GB2087975A - Air fuel aspirating four-stroke internal combustion engines - Google Patents
Air fuel aspirating four-stroke internal combustion engines Download PDFInfo
- Publication number
- GB2087975A GB2087975A GB8131958A GB8131958A GB2087975A GB 2087975 A GB2087975 A GB 2087975A GB 8131958 A GB8131958 A GB 8131958A GB 8131958 A GB8131958 A GB 8131958A GB 2087975 A GB2087975 A GB 2087975A
- Authority
- GB
- United Kingdom
- Prior art keywords
- air
- fuel
- intake
- internal combustion
- stroke internal
- 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- Withdrawn
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 44
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 31
- 230000004044 response Effects 0.000 claims abstract description 5
- XDDAORKBJWWYJS-UHFFFAOYSA-N glyphosate Chemical compound OC(=O)CNCP(O)(O)=O XDDAORKBJWWYJS-UHFFFAOYSA-N 0.000 claims abstract description 4
- 239000007788 liquid Substances 0.000 claims abstract description 4
- 239000000203 mixture Substances 0.000 claims description 7
- 230000002349 favourable effect Effects 0.000 claims description 3
- 239000000843 powder Substances 0.000 claims 1
- 230000008901 benefit Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
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
- F02M35/104—Intake manifolds
- F02M35/108—Intake manifolds with primary and secondary intake passages
- F02M35/1085—Intake manifolds with primary and secondary intake passages the combustion chamber having multiple intake valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- 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
- 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
- F02M35/104—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
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
-
- 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
- F02M35/10373—Sensors for intake systems
- F02M35/1038—Sensors for intake systems for temperature or pressure
-
- 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
- F02M35/10373—Sensors for intake systems
- F02M35/10386—Sensors for intake systems for flow rate
-
- 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
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)
- 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)
- Characterised By The Charging Evacuation (AREA)
Abstract
An air-fuel aspirating four-stroke internal combustion engine for a motor vehicle, in which combustion is initiated by time-controlled spark ignition, has a pair of intake port passages 19 and 20 for each cylinder 10-13, downstream of an accelerator pedal-responsive throttle valve 23 disposed in intake manifold conduit 18. A pair of independently controlled intake valves 14 and 15 are provided for the respective intake ports. Liquid fuel is injected at 21 into one 19 only of each pair of intake port passages (19) at a location ahead of the respective intake valve, and each of the other intake port passages 20 is closed in a partial load range at low engine speeds by closure element 25 which is opened to provide increased power in response to the attainment of specific engine operating parameters, or in response to kickdown. <IMAGE>
Description
SPECIFICATION
Air-fuel aspirating four-stroke internal combustion engines
This invention relates to air-fuel aspirating fourstroke internal combustion engines for motor vehicles.
In U.S. Patent 3,964,451 (Goto) there is disclosed an air-fuel aspirating four-stroke internal combustion engine of the type having two intake valves per cylinder, in which the air-fuel mixture is supplied by way of an intake manifold to one intake valve, and the second intake valve is in communication with supercharging means by way of a separate conduit. The two intake valves are actuated independently of each other, and the intake valve associated with the supercharging means provides its largest cross-sectional opening at the beginning of the compression stroke. By virtue of this known arrangement and its associated operating mode, the charge in the engine cylinders is increased, resulting in an increase in engine output as compared with an engine without supercharging means.
However, in terms of specific fuel consumption, exhaust emissions and engine operating characteristics, the fact that the engine operating mode in its basic form as described above is maintained over the entire speed and load range represents a disadvantage of this known type of engine, making it relatively difficult, or even impossible, to meet the current stringent requirements in respect of fuel efficiency, exhaust emissions and operating characteristics at every engine operating point.
