DE102011110698A1 - Internal combustion engine for use in motor car, has air inlet opening provided with combustion cylinder, and control air nozzle arranged in region of air inlet opening and designed for controlled mixing of air fuel mixture in cylinder - Google Patents

Abstract

The engine (5) has an air supply device (1) comprising an air supply channel (6) for a combustion cylinder. An air inlet opening (11) is provided with the combustion cylinder. A control air nozzle (15) is arranged in a region of the air inlet opening and designed for controlled mixing of an air fuel mixture in the combustion cylinder. The air nozzle comprises an opening region with an alignment (19), which is formed to introduce control air of the air nozzle to the region of air inlet opening transverse to flow of combustion air. The air nozzle is provided with butterfly valves.

Description

An internal combustion engine with an air supply device will be described. The air supply device has at least one air supply channel for combustion cylinders of the internal combustion engine. In addition, the air supply device has at least one air inlet opening for each combustion cylinder.

From the publication DE 35 90 834 C2 An air supply device in the form of a variable educt inlet arrangement for an internal combustion engine is known. The variable vane inlet assembly for an internal combustion engine consists of an intake port in the cylinder head of the engine having an inlet portion extending from the side surface of the cylinder head. In addition, the inlet arrangement has an end vortex chamber, which communicates with the inlet section and is designed such that a vortex is formed in a gas flow, which is supplied from the inlet section.

An object of the application is to provide an internal combustion engine with an air supply device, which allows an improved mixing of fuel and supplied air in the combustion cylinders of the internal combustion engine.

This object is achieved with the subject of the independent claim. Advantageous developments emerge from the dependent claims.

An embodiment of the application describes an internal combustion engine with an air supply device. The air supply device has at least one air supply channel for combustion cylinders of the internal combustion engine. In addition, the air supply device has at least one air inlet opening for each of the combustion cylinders. In the region of the air inlet openings control air nozzles are arranged. The control air nozzles are designed for the controlled mixing of an air-fuel mixture in the combustion cylinders.

This embodiment has the advantage that the mixing movement in the combustion cylinders without any use of mechanical flaps or swirl chambers is enhanced by increased turbulence and increased swirl, so that the operation of the internal combustion engine can be reduced more effectively and the exhaust emissions at the same power. The arrangement of control air nozzles or from the mouth region of the control air nozzles at the air inlet openings can be advantageously grown without great problems to existing air supply devices and integrated into a cylinder head.

The internal combustion engine according to this embodiment influences a variation of the turbulence and the swirl of the mixed air by means of a separate control airflow supplied to intake passages within a cylinder head of the internal combustion engine. For a low-emission and complete combustion so that the air-fuel mixture is improved treated by high turbulence and swirling effects caused by the separated control air flow. For this purpose, the control air is introduced in an inlet channel in one embodiment transversely or vertically or at a defined angle to the incoming combustion air by means of the control air nozzles.

The control air nozzles can moreover advantageously replace flow guide elements in the at least one air supply channel for triggering a so-called tumble flow in the combustion cylinder. This tumble flow is a circulation flow in the combustion cylinders, which can be increased particularly advantageously by a corresponding orientation of the control air nozzles over the use of conventional means. In addition, the flow resistance in the air supply channel is advantageously reduced, since the flow resistance increasing flow guide omitted.

The control air nozzles each have an orifice portion with an orientation that is configured to introduce control air of the control air nozzles in the region of the air inlet openings transverse to incoming combustion air.

In a further embodiment, the control air nozzles each have an orifice region with an orientation which is designed to introduce control air of the control air nozzles in the area of the air inlet openings tangentially and transversely to the incoming combustion air.

In a further exemplary embodiment, the control air nozzles each have an opening region with an orientation which is designed to introduce control air of the control air nozzles in the region of the air inlet openings at an acute angle (α) to combustion air flowing in.

The control air nozzles or the mouth regions of the control air nozzles thus have orientations which advantageously inject intensified turbulences, additional swirl effects and a tumble flow in the combustion cylinders.

