EP0433908A1 - Dispositif d'aspiration et de formation de mélange d'air et de carburant pour moteurs à combustion interne à cylindres multiples avec allumage externe - Google Patents

Dispositif d'aspiration et de formation de mélange d'air et de carburant pour moteurs à combustion interne à cylindres multiples avec allumage externe Download PDF

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Publication number
EP0433908A1
EP0433908A1 EP90124212A EP90124212A EP0433908A1 EP 0433908 A1 EP0433908 A1 EP 0433908A1 EP 90124212 A EP90124212 A EP 90124212A EP 90124212 A EP90124212 A EP 90124212A EP 0433908 A1 EP0433908 A1 EP 0433908A1
Authority
EP
European Patent Office
Prior art keywords
group
intake
intake manifold
cylinder
groups
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
EP90124212A
Other languages
German (de)
English (en)
Other versions
EP0433908B1 (fr
Inventor
Helmut Endres
Helmut Thöne
Heinz-Jakob Neusser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
FEV Europe GmbH
Original Assignee
FEV Motorentechnik GmbH and Co KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by FEV Motorentechnik GmbH and Co KG filed Critical FEV Motorentechnik GmbH and Co KG
Publication of EP0433908A1 publication Critical patent/EP0433908A1/fr
Application granted granted Critical
Publication of EP0433908B1 publication Critical patent/EP0433908B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10216—Fuel injectors; Fuel pipes or rails; Fuel pumps or pressure regulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10045—Multiple plenum chambers; Plenum chambers having inner separation walls
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10177—Engines having multiple fuel injectors or carburettors per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/108—Intake manifolds with primary and secondary intake passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/108—Intake manifolds with primary and secondary intake passages
    • F02M35/1085—Intake manifolds with primary and secondary intake passages the combustion chamber having multiple intake valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/044—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit downstream of an air throttle valve
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/247—Arrangement of valve stems in cylinder heads the valve stems being orientated in parallel with the cylinder axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/112—Intake manifolds for engines with cylinders all in one line

