DE3633929A1 - Air intake system for a horizontally opposed or V-engine - Google Patents

Air intake system for a horizontally opposed or V-engine

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Publication number
DE3633929A1
DE3633929A1 DE19863633929 DE3633929A DE3633929A1 DE 3633929 A1 DE3633929 A1 DE 3633929A1 DE 19863633929 DE19863633929 DE 19863633929 DE 3633929 A DE3633929 A DE 3633929A DE 3633929 A1 DE3633929 A1 DE 3633929A1
Authority
DE
Germany
Prior art keywords
air intake
short
pipe
intake system
suction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
DE19863633929
Other languages
German (de)
Other versions
DE3633929C2 (en
Inventor
Erwin Dipl Ing Rutschmann
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Dr Ing HCF Porsche AG
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Dr Ing HCF Porsche AG
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Application filed by Dr Ing HCF Porsche AG filed Critical Dr Ing HCF Porsche AG
Priority to DE3633929A priority Critical patent/DE3633929C2/en
Publication of DE3633929A1 publication Critical patent/DE3633929A1/en
Application granted granted Critical
Publication of DE3633929C2 publication Critical patent/DE3633929C2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
    • F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0231—Movable ducts, walls or the like
    • F02B27/0236—Movable ducts, walls or the like with continuously variable adjustment of a length or width
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0289—Intake runners having multiple intake valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
    • F02B75/243—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type with only one crankshaft of the "boxer" type, e.g. all connecting rods attached to separate crankshaft bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1816—Number of cylinders four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0294—Actuators or controllers therefor; Diagnosis; Calibration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Abstract

An air intake system, which allows the intake cross-sections and the intake lengths to the inlet valves of the cylinders to be adjusted during operation of the engine, is arranged between two opposing banks of cylinders of a horizontally opposed/V-engine. Each cylinder has two inlet valves; a long intake pipe leads to the one inlet valve and a short intake pipe, which can be closed by a closing flap, to the other inlet valve. The intake pipes open into an intake distributor, a long intake pipe of one bank of cylinders aligning respectively with a short intake pipe of the other bank of cylinders and with a sliding pipe arranged between them, which can be tightly applied against either the short or the long intake pipe.

Description

Die Erfindung betrifft eine Luftansauganlage für einen Boxer- oder V-Motor nach dem Oberbegriff des Anspruchs 1.The invention relates to an air intake system for a boxer or V engine according to the preamble of claim 1.

Um einen gasdynamischen Aufladeeffekt zu erzielen und so durch eine verbes­ serte Zylinderfüllung eine Steigerung des Drehmoments und der Leistung ei­ nes Verbrennungsmotors zu erzielen, ist es nötig, die Länge und den Quer­ schnitt der Ansaugleitung auf den Motor abzustimmen, an den sie angebaut ist. Dabei hat es sich gezeigt, daß bei unterschiedlichen Motordrehzahlen eine unterschiedliche Längen- und Querschnittsbemessung erforderlich ist, um eine optimale Motordrehmomentkennlinie zu erhalten.To achieve a gas dynamic charging effect and so through a verbes cylinder filling an increase in torque and power To achieve an internal combustion engine, it is necessary to change the length and the cross cut the intake pipe to match the engine to which it is attached is. It has been shown that at different engine speeds a different length and cross-sectional dimensioning is required, in order to obtain an optimal engine torque characteristic.

Aus DE-OS 34 24 433 ist eine Luftansauganlage mit einem I-förmigen, zur Schwingaufladung abgestimmten Verteilerstück bekannt, das aus zwei Reso­ nanzbehältern und geraden Verbindungsrohren besteht. Durch eine von der Motordrehzahl abhängige Absperrung eines oder mehrerer Verbindungsrohre werden während des Betriebs des Motors die Resonanzbedingungen geändert, um einen optimalen Verlauf der Motordrehmomentkurve zu erreichen. Nachtei­ lig bei dieser Luftansauganlage ist das große Bauvolumen, das ihre Verwen­ dung für V-Motoren mit kleinem V-Winkel erschwert.From DE-OS 34 24 433 an air intake system with an I-shaped, for Vibrating charging known distributor, which consists of two Reso nance containers and straight connecting pipes. By one of the Shut-off of one or more connecting pipes depending on the engine speed the resonance conditions are changed while the engine is running, in order to achieve an optimal course of the engine torque curve. Night egg The great thing about this air intake system is the large volume that it is used for V-engines with a small V-angle are difficult.

