EP0321508B1 - Internal combustion engine with exhaust return system, in particular otto engine - Google Patents

Internal combustion engine with exhaust return system, in particular otto engine Download PDF

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Publication number
EP0321508B1
EP0321508B1 EP88904482A EP88904482A EP0321508B1 EP 0321508 B1 EP0321508 B1 EP 0321508B1 EP 88904482 A EP88904482 A EP 88904482A EP 88904482 A EP88904482 A EP 88904482A EP 0321508 B1 EP0321508 B1 EP 0321508B1
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EP
European Patent Office
Prior art keywords
exhaust gas
internal combustion
combustion engine
gas recirculation
valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP88904482A
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German (de)
French (fr)
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EP0321508A1 (en
Inventor
Ernst Linder
Wilhelm Hertfelder
Hans Lenz
Erich Breuser
Winfried Moser
Hans Schlembach
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP0321508A1 publication Critical patent/EP0321508A1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F02M26/20—Feeding recirculated exhaust gases directly into the combustion chambers or into the intake runners
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/40—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with timing means in the recirculation passage, e.g. cyclically operating valves or regenerators; with arrangements involving pressure pulsations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
    • F02M26/44—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders in which a main EGR passage is branched into multiple passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/52—Systems for actuating EGR valves
    • F02M26/63—Systems for actuating EGR valves the EGR valve being directly controlled by an operator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/65—Constructional details of EGR valves
    • F02M26/70—Flap valves; Rotary valves; Sliding valves; Resilient valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0276—Throttle and EGR-valve operated together

