Abstract:
The present invention provides an intake system for supplying intake air to a multiple cylinder internal combustion engine. The intake system includes an air intake having a suction pipe with a frame therein and a plurality of wings attached to the frame wherein the wings generate a swirl state in the intake air. The system further includes an air cleaner, an intake pipe, an intake manifold having a surge tank, a plurality of first suction chambers and a plurality of first suction balancers. The system also includes a second suction chamber and a second suction balancer. The second suction balancer is configured to accommodate intake air that flows reversely through the second suction chamber and the second suction chamber is configured to mix the intake air from the air intake and the intake air from the second suction balancer and dispense mixed air to an intake port of the engine. The system provides for sufficient air intake at a vast range of engine speeds and loads.

Description:
CLAIM FOR PRIORITY 
     This application is based on and claims priority to Korean Patent Application No. 10-2005-0054465 filed on Jun. 23, 2005 in the Korean Intellectual Property Office (KIPO), the entire contents of which are hereby incorporated by reference. 
     BACKGROUND 
     1. Field of the Invention 
     The present invention relates in general to the field of an intake and exhaust system of an internal combustion engine, and more particularly to an intake and exhaust system of an internal combustion engine that can achieve high-performance, high-power, low-vibration and an economical fuel consumption ratio by being engaged in proportion to engine load or a speed to supply a suction amount in standard quantity, dissipating pulsating energy inevitably generated during intake, reducing the exhaust resistance caused by interference with the exhaust gas during exhaust, and optimizing a fuel mixture ratio of the internal combustion engine. 
     2. Description of the Related Art 
     Generally, an intake and exhaust system sucks gases, which mix fuel with air, into a cylinder and discharges a combustion gas to the outside after the combustion of the mixed air. 
     The intake system mainly includes an air cleaner configured to remove a foreign substance such as dust from the intake air, a throttle valve configured to control a quantity of a sucked intake flow and an intake manifold configured to distribute mixed gases to respective cylinders. The exhaust system mainly includes an exhaust manifold configured to collect a combustion gas of the respective cylinders, and an exhaust pipe configured to discharge the combustion gas to the outside and a muffler. 
     Specially, the intake system may improve an engine&#39;s output by installing a variable intake system inside of the intake manifold so as to increase the suction efficiency according to engine load. This is a reason that the engine load/output is influenced if a quantity of mixed gases that is flowed to respective cylinders is unevenly supplied. 
     However, since the quantity of the intake flow is controlled by the throttle valve, the intake flow supplied at high speed reaches a pulsating state, i.e., a disproportion state of a pressure, resulting from either an intake resistance due to a pressure loss or an impact resistance due to an intake valve. This causes output deterioration of an engine and production of a noise, because new air is not sucked in sufficiently in proportion to the quantity of fuel. Moreover, the throttle valve is nearly closed during idling of the engine or partial load driving. At this time, a downstream side of the throttle valve is maintained in a high-degree vacuum state. This causes new air to be insufficiently sucked in, thereby deteriorating output of the engine. As a result thereof, environmental pollution is induced by incomplete combustion of exhaust gas. 
     Meanwhile, the exhaust system is gradually muffled by bringing on acoustic wave interference, a pressure change and a lower intake temperature while the exhaust gas passed through an exhaust pipe is passing through a multi muffler. 
     Specially, the exhaust process is smoothly performed, if a pressure in the cylinder is higher than that of the exhaust system in exhaust stroke. However, since exhaust pressure is higher than that of the cylinder due to exhaust resistance, if a high-performance muffler is applied so as to reduce the exhaust noise, the output of the engine is deteriorated. 
     SUMMARY 
     An object of the present invention is to provide an intake system, which can enable an intake flow to be normally flowed in proportion to a vast range of engine speeds and loads, and supply an intake flow as sufficient as the quantity in proportion to engine speeds and loads, to a plurality of cylinders, and an exhaust system of an internal combustion engine, which can improve an output of the engine by making exhaust pressure generated from an exhaust resistance lower than a pressure inside of the cylinder, even though a common muffler is applied. 
