EP0930431B1 - Intake system for an internal combustion engine with at least two cylinders - Google Patents
Intake system for an internal combustion engine with at least two cylinders Download PDFInfo
- Publication number
- EP0930431B1 EP0930431B1 EP99100656A EP99100656A EP0930431B1 EP 0930431 B1 EP0930431 B1 EP 0930431B1 EP 99100656 A EP99100656 A EP 99100656A EP 99100656 A EP99100656 A EP 99100656A EP 0930431 B1 EP0930431 B1 EP 0930431B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- intake
- combustion engine
- surge tank
- internal combustion
- auxiliary
- 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.)
- Expired - Lifetime
Links
- 238000002485 combustion reaction Methods 0.000 title claims description 36
- 238000006073 displacement reaction Methods 0.000 claims description 3
- 239000000446 fuel Substances 0.000 description 35
- 239000007789 gas Substances 0.000 description 18
- 239000000203 mixture Substances 0.000 description 18
- 238000010586 diagram Methods 0.000 description 5
- 230000003197 catalytic effect Effects 0.000 description 2
- 239000010763 heavy fuel oil Substances 0.000 description 2
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 239000007921 spray Substances 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
Images
Classifications
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- 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
-
- 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
-
- 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
- F02B31/085—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having two inlet valves
-
- 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
- F02B31/087—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having three or more inlet valves
-
- 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
- F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
- F02D9/1035—Details of the valve housing
- F02D9/1055—Details of the valve housing having a fluid by-pass
-
- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
- F02M26/20—Feeding recirculated exhaust gases directly into the combustion chambers or into the intake runners
-
- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/36—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for adding fluids other than exhaust gas to the recirculation passage; with reformers
-
- 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
- F02M35/10006—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
- F02M35/10072—Intake runners
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- 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
- F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
- F02M35/10111—Substantially V-, C- or U-shaped ducts in direction of the flow path
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- 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
- F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission
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- 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
- F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
- F02M35/10308—Equalizing conduits, e.g. between intake ducts or between plenum chambers
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- 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
- F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
- F02D9/109—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps having two or more flaps
- F02D9/1095—Rotating on a common axis, e.g. having a common shaft
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- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M2026/001—Arrangements; Control features; Details
- F02M2026/009—EGR combined with means to change air/fuel ratio, ignition timing, charge swirl in the cylinder
Definitions
- the present invention relates to an internal combustion engine, preferably a four-cycle, multi-cylinder engine.
- GB 2 016 081 A discloses an internal combustion engine in accordance with the preamble of claim 1.
- Intemal combustion engines using swirling or tumbling action of the air/fuel mixture in each cylinder in order to stabilize combustion are generally known from the prior art.
- the intake air volume is relatively low when the engine is running in a low-load operating range. Moreover, adequately strong swirling cannot be generated inside of the cylinders of the engine in the low to mid-load operating range.
- the present invention was developed to address the afore-mentioned technical problems. It has as its objective the provision of an internal combustion engine that provides stable combustion of the air/fuel mixture at low to mid-load operating ranges, and which shows improved fuel economy and reduced NO X emissions.
- an internal combustion engine comprising a first intake passage branching off from a surge tank and leading to a first cylinder, at least a second intake passage branching off from said surge tank and leading to another cylinder, at least one throttle valve in the intake system, an inter-cylindrical connecting passage connecting said intake passages downstream the at least one throttle valve, an auxiliary intake passage connecting said surge tank, said inter-cylindrical connecting passage, and a control valve for opening and closing said auxiliary intake passage to control the flow therethrough and an auxiliary surge tank is arranged in said auxiliary intake passage downstream from said control valve.
- intake air may flow through the auxiliary air intake passages to the cylinders respectively thereby allowing the creation of a strong swirling or tumbling action of the air/fuel mixture to stabilize combustion particularly during the low to mid-load operating range.
- exhaust gas recirculation is used in the engine in order to further improve fuel economy and to further reduce NO X emissions. It is immediately apparent that the invention is particularly advantageous to engines using said exhaust gas recirculation as the increase of swirling or tumbling action during the low to mid-load operating range because the amount of recirculated exhaust gas can be increased. It should be noted that exhaust gas recirculation can be obtained not only by a recirculation pipe connecting the exhaust passage and air intake passage but also via the cylinder by increasing the overlap of the opening and closing timing of intake and exhaust valves of the engine.
- inter-cylindrical connecting passage allows residual fuel or air/fuel mixtures remaining in the respective other cylinder or cylinders to be drawn into one cylinder during its intake stroke to serve as auxiliary fuel thereby eliminating any variations in the amount of fuel injection among the cylinders.
