EP0847484A1 - Systeme d'aspiration pour moteur a combustion interne a pistons - Google Patents

Systeme d'aspiration pour moteur a combustion interne a pistons

Info

Publication number
EP0847484A1
EP0847484A1 EP96934388A EP96934388A EP0847484A1 EP 0847484 A1 EP0847484 A1 EP 0847484A1 EP 96934388 A EP96934388 A EP 96934388A EP 96934388 A EP96934388 A EP 96934388A EP 0847484 A1 EP0847484 A1 EP 0847484A1
Authority
EP
European Patent Office
Prior art keywords
intake
component
intake system
cross
section
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.)
Ceased
Application number
EP96934388A
Other languages
German (de)
English (en)
Inventor
Marco Herr
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of EP0847484A1 publication Critical patent/EP0847484A1/fr
Ceased legal-status Critical Current

Links

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
    • F02M35/10229—Fluid connections to the air intake system; their arrangement of pipes, valves or the like the intake system acting as a vacuum or overpressure source for auxiliary devices, e.g. brake systems; Vacuum chambers
    • 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
    • F02B27/021—Resonance 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
    • F02B27/0242—Fluid communication passages between intake ducts, runners or chambers
    • 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
    • F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
    • F02B27/0252—Multiple plenum chambers or plenum chambers having inner separation walls, e.g. comprising valves for the same group of cylinders
    • 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
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/12—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit
    • F02D9/14—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit the members being slidable transversely of conduit
    • 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
    • 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
    • F02B2075/1824—Number of cylinders six
    • 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