Es ist die Aufgabe der Erfindung, eine kleinvolumige Luftansauganlage zu schaffen, deren zu den Zylindern führende Ansauglängen und Ansaugquerschnit­ te mit einfachen Mitteln einstellbar sind.It is the object of the invention to provide a small-volume air intake system create their intake lengths and cross-sections leading to the cylinders te can be adjusted with simple means.

Eine Lösung dieser Aufgabe gelingt mit den kennzeichnenden Merkmalen des Anspruchs 1. Die Luftansauganlage ist hierbei an einen Motor angebaut, bei dem in bekannter Weise jeder Zylinder zwei Einlaßventile aufweist und zu einem Einlaßventil ein langes, zum anderen Einlaßventil ein kurzes Saug­ rohr führt, das durch eine Sperrklappe verschließbar ist. Zwischen einem kurzen Saugrohr eines Zylinders der einen Zylinderreihe und einem dazu gleichachsigen langen Saugrohr eines Zylinders der anderen Zylinderreihe ist ein Schieberohr angeordnet, das in einen Saugverteiler einmündet und wahlweise an das lange oder an das kurze Saugrohr dicht anlegbar ist. This problem can be solved with the characteristic features of Claim 1. The air intake system is attached to an engine, at which, in a known manner, each cylinder has two intake valves one inlet valve has a long suction and the other inlet valve has a short suction pipe leads, which can be closed by a locking flap. Between one short intake manifold of a cylinder of one row of cylinders and one coaxial long intake manifold of one cylinder of the other cylinder bank a sliding tube is arranged, which opens into a suction manifold and can either be placed tightly on the long or short suction pipe.  

Der zu einem Zylinder führende Ansaugquerschnitt läßt sich durch Betätigen der Sperrklappe steuern. Ist sie geschlossen, kann Luft nur über das lange Saugrohr und das ihm zugeordnete Einlaßventil in den Zylinder gelangen. Wenn das kurze und das lange Saugrohr gleichen Innendurchmesser haben, steht in diesem Falle der Ansaugluft nur die halbe Querschnittsfläche zur Verfügung. Eine Änderung der Länge der Ansaugleitung wird erreicht, indem das Schieberohr einmal an das kurze, einmal an das lange Saugrohr dicht angelegt wird.The intake cross section leading to a cylinder can be actuated control the flap. If it is closed, air can only last for a long time Get the intake manifold and the inlet valve assigned to it into the cylinder. If the short and long suction pipes have the same inside diameter, In this case, only half the cross-sectional area is available to the intake air Available. A change in the length of the suction line is achieved by the sliding tube once against the short, once against the long suction tube is created.

In den Zeichnungen Fig. 1, Fig. 2 und Fig. 3 sind drei verschiedene Be­ triebsstellungen der Luftansauganlage für einen 4-Zylinder-Boxermotor dargestellt, die nachfolgend erläutert werden. Die Betätigungsvorrich­ tungen für die Schieberohre und Sperrklappen sind nur in Fig. 1 ge­ zeichnet.In the drawings Fig. 1, Fig. 2 and Fig. 3, three different operating positions of the air intake system for a 4-cylinder boxer engine are shown, which are explained below. The actuation devices for the slide tubes and flaps are only shown in FIG. 1.