- Inter-cylindrical connecting passages may be provided between neighbouring intake passages or may connect more or even all intake passages of the engine.
- the volume of the auxiliary surge tank is roughly equal to or greater than the displacement of the respective cylinders.
- the auxiliary surge tank is connected with an exhaust passage to allow exhaust gas recirculation via said auxiliary surge tank.
- both air and the EGR gases are drawn into each cylinder from the auxiliary surge tank thereby further improving fuel economy and reducing NO x emissions.
- a variable valve timing apparatus is installed for varying the opening and closing timing for the intake valves of the engine thereby allowing to increase the EGR gas content to improve fuel economy and reduce NO X emissions.
- the inter-cylinder connecting passage open into the air intake passages, preferably in the vicinity of the intake valves, the openings of said intake passages being directed toward the combustion chamber of each cylinder, respectively.
- an even stronger swirl or tumble is generated inside the cylinders to even further stabilize the combustion of the air/fuel mixture.
- Figures 1 through 4 show a first embodiment.
- the four-cycle, twin cylinder engine 1 has two cylinders 3 installed in the cylinder body, and pistons 4 are slidably inserted into each of the cylinders 3 and connected by piston pins 4 and connecting rods 5 to the crankshaft 6.
- a cylinder head 7 is attached atop the foregoing cylinder bodies 3, and two air intake passages 8 and two exhaust passages 9 are formed for each cylinder.
- the air intake passages 8 and the exhaust passages 9 each converge into one air intake passage 8 and one exhaust passage 9.
- air intake ports 8a and exhaust ports 9a for the air intake passages and exhaust passages which open into the combustion chambers S; these ports are opened and closed at the requisite timing by air intake valves 11 and exhaust valves 12 to provide the required gas change for the cylinders 3.
- the foregoing air intake valves 11 and the exhaust valves 12 are biased by the valve springs 13, 14 into the normally closed position.
- the air intake cams 15a and the exhaust cams 16a are integrally formed on the air intake camshaft 15 and the exhaust camshaft 16 to open the valves at the requisite timing.
- sprockets 17 and 18 are attached to the end of the foregoing air intake camshaft 15 and exhaust camshaft 16. These sprockets 17, 18 are engaged by an endless cam chain 19 that also engages a sprocket (not shown) affixed to the crankshaft (see Fig. 1) which causes the air intake camshaft 15 and the exhaust camshaft to be driven through the sprockets 17 and 18 at 1 ⁇ 2 the speed of the crankshaft 6 to open and close the above described air intake valves 11 and exhaust valves 12 at an appropriate timing.
- a surge tank 20 is located above the cylinder head 7.
- Two air intake passages 21 leave from this surge tank and bend into a sideways "U" configuration. The ends of these passages are connected to each cylinder at the foregoing air intake passages 8 that are formed in the cylinder head 7.
- a throttle valve 22 is installed in the horizontal sections of each of the two air intake passages 21, and both throttle valves 22 are connected integrally through a valve shaft 23.
- a servo motor or other actuator 24 (see Figure 3) synchronously opens and closes the throttle valves.
- auxiliary surge tank 25 formed in the sideways “U” bend, inside the two air intake passages 21.
- This auxiliary surge tank 25 connects to an idle speed control valve (called “ISCV” below) through auxiliary air intake passages 26 that branch downstream of the foregoing surge tank 20.
- An auxiliary air intake passage 28 connects from the bottom of the auxiliary surge tank, and said auxiliary air intake passage 28 is bent at a right angle to extend approximately horizontally toward the cylinder head.
- the volume of the auxiliary surge tank is approximately equivalent or slightly more than the displacement of the cylinders.
- intercylindrical connection passage that connects the adjacent two air intake passages 8 in the vicinity of the air intake valve.
- Said intercylindrical connection passage 29 is fitted with openings into the air intake passages 8 that are directed toward the combustion chambers of each cylinder (see Figure 1).
- the foregoing auxiliary air intake passage 28 also connects to this intercylindrical connection passage 29.
- the auxiliary air intake passages 26, 28 bypass the throttle valve 22 and are connected to the intercylindrical connection passage 29.
- Located midway are the auxiliary surge tank 25 and ISCV 27.
- the combination of ISCV 27 and actuator 24 is connected to an engine control unit 30 (called “ECU” below) and is driven by control signals from that ECU 30.
- exhaust pipes 31 are connected to each of the exhaust passages 9 formed in the cylinder head 7, and each exhaust pipe is connected to a catalytic converter 32 which in turn is connected to a tail pipe 33 that opens into the atmosphere.
