WO2011070395A1 - Système d'admission d'air à géométrie variable pour moteurs à combustion interne - Google Patents

Système d'admission d'air à géométrie variable pour moteurs à combustion interne Download PDF

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Publication number
WO2011070395A1
WO2011070395A1 PCT/IB2009/055641 IB2009055641W WO2011070395A1 WO 2011070395 A1 WO2011070395 A1 WO 2011070395A1 IB 2009055641 W IB2009055641 W IB 2009055641W WO 2011070395 A1 WO2011070395 A1 WO 2011070395A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
cylinders
valves
communication
air intake
Prior art date
Application number
PCT/IB2009/055641
Other languages
English (en)
Portuguese (pt)
Inventor
João Francisco ROMEIRO DA FONSECA PEREIRA
José Miguel CARRUSCA MENDES LOPES
Original Assignee
INSTITUTO POLITéCNICO DE LEIRIA
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 INSTITUTO POLITéCNICO DE LEIRIA filed Critical INSTITUTO POLITéCNICO DE LEIRIA
Publication of WO2011070395A1 publication Critical patent/WO2011070395A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • 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
    • F02B27/021—Resonance 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
    • F02B27/0242—Fluid communication passages between intake ducts, runners or chambers
    • 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
    • F02B27/0273—Flap 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
    • F02M35/10026—Plenum chambers
    • F02M35/10065—Valves arranged in the plenum chamber
    • 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 to an engine air intake system
  • the invention proposed here consists of an air intake system, which in rotational speed regimes of the engine in which the interference between cylinders impairs its performance, separates the cylinders two by two, causing, with respect to the the engine functions as if it were the joining of two, three or more independent twin-cylinder engines.
  • cylinder separation is performed by grouping the No. 4 cylinders in the plenum chamber (1) and the No. 2 and No. 3 cylinders in the plenum chamber (2) as shown in FIG. Figure 1, or alternatively, separating the No. 2 cylinders from the No. 3 and 4 cylinders, as shown in Figure 5.
  • variable geometry systems which vary other characteristics of the intake system as described above, as well as with variable distribution systems and / or variable geometry exhaust systems.
  • the present invention is an inexpensive low cost production air intake system which, depending on the engine speed, separates or maintains communication via an electronic control system, the admission of engine cylinder pairs, maximizing the maximum amount of air intake air to the cylinders. When the amount of air required is less than the maximum, the system controls it according to the load imposed on the engine. This improves the performance of internal combustion engines.
  • the number of communication valves 9 between the plenum chambers depends on the type of valve available, the space and shape of the adopted plenum chambers or otherwise deemed suitable for the purpose according to the invention.
  • FIG. 1 Schematic representation of the air intake system. Separation of the cylinders is carried out by insulation of cylinders 1 and 4 of cylinders 2 and 3.
  • the system consists of four primary tubes 3, two plenum chambers 1 and 2, communication valves 9 separating the two plenum chambers 1 and 2, an actuator 10, (9), two control valves (5,6) of the engine load, two actuators (7) and (8) for controlling the two control valves (5,6) of the engine load, respectively, two secondary tubes 4, an air filter chamber 12, an inlet tube 11 and an electronic system 13 for controlling the actuators 7, 8 and 10.
  • (13) represents an electronic control system
  • (14) the signal of the motor rotation sensor, (15) the signal of the load evaluation sensor imposed on the motor, (16) the actuator control signal ) of the communication valve (9), (17) the control signal of the communication valve (7) of the load control valve (5) and, (18) the control signal of the actuator (8) of the load control valve (6).
  • Figure 3 Experimental and simulation results obtained at full load with a system similar to that shown in Figure 1.
  • the graph represents for the vast majority of regimes the increase in torque provided by the invention relative to the original intake system of the engine tested .
  • the system ran in modo mode, from 2066 rpm to 3524 rpm operated in '2 mode' and from 3524 rpm operated in 'mode 3', see section 2. of the 'Detailed description of the invention' .
  • Figure 4 Alternative configuration to that shown in Figure 1 while maintaining the same cylinder grouping. This variant differs from Figure 1 in that it allows the use of straight primary tubes or with high (soft) beam curves. In this variant the two plenum chambers were packed into a single piece (19). The grouping of cylinders 1 and 4 is separated from the grouping of cylinders 2 and 3 by a bulkhead and the communication valve (s) 9 when they are closed.
  • Figure 6 Alternative configuration to that shown in Figure 1 while maintaining the same grouping of cylinders.
