An air supply device having an intake pipe overlapping in an air collector, an internal combustion engine having an air supply device, and a motor vehicle.

Abstract

This invention relates to an air supply device for an internal combustion engine, comprising at least one air collector and at least two intake pipes connected to the at least one air collector, each configured to supply air to a respective cylinder of the internal combustion engine. Each intake pipe has a respective intake pipe end section, each end section having at least one inlet opening through which air can be guided from the collector cavity of the at least one air collector into the respective intake pipe cavities of the at least two intake pipes, and through which the air can be supplied to the cylinders. Each intake pipe end section terminates in the air collector cavity and coincides at a common overlapping area in a direction perpendicular to at least one central axis of at least one of the intake pipe end sections. Another aspect of the invention relates to an internal combustion engine having an air supply device and a motor vehicle having an air supply device or an internal combustion engine.

Description

Technical Field

[0001] This invention relates to an air supply device for an internal combustion engine. Other aspects of the invention relate to an internal combustion engine having an air supply device and a motor vehicle having an air supply device or an internal combustion engine. Background Technology

[0002] In this air supply device, the air required for burning fuel in the respective combustion chambers of the internal combustion engine enters the air collector of the air supply device and reaches the respective cylinders of the internal combustion engine that are matched with the respective combustion chambers via the respective intake pipes of the air supply device connected to the air collector.

[0003] For example, EP 0 656 993 A1 discloses an intake system for an internal combustion engine, which has an intake distributor including a container. The intake distributor includes an intake manifold on the inlet side and a plurality of individual intake pipes on the outlet side, which extend into the cylinder head of the internal combustion engine and connect to individual cylinders. The intake manifold has an air guide that extends substantially into a plane extending between two intermediate intake pipes, and the walls of the air guide oriented toward the internal openings of the intake pipes are spaced apart from these openings. Summary of the Invention

[0004] The object of the present invention is to provide an air supply device, an internal combustion engine, and a motor vehicle of the type described at the beginning, wherein, when the internal combustion engine is in operation, it can achieve uniform air supply to multiple cylinders and can make particularly efficient use of existing structural space.

[0005] This objective is achieved by an air supply device having the following characteristics, by an internal combustion engine having the following characteristics, and by a motor vehicle having the following characteristics.

[0006] A first aspect of the invention relates to an air supply device for an internal combustion engine, the air supply device comprising: two inflow passages; a filter container housing a filter element configured as an air filter; at least one air collector; air first entering the filter container via inflow openings and passing through the filter element into a clean air zone of the air collector, the clean air zone being disposed downstream of the filter container in a longitudinal extending direction, the air filtered by the filter element entering a take-off zone of the air collector from the clean air zone, the clean air zone being located between the filter container and the take-off zone in a longitudinal extending direction, and the air collector cavity extending over both the clean air zone and the take-off zone; and at least two intake pipes connected to the at least one air collector, each configured to supply air to a respective cylinder of the internal combustion engine, and each intake pipe having a respective intake pipe end section, each intake pipe end section being provided with at least one inlet opening through which air can be guided from the air collector cavity of the at least one air collector into the clean air zone. Air is supplied to the cylinder in and through the respective intake manifold cavities of at least two intake manifolds. Each intake manifold end section terminates in the air collector cavity and coincides in a common overlapping area in a direction perpendicular to at least one central axis of at least one of the intake manifold end sections. The at least two intake manifolds enter the air collector cavity at opposite air collector wall regions. Each of the at least one inlet openings is opposite to each other, i.e., each inlet opening faces one of the opposite air collector wall regions. The air supply device includes at least two throttle elements for regulating the amount of air supplied to the cylinder via the at least two intake manifolds. Each throttle element is disposed in one of the intake manifolds, and each of the at least two throttle elements is at least indirectly coupled to an adjusting element, which can be jointly adjusted by means of the adjusting element. An air collector can also be called an air box. An air supply device may have at least one inlet opening through which air can enter the interior of the air collector from the surrounding environment.

[0007] The air supply device may include at least one inflow channel configured to draw air from the surrounding environment of the air supply device, which may also be referred to as an air intake channel. The air supply device may also include at least one filter element configured and arranged to filter air that enters at least indirectly into the interior cavity of the air collector via the at least one inflow opening. The air supply device may include a filter container for receiving the filter element, which may be fitted to the air collector.