Also advantageous is an orientation of the mouth region of the control air nozzles on a Segment of the intake valves such that the control air flow directly controls the flow of the intake valves. This arrangement is also applicable to use the control air as the sole combustion air supply. This results in the option of controlling the control air and the combustion air independently of each other. Thus, the combustion can be optimally controlled over wide load and speed ranges of the engine.

In this case, the internal flow in the combustion cylinders can be influenced so that the mixing of air and fuel is accelerated. Thus, the combustion is faster and cleaner off. Since the control air supply channel of the air supply device does not require any additional charge air movement flaps in the intake tract of the internal combustion engine, corresponding control air nozzles can be easily integrated in the existing installation space.

For controlling the control air flow via a branch from the at least one air supply duct or from an air intake manifold, only one common control element is to be provided at the branch.

The control air nozzles for the inflow of the control air can be integrated with little manufacturing effort in a cylinder head. The connection of the control air nozzles to a control air duct can optionally be provided in the cylinder head or in an air intake manifold outside the cylinder head. The control air nozzles can be controlled individually or jointly via a control air duct, regulated and switched if necessary.

In a further embodiment, the control air nozzles have an orientation transverse to the air inlet openings and thus also transversely to the main air flow in the air supply device. The orientation of the control air nozzles may be modified to be tangential and transverse to the air inlet openings. As a result of such a partially tangential arrangement of the control air nozzles, the control air flow emerging from the nozzles causes a swirl on the air guide in the air inlet region of the internal combustion engine. In addition, a laminar flow is suppressed by the transverse component and the turbulence of the combustion air is enhanced.

Furthermore, it can be provided that the control air nozzles have an orientation at an acute angle to an air supply direction for the combustion cylinder or at an acute angle to an orthogonal of the inlet openings of the combustion cylinder. There are two advantages to this acute angle. On the one hand, the control air nozzle is given an orientation in which the outlet opening of the control air nozzle is directed downwards with respect to gravity, so that advantageously no liquid residues in the control air nozzles can accumulate and crust thereon when the internal combustion engine is stopped, so that the functions of the control air nozzles not be affected. On the other hand, the acute angle with respect to the air supply direction or with respect to an orthogonal to the air inlet opening provides for a control air flow emerging from the control air nozzle, which has both a tangential component, a transverse component and a vertical component and thus optimal for additional turbulence and for corresponding Spin induction in the main air flow ensures.

Furthermore, it is possible for the control air nozzles to have throttle valves whose air outlet openings project into air supply curves to the air inlet openings within a cylinder head. Such a position at the inlet openings of the combustion cylinder has the advantage that, on the one hand, optimum alignment for the control air inflow via the control air nozzles becomes possible. The air supply bends enable control air inflow in all three alignment components such that the control air can be tangential, transverse or acute angle and also the exit openings of the control air nozzles are located near the inlet valve seats of intake valves, causing turbulence and swirling on the air supply through the air inlet opening can be transmitted. In a further embodiment, air inlet valves with air inlet valve seats can be arranged on the air inlet openings to the combustion cylinders, and outlet openings of the control air nozzles can be arranged upstream of the air inlet valve seats.

Further, in one embodiment, an air intake manifold is provided, from which a control air valve branches, which is in communication with a control air duct, to which the control air nozzles are connected. This control air valve, which is fed by the air intake manifold, can also be used in a control loop or even completely shut off the control air duct. Further, it is possible to use an additional compressor in a branch of the air duct and to regulate with this the air pressure in the control air duct. Optionally, a control air cooler can be arranged downstream of the additional compressor in order to cool the additionally compressed control air.

In the air supply device, an air quantity measuring device may also be arranged upstream of an air inlet opening of the at least one air supply channel. This air flow meter typically measures the entire Air flow, that is the main air flow plus the control air flow. Optionally, the control air can be used by suitable regulation of the total amount of air and its distribution to the control air and the main air flow to optimize the combustion. In addition, the proportionate amount of control air can be detected by its own air flow measurement. A Steuerluftmengenerfassung is also possible with the help of characteristics of the proposed additional compressor or the characteristics of the proposed control air valve in the form of an expansion valve. Through the control air valve can be done by throttling the air duct and initiation of control air in the control air duct control of the air mass flow rate.