Definitions

  • the invention relates to an intake system for a piston internal combustion engine according to the preamble of claim 1.
  • the arrangement is associated with a higher flow resistance and, moreover, the division into a primary channel (small diameter, long length) and a secondary channel (large diameter, shorter length) in the middle and upper speed or. Load range filling losses due to the geometry of the primary channel.
  • an intake manifold for a multi-cytoder internal combustion engine which has only one intake valve per cylinder.
  • the intake ducts leading to the inlet valves each have a wall section which is at least partially elastically adjustable. This ensures that the flow velocity prevailing in the intake manifolds can be adapted to the operating parameters of the internal combustion engine.
  • the invention has for its object to provide an intake system for Piston Brennl-xaftmaschinen with several intake valves per cylinder, which in addition to high torque at low speeds and good charge movement in the cylinder at part load also in the medium and upper speed range at full load enables a high degree of delivery by vibration tuning.
  • an intake system according to claim 1.
  • it can be made into a cylinder Change the leading intake duct so that, depending on the operating state of the internal combustion engine, only one inlet duct is released, forming a flow path with a cross-section that is reduced in cross section, as a result of which high flow velocities are achieved at low speeds or partial load.
  • the asymmetrical intake via an inlet valve (in the case of a multi-valve engine) additionally creates a swirl flow in the cylinder, which enables high exhaust gas recirculation compatibility and good lean running capability.
  • the partition can assume any position between the minimum and maximum cross-section and thereby also determine the size of the amplitude of the vacuum wave in the intake duct, which has a strong influence on the resonance in the upstream resonance chambers.
  • the partition of the intake duct can be moved into a position in which, with the formation of a flow path with a maximum cross section, are released, that is to say maximum filling and maximum torque are achieved.
  • FIG. 1 is a schematic plan view of an intake system according to the invention
  • FIG. 2 shows a cross section along the line II-II through an intake duct of FIG. 1,
  • FIG. 3 is a view similar to FIG. 2 with the maximum cross section of the intake duct
  • FIG. 4 shows a schematic view of a pneumatically operating system for adjusting the intake duct cross section
  • FIG. 6 is a plan view of an intake system modified compared to FIG. 1,
  • FIG. 7 is a plan view of a further intake system, modified compared to FIG. 1,
  • Fig. 8 is a modified compared to Fig. 1 intake system on a
  • FIG. 9 is a sectional view of the plane DC-IX in Fig. 8
  • Fig. 10 is an enlarged sectional view. 8 with two different functional states
  • FIG. 11 is a side view and top view of a stationary component delimiting the intake ducts
  • FIG. 12 is a side view and top view of a movable component delimiting the intake ducts
  • Fig. 13 views of the fixed and the movable component acc. 11 and 12, seen perpendicular to the axis of the intake channels,
  • 15 is a view of the intake system with the drive unit, viewed in the direction of the intake ducts,
  • FIG. 16 is a view of the arrangement according to FIG. Fig. 15, seen perpendicular to the intake channels and
  • Fig. 17 is a plan view of a modified channel guide compared to FIG. 10.
  • an internal combustion engine working with reciprocating pistons in the example shown has six cylinders 4, each having two exhaust valves 6 and two intake valves 8 and 9.
  • An inlet duct 10 or 11 runs inside the cylinder head to each intake valve 8 or 9.
  • the two inlet channels 10 and 11 assigned to each cylinder 4 each open into an intake channel 13, which connects them to a resonance chamber 15 of an intake device 17 which is known per se.
  • each of the intake ducts 13 is a movable dividing wall 17, shown in dashed lines in FIG. 1, which is movable in the direction of the double arrow 19 such that the intake duct 11 assigned to the intake valve 9 is optional is closed or open.
  • the partition 17 has at its end belonging to the inlet channel 11 and preferably also at its end assigned to the resonance chamber 15 a closing surface which closes or releases the corresponding opening cross sections.
  • the partition 17 is in the position shown in dashed lines in FIG. 1, only the inlet duct 10 is released and the intake duct 13 has a cross section corresponding to approximately half of its maximum value. If the partition 17 is moved to the right as shown in FIG. 1, the intake duct 13 has a maximum cross section and completely clears the inlet duct 11.
  • a flap 19 is provided in the resonance chamber 15, by means of which the resonance chamber 15 can be divided into two individual chambers 21 and 23. From each of the chambers 21 and 23, a suction pipe 25 and 27 leads to a throttle valve part, in which a throttle valve 29 is arranged for controlling the power of the internal combustion engine.
  • Fig. 2 shows the structure of the intake duct 13 in more detail.
  • the intake duct 13 comprises a rigid component 31, which is exemplary U-shaped in cross section, the legs 33 and 35 of which also receive a slide 37, which is also U-shaped in cross section, the base of which forms the movable partition 17.
  • the slide 37 is provided at the free ends of its legs with outward flanges 39 and 41, which together with correspondingly designed parts of a housing 47, which is rigidly connected to the component 31, form piston-cylinder units 49 to 51, the interior of which by displacement of the slide 37 changed relative to the component 31 or housing 47 in volume. It is understood that suitable seals are provided between the flanges 39 and 41 or the slide 37 and the rigid components.
  • One or more sleeves 43 and 45 are provided along the length of the flanges 39 and 41, respectively, which serve to hold helical compression springs 53 which urge the slide 37 according to FIG. 2 to the right.
  • the housing 47 has a projecting guide projection 57 which projects into the slide 37.
  • the intake duct 13 has a minimum cross section Qi, whereas in the position shown in FIG. 3 the cross section Q2 of the intake duct 13 is maximum.
  • the slide 37 is adjusted by applying more or less negative pressure to the interior of the piston-cylinder units 49 and 51 via the vacuum lines 55. If there is no negative pressure, the slide 37 is moved by the coil springs 53 into the position according to FIG. 3. At maximum negative pressure, the force of the coil springs 53 is overcome and the slide 37 is moved into its position according to FIG. 2.
  • the housing 47 is provided with ventilation holes 59.
  • slide 37 is provided on its end faces (according to FIG. 1) at the top and bottom with closing surfaces which close the respective cross sections of the inlet channel 11 or the connection openings of the resonance chamber 15.
  • a vacuum accumulator 59 is connected via a check valve 60 to the resonance chamber 15, which, arranged downstream of the throttle valve 29, is under partial pressure under partial load.
  • the vacuum accumulator 59 is connected to a distribution chamber 64 from which the vacuum lines 55 originate via an electromagnetic 3/2-way valve 63 controlled by an electronic control unit 61.
  • a vacuum pump 66 is provided which is switched on by a pressure manometer 68.
  • the structure of the control unit 61 results from the schematic illustration according to FIG. 5.
  • the control unit 61 contains a microprocessor 70 and an input module 72 for the microprocessor 70.