[0008] According to the invention, the respective intake manifold end sections of the at least two intake manifolds terminate in the air collector cavity and coincide in a common overlapping area in a direction perpendicular to at least one central axis of at least one of the intake manifold end sections. This is advantageous because by coinciding the intake manifold end sections in the common overlapping area, the so-called crosstalk between the intake manifolds—that is, the transmission of pressure pulsations caused by scavenging (load shifting) during internal combustion engine operation—can be significantly reduced, thereby ensuring a uniform air supply to the respective cylinders via the respective intake manifolds. Furthermore, by coinciding in the overlapping area, the structural space present in the air collector cavity can be utilized particularly effectively.

[0009] The intake pipes can enter the air collector cavity from opposite sides of the air collector. Correspondingly, respective intake pipe sections located outside the air collector cavity and connected to the end sections of the intake pipes can extend at least partially along opposite air collector sides, which can also be referred to as the air collector wall regions of the air collector. This allows for a uniform arrangement of the intake pipes and particularly advantageously utilizes existing structural space.

[0010] This invention is based on the understanding that by partially overlapping the intake pipes at their end sections, a particularly space-saving arrangement is created, and crosstalk between the intake pipes is significantly reduced or even completely eliminated. Furthermore, the overlap opens up additional possibilities for fixing the respective intake pipes. Therefore, the respective intake pipes can be connected to each other, for example, at their end sections within the air collector cavity. This achieves a particularly stable fixation of the respective intake pipes not only on the at least one air collector, but also adjacent to each other and spaced apart from the air collector wall region, and within the air collector cavity.

[0011] In an advantageous further improvement of the invention, the respective at least one inlet opening is opposite to each other. This is advantageous because crosstalk between the intake pipes can be reduced or even completely eliminated particularly effectively by the mutually opposite inlet openings. The statement "the respective inlet openings are opposite to each other" can be understood within the scope of this disclosure as: the respective inlet openings may, for example, face one of the mutually opposite air collector wall regions of the air collector.

[0012] In another advantageous further improvement of the invention, the air supply device includes at least two throttle elements for regulating the amount of air that can be supplied to the cylinders via the at least two intake manifolds, and the at least two throttle elements are each at least indirectly connected to an adjusting element, which can be jointly adjusted by means of the adjusting element. This is advantageous because it allows for particularly effortless operation of the at least two throttle elements via the adjusting element, particularly the common adjusting element. Typically, each throttle element can be individually matched with one of the intake manifolds. In other words, one throttle element can be provided on each intake manifold.

[0013] In another advantageous further improvement of the invention, at least one of the at least two throttle elements is disposed within the air collector cavity. This is advantageous because it allows for a particularly space-saving arrangement of the respective throttle element within the air collector cavity and provides particularly extensive protection of the respective throttle element from potential environmental influences. Preferably, the at least two, and in particular all, throttle elements of the air supply device are disposed within the air collector cavity, thereby providing a particularly space-saving arrangement.

[0014] In another advantageous further improvement of the invention, the at least two throttle elements can be synchronously adjusted by means of the adjusting element. This is advantageous because it ensures a particularly uniform supply of air to the respective cylinders of the internal combustion engine via their respective intake manifolds. This, for example, reduces unacceptably strong rotational unevenness of the internal combustion engine crankshaft, which is driven by the respective pistons of the internal combustion engine that mate with the cylinders.

[0015] In another advantageous further improvement of the invention, the at least two throttle elements are configured as respective throttle valves. This is advantageous because the throttle elements configured as throttle valves can have a particularly simple and robust construction and can be adjusted with particularly little effort in order to supply air to the respective cylinders of the internal combustion engine in a targeted manner.

[0016] In another advantageous further improvement of the invention, the adjusting element is configured as a shaft. This is advantageous because an adjusting element configured as a shaft has a particularly simple and robust construction. Furthermore, the shaft can be rotatably supported in a space-saving and cost-effective manner on bearings disposed on respective intake manifold end sections of the air supply device.

[0017] A second aspect of the invention relates to an internal combustion engine having an air supply device according to a first aspect of the invention. In this internal combustion engine, air can be supplied uniformly to multiple cylinders during engine-mode operation, and existing structural space can be utilized particularly effectively.

