KR102100624B1 - Fluid accelerator capable of changing intake flow rate for internal combustion engine - Google Patents

Abstract

The present invention relates to a fluid acceleration device capable of changing the flow rate of fluid for an internal combustion engine, and more specifically, to a fluid acceleration device which can change the flow rate of intake and exhaust air in a dual type to convert to either a fuel consumption driving mode or a sports driving mode according to road conditions and to accelerate and compress the fluid according to a converted mode, can stably obtain engine output and torque by minimizing the temperature change of the intake and exhaust air due to seasonal changes by heating the intake and exhaust air according to an oil type, and can improve practicality and fuel efficiency by informing a driver of the pressure and temperature of the intake and exhaust air through a control unit to select the driving mode.

Description

Fluid accelerator capable of changing intake flow rate for internal combustion engine

The present invention relates to a fluid acceleration device capable of changing the flow rate of a fluid for an internal combustion engine, and more specifically, it is possible to change the flow rate of intake / exhaust air in a dual type. After converting to any one, the fluid is accelerated and compressed according to the mode, and the temperature of the intake and exhaust air according to the season is minimized by heating the temperature of the intake and exhaust according to the oil type, so that the engine output and torque can be stably obtained. The present invention relates to a fluid acceleration device capable of changing the fluid flow rate for an internal combustion engine.

In general, looking at the four-stroke operation of the engine of the internal combustion engine generates power by operating in the order of suction, compression, explosion, and exhaust.

The source of this engine power is the thermal energy generated in the combustion chamber in the cylinder. At this time, the combustion chamber obtains power by instantaneously combusting the atomized fuel and air in the head portion of the engine and sealed therein. In order to increase the output, more fuel must be combusted to increase the energy generated in a unit time. In this case, more intake air is required.

However, it is not just to increase the combustion, but to obtain a certain high efficiency, it is necessary to adjust various ambient conditions.

The increase in engine power is directly proportional to the amount of air used, and in order to increase the amount of intake air, the amount of displacement of each cylinder is changed, the flow of air is improved, or the amount is changed using the number of cylinders.

At this time, the intake device is a very important device for increasing the durability of the engine as a passage for supplying air necessary for the combustion chamber.

During the four-stroke operation of the engine, intake pressures and exhaust pressures of various complicated stages are generated, which act as resistance to air flow to the inlet of the first intake air and the final exhaust outlet.

The path from the initial intake to the final exhaust is shown in Figure 1, the intake filter 31, intake 32, throttle body 33, surge tank 34, intake manifold 35, head (intake port : 36), in-cylinder combustion chamber 37, head (exhaust port: 38), exhaust manifold 39, exhaust pipe 40, catalytic device 41, intermediate pipe 42, main silencer 43, The tail pipe 44 is sequentially passed. Here, the intake means a pipe connecting the intake filter and the throttle body.

In broad terms, the intake air pressure at the inlet end and the exhaust pressure at the outlet end as a resistance to air flow are indicated based on the combustion chamber.

In addition, in the intake / exhaust system, there is a valve overlap period in which the intake valve and the exhaust valve are open at the same time to improve the filling efficiency by using the inertia of the air flow.

The overlap occurs repeatedly over tens to hundreds of times per second depending on the rotational speed of the engine, and the role of the airtightness of the intake valve is lost during the valve overlap, thereby providing a cause of backfire. To prevent this, if the valve overlap period is not set, the valve overlap timing is inevitably designed due to the contradiction that the efficiency of the piston is very low due to the use of inertia of air and the mechanical load of a considerable air pressure to the reciprocating motion of the piston. .

In addition, the intake pulsation wave is generated by the pressure applied by the closing of the intake valve during the intake stroke, resulting in the opposite flow. It affects the intake filter (air cleaner inlet), and this intake disturbance acts as one of the causes of the engine power drop.

And, for example, when driving on the same vehicle, the power of the engine is transmitted differently when driving on a flat surface and when climbing a ramp depending on road conditions and external temperature conditions. For example, when driving on flat land, fuel consumption based on 1L fuel consumption is 10Km, and when driving on a slope, fuel consumption at 1L fuel consumption is 8Km. The reason is that fuel efficiency can be increased by driving at low power and torque on flat land, and fuel efficiency is increased. In addition, even in environmental conditions, there is a problem in that fuel efficiency increases / falls due to a difference in temperature / humidity of the intake air due to temperature changes such as intake air temperature / humidity and summer / winter.