By the present invention there is provided an air-fuel aspirating four-stroke internal combustion engine for a motor vehicle, in which the combustion of a compressed air-fuel mixture in the engine cylinders is initiated by time-controlled spark ignition, each cylinder has a pair of intake ports provided with respective independently controlled intake valves, liquid fuel is injected into one only of the two intake ports of each cylinder, at a location ahead of the respective intake valve, a throttle valve actuable by an accelerator pedal controls the air supply to the intake valves associated with the said one of the intake ports, and each of the other intake ports is provided with a closure element which is initially in a closed position and is opened only after the attainment of predetermined engine operating parameters or in response to complete depression of the accelerator pedal (kickdown) or other discretionary control by the vehicle operator.
An engine in accordance with the present invention has the potential to provide in the principal engine operating range, that is, in the partial load range in which at low r.p.m. the throttle valve is only partially open, relatively high torque values and low fuel consumption while at the same time meeting the prevailing exhaust emissions standards, and to achieve at high engine operating loads and speeds an aboveaverage increase in engine power by increasing the fuel charge in the cylinders without significantly adding to the cost and complexity and without substantial increase in the overall fuel consumption.
Because the closure elements are in their closed position throughout the principal driving range, that is, during partial load conditions, when the throttle valve is only partially open, under these conditions the air that is being drawn in can be admitted to each cylinder only through the one intake port into which the fuel is being injected.
This will result in relatively high air or air-fuel mixture velocities, which will result in good swirl and mixing of the charge in the combustion chamber, whereby combustion will be very favourable and substantially complete. In this way it is possible to achieve virtually the maximum engine power which is available under these conditions, thereby making a relatively high torque available at low vehicle speeds while at the same time complying with prevailing emission standards.
Opening of the closure elements after the attainment of predetermined engine operating parameters or in response to discretionary control by the vehicle operator (such as kickdown) will cause the amount of fuel mixture admitted to the combustion chamber to be significantly increased due to the reduction in flow resistance, with the optimum air-fuel ratio being established or maintained by increasing the amount of fuel being injected into the intake port of the first intake valve. Because of the increase in the charge in the cylinder, a correspondingly higher engine power is achieved, which is of particular value in this driving range. However, because of the disproportionately greater aerodynamic resistance encountered at higher vehicle speeds, and the lower combustion efficiency, a higher specific consumption than during partial load conditions must be expected.This is acceptable, however, because such high-speed operation normally represents only a rather small proportion of the overall engine operating range, and there is also the advantage of the extra engine power being available when needed.
A particularly simple manifold arrangement, especially for multi-cylinder engines of the in-line type, is available if, in accordance with a preferred feature of the invention, the intake ports leading to the intake valves branch off a common intake manifold conduit and the throttle valve actuable by the accelerator pedal is located ahead of the branches, as viewed in the direction of flow.
Another preferred feature according to the invention is for the closure elements which are controlled in dependence on the engine operating parameters to be located immediately ahead of the associated intake valves. With this arrangement the volume of the space between the closure elements and their associated intake valves is kept relatively small, so that when the closure elements are in the closed position the throttle losses created as a result of gas exchange remain rather small, that is, the losses due to the gas portion that is being compressed but is not available for combustion and the power stroke are kept relatively small.
Under certain conditions, and depending on whether the emphasis is on obtaining high torque at low vehicle speeds or on obtaining high power at high vehicle speeds, it may be advantageous, in accordance with yet another preferred feature of the invention, for the cross-sectional areas of the two groups of intake ports to be different.
Another proposal, aimed in the same direction, is to utilise cams for the intake valves associated with the intake ports into which fuel is being injected that are of different configuration from cams utilised for the intake valves whose air supply is regulated by the closure elements in dependence on engine operating parameters. It may be desirable, for instance, for the intake valves of the first group to be controlled by cams that are designed for high efficiency, favourable emissions characteristics and good idling, but for intake valves of the second group to be cdntrolled by cams yielding high engine power. It is especially the idling characteristics and the associated exhaust gas compositions that can be optimized, because it is not necessary for the timing of the intake valves effective during idling to provide high power at high engine r.p.m.