Definitions

  • the amount of exhaust gas to be recirculated is metered solely by an exhaust gas valve which is arranged within a collecting container and at the same time is actuated by the throttle valve of the internal combustion engine.
  • This metered exhaust gas recirculation quantity is then divided into different exhaust gas supply lines and fed to the inlet chambers upstream of the inlet valves.
  • the pressure prevailing at the mouth of the exhaust gas supply lines into the inlet chamber on the one hand and the exhaust gas flow downstream of the metering flap on the other hand result in an uneven exhaust gas recirculation quantity distribution.
  • the invention has for its object to develop an internal combustion engine known from the above-mentioned document so that a more precise metering of the exhaust gas recirculation amount is possible, combined with an improvement in the mixture preparation.
  • This object is achieved by the features of the characterizing part of patent claim 1.
  • This solution has the advantage that the mixture preparation for each cylinder is significantly improved by the direct supply of the hot exhaust gases flowing out of the exhaust gas recirculation line at high flow velocity, especially when the fuel is injected into the intake chamber by means of a so-called Jetronic .
  • the turbulence nozzles also generate a very high charge movement in the combustion chamber.
  • the combustion of the fuel-air mixture in the combustion chambers is significantly improved, which means that a higher exhaust gas recirculation rate can be provided for the same output, which leads to fuel savings with each cylinder charge.
  • the internal combustion engine requires less fuel overall, which already leads to a reduction in pollutant emissions, which is then further reduced with the exhaust gas recirculation system.
  • the use of the turbulence nozzle has the further advantage that the metering of the recirculated exhaust gas remains effective even after the metering element actuated together with the throttle valve has been completely opened. If the aforementioned metering device is fully open, it is ineffective.
  • the exhaust gas recirculation rate then still measured is determined solely by the turbulence nozzle forming the second metering element determined, the metering rate decreases continuously with increasing intake manifold pressure.
  • the development according to claim 3 also has the advantages mentioned above.
  • the air supply through the intake manifold is in no way impaired and the degree of filling of the combustion chambers is improved and very precise control of the exhaust gas recirculation quantity is achieved.
  • This is also due to the fact that as long as the respective cylinder is not connected to the intake manifold for intake, no exhaust gas enters the intake manifold or is stored upstream there in an uncontrolled manner.
  • first metering device By moving the first metering device to the exhaust manifold and thus in the area of high temperature, soiling and soot and condensate deposits in the first metering device are avoided when the exhaust gas cools down. That as a signal box, e.g. B. throttle valve or metering valve, trained first metering element thus has a longer service life and the drift of the exhaust gas recirculation rate is lower.
  • a signal box e.g. B. throttle valve or metering valve
  • a temperature-controlled flap preferably a bimetallic flap, in the exhaust gas recirculation line directly at its branch from the exhaust gas manifold prevents exhaust gas recirculation when the internal combustion engine is cold, since the flap keeps the exhaust gas recirculation line closed while the internal combustion engine is warming up.
  • a combustion cylinder 10 can be seen from the internal combustion engine shown in detail and schematically in FIG. 1, in which a combustion chamber 11 is delimited by a reciprocating piston 12 on the one hand and a cylinder head 13 which closes the combustion cylinder 10 on the front side.
  • the cylinder head 13 contains an intake scanner 14, which is closed by an intake valve 15 to the combustion chamber 11 and an exhaust chamber 16, which is closed by an exhaust valve 17 sum combustion chamber 11 out.
  • the inlet chamber 14 is - optionally with the interposition of an inlet connector - to an intake manifold 18 and the outlet chamber 16 is connected to an exhaust manifold tube 19.
  • a spark plug 20 projecting into the combustion chamber 11 is also screwed into the cylinder head 13.
  • the spark plug 20 is designed as a special spark plug, in the center electrode of which a translucent rod is installed, through which the light emission in the combustion chamber 11 and its course can be detected.
  • the spark plug 20 is connected to a high-voltage ignition device 22, which is only indicated schematically.
  • an injection nozzle 21 protruding into the inlet chamber 14 is arranged in the cylinder head 13, via which an amount of fuel metered by a distributor fuel injection pump, designated 23, into the Inlet chamber 14 is injected.
  • a distributor fuel injection pump designated 23 into the Inlet chamber 14 is injected.
  • a total of four identically constructed combustion cylinders 10 with a cylinder head 13 are provided, all of which are connected to the intake manifold 18 and the exhaust manifold 19.
  • the internal combustion engine is equipped with an exhaust gas recirculation system 24.
  • This has a branch from the exhaust manifold 19 exhaust gas recirculation line 25, the z. B. can be designed as a stainless steel hose, a connected to the exhaust gas recirculation line 25 collecting container 26 and from the collecting container 26 leading to a cylinder 10 leading exhaust gas supply lines 27.
  • the exhaust gas supply lines 27 lead into the inlet chambers 14 in the cylinder heads 13 of the combustion cylinders 10 and end there in a so-called turbulence nozzle 28, the opening of which is arranged directly on the inlet valve 15.
  • Such turbulence nozzles 28 are known and are used in internal combustion engines for supplying bypass air into the combustion chamber of combustion cylinders.
  • a throttle valve 29 is arranged as the first metering element for the exhaust gas recirculation rate.
  • the throttle valve 29 is connected via a coupling rod 30 to the air throttle valve 31, which is arranged in a conventional manner in an air intake pipe 32 upstream of the intake pipe 18 and is adjusted via the accelerator pedal.
  • this throttle valve 31 is arranged in the carburetor seated at this point and is referred to as a carburetor throttle valve.
  • the throttle valve 29 is also adjusted synchronously, the exhaust gas recirculation rate fed into the collecting container 26 and then via the turbulence nozzle 28 to the respective combustion cylinder 10 initially initially increasing sharply with increasing intake manifold pressure from zero in the low pressure range in the intake manifold 18. From a certain position of the air throttle valve 31, the throttle valve 29 is fully open and therefore ineffective as a metering device.
