VARIABLE LOAD MOTION SYSTEM FOR ENGINES

Abstract

Entry system, comprehensive: a cylinder with an intake manifold (326); a projection system (148, 204, 300) arranged in an opening (303) in a lower wall (333) of the intake manifold (326) located closest to the cylinder, wherein the projection system (148, 204, 300) includes a projection (321) movably arranged inside a spring-loaded sealing element (320), the spring-loaded sealing element (320) being anchored to a region of the lower wall (333) defining the opening (303), and wherein the projection (321) is movable in a vertical direction through the opening into the intake manifold by an actuator (206, 307); and a control (12) which stores non-volatile instructions in a memory which, when executed, cause the control (12) to switch on the actuator (206, 307) so that it positions the projection (321) of the projection system (148, 204, 300) outwards relative to the spring-loaded sealing element (326) through the opening (303) in the lower wall (333) of the suction pipe (326) in response to an operating condition.

Description

AREA

[0001] The present description generally relates to methods and systems for controlling a vehicle engine to adjust a protrusion system in an intake air path. BACKGROUND / SUMMARY

[0002] Increased movement of the air charge and / or fuel injected into an engine's combustion chamber can, under certain conditions, improve combustion efficiency. For example, charge motion can enhance combustion effectiveness by introducing air velocity and turbulence in directions perpendicular to the flow direction. By introducing additional kinetic energy into the combustion chambers, an ignition front can traverse the combustion chamber volume more quickly and uniformly, allowing it to interact with a greater quantity of fuel before heat energy is converted into piston movement. Furthermore, the resulting turbulence can increase the homogenization of the air-fuel mixture within the combustion chamber and increase the combustion rate, which is the time required for the air / fuel mixture to burn completely during the combustion process.

[0003] To improve the tumble and swirl parameters of the charge, various motion control devices can be coupled upstream of the intake of engine cylinders. By varying the charge motion of a cylinder, the combustion rate of that cylinder can be varied. An exemplary motion control device is described by Overbeck in US Patent 4,928,638 A. In this device, a single variable bladder is positioned inside an engine's intake manifold. The approach can be designed to have a variable cross-section, the cross-section being varied based on engine operating parameters. Specifically, a degree of bladder inflation is set to vary the degree of closure of the flow path available to an air-fuel mixture entering the intake tract.

[0004] Further prior art is known from DE 27 09 519 A1. In particular, a vortex device is shown therein, which causes the combustible charge passing through an inlet channel to form a vortex in the cylinder. The vortex device includes a first flow restrictor that restricts and deflects the flow of the combustible charge passing through the inlet channel in order to force the combustible charge to enter the cylinder substantially tangentially to the cylinder wall. The first flow restrictor is arranged on one of the two side walls of the inlet channel. In one embodiment, the flow restrictor is actuated and inserted laterally into the inlet channel. In a second embodiment, it is not actuated and is arranged offset downwards in a side wall of the inlet pipe.

[0005] The inventor of the present invention has, however, recognized potential problems associated with such devices. For example, in addition to its spatial limitations, the bladder may be susceptible to thermal damage resulting from its proximity to the hot cylinder head. Furthermore, the proximity to the hot cylinder head can affect the ability to control the degree of inflation / deflation achieved. For instance, heating of the bladder may lead to inflation that is greater than desired. This, in itself, can impair control of the air-fuel ratio during combustion. As another example, according to Overbeck, the bladder globally influences the charge motion to all cylinders, but may not be able to adjust the charge motion of each cylinder individually. Therefore, there may be conditions under which certain cylinders require more or less charge motion than others.

[0006] The object of the present invention is to provide an improved inlet system.

[0007] This problem is solved by the subject matter of the independent claims. Preferred embodiments of the present invention are the subject matter of the dependent claims.

[0008] In one example, the problems described above can be at least partially addressed by a system comprising a cylinder with an intake manifold and a projection system located in an opening in the lower wall of the intake manifold closest to the cylinder. The projection system includes a protrusion movably positioned inside a spring-loaded housing, the spring-loaded housing being anchored to a region of the lower wall defining the opening. The system can include a controller that stores non-volatile instructions in memory. Upon execution, these instructions cause the controller to activate an actuator, which then, in response to an operating condition, positions the protrusion outward relative to the spring-loaded housing through the opening in the lower wall of the intake manifold.The system can also include a second projection system which includes a second projection, wherein the second projection is movably arranged inside a second spring-loaded housing, wherein the second spring-loaded housing is anchored to an upper wall of an intake tract, wherein the intake tract is fluidly connected to the intake manifold.

[0009] The approach described above can offer several advantages, including enhanced air / fuel mixing and thus improved fuel efficiency through the extension and retraction of the protrusion system. By using an actuator-based, efficient, and compact protrusion system to extend the protrusion through an opening in the lower wall of the intake manifold, a desired tumble effect can be generated in the intake air charge. Additionally, the system can be adjusted based on recorded engine operating conditions to optimize the fuel efficiency of each individual engine cylinder.

[0010] It is understood that the foregoing summary is provided to introduce, in a simplified manner, a selection of concepts that are further described in the full description. It is not intended to identify important or decisive features of the claimed subject matter, the scope of which is defined solely in the claims following the full description. Furthermore, the claimed subject matter is not limited to implementations that address the disadvantages mentioned above or noted in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 represents an engine that incorporates a variable approach. Fig. Figure 2 depicts an engine cylinder head, a plurality of intake ports and an actuator coupled to each of the intake ports. Fig. 3A represents a detailed illustration of a well-established approach that is connected to the actuator from Fig. 2 is coupled. Fig. Figure 3B shows a vertical cross-section of a shaft coupled to a cartridge of the protrusion system. Fig. Figure 4 presents a detailed illustration of the established approach. Fig. 3A. Fig. Figure 5 shows a detailed view of an extended approach connected to the actuator. Fig. 2 is coupled. Fig. Figure 6 demonstrates an exemplary procedure for adjusting the extension and retraction of an attachment coupled to an actuation system along an intake manifold. Fig. Figure 7 demonstrates an exemplary procedure for adjusting two separately arranged approaches inside an intake system of an engine. DETAILED DESCRIPTION

[0011] The following description concerns systems and methods for a projection system that includes an actuated projection insertion and retraction mechanism, which is connected to an intake system of an engine such as the one in Fig. The engine is coupled to the one shown in Figure 1. The projection system can include a cartridge, and the cartridge can be inserted into an engine firewall, the engine firewall being arranged vertically below a plurality of intake ports, as shown in Figure 1. Fig. 2 shown. One approach and the advantage system can be, as in the Fig. 3A and Fig. 4 shown, in a retracted position, or the attachment can be in an extended position (in Fig. (5 shown) and protrude into an intake manifold coupled to the intake port, generating a desired tumble in the air flowing along the manifold to an engine cylinder. The position of the protrusion can be adjusted via a controller in coordination with an actuator of the protrusion system and based on information from a variety of applicable sensors. The controller can be programmed with instructions to execute a control routine, such as the routine described in Figure 5. Fig. 6. To extend or retract the approach in response to an engine load (e.g., the position of an intake throttle, which is more or less closed depending on the engine load). A method for coordinating the operation of a first protrusion system and a second protrusion system located on independent sections of the intake system is described with reference to Fig. 7 explained.