  • the engine speed 80, the position 81 of the throttle valve 29, the air temperature 82 are preferably used as input variables , the operating temperature 83 of the internal combustion engine, for example the water or oil temperature, the output signal of a knock sensor 84 and the position 85 of the movable partition 17 and, if appropriate, further operating parameters.
  • the microprocessor 70 calculates the optimal position of the partition 17, which, for example, had previously been carried out in the microprocessor by empirical tests in the manner of a map was entered.
  • Another output of the control device 61 controls the position of the movable flap 19 within the resonance chamber 15.
  • the distribution chamber 64 is actuated by the control unit 61 via the 3/2-way valve 63, subjected to maximum negative pressure, so that the partition 17 in the position according to FIG 2 is located, ie the cross section of the intake ducts 13 is minimal.
  • the flap 19 is closed.
  • FIG. 6 differs from that of FIG. 1 in that a further flap 87 is arranged between the two suction pipes 25 and 27, which additionally supports the resonance behavior.
  • both flaps 19 and 87 are closed. In the middle The flap 19 remains closed in the speed range and the flap 87 is opened. In the upper speed range, both flaps 19 and 87 are opened.
  • the position of the movable partition 17, like that of the flaps 19 and 87, is controlled by the control device 61.
  • Fig. 7 shows a further use of the variable intake pipes 13 using the example of a 4-cylinder in-line engine.
  • individual volumes V2 and V3 are connected to the volume of the resonance chamber 15 by means of flaps 88 and 89 in the manner of a Helmholtz resonator.
  • the flaps 88 and 89 are controlled via the control unit 61. At low speeds, the flaps 88 and 89 remain open and, with increasing speed, flap 89 and then 88 are closed.
  • the displacement of the slide 37 can be controlled by an electric motor, hydraulically or by other drive devices.
  • the cross section of the intake duct can also be changed by a wall which is movable in it and which is flexible in itself and, for example, is filled with fluid depending on the operating point, components attached to it and provided with a closing surface increasingly closing the inlet ducts or outlet openings of the resonance chamber.
  • FIG. 8 shows an embodiment similar to that of FIG. 7, the same reference numerals being used in the figure for corresponding parts as in the previous figures. Difference to the embodiment acc. Fig. 7 are that the flap 89 is missing and only a volume in the manner of a Helmholtz resonator is switched to the volume of the resonance chamber 15 and that the inlet channels 10, 11 are not guided separately up to the end face of the cylinder head 90, so that the movable partition wall 17 protrudes into the cylinder head 90.
  • FIG. 9 shows a section in the plane IX-IX of FIG. 8, the intake duct 13 having the maximum cross section being shown in FIG. 9 and the minimum cross section being shown below. This is achieved by moving the movable partition 17, the construction of which can be seen in FIGS. 10 to 13.
  • all the intake ducts 13 and their cross-section variability are formed by two components 100 and 102 which can be displaced relative to one another, the component 100 being rigidly connected to the cylinder head in a manner fixed to the engine and in turn the resonance chamber 15 being fastened to it.
  • the component 102 is displaceably guided on the component 100 and is formed with the movable partition walls 17.
  • the stationary component 100 is formed with channels 104 (FIGS. 9 and 11), the cross sections of which are formed with an oversize compared to the maximum cross sections of the suction channels 13, so that they additionally accommodate the movable partition walls 17 formed on the component 102.
  • the stationary component 100 between the cylinder head 90 and a separating or guide plane 106 is designed as a solid block, from which webs 108 project towards the resonance chamber or the intake manifold, which form part of the inner wall of the intake ducts 13 and their free ends Attach the wall 110 of the resonance chamber.
  • Movable component 102 is generally complementary to stationary component 100, i.e. is formed overall between the plane 106 and the wall 110 in a block-like manner with through channels 111 which form part of the inner wall of the intake channels 13 and accommodate the webs 108. Long webs 112 and short webs 114 protrude from the block-like region of component 102, at the ends of which are each parallel to
  • Parting plane 106 extending flanges 116 and 118 are formed.
  • the flanges 116 engage in corresponding recesses in the cylinder head 90.
  • the flanges 118 engage behind the wall 110 of the resonance chamber.
  • the flanges 116 and 118 which serve primarily as sealing surfaces for the resonance chamber and the inlet channel, form an additional guide for the component 102.
  • the basic guidance of the component 102 on the component 100 takes place by means of dovetail guides 122 (FIGS. 11 and 13) and 124 (FIGS. 12 and 13) formed on the parting and guide plane 106 and a strip 125.
  • the assembly of the arrangement described is such that the component 100 is attached to the cylinder head 90. Subsequently, the component 100 with the webs 112 is inserted into the channels 104 of the component 100 until the flanges 116 protrude into the recesses 120 in the cylinder head. Thereafter, the strip 125 is inserted into the guides 122 and 124, so that the dovetail guide is provided overall.
  • the strip 125 is preferably secured with set screws on the component 122 against displacement.
  • the resonance chamber is then connected to the webs of component 100.
  • FIG. 14 schematically shows the system structure of the electronic control with sensors 126, which record the individually entered operating states of the internal combustion engine and send them to a control unit 128, which evaluates the sensed values and converts them into control values under control by means of a microprocessor, corresponding to an actuating unit 130 for Moving the movable component 102 and a further actuating unit 132 for the flap 88 and possibly other flaps can be controlled.
  • 15 and 16 show the basic structure of the drive device for the movable component 102 using an electric motor as an example:
  • the control unit 128 controls an electronic control system 134, which supplies an actuating signal for an electric motor 136 fixed to the internal combustion engine, the pinion 138 of which meshes with a toothed rack 140 which is rigidly connected to the movable component 102.
  • the function of the embodiment acc. 8 to 16 corresponds to that described above.
  • the flap 88 remains open at a low speed and closes with increasing speed, as a result of which the resonance behavior of the suction system adapts to the operating parameters.
  • the movable component 102 is moved under control by means of the control device 128 and stored therein, possibly empirically determined characteristic maps, the input variables of which are the operating parameters detected by the sensors 126, into the position in which the intake duct 13 each corresponds to the operating behavior of the internal combustion engine optimal cross-section. All intake valves 8 and 9 are fully effective in the full-load range at high speeds, whereas only one of the intake valves is fully effective in the partial-load range.
  • FIG. 17 shows the intake system according to the invention using the example of a diesel engine with two different intake ducts, the constantly fully effective intake duct 10 being designed as a swirl duct and the intake duct 11 being designed as a filler duct which can be throttled by reducing the cross section of the intake duct 13 (right-hand one Half of the figure).