[0018] In an advantageous further improvement of the invention, the internal combustion engine includes at least two cylinder banks, with at least one cylinder belonging to each of the cylinder banks. The cylinder banks can be arranged at any bank angle, thus the internal combustion engine can be configured, for example, as a V-type engine. Regardless of the bank angle, an air supply device ensures an advantageous supply of air to each cylinder. Preferably, the internal combustion engine can be configured, for example, as a cylinder-opposed engine. This is advantageous because the cylinders of the internal combustion engine can thus be arranged in a so-called opposed configuration and therefore opposite each other, i.e., arranged at a bank angle of 180°, thereby allowing the internal combustion engine to have a particularly low construction height.

[0019] A third aspect of the invention relates to a motor vehicle, particularly a motorcycle, having an air supply device according to the first aspect of the invention or an internal combustion engine according to the second aspect of the invention. In the internal combustion engine of the motor vehicle, air can be supplied uniformly to multiple cylinders during engine operation, and existing structural space can be utilized particularly efficiently. The respective cylinders of the internal combustion engine can be horizontally arranged and thus positioned in a plane extending along the longitudinal and lateral directions of the motor vehicle. In this plane, the respective pistons of the internal combustion engine, each mating with its respective cylinder, can move vertically, thereby requiring a particularly small structural space in the vertical direction of the motor vehicle, perpendicular to this plane. Particularly preferably, the motor vehicle can be configured as a motorcycle, in which this horizontal arrangement of the cylinders has a particularly space-saving effect.

[0020] The preferred embodiments and their advantages described with reference to one of these aspects are applicable accordingly to the other aspects of the invention, and vice versa.

[0021] The features and combinations of features mentioned above in the specification, as well as the features and combinations of features mentioned below in the description of the drawings and / or shown separately in the drawings, can be applied not only in the combinations given separately, but also in other combinations or separately, without departing from the scope of the invention.

[0022] Other advantages, features and details of the invention will become apparent from the following description of preferred embodiments and from the accompanying drawings. Attached Figure Description

[0023] The invention will be explained again below with reference to specific embodiments. Therefore:

[0024] Figure 1 A perspective top view of an air supply device, schematically shown in a strongly abstract manner, depicting an internal combustion engine, wherein the internal combustion engine is arranged in a motor vehicle configured as a motorcycle, also shown in a strongly abstract manner.

[0025] Figure 2 A schematic perspective view of an air supply device is shown, in which the air collector of the air supply device is shown in cross-section, and the respective end sections of the two air inlet pipes of the air supply device are connected to the air collector at opposite air collector wall regions of the air collector and lead into the air collector cavity of the air collector; and

[0026] Figure 3 Shown in Figure 2 An enlarged view of region A, whose edge is outlined with a dashed circle. Detailed Implementation

[0027] Figure 1 A motor vehicle K, configured here as a motorcycle, is shown in a strongly abstract view. Motor vehicle K includes an internal combustion engine 100, also abstractly shown here in dashed lines and partially, which is a cylinder-opposed engine and includes an air supply unit 10. In principle, the internal combustion engine 100 may include at least two cylinder banks, which are theoretically arranged at any angle to each other. Each cylinder in cylinders 102 and 104 may be assigned to one of the cylinder banks, as may also be... Figure 1 visible.

[0028] The internal combustion engine 100 includes two cylinders 102 and 104, namely a first cylinder 102 and a second cylinder 104, which are arranged in an opposing configuration and thus positioned 180° apart from each other. The cylinders 102 and 104 are horizontally arranged, so that the respective cylinder axes (not shown) of the cylinders 102 and 104 lie in a plane extending along the longitudinal x-direction and the lateral y-direction of the vehicle K, the internal combustion engine 100, and the air supply device 10. The respective pistons of the internal combustion engine 100, which mate with the cylinders 102 and 104 but are not shown further here for clarity, move within this plane and along the cylinder axes during engine operation of the internal combustion engine 100.

[0029] The vertical extension direction x passes through here just like the horizontal extension direction y. Figure 1 The respective arrows are shown in the diagram. The vertical extension direction z of the motor vehicle K, the internal combustion engine 100, and the air supply device 10 is oriented perpendicular to this plane.

