US20080276895A1 - Intake manifold tuning assembly - Google Patents
Intake manifold tuning assembly Download PDFInfo
- Publication number
- US20080276895A1 US20080276895A1 US11/801,177 US80117707A US2008276895A1 US 20080276895 A1 US20080276895 A1 US 20080276895A1 US 80117707 A US80117707 A US 80117707A US 2008276895 A1 US2008276895 A1 US 2008276895A1
- Authority
- US
- United States
- Prior art keywords
- valves
- tuning
- runners
- intake manifold
- set forth
- 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.)
- Granted
Links
Images
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
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10026—Plenum chambers
- F02M35/10065—Valves arranged in the plenum chamber
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
- F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
- F02B27/0221—Resonance charging combined with oscillating pipe charging
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
- F02B27/0252—Multiple plenum chambers or plenum chambers having inner separation walls, e.g. comprising valves for the same group of cylinders
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0268—Valves
- F02B27/0284—Rotary slide 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
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10026—Plenum chambers
- F02M35/10045—Multiple plenum chambers; Plenum chambers having inner separation walls
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10072—Intake runners
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
- F02M35/10118—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements with variable cross-sections of intake ducts along their length; Venturis; Diffusers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
- F02M35/10308—Equalizing conduits, e.g. between intake ducts or between plenum chambers
-
- 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
- F02M35/116—Intake manifolds for engines with cylinders in V-arrangement or arranged oppositely relative to the main shaft
-
- 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
Definitions
- the present invention relates, generally, to an air intake manifold for an internal combustion engine, and, more specifically, to an intake manifold tuning assembly that efficiently directs air toward the combustion chamber.
- Internal combustion engines known in the related art may generally include, among other basic components, an air intake manifold and an engine block having one or more cylinders and one or more pistons supported for reciprocal movement in each cylinder.
- the air intake manifold receives air from a throttle body and directs the air into one or more plenums.
- the air intake manifold includes two plenums each having runners that direct air toward alternating cylinders along the engine's firing sequence.
- the runners would direct air from one plenum to cylinders 1, 3 and 5 and the runners from the other plenum would direct air to cylinders 2, 4 and 6.
- At least one intake valve is disposed between the runner and the cylinder to regulate air induction into the combustion chamber. More specifically, during the downward stroke of the piston, the intake valve is open and air is drawn from the runner into the cylinder. Subsequently, the intake valve closes as the piston travels along an upward stroke where the air within the combustion chamber is compressed and combusted. This process is repeated within each cylinder along firing order. However, as the intake valve closes, air within the runner continues to rush toward the cylinder, which creates an increase in air pressure. The difference in pressure between the air in the runner and the air within the plenum causes a disturbance that results in undesirable noise, vibration and harshness (“NVH”) within the engine.
- NSH undesirable noise, vibration and harshness
- a conventional tuning assembly includes a valve that equalizes the air pressure between the two plenums, thereby reducing the likelihood of a disturbance that results in NVH.
- conventional tuning assemblies generally consume a large area (“footprint”) within the engine compartment which is undesirable in the highly competitive industry of automobile manufacturing.
- tuning assemblies are directed toward equalizing pressure differences, they provide only de minimus improvement with regard to engine performance. More specifically, it is known that increased air density within the combustion chamber will provide improved combustion efficiency and greater engine performance.
- most conventional tuning assemblies merely provide a “blow-by” valve, which passively directs air between the plenums when the pressure difference exceeds a predetermined range.
- Other conventional tuning assemblies are known to include a power-actuated valve that transfers air between the plenums based on a predetermined set of values corresponding to pressure change, temperature, engine speed, or the like. Such power-actuated assemblies generally suffer from the above-noted disadvantages, namely a large footprint.
- conventional tuning assemblies may provide for a reduction in NVH, they do not effectively utilize the increased air pressure to improve engine performance. More specifically, conventional tuning assemblies do not effectively provide for the efficient redirection of pressurized air toward the next combustion chamber in the firing order for increased engine torque, especially at lower engine speeds. Rather, due to the travel distance of pressurized air from one runner through the plenums and into another runner required by known tuning assemblies only a negligible amount of the pressurized air reaches the next combustion chamber along the firing order.
- the present invention overcomes the disadvantages in the related art in an intake manifold tuning assembly that streamlines the flow path of pressurized air toward next cylinders in the engine firing sequence for improved torque output within a predetermined range of engine speed.
- the present invention includes an intake manifold including first and second plenums that are operatively attached to the throttle body of an internal combustion engine.
- the present invention further includes a plurality of runners depending from the first and second plenums to direct air into the cylinders of an internal combustion engine and each of the runners include a vent adapted to release pressurized air within the runner.
- the intake manifold tuning assembly further includes a tuning device disposed between the first and second plenums.
- the tuning device includes a housing operatively attached to the runners and an intermediate plenum defined within the housing.
- the housing further includes a plurality of tuning ports aligned with respect to the vents.
- the tuning ports are adapted to receive pressurized air from the runners and the intermediate plenum is adapted to direct pressurized air from one of the runners toward another runner corresponding to the next cylinder in the firing sequence of an internal combustion engine.
- the tuning device further includes a plurality of valves adapted to regulate the transfer of pressurized air between the runners and the intermediate plenum to provide increased torque output over a predetermined range of engine speed.
- one advantage of the present invention is it streamlines the flow of pressurized air by providing communication between consecutive runners corresponding to the next cylinders along the firing sequence of an engine.
- Another advantage of the present invention is that it optimizes the local high pressure air volume stored in one runner by providing an intermediate plenum that re-directs the pressurized air into another runner corresponding to the next cylinder in the firing sequence of an engine.