     According to an aspect of the present invention, there is provided an intake system of an internal combustion engine mounted in a multi cylinder engine of the internal combustion engine for operating the engine after sucking air for combustion when an intake valve is opened, comprising an air intake configured to suck atmospheric air in a swirl from, an intake manifold configured to equalize a dispensing pressure of the intake air supplied through the air intake and supply the equalized air to an intake port formed on one side of the engine, the manifold being formed while inclining at a desired angel, a plurality of suction chambers that are extended upwardly after being connected to the intake port of the engine, and in which a conduit line is formed, and configured to supply the equalized intake air to the intake port by enabling the intake manifold to be communicated with the conduit line and to flow reversely the intake air deflected by the closing of the exhaust valve along the upwardly extended conduit line, and a plurality of suction balancers configured to fill the intake air flowed reversely through the plurality of suction chambers and dispense the filled intake air by a flow speed of the intake air that is supplied through the intake manifold when the intake valve is re-opened. 
     Suction pipes are communicated with each other between the air intake and the intake manifold. 
     A throttle valve may be selectively mounted between the air intake and the suction pipe. 
     The suction balancer in which the reversely flowed intake air is filled is communicated with the other side of the suction pipe on the same shaft. 
     The suction chamber is formed between the suction pipe and the suction balancer so as to suck and mix the reversely flowed intake air filled in the suction balancer, when the intake air supplied through the air intake flows into the cylinder through the suction pipe. 
     The intake manifold further includes a surge tank that flows the normally supplied intake air and the reversely flowed intake air at a uniform pressure. 
     The number of suction chambers or suction balancers is equal to or greater than the number of cylinders of the engine. 
     The suction balancers are respectively communicated with each other by means of a balance tube configured to distribute the intake air that is reversely flowed by a uniform quantity. 
     According to an aspect of the present invention, there is provided an exhaust system, comprising an exhaust manifold mounted in a multiple cylinder of an internal combustion engine for exhausting air that is burned in the cylinder when an exhaust valve is opened, a plurality of exhaust pipes connected to the exhaust manifold for dispensing an exhaust gas to the outside and a muffler, wherein a plurality of exhaust balancers configured to function as a condenser are selectively mounted in the exhaust system, fill a part of the exhaust gas inside and then re-exhaust the filled exhaust gas when the exhaust is completed. 
     An orifice tube is installed between an inlet or an outlet of the muffler so as to enable a part of the exhaust gas to be passed through and increase exhaust speed of the exhaust gas for passing through the muffler depending on a flow speed of the exhaust gas that passes through the orifice tube. 
     The present invention will not be limited to the technical objects described above. Other objects not described herein will be more definitely understood by those skilled in the art from the following detailed description. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Example embodiments of the present invention will become more apparent by describing in detail example embodiments of the present invention with reference to the accompanying drawings, in which: 
         FIG. 1  is a perspective diagram illustrating an intake system of an internal combustion engine mounted in an engine according to an exemplary embodiment of the present invention; 
         FIG. 2  is a schematic conceptual diagram illustrating an intake and exhaust system of the internal combustion engine mounted to the engine according to an exemplary embodiment of the present invention; 
         FIG. 3  is a schematic operational diagram illustrating a process where air sucked by the intake system is supplied to a cylinder of the engine according to the present invention; 
         FIG. 4  is a schematic operational diagram illustrating a state in which the intake air after intake stroke is filled in a suction balancer; 
         FIG. 5  is a perspective diagram illustrating the intake system of the internal combustion engine mounted to the engine according another exemplary embodiment of the present invention; 
         FIG. 6  is a schematic operational diagram illustrating a process that air sucked by the intake system is supplied to a cylinder of the engine according to another exemplary embodiment of the presenting invention; 
         FIG. 7  is a schematic operational diagram illustrating a state in which intake air after intake stroke is filled in the section balancer according to another exemplary embodiment of the present invention; 
         FIG. 8  is a perspective diagram schematically illustrating the exhaust system of the internal combustion engine mounted to the engine according to an exemplary embodiment of the present invention; 
         FIG. 9  is a state diagram illustrating a state in which an expelled exhaust gas, after the combustion, is expelled through the exhaust system after being filled in the exhaust balancer according to an exemplary embodiment of the present invention; 
         FIG. 10  is a state diagram illustrating a state in which the exhaust gas filled in the exhaust balancer is expelled through the exhaust system, after the exhaust valve is closed, according to an exemplary embodiment of the present invention; 
         FIG. 11  is a perspective diagram schematically illustrating the exhaust system of the internal combustion engine mounted in an engine according to another exemplary embodiment of the present invention; and 
         FIG. 12  is a state diagram illustrating a state in which an expelled exhaust gas, after the combustion, is expelled through the exhaust system after being filled in the exhaust balancer according to another exemplary embodiment of the present invention; and 
         FIG. 13  is a state diagram illustrating a state in which the exhaust gas that has filled in the exhaust balancer is expelled through the exhaust system, after the exhaust valve is closed, according to another exemplary embodiment of the present invention. 