  • the metered exhaust gas recirculation rate is now determined solely by the turbulence nozzle 28 forming a second metering element, the metering rate continuously decreasing with increasing intake manifold pressure.
  • an electronic control unit 33 which generates these two variables from operating parameters of the internal combustion engine.
  • Such parameters are the position ⁇ DK of the air throttle valve 31, the speed n of the internal combustion engine, the combustion chamber temperature, which is detected via the temperature ⁇ W of the cooling water flowing through the cylinder head 13, the light profile in the combustion chamber 11 and the air ratio ⁇ , which is caused by a in the Exhaust manifold 19 arranged lambda probe 34 is measured.
  • the exhaust gas recirculation system 24 is modified in some parts.
  • the internal combustion engine shown again in sections is unchanged.
  • the same components are therefore provided with the same reference numerals, but are increased by 100 in relation to the exhaust gas recirculation system.
  • the first metering element is not designed as a throttle valve, but as a metering valve 135, which is close the branch of the exhaust gas recirculation line 125 from the intake manifold 18 is arranged and the exhaust gas recirculation line 125 is divided into an extremely short line section 136 to the exhaust gas manifold 19 and a longer line section 137 to the collecting tank 126.
  • Short exhaust gas supply lines 127 again lead from the collecting container 126 to the individual turbulence nozzle 128, which are arranged in the same way as in FIG. 1 directly at each inlet valve 15.
  • the metering valve 135 has two valve connections 138 and 139, of which the valve connection 138 is connected to the line section 136 and the valve connection 139 to the line section 137.
  • the two valve connections 138 and 139 are connected to one another via a valve opening 140 which is controlled by a valve member 141 which interacts with a valve seat 142 surrounding the valve opening 140.
  • the valve seat 142 is ring-shaped, on which the valve member 141 sits with its cone-shaped closing body 143 under the action of a valve closing spring 144 in its unactuated basic position.
  • the valve member 141 is connected via a Bowden cable 145 to the air throttle valve 31 or directly to the accelerator pedal indicated by a double arrow 48.
  • the metering valve 135 works in the same way as the throttle valve 29 in FIG. 1. By moving the metering valve 135 directly into the high-temperature region of the exhaust manifold 19, hot exhaust gases flow through it than the throttle valve 29 in FIG. 1, so that there is less soot and condensate deposition here occur. This means that the change in the exhaust gas recirculation rate, which is caused by such deposits, is significantly smaller with the same valve member position.
  • a flap 146 is also arranged, with which the inlet of the exhaust gas recirculation line 125 is closed or opened can be.
  • the flap 146 is controlled by a bimetal 147 in such a way that it keeps the exhaust gas recirculation line 125 closed below a predetermined temperature of the exhaust gas stream and opens above this predetermined temperature. As a result, the exhaust gas recirculation is blocked during the warm-up of the internal combustion engine.
  • a check valve 51 opening in the direction of the combustion chamber 11 is arranged, which is designed as a flap valve or as a diaphragm valve.
  • This check valve is located upstream of the injection nozzle and prevents that from the intake pipes 50, which are not currently connected to the associated combustion chamber 11 via the inlet valve 15, no recirculated exhaust gas can be led to the cylinder currently being sucked.
  • the check valve thus prevents backflow of exhaust gas emerging from the turbulence nozzle in the direction of intake manifold 18 and thus to the other intake pipes 50.
  • a check valve is also used in the embodiment according to FIG. 1 or also in carburettor internal combustion engines with an analog advantage.
  • a collecting container 226 is provided, which takes the place of the collecting container 26 or 126 of the embodiments according to FIGS. 1 and 2.
  • the collecting container 226 consists of a closed circular cylinder, on one end 53 of which the exhaust gas recirculation line 25 or 125 enters and on the other end 54 discharge the individual exhaust gas supply lines 27, 127. These exhaust gas supply lines are arranged in a circle at regular intervals and in the suction sequence of the combustion chambers assigned to them.
  • a drive shaft 55 extends axially through the collecting container 226 and protrudes outwards on one end face 53 and is driven there via the crankshaft of the internal combustion engine or its camshaft and is mounted on the other end in the other end face 54.
  • the drive shaft Adjacent to the inside of the other end face 54, the drive shaft has a valve disk 56, which covers the entire inside of the other end face 54 and has a control opening 57, through which, when the drive shaft 55 rotates, each of the exhaust gas supply lines 27 with the interior of the collecting container successively 226 come into contact.
  • This valve disk 56 with drive shaft 55 represents a distributor 58, via which, depending on the rotational position of the valve disk, the exhaust gas flow supplied via the exhaust gas recirculation line 25 is passed on to the exhaust gas recirculation line 27, 127, which leads to the cylinder that is just sucking in.
  • the collecting container 326 shown there is likewise of circular cylindrical design according to FIG. Only there does the exhaust gas recirculation line 25, 125 coaxially and the exhaust gas recirculation lines 27, 127 lead away from the peripheral wall 59 of the collecting container 326.
  • a cup-shaped body is now provided as the valve disk 156, which covers the inside of the peripheral wall 59 of the collecting container with its peripheral wall 60 and controls the individual exhaust gas recirculation lines 27, 127 with a control opening 157 analogous to the configuration according to FIG.
  • the cup-shaped valve disk 156 is moved through an end face through the drive shaft 55 guided through the collecting container wall, synchronously with the engine speed.
  • the exhaust gas recirculation quantity to be metered is supplied exclusively to the turbulence nozzle 28, 128, which is assigned to the cylinder in each case in the intake stroke.
  • An optimal exhaust gas inflow velocity is set at the turbulence nozzle and any incorrect metering or exhaust gas recirculation quantity pre-storage is avoided with other cylinders that are not currently in the intake stroke.
  • the amount of gas supplied to the burner can flow in unhindered, which improves the degree of filling of the combustion chamber compared to the configuration according to FIG. 2.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