- Yet another advantage of the present invention is that it actively adjusts the engine torque output over and intended engine speed range for improved performance by providing an actuated valve that regulates the flow path of local high pressure air volume in response to engine speed.
- Yet another advantage of the present invention is that it provides a tuning device disposed between the plenums and operatively attached to the runners for a reduced footprint within the engine compartment.
- FIG. 1 is a partial cross-sectional side view of an internal combustion engine and intake manifold tuning assembly in accordance with the present invention.
- FIG. 2 is a fragmentary top perspective view of the intake manifold tuning assembly where the valves are in a closed position in accordance with the present invention.
- FIG. 3 is a fragmentary top perspective view of the intake manifold tuning assembly where the valves are in an open position in accordance with the present invention.
- FIG. 4A is a top cross-sectional view of the intake manifold tuning assembly illustrating the air flow path when the valves are in a closed position in accordance with the present invention.
- FIG. 4B is a top cross-sectional view of the intake manifold tuning assembly illustrating the air flow path when the valves are in an open position in accordance with the present invention.
- FIG. 5A is a side cross-sectional view of the intake manifold tuning assembly illustrating the air flow path when the valves are in a closed position in accordance with the present invention.
- FIG. 5B is a partial cross-sectional side view of the intake manifold tuning assembly illustrating the air flow path when the valves are in an open position in accordance with the present invention.
- FIG. 6 is a chart illustrating the torque output advantage of an internal combustion engine having an intake manifold tuning assembly in accordance with the present invention in comparison with an internal combustion engine having a conventional intake manifold.
- An intake manifold tuning assembly of the present invention is generally indicated at 10 throughout the figures, where like numbers are used to designate like structures throughout the drawings.
- the present invention is particularly adapted for use in an internal combustion engine, generally indicated at 12 .
- the assembly 10 of the present invention is illustrated in connection with a multi-cylinder internal combustion engine 12 having a dual-overhead cam arrangement.
- the engine 12 is but one of the many internal combustion engines with which the present invention may be employed.
- the present invention may be employed in a two-stroke or four-stroke engine.
- the cylinders may be arranged in an in-line, v-shaped, or flat manner or in any other manner commonly known in the art.
- the present invention may also be employed with a carbureted or fuel injected internal combustion engine having single or dual overhead or undermounted cam(s).
- the internal combustion engine 12 includes an engine block 14 having multiple cylinders 16 , and pistons 18 , which are supported for reciprocal movement in the cylinders 14 .
- the engine 12 further includes a cylinder head 20 that supports an intake valve 22 and an exhaust valve 24 , each having valve stems 26 and valve springs 28 .
- the intake valves 22 and exhaust valves 24 are opened and closed via camshafts 30 to provide fluid communication between the cylinders 14 and the intake valves 22 and the exhaust valves 24 .
- the internal combustion engine 12 may also include spark plugs (not shown) for igniting the fuel within the combustion chamber 32 defined by the cylinder 16 and the piston 18 .
- the engine 12 may further include a fuel injector (not shown) as a means of introducing atomized fuel into the combustion chamber 32 .
- a fuel injector (not shown) as a means of introducing atomized fuel into the combustion chamber 32 .
- the present invention may be employed in connection with both a spark ignition or compression ignition (diesel) engine.
- diesel compression ignition
- the engine 12 also includes a number of other conventional components that are commonly known in the art and that will not be described in detail here.
- the intake manifold tuning assembly 10 is operatively disposed between the engine block 14 and the throttle body, generally indicated at 34 .
- the throttle body 34 is adapted to introduce air into the intake manifold tuning assembly 10 in response to input from the operator of a vehicle. More specifically, as the vehicle operator engages the accelerator or gas pedal of the vehicle (not shown), the throttle body 34 delivers an appropriate amount of air toward the combustion chamber 32 to ensure sufficient combustion. Accordingly, the throttle body 34 includes a control valve 36 to deliver the air to the intake manifold tuning assembly 10 .
- the intake manifold tuning assembly 10 of the present invention is adapted to receive air from the throttle body 34 . More specifically, the intake manifold tuning assembly 10 includes first and second plenums, 38 and 40 , respectively, that are operatively attached to the throttle body 34 and adapted to chamber air for distribution to the combustion chambers 32 . The intake manifold tuning assembly 10 further includes a plurality of runners 42 disposed between the plenums 38 and 40 and the engine block 14 . Each of the runners 42 depend from either the first or second plenum 38 and 40 and correspond to a particular cylinder 16 .
- opening the intake valve 22 creates a vacuum, which draws air from one of the plenums 38 or 40 through a runner 42 and into the cylinder 16 .
- the intake valve 22 closes.
- the exhaust valve 24 opens to release the exhaust.
- the efficiency of the engine 12 is directly related to the volume of combustible air within the combustion chamber 32 . Accordingly, an increase in air pressure within the combustion chamber 32 will result in an increase in engine efficiency and improve performance.
- air is drawn from alternating plenums 38 or 40 in order to provide sufficient air to each combustion chamber 32 .
- cylinders 1, 3, and 5 would draw air from the first plenum 38 and cylinders 2, 4 and 6 would draw air from the second plenum 40 via corresponding runners 42 .
- air within the runner 42 continues to move toward the cylinder 16 even as the intake valve 22 closes.
- the pressure of the air within the runner 42 increases behind the closed intake valve 22 .
- the increased air pressure within the runner 42 results in NVH as it attempts to equalize relative to the air pressure within the plenum 38 or 40 .
- the travel distance between runners 42 via the plenums 38 and 40 is too great to result in any noticeable improvement in engine performance.
- the runners 42 of the present invention include vents 44 that are adapted to release the pressurized air.
