WO2011110945A2 - Intake chamber for internal combustion engines - Google Patents
Intake chamber for internal combustion engines Download PDFInfo
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- WO2011110945A2 WO2011110945A2 PCT/IB2011/000556 IB2011000556W WO2011110945A2 WO 2011110945 A2 WO2011110945 A2 WO 2011110945A2 IB 2011000556 W IB2011000556 W IB 2011000556W WO 2011110945 A2 WO2011110945 A2 WO 2011110945A2
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- air
- intake
- engine
- internal combustion
- ducts
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Classifications
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- 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
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- 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 provides an Intake Chamber to improve the entry of air into the internal combustion engines, reducing the flow losses caused by the friction of the air against the internal walls of the ducts of the standard intake manifolds and the systems of multiple variables used by the technique, in order to achieve a higher air flow and therefore a higher volumetric efficiency of the engine.
- US Patent No. 6, 578,543 B2 with priority claim in Germany, refers to an intake chamber for the motor of a chainsaw motorbike, with the purpose of removing impurities such as wood chips and fuel particles that are deposited in the air filter, equipped with an opening and a flap mechanism that automatically precipitates the particles before any problem can occur in the carburetor.
- This system is novel because it eliminates the use of centrifugal separation cyclones in the proper preparation of clean combustion air, which requires a lot of time for maintenance.
- Invention Patent 4, 862,840 of the United States refers to a type of variable intake manifold with a common intake duct that is divided into two sub-ducts, within which a butterfly-type shutter valve is located, is say, a valve for each pipeline; a duct for low engine revolutions and another duct for high engine revolutions, which is when the engine requires more air flow.
- a valve is opened to give way to the air through a single duct and the second case, the other valve is also opened to give air passage through the two ducts simultaneously, thus controlling the two flow zones.
- German Patent No. 0- DE-38 20 674 shows an air induction system in which the length of the individual intake pipes continuously vary by a telescopic system within stationary ducts belonging to an engine air distribution system. During the low engine rotation speed these individual intake pipes reach their maximum length and a very short length at high engine revolutions.
- US Patent No. 4646689 deals with a device for varying the effective length of the intake duct of an internal combustion engine with a compact and simplified structure by means of a cylindrical rotor driven by a stepper electric motor, with a rotating system coaxial that rotates inside a hollow cylindrical housing with the aim of providing greater efficiency in the air intake system, varying the length of the ducts according to the engine revolutions.
- Japanese Patent No. 5020126 mentions a variable intake system in which for each cylinder of the engine there are two coaxial tubes, one fixed and one linearly sliding, which vary in length depending on the engine revolutions, controlled by a very complex system and large, which demands a very large space for assembly.
- variable admission manifolds like all the developments of multiple variable admission, involve moving parts and complex control systems to achieve the variation of the size of the intake ducts, depending on the engine regime.
- the problems presented by the previous patents and other similar developments are solved with the present invention, because it achieves the objective for which the variable admission manifolds were designed, but in a simpler way with other additional benefits, such as the increase of the engine air flow, increased torque and power, reduced specific fuel consumption, uniformity in combustion pressure in the cylinders and increased thermal efficiency of the engine.
- the Admission Chamber of the present invention consists of a closed lung or reservoir that stores atmospheric air intended for combustion in the engine and differs from the technique, because it has no ducts or valves or mechanisms, or moving parts; nor does it require specific control systems to command the opening and closing of valves as in the case of the variable intake manifolds for air handling.
- This Intake Chamber handles only air and has application in all internal combustion engines with any type of fuel, Otto Cycle, Diesel Cycle and rotary engines.
- the Intake Chamber of the present invention reduces the distance the air has to travel to the cylinders and maintains a large reserve of air near the engine intake valves, so that each cylinder easily admits the largest mass of air or mixing necessary for the maximum filling of the cylinders, which produces a greater volumetric efficiency in less time than the one used by the technique, reducing the resistance to flow; and since the filling of the cylinders is "uniform, there is also a uniform combustion pressure in each cylinder.
- the resonance phenomenon of the low pressure wave that occurs when the intake valve is opened is increased and returns as a high pressure wave at the speed of sound. If the wave travels a shorter distance, the filling of the cylinders is carried out in less time, that is, greater volumetric efficiency, at a pressure greater than atmospheric pressure, producing an effect of supercharging of the cylinders.
- the air is supplied in a more efficient and proportional way according to the engine regime from a large common air container for all cylinders, under a different concept from the technique: In this Admission Chamber, at low Engine revolutions The air is accelerated to increase its kinetic energy, eliminating the resistance to flow and this is achieved by eliminating the ducts, unlike the technique, which does so using long and thin ducts.
- variable intake manifold uses short ducts of greater area to increase air flow;
- the present invention performs that same function but in a different way, that is, by eliminating the factor that produced the friction.
- the pressure differential between the atmospheric pressure and the suction pressure of the engine is increased, in order to improve the volumetric efficiency.
- the resistance to flow caused by the friction of the passage of air against the internal walls of the ducts used in the technique causes a delay in the filling time of the cylinders, because the air is being slowed by friction, causing deficiencies in the filling of the cylinders, unlike the present intake chamber, where the filling efficiency is increased.
- the frequency of reciprocating movement of the pistons is very high and the filling of the cylinders is done in fractions of a second; if the cylinders do not fill up properly, the amount of combustion mixture mass will be less and therefore the expanding gases will produce less pressure to move the pistons, which causes the power losses, because the filling efficiency of the cylinders is directly proportional to the power produced by the engine.
- the present invention solves the problem presented in the art, because the Intake Chamber increases the volumetric efficiency of the engine; This phenomenon evidences the tests performed and is summarized in the graphs of annexed acceleration curves.
- Admission Chamber of the present invention With the massive implementation of the Admission Chamber of the present invention, it will be possible to manufacture smaller engines with lower weight, higher thermal efficiency and lower specific fuel consumption, which generate less environmental pollution and with an additional advantage in The weight / power ratio. In addition, dependence on the importation of oil would be reduced, which would favor the economy mainly of the industrialized countries, which are the ones that consume the most oil and produce the most environmental pollution in the generation of the energy essential for the development of their economy in increase. In experimental and repetitive tests on the road and in a chassis dynamometer, first with the standard engine and then compared with the same engine equipped with the Intake Chamber object of the present invention, its effectiveness was proven:
- the first graph shows the acceleration curves of the vehicle's engine as standard
- the second graph shows the acceleration curves of the vehicle engine equipped with the Intake Chamber, object of the present invention
- the third graph comparatively shows the differences between the acceleration curves of the vehicle in standard (fine lines), v. the vehicle equipped with the intake chamber in thick lines, where it can also be seen that with the intake chamber, the maximum torque was reached at lower speed and at lower engine revolutions than. with the standard system (- 27%).