- 34 is an exhaust temperature sensor.
- One of the exhaust pipes leads to the EGR pipe 35, and said EGR pipe connects to the foregoing auxiliary surge tank 25, with an EGR valve 37 being installed midway between them.
- the auxiliary surge tank 25 is also connected to a brake booster (not shown).
- Figure 4 shows the flow/volume relationship between ISCV 27 and an accelerator angle or aperture (amount of accelerator movement) controlling the throttle aperture ⁇ .
- the accelerator aperture ⁇ value as shown in the figure is ⁇ 1 ; thereafter, in low load operating ranges, the ECU 30 exerts control to leave only the ISCV 27 open while keeping the throttle valves 22 fully closed.
- intake air that is drawn into the surge tank bypasses the throttle valves 22 and flows into the auxiliary air intake passage 26 before passing the ISCV 27 and being introduced into the auxiliary surge tank 25.
- a part of the exhaust gases generated during the previous cycle is moved through the EGR pipe 35 and the EGR valve into the auxiliary surge tank 25.
- the intake air from the auxiliary surge tank 25 and the EGR gases pass through the auxiliary air intake passage 28 and through the intercylindrical connection passage 29, and then into the cylinder during its air intake stroke (see the right cylinder in Figure 3).
- the required amount of fuel is injected from the injectors 10 into the air intake passages 8, and this fuel is mixed with the intake air to form the requisite ratio of an air/fuel mixture.
- the openings from the intercylindrical connection passage 29 into the air intake passages 8 are directed toward the combustion chambers S of the respective cylinders to generate a strong swirl, such as shown by the arrows in Figure 3, inside the cylinder undergoing the air intake stroke.
- This feature stabilizes the combustion of the air/fuel mixture.
- the residual fuel or air/fuel mixture in the air intake passage 8 of the other cylinder is also drawnin during the same intake stroke as an intercylindrical supplementary fuel source, and this intake eliminates any variations in the amount of fuel injected from the injectors 10 among the cylinders.
- a part of the exhaust gases generated by the combustion of the air/fuel mixture in the combustion chamber S passes through the EGR pipe 35 and EGR valve 37 and is then introduced into the auxiliary surge tank 25.
- the ECU 30 When the accelerator aperture ⁇ exceeds the ⁇ 1 aperture shown in Figure 4 to reach a mid-range load operating range, the ECU 30 will drive the actuator 24 and gradually opens the throttle valve 22.
- the intake air drawn into the surge tank flows into the air intake passage of the cylinder undergoing the intake stroke, and the subsequent fuel/air mixture is drawn into that cylinder from both the intercylindrical connection passage 29 and the air intake passage 21. Accordingly, since the intercylindrical connection passage 29 remains directed toward the combustion chamber in this mid-load operating range, the introduction of the air-fuel mixture into the cylinder 3 produces a swirl in same that stabilizes the combustion of this air/fuel mixture. This feature makes it possible to increase the utilization of EGR gases, thus improving fuel economy and reducing NO x emissions.
- the air/fuel mixture is introduced into the cylinders at a high velocity.
- a uniform air/fuel mixture is provided inside the cylinders, making possible stable combustion of the air/fuel mixture in the combustion chambers S. Since the valve 37 is fully closed while the engine is operating in the high load range, the exhaust gases generated by the combustion of the air/fuel mixture are not introduced into the auxiliary surge tank 25; all of the exhaust gases pass through the exhaust pipes 31, through the catalytic converter 32 to be cleaned, and then through the tail pipe 33 to be released into the atmosphere.
- the ISCV valve may be opened only during idling so that the intake air bypasses the throttle valve and flows through the auxiliary surge tank, then the auxiliary air intake passage and the intercylindrical connection passages to each cylinder where it creates a swirling or tumbling action.
- the horizontal axis shows the throttle aperture (accelerator pedal aperture).
- Figure 7 is a vertical sectional view of the four-cycle, twin cylinder engine of this embodiment
- Figure 8 is a top sectional view of the same engine
- Figure 9 is a diagram of the engine components
- Figure 10 is a graph showing the timing for the opening and closing of the intake and exhaust valves.
- parts corresponding to those shown in Figures 1 through 3 bear the same reference numbers, and further explanation of them will be omitted.
- variable valve timing apparatus 36 that can vary the timing of the opening and closing of the air intake valves 11 has been installed on the end of the camshaft 15. Also, the EGR pipe 35 and EGR valve 37 (see Figures 2 and 3) used in the previous first embodiment were not installed.