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • Characterised By The Charging Evacuation (AREA)

Abstract

L'invention concerne un système d'aspiration destiné à un moteur à combustion interne à pistons, comprenant au moins un cylindre (4) pourvu de plusieurs canaux d'admission (10, 11), comportant chacun une soupape d'admission, et d'un tube d'aspiration contenant un canal d'aspiration (13) relié auxdits canaux d'admission. Ce système d'aspiration se caractérise en ce que le canal d'aspiration (13) possède une paroi de séparation (17) qui peut être déplacée, en fonction des paramètres de fonctionnement du moteur, d'une position dans laquelle la section transversale du passage de l'écoulement est réduite de sorte que seul un canal d'admission (10) reste ouvert, jusqu'à une position dans laquelle la section transversale du passage de l'écoulement est à son maximum, tous les canaux d'admission (10, 11) étant alors ouverts.
EP96934388A 1995-08-30 1996-08-27 Systeme d'aspiration pour moteur a combustion interne a pistons Ceased EP0847484A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19531985A DE19531985A1 (de) 1995-08-30 1995-08-30 Ansaugsystem für eine Kolbenbrennkraftmaschine
DE19531985 1995-08-30
PCT/DE1996/001593 WO1997008433A1 (fr) 1995-08-30 1996-08-27 Systeme d'aspiration pour moteur a combustion interne a pistons

Publications (1)

Publication Number Publication Date
EP0847484A1 true EP0847484A1 (fr) 1998-06-17

Family

ID=7770809

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96934388A Ceased EP0847484A1 (fr) 1995-08-30 1996-08-27 Systeme d'aspiration pour moteur a combustion interne a pistons

Country Status (6)

Country Link
EP (1) EP0847484A1 (fr)
AU (1) AU7281096A (fr)
CA (1) CA2271626A1 (fr)
DE (1) DE19531985A1 (fr)
NO (1) NO981464D0 (fr)
WO (2) WO1997008434A1 (fr)

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US6105545A (en) * 1999-02-12 2000-08-22 General Motors Corporation Intake port for an internal combustion engine
JP3912174B2 (ja) * 2002-05-02 2007-05-09 日産自動車株式会社 エンジンの吸気装置
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US7073473B2 (en) 2003-07-18 2006-07-11 Litens Automotive Partnership Intake manifold variable runner area
DE10335136A1 (de) 2003-07-31 2005-02-17 Siemens Ag Teileinheit für eine Zusatzsteuerventileinrichtung für einen Einlasskanal einer Kolbenbrennkraftmaschine
JP4640314B2 (ja) * 2006-10-25 2011-03-02 日産自動車株式会社 エンジンの可変吸気バルブの作動制御装置
WO2008100398A2 (fr) 2007-02-09 2008-08-21 Polaris Industries Inc. Véhicules ergonomiques réglables
ES2556784T3 (es) 2008-07-24 2016-01-20 Polaris Industries Inc. Vehículo tractor
US8215694B2 (en) 2008-10-07 2012-07-10 Polaris Industries Inc. ATV having arrangement for a passenger
US11718240B2 (en) 2019-12-20 2023-08-08 Polaris Industries Inc. All-terrain vehicle
USD937710S1 (en) 2020-07-24 2021-12-07 Polaris Industries Inc. All-terrain vehicle

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DE19531985A1 (de) 1997-03-06
AU7281096A (en) 1997-03-19
WO1997008434A1 (fr) 1997-03-06
CA2271626A1 (fr) 1997-03-06
WO1997008433A1 (fr) 1997-03-06
NO981464D0 (no) 1998-04-01

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