- the present invention is related to an intake chamber for internal combustion engines, which improves the air intake in order to obtain a higher volumetric efficiency and greater engine efficiency.
- the Variable Admission Manifolds at this time come as standard equipment in high-end vehicles, and their main function is to improve the air inlet to the cylinders depending on the regime to which the engine is.
- the air When the engine rotates at high revolutions, the air reaches a high speed, however, at low revolutions, the air must be accelerated. This acceleration is achieved with thin and long intake ducts, but at high revolutions, short and thick ducts are necessary and this function is fulfilled by the variable intake manifold, which opens or closes the different intake ducts, by means of controlled motorized valves by computer
- two air ducts are used for each cylinder, where at low revolutions the air passes only through a single duct, the other being kept closed by a butterfly valve. At a high rate, the valve opens and the air then passes through the two ducts.
- the valve is controlled by the microprocessor and can be driven by an electric motor or by a vacuum motor. At low speed, and when passing through a single duct, the air increases its speed towards the cylinder in the intake stroke; at a higher rate more air is needed and it is when it flows through both ducts when the valve is opened.
- the manifolds or standard intake manifolds used by the technique consist of a tubular piece with a main entrance of large area for the entry of air and multiple exits of smaller area, corresponding to the number of cylinders that are connected to the engine block, a pipeline for each cylinder.
- a vacuum is generated, which causes the flow of air from the outside, at atmospheric pressure;
- the mass of air flows by dragging the pulverized fuel from the carburetor, or gasified from the mixer and a mixture is produced that is distributed through the intake manifold ducts to the cylinders.
- the main function of the intake manifolds used by the technique is to distribute the mixture or air evenly to each cylinder to help vaporize the fuel as in the case of carbureted engines or with mono-point injection systems, forming a fuel mixture to drive it through the intake pipes to the cylinders, where large volumetric flow losses are generated, but in injection engines, the intake manifolds handle only air and the fuel injection is carried out near the valves of admission or directly in the combustion chamber as in the case of engines with Diesel Cycle.
- the intake manifolds used by the technique produce high torque at low revolutions with long and thin ducts, or high power at higher engine revolutions with short and larger diameter ducts.
- Standard admission manifolds do not have the flexibility of variable admission manifolds.
- This graph shows the acceleration curves of the vehicle's engine as standard.
- the present graph shows the acceleration curves of the engine of the vehicle equipped with the Intake Chamber, object of the present invention.
- the present graph comparatively illustrates the differences between the acceleration curves of the vehicle in standard (fine lines), v.
- FIGURE 1 A first figure.
- Figure 1 schematically shows a Standard Admission Manifold.
- the entry of air or mixture into the engine is done through the main duct (1), which is controlled by the acceleration body (2).
- the air continues to the main body of the intake manifold (3) and subsequently a duct is derived for each cylinder (4), (5), (6) and (7) as in this case, which is an engine of four cylinders
- the intake manifold ducts used by the technique do not have the same length or area, so uneven combustion pressures occur.
- Said cylinder head contains the intake valves (15), (16), (17) and (18) or more valves as in the case of multi-valve engines. From this point, the air or mixture flows to the respective cylinder to produce combustion in the combustion chambers.
- FIG. 2 schematically shows a typical multiple 'variable admission used by the technique, where air enters through the main duct (1); Inside each duct is a partition (2) that divides the air flow into two ducts: the right duct with direct passage and in the left duct, the flow is controlled by a butterfly valve (3).
- the butterfly valve (3) When the engine is running at low revolutions per minute, the butterfly valve (3) is in the closed position, giving air flow only through the right part of the partition wall.
- the control system acts and the valve opens, giving air flow also through the left duct of the partition, causing a total air flow to the cylinder through the two ducts simultaneously.
- FIG. 3 schematically shows the Admission Chamber, object of the present invention, which is a High Efficiency Admission System.
- connection flange (4) that communicates the Intake Chamber with the engine block (5), which houses the ducts (6), (7), (8) and ( 9), in the cylinder head (10).
- Said cylinder head contains the intake valves (11), (12), (13) and (14) or more valves such as in the case of multi valve engines. From this point, the air flows to the respective cylinder to produce combustion in the combustion chambers.
- object of the present invention to the ducts located in the engine block and further reduce friction, it is done exponentially (11) towards the entrance of all the ducts, as shown in Fig. 3, in order to take full advantage of the induction pulse caused by the opening of the intake valves.
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- Chemical & Material Sciences (AREA)
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Abstract
The invention relates to an intake chamber, a high-efficiency intake system for improving the intake of air into internal combustion engines, reducing the loss of flow caused by air friction from the inside walls of the manifold ducts in a standard intake and from the multi-manifold systems used in the industry to achieve a larger air flow. The invention comprises a closed tank that stores air and differs from prior art in that it has no ducts, mechanisms or moving parts. Said system is applicable to all otto cycle, diesel cycle and rotary internal combustion engines using any type of fuel.
Description
DESCRIPCIÓN DETALLADA DE LA INVENCIÓN DETAILED DESCRIPTION OF THE INVENTION
La presente invención proporciona una Cámara de Admisión para mejorar la entrada de aire en los motores de combustión interna, reduciendo las pérdidas de flujo ocasionadas por la fricción del aire contra las paredes internas de los ductos de los múltiples de admisión estándar y de los sistemas de múltiples variables utilizados por la técnica, con el fin de lograr un mayor caudal de aire y por lo tanto, un rendimiento volumétrico más alto del motor. The present invention provides an Intake Chamber to improve the entry of air into the internal combustion engines, reducing the flow losses caused by the friction of the air against the internal walls of the ducts of the standard intake manifolds and the systems of multiple variables used by the technique, in order to achieve a higher air flow and therefore a higher volumetric efficiency of the engine.
La Patente No. 6, 578,543 B2, de los Estados Unidos, con reivindiqación de prioridad en Alemania, se refiere a una cámara de admisión para el motor de una moto sierra de cadena, con el propósito de remover las impurezas como virutas de madera y partículas de combustible que se depositan en el filtro de aire, dotado de una apertura y un mecanismo de solapa que precipita automáticamente las partículas antes de que pueda producir algún problema en el carburador. Este sistema es novedoso porque elimina el uso de ciclones de separación centrífuga en la preparación adecuada del aire limpio para la combustión, que requieren mucho tiempo para su mantenimiento. US Patent No. 6, 578,543 B2, with priority claim in Germany, refers to an intake chamber for the motor of a chainsaw motorbike, with the purpose of removing impurities such as wood chips and fuel particles that are deposited in the air filter, equipped with an opening and a flap mechanism that automatically precipitates the particles before any problem can occur in the carburetor. This system is novel because it eliminates the use of centrifugal separation cyclones in the proper preparation of clean combustion air, which requires a lot of time for maintenance.