In accordance with yet another preferred feature of the invention, the closure elements controlled by engine operating parameters may be actuated by a single control device. For this purpose there may be provided a push rod which is connected to the control device, with levers being pivotally attached to the push rod for actuating the closure elements.
Finally, in accordance with yet another preferred feature of the invention, it is possible to utilise an electrically operated servo element which is controlled by a processor responsive to engine operating parameters, such as r.p.m.
(engine speed), load (intake manifold vacuum) and air throughput.
The accompanying drawing is a schematic illustration of one embodiment of an air-fuel aspirating four-stroke internal combustion engine in accordance with the present invention, for a motor vehicle.
The embodiment of an air-fuel aspirating fourstroke internal combustion engine in accordance with the present invention which is shown in the drawing is of the multi-cylinder in-line type, having four cylinders 10 to 1 3 each of which is provided with two intake valves 14 and 1 5 and one exhaust valve 16. The intake valves 14 and 1 5 are independently controlled, and combustion of a compressed air-fuel mixture in the engine cylinders is initiated by time-controlled spark ignition, in known manner. An intake system 1 7 comprises an intake manifold conduit 1 8 having branches constituting intake ports 1 9 and 20 provided with the respective intake valves 14 and 1 5, for each of the cylinders.For the sake of clarity, only the intake ports of the cylinder 10 are identified by reference numerals. Each of the intake ports 1 9 is provided with a respective injection nozzle 21 adapted to inject liquid fuel upstream of the associated intake valve 14.
An air volume meter 22 is disposed at the intake end of the intake manifold conduit 18, and a throttle valve 23 is disposed ahead (as viewed in the direction of flow) of the intake ports 1 9 and 20 provided with the respective intake valves 14 and 1 5. This throttle valve 23 is of the usual butterfly type as commonly used in internal combustion engihes, and is actuable in the ordinary way by an accelerator pedal (not shown) of the vehicle. The intake manifold conduit 1 8 is also provided with a pressure-responsive sender 24.
The intake ports 20 leading to the intake valves 1 5 are provided with respective closure elements in the form of pivotally mounted flap valves 25 which are initially in a closed position closing the associated intake ports 20 for the intake air but upon the attainment of predetermined engine operating parameters are effective to open the intake ports 20. An electric servo element 26 is provided for actuating the flap valve 25, and acts by way of a push rod 27 having levers 29 pivotally attached to it and rigidly connected to pivot pins 28 for the flap valves 25. Thereby, upon movement of the push rod in the direction of arrow Z1 or Z2, the flap valves 25 of all the cylinders 10 to 13 are actuated in unison.
The servo element 26 receives its control signals from a processor 30 which processes information relating to the various engine operating parameters. In the present case, these engine operating parameters are firstly the vacuum in the intake manifold conduit 18, which is determined by the manifold pressure-responsive sender 24 and is used as an indicator of the engine load, secondly the total volume of air being drawn in, determined by the air volume meter 22, and thirdly the engine speed, determined by the ignition distributor 31. The respective input lines are identified by the reference numerals 33, 34 and 35. From these operating parameters the processor defines a certain engine operating mode, and transmits an appropriate signal through an output line 36 to the servo element 26.The signal may represent an instruction to retain the flap valves 25 in their existing position, or to move them from one position to another. If the instruction is to move the flap valves 25 into the one or other position, the change-over of positions is effected by the servo element 26 in a more or less instantaneous fashion, and the transition from one engine operating mode to another likewise proceeds in a rapid manner.
The embodiment of the air-fuel aspirating fourstroke internal combustion engine in accordance with the present invention which has been described provides optimum torque characteristics in the partial load range at low engine speeds combined with excellent emissions characteristics, and in a higher speed and load range provides increased power to a degree that effectively increases the power of the four-cylinder engine of the type described to about the level of a six cylinder engine having a like piston displacement per cylinder.
