GB2523262A - Intake system in particular for a an internal combustion engine of a vehicle - Google Patents

Intake system in particular for a an internal combustion engine of a vehicle Download PDF

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Publication number
GB2523262A
GB2523262A GB1502683.4A GB201502683A GB2523262A GB 2523262 A GB2523262 A GB 2523262A GB 201502683 A GB201502683 A GB 201502683A GB 2523262 A GB2523262 A GB 2523262A
Authority
GB
United Kingdom
Prior art keywords
duct
intake system
tube
motor
air
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.)
Withdrawn
Application number
GB1502683.4A
Other versions
GB201502683D0 (en
Inventor
Rajat Kumar Panda
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
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 Daimler AG filed Critical Daimler AG
Priority to GB1502683.4A priority Critical patent/GB2523262A/en
Publication of GB201502683D0 publication Critical patent/GB201502683D0/en
Publication of GB2523262A publication Critical patent/GB2523262A/en
Withdrawn legal-status Critical Current

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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
    • 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
    • F02B29/02—Other fluid-dynamic features of induction systems for improving quantity of charge
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F02B33/40—Engines with pumps other than of reciprocating-piston type with rotary pumps of non-positive-displacement 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • 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
    • F02M35/10249—Electrical or electronic devices fixed to the intake system; Electric wiring
    • 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
    • F02M29/00—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture
    • F02M29/02—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture having rotary parts, e.g. fan wheels
    • 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
    • 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)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

An intake system 1, for an internal combustion engine of a vehicle, the intake system 10 comprising a tube 12 bounding, at least one first air flow duct 14, the first duct 14 being arranged on a first side 16 of the tube 12, and at least one second air flow duct 18, the second duct 18 being arranged on an opposite second side 20 of the tube 12. A fan (fig.3, 21) with a plurality of blades 24 which are arranged in the second duct 18 and configured to convey air flow through the second duct 18. The fan (21) being rotatable in relation to the tube 12 about a rotation axis 28, preferably by a motor 30, thereby conveying the air through the second duct 18. The second duct 18, containing the fan (21), is preferably surrounding tube 12 and the first duct 14, and also has a shutter device 50 to open or close the second duct 18.