La Patente de Invención 4, 862,840 de los Estados Unidos, se refiere a un tipo de múltiple de admisión variable con un ducto de admisión común que se divide en dos sub ductos, dentro de los cuales se encuentra una válvula obturadora del tipo mariposa, es decir, una válvula para cada ducto; un ducto para bajas revoluciones del motor y otro ducto para altas revoluciones del motor, que es cuando el motor requiere de mayor flujo de aire. En el primer caso se abre una válvula para dar paso al aire por un solo ducto y el segundo caso, la otra válvula también se abre para dar paso de aire por los dos ductos simultáneamente, controlando de ésta manera las dos zonas de flujo. Invention Patent 4, 862,840 of the United States, refers to a type of variable intake manifold with a common intake duct that is divided into two sub-ducts, within which a butterfly-type shutter valve is located, is say, a valve for each pipeline; a duct for low engine revolutions and another duct for high engine revolutions, which is when the engine requires more air flow. In the first case a valve is opened to give way to the air through a single duct and the second case, the other valve is also opened to give air passage through the two ducts simultaneously, thus controlling the two flow zones.
La Patente alemana N 0 DE-38 20 674 muestra un sistema de inducción de aire en el que la longitud de los tubos de admisión individuales varían continuamente por un sistema telescópico dentro de unos ductos estacionarios pertenecientes a un sistema de distribución de aire del motor. Durante la velocidad de rotación baja del motor estos tubos de admisión individuales alcanzan su longitud máxima y una longitud muy corta en altas revoluciones del motor. German Patent No. 0- DE-38 20 674 shows an air induction system in which the length of the individual intake pipes continuously vary by a telescopic system within stationary ducts belonging to an engine air distribution system. During the low engine rotation speed these individual intake pipes reach their maximum length and a very short length at high engine revolutions.
La Patente No. 4646689 de los Estados Unidos, trata de un dispositivo para variar la longitud efectiva del conducto de admisión de un motor de combustión interna con una estructura compacta y simplificada por medio de un rotor cilindrico accionado por un motor eléctrico paso a paso, con un sistema rotativo
coaxial que gira dentro de una carcasa cilindrica hueca con el objetivo de proporcionar mayor eficiencia en el sistema de admisión de aire, variando la longitud de los ductos de acuerdo a las revoluciones del motor. US Patent No. 4646689, deals with a device for varying the effective length of the intake duct of an internal combustion engine with a compact and simplified structure by means of a cylindrical rotor driven by a stepper electric motor, with a rotating system coaxial that rotates inside a hollow cylindrical housing with the aim of providing greater efficiency in the air intake system, varying the length of the ducts according to the engine revolutions.
La Patente japonesa No. 5020126 menciona un sistema de admisión variable en el cual para cada cilindro del motor se disponen dos tubos coaxiales, uno fijo y otro deslizante linealmente, que varían su longitud dependiendo de las revoluciones del motor, controlados por un sistema muy complejo y de gran tamaño, que demanda un espacio muy grande para su montaje. Japanese Patent No. 5020126 mentions a variable intake system in which for each cylinder of the engine there are two coaxial tubes, one fixed and one linearly sliding, which vary in length depending on the engine revolutions, controlled by a very complex system and large, which demands a very large space for assembly.
Las patentes anteriores al igual que todos los desarrollos de múltiples de admisión variable, involucran partes móviles y sistemas de control complejos para lograr la variación del tamaño de los ductos de admisión, dependiendo del régimen del motor. Los problemas que presentan las patentes anteriores y otros desarrollos similares, son solucionados con la presente invención, porque logra el objetivo para el cual fueron diseñados los múltiples de admisión variable, pero de una manera más sencilla con otros béneficios adicionales, tales como el incremento del caudal de aire del motor, incremento del torque y la potencia, reducción del consumo específico del combustible, uniformidad en la presión de combustión en los cilindros e incremento del rendimiento térmico del motor. The previous patents, like all the developments of multiple variable admission, involve moving parts and complex control systems to achieve the variation of the size of the intake ducts, depending on the engine regime. The problems presented by the previous patents and other similar developments are solved with the present invention, because it achieves the objective for which the variable admission manifolds were designed, but in a simpler way with other additional benefits, such as the increase of the engine air flow, increased torque and power, reduced specific fuel consumption, uniformity in combustion pressure in the cylinders and increased thermal efficiency of the engine.
Bajo el concepto de que al duplicar la longitud de un tubo, el caudal se reduce a la mitad; si la longitud del tubo se reduce a la mitad, se puede manejar el doble de caudal; pero si el radio aumenta al doble, el caudal aumentaría 16 veces, porque el radio del tubo se encuentra elevado a la cuarta potencia, es una demostración de que con ésta Cámara de Admisión, se incrementa el caudal de aire, y fundamentalmente cuanto mayor es la masa de aire que entra en los cilindros, mayor será la potencia desarrollada por el motor. Under the concept that by doubling the length of a tube, the flow rate is reduced by half; if the length of the tube is reduced by half, it can handle twice the flow rate; but if the radius increases twice, the flow would increase 16 times, because the radius of the tube is raised to the fourth power, it is a demonstration that with this Intake Chamber, the air flow is increased, and fundamentally the larger it is The mass of air entering the cylinders, the greater the power developed by the engine.
La Cámara de Admisión de la presente invención, consiste en un pulmón o depósito cerrado que almacena aire atmosférico destinado a la combustión en el motor y se diferencia de la técnica, porque no tiene ductos ni válvulas ni mecanismos, ni partes en movimiento; tampoco requiere de sistemas de control específicos para comandar la apertura y cierre de válvulas como en el caso de los múltiples de admisión variable para el manejo del aire. The Admission Chamber of the present invention consists of a closed lung or reservoir that stores atmospheric air intended for combustion in the engine and differs from the technique, because it has no ducts or valves or mechanisms, or moving parts; nor does it require specific control systems to command the opening and closing of valves as in the case of the variable intake manifolds for air handling.