  • This variant differs from Figure 1 in that it has only one secondary tube (26) and has two inlet tubes (28).
  • the plenum chambers 24 and 25 differ from the plenum chambers 1 and 2 shown in Figure 1 in view of the new geometry of the secondary tube 26.
  • the air filter chamber 27 differs from the air filter chamber 12 shown in Figure 1, due to the new geometry of the secondary tube 26 and the existence of two inlet tubes 28.
  • the diameter of the inlet tubes 28 differs from the diameter of the inlet tube 11 shown in Figure 1 so that the sum of the cross-sectional areas of the two tubes is equal to the cross-sectional area of the inlet tube 11.
  • Figure 7 Alternative configuration to that shown in Figure 1. This variant differs from Figure 1 in that it represents the concept of this invention applied to six-cylinder engines.
  • the primary tubes 29 are grouped into three plenum chambers 30, 31 and 32 so that the cylinders connected to the same chamber have 360 degrees of mismatch in the ignition order.
  • the air is drawn from the air filter chamber (33) to the plenum chambers through three secondary tubes (34).
  • the engine load control is accomplished by opening one, two or three engine load control valves 35, 36 and 37, driven by three actuators 38, 39 and 40, , respectively.
  • Figure 8 Alternative configuration to that shown in Figure 1. This variant differs from Figure 1 in that it represents the concept of this invention applied to eight-cylinder engines.
  • the primary tubes 41 are grouped into four plenum chambers 42, 43, 44 and 45 so that the cylinders connected to the same chamber have 360 degrees of mismatch in the ignition order.
  • the air is drawn from the air filter chambers 46 and 47 into the plenum chambers through four secondary tubes 48.
  • the engine load control is performed by opening one, two, three or four engine load control valves 49, 50, 51, 52, driven by four actuators 53, 54, 55, and (56), respectively.
  • the invention proposed here consists of an air intake system, which in engine speed regimes in which the interference of the intake process between cylinders impairs its performance, separates the intake process from the cylinders two by two, making it possible for the engine to function as if it were the joining of two or more independent twin-cylinder engines.
  • the invention is based essentially on two main components exemplified below for the application to four-cylinder engines:
  • An air intake system consisting of primary tubes 3, two plenum chambers 1 and 2, two secondary tubes 4, an air filter chamber 12 and a tube of the inlet (11).
  • the primary tubes (3) are dimensionally the same as each other, having the same length and diameter. The length and diameter of the primary tubes (3) must be adjusted to the type of engine where the invention is applied and its use.
  • the ends of the primary tubes 3 of each pair of cylinders connected to the plenum chambers 1 and 2 must be positioned at the same distance from the air inlet in the plenum chamber, which was not followed in Figure 1 and Figure 5 for a better understanding thereof. This specification implies that the primary tubes have curved shapes.
  • the use of a plenum chamber as shown in Figure 4 enables the use of rectilinear primary tubes.
  • the plenum chambers (1) and (2) have the same volume, which must also be adjusted to the type of engine where the invention is applied and its use.
  • the communication valve (s) (9), in the closed position (s), must be sufficiently leakproof so that there is no interference between the pressure in the two chambers.
  • the secondary tubes (4) must have the same length and diameter, they may be rectilinear or curves depending on the deployment of the system in the space in the engine compartment. The geometric shape of all components must be adjusted to the space available in the engine compartment of the vehicle where the invention is applied.
  • 'mode 3' the inlet of the four cylinders is in communication through the opening of the communication valve (s) (9) and the engine load is controlled by the two engine load control valves (5) and ( 6).
  • the electronic system (13) has a matrix which determines at each instant the 'mode' in which the system operates. The matrix depends on the speed of rotation of the engine and the load imposed on it by the driver and must be programmed to suit the operation and type of use of the engine where the invention is applied.
  • Figure 3 presents the results of these tests, where there were increases of torque with respect to the original engine system tested, standing out the range of 2250 rpm at 3500 rpm, where there was an increase of the most significant torque reaching a maximum of 6.3% at 3050 rpm.
  • the invention has also been tested with a computational model in engine simulation software. The computational model was calibrated with experimentally obtained motor operating parameters.
  • Figure 3 presents the results of the tests with the computational model, with a good approximation with the experimental results.
  • the computational model was further used to optimize the concept of the invention, obtaining torque increases in the order of 10% by varying the length of the primary tubes and the distribution diagram.