The air supply device of the internal combustion engine can be expanded to not only be used for an air intake duct based on air intake but also to be suitable for supply of charged air. Accordingly, in another embodiment, the air supply device includes a charge air supply passage communicating with a charge air compressor driven by a turbocharger. The charge air compressor provides at its output a charge air of elevated temperature, wherein in the further course of the charge air supply duct downstream of the charge air compressor in one embodiment, a charge air cooler is arranged.

The charge air cooler in the air supply passage downstream of a throttle for the charge air guide and an intake manifold downstream in one embodiment. The intake manifold distributes the charge air to the individual combustion cylinders and is connected to the cylinder head of the internal combustion engine.

In another embodiment, the charge air supply passage may include a pilot air branch to the control air passage in which an auxiliary compressor is disposed upstream of the pilot air nozzles. By means of this additional compressor, the pressure in the control air duct can be controlled and varied and thus different flow velocities can be achieved at the outlet openings of the control air nozzle. With the change in the flow rate, a change in the mass flow rate and the flow induced in the combustion cylinder is connected, which strongly influences the combustion.

As an alternative to an additional compressor, a control valve can branch off from the intake manifold, wherein the control valve is mechanically connected to the control air duct. By means of the control valve, it is possible to branch charge air from the intake manifold, which is flanged to the cylinder head, for example, as described above, for example, and to feed it controlled or regulated to the control air duct.

Since the combustion cylinders are supplied via a cylinder head with air supply via air intake valves, the control air nozzles are preferably arranged in a cylinder head and in the immediate vicinity of the air inlet valves. The internal combustion engine either sucks in air via the air supply duct or is supplied with compressed charge air via a charge air duct.

The application also relates to a motor vehicle having an internal combustion engine according to one of the aforementioned embodiments.

Embodiments will now be described with reference to the accompanying figures.

1 shows a schematic representation of an internal combustion engine with an air supply device according to a first embodiment;

2 shows a schematic representation of an internal combustion engine with an air supply device according to a second embodiment;

3 shows a schematic representation of an internal combustion engine with an air supply device according to a third embodiment;

4 shows a schematic representation of an internal combustion engine with an air supply device according to a fourth embodiment.

1 shows a schematic representation of an internal combustion engine 5 a motor vehicle not shown in detail with an air supply device 1 that have an air supply duct 6 with an air inlet opening 31 wherein the incoming air amount from an air flow meter 30 is recorded for control purposes. From the air supply duct 6 gets the air through an air intake manifold 27 supplied to individual combustion cylinders, on which a cylinder head 41 is arranged. In the cylinder head 41 is at least one air inlet opening 11 provided for each of the combustion cylinders, via an air inlet valve 21 on a valve seat 22 can be opened and closed.

From the air intake manifold 27 goes the air supply channel 6 into an air supply bend 39 inside the cylinder head 41 over that a curved air supply direction 20 on the air inlet opening 11 forms. In the area of this air supply curvature 39 inside the cylinder head 41 is a control air nozzle 15 arranged from the outlet opening 23 at an acute angle α to the orthogonal of the air inlet opening 11 Control air exits, which increased turbulence of the air supply along the Air supply direction 20 caused. The alignment 19 the control air nozzle 15 is in addition to the acute angle of attack α tangential to the air inlet opening or to the valve seat 22 the air inlet opening provided in order to additionally generate a swirl in the inflowing air supply. The alignment 19 the control air nozzle 15 is opposite to the direction of gravity 50 inclined by an angle β, to prevent the standstill of the internal combustion engine 5 Deposits in the control air nozzle 15 form and the function of the control air nozzle 15 affect.

With 1 becomes an internal combustion engine 5 with an air supply device 1 shown in the intake air via the air intake manifold 27 and via a control valve 28 a control air channel 29 is supplied. The control channel 29 supplies the control air nozzles 15 the combustion cylinder with control air. In this first embodiment according to 1 is an air supply device 1 provided in the air supply duct 6 an intake air via the air inlet opening 11 in the combustion cylinder in the intake stroke of a four-stroke internal combustion engine 5 to flow. Accordingly, for an exhaust stroke of the four-stroke internal combustion engine 5 an outlet opening 43 provided by an exhaust valve 42 can be opened and closed and the combustion gases in an exhaust duct 44 derives.