- variable valve timing apparatus 36 is driven (ON) so as to control the opening and closing timing of the intake valves 11 at the advance angle shown in Figure 10(a), thereby increasing the overlap ⁇ 1 between the intake and exhaust valves 11, 12 to make it possible to increase the volume of residual gases in each cylinder and to increase the internal amount of EGR to improve fuel economy and reduce NO X emissions, while at the same time eliminating the need for the EGR valve 35 that was used in the first embodiment.
- variable valve timing apparatus 36 is shut down (OFF) to reduce the overlap ⁇ 2 between the intake and exhaust valves 11, 12 as shown in Figure 10(b).
- the horizontal axis shows the crank angle and "TDC" is the top dead center.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Description
- The present invention relates to an internal combustion engine, preferably a four-cycle, multi-cylinder engine.
-
GB 2 016 081 A discloses an internal combustion engine in accordance with the preamble ofclaim 1. - Intemal combustion engines using swirling or tumbling action of the air/fuel mixture in each cylinder in order to stabilize combustion are generally known from the prior art.
- However, the intake air volume is relatively low when the engine is running in a low-load operating range. Moreover, adequately strong swirling cannot be generated inside of the cylinders of the engine in the low to mid-load operating range.
- Thus, adequate improvements in fuel economy and reduced NOX emissions are difficult to obtain when stabilizing the air/fuel mixture combustion and, in particular, when increasing the use of EGR gases (exhaust gas recirculation).
- Further, in intemal combustion engines that use fuel injectors to spray fuel into the various intake passages, variations occur in the amounts of fuel injected into the respective intake passages.
- The present invention was developed to address the afore-mentioned technical problems. It has as its objective the provision of an internal combustion engine that provides stable combustion of the air/fuel mixture at low to mid-load operating ranges, and which shows improved fuel economy and reduced NOX emissions.
- The afore-mentioned technical problem is solved by an internal combustion engine comprising a first intake passage branching off from a surge tank and leading to a first cylinder, at least a second intake passage branching off from said surge tank and leading to another cylinder, at least one throttle valve in the intake system, an inter-cylindrical connecting passage connecting said intake passages downstream the at least one throttle valve, an auxiliary intake passage connecting said surge tank, said inter-cylindrical connecting passage, and a control valve for opening and closing said auxiliary intake passage to control the flow therethrough and an auxiliary surge tank is arranged in said auxiliary intake passage downstream from said control valve.
- By the engine according to
claim 1, intake air may flow through the auxiliary air intake passages to the cylinders respectively thereby allowing the creation of a strong swirling or tumbling action of the air/fuel mixture to stabilize combustion particularly during the low to mid-load operating range. Preferably, exhaust gas recirculation is used in the engine in order to further improve fuel economy and to further reduce NOX emissions. It is immediately apparent that the invention is particularly advantageous to engines using said exhaust gas recirculation as the increase of swirling or tumbling action during the low to mid-load operating range because the amount of recirculated exhaust gas can be increased. It should be noted that exhaust gas recirculation can be obtained not only by a recirculation pipe connecting the exhaust passage and air intake passage but also via the cylinder by increasing the overlap of the opening and closing timing of intake and exhaust valves of the engine. - Further, the inter-cylindrical connecting passage allows residual fuel or air/fuel mixtures remaining in the respective other cylinder or cylinders to be drawn into one cylinder during its intake stroke to serve as auxiliary fuel thereby eliminating any variations in the amount of fuel injection among the cylinders.
- It should be noted that the invention is not limited to a two-cylinder engine but applicable to any multi-cylinder engine. Inter-cylindrical connecting passages may be provided between neighbouring intake passages or may connect more or even all intake passages of the engine.
- According to a preferred embodiment, the volume of the auxiliary surge tank is roughly equal to or greater than the displacement of the respective cylinders. Thus, it is possible to remove the pumping loss that takes place in the partial load range (low-load to mid-load range) that results from an increase air intake volume from the auxiliary air intake passage. Further, it is also possible to diminish any air intake pulses.
- Preferably, the auxiliary surge tank is connected with an exhaust passage to allow exhaust gas recirculation via said auxiliary surge tank. Preferably during the low to mid-load operating ranges both air and the EGR gases are drawn into each cylinder from the auxiliary surge tank thereby further improving fuel economy and reducing NOx emissions.
- According to another embodiment, a variable valve timing apparatus is installed for varying the opening and closing timing for the intake valves of the engine thereby allowing to increase the EGR gas content to improve fuel economy and reduce NOX emissions.