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

La présente invention concerne un système d'admission d'air pour moteurs à quatre cylindres ou plus. Ce système présente un faible coût de production et est facile à mettre en oeuvre. Il permet de séparer ou d'unifier le processus d'admission des cylindres, d'où un fonctionnement comme un moteur classique ou comme deux ou plusieurs moteurs bicylindres indépendants. Cela permet d'optimiser la performance de moteurs à combustion interne. Deux capteurs dans le moteur envoient des signaux indiquant la vitesse du moteur et la charge imposée au moteur à un système électronique de commande. Sur la base des informations reçues, le système électronique de commande gère la configuration du système d'admission, par positionnement des soupapes selon l'un des trois modes possibles, de manière à assurer un écoulement maximal de l'air d'admission entrant dans les cylindres. Ainsi, la présente invention est utile pour augmenter le couple et le rendement du moteur et trouve une application dans les moteurs à combustion interne utilisés dans le secteur routier, naval, aéronautique ou industriel, le principal champ d'application étant néanmoins la propulsion de véhicules automobiles et de motocycles.
PCT/IB2009/055641 2009-12-09 2009-12-10 Système d'admission d'air à géométrie variable pour moteurs à combustion interne WO2011070395A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
PT104863A PT104863B (pt) 2009-12-09 2009-12-09 Sistema de admissão de ar de geometria variável para motores de combustão interna
PT104863 2009-12-09

Publications (1)

Publication Number Publication Date
WO2011070395A1 true WO2011070395A1 (fr) 2011-06-16

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PT (1) PT104863B (fr)
WO (1) WO2011070395A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102588076A (zh) * 2012-03-27 2012-07-18 上海交通大学 容积腔调节式进气装置
EP2930343A1 (fr) * 2014-01-02 2015-10-14 Nairex Business S.L. Moteur à combustion interne à chambre de distribution de pression à admissions multiples indépendantes
EP3111073A4 (fr) * 2014-02-26 2017-10-18 Westport Power Inc. Appareil de combustion de carburant gazeux pour moteur à combustion interne

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101470167B1 (ko) * 2013-06-13 2014-12-05 현대자동차주식회사 엔진의 흡기계

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3908475A1 (de) * 1988-03-15 1989-09-28 Mazda Motor Ansaugsystem fuer eine aufgeladene brennkraftmaschine
US5027769A (en) * 1989-08-25 1991-07-02 Mitsubishi Jidosha Kogya Kabushiki Kaisha Throttle valve control apparatus
DE4224426A1 (de) * 1992-07-24 1994-01-27 Bayerische Motoren Werke Ag Verfahren zur Begrenzung der Leistung einer Brennkraftmaschine in einem Kraftfahrzeug
FR2925127A1 (fr) * 2007-12-13 2009-06-19 Inst Francais Du Petrole Moteur a combustion interne du type a cylindres selectivement actifs ou inactifs avec un dispositif de controle de son alimentation en air

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3908475A1 (de) * 1988-03-15 1989-09-28 Mazda Motor Ansaugsystem fuer eine aufgeladene brennkraftmaschine
US5027769A (en) * 1989-08-25 1991-07-02 Mitsubishi Jidosha Kogya Kabushiki Kaisha Throttle valve control apparatus
DE4224426A1 (de) * 1992-07-24 1994-01-27 Bayerische Motoren Werke Ag Verfahren zur Begrenzung der Leistung einer Brennkraftmaschine in einem Kraftfahrzeug
FR2925127A1 (fr) * 2007-12-13 2009-06-19 Inst Francais Du Petrole Moteur a combustion interne du type a cylindres selectivement actifs ou inactifs avec un dispositif de controle de son alimentation en air

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102588076A (zh) * 2012-03-27 2012-07-18 上海交通大学 容积腔调节式进气装置
EP2930343A1 (fr) * 2014-01-02 2015-10-14 Nairex Business S.L. Moteur à combustion interne à chambre de distribution de pression à admissions multiples indépendantes
EP2930343A4 (fr) * 2014-01-02 2015-12-02 Nairex Business S L Moteur à combustion interne à chambre de distribution de pression à admissions multiples indépendantes
EP3111073A4 (fr) * 2014-02-26 2017-10-18 Westport Power Inc. Appareil de combustion de carburant gazeux pour moteur à combustion interne
US10451012B2 (en) 2014-02-26 2019-10-22 Westport Power Inc. Gaseous fuel combustion apparatus for an internal combustion engine

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Publication number Publication date
PT104863B (pt) 2012-02-17
PT104863A (pt) 2011-06-09

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