- the vents 44 are adapted to facilitate the transfer of pressurized air between runners 42 corresponding to the next cylinder 16 in the firing sequence. In this manner, the pressurized air previously trapped within one runner 42 may be efficiently utilized within the next combustion chamber 32 in the firing sequence.
- the vents 44 are operatively disposed along within the runners 42 in proximate relation to the engine block 14 , thereby reducing the travel distance of the pressurized air between runners 42 .
- the vents 44 may be defined within in the runners 42 via any suitable method of manufacture.
- the vents 44 may be drilled following production of the runners 42 . Further by way of example, the vents 44 may be provided within the runners 42 during a casting process.
- the present invention further includes a tuning device, generally indicated at 46 .
- the tuning device 46 is operatively disposed between the first and second plenums 38 and 40 . More specifically, the tuning device 46 is attached to the runners 42 to provide a reduced footprint and improved clearance within the engine compartment of a vehicle.
- the tuning device 46 includes a housing, generally indicated at 48 and an intermediate plenum 50 defined within the housing 48 .
- the intermediate plenum 50 is adapted to direct pressurized air from one of the runners 42 toward another runner 42 corresponding to the next cylinder 16 in the firing sequence.
- the housing 48 is shown within FIGS. 2 and 3 attached to the runners 42 by bolts 52 , the present invention is not limited by such structure.
- the housing 48 may be welded to the runners 42 or integrated with the runners 42 during casting.
- the housing 48 further includes a plurality of platforms 54 defined within the intermediate plenum 50 .
- Each of the platforms 54 includes a deck 56 that is adapted to assist in the control of air flow between the intermediate plenum 50 and the runners 42 , as will be described in greater detail below.
- the housing 48 further includes a plurality of tuning ports 58 .
- the tuning ports 58 are aligned with respect to the vents 44 and are adapted to facilitate the transfer of pressurized air between the runners 42 and the intermediate plenum 50 . As shown in the Figures, the tuning ports 58 are disposed on the deck 56 and are defined within the platforms 54 .
- the housing 48 of the present invention is not limited to tuning ports 58 that are defined within platforms 54 .
- the housing 48 may not include platforms 54 at all. Rather, the housing 48 may include substantially planar surfaces within the intermediate plenum 50 to accomplish the intended objective.
- the tuning device 46 further includes a plurality of valves 60 that are adapted to regulate the transfer of pressurized air between the runners 42 and the intermediate plenum 50 for increased torque output over a predetermined range.
- the valves 60 include a faceplate 62 that is operatively disposed adjacent to the tuning ports 58 and adapted to seal the intermediate plenum 50 from the vents 44 without actually contacting a portion of the housing 48 .
- the faceplate 62 includes a contoured profile that corresponds to the contoured profile of the deck 56 . As shown in FIGS. 2 and 3 , the contoured profiles of the faceplate 62 and the deck 56 are substantially arcuate.
- the faceplate 62 and the deck 56 each include a textured surface 62 a and 56 a , respectively, that is adapted to provide a tortuous airflow path. In this manner, the faceplate 62 and the deck 56 substantially seal the intermediate plenum 50 from the runners 42 without physical contact therebetween, when the valves 60 are in a closed position. ( FIG. 4A ).
- the tuning device 46 further includes a shaft 64 that is operatively disposed within the housing 48 .
- the valves 60 are attached to the shaft 64 to provide for uniform valve movement relative to each tuning port 58 .
- the shaft 64 is adapted to rotate within the intermediate plenum 50 so as to adjust the valves 60 between open and closed positions.
- the shaft 64 may be adapted to provide vertical movement of the valves 60 relative to the tuning ports 58 to maintain the tortuous airflow path that substantially seals the intermediate plenum 50 from the runners 42 without physical contact therebetween, when the valves 60 are in a closed position.
- the tuning device 46 further includes an actuator 66 operatively disposed along one end of the housing 48 and attached to the shaft 64 to control the movement of the valves 60 . More specifically, the actuator 66 adjusts the valves 60 between open and closed positions to actively control the transfer of pressurized air through the intermediate plenum 50 in response to engine speed, as will be described in greater detail below.
- the actuator 66 is electro-mechanically controlled. However, those having ordinary skill in the art will appreciate that the actuator 66 may be controlled by electronic, pneumatic or hydraulic operation.
- the tuning device 46 further includes a sensor 68 that is adapted to sense the speed of the internal combustion engine 12 and transmit a signal to the actuator 66 to move the valves 60 .
- the sensor 68 is operatively attached to the camshaft 30 to monitor engine RPMs.
- engine speed may be monitored through several locations within an internal combustion engine 12 .
- the sensor 68 may be operatively attached to the crankshaft or driveshaft.
- engine speed may be measured by the vehicle's computer, oil pressure or the level of throttle engagement.
- the tuning device 46 of the present invention provides active monitoring and adjustment of the flow path of pressurized air between the runners 42 and the intermediate plenum 50 based on engine speed. More specifically, the actuator 66 maintains the valves 60 in a closed position until the engine speed is within a predetermined range ( FIGS. 1 , 2 , 4 a and 5 a ). Furthermore, where the engine speed is within the predetermined range, the actuator 66 will open the valves 60 to enable the pressurized air to flow between runners 42 via the intermediate plenum 50 for improved engine performance ( FIGS. 3 , 4 b and 5 b ).
- FIG. 6 shows the torque benefit of the intake manifold tuning assembly 10 of the present invention over a conventional manifold. The data displayed in FIG. 6 is derived from simulation software.
- the circle line indicates the torque curve from an engine using an intake manifold without any tuning. As this graph indicates, there is a drop in torque between ⁇ 3000 and 4000 RPM.
