EP1760304A1 - Integriertes Luft-Kraftstoffansaugmodul für eine Brennkraftmaschine und Verfahren zur Herstellung - Google Patents

Integriertes Luft-Kraftstoffansaugmodul für eine Brennkraftmaschine und Verfahren zur Herstellung Download PDF

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Publication number
EP1760304A1
EP1760304A1 EP05425618A EP05425618A EP1760304A1 EP 1760304 A1 EP1760304 A1 EP 1760304A1 EP 05425618 A EP05425618 A EP 05425618A EP 05425618 A EP05425618 A EP 05425618A EP 1760304 A1 EP1760304 A1 EP 1760304A1
Authority
EP
European Patent Office
Prior art keywords
fuel manifold
manifold
fuel
integrated air
intake
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.)
Withdrawn
Application number
EP05425618A
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English (en)
French (fr)
Inventor
Stefano Fornara
Flavio Giovannini
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.)
Marelli Europe SpA
Original Assignee
Magneti Marelli Powertrain SpA
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 Magneti Marelli Powertrain SpA filed Critical Magneti Marelli Powertrain SpA
Priority to EP05425618A priority Critical patent/EP1760304A1/de
Publication of EP1760304A1 publication Critical patent/EP1760304A1/de
Withdrawn legal-status Critical Current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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • F02M69/462—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down
    • F02M69/465—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down of fuel rails
    • 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
    • F02M35/10078—Connections of intake systems to the engine
    • 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
    • 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
    • F02M35/10288—Air intakes combined with another engine part, e.g. cylinder head cover or being cast in one piece with the exhaust manifold, cylinder head or engine block
    • 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
    • F02M35/10314—Materials for intake systems
    • F02M35/10321—Plastics; Composites; Rubbers
    • 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
    • F02M35/1034—Manufacturing and assembling intake systems
    • F02M35/10354—Joining multiple sections together
    • F02M35/1036—Joining multiple sections together by welding, bonding or the like

