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JP2005113912A - Intake module particularly for internal combustion engine - Google Patents

Intake module particularly for internal combustion engine Download PDF

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Publication number
JP2005113912A
JP2005113912A JP2004273309A JP2004273309A JP2005113912A JP 2005113912 A JP2005113912 A JP 2005113912A JP 2004273309 A JP2004273309 A JP 2004273309A JP 2004273309 A JP2004273309 A JP 2004273309A JP 2005113912 A JP2005113912 A JP 2005113912A
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Japan
Prior art keywords
intake
closing means
intake module
closing
module according
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Pending
Application number
JP2004273309A
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Japanese (ja)
Inventor
Jochen Linhart
ヨーヘン、リンハルト
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Mann and Hummel GmbH
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Filterwerk Mann and Hummel GmbH
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Publication of JP2005113912A publication Critical patent/JP2005113912A/en
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    • 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
    • F02D9/109—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps having two or more flaps
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/08—Modifying distribution valve timing for charging purposes
    • F02B29/083—Cyclically operated valves disposed upstream of the cylinder intake valve, controlled by external means
    • 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
    • F02D9/1035—Details of the valve housing
    • F02D9/104—Shaping of the flow path in the vicinity of the flap, e.g. having inserts in the housing
    • 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
    • F02D9/1065—Mechanical control linkage between an actuator and the flap, e.g. including levers, gears, springs, clutches, limit stops of the like
    • 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
    • F02D9/109—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps having two or more flaps
    • F02D9/1095—Rotating on a common axis, e.g. having a common 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

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  • 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)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide an intake module with closing means in intake passages, respectively, which can be independently driven regardless of a tolerance in the arrangement of individual closing means. <P>SOLUTION: The intake module particularly for an internal combustion engine comprises an intake duct having at least two intake passages and the closing means provided in the intake passages, respectively, for giving influences to the cross section of the intake duct. The closing means can be driven by driving means, respectively. The closing means can be driven with actuators, respectively. The closing means can be rotated around rotating shafts, respectively, and the the rotating shafts of the closing means are arranged in parallel to one another. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

本発明は、少なくとも２つの吸気通路を有する吸気管路と該吸気管路の断面積に影響を与えるために前記吸気通路の１つに閉鎖手段を備えた、特に内燃機関用の吸気モジュールに関する。 The present invention relates to an intake pipe having at least two intake passages and an intake module, in particular for an internal combustion engine, provided with a closing means in one of the intake passages in order to influence the cross-sectional area of the intake pipe.

このような吸気モジュールは、例えば特許文献１により知られている。該特許文献には、少なくとも２つの吸気通路を有する内燃機関用の吸気装置が開示されており、そのうち１つの吸気通路には閉鎖手段が設けられて吸気管路の管路断面積に影響を与えることができるようになっている。該閉鎖手段は共通の駆動手段によって制御されるが、該駆動手段と各閉鎖手段との間に常に生じる公差は特に設けられた弾性部材の弾性範囲によって吸収されるようにしてある。しかしながら、弾性部材を用いることは、構造及び組み付け上の負担が増すという欠点を招き、この提案による解決法の経済的有効性が損なわれる。 Such an intake module is known from Patent Document 1, for example. The patent document discloses an intake device for an internal combustion engine having at least two intake passages, and one of the intake passages is provided with a closing means to affect the pipe cross-sectional area of the intake pipe. Be able to. The closing means are controlled by a common drive means, but the tolerance that always occurs between the drive means and each closing means is adapted to be absorbed in particular by the elastic range of the provided elastic member. However, the use of elastic members has the disadvantage of increasing the burden on structure and assembly, which impairs the economic effectiveness of the proposed solution.