[0030] The air supply device 10 includes two inflow channels 30 and 32, namely a first inflow channel 30 and a second inflow channel 32. The inflow channels 30 and 32 may also be referred to as intake vents. Furthermore, the air supply device 10 includes a filter container 24 housing a filter element (not shown further, but configured herein as an air filter). Additionally, the air supply device 10 includes an air collector 20. To supply air to the internal combustion engine 100, air from the vehicle K, the internal combustion engine 100, and the surrounding environment of the air supply device 10 enters at least indirectly into the air collector 20 via the inflow channels 30 and 32 and through their respective inflow openings (not shown further). Figure 2 and Figure 3 In an air collector cavity 22 visible in the image, these inflow openings can be matched with inflow channels 30, 32.

[0031] Air enters the filter container 24 via an inlet (not shown) and passes through the filter element into the clean air zone 26 of the air collector 20, which is located downstream of the filter container 24 in the longitudinal extension direction x. The air filtered by the filter element enters the outlet zone 28 of the air collector 20 from the clean air zone 26. The clean air zone 26 is located between the filter container 24 and the outlet zone 28 in the longitudinal extension direction x. The air collector cavity 22 may extend over the clean air zone 26 and over the outlet zone 28.

[0032] Furthermore, the air supply device 10 includes two intake pipes 40 and 50, namely a first intake pipe 40 and a second intake pipe 50. The intake pipes 40 and 50 are connected to the air collector 20 at the extraction area 28 and are used to supply air to their respective cylinders 102 and 104 during internal combustion engine operation of the internal combustion engine 100. During internal combustion engine operation, air can be supplied via the intake pipes 40 and 50 to the respective combustion chambers (not shown) of the cylinders 102 and 104 for fuel combustion and thus for piston movement. Again, for clarity, the respective intermittently opening and closing intake and exhaust valves of the internal combustion engine 100, which are mated to the respective cylinders 102 and 104 for performing scavenging, are not shown here.

[0033] The first cylinder 102 is connected to the air collector 20 via the first intake pipe 40, and the second cylinder 104 is connected to the air collector 20 via the second intake pipe 50.

[0034] A particularly advantageous utilization of the existing structural space is achieved, for example, by arranging the intake pipes 40 and 50 opposite to each other in the lateral extension direction y and correspondingly connecting them to the air collector 20 in the air collector wall regions 34 and 36, which are opposite to each other in the lateral extension direction y. Here, the first intake pipe 40 is connected to the first air collector wall region 34, while the second intake pipe 50 is connected to the second air collector wall region 36.

[0035] The first intake pipe 40 has a first intake pipe cavity 41, a first intake pipe section 46, and a first intake pipe end section 42 with a first inlet opening 44, which is at least indirectly connected to, and particularly integrally connected to, the first intake pipe section. The second intake pipe 50 has a second intake pipe cavity 51, a second intake pipe section 56, and a second intake pipe end section 52 with a second inlet opening 54, which is at least indirectly connected to, and particularly integrally connected to, the second intake pipe section. The respective intake pipe sections 46 and 56 of the intake pipes 40 and 50 extend outside the air collector cavity 22, while the intake pipe end sections 42 and 52 of the intake pipes 40 and 50 extend inside the air collector cavity 22.

[0036] Air (previously filtered) can be guided from the air collector cavity 22 of the air collector 20 to the respective intake pipe cavities 41, 51 of the respective intake pipes 40, 50 via the inlet openings 44, 54 and supplied to the respective cylinders 102, 104 via the intake pipe cavities 41, 51.

[0037] As in Figure 2 and Figure 3 As can be seen, the respective intake pipe end sections 42 and 52 of the intake pipes 40 and 50 terminate in the air collector cavity 22. Furthermore, the intake pipe end sections 42 and 52 extend along... Figure 2 The directions R, indicated by double arrows, coincide at a common overlapping area 12. Here, direction R corresponds to the radial extension direction of the respective intake manifold end sections 42 and 52. Direction R can generally be oriented not only perpendicular to the first central axis 43 of the first intake manifold end section 42 but also perpendicular to the second central axis 53 of the second intake manifold end section 52, as similarly based on Figure 2 and Figure 3 It can be seen that...