- Preferably, the inter-cylinder connecting passage open into the air intake passages, preferably in the vicinity of the intake valves, the openings of said intake passages being directed toward the combustion chamber of each cylinder, respectively. By this, an even stronger swirl or tumble is generated inside the cylinders to even further stabilize the combustion of the air/fuel mixture.
- Further advantageous embodiments are laid down in the further subclaims.
- The invention will be described hereinafter in further detail by the examples shown in the drawings, wherein:
- Figure 1 Is a vertical sectional view of a first embodiment of a four-cycle, twin cylinder engine according to this invention.
- Figure 2 is a top sectional view of a first embodiment of a four-cycle, twin cylinder engine according to this invention.
- Figure 3 is a component diagram of a first embodiment of a four-cycle, twin cylinder engine according to this invention.
- Figure 4 is a graph of the relationship between accelerator aperture and air intake volume for of a first embodiment of a four-cycle, twin cylinder engine according to this invention.
- Figure 5 is a diagram showing the placement of the intercylinder connecting passage of a five-valve engine.
- Figure 6 is a graph showing the relationship between the throttle aperture and the air intake volume for another embodiment of a four-cycle, twin cylinder engine according to this invention.
- Figure 7 is a vertical sectional view of a second embodiment of a four-cycle, twin cylinder engine according to this invention.
- Figure 8 is a top sectional view of a second embodiment of a four-cycle, twin cylinder engine according to this invention.
- Figure 9 is a component diagram of a second embodiment of a four-cycle, twin cylinder engine according to this invention.
- Figure 10 is a graph showing the timing for the opening and closing of the intake and exhaust valves for an embodiment of a four-cycle, twin cylinder engine according to this invention.
-
- Figures 1 through 4 show a first embodiment.
- In the present embodiment, the four-cycle,
twin cylinder engine 1 has twocylinders 3 installed in the cylinder body, andpistons 4 are slidably inserted into each of thecylinders 3 and connected bypiston pins 4 and connectingrods 5 to thecrankshaft 6. - A cylinder head 7 is attached atop the foregoing
cylinder bodies 3, and twoair intake passages 8 and twoexhaust passages 9 are formed for each cylinder. Theair intake passages 8 and theexhaust passages 9 each converge into oneair intake passage 8 and oneexhaust passage 9. - Further, there are
air intake ports 8a andexhaust ports 9a (see Figure 2) for the air intake passages and exhaust passages which open into the combustion chambers S; these ports are opened and closed at the requisite timing by air intake valves 11 and exhaust valves 12 to provide the required gas change for thecylinders 3. - To wit, the foregoing air intake valves 11 and the exhaust valves 12 are biased by the
valve springs air intake camshaft 15 and theexhaust camshaft 16 to open the valves at the requisite timing. - As is shown in Figure 2,
sprockets air intake camshaft 15 andexhaust camshaft 16. Thesesprockets endless cam chain 19 that also engages a sprocket (not shown) affixed to the crankshaft (see Fig. 1) which causes theair intake camshaft 15 and the exhaust camshaft to be driven through thesprockets crankshaft 6 to open and close the above described air intake valves 11 and exhaust valves 12 at an appropriate timing. - On the other hand, as is shown in Figure 1, a
surge tank 20 is located above the cylinder head 7. Twoair intake passages 21 leave from this surge tank and bend into a sideways "U" configuration. The ends of these passages are connected to each cylinder at the foregoingair intake passages 8 that are formed in the cylinder head 7. Athrottle valve 22 is installed in the horizontal sections of each of the twoair intake passages 21, and boththrottle valves 22 are connected integrally through avalve shaft 23. A servo motor or other actuator 24 (see Figure 3) synchronously opens and closes the throttle valves. - Further, there is an
auxiliary surge tank 25 formed in the sideways "U" bend, inside the twoair intake passages 21. Thisauxiliary surge tank 25 connects to an idle speed control valve (called "ISCV" below) through auxiliaryair intake passages 26 that branch downstream of theforegoing surge tank 20. An auxiliaryair intake passage 28 connects from the bottom of the auxiliary surge tank, and said auxiliaryair intake passage 28 is bent at a right angle to extend approximately horizontally toward the cylinder head. The volume of the auxiliary surge tank is approximately equivalent or slightly more than the displacement of the cylinders. - On the other hand, as shown in Figures 2 and 3, there is an intercylindrical connection passage that connects the adjacent two
air intake passages 8 in the vicinity of the air intake valve. Saidintercylindrical connection passage 29 is fitted with openings into theair intake passages 8 that are directed toward the combustion chambers of each cylinder (see Figure 1). The foregoing auxiliaryair intake passage 28 also connects to thisintercylindrical connection passage 29. - Thus, as shown by the diagram in Figure 3, the auxiliary