2 shows a schematic representation of an internal combustion engine 5 with an air supply device 2 according to a second embodiment. Components with the same functions as in 1 be in the following 2 to 4 denoted by the same reference numerals and not discussed separately.

The second embodiment shows an internal combustion engine 5 with an air supply device 2 that have a charge air supply channel 32 precompressed air of the internal combustion engine 5 supplies. The internal combustion engine 5 has four combustion cylinders in this second embodiment 7 . 8th . 9 and 10 on. The four combustion cylinders 7 to 10 have air intake openings 11 . 12 . 13 and 14 on.

The pre-compressed charge air is supplied by a compressor 34 generated by a turbocharger 33 in an exhaust duct 46 in which the combustion gases are in an exhaust manifold 45 from the combustion cylinders 7 . 8th . 9 and 10 be collected, powered. Downstream of the charge air compressor 34 is a charge air cooler 35 arranged, which cools down the charge air heated by the compression, so that in the further course of the charge air duct 32 the charge air via a throttle valve 36 an intake manifold 37 can be supplied, the charge air in the air supply direction 20 in air intake openings 11 . 12 . 13 and 14 the combustion cylinders 7 . 8th . 9 and 10 supplies.

In the charge air supply duct 32 is via a control air diversion 38 a portion of the charge air to an additional compressor 40 fed, the additional compressed control air into a control air duct 29 feeds. The control air channel 29 stands with control air nozzles 15 . 16 . 17 and 18 in active connection. outlet openings 23 . 24 . 25 and 26 the control air nozzles 15 . 16 . 17 and 18 are near the inlet openings 11 . 12 . 13 and 14 the combustion cylinder 7 . 8th . 9 and 10 arranged. With the help of the additional compressor 40 can the air pressure in the control air duct 29 for the control air nozzles 15 . 16 . 17 and 18 be controlled depending on the operating conditions.

3 shows a schematic representation of an internal combustion engine 5 with an air supply device 3 according to a third embodiment.

This third embodiment differs from the first embodiment in that here too a precompressed charge air is generated and via a charge air supply channel 32 the inlet opening 11 a combustion cylinder is supplied.

In contrast to the second embodiment according to 2 is in this third embodiment, as in the first embodiment for the air supply device 3 an air flow meter 30 the uncompressed air quantity downstream of the air inlet opening 31 intended. For the air supply device 3 the control air is via a control air branch 38 from the charge air duct 32 taken and an additional compressor 40 adapted to the respective operating state of the internal combustion engine 5 controlled.

4 shows a schematic representation of an internal combustion engine 5 with an air supply device 4 according to a fourth embodiment.

This fourth embodiment differs from the third embodiment in that the control air for the control air duct 29 via a control valve 28 by means of a control air diversion 38 from the intake manifold 37 is branched off.

LIST OF REFERENCE NUMBERS

1

Air supply device

2

Air supply device

3

Air supply device

4

Air supply device

5

Internal combustion engine

6

Air supply duct

7

combustion cylinder

8th

combustion cylinder

9

combustion cylinder

10

combustion cylinder

11

Air inlet opening

12

Air inlet opening

13

Air inlet opening

14

Air inlet opening

15

Steuerluftdüse

16

Steuerluftdüse

17

Steuerluftdüse

18

Steuerluftdüse

19

alignment

20

Air supply direction

21

Air inlet valve

22

Air intake valve seat

23

outlet opening

24

outlet opening

25

outlet opening

26

outlet opening

27

air intake manifold

28

Control air valve

29

Control air channel

30

Air flow measuring device

31

Air inlet opening

32

Charge air supply duct

33

turbocharger

34

Charge air compressor

35

Intercooler

36

throttle

37

intake manifold

38

Steuerluftabzweigung

39

Air supply curvature

40

auxiliary compressor

41

cylinder head

42

outlet valve

43

outlet

44

exhaust port

45

exhaust manifold

46

exhaust duct

50

The direction of gravity

α

acute angle

β

Inclination angle with respect to the direction of gravity

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 3590834 C2 [0002]

Claims (15)