Nach Fig. 1 ist zwischen den Zylindern 1, 2 und den gegenüberliegenden Zy­ lindern 3, 4 ein Saugverteiler 5 angeordnet, der über einen mittig an ihm angeordneten, durch eine Drosselklappe 6 steuerbaren Saugstutzen 7 mit Luft versorgt wird. Jeder der Zylinder 1, 2, 3, 4 besitzt zwei Einlaßventile 8, ein Auslaßventil 9 und beidseitig zu ihm liegend zwei Zündkerzen 10. Zu einem Einlaßventil führt ein langes Saugrohr 11, das tief in den Saugver­ teiler 5 hineinragt und sich etwa bis zu dessen Mitte erstreckt. Die paral­ lel verlaufenden langen Saugrohre 11 zu den beiden linken Zylindern 1, 2 liegen außen am Saugverteiler 5, die langen Saugrohre 11 zu den beiden rech­ ten Zylindern 3, 4 liegen innen am Saugverteiler 5. Fluchtend zu den langen Saugrohren 11 sind außen an der gegenüberliegenden Seite des Saugverteilers 5 kurze Saugrohre 12 angeordnet, die etwa halb so lang sind wie die langen Saugrohre 11. Zwischen den kurzen Saugrohren 12 und den langen Saugrohren 11 sind zu ihnen fluchtend im Saugverteiler jeweils Schieberohre 13 ange­ ordnet, die um einen Weg a längsverschieblich sind und entweder an die langen Saugrohre 11 oder die kurzen Saugrohre 12 dicht anlegbar sind. Um einen strömungsgünstigen Einlauf der Luft in die Saugrohre zu erhalten, sind die Schieberohre 13 an beiden Enden, die kurzen und langen Saugrohre an ihren Mündungsenden in den Saugverteiler diffusorförmig ausgebildet und abgerundet. According to Fig. 1 between the cylinders 1, 2 and the opposite Zy alleviate 3, 4, a suction distributor 5 is arranged, which is supplied with air via a centrally arranged on it, controllable by a throttle valve 6 suction port 7 with air. Each of the cylinders 1, 2, 3, 4 has two inlet valves 8 , one outlet valve 9 and two spark plugs 10 lying on both sides thereof. To an inlet valve leads a long intake pipe 11 , which extends deep into the Saugver divider 5 and extends approximately to the middle. The parallel long suction pipes 11 to the two left cylinders 1, 2 are on the outside of the manifold 5 , the long suction pipes 11 to the two right cylinders 3, 4 are on the inside of the manifold 5th In alignment with the long suction pipes 11 , short suction pipes 12 are arranged on the outside on the opposite side of the suction distributor 5 , which are about half as long as the long suction pipes 11 . Between the short suction pipes 12 and the long suction pipes 11 are each aligned with them in the suction manifold slide tubes 13 , which are longitudinally displaceable by a path a and either close to the long suction pipes 11 or the short suction pipes 12 . To obtain a flow-entry of the air in the intake manifolds, the slide tubes 13 at both ends, the short and long suction tubes at their mouth ends to the aspirate manifold are designed diffusor-shaped and rounded.

An die zu den Zylindern 1, 2 führenden langen, außen am Saugverteiler 5 lie­ genden Saugrohre 11 sind zwei Schieberohre 13 dicht angelegt und durch eine Stange 14 starr miteinander verbunden, an die zu den Zylindern 3, 4 führen­ den langen Saugrohre 11, die innen am Saugverteiler 5 liegen, sind zwei Schieberohre 13 angelegt, die durch eine kürzere Stange 15 starr miteinander verbunden sind. Beide Stangen 14, 15 und damit die zu ihnen gehörenden Schieberohre werden durch pneumatische Stellzylinder 16, entgegen der Kraft einer Feder 17 betätigt.At the leading to the cylinders 1, 2 long, outside of the suction manifold 5 lying suction pipes 11 , two sliding pipes 13 are tightly connected and rigidly connected by a rod 14 , to which lead to the cylinders 3, 4 , the long suction pipes 11 , the inside lie on the suction manifold 5 , two sliding tubes 13 are created, which are rigidly connected to each other by a shorter rod 15 . Both rods 14, 15 and thus the sliding tubes belonging to them are actuated by pneumatic actuating cylinders 16 against the force of a spring 17 .