さらに、特許文献２には、少なくとも２つの閉鎖手段が共通の駆動手段により連結手段を介して駆動可能で、該駆動手段には前記駆動手段と閉鎖手段との間に生じる公差を吸収するための少なくとも１箇所の弾性変形容易な部分が設けられた吸気モジュールが開示されている。該弾性変形容易な部分は、例えば材料の剛性を小さくすること、好ましくは厚さを減じることで実現できる。このような方法で個々の駆動手段間の公差を吸収することができるが、但しこのような構成には制御桿が必要である。   Further, in Patent Document 2, at least two closing means can be driven by a common driving means via a connecting means, and the driving means absorbs a tolerance generated between the driving means and the closing means. An air intake module provided with at least one elastically easily deformable portion is disclosed. The easily elastically deformable portion can be realized, for example, by reducing the rigidity of the material, preferably by reducing the thickness. In this way, tolerances between the individual drive means can be absorbed, but such a configuration requires a control rod.

ＵＳ４，８２３，７４８US 4,823,748 ＥＰ９６８３６０EP968360

本発明は、上記した問題点に鑑みなされたもので、それぞれの吸気通路に閉鎖手段が設けられ、これら閉鎖手段は互いに独立して、したがって個々の閉鎖手段の配置の公差に無関係に駆動できる吸気モジュールを提供することを課題とする。 The present invention has been made in view of the above-mentioned problems, and each intake passage is provided with a closing means, and these closing means are independent of each other, and therefore can be driven independently of the tolerance of the arrangement of the individual closing means. The problem is to provide a module.

この課題は、独立請求項１に記載の特徴によって達成することができる。   This object can be achieved by the features of independent claim 1.

本発明の本質的な利点は、閉鎖手段が互いに独立して制御でき、制御回転軸は、特にスペースを節約するように配置された場合に駆動手段が互いに干渉しないように各吸気通路の上側に取り付けることができるようにしてあることにある。本発明の好ましい実施形態では、各駆動手段はそれぞれ独立のアクチュエータであり、そのようなアクチュエータとしては例えば電動モータ、ステップモータ、空圧或は液圧駆動装置がある。単に弁或は閉鎖手段を開閉切替えする場合は、切替え動作が速いステップモータが選ばれる。   The essential advantage of the present invention is that the closing means can be controlled independently of each other and the control axis of rotation is located above each intake passage so that the drive means do not interfere with each other, especially when arranged to save space. It is to be able to be attached. In a preferred embodiment of the present invention, each driving means is an independent actuator, and examples of such an actuator include an electric motor, a step motor, a pneumatic pressure or a hydraulic pressure driving device. When the valve or the closing means is simply switched to open or close, a step motor having a fast switching operation is selected.

本発明の他の実施形態では、閉鎖弁が存在する領域の吸気通路の断面積が非常に狭められており、これは閉鎖手段の慣性モーメントを小さくするためである。これは断面を例えば長円形に形成し、閉鎖手段の回転軸を長円形の長軸方向にとることによって行われる。前記断面を長方形に形成し、閉鎖手段の回転軸を長方形の中心で長辺方向にとることも可能である。このようにしても閉鎖手段の慣性モーメントを小さくすることができる。内燃機関用の吸気モジュールでは、通常吸気通路は同時に平行して開かれるか或は閉じられるので、閉鎖弁を基本的に同様な位置に設ければ吸気通路は開かれるか或は閉じられるかして目的にかない有利である。勿論、吸気通路は中間配置とすることも可能である。   In another embodiment of the invention, the cross-sectional area of the intake passage in the region where the closing valve is present is very narrow, in order to reduce the moment of inertia of the closing means. This is performed by forming the cross section in an oval shape, for example, and taking the rotation axis of the closing means in the oval major axis direction. It is also possible to form the cross section in a rectangular shape and take the rotation axis of the closing means in the long side direction at the center of the rectangular shape. Even in this case, the moment of inertia of the closing means can be reduced. In an intake module for an internal combustion engine, the intake passage is normally opened or closed in parallel at the same time. Therefore, if the closing valve is provided at basically the same position, the intake passage may be opened or closed. This is an advantage that is not intended. Of course, the intake passage can be arranged in the middle.

上記およびその他の本発明の好ましい実施例の特徴が、請求項のほか、明細書及び図面から読み取れ、それらの特徴が個々にあるいは幾つかが組み合わされて本発明の実施形態に実施され、および他の分野で適用されて有利かつそれ自身保護され得る実施形態を具現することができ、それらに対して茲に保護を要請するものである。   These and other features of preferred embodiments of the invention can be read from the description and drawings, as well as the claims, and these features can be implemented in embodiments of the invention individually or in combination, and others It is possible to implement embodiments that can be advantageously applied and protected in the above fields, and require protection from them.