In a multicylinder internal combustion engine, in particular an Otto engine, with exhaust return system (24), the fuel requirements are reduced by introducing the exhaust return into the fuel/air mixture through a turbulence nozzle (28) arranged directly on the intake valve (15). The exhaust return line (25) which branches off the exhaust manifold (19) opens into a collecting container (26), a dosing element in the form of a throttle valve (29) or a metering valve being connected upstream to the collecting container. Separate exhaust gas feed lines (27) lead from the collecting container (26) to the individual turbulence nozzles (28). The throttle valve (29) is actuated in synchronization with the throttle valve connected upstream in the usual way to the intake manifold (18).

Description

Bei einer bekannten, durch die GB-A-1 204 726 bekannten Brennkraftmaschine gemäß der Gattung des Patentanspruchs 1 wird die rückzuführende Abgasmenge allein durch eine innerhalb eines Sammelbehälters angeordnete und zugleich von der Drosselklappe der Brennkraftmaschine betätigte Abgasklappe dosiert. Diese dosierte Abgasrückführmenge wird danach in verschiedene Abgaszuführleitungen aufgeteilt und den Einlaßkammern stromaufwärts der Einlaßventile zugeführt. Hier kann es passieren, daß die an der Mündung der Abgaszuführleitungen in die Einlaßkammer herrschenden Drücke einerseits und die Abgasströmung stromabwärts der Zumeßklappe andererseits eine ungleichmäßige Abgasrückführmengenverteilung ergeben. Es ist zwar durch die DE-A-30 25 106 bekannt, Abgas über Abgaszuführleitungen mittels Turbulenzdüsen unmittelbar stromaufwärts den Einlaßventilen zuzuführen, doch ist bei diesen bekannten Brennkraftmaschinen keine lastabhängige Zumessung von Abgasrückführmenge vorgesehen, allenfalls ein Schaltventil, das bei bestimmten Unterdruckverhältnissen im Ansaugrohr der Brennkraftmaschine die Abgasrückführleitung öffnet oder diese bei zu hohem Druck im Ansaugrohr schließt. Die bekannte Brennkraftmaschine mit den bekannten Düsen haben lediglich den Zweck, eine Verwirbelung des den Verbrennungszylindern zugeführten Gasgemisches zu bewirken, um eine homogene Durchmischung von rückgeführtem Abgas und zugeführtem Kraftstoffluftgemisches zu erzielen.In a known internal combustion engine known from GB-A-1 204 726 according to the preamble of claim 1, the amount of exhaust gas to be recirculated is metered solely by an exhaust gas valve which is arranged within a collecting container and at the same time is actuated by the throttle valve of the internal combustion engine. This metered exhaust gas recirculation quantity is then divided into different exhaust gas supply lines and fed to the inlet chambers upstream of the inlet valves. Here it can happen that the pressure prevailing at the mouth of the exhaust gas supply lines into the inlet chamber on the one hand and the exhaust gas flow downstream of the metering flap on the other hand result in an uneven exhaust gas recirculation quantity distribution. Although it is known from DE-A-30 25 106 to supply exhaust gas via exhaust gas supply lines by means of turbulence nozzles directly upstream to the inlet valves, no load-dependent metering of exhaust gas recirculation quantity is provided in these known internal combustion engines, at most a switching valve which, under certain vacuum conditions, in the intake pipe of the internal combustion engine the exhaust gas recirculation line opens or closes if the pressure in the intake pipe is too high. The known internal combustion engine with the known nozzles has only the purpose of causing a swirling of the gas mixture supplied to the combustion cylinders in order to achieve a homogeneous mixing of the recirculated exhaust gas and the supplied fuel-air mixture.