air intake passages throttle valve 22 and are connected to theintercylindrical connection passage 29. Located midway are theauxiliary surge tank 25 and ISCV 27. The combination ofISCV 27 andactuator 24 is connected to an engine control unit 30 (called "ECU" below) and is driven by control signals from thatECU 30. - Also, as shown in Figures 1 and 2,
exhaust pipes 31 are connected to each of theexhaust passages 9 formed in the cylinder head 7, and each exhaust pipe is connected to acatalytic converter 32 which in turn is connected to atail pipe 33 that opens into the atmosphere. In the figures, 34 is an exhaust temperature sensor. - One of the exhaust pipes leads to the EGR
pipe 35, and said EGR pipe connects to the foregoingauxiliary surge tank 25, with anEGR valve 37 being installed midway between them. As shown by Figure 3, theauxiliary surge tank 25 is also connected to a brake booster (not shown). - Next, the operation of the four-cycle,
twin cylinder engine 1 of this embodiment will be explained. - Figure 4 shows the flow/volume relationship between
ISCV 27 and an accelerator angle or aperture (amount of accelerator movement) controlling the throttle aperture α. When theengine 1 is started, the accelerator aperture α value as shown in the figure is α 1 ; thereafter, in low load operating ranges, theECU 30 exerts control to leave only theISCV 27 open while keeping thethrottle valves 22 fully closed. - Accordingly, in low-load operating ranges, intake air that is drawn into the surge tank bypasses the
throttle valves 22 and flows into the auxiliaryair intake passage 26 before passing theISCV 27 and being introduced into theauxiliary surge tank 25. At the same time, a part of the exhaust gases generated during the previous cycle is moved through theEGR pipe 35 and the EGR valve into theauxiliary surge tank 25. - Also, the intake air from the
auxiliary surge tank 25 and the EGR gases pass through the auxiliaryair intake passage 28 and through theintercylindrical connection passage 29, and then into the cylinder during its air intake stroke (see the right cylinder in Figure 3). In this process, the required amount of fuel is injected from theinjectors 10 into theair intake passages 8, and this fuel is mixed with the intake air to form the requisite ratio of an air/fuel mixture. - In addition, the openings from the
intercylindrical connection passage 29 into theair intake passages 8 are directed toward the combustion chambers S of the respective cylinders to generate a strong swirl, such as shown by the arrows in Figure 3, inside the cylinder undergoing the air intake stroke. This feature stabilizes the combustion of the air/fuel mixture. As a result it is possible to increase the amount of EGR gases to improve fuel economy and reduce NOX emissions. Also, the residual fuel or air/fuel mixture in theair intake passage 8 of the other cylinder is also drawnin during the same intake stroke as an intercylindrical supplementary fuel source, and this intake eliminates any variations in the amount of fuel injected from theinjectors 10 among the cylinders. Also, a part of the exhaust gases generated by the combustion of the air/fuel mixture in the combustion chamber S passes through theEGR pipe 35 andEGR valve 37 and is then introduced into theauxiliary surge tank 25. - When the accelerator aperture α exceeds the α 1 aperture shown in Figure 4 to reach a mid-range load operating range, the
ECU 30 will drive theactuator 24 and gradually opens thethrottle valve 22. The intake air drawn into the surge tank flows into the air intake passage of the cylinder undergoing the intake stroke, and the subsequent fuel/air mixture is drawn into that cylinder from both theintercylindrical connection passage 29 and theair intake passage 21. Accordingly, since theintercylindrical connection passage 29 remains directed toward the combustion chamber in this mid-load operating range, the introduction of the air-fuel mixture into thecylinder 3 produces a swirl in same that stabilizes the combustion of this air/fuel mixture. This feature makes it possible to increase the utilization of EGR gases, thus improving fuel economy and reducing NOx emissions. - Then, when the accelerator aperture α reaches α 2 as shown in Figure 4, because the
ISCV 27 is closed, there is a higher load operating range than would otherwise be the case from an accelerator aperture α of α 2 , wherein all of the intake air drawn into the surge tank flows through theair intake passage 21 and into the cylinder during the intake stroke, while at the same time, the air/fuel mixture for combustion is introduced into thecylinder 3 from both of theair intake passages - Then, during high load operations when large amounts of intake air are flowing through the
air intake passages valve 37 is fully closed while the engine is operating in the high load range, the exhaust gases generated by the combustion of the air/fuel mixture are not introduced into theauxiliary surge tank 25; all of the exhaust gases pass through theexhaust pipes 31, through thecatalytic converter 32 to be cleaned, and then through thetail pipe 33 to be released into the atmosphere. - The above describes a four valve engine equipped with two air intake valves and two exhaust valves per cylinder, but in engines having 3 intake valves and 2 exhaust valves, as shown in Figure 5, the