Definitions

  • the present invention relates to an integrated air-fuel manifold for an internal combustion engine, and relative production method.
  • the present invention may be used to particular advantage in a direct-petrol-injection, internal combustion engine, to which the following description refers purely by way of example.
  • pressurized petrol is fed to a fuel manifold connected to a number of injectors (one for each engine cylinder), which are activated cyclically to inject part of the pressurized petrol in the fuel manifold directly into the respective cylinders.
  • the petrol in the fuel manifold is at fairly low pressure (normally 2 to 4 atmospheres). Consequently, fuel manifolds of indirect-petrol-injection engines are currently made of plastic material (typically, molded engineering polymers), on the grounds that it is easy to process and cheap.
  • the intake (or air) manifold is also made of plastic material and fixed by screws to the fuel manifold.
  • the petrol pressure in the fuel manifold of a direct-petrol-injection engine is fairly high (currently between 100 and 200 atmospheres).
  • a plastic fuel manifold has poor mechanical characteristics, and is therefore unable to safely withstand the relatively high petrol pressures typical of direct petrol injection.
  • a shell-cast aluminium fuel manifold has been proposed, but is also expensive to produce, on account of shell casting being a relatively slow process, requiring numerous machining operations once the piece is removed from the mold, and imposing minimum piece thicknesses of 4-5 mm.
  • die-casting using thixotropic aluminium has been proposed. Tests, however, show aluminium fuel manifolds fail to provide for consistent, satisfactory mechanical strength, particularly with petrol pressures in the fuel manifold of over 150 atmospheres.
  • an aluminium fuel manifold fails to ensure satisfactory resistance to corrosion by various currently marketed fuels (in particular containing large percentages of ethyl or methyl alcohol), so that the petrol-exposed parts of the fuel manifold must be anodized or nickel plated. Both are complex, high-cost processes which tests have shown do not always succeed in ensuring the necessary corrosion resistance, particularly on account of the relatively high temperature of the petrol in the fuel manifold (even exceeding 100°C) during normal operation of the engine.
  • a two-material fuel manifold comprising a steel feed conduit for feeding the pressurized fuel to the injectors; and a connecting body, which incorporates the feed conduit, provides for mechanically connecting the fuel manifold inside the engine, is made of molded plastic or cast aluminium, and is produced by forming the plastic material or aluminium in a mold containing the feed conduit.
  • the fuel manifold is normally fixed to the intake (or air) manifold at the interface with the cylinder head. Because of the high operating pressure and the strict requirements imposed by the location of the fuel manifold, complex, dedicated systems are required, designed to support and fasten the fuel manifold firmly and reliably. These problems apply, to a greater or lesser extent, to any type of engine featuring a fuel manifold fixed to an air manifold.
  • Conventional manufacturing solutions comprise steel fuel manifolds, to which metal brackets are soldered, and which are fitted by screws to air manifolds normally made of injection-molded engineering polymers. The metal brackets, however, being specially designed for individual applications, have a manufacturing cost which is partly determined by the impossibility of exploiting standard engine layouts.
  • an integrated air-fuel manifold for an internal combustion engine and relative production method, as recited in the accompanying Claims.
  • Number 1 in Figure 1 indicates as a whole an internal combustion engine comprising a cylinder head 2, in which are formed four cylinders 3 (only one shown in Figure 1), each of which is connected to an intake (or air) manifold 4 by at least one intake valve 5, and to an exhaust manifold 6 by at least one exhaust valve 7.
  • Intake manifold 4 is supplied with fresh air (i.e. from outside) via a throttle valve 8 adjustable between a closed position and a fully-open position.
  • An exhaust pipe 9 extends from exhaust manifold 6, and has one or more catalysts (not shown) for emitting into the atmosphere the gases produced by combustion in cylinders 3.
  • a low-pressure pump feeds petrol from a tank (not shown) to a high-pressure pump 10, which in turn feeds the petrol to a fuel manifold 11.
  • a number of injectors 12 are connected to fuel manifold 11, and each is activated cyclically to inject part of the pressurized petrol in fuel manifold 11 into respective cylinder 3.
  • the petrol in fuel manifold 11 is maintained instant by instant at a desired pressure by a pressure regulator 13 connected to fuel manifold 11, and which drains any surplus petrol into a recirculating channel, by which the surplus petrol is fed back to a point upstream from the low-pressure pump (not shown).
  • Fuel manifold 11 is also fitted with a sensor 14 to measure the pressure of the petrol in fuel manifold 11.
  • intake manifold 4 comprises an elongated main body 15 connected to throttle valve 8, and from which originate four intake pipes 16 (only two shown in Figure 2), each connecting main body 15 to a cylinder 3. More specifically, each intake pipe 16 terminates with a connecting flange 17, which is common to all of intake pipes 16 and provides for fitting intake manifold 4 to cylinder head 2 of engine 1.
  • Intake manifold 4 also comprises a housing body 18 positioned contacting both connecting flange 17 and intake pipes 16, and incorporating fuel manifold 11.