Definitions

  • the invention relates to an intake and mixture formation system for multi-cylinder, spark-ignited internal combustion engines with at least two intake valves per cylinder, at least two separate intake manifold arms assigned to the intake valves per cylinder and fuel injection into the intake system.
  • the two intake valves of each cylinder are usually connected to a common intake manifold, and an injection nozzle is assigned to each cylinder.
  • Such a design is structurally relatively simple to implement, but its disadvantage is that load and speed-dependent control of the charge movement in the intake manifold arms and in the cylinder is not possible, since the throttling of a partial flow of the charge supplied to the cylinder cannot take place with this design.
  • the flow rate of the fresh air (or mixture with recirculated exhaust gas - EGR) is low at low air throughputs, so that there is inadequate mixture preparation. Due to the quickly released, large opening cross-sections in multi-valve engines, high residual gas components occur at idle and at low partial load, which, in conjunction with the low charge movement in the combustion chamber, lead to an unstable combustion process and unfavorable efficiency levels.
  • a control of the charge movement in the cylinder adapted to the air throughput can be achieved with intake systems that have two completely separate intake manifold arms per cylinder. By partially or completely closing one of these arms, you can small air throughputs, the charge movement and the turbulence in the combustion chamber are significantly increased and the combustion process is thus improved.
  • the consistent implementation of such an intake system with completely separate intake manifold arms up to the intake valves would require twice the number of injection nozzles compared to today's conventional systems. It represents the most complex and expensive solution in terms of production technology.
  • the invention has for its object to enable a load- and speed-dependent control of the flow movement in the intake manifold arms and thus in the cylinder with simultaneous advantageous mixture formation in a simple, economical and reliable manner.
  • the first intake manifold arms per cylinder form a first group and further intake manifold arms per cylinder at least are combined to form a further group, and that each group is assigned a throttle element, the first group having a common fuel injection and the intake manifold arms or inlet ducts of the further group or the further groups each having an injection and the throttle elements being controlled in this way that for the area of low air flow rates the first group opens first and the other group or other groups are switched on depending on the speed and load at higher air flow rates.
  • the use of single injections on the second group or on the other groups offers a better design option for the intake manifold arm geometry, i.e. in particular, short, gas-dynamically favorable intake manifold arms with the lowest throttle losses. This creates favorable conditions for the presentation of high specific performance.
  • the advantages of the central mixture formation can be combined particularly advantageously with the long intake manifold arms of the first group, which are desirable from a gas dynamic point of view. This enables high torques to be displayed at low engine speeds.
  • the most favorable flow movement and structure (turbulence) for the mixture formation and combustion process and the most favorable gas dynamics can be generated in the intake manifold.
  • Another advantage of the intake and mixture formation system according to the invention is that the air-fuel ratio can be set independently of one another by varying the injected fuel quantities for the respective group or groups.
  • homogeneous or inhomogeneous cylinder charges can be generated depending on the load and speed, which means that stratified charging effects can be used to increase efficiency and reduce pollutant emissions.
  • possible fuel-air ratio variations in the first group at low intake manifold pressures can be avoided by different injection periods of the individual injections within the second group.
  • the knock sensitivity of the engine i.e. reduce the tendency to uncontrolled combustion processes. As a result, higher torques and lower efficiency levels result.
  • the amount of fuel required at starting can preferably be provided by switching on the fuel injections of the second group.
  • the injectors can be selected to be smaller and better adapted to the respective air throughput.
  • the introduction of exhaust gas can preferably be carried out selectively in the first and / or the further group or the further groups, as a result of which a good uniform distribution of the exhaust gases over the individual cylinders of a group is achieved, but at the same time stratification effects in the cylinder can also be used.
  • stratification effects in the cylinder can also be used.
  • the improved ignition conditions then lead to a more stable ignition phase and accordingly to a more stable engine running.
  • higher exhaust gas recirculation rates can be achieved.
  • the common fuel injection of the first group takes place behind the common throttle element, the intake manifold pressures which exist when the throttle element is partially or completely closed favoring fuel evaporation.
  • Another possibility is that the common fuel injection of the first group takes place upstream of the common throttle element, as seen in the inlet flow direction.
  • the advantage is achieved that the throttle gap existing when the throttle valve is partially closed promotes the mixing of the injected fuel with the intake air due to the high flow velocity there and thus improves the mixture formation.
  • the fuel may also be injected into the cylinder by the further group or groups. This allows the dynamic engine behavior to be improved. A faster response can be achieved when accelerating; during the deceleration process, wall deposits in the intake manifold are avoided.
  • a throttle member per intake manifold arm for controlling the intake manifold arms of the individual groups can be provided in addition or as an alternative to the common throttle members. This measure reduces the volumes between the intake valve and throttle element for the respective cylinder when the second group is closed. This has a favorable influence on the residual gas content and consequently the smooth running of the engine.
  • Figure 1 shows schematically the assignment of intake manifold arms and injection valves to a cylinder of a multi-cylinder injection engine.
  • Figure 2 shows schematically an embodiment of a complete intake and mixture formation system according to the invention.
  • FIG 3 shows an embodiment of the intake and mixture formation system according to Figure 2 in side view.
  • Figure 4 shows an embodiment of the intake and mixture formation system according to Figure 2 in rear view.
  • Figure 5 shows an embodiment of the intake and mixture formation system according to Figure 2 in plan view.
  • Figure 1 shows schematically the connection of the intake manifold arms to the valves of a cylinder of a multi-cylinder injection internal combustion engine.
  • a first inlet valve 1 of a cylinder 2 is connected to an intake manifold arm 3, which is part of a group 4 with further intake manifold arms 5, 6 and 7 of a four-cylinder internal combustion engine shown for example. Exhaust valves 8 and 9 are suitably connected to the exhaust system.
  • Group 4 contains a common mixture formation element, which is represented by an injection valve 10.
  • Group 4 also has a common throttle element (not shown).
  • a second inlet valve 11 is connected to a further intake manifold arm 12, which may belong to a second group of intake manifold arms, the further intake manifold arms of which are not shown. As a rule, the second group will also have a common throttle element (not shown).
  • a mixture formation member is represented by injection valve 13, so that in the exemplary embodiment shown, a separate mixture formation member is assigned to the intake manifold arm 12.
  • the intake manifold arm group 4 is assigned to the area 50 of low air throughputs, while the second intake manifold arm group, of which the intake manifold arm 12 is a part, is assigned to the area 51 of high air throughputs.
  • FIG. 2 An embodiment is shown in FIG. 2. It is provided that the first group of intake manifold arms has a common fuel injection and one injection is assigned to the intake manifold arms or inlet ducts of the second group.
  • a first intake manifold arm group 25 and a second intake manifold arm group 26 are assigned to cylinders 21, 22, 23, 24 for the four-cylinder engine shown as an example.
  • the first group 25 includes intake manifold arms I-1, I-2, I-3 and I-4, while the second group 26 includes intake manifold arms II-1, II-2, II-3 and II-4.
  • Different intake manifold arm lengths and intake manifold arm cross sections can be implemented in each group.
  • the first intake manifold arm group 25 has a common mixture formation element I-5, and there may be a common exhaust gas recirculation EGR at I-6.
  • EGR exhaust gas recirculation
  • the fuel is fed into the intake manifold arms or inlet channels separately at II-5, II-6, II-7 and II-8.
  • a EGR common exhaust gas recirculation at II-9 there is the possibility of common exhaust gas recirculation for the first and second groups in front of a common throttle element (not shown), which can be designed, for example, as a register throttle valve.
  • the first intake manifold arm group 25 contains a common throttle member I-7, and the second intake manifold arm group 26 also contains a common throttle member II-10. It is therefore advantageously possible for the individual throttle elements to be closed completely or partially independently, and thus for the load and speed-dependent control of the flow movement in the intake manifold arms of the groups and in the cylinder. Flow cross sections and intake manifold arm lengths can also be controlled in a targeted manner depending on the load and speed.
  • the first intake manifold arm group 4 with the intake manifold arms 3, 5, 6 and 7 is assigned to the operating range 50 of low air flow rates, while the intake manifold arm 12 together with the three further intake manifold arms (not shown) are assigned to the operating range 51 high air flow rates is assigned.
  • the intake manifold arms I-1, I-2, I-3 and I-4 of the intake manifold arm group 25 are assigned to the operating range 50 of low air throughputs, while the intake manifold arm group 26 with the intake manifold arms II-1, II-2, II-3 and II-4 is assigned to the operating area 51 of high air flow rates.
  • the throttle elements are controlled in such a way that the first group 25 opens first for the region of low air throughputs and the further group 26 (or the further groups) are switched on at higher air throughputs as a function of speed and load.
  • This achieves the advantages that in the region of low air throughputs, that is to say at high intake manifold pressures and / or low engine speeds, a more favorable mixture preparation is achieved with a central injection than with a single injection. This will result in this operating area more economical efficiencies, lower pollutant emissions and improved operability when operated with lean mixtures or with mixtures diluted with exhaust gas.
  • fuel enrichment during cold starts and in the warm-up phase can be reduced.
  • the use of single injections on the second group or on the other groups offers a better design option for the intake manifold arm geometry, i.e. in particular, short, gas-dynamically favorable intake manifold arms with the lowest throttle losses. This creates favorable conditions for the presentation of high specific performance.
  • the speed and load-dependent connection of the second group can also generate the flow movement and structure (turbulence) that is most favorable in terms of combustion technology in the cylinder.
  • FIGS. 3-5 show the spatial design of the intake manifold arm groups 25 and 26 shown in FIG. 2 as an exemplary embodiment.
  • the common throttle devices I-7 and II-10 of groups 25 and 26 can be seen in FIG.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP90124212A 1989-12-22 1990-12-14 Dispositif d'aspiration et de formation de mélange d'air et de carburant pour moteurs à combustion interne à cylindres multiples avec allumage externe Expired - Lifetime EP0433908B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3942578 1989-12-22
DE3942578 1989-12-22