intercylindrical connecting passage 29 must have its openings at the end of the air intake passage directed toward the combustion chambers. In Figure 5, 9 represents an exhaust passage, 8a an air intake port, and 9a an exhaust port. - Further, the example included using
throttle valves 22 that were electrically controlled by anECU 30, but in engines having a wire connection linking the accelerator with the throttle valves, as shown in Figure 6, the ISCV valve may be opened only during idling so that the intake air bypasses the throttle valve and flows through the auxiliary surge tank, then the auxiliary air intake passage and the intercylindrical connection passages to each cylinder where it creates a swirling or tumbling action. In Figure 6, the horizontal axis shows the throttle aperture (accelerator pedal aperture). - A second embodiment will be explained with reference to Figures 7 through 10. Figure 7 is a vertical sectional view of the four-cycle, twin cylinder engine of this embodiment; Figure 8 is a top sectional view of the same engine; Figure 9 is a diagram of the engine components; and Figure 10 is a graph showing the timing for the opening and closing of the intake and exhaust valves. In these figures, parts corresponding to those shown in Figures 1 through 3 bear the same reference numbers, and further explanation of them will be omitted.
- The basic structure of the four-cycle,
twin cylinder engine 1 of this embodiment is the same as that of the previous first embodiment, but in this embodiment, a variablevalve timing apparatus 36 that can vary the timing of the opening and closing of the air intake valves 11 has been installed on the end of thecamshaft 15. Also, theEGR pipe 35 and EGR valve 37 (see Figures 2 and 3) used in the previous first embodiment were not installed. - The basic operation of the
engine 1 of this embodiment is the same as that of theengine 1 of the previous embodiment, but during the low to mid-load operating ranges, the foregoing variablevalve timing apparatus 36 is driven (ON) so as to control the opening and closing timing of the intake valves 11 at the advance angle shown in Figure 10(a), thereby increasing the overlap Δα1 between the intake and exhaust valves 11, 12 to make it possible to increase the volume of residual gases in each cylinder and to increase the internal amount of EGR to improve fuel economy and reduce NOX emissions, while at the same time eliminating the need for theEGR valve 35 that was used in the first embodiment. - Then, while in the high load operating range, the variable
valve timing apparatus 36 is shut down (OFF) to reduce the overlap Δα2 between the intake and exhaust valves 11, 12 as shown in Figure 10(b). In Figure 10, the horizontal axis shows the crank angle and "TDC" is the top dead center.
Claims (9)
- internal combustion engine comprising:a first intake passage (21) branching off from a surge tank (20) and leading to a first cylinder,at least a second intake passage (21) branching off from said surge tank (20) and leading to another cylinder,at least one throttle valve (22) in the intake system,an inter-cylindrical connecting passage (29) connecting said intake passages (21) downstream from the at least one throttle valve (22),an auxiliary intake passage (26,28) connecting said surge tank (20) and said inter-cylindrical connecting passage (21,21), anda control valve (27) for opening and dosing said auxiliary intake passage (26,28) to control the flow therethrough, characterized in that an auxiliary surge tank (25) is arranged in said auxiliary intake passage (26,28) downstream from said control valve (27).
- Internal combustion engine according to claim 1, characterized in that the volume of the auxiliary surge tank (25) is roughly equal to or greater than the displacement of the respective cylinders.
- Internal combustion engine according to claim 1 or 2, characterized in that the control valve (27) is an idle speed control valve which is open under low load conditions while under these conditions the throttle valves (22) are kept closed.
- Internal combustion engine according to one of claims 1 to 3, characterized in that in the mid load operating range the control valve (27) is kept open while the throttle valves (22) are being opened gradually.
- Intemal combustion engine according to one of claims 1 to 4, characterized in that at a higher load operating range the control valve (27) is kept closed.
- Internal combustion engine according to one of claims 1 to 5, characterized in that the inter-cylinder connecting passages (29) open into the air intake passages (21), their openings being directed toward the combustion chamber of each cylinder.
- Internal combustion engine according to one of claims 1 to 6, characterized in that the auxiliary surge tank (25) is connected with the exhaust passage to allow exhaust gas re-circulation via said auxiliary surge tank (25).