図１において、吸気モジュール１０は空気流を制御する弁を備えた多シリンダ内燃機関の吸気管を概略的に示す。ここでは、インパルス過給のために急速制御される弁が示されている。該吸気モジュール１０は、開口１２を有する空気集合室１１と、該集合室１１から同じく概略的に示された内燃機関のシリンダヘッド１７につながる吸気管１３、１４、１５、１６とからなる。これら吸気管１３〜１６は基本的には平行して走り、それぞれに開閉弁１８、１９、２０、２１が取り付けてある。これらの開閉弁１８〜２１はそれぞれアクチュエータ２２、２３、２４、２５によって開かれるか或は閉じられる。アクチュエータは各開閉弁と開閉弁軸とでモジュールをなしており、それぞれのモジュールは吸気管にフランジを介して取り付けることができる。前記開口１２から空気集合室１１に流入した空気は、そこで分かれて吸気管１３〜１６を通って内燃機関のそれぞれのシリンダに必要に応じて流れる。内燃機関のインパルス過給にためには開閉便１８〜２１が周期的に内燃機関の回転数に同期して閉じ或は開かれる。高い切替え速度は対応するアクチュエータによって得られる。アクチュエータとして電動モータが用いられる場合は、開閉弁の制御はモータの制御によって行われる。図示の構成は、特に吸気管が非常に近接して配置されていて個々の吸気管の間に弁のアクチュエータを配置できない場合に有利である。図では、アクチュエータはそれぞれの吸気管の上部に配置されているが、勿論アクチュエータをそれぞれの吸気管の下部に配置することも可能である。   In FIG. 1, an intake module 10 schematically shows an intake pipe of a multi-cylinder internal combustion engine having a valve for controlling an air flow. Here, a valve that is rapidly controlled for impulse supercharging is shown. The intake module 10 comprises an air collecting chamber 11 having an opening 12 and intake pipes 13, 14, 15, 16 connected from the collecting chamber 11 to a cylinder head 17 of the internal combustion engine schematically shown. These intake pipes 13 to 16 basically run in parallel, and open / close valves 18, 19, 20, and 21 are attached to the intake pipes 13 to 16, respectively. These on-off valves 18 to 21 are opened or closed by actuators 22, 23, 24, and 25, respectively. Each actuator has a module composed of each on-off valve and an on-off valve shaft, and each module can be attached to the intake pipe via a flange. The air flowing into the air collecting chamber 11 from the opening 12 is divided there and flows through the intake pipes 13 to 16 to the respective cylinders of the internal combustion engine as necessary. In order to impulse charge the internal combustion engine, the open / close flights 18 to 21 are closed or opened periodically in synchronization with the rotational speed of the internal combustion engine. High switching speeds are obtained with corresponding actuators. When an electric motor is used as the actuator, the on-off valve is controlled by the motor. The arrangement shown is particularly advantageous when the intake pipes are arranged very close together and the valve actuator cannot be arranged between the individual intake pipes. In the figure, the actuator is arranged at the upper part of each intake pipe, but of course, the actuator can be arranged at the lower part of each intake pipe.

図２は吸気管１３の詳細を示している。該吸気管１３はここでは図示しない空気集合管１１からの出口では長円形の断面形状２６をなし、シリンダヘッドへの出口領域でも長円形断面形状をなしている。開閉弁１８が開閉軸２７で吸気管１３に取り付けられている領域では、吸気管の断面は開閉弁１８の幅が狭く開閉軸方向の長さが大きくなるような形状にしてある。このようにすると、開閉弁１８の慣性モーメントが小さくなる利点がある。空気が通る通路断面積は、吸気管への入口２６からシリンダヘッドへの出口まで変化しないように形成されている。   FIG. 2 shows details of the intake pipe 13. The intake pipe 13 has an oval cross-sectional shape 26 at the outlet from the air collecting pipe 11 (not shown), and also has an oval cross-sectional shape at the outlet region to the cylinder head. In the region where the on-off valve 18 is attached to the intake pipe 13 with the on-off shaft 27, the cross-section of the intake pipe is shaped so that the width of the on-off valve 18 is narrow and the length in the on-off axis direction is large. This has the advantage that the moment of inertia of the on-off valve 18 is reduced. The passage sectional area through which air passes is formed so as not to change from the inlet 26 to the intake pipe to the outlet to the cylinder head.