Demgegenüber liegt der Erfindung die Aufgabe zugrunde, eine durch die eingangs genannte Schrift bekannte Brennkraftmaschine so weiterzubilden, daß eine genauere Dosierung der Abgasrückführmenge ermöglicht wird, verbunden mit einer Verbesserung der Gemischaufbereitung.In contrast, the invention has for its object to develop an internal combustion engine known from the above-mentioned document so that a more precise metering of the exhaust gas recirculation amount is possible, combined with an improvement in the mixture preparation.

Diese Aufgabe wird erfindungsgemäß durch die Merkmale des Kennzeichens des Patentanspruchs 1 gelöst. Diese Lösung hat dabei den Vorteil, daß durch die direkte Zuführung der mit hoher Strömungsgeschwindigkeit aus der Abgasrückführleitung ausströmenden heißen Abgase an den einzelnen Einlaßventilen die Gemischaufbereitung für jeden Zylinder wesentlich verbessert wird, insbesondere dann, wenn der Kraftstoff mittels einer sogenannten Jetronic in die Einlaßkammer eingespritzt wird. Die Turbulenzdüsen erzeugen außerdem eine sehr hohe Ladungsbewegung im Brennraum. Insgesamt wird dadurch die Verbrennung des Kraftstoff-Luft-Gemisches in den Brennräumen wesentlich verbessert, wodurch bei gleicher Leistung eine höhere Abgasrückführrate vorgesehen werden kann, was zu einer Ersparnis an Kraftstoff bei jeder Zylinderfüllung führt. Die Brennkraftmaschine benötigt insgesamt weniger Kraftstoff, was bereits zur Verringerung des Schadstoffausstoßes führt, der dann zusätzlich mit dem Abgasrückführsystem weiter reduziert wird.This object is achieved by the features of the characterizing part of patent claim 1. This solution has the advantage that the mixture preparation for each cylinder is significantly improved by the direct supply of the hot exhaust gases flowing out of the exhaust gas recirculation line at high flow velocity, especially when the fuel is injected into the intake chamber by means of a so-called Jetronic . The turbulence nozzles also generate a very high charge movement in the combustion chamber. Overall, the combustion of the fuel-air mixture in the combustion chambers is significantly improved, which means that a higher exhaust gas recirculation rate can be provided for the same output, which leads to fuel savings with each cylinder charge. The internal combustion engine requires less fuel overall, which already leads to a reduction in pollutant emissions, which is then further reduced with the exhaust gas recirculation system.

Da durch das rückzuführende Abgas jeweils über die Turbulenzdüse zugeführt wird, die dem jeweils ansaugenden Zylinder zugeordnet ist, erhöhte sich die Auströmgeschwindigkeit des Abgases an der Turbulenzdüse und somit die Wirkung auf die Ladungsbewegung des dem Brennraum des jeweiligen Zylinders der Brennkraftmaschine zugeführten Gemisches.Since the exhaust gas to be recirculated is fed via the turbulence nozzle which is assigned to the respective intake cylinder, the outflow velocity of the exhaust gas at the turbulence nozzle increased and thus the effect on the charge movement of the mixture supplied to the combustion chamber of the respective cylinder of the internal combustion engine.

Die Verwendung der Turbulenzdüse hat weiterhin den Vorteil, daß die Zumessung vom rückgeführten Abgas auch nach völligem Öffnen des zusammen mit der Drosselklappe betätigten Zumeßorgans wirksam bleibt. Ist das vorgenannte Zumeßorgan ganz geöffnet, so ist dieses zumeßunwirksam. Die dann weiterhin zugemessene Abgasrückführrate wird allein von der das zweite Zumeßorgan bildende Turbulenzdüse bestimmt, wobei die Zumeßrate mit zunehmenden Saugrohrdruck kontinuierlich absinkt.The use of the turbulence nozzle has the further advantage that the metering of the recirculated exhaust gas remains effective even after the metering element actuated together with the throttle valve has been completely opened. If the aforementioned metering device is fully open, it is ineffective. The exhaust gas recirculation rate then still measured is determined solely by the turbulence nozzle forming the second metering element determined, the metering rate decreases continuously with increasing intake manifold pressure.