     
    
    
     DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS 
     Subject matters and features of the exemplary embodiments of the present invention will be covered by the detailed description and drawings. 
     Advantages and features of the present invention and methods of accomplishing the same may be understood more readily by reference to the following detailed description of the exemplary embodiments and the accompanying drawing. The present invention may, however, be embodied in many different forms and should not be construed as being limited to the exemplary embodiments set forth herein. Rather, these exemplary embodiments are provided so that this disclosure will be thorough and complete and will fully convey the concept of the invention to those skilled in the art, and the present invention will only be defined by the appended claims. Like reference numerals refer to like elements throughout the specification. 
     Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawing. 
       FIG. 1  is a perspective diagram illustrating an intake system of an internal combustion engine mounted in an engine according to an exemplary embodiment of the present invention,  FIG. 2  is a schematic conceptual diagram illustrating the intake system of the internal combustion engine mounted in the engine according to an exemplary embodiment of the present invention,  FIG. 3  is a schematic operational diagram illustrating a process where air sucked by the intake system is supplied to a cylinder of the engine according to the present invention, and  FIG. 4  is a schematic operational diagram illustrating a state in which the intake air, after intake stroke, is filled in the suction balancer. 
     As shown in  FIG. 1  or  2 , the intake system of the internal combustion engine, according to the present invention, operates an engine  10  after sucking air for combustion into a cylinder  14 , when an intake valve  12  mounted in the multiple cylinder engine  10  of the internal combustion engine is opened. 
     The engine  10  is a device for generating an output by burning a fuel. The engine  10  according to the present invention includes both a diesel and a gasoline engine. In order for the intake system to supply air for combustion to the engine  10 , an air intake  20  for sucking atmospheric air in a swirl from is mounted to a leading end of a suction pipe  30 . 
     In order to reduce harmful components of an exhaust gas through rotation flow and obtain low fuel consumption ratio, high performance and high output, the air intake  20  induces atmospheric air in a swirl from in order to achieve complete combustion of air sucked into the cylinder  14  of the engine  10 , and is formed in a spiral structure for minimizing an air resistance produced by the swirl state. The spiral structure includes a plurality of wings  22  that are formed in a spiral structure along the circumference of the suction pipe  30 , and a frame  24  that fixes the wings  22  on a central shaft and is combined with the suction pipe  30 . 
     An air cleaner  32  removes both foreign substances in air that are sucked in swirl form and intake noises generated during the intake. 
     An intake pipe  34  leads the intake air, from which the foreign substances are removed, to the engine  10 , and a throttle valve (not shown) may be selectively mounted in the intake pipe  34 . 
     Meanwhile, the reason why the throttle valve is not shown is that the throttle valve may be applied or not, according to characteristics of an engine and used fuels. 
     An intake manifold  40  is communicated with the intake pipe  34  and composed of a surge tank  42  and an intake manifold  44 . 
     A surface of the surge tank  42  is smoothly processed so as not to enable the supplied intake air to meet with resistance and supply resistance to surrounding air. The surge tank  42  stores the intake air temporarily and then discharges the air at a uniform pressure. 
     The intake manifold  44  distributes the intake air, which is discharged at the uniform pressure by means of the surge tank  42 , into the cylinder  14 . The number of the intake manifold  44  is equal to or greater than the number of cylinder  14  depending on characteristics of the engine  10 . The intake manifold  44  is inclined downwardly at a uniform angle. 