Description

Intake System, in particular for an Internal Combustion Engine of a Vehicle The invention relates to an intake system, in particular for an internal combustion engine of a vehicle.
Intake systems for internal combustion engines of vehicles are well-known from the general prior art. Conventionally, such an intake system comprises at least one pipe which is also referred to as an air pipe. The pipe bounds at least one duct through which air can flow. Said air is guided to at least one combustion chamber of the internal combustion engine by means of the pipe and, thus, the intake system.
Moreover, it is known to use at least one compressor in such an intake system, wherein the compressor is configured to compress the air. Thereby, the combustion chamber of the internal combustion engine can be supplied with compressed air so that particularly high specific torque and power of the internal combustion engine can be realized.
It is an object of the present invention to provide an intake system by means of which a particularly advantageous air supply can be realized.
This object is solved by an intake system having the features of patent claims 1.
Advantageous embodiments with expedient developments of the invention are indicated in the other patent claims.
The intake system according to the present invention comprises at least one tube which bounds at least one first duct through which air can flow. The first duct is arranged on a first side of the tube. The tube further bounds at least one second duct through which air can flow, the second duct being arranged on an opposite side of the tube. In other words, the second side is opposite of the first side so that said ducts are separated from each other by means of the tube, for example, in the radial direction of the tube.
Furthermore, the intake system comprises a fan having a plurality of blades which are arranged in the second duct. The blades are configured to convey the air flowing through the second duct, wherein the fan is rotatable in relation to the tube about a rotation axis.
Additionally, the intake system according to the present invention comprises a motor configured to drive the fan about the rotation axis thereby conveying the air by means of the blades. In other words, by driving the motor about the rotation axis the blades are moved about the rotation axis in a rotational manner thereby conveying air through the second duct by means of the blades. Thus, air flow through the intake system can be multiplied or increased by means of the fan in such a way that the fan is driven about the rotation axis by the motor.
For example, the intake system according to the present invention can be used for an internal combustion engine so as to supply at least one combustion chamber of the internal combustion engine with the air flowing through the first duct and the second duct.
The intake system according to the present invention can provide a dual type flow providing at least two air flows. One of said air flows is a conventional air flow flowing through the first duct. The second air flow flows through the second duct, wherein the air flowing through the second duct can be conveyed and, for example, pressurized or accelerated by means of the fan driven by the motor. Thus, the internal combustion engine or its combustion chamber can be supplied with a particularly high amount of air in a need-based manner since the motor can be activated and deactivated in a need-based manner. By activating the motor the fan is driven by the motor so as to convey air through the second duct thereby supplying the combustion engine with a particularly high amount of air. Thus, the overall horsepower and torque of the engine can be improved.
Moreover, a compact design of the intake system according to the present invention can be realized since the installation space required by the tube, the motor and the fan can be kept particularly low. Moreover, the intake system according to the present invention can be used for aerospace applications, automobiles or another application where an air flow multiplier is needed. The intake system according to the present invention can be beneficial for driving different ways since horse power and torque can be improved.
Moreover, the vehicle mileage can be increased.
For example, the motor is configured as an electric motor, in particular a magnetic impulsion motor or a piezoelectric-based ultra-sonic motor or a conventional induction motor. Preferably the motor is configured as an internal rotor motor so that a particularly compact design of the intake system can be realized.
Further advantages, features, and details of the invention derive from the following description of a preferred embodiment as well as from the drawing. The features and feature combinations previously mentioned in the description as well as the features and feature combinations mentioned in the following description of the figures and/or shown in the figures alone can be employed not only in the respective indicated combination but also in other combination or taken alone without leaving the scope of the invention.
The drawing shows in: Fig. 1 a schematic sectional view of an intake system, in particular for an internal combustion engine of a vehicle, the intake system comprising at least one tube bounding two ducts, a fan having a plurality of blades configured to convey air through one of said ducts, and a motor configured to drive the fan; Fig. 2 a further schematic sectional view of the intake system; and Fig. 3 a schematic exploded view of the intake system.
In the figures the same elements or elements having the same functions are indicated by the same reference signs.
Figs. 1-3 show an intake system 10 which can be used for, for example, an internal combustion engine of a vehicle. The intake system 10 comprises a tube 12 which is used as a connecting element as will be described in the following. As can be seen from Figs. 1 and 2 the tube 12 bounds at least one first duct 14 through which air can flow. The first duct 14 is arranged on a first side 16 of the tube 12. Moreover, the tube 12 bounds at least one second duct 18 through which air can flow, wherein the second duct 18 is arranged on an opposite second side 20 of the tube 12. In other words, the second side is opposite of the first side 16 or faces away from the first side 16. The second duct 18 is bounded by the tube 12 in the radial direction of the tube 12 inwardly. Moreover, the first duct 14 is bounded by the tube 12 in the radial direction of the tube 12 outwardly.
The intake system 10 further comprises a fan 21 having a carrier 22 and a plurality of blades 24 mounted on the carrier 22. As can be seen from Figs. 1 to 3, the blades 24 are arranged on an inner circumferential surface 26 of the carrier 22, wherein the surface 26 faces towards the ducts 14 and 18. The second duct 18 is bounded by the carrier 22, in particular the inner circumferential surface 26 in the radial direction of the tube 12 outwardly. The blades 24 are configured to convey the air flowing through the second duct 18. The fan 21 is rotatable in relation to the tube 12 about a rotation axis 28 extending in the axial direction of the tube 12. Moreover, the intake system 10 comprises a motor 30 configured to drive the fan 21 and, thus, the carrier 22 and the blades 24 fixed to the carrier 22 about the rotation axis 28 thereby conveying the air through the second duct 18 by means of the blades 24. Thus, the air flowing through the second duct 18 can be accelerated or pressurized by means of the fan 21 so that the internal combustion engine or at least one combustion chamber such as a cylinder of the internal combustion engine can be supplied with a particularly high amount of air by the intake system 10.
