WO2004033870A1 - Dispositif d'admission - Google Patents

Dispositif d'admission Download PDF

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Publication number
WO2004033870A1
WO2004033870A1 PCT/EP2003/009137 EP0309137W WO2004033870A1 WO 2004033870 A1 WO2004033870 A1 WO 2004033870A1 EP 0309137 W EP0309137 W EP 0309137W WO 2004033870 A1 WO2004033870 A1 WO 2004033870A1
Authority
WO
WIPO (PCT)
Prior art keywords
flap
channel
recess
suction
collector
Prior art date
Application number
PCT/EP2003/009137
Other languages
German (de)
English (en)
Inventor
Toni Riepl
Frank Tettenborn
Original Assignee
Siemens Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Priority to AU2003253419A priority Critical patent/AU2003253419A1/en
Publication of WO2004033870A1 publication Critical patent/WO2004033870A1/fr

Links

Classifications

    • 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
    • F02B27/0263—Plenum chambers; Resonance chambers or resonance pipes the plenum chamber and at least one of the intake ducts having a common wall, and the intake ducts wrap partially around the plenum chamber, i.e. snail-type
    • 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
    • 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
    • F02B27/0273—Flap valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • 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
    • F02B27/0278—Multi-way valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • 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 invention relates to a suction device for an internal combustion engine whose effective intake pipe length is variable.
  • a suction device for an internal combustion engine with a collector is known. From the collector, a suction channel is led to an inlet of a cylinder head.
  • the suction channel has a recess which is directed towards the collector.
  • a flap is provided, which closes the recess of the suction channel in a first position and which releases the recess in a second position. In the first position of the flap, the air flows from the inlet of the suction channel therethrough and finally to the inlet of the cylinder head. In the second position of the flap, air flows from the collector through the recess into the suction channel and thence to the inlet of the cylinder head.
  • the object of the invention is to provide a suction device which has a very high degree of air delivery over a wide speed range.
  • the invention is characterized in that the recess in the suction channel can be formed very close to an outlet of the suction channel towards a cylinder head.
  • the flap in the second position of the flap in addition to the air flow through the bypass channel through the recess in the suction channel and an air flow from the inlet opening into the Saugka- nal possible, resulting in that the acoustically effective or effective length of the suction channel is shortened , This results in very high speeds, for example, over 5000 Revolutions per minute are an additional resonance effect, which means that even in this high speed range, a very good degree of air delivery of the suction is guaranteed.
  • the arrangement thus has three different effective suction channel lengths over the entire speed range.
  • the design and arrangement of the flap in its two switching positions ensures that, in the first position, the suction channel must have virtually no cross-sectional change in the region of the recess and, in the second position, the bypass channel must also have almost no cross-sectional change.
  • cross-sectional change is to be understood as a change in the cross section of the suction channel upstream of the recess towards the region of the recess in the first position of the flap or upstream of the flap in the bypass channel towards the region in which the flap in its second position in Bypass is present. This can ensure that in the respective positions of the flap, a high degree of delivery of the sucked air is ensured and in addition the resonance effect is enhanced.
  • the flap is mounted off-center, thereby changing the
  • an axial seal is provided on the flap, which ensures in the first position of the flap that the suction channel is sealed in the region of the recess towards the collector or indirectly via the bypass channel to the collector.
  • FIG. 1 shows a first embodiment of the suction device with a flap 13 in a first position
  • Figure 2 shows the suction device according to Figure 1 with the flap 13 in its second position
  • Figure 3 shows another embodiment of the suction device with a flap 23 in a first position
  • Figure 4 the embodiment of the suction device according to Figure 3 with the flap 23 in its second position.
  • a suction device (FIG. 1) has a collector 1, from which a suction channel 3 is led, starting from an inlet opening 5, to an outlet opening 7, which is in an inlet channel of a cylinder, when the suction device is flanged to a cylinder head of the internal combustion engine.
  • a recess 9 is provided upstream of the inlet opening 5, which is preferably close to the outlet opening and in the present example with an overall length of the suction channel of 600 mm, for example in the range of 140 mm, measured from the outlet opening 7.