  • fuel manifold 11 is incorporated inside intake manifold 4 or, more specifically, inside housing body 18 of intake manifold 4, so that intake manifold 4 and fuel manifold 11 form an integrated air-fuel manifold.
  • Fuel manifold 11 comprises a cylindrical tubular main channel 19 having a central axis 20 of symmetry, and which distributes pressurized petrol to injectors 12. From main channel 19 extend four cylindrical tubular secondary channels (or bowls) 21, each of which is perpendicular to main channel 19 and houses a top portion of an injector 12 in fluidtight manner.
  • main channel 19 has two open opposite ends 22 and 23; end 22 is connected to high-pressure pump 10 to feed pressurized petrol to fuel manifold 11; and end 23 is closed by a screw cap (not shown), and provides for easier, more precise manufacture of main channel 19 when forming fuel manifold 11. Close to end 23, main channel 19 has an opening (not shown) for receiving pressure regulator 13, and another opening (not shown) for receiving pressure sensor 14.
  • Figure 4 shows an alternative embodiment of the integrated air-fuel manifold, which substantially differs as regards the shape of connecting flange 17 and housing body 18.
  • Intake manifold 4 (comprising main body 15, intake pipes 16, connecting flange 17, and housing body 18) is made of molded plastic material, whereas fuel manifold 11 is made of steel.
  • intake manifold 4 which is complex in shape and not subjected to severe mechanical or chemical stress, is made of a first material which is cheap, easy to work, and of low strength; whereas fuel manifold 11, which is simple in shape and subjected to severe mechanical and chemical stress, is made of a second material which is more expensive, more complex to work, and of high strength.
  • the first material of intake manifold 4 is one which is cheap and easy to work.
  • the first material of intake manifold 4 is a thermoplastic or thermosetting plastic material, such as an engineering polymer, ABS, nylon, or epoxy resin.
  • the first material of intake manifold 4 may be a metal, such as aluminium or thixotropic aluminium.
  • An important requirement of the first material is that it have a lower melting point than the second material, so that the first material can be formed inside a mold containing fuel manifold 11, made of the second material, without damaging or deforming fuel manifold 11.
  • the second material of fuel manifold 11 is one of both good mechanical strength and good corrosion resistance, preferably stainless steel (e.g. a series 300 stainless steel, such as stainless steel 316).
  • stainless steel e.g. a series 300 stainless steel, such as stainless steel 316.
  • the second material of fuel manifold 11 may be a nickel alloy.
  • the integrated air-fuel manifold therefore comprises an intake manifold 4, which is made of a first (plastic) material, provides for mechanical connection to cylinder head 2 of engine 1, and feeds air to cylinders 3; and a fuel manifold 11, which is made of a second material (stainless steel), is incorporated in housing body 18 of intake manifold 4, and distributes pressurized petrol to injectors 12.
  • the integrated air-fuel manifold comprising intake manifold 4 and fuel manifold 11, as described above, is produced by producing steel fuel manifold 11 separately from intake manifold 4; placing fuel manifold 11 inside a known mold (not shown) negatively reproducing the shape of intake manifold 4; and feeding plastic material into the mold to form intake manifold 4 around fuel manifold 11.
  • the plastic material is preferably injected into the mold containing fuel manifold 11.
  • Fuel manifold 11 may be produced by either welding secondary channels 21 to main channel 19, or hydroforming a one-piece metal pipe.
  • fuel manifold 11 is substantially embedded inside housing body 18 of intake manifold 4. That is, housing body 18 of intake manifold 4 encases substantially the whole of fuel manifold 11, but obviously leaves exposed, and accessible from outside, at least end 22 of main channel 19, which must be connected to high-pressure pump 10; the open ends of secondary channels 21, for receiving injectors 12; and the openings (not shown) for pressure regulator 13 and pressure sensor 14.
  • the integrated air-fuel manifold therefore comprises an inner part (fuel manifold 11) and an outer part (intake manifold 4), which perform different functions, are made of different materials, and are produced using two different manufacturing techniques.
  • the integrated air-fuel manifold comprising intake manifold 4 and fuel manifold 11, as described above, is extremely cheap and easy to produce, reduces assembly time of engine 1, and at the same time provides for excellent resistance to fuel pressure and fuel-induced corrosion.
  • the integrated air-fuel manifold described above is cheap and easy to produce, by making intake manifold 4, which is complex in shape, from a first low-cost material that is easy to work, and by making fuel manifold 11, which is simple in shape, from a second material that is more difficult to work.
  • the fuel manifold described above may obviously also be used to advantage in an internal combustion engine fuelled with other than petrol, such as LPG, methane, alcohol, or diesel fuel.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Fuel-Injection Apparatus (AREA)
EP05425618A 2005-09-02 2005-09-02 Integriertes Luft-Kraftstoffansaugmodul für eine Brennkraftmaschine und Verfahren zur Herstellung Withdrawn EP1760304A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP05425618A EP1760304A1 (de) 2005-09-02 2005-09-02 Integriertes Luft-Kraftstoffansaugmodul für eine Brennkraftmaschine und Verfahren zur Herstellung