- Internal combustion engine according to one of claims 1 to 6, characterized in that a variable valve timing apparatus (36) is installed for varying the opening and closing timing for the intake valves (11) of the engine.
- Internal combustion engine according to claim 8, characterized in that said variable valve timing apparatus (36) is adapted to control the opening and closing timing of the intake valves (11) at an advance angle to thereby increase an overlap between the intake and exhaust valves (11, 12) of the engine during low- load and/or mid-load operating ranges.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP00548498A JP3916313B2 (en) | 1998-01-14 | 1998-01-14 | 4-cycle multi-cylinder engine |
JP548498 | 1998-01-14 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0930431A2 EP0930431A2 (en) | 1999-07-21 |
EP0930431A3 EP0930431A3 (en) | 2000-05-03 |
EP0930431B1 true EP0930431B1 (en) | 2004-09-08 |
Family
ID=11612530
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP99100656A Expired - Lifetime EP0930431B1 (en) | 1998-01-14 | 1999-01-14 | Intake system for an internal combustion engine with at least two cylinders |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP0930431B1 (en) |
JP (1) | JP3916313B2 (en) |
DE (1) | DE69919916T2 (en) |
PL (1) | PL193890B1 (en) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE112006002221B4 (en) * | 2005-09-20 | 2018-06-21 | Avl List Gmbh | Internal combustion engine |
US9027536B2 (en) | 2012-06-26 | 2015-05-12 | Ford Global Technologies, Llc | Crankcase ventilation and vacuum generation |
CN102966473B (en) * | 2012-10-23 | 2014-10-29 | 安徽中鼎动力有限公司 | Intake manifold of spark ignition-type combustion engine |
JP5910528B2 (en) * | 2013-02-14 | 2016-04-27 | トヨタ自動車株式会社 | Control device for internal combustion engine |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS53112329A (en) * | 1977-03-12 | 1978-09-30 | Yamaha Motor Co Ltd | Intake apparatus for internal combustion engine |
GB2016081B (en) * | 1978-03-08 | 1982-07-14 | Yamaha Motor Co Ltd | Engine induction system |
JPS5629022A (en) * | 1979-08-17 | 1981-03-23 | Yamaha Motor Co Ltd | Suction system for engine |
JPH0623546B2 (en) * | 1983-03-16 | 1994-03-30 | トヨタ自動車株式会社 | Control device for control valve for idle speed control |
JPS6193228A (en) * | 1984-10-12 | 1986-05-12 | Mitsubishi Motors Corp | Idle mechanism for engine using slide valve |
JPH075249Y2 (en) * | 1985-04-11 | 1995-02-08 | 日産自動車株式会社 | Air intake system for internal combustion engine |
JPS63168223U (en) * | 1987-04-24 | 1988-11-01 | ||
JPH01193038A (en) * | 1988-01-29 | 1989-08-03 | Mazda Motor Corp | Intake air control device for multicylinder engine |
JPH01216019A (en) * | 1988-02-25 | 1989-08-30 | Fuji Heavy Ind Ltd | Suction control device for engine for vehicle |
JP2753874B2 (en) * | 1989-12-06 | 1998-05-20 | マツダ株式会社 | Multi-cylinder engine intake system |
US5329912A (en) * | 1991-12-19 | 1994-07-19 | Yamaha Hatsudoki Kabushiki Kaisha | Induction system for an internal combustion engine |
JPH0693866A (en) * | 1992-09-11 | 1994-04-05 | Suzuki Motor Corp | Intake system for engine |
JPH0693867A (en) * | 1992-09-11 | 1994-04-05 | Suzuki Motor Corp | Intake system for engine |
-
1998
- 1998-01-14 JP JP00548498A patent/JP3916313B2/en not_active Expired - Fee Related
-
1999
- 1999-01-14 EP EP99100656A patent/EP0930431B1/en not_active Expired - Lifetime
- 1999-01-14 DE DE69919916T patent/DE69919916T2/en not_active Expired - Fee Related
- 1999-01-14 PL PL330836A patent/PL193890B1/en not_active IP Right Cessation
Also Published As
Publication number | Publication date |
---|---|
EP0930431A2 (en) | 1999-07-21 |
DE69919916T2 (en) | 2005-01-20 |
PL193890B1 (en) | 2007-03-30 |
PL330836A1 (en) | 1999-07-19 |
DE69919916D1 (en) | 2004-10-14 |
JP3916313B2 (en) | 2007-05-16 |
EP0930431A3 (en) | 2000-05-03 |
JPH11200869A (en) | 1999-07-27 |
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