It may be advantageous for the driver to be alerted, for instance by means of an increased accelerator pedal return force, when the flap valves 25 in the intake ports 20 are in the open position, so that the driver will know that driving is taking place in a region of relatively high fuel consumption.
Claims (12)
1. An air-fuel aspirating four-stroke internal combustion engine for a motor vehicle, in which the combustion of a compressed air-fuel mixture in the engine cylinders is initiated by timecontrolled spark ignition, each cylinder has a pair of intake ports provided with respective independently controlled intake valves, liquid fuel is injected into one only of the two intake ports of each cylinder, at a location ahead of the respective intake valve, a throttle valve actuable by an accelerator pedal controls the air supply to the intake valves associated with the said one of the intake ports, and each of the other intake ports is provided with a closure element which is initially in a closed position and is opened only after the attainment of predetermined engine operating parameters or in response to complete depression of the accelerator pedal (kickdown) or other discretionary control by the vehicle operator.
2. An air-fuel aspirating four-stroke internal combustion engine according to claim 1, in which the closure element comprises a pivotally
mounted flap valve.
3. An air-fuel aspirating four-stroke internal combustion engine according to claim 1 or 2, in which the engine is of the multi-cylinder in-line type, the intake ports with their respective intake valves comprise branches extending from a
common engine intake manifold conduit, and the throttle valve actuable by the accelerator pedal is
disposed in the manifold conduit at a point located
ahead of the branches as viewed in the direction
of gas flow.
4. An air-fuel aspirating four-stroke internal
combustion engine according to any one of claims
1 to 3, in which the closure elements controlled in
accordance with engine operating parameters or discretionary control by the vehicle operator are disposed at a point immediately ahead of their respective intake valves.
5. An air-fuel aspirating four-stroke internal combustion engine according to any one of claims 1 to 4, in which the intake ports into which fuel is injected are of different cross-sectional configuration from the intake ports provided with closure elements controlled in accordance with engine operating parameters or discretionary control by the vehicle operator
6. An air-fuel aspirating four-stroke internal combustion engine according to any one of claims 1 to 5, in which the intake valves associated with the intake ports into which fuel is injected are controlled by cams having a configuration different from that of cams controlling the intake valves corresponding to the respective closure elements.
7. An air-fuel aspirating four-stroke internal combustion engine according to claim 6, in which the cams controlling the intake valves associated with the intake ports into which fuel is injected are designed for high efficiency and favourable emissions characteristics in the normal driving range (partial load range), whereas the cams controlling the intake valves corresponding to the respective closure elements are designed for high engine powder.
8. An air-fuel aspirating four-stroke internal combustion engine according to any one of claims 1 to 7, in which the closure elements controlled in accordance with engine operating parameters or discretionary control by the vehicle operator are jointly actuable by a single control element.
9. An air-fuel aspirating four-stroke internal combustion engine according to claim 8, in which the said closure elements are actuable by the control elements by way of a push rod having levers attached to it which act on the respective closure elements.
10. An air-fuel aspirating four-stroke internal combustion engine according to claim 8 or 9, in which the control element is an electrical servo element.
11. An air-fuel aspirating four-stroke internal combustion engine according to claim 10, in which the electrical servo element is subject to the control of a processor in accordance with engine operating conditions corresponding to engine speed, engine load and air throughput.
.