Al retirar todos los ductos utilizados por la técnica y reemplazarlos por una cámara con aceleración del flujo, es equivalente a reducir la longitud de los ductos y multiplicar su radio, es decir, estamos multiplicando muchas veces su capacidad volumétrica para manejar mayor caudal. La presente Cámara de Admisión maneja solamente aire y tiene aplicación en todos los motores de combustión interna con cualquier tipo de combustible, de Ciclo Otto, Ciclo Diesel y motores rotativos.
La Cámara de Admisión de la presente invención reduce la distancia que tiene que recorrer el aire hasta los cilindros y mantiene una gran reserva de aire cerca de las válvulas de admisión del motor, con el objeto de que cada cilindro admita fácilmente la mayor masa de aire o de mezcla necesarios para el máximo llenado de los cilindros, lo que produce un mayor rendimiento volumétrico en menor tiempo que el utilizado por la técnica, reduciendo la resistencia al flujo; y como el llenado de los cilindros es "uniforme, también se produce una presión de combustión uniforme en cada cilindro. By removing all the ducts used by the technique and replacing them with a chamber with flow acceleration, it is equivalent to reducing the length of the ducts and multiplying their radius, that is, we are multiplying many times their volumetric capacity to handle greater flow. This Intake Chamber handles only air and has application in all internal combustion engines with any type of fuel, Otto Cycle, Diesel Cycle and rotary engines. The Intake Chamber of the present invention reduces the distance the air has to travel to the cylinders and maintains a large reserve of air near the engine intake valves, so that each cylinder easily admits the largest mass of air or mixing necessary for the maximum filling of the cylinders, which produces a greater volumetric efficiency in less time than the one used by the technique, reducing the resistance to flow; and since the filling of the cylinders is "uniform, there is also a uniform combustion pressure in each cylinder.
Al eliminar la fricción que se presentaba en los ductos de los múltiples de admisión convencionales y los múltiples de admisión variable utilizados por la técnica, se Incrementa la energía cinética del aire para obtener un mayor rendimiento volumétrico, similar a los sistemas con turbo cargadores que produce un efecto de sobrealimentación de los cilindros, pero por compresión de aire. By eliminating the friction that arose in the ducts of the conventional intake manifolds and the variable intake manifolds used by the technique, the kinetic energy of the air is increased to obtain a higher volumetric efficiency, similar to the systems with turbochargers that it produces a supercharging effect of the cylinders, but by air compression.
Como la distancia que recorre el aire desde la unión entre la Cámara de Admisión con el bloque del motor hasta las válvulas de admisión, es muy corta se reduce la fricción y por lo tanto se incrementa la velocidad y el cauda de aire. Adicionalmente se aprovecha y se incrementa el fenómeno de resonancia de la onda de baja presión que se produce al abrir la válvula de admisión y retorna en forma de onda de alta presión a la velocidad del sonido. Si la onda recorre una menor distancia, el llenado de los cilindros se realiza en menor tiempo, o sea, mayor eficiencia volumétrica, a una presión mayor que la presión atmosférica, produciendo un efecto de sobrealimentación de los cilindros. As the distance that the air travels from the junction between the Intake Chamber with the engine block to the intake valves is very short, friction is reduced and therefore speed and air flow increase. In addition, the resonance phenomenon of the low pressure wave that occurs when the intake valve is opened is increased and returns as a high pressure wave at the speed of sound. If the wave travels a shorter distance, the filling of the cylinders is carried out in less time, that is, greater volumetric efficiency, at a pressure greater than atmospheric pressure, producing an effect of supercharging of the cylinders.
En la presente invención el aire es suministrado en forma más eficiente y proporcional de acuerdo al régimen del motor desde un gran contenedor de aire común para todos los cilindros, bajo un concepto diferente al de la técnica: En la presente Cámara de Admisión, a bajas revoluciones del motor el aire es acelerado para aumentar su energía cinética, eliminando la resistencia al flujo y esto se logra eliminando los ductos, a diferencia de la técnica, que lo hace usando ductos largos y delgados. In the present invention the air is supplied in a more efficient and proportional way according to the engine regime from a large common air container for all cylinders, under a different concept from the technique: In this Admission Chamber, at low Engine revolutions The air is accelerated to increase its kinetic energy, eliminating the resistance to flow and this is achieved by eliminating the ducts, unlike the technique, which does so using long and thin ducts.
En altas revoluciones del motor, cuando el múltiple de admisión variable utiliza ductos cortos de mayor área para incrementar caudal de aire; la presente invención ejerce ésa misma función pero de diferente manera, és decir, eliminando el factor que producía la fricción. Al reducir la fricción provocada por los ductos, se incrementa la diferencial de presión entre la presión atmosférica y la presión de succión del motor, para mejorar la eficiencia volumétrica.
La resistencia al flujo ocasionada por la fricción del paso del aire contra las paredes internas de los ductos utilizados en la técnica, ocasiona un retardo en el tiempo de llenado de los cilindros, porque el aire está siendo frenado por la fricción, produciendo deficiencias en el llenado de los cilindros, a diferencia de la presente Cámara de Admisión, en donde se incrementa la eficiencia de llenado. In high engine revolutions, when the variable intake manifold uses short ducts of greater area to increase air flow; The present invention performs that same function but in a different way, that is, by eliminating the factor that produced the friction. By reducing the friction caused by the ducts, the pressure differential between the atmospheric pressure and the suction pressure of the engine is increased, in order to improve the volumetric efficiency. The resistance to flow caused by the friction of the passage of air against the internal walls of the ducts used in the technique, causes a delay in the filling time of the cylinders, because the air is being slowed by friction, causing deficiencies in the filling of the cylinders, unlike the present intake chamber, where the filling efficiency is increased.