- the block line represents the torque output from the same engine using the intake manifold tuning assembly 10 of the present invention. As the graph indicates, the torque output between ⁇ 3000 and 4400 RPM is improved. Accordingly, the predetermined operational range of the intake manifold tuning device 10 of the present invention is between 2,800 and 4,500 RMP.
- the actuator 66 maintains the valves 60 in a closed position until the engine speed reached 3,000 RPM. Upon reaching engine speeds between 3,000 and 4,400 RPM the actuator 66 would maintain the valves 60 in an open position.
- the actuator 66 again maintains the valves 60 in a closed position.
- the range of engine speed at which the present invention provides torque benefits are specific to each type of engine, as well as the architecture of each intake manifold.
- the range of engine speed at which the torque benefit is achieved may vary from engine to engine and from intake manifold to intake manifold.
- the present invention provides an actuator 66 that maintains the valves 60 in an open position over a predetermined range of engine speed for the communication of pressurized air between consecutive runners 42 in the firing order.
- the present invention directs the local high pressure air volume from the inducted flow of one runner 42 as the intake valve closes to the next consecutive cylinder 16 in the firing order for improved torque output from the engine 12 over a predetermined range.
- the present invention provides for a reduced length of the air flow path between consecutive cylinders 16 in the firing order.
- the present invention provides increased air density within the combustion chambers 32 over a predetermined engine speed for improved combustion.
- the present invention includes a tuning device 46 that is disposed between the plenums 38 and 40 and operatively attached to the runners 42 .
- the present invention provides for a reduction in NVH and an increase in engine performance as well as a reduction in the footprint of a manifold tuning device within the engine compartment.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Characterised By The Charging Evacuation (AREA)
Abstract
Description
- 1. Field of the Invention
- The present invention relates, generally, to an air intake manifold for an internal combustion engine, and, more specifically, to an intake manifold tuning assembly that efficiently directs air toward the combustion chamber.
- 2. Description of the Related Art
- Internal combustion engines known in the related art may generally include, among other basic components, an air intake manifold and an engine block having one or more cylinders and one or more pistons supported for reciprocal movement in each cylinder. The air intake manifold receives air from a throttle body and directs the air into one or more plenums. Typically, the air intake manifold includes two plenums each having runners that direct air toward alternating cylinders along the engine's firing sequence. By way of example, in a six cylinder engine, the runners would direct air from one plenum to cylinders 1, 3 and 5 and the runners from the other plenum would direct air to cylinders 2, 4 and 6.
- At least one intake valve is disposed between the runner and the cylinder to regulate air induction into the combustion chamber. More specifically, during the downward stroke of the piston, the intake valve is open and air is drawn from the runner into the cylinder. Subsequently, the intake valve closes as the piston travels along an upward stroke where the air within the combustion chamber is compressed and combusted. This process is repeated within each cylinder along firing order. However, as the intake valve closes, air within the runner continues to rush toward the cylinder, which creates an increase in air pressure. The difference in pressure between the air in the runner and the air within the plenum causes a disturbance that results in undesirable noise, vibration and harshness (“NVH”) within the engine.
- To address this problem, conventional tuning assemblies have been employed to control the flow path of air within the air intake manifold. Generally speaking, a conventional tuning assembly includes a valve that equalizes the air pressure between the two plenums, thereby reducing the likelihood of a disturbance that results in NVH. However, conventional tuning assemblies generally consume a large area (“footprint”) within the engine compartment which is undesirable in the highly competitive industry of automobile manufacturing.
- In addition to the constant motivation within the automobile industry to reduce the size of components within the engine compartment, there is an ongoing need to improve engine performance. While conventional tuning assemblies are directed toward equalizing pressure differences, they provide only de minimus improvement with regard to engine performance. More specifically, it is known that increased air density within the combustion chamber will provide improved combustion efficiency and greater engine performance. However, most conventional tuning assemblies merely provide a “blow-by” valve, which passively directs air between the plenums when the pressure difference exceeds a predetermined range. Other conventional tuning assemblies are known to include a power-actuated valve that transfers air between the plenums based on a predetermined set of values corresponding to pressure change, temperature, engine speed, or the like. Such power-actuated assemblies generally suffer from the above-noted disadvantages, namely a large footprint.
- Thus, while the pressure equalization between plenums offered by conventional tuning assemblies may provide for a reduction in NVH, they do not effectively utilize the increased air pressure to improve engine performance. More specifically, conventional tuning assemblies do not effectively provide for the efficient redirection of pressurized air toward the next combustion chamber in the firing order for increased engine torque, especially at lower engine speeds. Rather, due to the travel distance of pressurized air from one runner through the plenums and into another runner required by known tuning assemblies only a negligible amount of the pressurized air reaches the next combustion chamber along the firing order.
- As a result, there is an ongoing need in the art to improve the induction of air from the intake manifold to the combustion chamber to increase the efficiency of an internal combustion engine, in general. Specifically, there is an ongoing need for an intake manifold tuning assembly that provides a streamlined path through which pressurized air is directed toward consecutive cylinders in the firing order for increased torque output at lower engine speeds. There is also a need in the art for an intake manifold tuning assembly that actively regulates the flow path of air to cylinders for improved torque output while reducing its footprint within the engine compartment.
- The present invention overcomes the disadvantages in the related art in an intake manifold tuning assembly that streamlines the flow path of pressurized air toward next cylinders in the engine firing sequence for improved torque output within a predetermined range of engine speed. To this end, the present invention includes an intake manifold including first and second plenums that are operatively attached to the throttle body of an internal combustion engine. The present invention further includes a plurality of runners depending from the first and second plenums to direct air into the cylinders of an internal combustion engine and each of the runners include a vent adapted to release pressurized air within the runner. The intake manifold tuning assembly further includes a tuning device disposed between the first and second plenums. The tuning device includes a housing operatively attached to the runners and an intermediate plenum defined within the housing. The housing further includes a plurality of tuning ports aligned with respect to the vents. The tuning ports are adapted to receive pressurized air from the runners and the intermediate plenum is adapted to direct pressurized air from one of the runners toward another runner corresponding to the next cylinder in the firing sequence of an internal combustion engine. The tuning device further includes a plurality of valves adapted to regulate the transfer of pressurized air between the runners and the intermediate plenum to provide increased torque output over a predetermined range of engine speed.