[0012] Fig. 1 - Fig. Figure 5 shows exemplary interpretations with a relative arrangement of the various components. If they are shown in such a way that they are directly touching or directly coupled, then such elements can be described as directly touching or directly coupled, respectively, in at least one example. Likewise, elements shown as adjacent or adjoining each other can be described as adjacent or adjoining each other in at least one example. For instance, components that share surfaces can be described as sharing surfaces. In another example, elements that are arranged separately from each other, with only a gap and no other components between them, can be described as such in at least one example.In another example, elements depicted above / below each other, on opposite sides of each other, or to the left / right of each other can be described as such in relation to one another. Furthermore, as shown in the figures, a topmost element or the highest point of an element can be described as the "top" of the component in at least one example, and a bottommost element or the lowest point of the element can be described as the "bottom" of the component. In the sense used here, top / bottom, upper / lower, and above / below can refer to a vertical axis of the figures and can be used to describe the arrangement of elements of the figures in relation to one another. Thus, elements depicted above other elements are, in one example, arranged vertically above the other elements. In another example, shapes of the elements depicted in the figures can be described as these shapes (e.g.,Elements may be described as having a circular, straight, flat, curved, rounded, beveled, angled, or similar shape. Furthermore, elements depicted as intersecting may, at least in one example, be described as intersecting elements or as intersecting. Additionally, an element depicted within or outside another element may, in one example, be described as such.

[0013] Fig. Figure 1 is a schematic diagram showing an embodiment of a cylinder of a multi-cylinder engine 10, which can be integrated into a drive system of an automobile. The engine 10 is controlled, at least partially, by a control system, which includes the control unit 12, and by input from a driver 132 via an input device 130. In this example, the input device 130 comprises an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal PP. The combustion chamber (cylinder) 30 of the engine 10 comprises cylinder bore walls 32 in which a piston 36 is arranged. As shown, the piston 36 is coupled to a crankshaft 40, so that an alternating motion of the piston is translated into a rotational motion of the crankshaft. The crankshaft 40 can be coupled to at least one drive wheel of a vehicle via an intermediate transmission system.Furthermore, a starter can be coupled to the crankshaft 40 via a flywheel to enable a starting process of the internal combustion engine 10.

[0014] As in the example from Fig. As shown in Figure 1, the combustion chamber 30 receives intake air from the intake tract 44 via an air intake system (AIS) channel 42 and exhausts combustion gases via the exhaust tract 48. The intake tract 44 and the exhaust tract 48 can be selectively connected to the combustion chamber 30 via a corresponding intake valve 52 and exhaust valve 54. In some embodiments, the combustion chamber 30 can include two or more intake valves and / or two or more exhaust valves.

[0015] Upstream of the intake valve 52, a charge-moving device (e.g., a projection system) 148 can be arranged in an opening in the bottom wall of an intake port 140. The dashed line 142 represents a boundary between the intake port 140 and the intake tract 44. In some examples, the projection system 148 can extend from the intake port 140 to (and into) the intake tract 44. The projection system 148 can be positioned 10–40 mm from a section of the intake valve 52, in contact with the bottom wall of the intake port 140. When extended, the projection system 148 can block air flowing to the intake valve 52, thereby influencing the airflow in such a way as to create a tumble effect on any charge entering the corresponding cylinder. The tumble can be defined as a swirling motion used to increase the uniformity of air / fuel mixtures.

[0016] The protrusion system 148, located inside the intake port 140, can be extended or retracted in response to a detected engine condition. For example, the protrusion system 148 may be at least partially extended in response to a throttle position being more closed (e.g., during a decrease in engine load). This may be due to a reduced air / fuel mixing efficiency caused by a decrease in airflow. To overcome this, the protrusion system 148 can be extended to generate a tumble. Due to the proximity of the protrusion system 148 to a cylinder intake valve 52 (e.g., the protrusion may be located between 10 and 40 mm from a lower section of the intake valve that contacts an intake manifold coupled to the intake port 140), the tumble can be generated to increase the air / fuel mixing efficiency.

[0017] An overhang of the projection system 148 can be flush with the bottom wall of the inlet channel 140 when the projection system is in a retracted position. In one example, the projection system 148, in a fully retracted state, does not block any section of the inlet channel 140. The projection system 148 can be connected to a coolant seal (in Fig. (1 not shown) can be coupled. As described above, the combustion chamber 30 can include two or more intake valves. If the combustion chamber 30 includes two or more intake valves, a projection system can be provided for each intake valve. In this way, a plurality of projection systems 148 can be present in combination with a plurality of intake valves 52.

[0018] In some embodiments, a second projection system 149 may be arranged additionally or alternatively inside the air intake tract inlet. In one example, the second projection system 149 may be larger than the projection system 148. The second projection system 149 may be positioned in the uppermost wall of an intake tract inlet located furthest from the combustion chamber 30. That is, the engine 10 may include two different projection systems: the projection system 148, which is positioned in the lowermost wall of an intake channel 140 closest to the combustion chamber 30, and a projection system 149, which is positioned in the uppermost wall of the intake tract inlet furthest from the combustion chamber 30. The projection system 148 may be located closer to the combustion chamber compared to the second projection system 149. The intake tract can be explained in more detail below.The second protrusion system 149 can be positioned downstream of a compressor 162 and in front of the dashed line 142.

[0019] In one embodiment, the engine, comprising four combustion chambers, each combustion chamber including two intake valves, can include a projection system 148 in each of the intake manifolds of the combustion chambers, and it can also include the second projection system 149 in the intake tract. Thus, the described engine can comprise a total of eight projection systems 148 and one additional projection system 149.

[0020] The second projection system 149 can globally influence the airflow to all cylinders when extended, not individually, whereas the projection system 148 can only influence the airflow to a single cylinder when extended. Therefore, the second projection system 149 can at least partially block airflow to combustion chamber 30 when extended. The second projection system 149 can be flush with the upper wall of the air intake tract when fully retracted, so that it does not block a passage opening of the air intake tract.

[0021] When extended, the second protrusion system can influence the airflow through the air intake tract, thereby increasing the rate of airflow (e.g., velocity). In this way, air can be delivered to combustion chamber 30 at an increased rate. A retracted second protrusion system can allow an increased volume of air to flow through the air intake tract. The protrusion of the second protrusion system can be designed to be held in multiple partially extended positions. The rate of airflow around a less extended second protrusion can be lower than the rate of airflow around a more extended second protrusion.