12. An air-fuel aspirating four-stroke internal combustion engine for a motor vehicle, substantially as hereinbefore particularly described and as shown in the accompanying drawing.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3044292A DE3044292C2 (en) | 1980-11-25 | 1980-11-25 | Control of a multi-cylinder, spark-ignition internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB2087975A true GB2087975A (en) | 1982-06-03 |
Family
ID=6117489
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8131958A Withdrawn GB2087975A (en) | 1980-11-25 | 1981-10-22 | Air fuel aspirating four-stroke internal combustion engines |
Country Status (3)
| Country | Link |
|---|---|
| DE (1) | DE3044292C2 (en) |
| FR (1) | FR2494776B1 (en) |
| GB (1) | GB2087975A (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2558212A1 (en) * | 1984-01-13 | 1985-07-19 | Barbault Jean Pierre | Inlet pipe comprising a flap |
| GB2172051A (en) * | 1985-03-06 | 1986-09-10 | Nissan Motor | Multi-valve internal combustion engine |
| US4628880A (en) * | 1984-03-30 | 1986-12-16 | Nissan Motor Co., Ltd. | Induction system for internal combustion engine having multiple inlet valves per combustion chamber |
| US4727719A (en) * | 1986-02-26 | 1988-03-01 | Toyota Jidosha Kabushiki Kaisha | Apparatus for controlling inlet air flow in a turbocharged internal combustion engine |
| US4753200A (en) * | 1985-01-29 | 1988-06-28 | Nissan Motor Company, Limited | Engine combustion control system |
| US4834048A (en) * | 1987-05-20 | 1989-05-30 | Volkswagen Ag | Internal combustion engine having at least two inlet valves per combustion chamber |
| WO1992014923A1 (en) * | 1991-02-21 | 1992-09-03 | T&N Technology Limited | Internal combustion engines |
| US5394845A (en) * | 1991-10-15 | 1995-03-07 | Mazda Motor Corporation | Intake system for engine |
| WO1995027137A1 (en) * | 1992-12-23 | 1995-10-12 | Feuling James J | High efficiency combustion chamber system |
| EP1849976A2 (en) * | 2006-04-27 | 2007-10-31 | Mahle International GmbH | Piston engine |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3434476A1 (en) * | 1984-09-20 | 1986-02-27 | Bayerische Motoren Werke AG, 8000 München | Mixture-compressing, applied-ignition reciprocating-piston internal combustion engine |
| DE3529388A1 (en) * | 1985-08-16 | 1987-02-26 | Audi Ag | Intake pipe for a multi-cylinder internal combustion engine |
| DE3544122A1 (en) * | 1985-12-13 | 1987-06-19 | Bayerische Motoren Werke Ag | MULTI-CYLINDER INTERNAL COMBUSTION ENGINE WITH INTAKE SYSTEM |
| DE3600408A1 (en) * | 1986-01-09 | 1987-07-16 | Audi Ag | Reciprocating piston internal combustion engine |
| DE3624495A1 (en) * | 1986-07-19 | 1988-01-28 | Bayerische Motoren Werke Ag | Intake system of an internal combustion engine |
| DE3630086A1 (en) * | 1986-09-04 | 1988-03-17 | Bosch Gmbh Robert | METHOD AND DEVICE FOR IDLE FILLING CONTROL OF AN INTERNAL COMBUSTION ENGINE |
| DE3630432A1 (en) * | 1986-09-06 | 1988-03-17 | Porsche Ag | ACTUATING DEVICE |
| DE3843509C2 (en) * | 1988-12-23 | 1993-11-18 | Daimler Benz Ag | Intake system for an internal combustion engine |
| IT222286Z2 (en) * | 1989-10-13 | 1995-02-17 | Weber Srl | THROTTLE BODY CONTROL SYSTEM FOR THE ADJUSTMENT OF THE AIR FLOW TO AN INTERNAL COMBUSTION ENGINE. |
| DE4109418A1 (en) * | 1991-03-22 | 1992-09-24 | Bayerische Motoren Werke Ag | Load controller for quantity controlled IC engine - has electronic slip-monitor to operate extra set of valves in induction manifold |
