JP2003508675A - Piston-type internal combustion engine equipped with a negative pressure generator that sucks air without throttling - Google Patents
Piston-type internal combustion engine equipped with a negative pressure generator that sucks air without throttlingInfo
- Publication number
- JP2003508675A JP2003508675A JP2001521875A JP2001521875A JP2003508675A JP 2003508675 A JP2003508675 A JP 2003508675A JP 2001521875 A JP2001521875 A JP 2001521875A JP 2001521875 A JP2001521875 A JP 2001521875A JP 2003508675 A JP2003508675 A JP 2003508675A
- Authority
- JP
- Japan
- Prior art keywords
- internal combustion
- combustion engine
- vacuum pump
- type internal
- negative pressure
- 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- Withdrawn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
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 28
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 claims description 24
- 238000013022 venting Methods 0.000 claims description 3
- 238000005461 lubrication Methods 0.000 claims description 2
- 230000001050 lubricating effect Effects 0.000 abstract 1
- 239000003570 air Substances 0.000 description 23
- 239000003921 oil Substances 0.000 description 19
- 229930195733 hydrocarbon Natural products 0.000 description 8
- 150000002430 hydrocarbons Chemical class 0.000 description 8
- 239000007788 liquid Substances 0.000 description 5
- 239000004215 Carbon black (E152) Substances 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000009423 ventilation Methods 0.000 description 3
- 238000007599 discharging Methods 0.000 description 2
- 239000000243 solution Substances 0.000 description 2
- 101000650817 Homo sapiens Semaphorin-4D Proteins 0.000 description 1
- 102100027744 Semaphorin-4D Human genes 0.000 description 1
- 239000002156 adsorbate Substances 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 239000012080 ambient air Substances 0.000 description 1
- 238000011001 backwashing Methods 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000000740 bleeding effect Effects 0.000 description 1
- 238000007664 blowing Methods 0.000 description 1
- 239000002775 capsule Substances 0.000 description 1
- 238000009833 condensation Methods 0.000 description 1
- 230000005494 condensation Effects 0.000 description 1
- 238000010790 dilution Methods 0.000 description 1
- 239000012895 dilution Substances 0.000 description 1
- 238000001704 evaporation Methods 0.000 description 1
- 230000008020 evaporation Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 239000003595 mist Substances 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M1/00—Pressure lubrication
- F01M1/02—Pressure lubrication using lubricating pumps
-
- 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
- F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
- F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M1/00—Pressure lubrication
- F01M1/12—Closed-circuit lubricating systems not provided for in groups F01M1/02 - F01M1/10
- F01M2001/123—Closed-circuit lubricating systems not provided for in groups F01M1/02 - F01M1/10 using two or more pumps
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
- Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
Abstract
(57)【要約】 本発明は、絞りのない吸気系（２）を備えたピストン式内燃機関に関する。この吸気系は負圧で付勢される少なくとも１つの装置（９）と、エンジン潤滑用の駆動可能なオイルポンプ（４）とに接続され、真空ポンプ（８）が設けられ、この真空ポンプはオイルポンプ（４）に駆動連結され、真空ポンプに空気排出装置が付設され、この空気排出装置が吸気系に接続されている。 (57) [Summary] The present invention relates to a piston type internal combustion engine provided with an intake system (2) without a throttle. The intake system is connected to at least one device (9) that is energized by negative pressure and a drivable oil pump (4) for lubricating the engine, and is provided with a vacuum pump (8). The oil pump (4) is drivingly connected, the vacuum pump is provided with an air discharge device, and the air discharge device is connected to the intake system.