To cope with this problem, various types of technologies have been proposed in the past. In general, a camshaft is known for tornado, cyclone, jet valve, turbocharger, supercharger, intercooler device, etc. to obtain a variable inertia effect at the time of valve overlap.

They are a means for guiding intake air into a more efficient inertia effect, and devices that allow it to be introduced under forced pressure, or it is difficult to achieve the desired effect, and when supplying with a high density, on the contrary, a cooler that must cool high-density air There is a disadvantage that it is very complicated and manufacturing costs are increased due to complementary device configurations such as placement.

Republic of Korea Patent Publication No. 10-1999-0075276 Republic of Korea Registered Patent No. 10-1578833

The present invention has been devised to solve the above problems,

It is a dual type, so it is possible to change the flow rate of intake and exhaust air. After converting to either fuel consumption driving mode or sports driving mode depending on the road conditions, the fluid is accelerated and compressed according to the mode, and the intake and exhaust air depending on the type of air An object of the present invention is to provide a fluid accelerator capable of changing the fluid flow rate for an internal combustion engine that can stably obtain the engine output and torque by minimizing the temperature change of the intake and exhaust air by heating the temperature.

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In addition, the purpose of the present invention is to provide a fluid accelerator capable of changing the flow rate of a fluid for an internal combustion engine that improves practicality and fuel efficiency by informing the driver of the pressure and temperature of intake and exhaust air through a control unit to select an operation mode. There is this.

In order to achieve the above object, the present invention is installed in the intake pipe or exhaust pipe of an internal combustion engine in a fluid accelerator for changing the acceleration of the intake and exhaust fluid according to the driving mode of the vehicle,

An inlet through which a fluid is connected to the intake or exhaust pipe;

A branching portion for branching the fluid introduced through the inlet;

A plurality of transfer parts which are respectively connected to the branched parts of the branch part to transfer fluid;

A first damper unit installed in the branch to control the flow of fluid such that fluid is selectively transferred to one of the plurality of transfer units;

A plurality of fluid accelerators respectively installed inside the plurality of transport parts to accelerate fluid transferred to the transport part according to a driving mode of the vehicle;

An impregnating part formed on one side of the plurality of conveying parts to merge the plurality of conveying parts into one;

A second damper unit installed in the impregnating unit to control the flow of fluid such that fluid is selectively transferred to one transport unit among a plurality of transport units;

It is formed on one side of the impregnating portion is connected to the intake pipe or exhaust pipe, the outlet to discharge the fluid transferred by the control of the second damper portion to the intake pipe or exhaust pipe; flow rate of the fluid for the internal combustion engine, characterized in that comprises a It relates to a fluid accelerator capable of modification.

In addition, the first damper part and the second damper part of the present invention are operated by a servo motor to selectively block one transport part of a plurality of transport parts to control the flow of the fluid, and the servo motor controls the vehicle according to the driving mode of the vehicle. It relates to a fluid accelerating device capable of changing the flow rate of the fluid for an internal combustion engine characterized in that it is operated by.

In addition, the plurality of flow accelerators of the present invention relates to a fluid acceleration device capable of changing the flow rate of a fluid for an internal combustion engine, characterized in that it is formed by being divided into a fuel consumption driving mode type and a sports driving mode type.

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In addition, a plurality of transfer parts of the present invention is further formed with a heating device for heating the fluid to be transferred therein, the heating device is a fluid acceleration device capable of changing the flow rate of the fluid for an internal combustion engine characterized in that it is operated by a control unit It is about.

In addition, a pressure sensor for measuring the pressure of the fluid to be transported and a temperature sensor for measuring the temperature of the fluid to be transported are installed in the branch or impregnation part of the present invention, and the values measured by the pressure sensor and the temperature sensor are provided to the control unit. The present invention relates to a fluid accelerating device capable of changing the flow rate of a fluid for an internal combustion engine, characterized in that measurement values are disclosed to the outside through the control unit.

As described above, for the internal combustion engine of the present invention, the fluid accelerator capable of changing the flow rate of the fluid is a dual type, so it is possible to change the flow rate of the intake and exhaust air, and according to the conditions of the road, the fuel accelerator mode or the sports driving mode After converting to any one, the fluid is accelerated and compressed according to the mode, and the temperature of the intake and exhaust air according to the season is minimized by heating the temperature of the intake and exhaust according to the oil type, so that the engine output and torque can be stably obtained. It has the effect.

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In addition, by informing the driver of the pressure and temperature of the intake and exhaust air through the control unit to select the driving mode, there is an effect of improving practicality and fuel efficiency.