[0022] The inlet valve 52 and the exhaust valve 54 are controlled by cam actuation via the cam actuation system 51 and 53, respectively. The cam actuation systems 51 and 53 can include one or more cams and utilize one or more of the following systems: cam profile adjustment (CPS), variable cam actuation (VCT), variable valve timing (VVT), and / or variable valve lift (VVL) systems, which can be operated by the control unit 12 to vary the valve operation. The positions of the inlet valve 52 and the exhaust valve 54 are determined by position sensors 55 and 57, respectively. In alternative embodiments, the inlet valve 52 and / or the exhaust valve 54 can be controlled by an electric valve actuator. For example, the cylinder may alternatively include an inlet valve controlled by an electric valve actuation system and an exhaust valve controlled by cam actuation systems, including CPS and / or VCT systems.

[0023] In some embodiments, each cylinder of the engine 10 can be equipped with one or more injection devices for supplying fuel to it. As a non-limiting example, the cylinder is shown to include an injection device 66 which supplies fuel from the fuel system. In this illustration, the injection device 66 is directly coupled to the cylinder to inject fuel directly into it in proportion to the pulse width of a signal FPW received by the controller 12 via the electronic driver 68. In this way, the injection device 66 provides what is known as direct injection of fuel into the combustion chamber 30.

[0024] As in Fig. As shown in Figure 1, a throttle 62 with a throttle valve 64 can be positioned between the AIS channel 42 and the intake tract 44. In this particular example, the position of the throttle valve 64 can be varied by the controller 12 via a signal provided to an electric motor or actuator that the throttle 62 comprises, a design commonly referred to as an electronic throttle control (ETC). In this way, the throttle 62 can be operated to vary the intake air supplied to the combustion chamber 30, which is directed to other engine cylinders. The position of the throttle valve 64 is provided to the controller 12 by the throttle position signal TP, for example. The AIS channel 42 also includes an air mass sensor 120 and an intake tract absolute pressure sensor 122 to provide the controller 12 with MAF and MAP signals, respectively.

[0025] The ignition system 88 can provide a spark to the combustion chamber 30 via the spark plug 92 in response to a pre-ignition signal SA from the control unit 12 under selected operating modes. Although spark ignition components are shown, the combustion chamber 30 or one or more other combustion chambers of the internal combustion engine 10 can be operated in a compression ignition mode with or without a spark.

[0026] The engine 10 may further include a compression device such as a turbocharger or a supercharger, comprising at least one compressor 162 arranged along the intake tract 44 or AIS channel 42. In the case of a turbocharger, the compressor 162 may be driven at least partially by a turbine 164 (e.g., via a shaft) positioned inside the exhaust air path, the turbine typically being positioned as close to the combustion chamber as the housing allows, in an effort to apply as much energy as possible directly to the turbine wheel. In the case of a supercharger, the compressor 162 may be driven at least partially by the engine and / or an electric machine and may not include a turbine. Therefore, the degree of compression (e.g., boost pressure) supplied to one or more cylinders of the engine via a turbocharger or supercharger can be varied by the control unit 12.

[0027] An exhaust gas sensor 126 is shown coupled to an exhaust gas line 49, which is located upstream of the emission control device 70. The sensor 126 can be any suitable sensor for providing an indication of an exhaust air-fuel ratio, such as a linear lambda sensor or UEGO (universal or wide-range exhaust gas oxygen), a dual-state lambda sensor or EGO, a HEGO (heated EGO), a NOx, HC, or CO sensor. According to the illustration, the emission control device 70 is arranged downstream of the exhaust gas sensor 126 along the exhaust gas channel 48. The device 70 can be a three-way catalytic converter (TWC), a NOx trap, various other emission control devices, or combinations thereof.In some embodiments, the emission control device 70 can be periodically reset by operating at least one cylinder of the internal combustion engine within a specific air-fuel ratio during the operation of the engine 10.

[0028] Control 12 is in Fig. 1 is represented as a microcomputer, comprising a microprocessor unit 102, input / output ports 104, an electronic storage medium for executable programs and calibration values, represented in this specific example as read-only memory 106, direct access memory 108, keep-alive memory 110, and a data bus. In addition to the signals described above, the control unit 12 receives various signals from sensors coupled to the internal combustion engine 10, including the measurement of mass airflow (MAF) from a mass airflow sensor 120; engine coolant temperature (ECT) from a temperature sensor 112 coupled to a cooling sleeve 114; a profile ignition signal (PIP) from a Hall-effect sensor 118 (or other type) coupled to a crankshaft 40; and a throttle position (TP) from a throttle position sensor. and an intake manifold absolute pressure (MAP) signal from a sensor 122 .The engine speed signal (RPM) can be generated from the PIP signal by controller 12. The intake manifold pressure (MAP) signal from an intake manifold pressure sensor can be used to provide an indication of the vacuum, or pressure, in the intake manifold. It should be noted that various combinations of the aforementioned sensors can be used, such as a MAP sensor without a MAP sensor and vice versa. In stoichiometric operation, the MAP sensor can, for example, provide an indication of the engine torque. Furthermore, this sensor, together with the detected engine speed, can provide an estimate of the charge (including air) introduced into the cylinder. In one example, sensor 118, which can also be used as an engine speed sensor, can generate a predetermined number of evenly spaced pulses per revolution of the crankshaft.

[0029] Fig. Figure 2 shows a perspective view 200 of a cylinder head 210 together with a plurality of intake ports 212, each intake port being associated with a corresponding projection system of a plurality of projection systems 204. Each projection system of the plurality of projection systems 204 includes a cartridge 214 and an actuator 206. The actuator 206 can be an electric actuator that can regulate a position of a shaft of the projection system, as described below with reference to the Fig. 3 - Fig. 5 is described. Each of the cartridges 214 is inserted into a splash guard 211, the splash guard 211 comprising an opening vertically below each corresponding inlet channel, the opening leading to a tubular passage below a lower surface of an intake manifold coupled to a corresponding inlet channel.

[0030] In the sense used here, the term intake port can be an opening in the cylinder head where intake air from an intake tract (for example, intake tract 44) enters. Fig. 1) is received, including one or more intake manifolds and one or more cylinder ports. In one example, a single intake port may comprise only one corresponding intake manifold and cylinder port. In another example, a single intake port may comprise two intake manifolds, each coupled to a corresponding cylinder port. The cylinder ports may comprise the openings in the cylinder that receive intake air, and the intake airflow to the cylinder via the cylinder port may be directed by an intake valve (for example, the one in Fig. 1 Inlet valve 52) shown can be regulated.

[0031] Each of the cartridges 214 can, for example, be attached to the firewall 211 by bolts 216. Below each of the intake ports of the plurality of intake ports 212, each of the projection systems 204 can extend along a length L of the cylinder head 210 (a cross-section of the projection system that is in Fig. (as shown in 3A) extend and run perpendicular to a transverse axis 222 of the cylinder head 210.