| DE19603758A1 (en) * | 1996-02-02 | 1997-08-07 | Vdo Schindling | IC engine with multiple cylinders in row |
| DE10331689B4 (en) * | 2003-07-14 | 2010-04-22 | Audi Ag | air intake duct |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB682628A (en) * | 1949-07-20 | 1952-11-12 | Carl Friedrich Wilhelm Borgwar | Improvements in or relating to induction systems for internal combustion engines |
| FR1469325A (en) * | 1966-02-05 | 1967-02-10 | Moteur Moderne Le | Special device concerning the admission of reciprocating internal combustion engines |
| FR1538648A (en) * | 1967-07-26 | 1968-09-06 | Citroen Sa Andre | Anti-pollution device for spark ignition engine |
| GB1366313A (en) * | 1971-01-01 | 1974-09-11 | Lucas Industries Ltd | Inlet manifolds for internal combustion engines |
| JPS5036905U (en) * | 1973-08-09 | 1975-04-17 | ||
| JPS6052292B2 (en) * | 1977-12-19 | 1985-11-18 | 日産自動車株式会社 | Dual intake passage internal combustion engine |
| AU511290B2 (en) * | 1977-12-19 | 1980-08-07 | Nissan Motor Company Limited | Dual induction system fori. C. engine |
| DE2838681A1 (en) * | 1978-09-05 | 1980-03-13 | Bayerische Motoren Werke Ag | Turbocharged otto engine - has part load inlet valves closing during inlet stroke and switchable main inlet valves closing after BDC |
| JPS5591759A (en) * | 1978-12-28 | 1980-07-11 | Nissan Motor Co Ltd | Intake device for internal combustion engine |
-
1980
- 1980-11-25 DE DE3044292A patent/DE3044292C2/en not_active Expired
-
1981
- 1981-10-22 GB GB8131958A patent/GB2087975A/en not_active Withdrawn
- 1981-11-24 FR FR8121950A patent/FR2494776B1/en not_active Expired
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2558212A1 (en) * | 1984-01-13 | 1985-07-19 | Barbault Jean Pierre | Inlet pipe comprising a flap |
| US4628880A (en) * | 1984-03-30 | 1986-12-16 | Nissan Motor Co., Ltd. | Induction system for internal combustion engine having multiple inlet valves per combustion chamber |
| US4753200A (en) * | 1985-01-29 | 1988-06-28 | Nissan Motor Company, Limited | Engine combustion control system |
| GB2172051A (en) * | 1985-03-06 | 1986-09-10 | Nissan Motor | Multi-valve internal combustion engine |
| US4703734A (en) * | 1985-03-06 | 1987-11-03 | Nissan Motor Co., Ltd. | Multi-valve internal combustion engine |
| US4727719A (en) * | 1986-02-26 | 1988-03-01 | Toyota Jidosha Kabushiki Kaisha | Apparatus for controlling inlet air flow in a turbocharged internal combustion engine |
| US4834048A (en) * | 1987-05-20 | 1989-05-30 | Volkswagen Ag | Internal combustion engine having at least two inlet valves per combustion chamber |
| WO1992014923A1 (en) * | 1991-02-21 | 1992-09-03 | T&N Technology Limited | Internal combustion engines |
| US5394845A (en) * | 1991-10-15 | 1995-03-07 | Mazda Motor Corporation | Intake system for engine |
| WO1995027137A1 (en) * | 1992-12-23 | 1995-10-12 | Feuling James J | High efficiency combustion chamber system |
| EP1849976A2 (en) * | 2006-04-27 | 2007-10-31 | Mahle International GmbH | Piston engine |
| EP1849976A3 (en) * | 2006-04-27 | 2010-01-20 | Mahle International GmbH | Piston engine |
| US7789064B2 (en) | 2006-04-27 | 2010-09-07 | Mahle International Gmbh | Piston engine |
Also Published As
| Publication number | Publication date |
|---|---|
| FR2494776B1 (en) | 1987-11-27 |
| DE3044292A1 (en) | 1982-06-03 |
| FR2494776A1 (en) | 1982-05-28 |
| DE3044292C2 (en) | 1985-06-20 |
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