  • a bypass channel 11 is provided, which is guided from the collector 1 to the recess 9.
  • a flap 13 is provided which is rotatably mounted about an axis 15 so that it can be pivoted between a first position and a second position. In a first position, the flap closes the recess 9 of the suction channel 3 towards the bypass channel 11 and the collector 1.
  • the region 17 of the flap 11 in the region of the recess 9 of the suction channel 3 forms its wall.
  • the air in the suction channel 3 can flow unobstructed by turbulence, which in the case of sudden cross-sectional statements of the channel, through this, whereby a very good degree of air delivery in the lower and middle load range of the internal combustion engine is ensured.
  • the recess 9 is released towards the bypass channel 11 and the area 17 of the flap forms the wall of a portion of the bypass channel 11.
  • the flap 13 is preferably stored off-center to the axis 15. This ensures that in the first or the second position of the flap almost no cross-section jumps or dead water areas in the region of the suction channel 1 and the bypass channel 11 are present.
  • a circumferential around the flap 13 seal 19 is provided which seals in the first switching position the suction channel 3 to the bypass channel 11 and the collector 1 and at the same time in the second position of the flap the bypass channel 11 toward the Seal collector in the area of the flap.
  • the flap 13 is at speeds below about 4500 revolutions per minute, ie at low to medium speeds, in the first position with the result that the air from the collector 1 in through the inlet port 5 through the suction channel 3 towards the outlet 7 flows.
  • the flap 11 is then in the second position, with the result that the air flows from the collector 1 through the bypass channel 11, through the recess 9 into the suction channel 3 and from there to the outlet opening. This ensures a very good degree of air delivery at higher speeds. guaranteed.
  • At speeds above 5000 revolutions per minute then occurs in addition to a resonance effect, which means that at these speeds, a further increase in the degree of air delivery takes place.
  • the internal combustion engine preferably has a plurality of cylinders, with the result that the intake device has at least one suction channel 3 and one bypass channel 11 for each cylinder and also corresponding flaps 13.
  • the flaps can advantageously be designed in this way and yet on a common axis 15 be rotatably mounted, that the bypass passages 11 need not be arranged parallel or in parallel planes to each other.
  • a harmonic channel profile can be realized, since the respective suction channels are partially close to each other due to the often necessary compact construction of the suction device and are generally further apart from each other towards the cylinder head.
  • Figure 3 shows a further embodiment of the suction device with a bypass channel 21 and a flap 23 which is pivotable about an axis 27 between the first and second position of the flap 23.
  • the region 29 of the flap 23 forms in the first position of the flap 23 in the region of the recess 9 of the suction channel 3 whose wall.
  • a seal 31 is arranged on the flap 23, through which in the first position of the flap 23 of the suction channel 3 is sealed to the bypass channel 21.
  • the seal is preferably formed as a simple axial seal, which ensures a good seal in the first position due to the design of the flap and its arrangement. This has the advantage that only slight adjustment forces are required for pivoting the flap 23, since the seal does not have to slide on sealing surfaces, which would then lead to high adjusting elements and would also heavily load the seals.
  • this In the second position of the flap 23, this is pivoted into a pocket 25, which is formed on the bypass channel 21. In the second position, the region 29 of the flap forms the wall in this area of the bypass channel 21.

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

Dispositif d'admission pour un moteur à combustion interne, qui possède un collecteur (1), un conduit d'admission (3) et un passage de dérivation (11). Le conduit d'admission (3) va du collecteur (1) à un orifice d'entrée (7) de la culasse de cylindre et possède un évidement (9). Le conduit d'admission (11) possède un orifice d'entrée qui débouche dans le collecteur (1). Dans une première position, un clapet (13) ferme l'évidement (9) du conduit d'admission (3) du fait qu'il constitue une partie de la paroi dudit conduit. Dans une seconde position, le clapet (13) libère l'évidement (9) et forme une partie de la paroi du passage de dérivation (11). Dans la seconde position du clapet (13), de l'air circule du collecteur (1) via le passage de dérivation (11) pour pénétrer dans l'évidement du conduit d'admission (3) et de là, dans l'orifice d'entrée de la culasse de cylindre.
PCT/EP2003/009137 2002-09-30 2003-08-18 Dispositif d'admission WO2004033870A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003253419A AU2003253419A1 (en) 2002-09-30 2003-08-18 Intake device