[0032] Each projection system of the majority of projection systems 204 can occupy a space below an air intake tract (for example, the intake tract 44 made of Fig. 1) assume a position that allows the protrusion system to be accommodated near the cylinder head despite limited space available. In one example, coolant can circulate near the protrusion system along the tubular passage of the firewall 211, thus protecting the protrusion system from thermal damage. The opening of the firewall 211 can accommodate a seal (in Fig. 2 not shown) which connects to the cartridge 214 of the projection system, thus preventing the escape of fluids such as coolant from the opening of the splash guard 211.

[0033] Fig. 3A represents an intake manifold 326 with a projection system 300. The projection system 300 can be one of the plurality of projection systems 204, which are connected to corresponding intake ports 212, in Fig. 2 are shown, associated. Fig. Figure 4 shows an enlarged view of a region of the 300-protrusion system. Fig. 3A, and Fig. Figure 5 shows the 300-meter propulsion system in an extended position. Fig. 3 - Fig. Five are described in summary.

[0034] With reference to Fig. 3A The protrusion system 300 can be coupled to a lower wall 333 of the intake manifold 326. A second intake manifold 331, which adjoins the intake manifold 326, can be coupled to a second protrusion system 360, which is similar to the protrusion system 300. The intake manifold 326 can be connected to a corresponding inlet port, for example the inlet port 212 from Fig. 2. be fluid-coupled. The intake port and the coupled intake manifold 326 can be connected to a combustion chamber of a corresponding cylinder of the engine (for example, the combustion chamber 30 through the in Fig. The intake valve 52 (as shown in Figure 1) can be fluid-coupled. In one example, the intake manifold 326 and the second intake manifold 331 can each be fluidically connected to a corresponding intake port, and each intake port can connect to a different cylinder of the engine. In another example, the intake manifold 326 and the second intake manifold 331 can each be connected to the same intake port, with the intake port being fluidically connected to a cylinder of the engine. In one example, only the intake manifold can have the projection system.

[0035] The 300 advantage system is in Fig. 3A is shown in a fully retracted position 301. The projection system 300 is coupled to the lower wall 333 of the suction pipe 326, the lower wall 333 being located directly above a splash guard 328, which is in Fig. The splash guard 211 shown in section 2 is similar. In one example, the projection system 300 can be the same as the projection system 148 from Fig. Be 1.

[0036] A seal 309 may be present around an opening in the firewall 328, directly below the lower wall 333 of the intake manifold 326, a cross-sectional view of which is shown in Fig. Figure 3A illustrates this. In one example, a coolant (for instance, engine coolant) can be circulated along a tubular passage framed by the firewall 328, for example, to regulate the temperature of the protrusion system. In contact with another sealing surface inserted into the opening of the firewall 328, the seal 309 can prevent the coolant from leaking out of the tubular passage.

[0037] The protrusion system 300 comprises a cartridge 310 (the same as the cartridge 214, which is inserted into the opening of the splash guard 211). Fig. 2 is used). A cross-section of the cartridge 310, which is inserted into the opening of the splash guard 328, is shown in Fig. 3A shown. The opening of the firewall 328 can be located vertically below the inlet port associated with the intake manifold 326, similar to the design shown in Fig. 2. Cartridge 214 shown. The cartridge 310 is designed such that it matches the dimensions of the opening in the bulkhead 328 and can be fitted into the bulkhead 328. When inserting the cartridge 310 into the bulkhead 328, an inner surface of the cartridge 310 can be pressed against the seal 309. The cartridge 310 can be secured by bolts (similar to the bolts 216 in Fig. 2) be attached to the firewall 328. The bolts can first be guided through corresponding holes in the cartridge 310 and then through corresponding holes in the firewall 328.

[0038] The projection system 300 comprises a shaft 312, which is movably arranged along the cartridge 310. A shaft seal 308 may be present in a region around the shaft 312 where the shaft is inserted into the cartridge 310. At least a portion of the shaft 312 may be in surface-sharing contact with a complementary portion of the cartridge 310.

[0039] The shaft 312 can include an anti-rotation mechanism with an edge 370 on the shaft 312 which has a surface-sharing contact with the cartridge 310, as shown in Fig. Figure 3A shows a vertical cross-sectional view 381 of the shaft 312 with the edge 370 located on the inside of a notch 372 of the cartridge 310 (along the line 380). Fig. 3A shown) is used in Fig. Figure 3B shows that the edge 370 can be in surface-splitting contact with the notch 372 along an inner surface of the cartridge 310. The edge 370 can slide along the notch 372 when the shaft 312 is extended or retracted. At least part of the edge 370 can engage the notch 372 of the cartridge 310, even when the shaft 312 is in a fully extended position, as shown in Figure 3B. Fig. Figure 5 illustrates this. By connecting to the notch of the cartridge 310, the edge 370 can prevent rotation of the shaft 312 relative to the cartridge 310, thereby maintaining the alignment of the projection system 300 relative to the opening 303 of the intake manifold 326. In one example, more than one edge can be present on the shaft 312 and connect to one or more edges on the cartridge 310 to prevent rotation of the shaft relative to the cartridge 310.

[0040] The shaft 312 comprises a first end 302 and a second end 322, which is opposite the first end 302. The first end 302 of the shaft is designed to fit into and move along a corresponding stroke adjustment bore 306, the stroke adjustment bore 306 being associated with an actuator 307. In one example, the actuator 307 may be an electric actuator. In other examples, the actuator may be a pneumatic, hydraulic, or other suitable actuator. The actuator 307 may protrude from the cartridge 310, similar to the majority of actuators 206 that are in Fig. 2 protrude from the 214 cartridge.

[0041] The second end 322 of wave 312, beginning at a first region 336, can comprise an upper surface 332 and a lower surface 334 opposite the upper surface 332, as in Fig. 3A and in an enlarged view 350 of the second end 322 in Fig. Figure 4 illustrates this. The upper surface 332 and the lower surface 334, starting at the first region 336, can move away from each other, followed by a second region 338, from which the upper surface 332 slopes downwards and meets the lower surface 334 at a third region 340. In other examples, the spatial relationship between the slope of the upper surface and the second surface can vary. In the second region 338, the upper surface 332 can be located in a higher vertical plane than the third region 340 and the first region 336. The vertical displacement of the upper surface between the second region 338 and the third region 340 can determine the slope of the upper surface 332.

[0042] The upper surface includes a threshold 316 at a junction of the upper surface 332 and the lower surface 334 at the third region 340. The threshold 316 can project from the upper surface 332 towards the suction pipe 326.