In die vier kurzen Saugrohre 12 sind Sperrklappen 18 eingesetzt. Die Sperr­ klappen der zu den beiden linken Zylindern 1, 2 führenden kurzen Saugrohre 12 sind gemeinsam über ein Gestänge 19, die Sperrklappen 18 der zu den bei­ den rechten Zylindern 3, 4 führenden Saugrohre 12 sind über ein weiteres Ge­ stänge 20 verstellbar. Beide Gestänge 19, 20 sind pneumatisch durch Stellzy­ linder betätigbar.Locking flaps 18 are inserted into the four short suction pipes 12 . The locking flaps of the two left cylinders 1, 2 leading short suction pipes 12 are together via a linkage 19 , the locking flaps 18 of the leading to the right cylinders 3, 4 suction pipes 12 are rods 20 adjustable via a further Ge. Both rods 19, 20 can be actuated pneumatically by Stellzy cylinders.

In der in Fig. 1 gezeichneten Lage sind alle Sperrklappen 18 in Schließ­ stellung. Luft kann zu den Zylindern nur über die langen Saugrohre 11 ein­ strömen, die noch durch die Schieberohre 13 verlängert sind. Diese Kombi­ nation: kleiner Ansaugquerschnitt und große Ansauglänge ergibt im unteren Drehzahlbereich des Motors ein optimales Drehmoment.In the position shown in Fig. 1, all the flaps 18 are in the closed position. Air can only flow to the cylinders via the long suction pipes 11 , which are still extended by the sliding pipes 13 . This combination: small intake cross-section and large intake length result in optimal torque in the lower engine speed range.

Nach Fig. 2 sind die in die kurzen Saugrohre 12 eingebauten Sperrklappen 18 alle in Offenstellung. Den Zylindern 1, 2, 3, 4 wird sowohl über die kurzen Saugrohre 12 als auch die langen Saugrohre 11 Luft zugeführt. Es ergibt sich somit ein großer Ansaugquerschnitt, der in Verbindung mit kurzer und langer Saugrohrlänge im mittleren Drehzahlbereich ein optimales Drehmoment erbringt.According to FIG. 2, the built in the short suction pipes 12 barrier flaps 18 are all in open position. Air is supplied to the cylinders 1, 2, 3, 4 both via the short suction pipes 12 and the long suction pipes 11 . The result is a large intake cross-section, which, in conjunction with a short and long intake manifold length, provides optimum torque in the medium speed range.

Gemäß Fig. 3 sind die Schieberohre 13 an die kurzen Saugrohre 12 dicht an­ gelegt und ergeben mit ihnen zusammen die gleiche Ansauglänge, die auch die langen Saugrohre 11 aufweisen. Die Sperrklappen 18 sind geöffnet. Diese Kombination: großer Ansaugquerschnitt und für alle Einlaßventile 8 und gleiche Ansauglängen erbringt im oberen Drehzahlbereich des Motors Best­ werte für das Drehmoment und die Leistung des Motors.Referring to FIG. 3, the slide tubes 13 are applied to the short suction pipes 12 and close to arise with them the same intake length, which also have the long induction pipes. 11 The locking flaps 18 are open. This combination: large intake cross-section and for all intake valves 8 and the same intake lengths results in top values for the engine's torque and power in the upper engine speed range.

Claims (9)