Die Weiterbildung nach Anspruch 3 hat ebenfalls die oben genannten Vorteile. Dabei wird vorteilhafterweise weiterhin die Luftzufuhr über das Saugrohr in keiner Weise beeinträchtigt und der Füllungsgrad der Brennräume verbessert und eine sehr genaue Steuerung der Abgasrückführmenge erzielt. Dies beruht auch auf dem Umstand, daß, solange der jeweilige Zylinder nicht zur Ansaugung mit dem Saugrohr verbunden ist, kein Abgas in das Saugrohr gelangt beziehungsweise dort unkontrolliert vorgelagert wird.The development according to claim 3 also has the advantages mentioned above. Advantageously, the air supply through the intake manifold is in no way impaired and the degree of filling of the combustion chambers is improved and very precise control of the exhaust gas recirculation quantity is achieved. This is also due to the fact that as long as the respective cylinder is not connected to the intake manifold for intake, no exhaust gas enters the intake manifold or is stored upstream there in an uncontrolled manner.

Durch die Verlagerung des ersten Zumeßorgans an das Abgassammelrohr und damit in den Bereich hoher Temperatur werden bei sich abkühlendem Abgas sonst auftretende Verschmutzungen und Ruß- und Kondensatablagerungen im ersten Zumeßorgan vermieden. Das als Stellwerk, z. B. Drosselklappe oder Dosierventil, ausgebildete erste Zumeßorgan hat damit eine höhere Lebensdauer und der Drift der Abgasrückführrate ist geringer.By moving the first metering device to the exhaust manifold and thus in the area of high temperature, soiling and soot and condensate deposits in the first metering device are avoided when the exhaust gas cools down. That as a signal box, e.g. B. throttle valve or metering valve, trained first metering element thus has a longer service life and the drift of the exhaust gas recirculation rate is lower.

Das Vorsehen einer temperaturgesteuerten Klappe, vorzugsweise einer Bimetallklappe, in der Abgasrückführleitung unmittelbar an deren Abzweig vom Abgassammelrohr verhindert die Abgasrückführung bei kalter Brennkraftmaschine, da die Klappe während des Warmlaufs der Brennkraftmaschine die Abgasrückführleitung geschlossen hält.The provision of a temperature-controlled flap, preferably a bimetallic flap, in the exhaust gas recirculation line directly at its branch from the exhaust gas manifold prevents exhaust gas recirculation when the internal combustion engine is cold, since the flap keeps the exhaust gas recirculation line closed while the internal combustion engine is warming up.

Zeichnungdrawing

Die Erfindung ist anhand von in der Zeichnung dargestellten Ausführungsbeispielen in der nachfolgenden Beschreibung näher erläutert. Es zeigen in schematischer Darstellung:

  • Figur 1 jeweils einen Längsschnitt einer und 2 Brennkraftmaschine (ausschnittsweise) mit einem Abgasrückführsystem.
  • Figur 3 eine Ausgestaltung des in Figur 1 und 2 vorgesehenen Sammelbehälters kombiniert mit einem Vertiler und
  • Figur 4 eine zweite Ausführungsform des Sammelbehälters mit Verteiler.
The invention is explained in more detail in the following description with reference to exemplary embodiments shown in the drawing. In a schematic representation:
  • 1 each shows a longitudinal section of an internal combustion engine and 2 (in sections) with an exhaust gas recirculation system.
  • 3 shows an embodiment of the collecting container provided in FIGS. 1 and 2 combined with a plasticiser and
  • Figure 4 shows a second embodiment of the collecting container with distributor.