- Accordingly, one advantage of the present invention is it streamlines the flow of pressurized air by providing communication between consecutive runners corresponding to the next cylinders along the firing sequence of an engine.
- Another advantage of the present invention is that it optimizes the local high pressure air volume stored in one runner by providing an intermediate plenum that re-directs the pressurized air into another runner corresponding to the next cylinder in the firing sequence of an engine.
- Yet another advantage of the present invention is that it actively adjusts the engine torque output over and intended engine speed range for improved performance by providing an actuated valve that regulates the flow path of local high pressure air volume in response to engine speed.
- Yet another advantage of the present invention is that it provides a tuning device disposed between the plenums and operatively attached to the runners for a reduced footprint within the engine compartment.
- Other objects, features, and advantages of the present invention will be readily appreciated, as the same becomes better understood, after reading the subsequent description taken in conjunction with the accompanying drawings.
-
FIG. 1 is a partial cross-sectional side view of an internal combustion engine and intake manifold tuning assembly in accordance with the present invention. -
FIG. 2 is a fragmentary top perspective view of the intake manifold tuning assembly where the valves are in a closed position in accordance with the present invention. -
FIG. 3 is a fragmentary top perspective view of the intake manifold tuning assembly where the valves are in an open position in accordance with the present invention. -
FIG. 4A is a top cross-sectional view of the intake manifold tuning assembly illustrating the air flow path when the valves are in a closed position in accordance with the present invention. -
FIG. 4B is a top cross-sectional view of the intake manifold tuning assembly illustrating the air flow path when the valves are in an open position in accordance with the present invention. -
FIG. 5A is a side cross-sectional view of the intake manifold tuning assembly illustrating the air flow path when the valves are in a closed position in accordance with the present invention. -
FIG. 5B is a partial cross-sectional side view of the intake manifold tuning assembly illustrating the air flow path when the valves are in an open position in accordance with the present invention. -
FIG. 6 is a chart illustrating the torque output advantage of an internal combustion engine having an intake manifold tuning assembly in accordance with the present invention in comparison with an internal combustion engine having a conventional intake manifold. - An intake manifold tuning assembly of the present invention is generally indicated at 10 throughout the figures, where like numbers are used to designate like structures throughout the drawings. As shown in
FIG. 1 , the present invention is particularly adapted for use in an internal combustion engine, generally indicated at 12. In this case, theassembly 10 of the present invention is illustrated in connection with a multi-cylinderinternal combustion engine 12 having a dual-overhead cam arrangement. Those having ordinary skill in the art will appreciate that theengine 12 is but one of the many internal combustion engines with which the present invention may be employed. By way of example, the present invention may be employed in a two-stroke or four-stroke engine. The cylinders may be arranged in an in-line, v-shaped, or flat manner or in any other manner commonly known in the art. The present invention may also be employed with a carbureted or fuel injected internal combustion engine having single or dual overhead or undermounted cam(s). - With continuing reference to
FIG. 1 , theinternal combustion engine 12 includes anengine block 14 havingmultiple cylinders 16, andpistons 18, which are supported for reciprocal movement in thecylinders 14. Theengine 12 further includes acylinder head 20 that supports anintake valve 22 and anexhaust valve 24, each having valve stems 26 and valve springs 28. Theintake valves 22 andexhaust valves 24 are opened and closed viacamshafts 30 to provide fluid communication between thecylinders 14 and theintake valves 22 and theexhaust valves 24. Theinternal combustion engine 12 may also include spark plugs (not shown) for igniting the fuel within thecombustion chamber 32 defined by thecylinder 16 and thepiston 18. Theengine 12 may further include a fuel injector (not shown) as a means of introducing atomized fuel into thecombustion chamber 32. Thus, the present invention may be employed in connection with both a spark ignition or compression ignition (diesel) engine. Those having ordinary skill in the art will appreciate that theengine 12 also includes a number of other conventional components that are commonly known in the art and that will not be described in detail here. - Referring to
FIGS. 1-5B , the intakemanifold tuning assembly 10 is operatively disposed between theengine block 14 and the throttle body, generally indicated at 34. Thethrottle body 34 is adapted to introduce air into the intakemanifold tuning assembly 10 in response to input from the operator of a vehicle. More specifically, as the vehicle operator engages the accelerator or gas pedal of the vehicle (not shown), thethrottle body 34 delivers an appropriate amount of air toward thecombustion chamber 32 to ensure sufficient combustion. Accordingly, thethrottle body 34 includes acontrol valve 36 to deliver the air to the intakemanifold tuning assembly 10. - The intake
manifold tuning assembly 10 of the present invention is adapted to receive air from thethrottle body 34. More specifically, the intakemanifold tuning assembly 10 includes first and second plenums, 38 and 40, respectively, that are operatively attached to thethrottle body 34 and adapted to chamber air for distribution to thecombustion chambers 32. The intakemanifold tuning assembly 10 further includes a plurality ofrunners 42 disposed between theplenums engine block 14. Each of therunners 42 depend from either the first orsecond plenum particular cylinder 16. - During engine operation, opening the