Publications (2)

Publication Number Publication Date
EP0433908A1 true EP0433908A1 (fr) 1991-06-26
EP0433908B1 EP0433908B1 (fr) 1993-08-11

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EP90124212A Expired - Lifetime EP0433908B1 (fr) 1989-12-22 1990-12-14 Dispositif d'aspiration et de formation de mélange d'air et de carburant pour moteurs à combustion interne à cylindres multiples avec allumage externe

Country Status (3)

Country Link
US (1) US5094210A (fr)
EP (1) EP0433908B1 (fr)
DE (1) DE59002312D1 (fr)

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CN103670839A (zh) * 2012-09-17 2014-03-26 广西玉柴机器股份有限公司 双燃料柴油机进气管

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EP0542264B1 (fr) * 1991-11-13 1996-01-31 Suzuki Kabushiki Kaisha Moteur à quatre temps
US5477830A (en) * 1993-12-30 1995-12-26 Servojet Products International Electronic fuel injection system for internal combustion engines having a common intake port for each pair of cylinders
US5429086A (en) 1994-02-14 1995-07-04 Cummins Engine Company, Inc. Shared runner intake ports for I.C. engine
US5673673A (en) * 1996-04-30 1997-10-07 Servojet Products International Method and apparatus for the high Mach injection of a gaseous fuel into an internal combustion engine
US6098595A (en) * 1998-08-17 2000-08-08 Cummins Engine Company, Inc. Intake port injection system with shared injectors
US6314939B1 (en) * 1999-03-11 2001-11-13 Outboard Marine Corporation Methods and apparatus for controlling engine operation
US6470681B1 (en) * 2002-01-03 2002-10-29 Kevin Orton Supercharged or turbocharged engine having ambient air intake port and charged air intake port
JP3970725B2 (ja) 2002-09-11 2007-09-05 本田技研工業株式会社 エンジン用燃料噴射装置
JP4238166B2 (ja) * 2004-03-22 2009-03-11 ヤマハ発動機株式会社 燃料供給装置および車両
FR2879666B1 (fr) * 2004-12-21 2010-01-15 Inst Francais Du Petrole Procede de commande d'un moteur a combustion interne suralimente a allumage commande, notamment de type essence
JP4495211B2 (ja) * 2005-03-18 2010-06-30 トヨタ自動車株式会社 ２系統燃料噴射式エンジン
EP1860318B1 (fr) * 2005-03-18 2019-02-20 Toyota Jidosha Kabushiki Kaisha Moteur thermique a injection de carburant a double circuit
EP1860303B1 (fr) * 2005-03-18 2019-10-30 Toyota Jidosha Kabushiki Kaisha Moteur à combustion interne
RU2358143C1 (ru) * 2005-03-18 2009-06-10 Тойота Дзидося Кабусики Кайся Двигатель внутреннего сгорания с двойной системой впрыска топлива
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103670839A (zh) * 2012-09-17 2014-03-26 广西玉柴机器股份有限公司 双燃料柴油机进气管

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DE59002312D1 (de) 1993-09-16
US5094210A (en) 1992-03-10
EP0433908B1 (fr) 1993-08-11

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