Description
【０００１】
例えばピストン式内燃機関において完全に可変制御可能なガス交換弁によって
可能であるような絞らずに負荷制御を行う車両用ピストン式内燃機関の場合、吸
気系内に負圧が存在しないので、例えばブレーキブースタまたはタンク空気抜き
装置の活性炭フィルタのような負圧で付勢される補機に、負圧が供されないとい
う問題がある。従って、このようなピストン式内燃機関の場合には、負圧を発生
するために、付加的な真空ポンプを設ける必要がある。この真空ポンプはクラン
ク軸を介して駆動しなければならない。真空ポンプの駆動は例えば、真空ポンプ
がその他の補機のためのベルト駆動装置に一体化されているかあるいはカム軸ま
たはクランク軸の自由端に直接連結されることによって行うことができる。ジェ
ネレータ、パワーステアリングポンプまたは空調コンプレッサに連結することに
より、タンデム方式の解決策も可能である。For example, in the case of a piston type internal combustion engine for a vehicle in which load control is performed without throttling, which is possible with a gas exchange valve capable of completely variable control in a piston type internal combustion engine, there is no negative pressure in the intake system. However, there is a problem in that the negative pressure is not supplied to the auxiliary equipment that is biased by the negative pressure, such as the activated carbon filter of the brake booster or the tank air bleeding device. Therefore, in the case of such a piston type internal combustion engine, it is necessary to provide an additional vacuum pump in order to generate a negative pressure. This vacuum pump must be driven via the crankshaft. The vacuum pump can be driven, for example, by integrating the vacuum pump into a belt drive for other accessories or by connecting it directly to the free end of the camshaft or crankshaft. Tandem solutions are also possible by connecting to a generator, power steering pump or air conditioning compressor.
【０００２】
ドイツ連邦共和国特許出願公開第２８３３１６７号公報により、ピストン式内
燃機関において、オイルポンプを真空ポンプに直接連結し、真空ポンプをエンジ
ンケース内に配置することが知られている。真空ポンプはブレーキブースタに負
圧を発生するためにのみ役立つので、空気だけがエンジン室内に吹き出される。
エンジン室の空気排出の問題については言及されていない。It is known from DE-A-2833167 that in a piston internal combustion engine the oil pump is directly connected to the vacuum pump and the vacuum pump is arranged in the engine case. Since the vacuum pump only serves to create a negative pressure in the brake booster, only air is blown into the engine compartment.
No mention is made of the problem of air exhaust in the engine compartment.
【０００３】
車両のエンジン室内で付加的なスペースが必要であるという問題のほかに、特
に最後に述べたタンデム方式の解決策については、オイル供給と負圧案内に関す
る付加的な問題と、他の機器とのこのような連結の際の不所望な軸回転数に基づ
く真空ポンプの効率の低下の問題が生じる。In addition to the problem of the need for additional space in the engine compartment of the vehicle, the last-mentioned tandem solution, in particular, has the additional problems of oil supply and negative pressure guidance, as well as other problems. The problem of reduced efficiency of the vacuum pump due to the undesired shaft speed during such a connection with the device arises.
【０００４】
これらの欠点を回避するために、本発明では、絞りおない吸気系を備え、この
吸気系が負圧で付勢される少なくとも１つの装置と、エンジン潤滑用の駆動可能
なオイルポンプとに接続され、真空ポンプが設けられ、この真空ポンプがオイル
ポンプに駆動連結され、真空ポンプに空気排出装置が付設され、この空気排出装
置が吸気系に接続されている、ピストン式内燃機関が提案される。この構造は、
真空ポンプのオイル供給をオイルポンプから直接的に低コストで行うことができ
るという利点がある。例えばベーンポンプとして形成された真空ポンプは更に、
オイルポンプの比較的に低い回転数に基づいて、効率が良好であるという利点が
ある。真空ポンプが本発明に従いオイルポンプと同軸に配置され、オイルポンプ
に直接連結され、そしてオイルポンプと同じ方向に回転駆動されることにより、
構造的コストが少なくて済む。なぜなら、他の補機のための駆動力の付加的な取
り出しが不要であるからである。真空ポンプから放出される空気はクランク室内
に直接放出可能であり、そこからクランク室換気装置（空気排出装置）を経て排
出可能である。空気が少なくとも１つの別個の通路を経て空気排出装置に供給さ
れると特に合目的である。この通路はエンジンブロックに一体化可能であるかあ
るいは管路の形でエンジンブロックの内部または外側を案内可能である。それに
よって、真空ポンプがピストン式内燃機関の外側に配置されている場合や真空ポ
ンプがクランク室内に配置されて有利に形成されている場合には、吹き出し空気
を特別な空気排出装置を経て排出する必要がない。クランク室は通常のごとく、
一緒に運ばれるオイル小滴を分離するための液体分離器を備えた空気換気装置（
空気排出装置）を経て排気され、この排気がその後吸気系に供給されるので、ク
ランク室から排出された空気内にまだ含まれる、分離器で分離されなかった燃焼
可能な成分、特にオイルミストが、ピストン式内燃機関の燃焼プロセスに供給さ
れる。これは、本発明による実施形形に従って、負圧で付勢される装置がタンク
空気抜き装置の活性炭フィルタによって形成されていると特に有利である。タン
ク空気抜き装置の活性炭フィルタは、吸着された炭化水素成分を活性炭から除去
するために、予め設定可能な時間間隔をおいて、新鮮空気で“逆洗”しなければ
ならない。炭化水素を含むこの空気は吸気系を経てピストン式内燃機関の燃焼プ
ロセスに供給される。In order to avoid these drawbacks, the present invention provides at least one device with an unthrottled intake system, which is biased by negative pressure, and a drivable oil pump for engine lubrication. A piston-type internal combustion engine in which a vacuum pump is provided, the vacuum pump is drivingly connected to an oil pump, an air exhaust device is attached to the vacuum pump, and the air exhaust device is connected to an intake system. Be proposed. This structure is