intake valve 22 creates a vacuum, which draws air from one of theplenums runner 42 and into thecylinder 16. As thepiston 18 moves upward within thecylinder 16, theintake valve 22 closes. Following combustion of the air-fuel mixture, theexhaust valve 24 opens to release the exhaust. In this manner, the efficiency of theengine 12 is directly related to the volume of combustible air within thecombustion chamber 32. Accordingly, an increase in air pressure within thecombustion chamber 32 will result in an increase in engine efficiency and improve performance. - Within a multi-cylinder
internal combustion engine 12, air is drawn from alternatingplenums combustion chamber 32. By way of example, in a six-cylinder engine 12 where the firing sequence is 1-6, cylinders 1, 3, and 5 would draw air from thefirst plenum 38 and cylinders 2, 4 and 6 would draw air from thesecond plenum 40 via correspondingrunners 42. However, air within therunner 42 continues to move toward thecylinder 16 even as theintake valve 22 closes. The pressure of the air within therunner 42 increases behind theclosed intake valve 22. The increased air pressure within therunner 42 results in NVH as it attempts to equalize relative to the air pressure within theplenum runners 42 via theplenums - Accordingly, the
runners 42 of the present invention includevents 44 that are adapted to release the pressurized air. Thevents 44 are adapted to facilitate the transfer of pressurized air betweenrunners 42 corresponding to thenext cylinder 16 in the firing sequence. In this manner, the pressurized air previously trapped within onerunner 42 may be efficiently utilized within thenext combustion chamber 32 in the firing sequence. As shown inFIGS. 5A and 5B , thevents 44 are operatively disposed along within therunners 42 in proximate relation to theengine block 14, thereby reducing the travel distance of the pressurized air betweenrunners 42. Those having ordinary skill in the art will appreciate that thevents 44 may be defined within in therunners 42 via any suitable method of manufacture. By way of example, thevents 44 may be drilled following production of therunners 42. Further by way of example, thevents 44 may be provided within therunners 42 during a casting process. - Referring once again to
FIGS. 1-5B , the present invention further includes a tuning device, generally indicated at 46. Thetuning device 46 is operatively disposed between the first andsecond plenums tuning device 46 is attached to therunners 42 to provide a reduced footprint and improved clearance within the engine compartment of a vehicle. Thetuning device 46 includes a housing, generally indicated at 48 and anintermediate plenum 50 defined within thehousing 48. Theintermediate plenum 50 is adapted to direct pressurized air from one of therunners 42 toward anotherrunner 42 corresponding to thenext cylinder 16 in the firing sequence. Those having ordinary skill in the art will appreciate that while thehousing 48 is shown withinFIGS. 2 and 3 attached to therunners 42 bybolts 52, the present invention is not limited by such structure. By way of example, thehousing 48 may be welded to therunners 42 or integrated with therunners 42 during casting. - Referring specifically to
FIGS. 2 and 3 , thehousing 48 further includes a plurality ofplatforms 54 defined within theintermediate plenum 50. Each of theplatforms 54 includes adeck 56 that is adapted to assist in the control of air flow between theintermediate plenum 50 and therunners 42, as will be described in greater detail below. Thehousing 48 further includes a plurality of tuningports 58. The tuningports 58 are aligned with respect to thevents 44 and are adapted to facilitate the transfer of pressurized air between therunners 42 and theintermediate plenum 50. As shown in the Figures, the tuningports 58 are disposed on thedeck 56 and are defined within theplatforms 54. However, those having ordinary skill in the art will appreciate that thehousing 48 of the present invention is not limited to tuningports 58 that are defined withinplatforms 54. By way of example, thehousing 48 may not includeplatforms 54 at all. Rather, thehousing 48 may include substantially planar surfaces within theintermediate plenum 50 to accomplish the intended objective. - The
tuning device 46 further includes a plurality ofvalves 60 that are adapted to regulate the transfer of pressurized air between therunners 42 and theintermediate plenum 50 for increased torque output over a predetermined range. Thevalves 60 include afaceplate 62 that is operatively disposed adjacent to the tuningports 58 and adapted to seal theintermediate plenum 50 from thevents 44 without actually contacting a portion of thehousing 48. More specifically, thefaceplate 62 includes a contoured profile that corresponds to the contoured profile of thedeck 56. As shown inFIGS. 2 and 3 , the contoured profiles of thefaceplate 62 and thedeck 56 are substantially arcuate. Furthermore, thefaceplate 62 and thedeck 56 each include a textured surface 62 a and 56 a, respectively, that is adapted to provide a tortuous airflow path. In this manner, thefaceplate 62 and thedeck 56 substantially seal theintermediate plenum 50 from therunners 42 without physical contact therebetween, when thevalves 60 are in a closed position. (FIG. 4A ). - With continuing reference to
FIGS. 2 and 3 , thetuning device 46 further includes ashaft 64 that is operatively disposed within thehousing 48. Thevalves 60 are attached to theshaft 64 to provide for uniform valve movement relative to each tuningport 58. More specifically, theshaft 64 is adapted to rotate within theintermediate plenum 50 so as to adjust thevalves 60 between open and closed positions. Those having ordinary skill in the art will appreciate that while theshaft 64 is described a providing rotational movement of thevalves 60 relative to the tuningports 58, other movements that accomplish the same end may also be employed. By way of example, theshaft 64 may be adapted to provide vertical movement of thevalves 60 relative to the tuningports 58 to maintain the tortuous airflow path that substantially seals theintermediate plenum 50 from therunners 42 without physical contact therebetween, when thevalves 60 are in a closed position. - The