1 is a schematic diagram showing a valve overlap state as a configuration diagram of an internal combustion engine including a conventional intake and exhaust system,
2 is a plan view showing a fluid accelerator capable of changing the flow rate of a fluid for an internal combustion engine according to an embodiment of the present invention,
3 is a front view showing a flow velocity accelerator according to an embodiment of the present invention,
4 is a side sectional view showing a flow velocity accelerator according to an embodiment of the present invention,
5 is a schematic diagram showing a flow of fluid according to an embodiment of the present invention.

The present invention having such features may be more clearly described through preferred embodiments accordingly.

Before describing various embodiments of the present invention in detail with reference to the accompanying drawings, it can be seen that its application is not limited to the details of the configurations and arrangements of components described in the following detailed description or illustrated in the drawings. will be. The present invention can be implemented and implemented in other embodiments and can be performed in a variety of ways. In addition, the device or element orientation (eg "front", "back", "up", "down", "top", "bottom") The expressions and predicates used herein with respect to terms such as "," left "," right "," lateral ", etc. are only used to simplify the description of the present invention, and related devices Or you will see that the element simply indicates or does not mean that it should have a specific direction. Also, terms such as “first” and “second” are used in the present application and appended claims for explanation and are not intended to indicate or mean relative importance or purpose.

Therefore, the embodiments shown in the embodiments and the drawings described in this specification are only the most preferred embodiments of the present invention and do not represent all of the technical spirit of the present invention, and at the time of this application, various alternatives are possible. It should be understood that there may be equivalents and variations.

2 is a plan view showing a fluid accelerator capable of changing the flow rate of a fluid for an internal combustion engine according to an embodiment of the present invention, FIG. 3 is a front view showing a flow velocity accelerator according to an embodiment of the present invention, and FIG. 4 is a It is a side sectional view showing a flow velocity accelerator according to an embodiment of the present invention, and FIG. 5 is a schematic view showing a flow of fluid according to an embodiment of the present invention.

2 to 5, a fluid accelerator capable of changing the flow rate of a fluid for an internal combustion engine of the present invention is installed in an intake pipe or an exhaust pipe of an internal combustion engine to accelerate fluid intake and exhaust according to the driving mode of the vehicle. As a fluid accelerator for changing the, the inlet 10, the branch portion 20, the transfer portion 50, the first damper portion 80, the fluid accelerator portion 100, the impregnation portion 60 and , A second damper unit 90, an outlet port 70, and a control unit 200. At this time, when the fluid accelerator is used in the engine, between the cylinder head and the intake manifold, the inlet portion of the intake manifold (before the surge tank), the end of the intake duct (intake) between the intake filter and the intake manifold, intake filter It can be selectively combined according to the structure of the engine, such as the position immediately after the. Here, the intake means an intake pipe or an exhaust pipe connecting the intake filter and the throttle body.

Here, the inlet 10, the branching portion 20, the transfer portion 50, the impregnating portion 60 and the outlet 70 are formed as one case, each of which is formed for each compartment in the case, the inlet ( 10) is formed with a thread on the outer periphery to be connected to the intake pipe or the exhaust pipe, and a rubber packing or the like is further formed on the outer periphery of the inlet 10, so that a gap does not occur when coupled to the intake pipe or the exhaust pipe.

2 and 5, the branch portion 20 is formed to extend from the inlet 10, one side of which is dually branched to be connected to the dual transfer portions 50, respectively, and is connected to the transfer portions 50, respectively. The outer case is formed in the branch portion 20 in a form extending from the inlet 10.

2 and 5, as shown in FIGS. 2 and 5, a plurality is formed, but in the present invention, one side is connected to a branched portion of the branch 20 by being dually composed of two transfer parts 50. , The other side of the transfer unit 50 is connected to the impregnation portion 60 to transfer the fluid branched from the branch portion 20 to the impregnation portion 60.

Here, the transfer portion 50 is formed of a corrugated pipe made of silicone to be flexibly connected between the branching portion 20 and the impregnating portion 60, and the fluid accelerating portion 100 is easily inside the transfer portion 50. A coupling hole (not shown) is formed to be detachable, and the coupling hole is a device that is attached to the outer periphery of the fluid accelerator 100 to fix the fluid accelerator 100. At this time, the coupling hole is formed in various forms, such as a clamp, a bolt / nut, to fix the fluid accelerator 100.