The motor 30 is configured as an electric motor and comprises first magnets in the form of permanent magnets 32 arranged on the carrier 22. As can be seen from Figs. 1 to 3, the permanent magnets 32 are arranged on an outer circumferential surface 34 of the carrier 22, the outer circumferential surface 34 facing away from the inner circumferential surface 26 in the radial direction of the carrier 22 outwardly. Moreover, the motor 30 comprises second magnets in the form of electromagnets 36 arranged on a carrier 38 of the motor 30. The carrier 38 is a fixed stator element which can not be rotated about the rotation axis 28. Thus, the carrier 38 and the electromagnets 36 are a part of a stator of the motor 30. Moreover, the fan 21 and the permanent magnets 32 are pads of a rotor of the motor 30 which is configured as an internal rotor motor since the rotor is arranged inside the stator with respect to the radial direction of the motor 30.
The intake system 10 further comprises tubes in the form of pipes 40 and 42 which are also referred to as air pipes. The pipes 40 and 42 have respective ducts 44 and 46.
Moreover, the pipes 40 and 42 are attached to the tube 12. Thus, the pipes 40 and 42 are connected with each other via the tube 12. As can be seen from Figs. 1 and 2 the duct 44 isfluidically connected to the ducts 14 and 18 which are in turn is fluidically connected to the duct 46 so hat the ducts 44 and 46 are fluidically connected which each other via the ducts 14 and 18.
Moreover, the intake system 10 comprises a fixed base element 48 on which the fan 21 is rotationally supported by means of at least roller bearing. Preferably, the roller bearing is a ball bearing so as to keep friction between the base element 48 and the fan 21 particularly low. As can be seen from Figs. 1 and 2, the base element 48 is attached to the tube 12. Moreover, the carrier 38 is attached to the base element 48so that the pipes 40, 42, the tube 12, the base element 48, the carrier 38 and the electromagnets 36 are connected with each other in a fixed manner. Thus, the fan 21 and the permanent magnets 32 attached to the carrier 22 can be rotated in relation to the pipes 40, 42, the tube 12, the base element 48, the electromagnets 36 and the carrier 38 about the rotation axis 28.
Furthermore, the intake system 10 comprises a shutter device 50 comprising a plurality of shutters 52 and 54. In Figs. 1 and 2, directional arrows illustrate the flow of the air through the ducts 14 and 18. As can be seen from Figs. 1 and 2, the shutters 54 are arranged downstream of the shutters 52 with respect to the direction of flow of the air flowing through the intake system 10. Preferably, the shutter device 50, i.e. the shutters 52 and 54 are movably arranged on the tube 12 between the open position and the closed position.
The shutter device 50, i.e. the shutters 52 and 54 are movable between a closed position for closing the second duct 18 and at least one open position for opening the second duct 18 into the tube 12. Said closed position is shown in Fig. 1, wherein said open position is shown in Fig. 2. In the closed position the second duct 18 is blocked so that the air flowing through the intake system 10 cannot flow through the second duct 18. Thus, the internal combustion engine is supplied with air by the intake system 10 in a conventional manner. In order to increase the supply of the internal combustion engine with air, the shutter device 50 is opened and the motor 30 is activated thereby driving or rotating the fan 21 and, thus, the blades 24 about the rotation axis 28. Thereby, the air is conveyed through the second duct 18 in an active manner by means of the motor 30 and the blades 24, i.e. the fan 21. Since the shutter device 50 can be opened and closed in a need-based manner and since the motor 30 can be activated and deactivated in a need-based manner the internal combustion engine can be supplied with air in a need-based manner by the intake system 10. By opening the shutter device 50 and by activating the motor 30 the intake system 10 allows more air to enter the internal combustion engine.
With an increased air flow the internal combustion engine takes in greater amounts of oxygen into its combustion chambers allowing the vehicle to run better and also improving the vehicles mileage. Conventional intake systems have several twists and chambers which limit the air flow. This problem can be avoided by the intake system 10. The main objective of the intake system 10 is to allow the regular air flow through the first duct 14 and even with the motor 30 turned on and the shutter device 50 open. The internal combustion engine should act smoothly without any interruptions.
As can be seen from Fig. 3, the fan 21 is configured as a ring type fan, wherein, preferably, the blades 24 are configured as helical blades. Due to the ring type construction of the fan 21 the construction of the intake system 10 does not restrict or interrupt the normal air flow through the duct 14. The fan 21 and the motor 30 form a so-called multiplier by means of which air flow to the internal combustion engine can be multiplied or increased by activating the motor 30 and opening the shutter device 50.
When the multiplier is activated the shutter device 50 is opened and the motor 30 is activated so as to convey air through the second duct 18 while the air can still flow through the first duct 14 thereby creating a normal air flow. This normal air flow can mix with the pressurized or conveyed air thereby creating a high air flow to the intake system 10 to the internal combustion engine. For example, the motor 30 is configured as a magnetic impulsion motor, a piezoelectric-based ultra-sonic motor or a conventional induction motor, depending on the requirement.
When the multiplier is deactivated, the motor 30 is deactivated and the shutter device 50 is closed. During this deactivated state of the multiplier, the first duct 14 is still open so that air can still flow through the first duct l4so that the internal combustion engine can be still supplied with air. By activating the multiplier the amount of air and, thus, oxygen fed to the internal combustion engine can be increased with comparison to the deactivated state of the multiplier so that particularly high torque and power of the internal combustion engine can be realized.
Preferably, the shutter device 50, i.e. the shutters 52 and 54 are rotatable between the open position and the closed position. In particular, the shutter device 50, i.e. the shutters 52 and 54 are rotatable between the open position and the closed position about the rotation axis 28. Thus, a particularly compact design of the intake system 10 or the multiplier can be realized so that the installation space required by the multiplier can be kept particularly low.
List of reference signs intake system 12 tube 14 first duct 16 first side 18 second duct second side 21 fan 22 carrier 24 blades 26 inner circumferential surface 28 rotation axis motor 32 permanent magnets 34 outer circumferential surface 36 electromagnets 38 carrier pipe 42 pipe 44 duct 46 duct 48 base element shutter device 52 shutters 54 shutters