     The intake manifold  40  according to the present invention is not directly connected to the intake port  16  of the engine  10 , differently from a common intake manifold, and extended upwardly after being connected to the intake port  16  of the engine  10 . The intake manifold  40  is communicated with a suction chamber  50  in which a conduit line is formed. 
     The suction chamber  50  is communicated with the intake manifold  44  and supplies the equalized intake air to the intake port  16 . 
     The conduit line functions as a chamber configured to temporarily store intake air, and re-accepts intake air that is flowed reversely by closing the intake valve  12  after intake stroke. 
     As described above, the intake chamber  50 , which uniformly forms the conduit line inside of the chamber  50  and functions as a chamber, is connected to a suction balancer  60  through a tube  62 . 
     The suction balancer  60 , in which a filling space is formed so as to fill the reversely flowed intake air through the suction chamber  50 , are connected to each other by means of a balance tube  64 . The balance tube  64  is for supplying the intake air uniformly to a plurality of suction balancers  60 . 
     Meanwhile, the intake air filled in the balance tube  64  is discharged by a flow speed of the intake air that is supplied through the intake manifold  44  when the intake valve  12  is re-opened and then supplied to the cylinder  14 . 
     At this time, the intake manifold  44  communicated with the suction chamber  50  determines a flow speed of the intake air that is newly sucked according to the communicated angle (desirably, 1 to 90 degrees, and more desirably, 45 degrees). However, its operation will be explained later. 
     A suction chamber  50 ′ and a suction balancer  60 ′, all of which are communicated with the intake pipe  34 , play the same role as described above. However, the suction chamber  50 ′ mixes newly intake air, which is newly supplied from outside, with the reversely flowed intake air. The mixed air is supplied to the intake manifold  40  by the flow speed of the newly supplied intake air. This will be explained in more detail below. 
     The intake pipe  34  is communicated with the surge tank  42  in a horizontal direction, so that an orifice principle can be desirably applied. The surge tank  42  forms an end that is extended to a length direction. The intake pipe  34  crossed at a right angle is communicated with the air cleaner  32 . The suction chamber  50 ′ and the suction balancer  60 ′ are communicated with the surge tank  42  via a tube  62 . 
     As described above, the intake pipe  34 , communicated with the air cleaner  32 , functions as a conduit line for supplying newly flowed intake air. The newly flowed intake air is temporarily stopped in the suction chamber  50 ′ formed on the end and then flowed along the intake pipe  34  together with air filled in the section balancer  60 ′. 
     Specifically, a shape of the suction chamber  50 ′ is different from that of the suction chamber  50 . However, their operation is the same, except that the suction chamber  50 ′ additionally performs an operation for mixing intake air filled in the suction balancer  60 ′ with intake air supplied through the intake pipe  34 , and then re-supplies the mixed intake air to the intake manifold  40 . 
     Next, the operation of the intake system will be explained with reference to  FIG. 3  or  4 . 
     First, as shown in  FIGS. 1 and 3 , a process is explained where air sucked by the intake system according to the present invention is supplied to a cylinder of an engine. 
     If the engine  10  is operated, the intake valve  12  is opened for combustion, and simultaneously atmospheric air is sucked into the air intake  20  and supplied to the cylinder  14  after passing through the air cleaner  32 , the suction pipe  34 , the intake manifold  40  and the suction chamber  50  in order. 
     As shown in  FIGS. 1 and 4 , the intake valve  12  is closed for performing common explosion stroke. At this time, the intake air supplied by the process flows reversely simultaneously when closing the intake valve  12 . 
     The reversely flowed intake air is collided with an internal wall of the suction chamber  50 , and the collided intake air is filled in the suction balancer  60  after advancing at a angle deflected by the collision and flowing into the inside of the suction chamber  50 . 
     At this time, since the intake manifold  44  is communicated with the suction chamber  50  at a desirable angle of inclination, the collided intake air does not flow reversely into the intake manifold  44 , and thus the pulsation phenomenon is not generated. 
     The intake air reversely flowed in the intake manifold  44  advances to the suction chamber  50 ′ extended to a length direction and is filled in the suction balancer  60 ′ again. 
     If the intake valve  12  is opened, newly supplied intake air is mixed with the filled intake air and the mixed air is sucked into the cylinder  14 , thus resulting in supplying the intake air in proportion to the speed of the engine  10 . 