In addition, a heating device 51 for heating the fluid to be transferred therein is further formed in the transfer unit 50 of the dual, and the heating device 51 is formed of a heating wire that generates heat when electricity is applied to the transfer unit 50 ) Is heated on the outside or formed inside the transfer unit 50 to heat the transferred fluid. At this time, the heating device 51 may be a variety of heating devices 51 because of the thermal insulation material surrounding the outside of the transfer unit 50 in addition to the hot wire.

In addition, the heating device 51 is operated by the control unit 200, measures the temperature of the fluid by the temperature sensor 210 described below, the control unit 200 according to the measured temperature value, the heating device (51), and the control unit (200) controls the heating device (51) so that the fluid can be maintained at a set constant temperature.

As shown in FIGS. 2 and 5, the impregnating portion 60 is connected to the other side of the dual conveying portion 50 and merged to form one flow path, and the impregnating portion 60 is the conveying portion 50 side In the expanded form in the outer case is formed in a form that narrows toward the outlet (70).

Meanwhile, a pressure sensor 220 for measuring the pressure of the fluid to be transported and a temperature sensor 210 for measuring the temperature of the fluid to be transported are installed in the branch 20 or the impregnation part 60, as shown in FIG. 2. , The values measured by the pressure sensor 220 and the temperature sensor 210 are transmitted to the control unit 200, and the measurement values are disclosed to the outside through the control unit 200.

Here, the control unit 200 is installed in the interior of the vehicle, the driver can check the pressure and temperature of the air intake and exhaust through the display with graphs and analog numbers to easily grasp the condition of the vehicle and easily operate accordingly You can.

2 and 5, the outlet 70 is formed in a narrowed portion of the impregnating portion 60 and connected to an intake pipe or an exhaust pipe, and the outlet 70 is connected to an intake pipe or an exhaust pipe. A thread is formed on the periphery, and a rubber packing or the like is further formed on the outer periphery of the outlet 70, so that a gap does not occur when coupled to an intake pipe or an exhaust pipe.

2 and 5, the first damper unit 80 is vertically installed in the branch unit 20 to selectively transfer fluid to one transfer unit among the dual transfer units 50. The flow of the fluid is controlled by blocking the transfer unit 50. Here, the first damper unit 80 is operated by the servo motor 81 to selectively block one transfer unit 50 of the dual transfer unit 50 so that fluid is transferred to the other transfer unit 50 The flow of fluid is controlled, and the servomotor 81 is operated by the control unit 200 according to the driving mode of the vehicle.

2 and 5, the second damper unit 90 is vertically installed in the impregnating unit 60 so that fluid is selectively transferred to one of the dual transfer units 50. The flow of the fluid is controlled by blocking the other transfer part 50. Here, the second damper unit 90 is operated by the servo motor 91 to selectively block one transfer unit 50 of the dual transfer unit 50 so that fluid is transferred to the other transfer unit 50 The flow of fluid is controlled, and the servo motor 91 is operated by the control unit 200 according to the driving mode of the vehicle.

In addition, the first damper unit 80 and the second damper unit 90 are operated in the same direction to prevent the fluid being transferred to the transfer unit 50 on one side from entering the transfer unit 50 on the other side. The parts 80 and 90 are installed and operated at the same time. That is, the first damper unit 80 controls the fluid flowing in, and the second damper unit 90 controls the fluid being discharged.

As illustrated in FIGS. 2 to 5, the fluid accelerator 100 is installed inside each of the dual conveying parts 50 to accelerate fluid differently transferred to the conveying parts according to a driving mode of the vehicle. The fluid accelerator 100 is divided into a driving mode type that increases fuel efficiency and a sports driving mode type that increases output to the engine. That is, the fuel economy driving mode type is installed on the transport unit 50 on one side, and the sports driving mode type is installed on the transport unit 50 on the other side, and the first damper unit 80 and the second damper unit according to road conditions. By manipulating (90), the fluid can be transferred to the fluid acceleration unit 100a of the fuel economy driving mode type or the fluid is transferred to the fluid acceleration unit 100b of the sports driving mode type.

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On the other hand, the structure of the fluid accelerator 100 is formed in a venturi structure, as shown in Figures 3 to 4, the center hole 110 / middle hole 120 / side hole 130 is divided into a triple structure like this There is, the flow rate and flow rate of each fluid flows differently, the center hole 110 is formed with a venturi-structured hole in the center of the fluid accelerator 100, the inlet side of the hole inner diameter of the screw type As the spiral groove 111 is formed and moves toward the outlet, a constant inclination angle is formed according to the shape of the screw.