Al eliminar ductos utilizados por la técnica, ya no existe la fricción que se oponía al flujo, es decir, al eliminar el obstáculo que frenaba el flujo, el aire se acelera y se incrementa su caudal, porque la resistencia al flujo es inversamente proporcional al radio elevado a la cuarta potencia, en donde el caudal Q se relaciona con la diferencial de presión entre los extremos del ducto ΔΡ, su diámetro interno D y su longitud L, según la siguiénte ecuación: By eliminating pipelines used by the technique, the friction that opposed the flow no longer exists, that is, by eliminating the obstacle that stopped the flow, the air accelerates and its flow increases, because the resistance to flow is inversely proportional to the radius raised to the fourth power, where the flow rate Q is related to the pressure differential between the ends of the pipe ΔΡ, its internal diameter D and its length L, according to the following equation:
Cuando el motor se encuentra funcionando en un régimen de altas revoluciones, la frecuencia del movimiento reciprocante de los pistones es muy elevada y el llenado de los cilindros se realiza en fracciones de segundo; si los cilindros no alcanzan a llenarse adecuadamente, la cantidad de masa de- mezcla en combustión será menor y por lo tanto los gases en expansión producirán una menor presión para mover los pistones, lo que ocasiona las pérdidas de potencia, porque la eficiencia del llenado de los cilindros es directamente proporcional a la potencia producida por el motor. La presente invención soluciona el problema presentado en la técnica, porque la Cámara de Admisión incrementa la eficiencia volumétrica del motor; éste fenómeno se evidencia las pruebas realizadas y se resume en las gráficas de curvas de aceleración anexas. When the engine is running in a high speed regime, the frequency of reciprocating movement of the pistons is very high and the filling of the cylinders is done in fractions of a second; if the cylinders do not fill up properly, the amount of combustion mixture mass will be less and therefore the expanding gases will produce less pressure to move the pistons, which causes the power losses, because the filling efficiency of the cylinders is directly proportional to the power produced by the engine. The present invention solves the problem presented in the art, because the Intake Chamber increases the volumetric efficiency of the engine; This phenomenon evidences the tests performed and is summarized in the graphs of annexed acceleration curves.
Con la implementación masiva de la Cámara de Admisión de la presente invención, se podrá lograr la fabricación de motores más pequeños con menor peso, de mayor rendimiento térmico y con menor consumo específico de combustible, que generen menor contaminación ambiental y con una ventaja adicional en la relación peso/potencia. Además se reduciría la dependencia de la importación de petróleo, lo que favorecería la economía principalmente de los países industrializados, que son lo que consumen mayor cantidad de petróleo y producen mayor contaminación ambiental en la generación de la energía indispensable para el desarrollo de su economía en crecimiento.
En pruebas experimentales y repetitivas en carretera y en dinamómetro de chasis, primero con el motor estándar y luego comparado con el mismo motor equipado con la Cámara de Admisión objeto de la presente invención, se comprobó su eficacia: With the massive implementation of the Admission Chamber of the present invention, it will be possible to manufacture smaller engines with lower weight, higher thermal efficiency and lower specific fuel consumption, which generate less environmental pollution and with an additional advantage in The weight / power ratio. In addition, dependence on the importation of oil would be reduced, which would favor the economy mainly of the industrialized countries, which are the ones that consume the most oil and produce the most environmental pollution in the generation of the energy essential for the development of their economy in increase. In experimental and repetitive tests on the road and in a chassis dynamometer, first with the standard engine and then compared with the same engine equipped with the Intake Chamber object of the present invention, its effectiveness was proven:
Características del vehículo de pruebas: Characteristics of the test vehicle:
Marca: Kia Brand: Kia
Línea: Cerato Line: Cerato
Año: 2008 Year 2008
Cilindrada: 1600 ce. Displacement: 1600 ce.
Los resultados producidos, presentaron un incremento del 43 % en la potencia del motor, 47 % de incremento en el torque, reducción en el consumo específico de combustible y reducción proporcional de los gases contaminantes producidos por el motor, porque entre menor cantidad de masa de combustible se queme, menor será la cantidad de contaminantes emitidos, menor' cantidad de gramos por distancia recorrida. ' The results produced, presented a 43% increase in engine power, 47% increase in torque, reduction in specific fuel consumption and proportional reduction of pollutant gases produced by the engine, because between less mass of Fuel burns, the smaller the amount of pollutants emitted, the smaller the number of grams per distance traveled. '
De acuerdo a éstos resultados, se evidencia un incremento del rendimiento térmico del motor, porque utiliza menor cantidad de calor generado en la combustión para producir mayor fuerza motriz. According to these results, an increase in the thermal performance of the engine is evidenced, because it uses less heat generated in combustion to produce greater driving force.
A continuación se presentan tres gráficas correspondientes a las pruebas en referencia: La primera gráfica muestra las curvas de aceleración del motor del vehículo en estándar; la segunda gráfica muestra las curvas de aceleración del motor del vehículo equipado con la Cámara de Admisión, objeto de la presente invención y la tercera gráfica muestra comparativamente las diferencias entre las curvas de aceleración dei vehículo en estándar (líneas finas), Vs. el vehículo equipado con la Cámara de Admisión en líneas gruesas, en donde puede apreciarse además que con la Cámara de Admisión, el máximo torque se alcanzó a menor velocidad y a menores revoluciones del motor que. con el sistema estándar (- 27 %).
Below are three graphs corresponding to the tests in reference: The first graph shows the acceleration curves of the vehicle's engine as standard; The second graph shows the acceleration curves of the vehicle engine equipped with the Intake Chamber, object of the present invention and the third graph comparatively shows the differences between the acceleration curves of the vehicle in standard (fine lines), v. the vehicle equipped with the intake chamber in thick lines, where it can also be seen that with the intake chamber, the maximum torque was reached at lower speed and at lower engine revolutions than. with the standard system (- 27%).
CAMPO DE LA INVENCION FIELD OF THE INVENTION
La presente invención está relacionada con una Cámara de Admisión para los motores de combustión interna, que mejora la entrada de aire con el objeto de obtener un mayor rendimiento volumétrico y mayor eficiencia del motor. The present invention is related to an intake chamber for internal combustion engines, which improves the air intake in order to obtain a higher volumetric efficiency and greater engine efficiency.
ANTECEDENTES DE LA INVENCION BACKGROUND OF THE INVENTION
En la época actual hay una tendencia considerable en el desarrollo de nuevas tecnologías encaminadas a la preservación del medio ambiente para incrementar la eficiencia de los motores de combustión interna, reducir la cantidad de gases contaminantes y de efecto invernadero, además de racionalizar el uso de combustibles, especialmente los de origen fósil. At the present time there is a considerable trend in the development of new technologies aimed at the preservation of the environment to increase the efficiency of internal combustion engines, reduce the amount of greenhouse gases and pollutants, in addition to rationalizing the use of fuels , especially those of fossil origin.
Tratados internacionales de carácter ambiental acerca de las causas e implicaciones para la humanidad del "efecto invernadero", provocado por las crecientes emisiones a la atmósfera de gases tales como bióxido de carbono, metano, óxido nitroso y los cloro-fluorocarbonos; tales tratados como el Protocolo de Kioto, el Tratado de Montreal y más recientemente el Tratado de Copenhague de diciembre de 2009, reflejan la necesidad de un enfoque integral en el tratamiento de los problemas ambientales y del desarrollo en relación con la demanda creciente de energía. International environmental treaties on the causes and implications for humanity of the "greenhouse effect", caused by increasing emissions into the atmosphere of gases such as carbon dioxide, methane, nitrous oxide and chloro-fluorocarbons; such treaties as the Kyoto Protocol, the Montreal Treaty and more recently the Copenhagen Treaty of December 2009, reflect the need for a comprehensive approach in the treatment of environmental and development problems in relation to the growing demand for energy.