1. Luftansauganlage zwischen zwei einander gegenüberliegenden Zylinderrei­ hen eines Boxer- oder V-Motors, dessen Zylinder jeweils zwei Einlaßventile aufweisen, wobei das eine Einlaßventil durch ein langes das andere Einlaß­ ventil durch ein kurzes Saugrohr etwa gleichen Querschnitts mit einem Saug­ verteiler verbunden ist, in den Frischluft angesaugt wird, dadurch gekenn­ zeichnet, daß zueinander fluchtend jeweils ein langes Saugrohr (11), ein kurzes Saugrohr (12) und zwischen ihnen ein Schieberohr (13) in den Saug­ verteiler (5) einmündend angeordnet sind, wobei das Schieberohr (13) durch Längsverschieben wahlweise an das kurze Saugrohr (12) oder das lange Saug­ rohr (11) dicht anlegbar ist.1. Air intake system between two opposite cylinder rows hen a boxer or V-engine, the cylinders of which each have two intake valves, one intake valve being connected by a long intake valve through a short intake manifold of approximately the same cross-section with a suction distributor, in the fresh air is sucked in, characterized in that a long suction pipe ( 11 ), a short suction pipe ( 12 ) and between them a sliding pipe ( 13 ) in the suction manifold ( 5 ) are arranged in alignment with each other, the sliding pipe ( 13 ) by longitudinally shifting either the short suction pipe ( 12 ) or the long suction pipe ( 11 ) can be placed tightly. 2. Luftansauganlage nach Anspruch 1, dadurch gekennzeichnet, daß das kurze Saugrohr (12) und das Schieberohr (13) zusammen etwa dieselbe Länge haben wie das lange Saugrohr (11) und insgesamt etwas kürzer sind als der halbe Abstand der sich gegenüberstehenden Einlaßventile (8) der beiden Zylinder­ reihen (1, 2 und 3, 4).2. Air intake system according to claim 1, characterized in that the short suction pipe ( 12 ) and the sliding tube ( 13 ) together have approximately the same length as the long suction pipe ( 11 ) and overall are somewhat shorter than half the distance between the opposing inlet valves ( 8 ) of the two cylinders ( 1, 2 and 3, 4 ). 3. Luftansauganlage nach Anspruch 1 und 2, dadurch gekennzeichnet, daß das lange Saugrohr (11), das kurze Saugrohr (12) und das Schieberohr (13) an ihren Einmündungsenden in den Saugverteiler (5) aufgeweitete Ausrundungen aufweisen.3. Air intake system according to claim 1 and 2, characterized in that the long suction pipe ( 11 ), the short suction pipe ( 12 ) and the sliding pipe ( 13 ) have widened fillets at their ends in the suction manifold ( 5 ). 4. Luftansauganlage nach Anspruch 1, dadurch gekennzeichnet, daß das Schie­ berohr (13) im unteren Drehzahlbereich und mittleren Drehzahlbereich des Motors am langen Saugrohr (11) dicht anliegt.4. Air intake system according to claim 1, characterized in that the sliding pipe ( 13 ) in the lower speed range and medium speed range of the engine on the long intake pipe ( 11 ) lies tight. 5. Luftansauganlage nach Anspruch 1, dadurch gekennzeichnet, daß das Schie­ berohr (13) im oberen Drehzahlbereich an dem kurzen Saugrohr (12) dicht an­ liegt.5. Air intake system according to claim 1, characterized in that the sliding tube ( 13 ) in the upper speed range on the short intake manifold ( 12 ) is tight. 6. Luftansauganlage nach Anspruch 1, 4 oder 5, dadurch gekennzeichnet, daß in die kurzen Saugrohre (12) Sperrklappen (18) eingesetzt sind, die im un­ teren und mittleren Drehzahlbereich verschlossen, im oberen Drehzahlbereich offen sind. 6. Air intake system according to claim 1, 4 or 5, characterized in that in the short suction pipes ( 12 ) flaps ( 18 ) are used, which are closed in the lower and middle speed range, are open in the upper speed range. 7. Luftansauganlage nach Anspruch 1, für einen 4-Zylinder-Boxermotor, der vier gleiche Schieberohre (13) aufweist, dadurch gekennzeichnet, daß je­ weils zwei Schieberohre (13) starr miteinander verbunden sind und moto­ risch durch ein Stellglied gemeinsam in Längsrichtung betätigbar sind.7. Air intake system according to claim 1, for a 4-cylinder boxer engine that has four identical sliding tubes ( 13 ), characterized in that each two sliding tubes ( 13 ) are rigidly connected to one another and can be actuated jointly in the longitudinal direction by an actuator . 8. Luftansauganlage nach Anspruch 7, dadurch gekennzeichnet, daß im Saug­ verteiler (5) zwei innere und zwei äußere Schieberohre (13) durch Stangen (14, 15) starr miteinander verbunden sind und gemeinsam an die Saugrohre (11 bzw. 12) anlegbar sind.8. Air intake system according to claim 7, characterized in that in the suction manifold ( 5 ) two inner and two outer slide tubes ( 13 ) by rods ( 14, 15 ) are rigidly connected to one another and can be applied together to the suction pipes ( 11 and 12 ) . 9. Luftansauganlage nach einem der Ansprüche 1 bis 8, dadurch gekennzeich­ net, daß die Schieberohre (13) durch pneumatische Stellzylinder (16) betä­ tigbar sind.9. Air intake system according to one of claims 1 to 8, characterized in that the sliding tubes ( 13 ) can be actuated by pneumatic actuating cylinders ( 16 ).
DE3633929A 1986-10-04 1986-10-04 Air intake system for a boxer or V-engine Expired - Fee Related DE3633929C2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE3633929A DE3633929C2 (en) 1986-10-04 1986-10-04 Air intake system for a boxer or V-engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE3633929A DE3633929C2 (en) 1986-10-04 1986-10-04 Air intake system for a boxer or V-engine