There is an advantage that the oil supply of the vacuum pump can be performed directly from the oil pump at a low cost. Vacuum pumps, which are designed as vane pumps, for example,
Due to the relatively low speed of the oil pump, there is the advantage of good efficiency. The vacuum pump is arranged coaxially with the oil pump according to the present invention, directly connected to the oil pump, and driven to rotate in the same direction as the oil pump,
Low structural cost. This is because it is not necessary to take out the driving force for other accessories. The air discharged from the vacuum pump can be directly discharged into the crank chamber, and can be discharged from there through a crank chamber ventilation device (air discharging device). It is particularly expedient if air is supplied to the air exhaust device via at least one separate passage. This passage can be integrated into the engine block or it can be guided in the form of a line inside or outside the engine block. Thereby, if the vacuum pump is arranged outside the piston-type internal combustion engine or if the vacuum pump is arranged advantageously in the crank chamber, the blown air is discharged via a special air discharge device. No need. The crankcase is as usual,
Air ventilator with liquid separator to separate oil droplets carried along (
Since it is exhausted through the air exhaust device), and this exhaust gas is then supplied to the intake system, combustible components that have not been separated by the separator, particularly oil mist, that are still contained in the air exhausted from the crank chamber , Is supplied to the combustion process of a piston type internal combustion engine. This is particularly advantageous if, in accordance with an embodiment according to the invention, the negative pressure energized device is formed by an activated carbon filter of a tank deflation device. The activated carbon filter of the tank bleeder must be "backwashed" with fresh air at preset time intervals to remove adsorbed hydrocarbon components from the activated carbon. This air containing hydrocarbons is fed to the combustion process of a piston internal combustion engine via an intake system.
【０００５】
本発明の特に有利な実施形では、真空ポンプがオイルポンプと共にクランク室
内に配置されている。クランク室内で供されるスペースを利用することにより、
真空ポンプを配置するために付加的なスペースが不要である。In a particularly advantageous embodiment of the invention, a vacuum pump is arranged in the crank chamber together with an oil pump. By using the space provided in the crank chamber,
No additional space is needed to locate the vacuum pump.
【０００６】 次に、実施の形態の概略図に基づいて、本発明を詳しく説明する。[0006] Next, the present invention will be described in detail based on the schematic diagrams of the embodiments.
【０００７】
図は、４シリンダ型ピストン式内燃機関１をブロック回路図の形で示している
。この内燃機関は吸気系２と排気系３を備えている。The figure shows a four-cylinder piston internal combustion engine 1 in the form of a block circuit diagram. This internal combustion engine includes an intake system 2 and an exhaust system 3.
【０００８】
概略的に示すように、ピストン式内燃機関のクランク室内にはオイルポンプ４
が設けられている。このオイルポンプは貫通軸５を介して、例えば概略的に示し
たチェーン伝動装置６によってクランク軸７に駆動連結されている。As schematically shown, the oil pump 4 is provided in the crank chamber of the piston type internal combustion engine.
Is provided. The oil pump is drivingly connected to a crankshaft 7 via a penetrating shaft 5, for example by means of a chain transmission 6 shown schematically.
【０００９】
内燃機関１のクランク室内には、真空ポンプ８、例えばベーンポンプが、オイ
ルポンプ４と同軸にかつオイルポンプと相対回転しないように配置されている。
この真空ポンプはオイルポンプ４と同じ回転数で駆動される。ポンプ回転数は約
クランク軸回転数の０．５〜１倍である。In the crank chamber of the internal combustion engine 1, a vacuum pump 8, for example, a vane pump, is arranged coaxially with the oil pump 4 so as not to rotate relative to the oil pump.