En la medida que aumenta la población, se produce el aumento en la demanda de energía; un factor que determina el nivel de desarrollo de un país es la cantidad de energía producida, lo que conlleva directamente un ponsumo proporcional de combustibles de origen fósil principalmente, y los respectivos problemas medioambientales que impactan en la salud humana, en donde los motores de combustión interna tienen gran responsabilidad por los niveles de emisión de sustancias que provocan el efecto invernadero fundamentalmente del dióxido de carbono, los óxidos nitrosos y metano. As the population increases, there is an increase in energy demand; A factor that determines the level of development of a country is the amount of energy produced, which directly implies a proportional consumption of fossil fuels, and the respective environmental problems that impact on human health, where combustion engines Internally they have great responsibility for the emission levels of substances that cause the greenhouse effect mainly of carbon dioxide, nitrous oxides and methane.
Sin embargo los compromisos no se han logrado en forma definitiva, porque se plantea que las actuales tecnologías para producción de energías limpias, aún no están en un nivel de desarrollo que lo permitan, por lo tanto éstos países no se comprometen en forma directa con unas cuotas de reducción de gases de efecto invernadero en función del tiempo, However, the commitments have not been definitively achieved, because it is proposed that current technologies for clean energy production are not yet at a level of development that allows it, therefore these countries do not commit directly to greenhouse gas reduction quotas as a function of time,
De acuerdo con estimaciones del Panel Intergubernamental sobre Cambios Climáticos, de mantenerse las actuales tendencias en las emisiones de gases de efecto invernadero, la temperatura media global aumentaría a un ritmo de 0.3 °C por década y en consecuencia se producirá incrementos con consecuencias catastróficas en el incremento del nivel del mar por el descongelamiento de los glaciares, ocasionadas por el calentamiento global.
En cuanto se refiere a los motores de combustión interna que son responsables de aproximadamente el setenta por ciento de la contaminación ambiental, en los últimos años se ha presentado un auge en e desarrollo de nuevas tecnologías en su fabricación como son los vehículos eléctricos, vehículos de energía solar, vehículos de celdas combustibles, vehículos híbridos, los motores de hidrógeno y además la utilización de combustibles alternativos como los biocombustibles, los alcoholes y el gas natural. According to estimates by the Intergovernmental Panel on Climate Change, if current trends in greenhouse gas emissions are maintained, the average global temperature would rise at a rate of 0.3 ° C per decade and consequently there will be increases with catastrophic consequences in the sea level rise due to defrosting of glaciers, caused by global warming. As regards internal combustion engines that are responsible for approximately seventy percent of environmental pollution, in recent years there has been a boom in the development of new technologies in their manufacture such as electric vehicles, vehicles solar energy, fuel cell vehicles, hybrid vehicles, hydrogen engines and also the use of alternative fuels such as biofuels, alcohols and natural gas.
Los vehículos de calle actuales vienen equipados con sistemas de inyección controlada por computador y sensores que en conjunto integran un sistema de control para una mayor eficiencia de los motores, que combinados con el convertidor catalítico de tres vías, reduce significativamente las emisiones nocivas a la atmósfera. Además se ha desarrollado sistemas para lograr el mejor llenado posible de los cilindros del motor como la tecnología multivalvular, la incorporación del variador de fase del árbol de levas, los sistemas de válvulas variables, los turbo cargadores, y por supuesto, el múltiple de admisión variable. ' Current street vehicles are equipped with computer-controlled injection systems and sensors that together integrate a control system for greater engine efficiency, which combined with the three-way catalytic converter, significantly reduces harmful emissions to the atmosphere . In addition, systems have been developed to achieve the best possible filling of engine cylinders such as multivalvular technology, the incorporation of the camshaft phase variator, variable valve systems, turbochargers, and of course, the intake manifold variable. '
Los Múltiples de Admisión Variable en éste momento vienen como equipo de norma en los vehículos de alta gama, y su principal función es mejorar la entrada de aire a los cilindros en función del régimen al que se encuentre el motor. Cuando el motor gira a altas revoluciones, el aire alcanza una gran velocidad, sin embargo, en baja revoluciones, el aire debe ser acelerado. Esta aceleración se logra con conductos de admisión delgados y largos, pero en altas revoluciones, son necesarios conductos cortos y gruesos y ésta función la cumple el múltiple de admisión variable, que abre o cierra los distintos conductos de admisión, por medio de válvulas motorizadas controladas por computador. The Variable Admission Manifolds at this time come as standard equipment in high-end vehicles, and their main function is to improve the air inlet to the cylinders depending on the regime to which the engine is. When the engine rotates at high revolutions, the air reaches a high speed, however, at low revolutions, the air must be accelerated. This acceleration is achieved with thin and long intake ducts, but at high revolutions, short and thick ducts are necessary and this function is fulfilled by the variable intake manifold, which opens or closes the different intake ducts, by means of controlled motorized valves by computer
En otro diseño de múltiple de admisión variable, se utilizan dos ductos de aire por cada cilindro, en donde a bajas revoluciones el aire pasa únicamente por un solo ducto, manteniéndose el otro cerrado por una .válvula mariposa. A un régimen alto, la válvula se abre y el aire pasa entonces por los dos conductos. La válvula está controlada por el microprocesador y puede ser accionada mediante un motor eléctrico o por un motor de vacío. A bajo régimen, y al pasar por un solo conducto, el aire aumenta su velocidad hacia el cilindro en la carrera de admisión; a mayor régimen se necesita más aire y es cuando fluye por ambos conductos al abrirse la válvula.