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DE3633929A1 true DE3633929A1 (en) 1988-04-07
DE3633929C2 DE3633929C2 (en) 1997-12-04

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3909837A1 (en) * 1989-03-25 1990-09-27 Audi Ag SUCTION PIPE SYSTEM FOR A MULTI-CYLINDER INTERNAL COMBUSTION ENGINE
FR2728628A1 (en) * 1994-12-23 1996-06-28 Volkswagen Ag AIR INTAKE SYSTEM FOR AN INTERNAL COMBUSTION ENGINE WITH MULTI-CYLINDER RECIPROCATING PISTON
DE19510723A1 (en) * 1995-03-24 1996-09-26 Audi Ag Suction pipe for IC piston engine
EP1024258A2 (en) * 1999-01-27 2000-08-02 Dr.Ing. h.c.F. Porsche Aktiengesellschaft Air intake systems
US6192850B1 (en) 1998-04-03 2001-02-27 Dr. Ing. H.C.F. Porsche Ag Suction system
EP1207284A2 (en) * 2000-11-16 2002-05-22 Honda Giken Kogyo Kabushiki Kaisha Intake system for horizontal opposed type internal combustion engine
CN101251042B (en) * 2007-02-23 2011-10-12 F·波尔希名誉工学博士公司 Switching resonance intake system for an internal combustion engine

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DE19842724A1 (en) 1998-09-18 2000-03-23 Porsche Ag Suction system

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Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3909837A1 (en) * 1989-03-25 1990-09-27 Audi Ag SUCTION PIPE SYSTEM FOR A MULTI-CYLINDER INTERNAL COMBUSTION ENGINE
EP0389834A1 (en) * 1989-03-25 1990-10-03 Audi Ag Arrangement of intake conduits for a multi-cylinder combustion engine
FR2728628A1 (en) * 1994-12-23 1996-06-28 Volkswagen Ag AIR INTAKE SYSTEM FOR AN INTERNAL COMBUSTION ENGINE WITH MULTI-CYLINDER RECIPROCATING PISTON
DE19510723A1 (en) * 1995-03-24 1996-09-26 Audi Ag Suction pipe for IC piston engine
DE19510723B4 (en) * 1995-03-24 2004-09-16 Audi Ag Intake manifold for a reciprocating internal combustion engine
US6192850B1 (en) 1998-04-03 2001-02-27 Dr. Ing. H.C.F. Porsche Ag Suction system
EP1024258A2 (en) * 1999-01-27 2000-08-02 Dr.Ing. h.c.F. Porsche Aktiengesellschaft Air intake systems
EP1024258A3 (en) * 1999-01-27 2000-11-22 Dr.Ing. h.c.F. Porsche Aktiengesellschaft Air intake systems
EP1207284A2 (en) * 2000-11-16 2002-05-22 Honda Giken Kogyo Kabushiki Kaisha Intake system for horizontal opposed type internal combustion engine
EP1207284A3 (en) * 2000-11-16 2003-01-29 Honda Giken Kogyo Kabushiki Kaisha Intake system for horizontal opposed type internal combustion engine
CN101251042B (en) * 2007-02-23 2011-10-12 F·波尔希名誉工学博士公司 Switching resonance intake system for an internal combustion engine

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