tuning device 46 further includes anactuator 66 operatively disposed along one end of thehousing 48 and attached to theshaft 64 to control the movement of thevalves 60. More specifically, theactuator 66 adjusts thevalves 60 between open and closed positions to actively control the transfer of pressurized air through theintermediate plenum 50 in response to engine speed, as will be described in greater detail below. In the preferred embodiment, theactuator 66 is electro-mechanically controlled. However, those having ordinary skill in the art will appreciate that theactuator 66 may be controlled by electronic, pneumatic or hydraulic operation. - The
tuning device 46 further includes asensor 68 that is adapted to sense the speed of theinternal combustion engine 12 and transmit a signal to theactuator 66 to move thevalves 60. As shown inFIG. 1 , thesensor 68 is operatively attached to thecamshaft 30 to monitor engine RPMs. However, those having ordinary skill in the art will appreciate that engine speed may be monitored through several locations within aninternal combustion engine 12. By way of example, thesensor 68 may be operatively attached to the crankshaft or driveshaft. Further by way of example, engine speed may be measured by the vehicle's computer, oil pressure or the level of throttle engagement. - The
tuning device 46 of the present invention provides active monitoring and adjustment of the flow path of pressurized air between therunners 42 and theintermediate plenum 50 based on engine speed. More specifically, theactuator 66 maintains thevalves 60 in a closed position until the engine speed is within a predetermined range (FIGS. 1 , 2, 4 a and 5 a). Furthermore, where the engine speed is within the predetermined range, theactuator 66 will open thevalves 60 to enable the pressurized air to flow betweenrunners 42 via theintermediate plenum 50 for improved engine performance (FIGS. 3 , 4 b and 5 b).FIG. 6 shows the torque benefit of the intakemanifold tuning assembly 10 of the present invention over a conventional manifold. The data displayed inFIG. 6 is derived from simulation software. The circle line indicates the torque curve from an engine using an intake manifold without any tuning. As this graph indicates, there is a drop in torque between ˜3000 and 4000 RPM. The block line represents the torque output from the same engine using the intakemanifold tuning assembly 10 of the present invention. As the graph indicates, the torque output between ˜3000 and 4400 RPM is improved. Accordingly, the predetermined operational range of the intakemanifold tuning device 10 of the present invention is between 2,800 and 4,500 RMP. In the preferred embodiment, theactuator 66 maintains thevalves 60 in a closed position until the engine speed reached 3,000 RPM. Upon reaching engine speeds between 3,000 and 4,400 RPM theactuator 66 would maintain thevalves 60 in an open position. Finally, where the engine speed exceeds 4,400 RPM, theactuator 66 again maintains thevalves 60 in a closed position. However, it should be appreciated that the range of engine speed at which the present invention provides torque benefits are specific to each type of engine, as well as the architecture of each intake manifold. As a result, the range of engine speed at which the torque benefit is achieved may vary from engine to engine and from intake manifold to intake manifold. - The present invention provides an actuator 66 that maintains the
valves 60 in an open position over a predetermined range of engine speed for the communication of pressurized air betweenconsecutive runners 42 in the firing order. As a result, the present invention directs the local high pressure air volume from the inducted flow of onerunner 42 as the intake valve closes to the nextconsecutive cylinder 16 in the firing order for improved torque output from theengine 12 over a predetermined range. Additionally, the present invention provides for a reduced length of the air flow path betweenconsecutive cylinders 16 in the firing order. As a result, the present invention provides increased air density within thecombustion chambers 32 over a predetermined engine speed for improved combustion. The present invention includes atuning device 46 that is disposed between theplenums runners 42. As a result, the present invention provides for a reduction in NVH and an increase in engine performance as well as a reduction in the footprint of a manifold tuning device within the engine compartment. - The present invention has been described in an illustrative manner. It is to be understood that the terminology that has been used is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the present invention are possible in light of the above teachings. Therefore, within the scope of the appended claims, the present invention may be practiced other than as specifically described.
Claims (20)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/801,177 US7458354B1 (en) | 2007-05-09 | 2007-05-09 | Intake manifold tuning assembly |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/801,177 US7458354B1 (en) | 2007-05-09 | 2007-05-09 | Intake manifold tuning assembly |
Publications (2)
Publication Number | Publication Date |
---|---|
US20080276895A1 true US20080276895A1 (en) | 2008-11-13 |
US7458354B1 US7458354B1 (en) | 2008-12-02 |
Family
ID=39968398
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/801,177 Expired - Fee Related US7458354B1 (en) | 2007-05-09 | 2007-05-09 | Intake manifold tuning assembly |
Country Status (1)
Country | Link |
---|---|
US (1) | US7458354B1 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2014155067A1 (en) * | 2013-03-27 | 2014-10-02 | Cummins Inc | Intake manifold overpressure compensation for internal combustion engines |
US20140366838A1 (en) * | 2013-06-13 | 2014-12-18 | Hyundai Motor Company | Intake system for engine |
US11459983B1 (en) * | 2021-08-25 | 2022-10-04 | Ford Global Technologies, Llc | Intake system for an internal combustion engine |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8596398B2 (en) | 2007-05-16 | 2013-12-03 | Polaris Industries Inc. | All terrain vehicle |
