Tuiliast area with full memory, so it is advisable to direct the air to the open air instead of to the storage tank, so that no energy is lost through compression appear. However, this would be desirable in the event of braking (engine brake).

In Figure 2 a cylinder that is supposed to work in this way is shown schematically. The air should expediently (high pressures) are drawn from the cylinder during the compression process, i.e. inlet and outlet valve (E and A) are closed. There is also an additional valve ZV that can be opened when required. The anteroom V (in front of the check valve R) should be as small as possible so that the available air pressure is as possible grows big. If the cylinder is needed for the drive, the additional valve ZV is simply closed.

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Claims (1)

O £. ^a i. ^e ü ^t ^ ⁿ JLP £ .H £. ^il i. Process for the storage and utilization of intake air in internal combustion engines with cylinder deactivation, characterized in that the intake air (also
from the turbocharger) in deactivated, rotating cylinders during the compression cycle in a storage (air tank ^ and is taken from there when necessary. 'G 'g you. U ^ ORIGINAL INSPECTED