Los múltiples o colectores de admisión estándar utilizados por la técnica, consisten en una pieza tubular con una entrada principal de gran área para el ingreso del aire y múltiples salidas de menor área, correspondientes al número de cilindros que van conectadas al bloque del motor, un ducto para cada cilindro. Cuando el motor está en tiempo de admisión, se genera un vacío, que provoca el flujo de aire desde el exterior, a presión atmosférica; la masa de aire fluye arrastrando el combustible pulverizado desde el carburador, o gasificado desde el mezclador y se produce una mezcla que se distribuye a través de los ductos del múltiple de admisión hasta los cilindros. La función principal de los múltiples de admisión utilizados por la técnica, es distribuir la mezcla o el aire en forma equitativa a cada cilindro para ayudar a vaporizar el combustible como en el caso de los motores carburados o con sistemas de inyección mono punto, formando una mezcla combustible para conducirla a través de los ductos de admisión a los cilindros, en donde se genera grandes pérdidas de flujo volumétrico, pero en los motores a inyección, los múltiples de admisión manejan solamente aire y la inyección de combustible se realiza cerca de las válvulas de admisión o directamente en la cámara de combustión como en el caso de los motores con Ciclo Diesel. In another variable intake manifold design, two air ducts are used for each cylinder, where at low revolutions the air passes only through a single duct, the other being kept closed by a butterfly valve. At a high rate, the valve opens and the air then passes through the two ducts. The valve is controlled by the microprocessor and can be driven by an electric motor or by a vacuum motor. At low speed, and when passing through a single duct, the air increases its speed towards the cylinder in the intake stroke; at a higher rate more air is needed and it is when it flows through both ducts when the valve is opened. The manifolds or standard intake manifolds used by the technique, consist of a tubular piece with a main entrance of large area for the entry of air and multiple exits of smaller area, corresponding to the number of cylinders that are connected to the engine block, a pipeline for each cylinder. When the engine is in admission time, a vacuum is generated, which causes the flow of air from the outside, at atmospheric pressure; The mass of air flows by dragging the pulverized fuel from the carburetor, or gasified from the mixer and a mixture is produced that is distributed through the intake manifold ducts to the cylinders. The main function of the intake manifolds used by the technique is to distribute the mixture or air evenly to each cylinder to help vaporize the fuel as in the case of carbureted engines or with mono-point injection systems, forming a fuel mixture to drive it through the intake pipes to the cylinders, where large volumetric flow losses are generated, but in injection engines, the intake manifolds handle only air and the fuel injection is carried out near the valves of admission or directly in the combustion chamber as in the case of engines with Diesel Cycle.
Los múltiples de admisión utilizados por la técnica producen un alto torque a bajas revoluciones con ductos largos y delgados, o una potencia alta a mayores revoluciones de giro del motor con ductos cortos y de mayor diámetro. Sin embargo, estas dos características no se consiguen simultáneamente sin la utilización de múltiples variables. Los múltiples de admisión estándar no cuentan con la flexibilidad de los múltiples de admisión variable.
The intake manifolds used by the technique produce high torque at low revolutions with long and thin ducts, or high power at higher engine revolutions with short and larger diameter ducts. However, these two characteristics are not achieved simultaneously without the use of multiple variables. Standard admission manifolds do not have the flexibility of variable admission manifolds.
La presente gráfica muestra las curvas de aceleración del motor del vehículo en estándar.
This graph shows the acceleration curves of the vehicle's engine as standard.
La presente gráfica muestra las curvas de aceleración del motor del vehículo equipado con la Cámara de Admisión, objeto de la presente invención.
The present graph shows the acceleration curves of the engine of the vehicle equipped with the Intake Chamber, object of the present invention.
La presente gráfica ilustra comparativamente las diferencias entre las curvas de aceleración del vehículo en estándar (líneas finas), Vs. el vehículo equipado con la Cámara de Admisión, objeto de la presente invención, en líneas gruesas.
DESCRIPCIÓN DE LOS DIBUJOS The present graph comparatively illustrates the differences between the acceleration curves of the vehicle in standard (fine lines), v. The vehicle equipped with the Admission Chamber, object of the present invention, in thick lines. DESCRIPTION OF THE DRAWINGS
FIGURA 1. FIGURE 1.
La Figura 1 , muestra esquemáticamente un Múltiple de Admisión Estándar. La entrada de aire o de mezcla al motor, se realiza a través del ducto prirícipal (1), que es controlado por el cuerpo de aceleración (2). El aire continúa hacia el cuerpo principal del múltiple de admisión (3) y posteriormente se deriva un ducto por cada cilindro (4), (5), (6) y (7) como en éste caso, que se trata de un motor de cuatro cilindros. En la mayoría de los casos, los ductos de los múltiples de admisión usados por la técnica, no tienen igual longitud ni área, por lo que se presenta presiones desiguales en la combustión. Figure 1 schematically shows a Standard Admission Manifold. The entry of air or mixture into the engine is done through the main duct (1), which is controlled by the acceleration body (2). The air continues to the main body of the intake manifold (3) and subsequently a duct is derived for each cylinder (4), (5), (6) and (7) as in this case, which is an engine of four cylinders In most cases, the intake manifold ducts used by the technique do not have the same length or area, so uneven combustion pressures occur.
En el extremo de los ductos, se encuentra la brida de conexión (8) del múltiple de admisión con el bloque del motor (9), que aloja los ductos (10), ( 1), (12) y (13), unidos con la culata del motor (14). Dicha culata contiene las válvulas de admisión (15), (16), (17) y (18) o más válvulas como en el caso de los motores multi valvulares. Desde éste punto, el aire o la mezcla fluyen al respectivo cilindro para producir combustión en las cámaras de combustión. At the end of the ducts, there is the connection flange (8) of the intake manifold with the engine block (9), which houses the ducts (10), (1), (12) and (13), joined with the engine head (14). Said cylinder head contains the intake valves (15), (16), (17) and (18) or more valves as in the case of multi-valve engines. From this point, the air or mixture flows to the respective cylinder to produce combustion in the combustion chambers.
FIGURA 2. FIGURE 2
La Figura 2, muestra esquemáticamente un típico múltiple' de admisión variable utilizado por la técnica, en donde el aire ingresa por el ducto principal (1); en el interior de cada ducto se encuentra un tabique (2) que divide en dos ductos el flujo de aire: el ducto derecho con paso directo y en el ducto izquierdo, el flujo está controlado por una válvula mariposa (3). Figure 2 schematically shows a typical multiple 'variable admission used by the technique, where air enters through the main duct (1); Inside each duct is a partition (2) that divides the air flow into two ducts: the right duct with direct passage and in the left duct, the flow is controlled by a butterfly valve (3).
Cuando el motor se encuentra funcionando a bajas revoluciones por minuto, la válvula mariposa (3) se encuentra en posición cerrada, dando flujo de aire sólo por el ducto derecho del tabique. Cuando el motor se acelera y funciona con altas revoluciones, el sistema de control actúa y la válvula se abre, dando flujo de aire también por el ducto izquierdo del tabique, provocando un flujo de aire total hacia el cilindro por los dos ductos simultáneamente. When the engine is running at low revolutions per minute, the butterfly valve (3) is in the closed position, giving air flow only through the right part of the partition wall. When the engine accelerates and operates at high revolutions, the control system acts and the valve opens, giving air flow also through the left duct of the partition, causing a total air flow to the cylinder through the two ducts simultaneously.