This vacuum pump is driven at the same speed as the oil pump 4. The pump speed is about 0.5 to 1 times the crankshaft speed.
【００１０】
真空ポンプ８は吸込み側が負圧で付勢される装置９に接続されている。この装
置はここではタンク空気抜き装置（燃料蒸発制御装置）として示してある。タン
ク空気抜き装置は実質的に、吸込み管１１を介して燃料タンク１０に接続された
活性炭フィルタ１２からなっている。タンク自由空間はこの活性炭フィルタを経
て周囲に排気される。The vacuum pump 8 is connected to a device 9 whose suction side is biased by a negative pressure. This device is shown here as a tank venting device (fuel evaporation controller). The tank venting device essentially consists of an activated carbon filter 12 connected to the fuel tank 10 via a suction pipe 11. The tank free space is exhausted to the surroundings through this activated carbon filter.
【００１１】
活性炭フィルタ１２は更に、吸込み管１３を介して真空ポンプ８に接続されて
いる。この場合、エンジン制御装置１５を介して制御可能な調節弁１４．１，１
４．２により、活性炭フィルタ１２の逆洗が可能である。予め定めることができ
る時間間隔をおいて、調節弁１４．１が開放され、調節弁１４．２が閉鎖される
ので、活性炭フィルタ１２は負圧で付勢可能であり、従って周囲空気を吸込み、
吸着物を炭化水素で洗浄し、吸い込まれた空気を排出する。The activated carbon filter 12 is further connected to the vacuum pump 8 via a suction pipe 13. In this case, the control valves 14.1, 1 controllable via the engine control unit 15.
According to 4.2, the backwash of the activated carbon filter 12 is possible. At a predeterminable time interval, the control valve 14.1 is opened and the control valve 14.2 is closed so that the activated carbon filter 12 can be biased with a negative pressure and thus sucks in ambient air,
The adsorbate is washed with hydrocarbons and the air taken in is discharged.
【００１２】
真空ポンプ８は圧力側に吹き出し管路１６を備えている。この吹き出し管路は
ピストン式内燃機関１のクランク室内に直接開口しているので、フィルタから吸
い出され炭化水素を含む空気をクランク室に放出し、クランク室換気装置（空気
排出装置）を経て排出可能である。The vacuum pump 8 is provided with a blowing pipe line 16 on the pressure side. Since this blow-out pipe opens directly into the crank chamber of the piston type internal combustion engine 1, the air sucked from the filter and containing hydrocarbons is discharged to the crank chamber and discharged through the crank chamber ventilation device (air discharging device). It is possible.
【００１３】
クランク室換気装置は実質的に、概略的に示した液体分離器１７からなってい
る。エンジン内室の全体の排出空気がこの液体分離器を通過し、その排出管路１
８は吸気系２に開口している。それによって、活性炭フィルタ１２から排出され
る空気内の炭化水素の含有量はピストン式内燃機関の燃焼プロセスに一緒に役立
てられる。The crankcase ventilation system consists essentially of a liquid separator 17, shown diagrammatically. The exhaust air of the entire engine interior passes through this liquid separator and its exhaust line 1
8 is open to the intake system 2. Thereby, the content of hydrocarbons in the air discharged from the activated carbon filter 12 is used together in the combustion process of the piston internal combustion engine.
【００１４】
活性炭フィルタ１２の逆洗がエンジンが暖まったときにのみ行われると、クラ
ンク室内の炭化水素は蒸気の形態が維持され、潤滑油の希釈が回避される。液体
分離器１７が同様に暖められるようにエンジンブロックに一体化されると、分離
器１７内の凝縮現象が同様に抑止されるので、分離器１７からクランク室に戻る
油が炭化水素成分によって希釈されず、炭化水素成分は排出空気と共に吸気系２
に供給される。If the backwashing of the activated carbon filter 12 is carried out only when the engine is warmed up, the hydrocarbons in the crank chamber remain in the vapor form and dilution of the lubricating oil is avoided. If the liquid separator 17 is integrated into the engine block so that it is likewise warmed up, the condensation phenomenon in the separator 17 is likewise suppressed, so that the oil returning from the separator 17 to the crankcase is diluted by the hydrocarbon component. However, the hydrocarbon components are taken into the intake system 2 together with the exhaust air.
Is supplied to.