In addition, the middle hole 120 is formed with a plurality of holes in a straight line at the entrance side of the venturi structure, a protrusion is projected outward at the outlet side of the middle hole 120, and the side hole 130 is a middle hole Separated from the 120 and the compartment is formed at the edge of the inlet side of the fluid accelerator 100, the side hole 130 is formed of a plurality of braids in the form of rotation.

In addition, the outer surface of the fluid accelerator 100 is coated with Teflon to facilitate fluid acceleration.

In this way, the fluid accelerator 100 is formed in the structure as described above, the fluid accelerator 100 of the present invention is a fuel consumption driving mode type fluid accelerator 100a and a sports driving mode type fluid accelerator 100b. ) Are formed differently from each other. That is, the overall structure is composed of a center hole 110, a middle hole 120, and a side hole 130 as described above, but the fluid acceleration part 100b of the sports driving mode type is a fluid acceleration part of the fuel economy driving mode type. Compared to (100a), the center groove 110 has a long spiral groove 111 reach, a large diameter of the middle hole 120, and a venturi shape with a fast flow rate to increase engine output and torque.

10: inlet 20: branch
50: transfer unit 51: heating device
60: impregnation portion 70: outlet
80: 1st damper part 81,91: Servo motor
90: second damper unit 100: fluid acceleration unit
100a: Fuel acceleration mode fluid accelerator
100b: Sports driving mode type fluid accelerator
110: Center Hall 111: Spiral Home
120: middle hole 130: side hole
200: control unit 210: temperature sensor
220: pressure sensor

Claims (5)

In the fluid accelerator installed in the intake pipe or exhaust pipe of the internal combustion engine to change the acceleration of the intake and exhaust fluid according to the driving mode of the vehicle,
An inlet port (10) connected to the intake pipe or exhaust pipe through which fluid flows;
A branch portion 20 for branching the fluid introduced through the inlet 10;
A plurality of transfer parts 50 which are respectively connected to the branched parts of the branch part 20 and through which fluid is transferred;
A first damper unit 80 which is installed in the branch unit 20 and controls the flow of fluid such that fluid is transferred to one transport unit 50 among a plurality of transport units 50;
A plurality of fluid accelerators 100 respectively installed inside the plurality of transport parts 50 to accelerate the fluid transferred to the transport part 50 according to a driving mode of the vehicle;
A plurality of transfer parts 50 formed on one side of the plurality of transfer parts 50 to merge the plurality of transfer parts 50 into one;
A second damper unit 90 installed in the impregnating unit 60 to control the flow of fluid such that fluid is transferred to one transport unit 50 among a plurality of transport units 50;
It is formed on one side of the impregnating portion 60 and connected to the intake pipe or exhaust pipe, the outlet 70 for flowing the fluid transferred by the control of the second damper portion 90 to the intake pipe or exhaust pipe; Become,
The first damper unit 80 and the second damper unit 90 are operated by servo motors 81 and 91 to selectively block one transfer unit 50 of the plurality of transfer units 50 to prevent fluid flow. Control, the servo motor (81,91) is operated by the control unit 200 according to the driving mode of the vehicle,
The plurality of flow velocity accelerators 100 are formed by being divided into a flow rate accelerator portion 100a of a fuel consumption driving mode type and a flow velocity accelerator portion 100b of a sports driving mode type,
In the plurality of transfer parts 50, a heating device 51 for heating a fluid transferred therein is further formed, and the heating device 51 is operated by the control unit 200,
A pressure sensor 220 for measuring the pressure of the fluid to be transported and a temperature sensor 210 for measuring the temperature of the fluid to be transported are installed at the branch 20 or the impregnation part 60, and the pressure sensor 220 ) And the value measured by the temperature sensor 210 is transmitted to the control unit 200, and the measurement value is exposed to the outside through the control unit 200,
The structure of the fluid accelerator 100 is formed of a venturi structure, and is divided into a triple structure of a center hole 110, a middle hole 120, and a side hole 130, and the flow rate of each fluid is a shape and a flow rate. It flows differently,
The center hole 110 is formed with a venturi-structured hole in the central portion of the fluid accelerator 100, and a screw-shaped spiral groove 111 is formed at the inlet side of the hole inner diameter to match the screw shape as it moves toward the outlet. A constant inclination angle is formed,
In the middle hole 120, a plurality of holes are formed in a straight line at the entrance side of the venturi structure, and a protrusion is projected outward at the outlet side of the middle hole 120,
The side hole 130 is formed at the edge of the inlet side of the fluid accelerator 100 by separating the middle hole 120 and the compartment. A fluid accelerator capable of changing the fluid flow rate for an internal combustion engine. delete delete delete delete

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