       FIG. 5  is a schematic conceptual diagram illustrating an intake system of an internal combustion engine which is mounted to an engine according to another exemplary embodiment of the present invention. It is shown that shapes of various intake systems are changed. 
     The suction pipe  34  and the intake manifold  40  are communicated with each other in the same structure as the above-described exemplary embodiment. However, the intake manifold  44  of the intake manifold  40  is directly communicated with the engine  10  and the suction chamber  50  is communicated with the intake manifold  44  at a uniform inclination angle. 
     This is a structure where the intake air reversely flowed through the intake manifold  44  is reversely flowed directly into the suction chamber  50 . It is understood that an angle of the suction chamber  50  may be variously changed and executed according to an installation position of the intake manifold  44 . 
       FIG. 6  is a schematic operational diagram illustrating a process that air sucked by the intake system according to another exemplary embodiment of the present invention is supplied to the cylinder of the engine, and  FIG. 7  is a schematic operational diagram illustrating a state in which the intake air after intake stroke is filled in the suction balancer according to another exemplary embodiment of the present invention. 
     As shown in  FIGS. 6 and 7 , when the engine  10  is operated, the intake valve  12  is opened for combustion, and simultaneously atmospheric air is sucked into the air intake  20  and supplied to the cylinder  14 , after passing through in order of air cleaner  32 , the suction pipe  34  and the intake manifold  44  of the intake manifold  40 . 
     The intake valve  12  is closed for performing an explosion stroke. At this time, the intake air supplied by the above described process begins reversely flowing simultaneously when the intake valve  12  closes. 
     At this time, the reversely flowed intake air flows reversely along the intake manifold  44 , is sucked in the suction chamber  50  formed on the intake manifold  44  at a desired inclination angel, flows into the suction chamber  50 , and then is filled into the suction balancer  60  along the tube  62 . 
     At this time, since the intake manifold  44  and the suction chamber  50  are communicated at a desirable angle of inclination, the reversely flowed intake air is directly sucked in the suction chamber  50  at a reverse flow velocity which is in proportion to the speed of the engine  10 , so that the common pulsating phenomenon generated from a boundary between the intake manifold  44  and the suction chamber  50  is not generated. 
     Meanwhile, the intake air that is reversely flowed in the intake manifold  44  advances to the suction chamber  50 ′ extended in a lengthwise direction and is again filled in the suction balancer  60 ′, thereby resulting in performing the same operation as the above described exemplary embodiment. 
     The exhaust system from which an exhaust gas is expelled after the explosion will be now explained. 
       FIG. 8  is a perspective diagram schematically illustrating the exhaust system of the internal combustion engine mounted to the engine according to an exemplary embodiment of the present invention,  FIG. 9  is a state diagram illustrating a state in which an expelled exhaust gas, after the combustion, is expelled through the exhaust system after being filled in the exhaust balancer according to an exemplary embodiment of the present invention, and  FIG. 10  is a state diagram illustrating a state in which the exhaust gas filled in the exhaust balancer is expelled through the exhaust system, after the exhaust valve is closed, according to an exemplary embodiment of the present invention. 
     As shown in  FIGS. 2 and 8 , the exhaust system according to the present invention is mounted in the multiple cylinder engine  10  of the internal combustion engine and includes an exhaust manifold  70  for expelling air that is burned in the cylinder  14  when an exhaust valve  18  is opened, a plurality of exhaust pipes  72  connected to the exhaust manifold  70  for expelling the exhaust gas to the outside, and a muffler  74 . 
     In the exhaust system, one or more exhaust balancers  80  configured to function as a condenser are selectively mounted so as to be filled with a part of the exhaust gas, and re-exhaust the exhaust gas filled therein when the exhaust process has been completed. An orifice pipe  76  is installed between inlets  74   a  and outlets  74   b  of the muffler  74  so that a part of the exhaust gas is passed through. 
     This increases the exhaust speed of the exhaust gas that passes through the muffler  74 , due to a fast exhaust flow speed of the exhaust gas that passes through the orifice pipe  76 . 
     Meanwhile, since at least one or more exhaust balancers  80  are installed on the orifice pipe  76 , the exhaust of the exhaust gas may be more quickly performed. 