図３には吸気管１３の断面変化状況が、開閉弁１８が図２におけると同様に閉鎖された状態で示されている。図より、各吸気管の断面は空気が流れ易いように変化されていることがわかる。図４にはシリンダヘッドにおける給気管１３の開口２８から開閉弁１８を覗いた形状が示されている。開閉弁１８は開いた状態であり、開閉弁軸２７にアクチュエータを取り付けることができる。開閉弁１８は、吸気管の全体形状とともに開弁状態で流れの損失が十分に避けられるように形成されている。   FIG. 3 shows a cross-sectional change state of the intake pipe 13 in a state in which the on-off valve 18 is closed as in FIG. From the figure, it can be seen that the cross section of each intake pipe is changed so that air easily flows. FIG. 4 shows a shape in which the opening / closing valve 18 is viewed from the opening 28 of the air supply pipe 13 in the cylinder head. The on-off valve 18 is in an open state, and an actuator can be attached to the on-off valve shaft 27. The on-off valve 18 is formed so as to sufficiently avoid a loss of flow in the open state together with the overall shape of the intake pipe.

図では閉鎖手段の回転軸は基本的に互いに平行に配置されているが、２つの回転軸を互いに平行に配置し、この２つの平行配置された回転軸を他の２つの平行配置された回転軸或は他の回転軸に対して傾けて配置することも可能である。   In the figure, the rotation axis of the closing means is basically arranged parallel to each other, but the two rotation axes are arranged parallel to each other, and the two parallel arrangement rotation axes are connected to the other two parallel arrangement rotations. It is also possible to arrange it with an inclination with respect to an axis or another rotation axis.

本発明のさらなる詳細は実施例の概略構成を示す添付図面を参照して説明される。
本発明の実施例に係る内燃機関用吸気モジュールの概略構成図である。 吸気管の実施例の詳細図である。 吸気管の他の実施例の詳細図である。 図３に示した吸気管の内部を弁が開いた状態で示す図である。 Further details of the present invention will be described with reference to the accompanying drawings which show the schematic configuration of the embodiments.
1 is a schematic configuration diagram of an intake module for an internal combustion engine according to an embodiment of the present invention. It is detail drawing of the Example of an intake pipe. It is detail drawing of the other Example of an intake pipe. It is a figure which shows the inside of the intake pipe shown in FIG. 3 in the state which the valve opened.

符号の説明Explanation of symbols

１０ 吸気モジュール
１１ 空気集合室
１２ 開口
１３〜１６ 給気管
１７ シリンダヘッド
１８〜２１ 開閉弁
２２〜２５ アクチュエータ
２６ 長円形断面
２７ 開閉弁軸 10 Intake module
11 Air meeting room
12 Opening 13-16 Air supply pipe 17 Cylinder head 18-21 Open / close valve 22-25 Actuator 26 Oval cross section 27 Open / close valve shaft

Claims (6)