[0043] The second end 322 of the shaft 312 comprises a projection 321 inside a sealing body 320, which is coupled to a return spring 314. The sealing body maintains the separation between the engine coolant and the engine air charge. The projection comprises a base 323 and a vertical section 325. The vertical section 325 of the projection is at least partially embedded in the sealing body 320. The upper surface 332 between the second region 338 and the threshold 316 can move relative to a (non-visible) lower surface of the projection 321, and during its relative movement, it can remain in surface-sharing contact with at least a section of the lower surface of the projection 321. At least part of the base 323 of the projection 321 can come into surface-sharing contact with the threshold 316, whereby the threshold blocks further relative movement of the upper surface and the projection.

[0044] The sealing body 320 can encircle at least a portion of the vertical section 325. The return spring 314, coupled to the sealing body 320, can be suspended from the base 323 of the extension. The sealing body 320 can comprise an upper surface 327 around an upper opening 329 of the sealing body 320, through which at least a portion of the vertical section 325 of the extension can be extended. The upper opening 329 of the sealing body can correspond to the opening 303 in the lower wall 333 of the intake manifold 326. A lip 319, extending outward from a base of the sealing body 320, can be connected to the lower wall 333 of the intake manifold 326, thereby anchoring the sealing body 320 to the lower wall 333, which defines the opening 303 of the intake manifold 326. The vertical section of the attachment can extend out of the opening 303 and into the suction pipe 326.

[0045] While the projection system 300 is in a retracted position, the first end 302 of the shaft 312 can be positioned inside the stroke adjustment bore 306, as shown in Fig. Figure 3A illustrates this. In one example, the first end of the shaft can be positioned completely within the stroke adjustment bore, thus fully occupying the bore. In other examples, the first end of the shaft can be positioned partially within the stroke adjustment bore. When the first end of the shaft is positioned to occupy the stroke adjustment bore, the projection at the second end of the shaft can be in contact with the threshold 316, so that the projection 321, together with the sealing element coupled to the spring, is located along a lower vertical plane of the upper surface. As long as it is in this position, the housing spring is not compressed, which causes the projection to be located inside the housing and not to protrude through the upper opening 329 of the housing.Therefore, the attachment does not protrude from the housing when it is in the retracted position, and thus does not protrude into the intake manifold to generate a tumble in the air, for example during high engine load and speed.

[0046] Fig. Figure 5 shows the projection system 300 in an extended position 351, with the first end 302 of the shaft 312 being displaced by the actuator 307 so that it is at least partially outside the stroke adjustment bore 306. The actuator can perform this in response to a motor load, airflow rate, and / or a desired tumble, as shown in the Fig. 6 and Fig. 7 is further explained. As a result of the outward movement of the shaft 312 (towards the opening 303) along the stroke adjustment bore, the second end 322 of the shaft can move forward, causing the threshold 316 of the upper surface 332 to move away from the base 323 of the extension, while the inclination of the upper surface 332 moves to a higher plane below the extension. The upper surface 332, which is in contact with the extension on the higher plane, can compress the return spring 314 suspended from the sealing body 320. At least part of the extension can protrude through the upper opening 329 of the sealing body 320 into the intake manifold, thereby generating a tumble in the airflow.

[0047] The extent of the outward movement of the first end of the shaft along the stroke adjustment bore can determine a region of inclination of the upper surface associated with the protrusion, which in turn determines the degree of spring compression and leads to the protrusion of the protrusion from the opening of the sealing body. Different motor operating conditions and corresponding positions of the protrusion (determined by the positioning of the shaft by the actuator) are discussed further below with reference to the Fig. 6 and Fig. 7 described.

[0048] The procedures and conditions for implementing and implementing the approach of the advantage system are described below with reference to Fig. 6 described in more detail. A method for operating an embodiment of a projection system comprising a first projection coupled to an intake port and a second projection coupled to an intake tract (similar to projection system 148 and the second projection system 149, described above with reference to Fig. 1 (described below), is further detailed below with reference to Fig. 7 described.

[0049] Fig. Figure 6 presents an exemplary method 600 for adjusting the position of a protrusion in an intake manifold of an engine cylinder head. The method may include conditions for at least partial extension of the protrusion due to a decreasing engine load in order to introduce / enhance a tumble effect on the air / fuel mixture. Furthermore, the method may include conditions for at least partial retraction of the protrusion due to an increasing engine load in order to provide tumble while allowing an increased airflow rate.

[0050] Instructions for carrying out procedure 600 and the other procedures included herein can be executed by a controller, for example the controller 12, based on instructions stored in a memory of the controller and in conjunction with signals received from sensors of the engine system, including NOx sensors, UEGO sensors, pressure sensors, etc., as described above with reference to Fig. 1 described. The controller can use motor actuators of the motor system to adjust the motor operation according to the procedures described below. In one example, the controller 12 can use actuators based on sensor inputs, such as the actuator 307 of the projection system 300, to regulate the extension and retraction of the projection 321 into the corresponding intake manifold 326, as described in the Fig. 3A - Fig. 5 shown.

[0051] Procedure 600 can begin at 902, where the engine estimates, measures, and / or determines current engine operating parameters. Estimates for current engine operating parameters may include, but are not limited to, the airflow rate through the intake manifold, vehicle speed, throttle position, intake manifold vacuum, engine speed, boost pressure level, compressor speed, and the air / fuel ratio at combustion. Engine load can be determined via one or more of the vehicle speed, throttle position, and intake manifold vacuum.

[0052] In procedure 904, procedure 600 includes determining whether a current engine load is below a first threshold. The first threshold can represent a low engine load. For example, the current engine load may be below the first threshold if the engine is idling and / or the throttle position is mostly closed (for example, the throttle is 20% open). When the throttle is in the mostly closed position, less airflow is supplied to the engine than when the throttle is fully or mostly open (for example, when the throttle is 70% open), which indicates that the current engine load is below the first threshold.

[0053] If the engine load is not below the first threshold, the procedure proceeds to 906 to determine whether the current engine load is decreasing. A decreasing engine load can be confirmed based on a throttle position decreasing by more than a limit (e.g., being commanded to a fully closed position), a decrease in vehicle speed, and / or an increase in intake manifold vacuum.

[0054] If the engine load is below the first threshold (at 904) or the engine load increases (at 906), the procedure transitions from 600 to 908 and extends the projection system into the corresponding intake port. At 908, extending the projection involves positioning (by the actuator) the shaft of the projection system such that the upper surface of the second end of the shaft moves relative to the projection. The projection, starting from being in contact with a lower vertical plane, transitions along the inclination of the upper surface of the second end of the shaft to a higher vertical plane, resulting in a contraction of the spring associated with the sealing element of the projection.As mentioned above, the degree of extension of the nozzle can be adjusted by controlling the degree of shaft movement via the actuator (for example, the actuator can partially move the first end of the shaft out of the stroke adjustment bore, causing the spring to partially compress, which is parallel to a partial extension of the nozzle through the sealing element into the intake port). A desired degree of nozzle extension can initially be determined based on the engine load, with the extension increasing as the engine load decreases (e.g., below the first threshold). If the engine load is below the first threshold and begins to increase further, the nozzle can, in one example, be held fully extended.