【００１５】
吹き出し管路１６は液体分離器１７に通じる別個の管路として形成してもよい
。The outlet line 16 may be formed as a separate line leading to the liquid separator 17.
【００１６】
タンク空気抜き装置の代わりにあるいはタンク空気抜き装置に加えて、負圧で
付勢される他の装置として、ブレーキブースタ１９を設けることができる。この
ブレーキブースタは吸込み管１３に直接接続され、それによって持続的に負圧で
付勢される。A brake booster 19 may be provided as another device that is biased by a negative pressure, instead of or in addition to the tank air vent device. This brake booster is directly connected to the suction pipe 13 and is thereby continuously urged with negative pressure.
【００１７】
実施の形態で挙げたベーンポンプの代わりに、他の種類のポンプを使用するこ
とができ、例えばいわゆるカプセルポンプまたはルーツポンプあるいはピストン
ダイヤフラムポンプを使用することができる。このピストンダイヤフラムポンプ
は構造が複雑で高価である。Instead of the vane pumps mentioned in the embodiments, other types of pumps can be used, for example so-called capsule pumps or roots pumps or piston diaphragm pumps. This piston diaphragm pump has a complicated structure and is expensive.
【図１】 ４シリンダ型ピストン式内燃機関１をブロック回路図の形で示す。[Figure 1] A four cylinder piston internal combustion engine 1 is shown in the form of a block circuit diagram.
───────────────────────────────────────────────────── フロントページの続き (72)発明者 デュエスマン・マルクス ドイツ連邦共和国、52222 シュトルベル ク、ヘルツォークストラーセ、26 Ｆターム(参考） 3G013 BB04 BB14 BB18 3G015 EA07 ─────────────────────────────────────────────────── ─── Continued front page (72) Inventor Duesmann Marx 52222 Stolbel, Federal Republic of Germany Ku, Herzog Strasse, 26 F term (reference) 3G013 BB04 BB14 BB18 3G015 EA07
Claims (8)
れる少なくとも１つの装置（９）と、エンジン潤滑用の駆動可能なオイルポンプ
（４）とに接続され、真空ポンプ（８）が設けられ、この真空ポンプがオイルポ
ンプ（４）に駆動連結され、真空ポンプに空気排出装置が付設され、この空気排
出装置が吸気系に接続されていることを特徴とするピストン式内燃機関。1. A drivable oil pump (4) for engine lubrication, comprising at least one device (9) comprising an unrestricted intake system (2) biased by negative pressure. It is connected, a vacuum pump (8) is provided, this vacuum pump is drivingly connected to the oil pump (4), an air exhaust device is attached to the vacuum pump, and this air exhaust device is connected to the intake system. Characteristic piston type internal combustion engine.
いることを特徴とする請求項１記載のピストン式内燃機関。2. The piston type internal combustion engine according to claim 1, wherein the vacuum pump (8) is arranged coaxially with the oil pump (4).
徴とする請求項１または２記載のピストン式内燃機関。3. The piston type internal combustion engine according to claim 1, wherein the vacuum pump (4) is arranged in the crank chamber.
ら直接行われることを特徴とする請求項１〜３のいずれか一つに記載のピストン
式内燃機関。4. The piston type internal combustion engine according to claim 1, wherein the oil is supplied to the vacuum pump (8) directly from the oil pump (4).
し管が空気排出装置（１７，１８）を介して吸気系（２）に接続されていること
を特徴とする請求項１〜４のいずれか一つに記載のピストン式内燃機関。5. The vacuum pump (8) comprises an outlet pipe (16), which is connected to the intake system (2) via an air exhaust device (17, 18). Item 4. A piston type internal combustion engine according to any one of items 1 to 4.
を特徴とする請求項１〜５のいずれか一つに記載のピストン式内燃機関。6. The piston type internal combustion engine according to claim 1, wherein the vacuum pump (8) is embodied as a vane pump.
フィルタ（１２）によって形成されていることを特徴とする請求項１〜６のいず
れか一つに記載のピストン式内燃機関。7. Piston according to any one of the preceding claims, characterized in that the device (9) biased by negative pressure is formed by an activated carbon filter (12) of a tank venting device. Internal combustion engine.