[0038] Figure 2 and Figure 3Similarly, it is shown that the first inlet opening 44 and the second inlet opening 54 are opposite to each other. Here, the first inlet opening 44 faces the second air collector wall region 36, that is, it opens toward the second air collector wall region 36, while the second inlet opening 54 faces the first air collector wall region 34, that is, it opens toward the first air collector wall region 34. This orientation of the respective inlet openings 44, 54 can, in a particularly advantageous manner, counteract crosstalk between the respective intake pipes 40, 50.

[0039] exist Figure 2 and Figure 3 The cross-sectional view shows two throttle elements 60 and 62 of the air supply device 10 disposed in the air collector cavity 22, namely a first throttle element 60 and a second throttle element 62. The first throttle element 60 is disposed in the first intake pipe 40, while the second throttle element 62 is disposed in the second intake pipe 50.

[0040] Throttle elements 60 and 62 are configured as respective throttle valves and are used to regulate the amount of air supplied to cylinders 102 and 104 via intake manifolds 40 and 50. Throttle elements 60 and 62 are both connected to an adjusting element 70 configured as a shaft. The adjusting element 70, like the throttle elements 60 and 62, is disposed within the air collector cavity 22 and is rotatably supported via at least two bearings 72 and 74, namely a first bearing 72 and a second bearing 74. The first bearing 72 may be connected to the first intake manifold end section 42, while the second bearing 74 may be connected to the second intake manifold end section 52.

[0041] The possible operating elements of the air supply device 10 or the internal combustion engine 100, which can operate the regulating element 70, are not shown here. These operating elements can be configured as levers, cables, or electric motors, depending on whether the regulating element 70 should be purely mechanically or electrically operated, to name just a few examples.

[0042] By adjusting, specifically by rotating the adjusting element 70, the throttle valve elements 60 and 62 connected to the adjusting element 70 can be adjusted together and synchronously by means of the adjusting element 70. Figure 2 and Figure 3Although the throttle elements 60 and 62 are shown in cross-section, it can be seen that both throttle elements 60 and 62 are in the closed position, in which a very small amount of air can flow through their respective throttle elements 60 and 62 to cylinders 102 and 104. By rotating the adjusting element 70 (here, the shaft), the throttle elements 60 and 62 can be steplessly adjusted and pivoted between the closed position and an open position (not shown further), in which a correspondingly larger amount of air can flow through their respective throttle elements 61 and 62 to cylinders 102 and 104.

[0043] The air supply device 10 is typically used to control the scavenging of the internal combustion engine 100. Instead of throttle valves (here: throttle elements 60, 62) being located near the cylinder head of the internal combustion engine 100, particularly at the intake manifold, as is the case in, for example, conventional high-power motorcycles, the throttle elements 60, 62 of this air supply device 10 are instead located within the air collector cavity 22. This avoids obstruction to the motorcycle (motor vehicle K) driver due to the placement of the throttle elements 60, 62. Furthermore, in the air supply device 10, the common adjustment of the throttle elements 60, 62 can be performed using a single adjusting element 70 (here: shaft). However, the throttle elements 60, 62 can be adjusted separately using a common shaft, i.e., opened and closed, thereby avoiding long intake distances for the (filtered) air flowing through their respective intake manifold cavities 41, 51, and consequently, crosstalk between the individual cylinders 102, 104. In systems known from existing technology, each throttle valve is equipped with an adjustment device, which is accompanied by the cost of operating each throttle valve.

[0044] By placing the throttle elements 60 and 62 in the air collector cavity 22 and thus within the air collector 20, which is part of the air supply device 10 (which may also be referred to as the intake system of the internal combustion engine 100), the restriction on the freedom of movement of the motorcycle driver's legs can be reduced in general.