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10245685A DE10245685B3 (de) 2002-09-30 2002-09-30 Ansaugeinrichtung
DE10245685.2 2002-09-30

Publications (1)

Publication Number Publication Date
WO2004033870A1 true WO2004033870A1 (fr) 2004-04-22

Family

ID=32086839

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2003/009137 WO2004033870A1 (fr) 2002-09-30 2003-08-18 Dispositif d'admission

Country Status (3)

Country Link
AU (1) AU2003253419A1 (fr)
DE (1) DE10245685B3 (fr)
WO (1) WO2004033870A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2000650A1 (fr) * 2007-06-04 2008-12-10 HONDA MOTOR CO., Ltd. Système de contrôle d'admission de moteur
JP2015218725A (ja) * 2014-05-19 2015-12-07 現代自動車株式会社Ｈｙｕｎｄａｉｍｏｔｏｒ Ｃｏｍｐａｎｙ 可変バルブが適用された可変吸気システム

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007012827A1 (de) * 2007-03-17 2008-09-18 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Frischgasversorgungsanlage für Brennkraftmaschinen

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4854270A (en) * 1987-09-11 1989-08-08 A V L Gesellschaft Fur Verbrennungskraftmaschinen Und Messtechnik M.B.H., Prof. Dr.Dr.H.C. Hans List Intake system for internal combustion engines
EP0478435A1 (fr) * 1990-09-25 1992-04-01 Regie Nationale Des Usines Renault S.A. Dispositif d'admission pour moteur à combustion interne
DE19714311A1 (de) * 1997-04-08 1998-10-15 Pierburg Ag Luftansaugkanalsystem für Brennkraftmaschinen
JPH10280962A (ja) * 1997-04-02 1998-10-20 Daihatsu Motor Co Ltd 内燃機関における吸気切換装置
US6073601A (en) * 1996-03-19 2000-06-13 Magneti Marelli France Internal combustion engine air intake manifold with a retractable element having an acoustic bore

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5092285A (en) * 1991-04-15 1992-03-03 Ford Motor Company Dual-mode induction system

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4854270A (en) * 1987-09-11 1989-08-08 A V L Gesellschaft Fur Verbrennungskraftmaschinen Und Messtechnik M.B.H., Prof. Dr.Dr.H.C. Hans List Intake system for internal combustion engines
EP0478435A1 (fr) * 1990-09-25 1992-04-01 Regie Nationale Des Usines Renault S.A. Dispositif d'admission pour moteur à combustion interne
US6073601A (en) * 1996-03-19 2000-06-13 Magneti Marelli France Internal combustion engine air intake manifold with a retractable element having an acoustic bore
JPH10280962A (ja) * 1997-04-02 1998-10-20 Daihatsu Motor Co Ltd 内燃機関における吸気切換装置
DE19714311A1 (de) * 1997-04-08 1998-10-15 Pierburg Ag Luftansaugkanalsystem für Brennkraftmaschinen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 1999, no. 01 29 January 1999 (1999-01-29) *

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2000650A1 (fr) * 2007-06-04 2008-12-10 HONDA MOTOR CO., Ltd. Système de contrôle d'admission de moteur
EP2063082A3 (fr) * 2007-06-04 2009-07-01 Honda Motor Co., Ltd. Système de contrôle d'admission de moteur
US7997247B2 (en) 2007-06-04 2011-08-16 Honda Motor Co., Ltd. Engine intake control system
JP2015218725A (ja) * 2014-05-19 2015-12-07 現代自動車株式会社Ｈｙｕｎｄａｉｍｏｔｏｒ Ｃｏｍｐａｎｙ 可変バルブが適用された可変吸気システム

Also Published As

Publication number Publication date
AU2003253419A1 (en) 2004-05-04
DE10245685B3 (de) 2004-07-15

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