[0055] For example, a vehicle might transition from a high load region to a medium load region. In response to the decreasing engine load, the control system might determine that the intake duct needs to be extended. However, because the engine load is above the first threshold, the intake duct cannot be fully extended. If the engine load were to fall further below the first threshold, the intake duct could be fully extended. By keeping the intake duct in a less-than-fully extended state in the medium load region, a desired airflow rate can be maintained under medium load conditions.

[0056] It is understood that if the engine load is above the first threshold but below a second threshold (as discussed below), the extension extent can be adjusted similarly based on the engine load. Specifically, if the engine load is between the first and second thresholds, the extension can be partially extended but not fully extended or fully retracted.

[0057] If, returning to 906, it is determined that the current engine load is not decreasing and is not below the first threshold, then procedure 600 proceeds to 916 to determine whether the current engine load is above the second threshold. As mentioned above, the second threshold may be a higher engine load than the first threshold load, but, for example, below a maximum engine load. It may be determined that the engine load is above the second threshold if a throttle position is more open than the throttle position at 904 (e.g., with the throttle wide open), the vehicle speed is high (e.g., higher than 64.4 km / h (40 mph)), and / or there is a low vacuum in the intake manifold.

[0058] If the current engine load is not above the second threshold, procedure 600 switches to 918 to determine whether the current engine load is increasing. It can be determined that the engine load is increasing if a throttle opening increases by a certain limit (e.g., towards a wide-open throttle), the vehicle speed increases, and / or the vacuum in the intake manifold decreases.

[0059] If procedure 600 determines that the engine load is above the second threshold or that the engine load is increasing, then procedure 600 can switch to 920 and enter the approach.

[0060] In the 920, retracting the protrusion involves positioning the shaft of the protrusion system by an actuator so that the upper surface of the second end of the shaft moves relative to the protrusion (the protrusion transitioning from contact with the higher vertical plane to the lower vertical plane of the upper surface's inclination). This prevents or partially compresses the return spring associated with the sealing body, thus retracting the protrusion fully or partially back into the sealing body. It may be preferable to retract the protrusion at increasing engine loads to enhance air / fuel mixing at higher loads via an increased airflow rate (without obstructing airflow to the cylinder). Therefore, fuel efficiency can be improved by retracting the protrusion to provide the increased airflow rate while reducing charge tumble.The break-in period can be determined based on the engine load. Specifically, the break-in period can be increased if the engine load increases (e.g., above the second threshold). The process then reverts to 600.

[0061] If the engine load is between the first and second thresholds, the intake manifold can only be partially engaged in an example. However, if the engine load is greater than or equal to the second threshold, the intake manifold can be fully engaged. This may be due to a need for increased airflow at the higher load. The fully engaged intake manifold must not obstruct an intake manifold (e.g., the cylinder port) or affect the tumble of an airflow charge motion. Engaging the intake manifold at higher engine loads can ensure that the desired airflow requirement is met.

[0062] If, returning to 918, it is determined that the engine load is not increasing, the procedure can proceed to 928 and maintain current engine operating parameters, which includes not discontinuing the approach.

[0063] For example, an existing start / stop state of the approach can be maintained. The process then reverts to step 600.

[0064] Method 600 thus represents an exemplary procedure for adjusting the operation of a protrusion of a single protrusion system located in an intake manifold of a cylinder head. The protrusion can be extended after it has been determined that an engine load is decreasing and retracted after it has been determined that an engine load is increasing. In this way, combustion can be optimized by extending the protrusion to provide a tumble to increase air / fuel mixing at lower engine loads and by retracting the protrusion to provide increased airflow at higher engine loads.

[0065] Fig. Figure 7 demonstrates a method 700 that can be used to adjust each of a first approach of a first protrusion system in an intake manifold of an intake port (e.g., a cylinder opening) and a second approach of a second protrusion system in an intake tract upstream of the intake port, similar to the protrusion system 148 and second protrusion system 149, respectively, described above with reference to Fig. As described in section 1, the first approach allows for individual airflow settings for each cylinder, while the second approach allows for global (common) airflow settings for all engine cylinders. However, in alternative embodiments, at least one approach can be provided for each engine cylinder in the corresponding intake ports, allowing the flow to each cylinder to be adjusted independently and individually.

[0066] Procedure 700 can be implemented independently of procedure 600. Instructions for executing procedure 700 and the other procedures included herein can be executed by a controller, for example, controller 12, based on instructions stored in a memory of the controller and in conjunction with signals received from sensors of the engine system, including NOx sensors, UEGO sensors, pressure sensors, etc., as described above with reference to Fig. 1 described. The controller can use motor actuators of the motor system to adjust the motor operation according to the procedures described below. In one example, the controller 12 can use actuators based on sensor inputs, such as the actuator 307 of the projection system 300, to regulate the extension and retraction of the projection 321 into the corresponding intake manifold 326, as described in the Fig. 3A - Fig. 5 shown.

[0067] Procedure 700 can begin at 702, which involves estimating, measuring, and / or determining engine operating parameters. The determined engine operating parameters may include, but are not limited to, measurements of airflow rate, vehicle speed, throttle position, intake manifold vacuum, engine speed, boost pressure level, and air / fuel ratio. Engine load can be determined from one or more of the vehicle speed, throttle position, and intake manifold vacuum.

[0068] In procedure 704, method 700 determines whether an intake air velocity is below a first threshold value. In one example, the intake air velocity can be determined based on input from an air mass flow sensor (for example, the MAF sensor 120). Fig.1, which provides a MAF signal to control 12). An example where the intake air velocity may be below the first threshold velocity could involve the engine idling and / or operating at a low engine load with the throttle position mostly closed (for example, 80% closed). If the intake air velocity is below the first threshold 704, procedure 700 proceeds to 706, where the second approach, coupled to the intake tract, can be partially or fully extended to reduce the cross-sectional area of ​​the intake tract and thereby increase the velocity of the intake air flowing through the intake tract to all cylinders of the engine.

[0069] Since the second port is located further away from the cylinders, additional control of the airflow may be desired as the airflow approaches the cylinder, for example, by regulating the position of the first port along the intake manifold, which is closer to the cylinder. In one example, on the 707, in addition to extending the second port, the first port, which is coupled to the intake manifold of a specific cylinder, can be modified to generate the desired charge motion in the airflow to that specific cylinder. The desired charge motion rate can be based on one or more of the throttle position, engine load, airflow rate, and air / fuel mixing.In one example, the first approach can be extended, at least partially, from a retracted position to increase the charge motion, while in another example, the first approach can be retracted, at least partially, from an extended position to decrease the charge motion. In an example at 709, the airflow entering the specific cylinder can exhibit the desired charge motion rate. Therefore, the second approach can be selectively modified while the first approach remains unchanged. Subsequently, the procedure 700 reverts to its original state.