[0045] List of reference numerals

[0046] 10 Air supply units

[0047] 12 overlapping regions

[0048] 20 air collectors

[0049] 22 Air collector inner cavity

[0050] 24 filter containers

[0051] 26 Clean Air Zones

[0052] 28 Take-out area

[0053] 30 First Inflow Channel

[0054] 32 Second Inflow Channel

[0055] 34 First air collector wall area

[0056] 36 Second air collector wall area

[0057] 40 First intake pipe

[0058] 41 First intake pipe inner cavity

[0059] 42 First intake pipe end section

[0060] 43 First Central Axis

[0061] 44 First entry opening

[0062] 46 First intake pipe section

[0063] 50 Second Intake Pipe

[0064] 51 Second intake pipe inner cavity

[0065] 52 Second intake pipe end section

[0066] 53 Second Central Axis

[0067] 54 Second entry opening

[0068] 56 Second intake section

[0069] 60 First throttle element

[0070] 62 Second Throttle Component

[0071] 70 Adjustment Element

[0072] 72 bearing

[0073] 74 bearing

[0074] 100 internal combustion engine

[0075] 102 First Cylinder

[0076] 104 Second Cylinder

[0077] K Motor Vehicle

[0078] R direction

[0079] x Longitudinal extension direction

[0080] y lateral extension direction

[0081] z Vertical extension direction

Claims

1. An air supply device (10) for an internal combustion engine (100), comprising: two inflow passages (30, 32); a filter container (24) housing a filter element configured as an air filter; at least one air collector (20); air first enters the filter container (24) via an inflow opening and passes through the filter element into a clean air zone (26) of the air collector (20), the clean air zone being disposed downstream of the filter container (24) in a longitudinal extension direction (x), the air filtered by the filter element entering from the clean air zone (26) into an outlet zone (28) of the air collector (20), the clean air zone (26) being located between the filter container (24) and the outlet zone (28) in the longitudinal extension direction (x), and an air collector cavity (22). It can extend over a clean air area (26) and an extraction area (28); and at least two intake pipes (40, 50), which are connected to the at least one air collector (20) and are respectively configured to supply air to the respective cylinders (102, 104) of the internal combustion engine (100), and each intake pipe has a respective intake pipe end section (42, 52), each intake pipe end section being provided with at least one inlet opening (44, 54), through which air can be guided from the air collector cavity (22) of the at least one air collector (20) into the respective intake pipe cavities (41, 51) of the at least two intake pipes (40, 50) and through the intake pipe cavities (41, 51) can the air be supplied to the cylinders (102, 104), wherein, The respective intake pipe end sections (42, 52) of the at least two intake pipes (40, 50) terminate in the air collector cavity (22) and coincide in a common overlapping area (12) in a direction (R) perpendicular to at least one central axis (43, 53) of at least one of the intake pipe end sections (42, 52). The at least two intake pipes (40, 50) enter the air collector cavity (22) at opposite air collector wall regions (34, 36) of the air collector (20). The respective at least one inlet opening (44, 54) is opposite to each other, such that the respective inlet opening (44, 54) faces... An air collector wall region of one of the air collector wall regions (34, 36) opposite to each other, characterized in that the air supply device (10) includes at least two throttle elements (60, 62) for regulating the amount of air that can be supplied to cylinders (102, 104) via the at least two intake pipes (40, 50), one of the throttle elements (60, 62) being respectively disposed in one of the intake pipes (40, 50), and the at least two throttle elements (60, 62) being at least indirectly coupled to an adjusting element (70), the throttle elements (60, 62) being jointly adjustable by means of the adjusting element.

2. The air supply device (10) according to claim 1, characterized in that, At least one of the at least two throttle elements (60, 62) is disposed in the air collector cavity (22).

3. The air supply device (10) according to claim 1 or 2, characterized in that, The at least two throttle valve elements (60, 62) can be synchronously adjusted by means of the adjusting element (70).

4. The air supply device (10) according to claim 1 or 2, characterized in that, The at least two throttle elements (60, 62) are configured as respective throttle valves.

5. The air supply device (10) according to claim 1 or 2, characterized in that, The adjusting element (70) is configured as a shaft.

6. An internal combustion engine (100) having an air supply device (10) according to any one of claims 1 to 5.

7. The internal combustion engine (100) according to claim 6, characterized in that, The internal combustion engine (100) includes at least two cylinder banks and at least one of the cylinders (102, 104) is assigned to one of the cylinder banks.

8. A motor vehicle (K) having an air supply device (10) according to any one of claims 1 to 5 or an internal combustion engine (100) according to claim 6 or 7.

9. The motor vehicle (K) according to claim 8, characterized in that, The motor vehicle in question is a motorcycle.

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