     The operation of the exhaust system with this configuration will be explained as follows. 
     As shown in  FIGS. 2 ,  9  and  10 , the gas that is burned in the cylinder  14  is rapidly expelled through the opened exhaust valve  18  and the exhaust port  19  during the exhaust stroke, i.e., after the expansion stroke for generating power. At this time, the exhaust gas is collected by the exhaust manifold  70  and then expelled into the air after passing through a catalytic converter  78  and the muffler  74  through the exhaust pipe  72 . 
     A part of the exhaust gas is flowed into a plurality of exhaust balancers  80  installed on the exhaust pipe, and a part of other exhaust gas passes through the orifice tube  76  of which respective ends are connected to both a front end and a rear end of the muffler  74 . The part of the exhaust gas for passing through the orifice tube  76  is flowed to and held in the exhaust balancer  80  that is installed on an inlet side or an outlet side of the muffler  74 . 
     Likewise, the exhaust gas stored in the exhaust balancer  80  during the exhaust stroke is expelled by a pressure difference resulting from rapid decrease of the exhaust pressure in the exhaust pipe  72  when the exhaust stroke is completed, and maintains a continuous flow of the exhaust gas, while a very high-speed gas flow is generated in a connection unit between the orifice tube  76  and the exhaust pipe  72 . The high-speed fluid flow decreases pressure in the connection part due to the orifice effect, and thus, the exhaust gas for passing through the muffler  74  may be strongly sucked in and expelled. 
     Further, since the flow of the exhaust gas in the orifice tube  76  is continuously led by a pressure difference of the exhaust balancer  80  installed on the orifice tube  76 , the remaining exhaust gas that has been left in the muffler  74  maybe effectively expelled. 
       FIG. 11  is a perspective diagram schematically illustrating the exhaust system of the internal combustion engine mounted in an engine according to another exemplary embodiment of the present invention,  FIG. 12  is a state diagram illustrating a state in which an expelled exhaust gas, after the combustion, is expelled through the exhaust system after being filled in the exhaust balancer according to another exemplary embodiment of the present invention; and  FIG. 13  is a state diagram illustrating a state in which the exhaust gas that has filled in the exhaust balancer is expelled through the exhaust system, after the exhaust valve is closed, according to another exemplary embodiment of the present invention. 
       FIGS. 11 ,  12  and  13  are another exemplary embodiment of the above described orifice tube  76 , wherein the orifice tube  76  is mounted on inside of the muffler  74 . 
     In other words, when passing through the inside of the muffler  74 , the exhaust gas produces a pressure difference by passing through the orifice tube  76  at a high speed. This pressure difference causes the exhaust gas for passing at low speed inside of the muffler  74  around the end of the orifice tube  76  to be expelled, thereby maintaining the flow of the exhaust gas, continuously. 
     According to the above configuration and operation, intake air which is in proportion to the rotation speed of the engine  10  may be supplied, and the combusted air may be rapidly expelled, thereby improving the performance of the engine  10 . 
     As described above, the present invention includes the suction balancers  60  and  60 ′ and exhaust balancer  80 , each of which can temporarily store the sucked and exhaust gas, thereby improving an output deterioration of the engine  10  caused by the discharge pressure of the exhaust gas and the shortage of intake air that may be generated at high or low speed. 
     The term “engine” is used in the widest range of meaning, in other words, widely designated as an internal combustion engine including all engines for performing intake and exhaust, and is not be limited to the engine  10  as shown above. 
     As described above, the intake and exhaust system of the internal combustion engine according to the present invention, includes the intake system configured to supply an intake flow enough to be proportional to an engine speed and load to a plurality of cylinders and the exhaust system configured to improve the power of the engine by lowering the exhaust pressure generated by the exhaust resistance than that of the cylinder, even though the common muffler is applied, thereby allowing high-performance, high-power, low-vibration and economical fuel efficiency to be provided and preventing environmental pollution caused by the combustion efficiency. 
     It should be understood by those of ordinary skill in the art that various replacements, modifications and changes in the form and details may be made therein without departing from the sprit and scope of the present invention as defined by the following claims. Therefore, it is to be appreciated that the above described embodiments are for purpose of illustration only and are not to be construed as limitations of the invention.