[0070] If the intake air velocity at step 704 is not below the first threshold velocity, then procedure 700 proceeds to step 710 to determine if the intake air velocity is below a second threshold velocity, where the second threshold velocity is higher than the first. If the intake air velocity is not below the second threshold velocity, then procedure 700 proceeds to step 718, where both the first and second approaches can be applied. In one example, both approaches can be fully applied, allowing intake air with a velocity above the second threshold to be directed to the engine cylinder. An example where the intake air velocity can be above the second threshold might involve a high engine load with the throttle position mostly open (for example, 80% open). Procedure 700 then reverts to step 700.

[0071] If the intake air velocity is below the second limiting velocity, then procedure 700 transitions to 712. If the intake air velocity is above the first limiting velocity and below the second limiting velocity, either the first approach or the second approach can be selectively modified. In another example, both the first approach and the second approach can be modified. The modification can be based on one or more of the throttle position, engine load, airflow rate, and air / fuel mixing. The modification can involve a partial to complete extension or a partial to complete retraction of either the first approach or the second approach, or both.

[0072] The modification of both the first and second approaches can occur at the same rate or at different rates. For example, the first approach can be deployed at a higher or lower rate and / or to a greater or lesser degree than the second approach. Similarly, the first approach can be deployed at a higher or lower rate and / or to a greater or lesser degree than the second approach. In other examples, the deployment / retraction of the first approach can be dependent on the deployment / retraction of the second approach. For example, if the deployment of the first approach is increased, the deployment of the second approach can also be increased. In another example, the deployment of the second approach can be decreased if the deployment of the first approach is increased.In alternative examples, the changes to the first and second approaches can be made at rates that are independent of each other. The procedure then jumps back 700.

[0073] In this way, a first approach can be deployed to generate a tumble of the intake airflow, and a second approach can be deployed to increase the airflow rate. The second approach can be operated in coordination with the first approach to provide synergistic benefits for air-fuel mixing. Furthermore, the first and second approaches can be set to have different degrees of deployment (e.g., the first approach is deployed at 50%, while the second approach is deployed at 25%).

[0074] The technical effect of extending or retracting the protrusion system is to increase air / fuel mixing and thus improve fuel efficiency. Furthermore, the protrusion system can be used to maintain or adjust the airflow rate. By employing an efficient and compact actuator-based protrusion system to extend the protrusion through an opening in the lower wall of the intake manifold closest to the cylinder, the desired tumble effect can be generated in the intake air. Additionally, the protrusion can be adjusted based on recorded engine operating conditions to optimize the fuel efficiency of each individual engine cylinder.

[0075] An exemplary system includes a cylinder with an intake manifold, a projection system located in an opening in the lower wall of the intake manifold closest to the cylinder, the projection system comprising a protrusion movably positioned inside a spring-loaded sealing element, the spring-loaded sealing element being anchored to a region of the lower wall defining the opening. The first example of the system includes a controller that stores non-volatile instructions in memory which, upon execution, cause the controller to activate an actuator so that, in response to an operating condition, the actuator positions the protrusion of the projection system outward relative to the spring-loaded sealing element through the opening in the lower wall of the intake manifold.A second example of the system optionally includes the first example and further includes that the operating condition involves an intake throttle being moved from a first position to a second position, the throttle in the second position being more closed than the throttle in the first position. A third example of the system optionally includes one or more of the first and second examples and further includes that the projection system comprises a shaft having a first end coupled to the actuator and a second end opposite the first end, the second end comprising an inclined upper surface in area-sharing contact with a lower surface of the projection.A fourth example of the system optionally includes one or more of the first three examples and further comprises that the first end of the shaft is designed to be positioned inside a stroke adjustment bore associated with the actuator when the attachment is in a fully retracted position, and that the first end of the shaft is designed to be positioned at least partially outside the stroke adjustment bore when the attachment is in at least a partially extended position. A fifth example of the system optionally includes one or more of the first four examples and further comprises that a threshold at the second end of the shaft is at least partially in area-sharing contact with a base of the attachment when the attachment is in the fully retracted position.A sixth example of the system optionally includes one or more of the first through fifth examples and further comprises that the threshold is coupled to a lowest vertical plane of the second end of the shaft. A seventh example of the system optionally includes one or more of the first through sixth examples and further comprises that a spring of the spring-loaded sealing element is not compressed when the extension is in the fully retracted position, and that the spring is at least partially compressed when the extension is in the at least partially extended position. An eighth example of the system optionally includes one or more of the first through seventh examples and further comprises that the inclined upper surface is designed to be slidably movable relative to the lower surface of the extension when the first end of the shaft moves relative to the stroke adjustment bore.A ninth example of the system optionally includes one or more of the first through eighth examples and further comprises that the spring-loaded sealing element includes a lip, the lip securing the spring-loaded sealing element to the region of the lower wall that defines the opening of the intake manifold. A tenth example of the system optionally includes one or more of the first through ninth examples and further comprises a second projection system with a second projection larger than the first projection, the second projection being movably arranged inside a second spring-loaded sealing element, the second spring-loaded sealing element being anchored to an upper wall of an intake tract, the intake tract being fluidly connected to the intake manifold.

[0076] An exemplary cylinder head system comprises a cylinder head including an intake port above a firewall and a cartridge of a projection system inserted into the firewall, wherein the projection system has a first actuator designed to extend and retract a projection of a spring-loaded sealing element into a tube coupled to the intake port. A first example of the system further comprises a second cartridge of a second projection system inserted into the firewall, wherein the second projection system has a second actuator designed to extend and retract a second projection of a second spring-loaded sealing element from a second tube.A second example of the system optionally includes the first example and further includes that the pipe establishes a fluid connection with a first cylinder and the second pipe establishes a fluid connection with a second cylinder of an engine. A third example of the system optionally includes one or more of the first and second examples and further includes that each of the first pipe and the second pipe establishes a fluid connection with a first cylinder of an engine.

[0077] An exemplary method comprises adjusting a projection system in an intake manifold of a cylinder intake port in response to a detected vehicle operating parameter, wherein the projection system includes a projection inside a spring-loaded sealing element anchored to a lower wall defining an opening into the intake manifold. In a first example of the method, adjusting the projection system comprises actuating an actuator in response to an engine load falling below a first threshold value to move a shaft at least partially out of a stroke adjustment bore of the projection system, thereby fully extending the projection from the spring-loaded sealing element through the lower wall into the intake manifold.A second example of the method optionally includes the first example and further includes that adjusting the projection system involves actuating the actuator in response to the engine load exceeding a second threshold, the second threshold being above the first threshold, so that the actuator moves the shaft at least partially back into the stroke adjustment bore to fully retract the projection into the spring-loaded sealing element. A third example of the method optionally includes the first and second examples and further includes that adjusting the projection system involves actuating the actuator in response to the engine load being between the first and second thresholds, so that the actuator moves the shaft to partially extend the projection from the spring-loaded sealing element through the lower wall of the intake manifold.A fourth example of the method optionally includes the first to third examples and further includes adjusting a second protrusion system in response to an inlet air velocity, wherein the second protrusion system includes a second projection inside a second spring-loaded sealing body anchored to an upper wall of an intake tract fluidly connected to the intake manifold.