少なくとも２つの吸気通路を有する吸気管路と該吸気管路の断面積に影響を与えるために前記吸気通路の１つにそれぞれ閉鎖手段を備え、それぞれの閉鎖手段はそれぞれの駆動手段によって駆動可能な、特に内燃機関用の吸気モジュールにおいて、前記閉鎖手段はそれぞれの回転軸の周りに回転可能で、少なくとも２つの閉鎖手段の回転軸が互いに平行に配置されていることを特徴とする特に内燃機関様の吸気モジュール。 An intake line having at least two intake passages and a closing means in each of the intake passages to influence the cross-sectional area of the intake line, each closing means being drivable by a respective drive means In particular, in an intake module for an internal combustion engine, the closing means is rotatable about respective rotation axes, and the rotation axes of at least two closing means are arranged in parallel to each other. Intake module. 前記それぞれの駆動手段は回転軸に配置した独立のアクチュエータであることを特徴とする請求項１記載の吸気モジュール。 2. The intake module according to claim 1, wherein each of the driving means is an independent actuator disposed on a rotating shaft. 前記閉鎖手段が配置された領域における前記吸気通路の断面は閉鎖手段の慣性モーメントが小さくなるような形状に形成されていることを特徴とする前記請求項のいずれか１項に記載の吸気モジュール。 The intake module according to any one of the preceding claims, wherein a cross section of the intake passage in a region where the closing means is disposed is formed in a shape such that a moment of inertia of the closing means is reduced. 前記閉鎖弁配置領域における断面は長円形であって閉鎖弁の回転軸は長円形の長軸に沿って走っていることを特徴とする請求項３記載の吸気モジュール。 4. The intake module according to claim 3, wherein a cross section of the closing valve arrangement region is oval and a rotation axis of the closing valve runs along the long axis of the oval. 全ての閉鎖手段は基本的に同様な位置に配置され、特に２つの弁位置、好ましくはそれぞれ当初に決定された閉弁位置と開弁位置が用意されていることを特徴とする前記請求項のいずれか１項に記載の吸気モジュール。 All the closing means are arranged in basically similar positions, in particular two valve positions, preferably each initially determined to be a closing position and an opening position, are provided. The intake module according to any one of claims. 前記閉鎖手段は合成樹脂、特に熱可塑性合成樹脂の射出成形により製作されたことを特徴とする前記請求項のいずれか１項に記載の吸気モジュール。 The intake module according to any one of the preceding claims, wherein the closing means is manufactured by injection molding of a synthetic resin, particularly a thermoplastic synthetic resin.
JP2004273309A 2003-10-06 2004-09-21 Intake module particularly for internal combustion engine Pending JP2005113912A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE10346763A DE10346763A1 (en) 2003-10-06 2003-10-06 Suction module, in particular for internal combustion engines

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JP2005113912A true JP2005113912A (en) 2005-04-28

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WO2012099191A1 (en) * 2011-01-21 2012-07-26 株式会社小松製作所 Air delivery pipe and supercharger
WO2014007178A1 (en) * 2012-07-04 2014-01-09 アイシン精機株式会社 Air flow control device
CN103867322A (en) * 2012-12-13 2014-06-18 周向进 Control method for automobile and internal combustion engine

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JP4589276B2 (en) 2006-08-07 2010-12-01 トヨタ自動車株式会社 Variable intake system for V-type internal combustion engine
CN103527358B (en) * 2013-09-27 2016-05-11 潍柴动力股份有限公司 A kind of engine and intake elbow thereof
BR112022015162A2 (en) * 2020-02-01 2022-10-11 Tvs Motor Co Ltd MOTOR VEHICLE WITH A CI ENGINE

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DE10008296A1 (en) * 2000-02-23 2001-02-22 Daimler Chrysler Ag Throttle flap element actuating device for combustion engine intake manifold system, uses electrically driven rotary magnet as drive element with rotor joined torsionally tight to throttle flap element shaft
JP2003097299A (en) * 2001-09-20 2003-04-03 Hitachi Ltd Control valve drive mechanism of internal combustion engine

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WO2012099191A1 (en) * 2011-01-21 2012-07-26 株式会社小松製作所 Air delivery pipe and supercharger
JP2012154182A (en) * 2011-01-21 2012-08-16 Komatsu Ltd Air delivery pipe and supercharger
CN103026043A (en) * 2011-01-21 2013-04-03 株式会社小松制作所 Air delivery pipe and supercharger
US8555637B2 (en) 2011-01-21 2013-10-15 Komatsu Ltd. Work vehicle
WO2014007178A1 (en) * 2012-07-04 2014-01-09 アイシン精機株式会社 Air flow control device
JP2014013014A (en) * 2012-07-04 2014-01-23 Aisin Seiki Co Ltd Air flow control device
CN103867322A (en) * 2012-12-13 2014-06-18 周向进 Control method for automobile and internal combustion engine
US10648412B2 (en) 2012-12-13 2020-05-12 Xiangjin Zhou Control method of internal combustion engine and internal combustion engine applying the same

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DE10346763A1 (en) 2005-05-19

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