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP05425618A EP1760304A1 (de) 2005-09-02 2005-09-02 Integriertes Luft-Kraftstoffansaugmodul für eine Brennkraftmaschine und Verfahren zur Herstellung

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EP1760304A1 true EP1760304A1 (de) 2007-03-07

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EP05425618A Withdrawn EP1760304A1 (de) 2005-09-02 2005-09-02 Integriertes Luft-Kraftstoffansaugmodul für eine Brennkraftmaschine und Verfahren zur Herstellung

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2465996A (en) * 2008-12-05 2010-06-09 Gm Global Tech Operations Inc I.c. engine fuel injection system
DE102009053986A1 (de) * 2009-11-23 2011-05-26 Mahle International Gmbh Flanschvorrichtung und Saugnalage
WO2012084325A1 (de) * 2010-12-23 2012-06-28 Robert Bosch Gmbh Injektoranordnung, insbesondere injektorblock für brennstoffeinspritzanlagen

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09217661A (ja) * 1996-02-13 1997-08-19 Aisin Takaoka Ltd インテークマニホールド及びその製造方法
EP1375897A2 (de) * 2002-06-18 2004-01-02 Siemens VDO Automotive Inc. Nichtmetallisches Ansaugmodul mit integrierter Brennstoffleitung
US20050045155A1 (en) * 2003-08-28 2005-03-03 Harvey Bruce J. Intake manifold with injectors and captive fuel rail
US20050051138A1 (en) * 2003-09-08 2005-03-10 Robert Bosch Corporation Intake manifold assembly
EP1568880A2 (de) * 2004-02-27 2005-08-31 Magneti Marelli Powertrain S.p.A. Brennstoffsammelleitung aus zwei Werkstoffen für eine Brennkraftmaschine mit Kraftstoffdirekteinspritzung und Verfahren zu seiner Herstellung

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09217661A (ja) * 1996-02-13 1997-08-19 Aisin Takaoka Ltd インテークマニホールド及びその製造方法
EP1375897A2 (de) * 2002-06-18 2004-01-02 Siemens VDO Automotive Inc. Nichtmetallisches Ansaugmodul mit integrierter Brennstoffleitung
US20050045155A1 (en) * 2003-08-28 2005-03-03 Harvey Bruce J. Intake manifold with injectors and captive fuel rail
US20050051138A1 (en) * 2003-09-08 2005-03-10 Robert Bosch Corporation Intake manifold assembly
EP1568880A2 (de) * 2004-02-27 2005-08-31 Magneti Marelli Powertrain S.p.A. Brennstoffsammelleitung aus zwei Werkstoffen für eine Brennkraftmaschine mit Kraftstoffdirekteinspritzung und Verfahren zu seiner Herstellung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 1997, no. 12 25 December 1997 (1997-12-25) *

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2465996A (en) * 2008-12-05 2010-06-09 Gm Global Tech Operations Inc I.c. engine fuel injection system
GB2465996B (en) * 2008-12-05 2013-07-24 Gm Global Tech Operations Inc Injection system and method of cold starting a combustion engine
DE102009053986A1 (de) * 2009-11-23 2011-05-26 Mahle International Gmbh Flanschvorrichtung und Saugnalage
CN102713230A (zh) * 2009-11-23 2012-10-03 马勒国际有限公司 法兰装置与吸入系统
CN102713230B (zh) * 2009-11-23 2015-06-03 马勒国际有限公司 法兰装置与吸入系统
WO2012084325A1 (de) * 2010-12-23 2012-06-28 Robert Bosch Gmbh Injektoranordnung, insbesondere injektorblock für brennstoffeinspritzanlagen
CN103282646A (zh) * 2010-12-23 2013-09-04 罗伯特·博世有限公司 喷射器组件、尤其用于燃料喷射设备的喷射器块

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