US8994494B2 (en) | 2008-10-10 | 2015-03-31 | Polaris Industries Inc. | Vehicle security system |
US8127877B2 (en) * | 2008-10-10 | 2012-03-06 | Polaris Industries Inc. | Air intake system for controlling sound emission |
US10358187B2 (en) | 2014-01-10 | 2019-07-23 | Polaris Industries Inc. | Snowmobile |
CA2863952C (en) | 2012-02-09 | 2020-06-30 | Polaris Industries Inc. | Snowmobile |
US9845004B2 (en) | 2014-01-10 | 2017-12-19 | Polaris Industries Inc. | Snowmobile |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5406913A (en) * | 1993-05-07 | 1995-04-18 | Dr. Ing. H.C.F. Porsche Ag | Air intake system of an internal-combustion engine |
US5632239A (en) * | 1996-04-16 | 1997-05-27 | Chrysler Corporation | Method of distributing air in an engine intake manifold |
US5687684A (en) * | 1996-12-06 | 1997-11-18 | Ford Global Technologies, Inc. | Continuously variable intake manifold |
US6837204B1 (en) * | 2003-06-23 | 2005-01-04 | Siemens Vdo Automotive Inc. | Continuously variable intake manifold with an adjustable plenum |
US6983727B2 (en) * | 2002-03-19 | 2006-01-10 | Siemens Vdo Automotive Inc. | Continuously variable intake manifold with intelligent position control |
US7131416B2 (en) * | 2004-07-22 | 2006-11-07 | Nissan Motor Co., Ltd. | Engine air intake device |
-
2007
- 2007-05-09 US US11/801,177 patent/US7458354B1/en not_active Expired - Fee Related
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5406913A (en) * | 1993-05-07 | 1995-04-18 | Dr. Ing. H.C.F. Porsche Ag | Air intake system of an internal-combustion engine |
US5632239A (en) * | 1996-04-16 | 1997-05-27 | Chrysler Corporation | Method of distributing air in an engine intake manifold |
US5687684A (en) * | 1996-12-06 | 1997-11-18 | Ford Global Technologies, Inc. | Continuously variable intake manifold |
US6983727B2 (en) * | 2002-03-19 | 2006-01-10 | Siemens Vdo Automotive Inc. | Continuously variable intake manifold with intelligent position control |
US6837204B1 (en) * | 2003-06-23 | 2005-01-04 | Siemens Vdo Automotive Inc. | Continuously variable intake manifold with an adjustable plenum |
US7131416B2 (en) * | 2004-07-22 | 2006-11-07 | Nissan Motor Co., Ltd. | Engine air intake device |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2014155067A1 (en) * | 2013-03-27 | 2014-10-02 | Cummins Inc | Intake manifold overpressure compensation for internal combustion engines |
US20140366838A1 (en) * | 2013-06-13 | 2014-12-18 | Hyundai Motor Company | Intake system for engine |
US9574488B2 (en) * | 2013-06-13 | 2017-02-21 | Hyundai Motor Company | Intake system for engine |
US11459983B1 (en) * | 2021-08-25 | 2022-10-04 | Ford Global Technologies, Llc | Intake system for an internal combustion engine |
Also Published As
Publication number | Publication date |
---|---|
US7458354B1 (en) | 2008-12-02 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US7458354B1 (en) | Intake manifold tuning assembly | |
US7610903B2 (en) | Multicylinder internal combustion engine | |
US6443110B2 (en) | Rotary valve head system for multi-cylinder internal combustion engines | |
US6523504B2 (en) | Control system for controlling variable valve type internal combustion engine | |
US8037873B2 (en) | Residual burnt gas scavenging method with double intake valve lift in a direct-injection supercharged internal-combusion engine, notably of diesel type | |
JP6295929B2 (en) | Intake device for internal combustion engine | |
EP1179676A1 (en) | In-cylinder injection engine | |
CA2732477C (en) | Light turbo compound engine variant | |
JP2001050102A (en) | Four-cycle engine | |
US8170772B2 (en) | Method of reducing icing-related engine misfires | |
US10018085B2 (en) | Method for preventing a premature ignition in an internal combustion engine and internal combustion engine | |
JP4666162B2 (en) | Fuel injection control device for internal combustion engine | |
EP1148217A2 (en) | Intake control device for an internal combustion engine | |
US7318314B2 (en) | Method of controlling a supercharged internal-combustion engine with at least two cylinders and engine using such a method | |
US9593601B2 (en) | Impact dampening tappet | |
US9752531B2 (en) | Engine assembly including combustion chambers with different port arrangements | |
US7694663B2 (en) | Method for controlling an internal combustion engine with the aim of reducing the pollutant emissions, engine operating according to this method, and motor vehicle equipped with said engine | |
US10550771B2 (en) | Control device of internal-combustion engine | |
WO2016145562A1 (en) | Increased duration intake camshaft with dwell at peak lift | |
SE1550267A1 (en) | A method for controlling an internal combustion engine, an internal combustion engine controlled by such a method and avehicle comprising such an internal combustion engine. | |
US6615798B2 (en) | Internal combustion engine having multiple intake valves, one valve adapted for higher speed | |
JPH0619807Y2 (en) | Engine scavenger | |
EP3114340B1 (en) | Method for controlling an internal combustion engine | |
US20080034852A1 (en) | Intake manifold assembly | |
GB2464267A (en) | Rotary inlet and exhaust valves eg for i.c. engines |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: MAHLE TECHNOLOGY, INC., MICHIGAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:PHANEUF, EDWARD;LONG, JOHN;GREENLAW, CHARLES;AND OTHERS;REEL/FRAME:019343/0048 Effective date: 20070507 |
|
STCF | Information on status: patent grant |
Free format text: PATENTED CASE |
|
FPAY | Fee payment |
Year of fee payment: 4 |
|
FPAY | Fee payment |
Year of fee payment: 8 |
|
FEPP | Fee payment procedure |
Free format text: MAINTENANCE FEE REMINDER MAILED (ORIGINAL EVENT CODE: REM.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY |
|
LAPS | Lapse for failure to pay maintenance fees |
Free format text: PATENT EXPIRED FOR FAILURE TO PAY MAINTENANCE FEES (ORIGINAL EVENT CODE: EXP.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY |
|
STCH | Information on status: patent discontinuation |
Free format text: PATENT EXPIRED DUE TO NONPAYMENT OF MAINTENANCE FEES UNDER 37 CFR 1.362 |
|
FP | Lapsed due to failure to pay maintenance fee |
Effective date: 20201202 |