Internal combustion engine ( 5 ) with an air supply device ( 1 to 4 ) comprising: - at least one air supply channel ( 6 ) for combustion cylinders ( 7 to 10 ) of the internal combustion engine ( 5 ) and - at least one air inlet opening ( 11 to 14 ) for each of the combustion cylinders ( 7 to 10 ), wherein in the region of the air inlet openings ( 11 to 14 ) Control air nozzles ( 15 to 18 ) are arranged, and wherein the control air nozzles ( 15 to 18 ) are designed for the controlled mixing of an air-fuel mixture in the combustion cylinders ( 7 to 10 ). Internal combustion engine according to claim 1, wherein the control air nozzles ( 15 to 18 ) each have an orifice region with an orientation which is formed, control air of the control air nozzles ( 15 to 18 ) in the region of the air inlet openings ( 11 to 14 ) to introduce transversely to incoming combustion air. Internal combustion engine according to claim 1 or claim 2, wherein the control air nozzles ( 15 to 18 ) each have an orifice region with an orientation which is formed, control air of the control air nozzles ( 15 to 18 ) in the region of the air inlet openings ( 11 to 14 ) to introduce tangentially and transversely to incoming combustion air. Internal combustion engine according to one of the preceding claims, wherein the control air nozzles ( 15 to 18 ) each have an orifice region with an orientation which is formed, control air of the control air nozzles ( 15 to 18 ) in the region of the air inlet openings ( 11 to 14 ) at an acute angle (α) to be introduced to the incoming combustion air. Internal combustion engine according to one of the preceding claims, wherein the control air nozzles ( 15 to 18 ) Throttle valves whose air outlet openings ( 23 to 26 ) in air supply bends ( 39 ) to the air inlet openings ( 11 to 14 ) within a cylinder head ( 41 protrude). Internal combustion engine according to one of the preceding claims, wherein at the air inlet openings ( 11 to 14 ) to the combustion cylinders ( 7 to 10 ) Air intake valves ( 21 ) with air inlet valve seats ( 22 ) on the air inlet openings ( 11 to 14 ) are arranged and outlet openings ( 23 to 26 ) of the control air nozzles ( 15 to 18 ) upstream of the air inlet valve seats ( 22 ) are arranged. Internal combustion engine according to one of the preceding claims, wherein the at least one air supply channel ( 6 ) an air intake manifold ( 27 ), from which a control air valve ( 28 ) branches, which with a control air channel ( 29 ) to which the control air nozzles ( 15 to 18 ) are connected. Internal combustion engine according to one of the preceding claims, wherein an air quantity measuring device ( 30 ) upstream of an air inlet opening ( 31 ) of the at least one air supply channel ( 6 ) is arranged. Internal combustion engine according to one of the preceding claims, wherein the air supply device ( 2 ) a charge air supply channel ( 32 ) connected to one of a turbocharger ( 33 ) driven charge air compressor ( 34 ). Internal combustion engine according to claim 9, wherein in the charge air supply channel ( 32 ) and downstream of the charge air compressor ( 34 ) a charge air cooler ( 35 ) is arranged. Internal combustion engine according to claim 10, wherein in the charge air supply duct ( 32 ) downstream of the intercooler ( 35 ) a throttle valve ( 36 ) for the charge air duct and an intake manifold ( 37 ) are arranged. Internal combustion engine according to one of claims 9 to 11, wherein the charge air supply channel ( 32 ) a control air branch ( 38 ) to the control air channel ( 29 ), in which an auxiliary compressor ( 40 ) upstream of the control air nozzles ( 15 to 18 ) and a pilot air cooler between the auxiliary compressor ( 40 ) and the control air nozzles ( 15 to 18 ) are arranged. Internal combustion engine according to claim 11 or claim 12, wherein from the intake manifold ( 37 ) branches off a control valve with the control air channel ( 29 ) is mechanically connected. Internal combustion engine according to one of claims 6 to 13, wherein the control air nozzles ( 15 to 18 ) and air intake valves ( 21 ) in a cylinder head of the internal combustion engine ( 5 ) are arranged. Motor vehicle having an internal combustion engine ( 5 ) according to any one of the preceding claims.

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