を特徴とする請求項１〜７のいずれか一つに記載のピストン式内燃機関。8. A piston-type internal combustion engine according to claim 1, wherein the device (9) biased by negative pressure is a brake booster.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19942011.4 | 1999-09-03 | ||
| DE1999142011 DE19942011A1 (en) | 1999-09-03 | 1999-09-03 | Piston engine with negative pressure generation with throttle-free air intake |
| PCT/EP2000/008505 WO2001018361A1 (en) | 1999-09-03 | 2000-08-31 | Internal combustion piston engine with vacuum generation and throttle-free air intake |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2003508675A true JP2003508675A (en) | 2003-03-04 |
Family
ID=7920665
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001521875A Withdrawn JP2003508675A (en) | 1999-09-03 | 2000-08-31 | Piston-type internal combustion engine equipped with a negative pressure generator that sucks air without throttling |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP1129274A1 (en) |
| JP (1) | JP2003508675A (en) |
| DE (1) | DE19942011A1 (en) |
| WO (1) | WO2001018361A1 (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10241302B4 (en) * | 2002-09-04 | 2005-02-10 | Carl Freudenberg Kg | Method and device for venting an internal combustion engine |
| DE102008052763B4 (en) * | 2008-10-22 | 2017-03-30 | Bayerische Motoren Werke Aktiengesellschaft | Tank ventilation device for a motor vehicle |
| DE102009049024B4 (en) | 2009-10-10 | 2018-03-08 | Bayerische Motoren Werke Aktiengesellschaft | Process for extracting gases from a tank ventilation system |
| JP6111697B2 (en) | 2013-01-30 | 2017-04-12 | スズキ株式会社 | Engine negative pressure supply device |
| DE102014224750B4 (en) * | 2014-06-18 | 2017-03-02 | Magna Powertrain Bad Homburg GmbH | Vacuum system for an internal combustion engine and method of operating the same |
| DE102015222977A1 (en) | 2015-11-20 | 2017-05-24 | Robert Bosch Gmbh | Provision of vacuum for tank ventilation or brake booster |
| DE102019110952A1 (en) * | 2019-04-29 | 2020-10-29 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Air supply system |
| CN116026533B (en) * | 2023-03-28 | 2023-09-05 | 苏州恩都法汽车系统股份有限公司 | Diagnostic system and diagnostic method |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2737341A (en) * | 1950-02-25 | 1956-03-06 | Trico Products Corp | Rotary pump |
| DE2833167A1 (en) | 1978-07-28 | 1980-02-14 | Barmag Barmer Maschf | CONSTRUCTION UNIT CONSTRUCTING AN OIL PUMP FOR LUBRICATING OIL CIRCUIT FOR AN INTERNAL COMBUSTION ENGINE AND A VACUUM PUMP FOR GENERATING A VACUUM FOR THE BRAKE POWER REINFORCEMENT IN MOTOR VEHICLES |
| GB2093530A (en) * | 1981-02-19 | 1982-09-02 | Dewandre Co Ltd C | Rotary fluid pumps |
| US4497618A (en) * | 1983-09-12 | 1985-02-05 | General Motors Corporation | Combined vacuum pump and power steering pump assembly |
| DE3506433C2 (en) * | 1984-03-07 | 1994-04-14 | Barmag Barmer Maschf | Unit consisting of a vane vacuum pump and a booster pump |
| DE3637229C2 (en) * | 1985-11-13 | 1998-04-16 | Barmag Barmer Maschf | Unit consisting of a hydraulic pump and a vacuum pump |
| GB2317649B (en) * | 1995-04-12 | 1998-10-14 | Bosch Gmbh Robert | Device for the delivery of fuel from a storage tank to an internal combustion engine of a motor vehicle |
-
1999
- 1999-09-03 DE DE1999142011 patent/DE19942011A1/en not_active Withdrawn
-
2000
- 2000-08-31 WO PCT/EP2000/008505 patent/WO2001018361A1/en not_active Application Discontinuation
- 2000-08-31 EP EP00960567A patent/EP1129274A1/en not_active Withdrawn
- 2000-08-31 JP JP2001521875A patent/JP2003508675A/en not_active Withdrawn
Also Published As
| Publication number | Publication date |
|---|---|
| DE19942011A1 (en) | 2001-03-08 |
| WO2001018361A1 (en) | 2001-03-15 |
| EP1129274A1 (en) | 2001-09-05 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A300 | Application deemed to be withdrawn because no request for examination was validly filed |
Free format text: JAPANESE INTERMEDIATE CODE: A300 Effective date: 20071106 |