FIGURA 3. FIGURE 3
La Figura 3, muestra esquemáticamente la Cámara de Admisión, objeto de la presente invención, que es un Sistema de Admisión de Alta Eficiencia. Figure 3 schematically shows the Admission Chamber, object of the present invention, which is a High Efficiency Admission System.
El aire ingresa al sistema a través del ducto principal (1), controlado por el cuerpo de aceleración (2) y de ahí pasa a la Cámara de Admisión (3). The air enters the system through the main duct (1), controlled by the acceleration body (2) and from there it passes to the Intake Chamber (3).
Como puede apreciarse en la figura, aquí ya no hay ductos; éstos fueron reemplazados por una cámara común que almacena gran cantidad de aire y alimenta a todos los cilindros conectados a ésta. As can be seen in the figure, there are no pipelines here; These were replaced by a common chamber that stores a large amount of air and feeds all the cylinders connected to it.
En el extremo de la Cámara de Admisión, se encuentra la brida de conexión (4) que comunica la Cámara de Admisión con el bloque del motor (5), que aloja los ductos (6), (7), (8) y (9), en la culata del motor (10). Dicha culata contiene las válvulas de admisión (11), (12), (13) y (14) o más válvulas como
en el caso de los motores multi valvulares. Desde éste punto, el aire fluye al respectivo cilindro para producir combustión en las cámaras de combustión. Para facilitar el ingreso de aire desde la Cámara de Admisión, objeto de la presente invención, hacia los ductos situados en el bloque del motor y reducir aún más la fricción, se hace en forma exponencial (11) hacia la entrada de todos los ductos, como se muestra en la Fig. 3, con el objeto de aprovechar al máximo el pulso de inducción ocasionado por la apertura de las válvulas de admisión.
At the end of the Intake Chamber, there is the connection flange (4) that communicates the Intake Chamber with the engine block (5), which houses the ducts (6), (7), (8) and ( 9), in the cylinder head (10). Said cylinder head contains the intake valves (11), (12), (13) and (14) or more valves such as in the case of multi valve engines. From this point, the air flows to the respective cylinder to produce combustion in the combustion chambers. To facilitate the entry of air from the Intake Chamber, object of the present invention, to the ducts located in the engine block and further reduce friction, it is done exponentially (11) towards the entrance of all the ducts, as shown in Fig. 3, in order to take full advantage of the induction pulse caused by the opening of the intake valves.
Claims
1. Cámara de Admisión para motores de combustión interna, caracterizada porque es un depósito que almacena aire para combustión, y puede reemplazar los múltiples de admisión estándar, los múltiples de admisión variable y los sitemas tipo turbo cargador, siendo compatible con motores de Ciclo Otto, motores de Ciclo Diesel y motores rotativos, que utilicen cualquier tipo de combustible. 1. Intake chamber for internal combustion engines, characterized in that it is a tank that stores air for combustion, and can replace the standard intake manifolds, the variable intake manifolds and the turbocharger-type systems, being compatible with Otto Cycle engines , Diesel Cycle engines and rotary engines, which use any type of fuel.
2. Cámara de Admisión para motores de combustión interna, según reivindicación 1 , caracterizada porque elimina los ductos, los mecanismos, las partes en movimiento y los sistemas de control utilizados por la técnica, para incrementar la energía cinética y el caudal de aire, produciendo un rendimiento volumétrico más alto del motor. 2. Intake chamber for internal combustion engines, according to claim 1, characterized in that it eliminates the ducts, mechanisms, moving parts and control systems used by the technique, to increase kinetic energy and air flow, producing higher volumetric engine performance.
3. Cámara de Admisión para motores de combustión interna, según reivindicaciones 1 y 2, caracterizado porque en consecuencia incrementa el torque y la potencia a cualquier régimen del motor, reduce el consumo específico de combustible y la emisión de gases nocivos al medio ambiente. 3. Intake chamber for internal combustion engines, according to claims 1 and 2, characterized in that it consequently increases the torque and power at any engine speed, reduces the specific fuel consumption and the emission of harmful gases to the environment.
4. Cámara de Admisión para motores de combustión interna, según reivindicación 1 , caracterizada porque posee una forma geométrica exponencial, elíptica o parabólica en las entradas de aire al motor y una corta distancia para su recorrido, que mejora el fenómeno de resonancia, para obtener una sobre alimentación del motor. 4. Intake chamber for internal combustion engines, according to claim 1, characterized in that it has an exponential, elliptical or parabolic geometric shape in the air inlets to the engine and a short distance for its travel, which improves the resonance phenomenon, to obtain An overfeeding engine.
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CO10029681A CO6320152A1 (en) | 2010-03-12 | 2010-03-12 | ADMISSION CHAMBER FOR INTERNAL COMBUSTION ENGINES |
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JP2003035227A (en) * | 2001-07-24 | 2003-02-07 | Aisan Ind Co Ltd | Resinous container in intake system of internal combustion engine and manufacturing method for the same |
JP2003049683A (en) * | 2001-08-03 | 2003-02-21 | Nissan Motor Co Ltd | Intake device for internal combustion engine |
US20090223476A1 (en) * | 2008-03-05 | 2009-09-10 | Aisin Seiki Kabushiki Kaisha | Gas introducing structure of intake path |
-
2010
- 2010-03-12 CO CO10029681A patent/CO6320152A1/en not_active Application Discontinuation
-
2011
- 2011-03-11 WO PCT/IB2011/000556 patent/WO2011110945A2/en active Application Filing
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20020129780A1 (en) * | 2001-03-13 | 2002-09-19 | Nissan Motor Co., Ltd. | Intake system of internal combustion engine |
JP2003035227A (en) * | 2001-07-24 | 2003-02-07 | Aisan Ind Co Ltd | Resinous container in intake system of internal combustion engine and manufacturing method for the same |
JP2003049683A (en) * | 2001-08-03 | 2003-02-21 | Nissan Motor Co Ltd | Intake device for internal combustion engine |
US20090223476A1 (en) * | 2008-03-05 | 2009-09-10 | Aisin Seiki Kabushiki Kaisha | Gas introducing structure of intake path |
Also Published As
Publication number | Publication date |
---|---|
WO2011110945A3 (en) | 2011-12-15 |
CO6320152A1 (en) | 2011-09-20 |
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