[0078] It should be noted that the exemplary control and estimation sequences contained herein can be used with various engine and / or vehicle system designs. The control methods and routines disclosed herein can be stored as executable instructions in non-volatile memory and executed by the control system, including the controller, in combination with the various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. Therefore, various illustrated actions, operations, and / or functions can be performed in the sequence shown, in parallel, or, in some cases, omitted.Similarly, the processing sequence is not strictly necessary to achieve the features and advantages of the embodiments described herein, but is provided for the sake of clarity and description. One or more of the illustrated actions, processes, and / or functions may be repeated depending on the specific strategy employed. Furthermore, the described actions, processes, and / or functions can graphically represent code to be programmed in non-volatile memory of the computer-readable storage medium within the engine control system, where the described actions are executed by carrying out the instructions in a system that includes the various engine hardware components in combination with the electronic control unit.

[0079] It is understood that the interpretations and processes disclosed here are exemplary in nature and that these specific embodiments are not to be interpreted in a restrictive sense, as numerous variations are possible. For example, the above technology can be applied to V-6, I-4, I-6, V-12, 4-cylinder boxer, and other engine types.

Claims

[1] Inlet system, comprising: a cylinder with an intake manifold (326); a projection system (148, 204, 300) arranged in an opening (303) in a lower wall (333) of the intake manifold (326) located closest to the cylinder, wherein the projection system (148, 204, 300) includes a projection (321) movably arranged inside a spring-loaded sealing element (320), the spring-loaded sealing element (320) being anchored to a region of the lower wall (333) defining the opening (303), and wherein the projection (321) is movable in a vertical direction through the opening into the intake manifold by an actuator (206, 307); and a control (12) which stores non-volatile instructions in a memory which, when executed, cause the control (12) to switch on the actuator (206, 307) so that it positions the projection (321) of the projection system (148, 204, 300) outwards relative to the spring-loaded sealing element (326) through the opening (303) in the lower wall (333) of the suction pipe (326) in response to an operating condition. [2] Intake system according to claim 1, wherein the operating condition includes moving an intake throttle from a first position to a second position, wherein the intake throttle in the second position is more closed than the intake throttle in the first position. [3] Inlet system, comprising: a cylinder with an intake manifold (326); a projection system (148, 204, 300) arranged in an opening (303) in a lower wall (333) of the intake manifold (326) located closest to the cylinder, wherein the projection system (148, 204, 300) includes a projection (321) movably arranged inside a spring-loaded sealing element (320), the spring-loaded sealing element (320) being anchored to a region of the lower wall (333) defining the opening (303); and a control (12) which stores non-volatile instructions in a memory which, when executed, cause the control (12) to switch on the actuator (206, 307) so that it positions the projection (321) of the projection system (148, 204, 300) outwards relative to the spring-loaded sealing body (326) through the opening (303) in the lower wall (333) of the suction pipe (326) in response to an operating condition, wherein the projection system includes a shaft which has a first end coupled to the actuator and a second end opposite the first end, wherein the second end comprises an inclined upper surface in area-sharing contact with a lower surface of the projection. [4] Inlet system according to claim 3, wherein the first end (302) of the shaft (312) is designed to be positioned inside a stroke adjustment bore (306) associated with the actuator (206, 307) when the projection (321) is in a fully retracted position (301), and the first end (302) of the shaft (312) is designed to be positioned at least partially outside the stroke adjustment bore (306) when the projection (206, 307) is in an at least partially extended position (351). [5] Inlet system according to claim 4, wherein a threshold (316) at the second end (322) of the shaft (312) is at least partially in surface-dividing contact with a base (323) of the extension (321) when the extension (321) is in the fully retracted position (301). [6] Inlet system according to claim 5, wherein the threshold (316) is coupled to a lowest vertical plane of the second end (322) of the shaft (312). [7] Inlet system according to claim 4, wherein a spring (314) of the spring-loaded sealing body (320) is not compressed when the extension (321) is in the fully retracted position (301), and the spring (314) is at least partially compressed when the extension (321) is in the at least partially extended position (351). [8] Inlet system according to claim 4, wherein the inclined upper surface (332) is designed to be slidably movable relative to the lower surface (323) of the projection (321) when the first end (302) of the shaft (312) moves relative to the notch (372). [9] Inlet system according to claim 1, wherein the spring-loaded sealing body (320) comprises a lip (319), wherein the lip (319) secures the spring-loaded sealing body (320) to the region of the lower wall (333) which defines the opening (303) of the intake manifold (326). [10] Inlet system, comprising: a cylinder with an intake manifold (326); a first projection system (148, 204, 300) located in an opening (303) in a lower wall (333) of the intake manifold (326) that is closest to the cylinder, is arranged, wherein the first projection system (148, 204, 300) includes a first projection (321) which is movably arranged inside a spring-loaded sealing body (320), the spring-loaded sealing body (320) being anchored to a region of the lower wall (333) which defines the opening (303); and a second projection system (149) with a second projection that is larger than the first projection (321), wherein the second projection is movably arranged inside a second spring-loaded sealing body, wherein the second spring-loaded sealing body is anchored to an upper wall of an intake tract (44), wherein the intake tract (44) is fluidly connected to the intake pipe (326). [11] Cylinder head system comprising; a cylinder head (210) including an inlet port (140, 212) above a firewall (211, 328); a cartridge (214, 310) of a projection system (148, 204, 300) which is inserted into the firewall (211, 328), wherein the projection system (148, 204, 300) has a first actuator (206, 307) which is designed to extend a projection (321) from a spring-loaded sealing element (320) into a tube which is coupled to the inlet port (140, 212); and a control (12) which stores non-volatile instructions in a memory which, when executed, cause the control (12) to switch on an actuator (206, 307) so that it positions the projection (321) of the projection system (148, 204, 300) outwards relative to the spring-loaded sealing element (320) through the opening (303) in the lower wall (333) of the suction pipe (326) in response to an operating condition. [12] Cylinder head system according to claim 11, further comprising a second cartridge of a second projection system (149) which is inserted into the splash guard (211, 328), wherein the second projection system (149) has a second actuator which is designed to extend a second projection of a second spring-loaded sealing element from a second tube and to retract into it. [13] Cylinder head system according to claim 12, wherein the tube establishes a fluid connection with a first cylinder and the second tube establishes a fluid connection with a second cylinder of an engine (10). [14] Cylinder head system according to claim 12, wherein each of the first and second tubes establishes a fluid connection with a first cylinder of an engine (10).

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