Claims (7)

  1. Claims An intake system (10), in particular for an internal combustion engine of a vehicle, the intake system (10) comprising: -at least one tube (12) bounding: o at least one first duct (14) through which air can flow, the first duct (14) being arranged on a first side (16) of the tube (12): and o at least one second duct (18) through which air can flow, the second duct (18) being arranged on an opposite second side (20) of the tube (12); -afan (21) having a plurality of blades (24) which are arranged in the second duct (18) and configured to convey the air flowing through the second duct (18), the fan (21) being rotatable in relation to the tube (12) about a rotation axis (28); and -a motor (30) configured to drive the fan (21) about the rotation axis (28) thereby conveying the air through the second duct (18) by means of the blades (24).
  2. 2. The intake system (10) according to claim 1, wherein the second duct (18) is bounded by the tube (12) in the radial direction of the tube (12) inwardly, and wherein the fan (21) has a carrier (22) on which the blades (24) are arranged, the carrier (22) bounding the second duct (18) in the radial direction of the tube (12) outwardly.
  3. 3. The intake system (10) according to claim 1 or 2, wherein the intake system (10) comprises a shutter device (50) movable between a closed position for closing the second duct (18) and at least one open position for opening the second duct (18) in relation to the tube (12).
  4. 4. The intake system (10) according to any one of the preceding claims, wherein the intake system (10) comprises a base element (48) on which the fan (21)is rotationally supported by means of the least one roller bearing.
  5. 5. The intake system (10) according to claim 4, wherein the base element (48) is attached to the tube (12).
  6. 6. The intake system (10) according to any one of the preceding claims, wherein the motor (30) is configured as an electric motor, in particular a magnetic impulsion motor or a piezoelectric based ultra-sonic motor or an induction motor.
  7. 7. An internal combustion engine for a vehicle, the internal combustion engine comprising an intake system (10) according to any one of the preceding claims.
GB1502683.4A 2015-02-18 2015-02-18 Intake system in particular for a an internal combustion engine of a vehicle Withdrawn GB2523262A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB1502683.4A GB2523262A (en) 2015-02-18 2015-02-18 Intake system in particular for a an internal combustion engine of a vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1502683.4A GB2523262A (en) 2015-02-18 2015-02-18 Intake system in particular for a an internal combustion engine of a vehicle

Publications (2)

Publication Number Publication Date
GB201502683D0 GB201502683D0 (en) 2015-04-01
GB2523262A true GB2523262A (en) 2015-08-19

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Family Applications (1)

Application Number Title Priority Date Filing Date
GB1502683.4A Withdrawn GB2523262A (en) 2015-02-18 2015-02-18 Intake system in particular for a an internal combustion engine of a vehicle

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GB (1) GB2523262A (en)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5810115A (en) * 1981-07-10 1983-01-20 Hitachi Ltd Turbocharger
JPS59188028A (en) * 1983-03-22 1984-10-25 Sumio Takada Supercharger of internal-combustion engine
US5586540A (en) * 1995-08-29 1996-12-24 Marzec; Steven E. Multiple stage supercharging system
US20040055579A1 (en) * 2002-09-23 2004-03-25 Fabiani Sandor C. Nozzle air injection system for a fuel-injected engine
WO2013135577A1 (en) * 2012-03-15 2013-09-19 Volkswagen Aktiengesellschaft Device for additional compression of the charge air for an internal combustion engine
WO2015080921A1 (en) * 2013-11-29 2015-06-04 Borgwarner Inc. Supercharging device for a combustion engine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5810115A (en) * 1981-07-10 1983-01-20 Hitachi Ltd Turbocharger
JPS59188028A (en) * 1983-03-22 1984-10-25 Sumio Takada Supercharger of internal-combustion engine
US5586540A (en) * 1995-08-29 1996-12-24 Marzec; Steven E. Multiple stage supercharging system
US20040055579A1 (en) * 2002-09-23 2004-03-25 Fabiani Sandor C. Nozzle air injection system for a fuel-injected engine
WO2013135577A1 (en) * 2012-03-15 2013-09-19 Volkswagen Aktiengesellschaft Device for additional compression of the charge air for an internal combustion engine
WO2015080921A1 (en) * 2013-11-29 2015-06-04 Borgwarner Inc. Supercharging device for a combustion engine

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