Beschreibung der AusführungsbeispieleDescription of the embodiments

Von der in Figur 1 ausschnittsweise und schematicsh dargestellten Brennkraftmaschine ist ein Verbrennungszylinder 10 zu sehen, in dem ein Brennraum 11 von einem Hubkolben 12 einerseits und einem den Verbrennungszylinder 10 stirnseitig abschließenden Zylinderkopf 13 begrenzt wird. Der Zylinderkopf 13 enthält eine Einlaßkanner 14, die von einem Einlaßventil 15 zum Brennraum 11 hin abgeschlossen ist und eine Auslaßkammer 16, die von einem Auslaßventil 17 sum Brennraum 11 hin abgeschlossen ist. Die Einlaßkammer 14 ist - gegebenenfalls unter Zwischenschaltung eines Einlaßstutzens - an ein Ansangsammelrohr 18 und die Auslaßkammer 16 ist an ein Abgassammel rohr 19 angeschlossen. Im Zylinderkopf 13 ist ferner eine in den Brennraum 11 hineinragende Zündkerze 20 eingeschraubt. Die Zündkerze 20 ist als Sonderrzündkerse ausgebildet, in deren Mittelelektrode ein lichtdurchlässigen Stab eingebaut ist, durch welchen hindurch die Lichtemission im Brennraum 11 und deren Verlauf erfaßt werden kann. Die Zündkerze 20 ist mit einer Hochspannungszündvorrichtung 22 verbunden, die nur schematisch angedeutet ist. Außerdem ist im Zylinderkopf 13 noch eine in die Einlaßkammer 14 hineinragende Einspritzdüse 21 angeordnet, über welche eine von einer mit 23 bezeichneten Verteilerkraftstoffeinspritzpumpe zugemessene Kraftstoffmenge in die Einlaßkammer 14 eingespritzt wird. Bei einer vierzylindrigen Brennkraftmaschine sind insgesamt vier identisch aufgebaute Verbrennungszylinder 10 mit Zylinderkopf 13 vorgesehen, die alle an das Ansaugsammelrohr 18 und an das Abgassammelrohr 19 angeschlossen sind.A combustion cylinder 10 can be seen from the internal combustion engine shown in detail and schematically in FIG. 1, in which a combustion chamber 11 is delimited by a reciprocating piston 12 on the one hand and a cylinder head 13 which closes the combustion cylinder 10 on the front side. The cylinder head 13 contains an intake scanner 14, which is closed by an intake valve 15 to the combustion chamber 11 and an exhaust chamber 16, which is closed by an exhaust valve 17 sum combustion chamber 11 out. The inlet chamber 14 is - optionally with the interposition of an inlet connector - to an intake manifold 18 and the outlet chamber 16 is connected to an exhaust manifold tube 19. A spark plug 20 projecting into the combustion chamber 11 is also screwed into the cylinder head 13. The spark plug 20 is designed as a special spark plug, in the center electrode of which a translucent rod is installed, through which the light emission in the combustion chamber 11 and its course can be detected. The spark plug 20 is connected to a high-voltage ignition device 22, which is only indicated schematically. In addition, an injection nozzle 21 protruding into the inlet chamber 14 is arranged in the cylinder head 13, via which an amount of fuel metered by a distributor fuel injection pump, designated 23, into the Inlet chamber 14 is injected. In a four-cylinder internal combustion engine, a total of four identically constructed combustion cylinders 10 with a cylinder head 13 are provided, all of which are connected to the intake manifold 18 and the exhaust manifold 19.

Zur Erzielung einer geringen Schadstoffemission ist die Brennkraftmaschine mit einem Abgasrückführsystem 24 ausgerüstet. Dieses weist eine vom Abgassammelrohr 19 abzweigende Abgasrückführleitung 25, die z. B. als Edelstahlschlauch ausgeführt sein kann, einen an die Abgasrückführleitung 25 angeschlossenen Sammelbehälter 26 und vom Sammelbehälter 26 zu je einem Zylinder 10 führende Abgaszuführleitungen 27 auf. Die Abgaszuführleitungen 27 führen bis in die Einlaßkammern 14 in den Zylinderköpfen 13 der Verbrennungszylinder 10 hinein und enden dort jeweils in einer sogenannten Turbulenzdüse 28, deren Öffnung unmittelbar am Einlaßventil 15 angeordnet ist. Solche Turbulenzdüsen 28 sind bekannt und werden bei Brennkraftmaschinen zur Zufuhr von Bypaßluft in den Brennraum von Verbrennungszylindern verwendet. Sie bestehen aus einem gekrümmten Röhrchen mit einer als Drossel wirkenden Mündungsöffnung. An der Mündungsstelle der Abgasrückführleitung 25 in dem Sammelbehälter 26 ist eine Drosselklappe 29 als erstes Zumeßorgan für die Abgasrückführrate angeordnet. Die Drosselklappe 29 ist über eine Koppelstange 30 mit der Luftdrosselklappe 31 verbunden, die in üblicher Weise in einem dem Ansaugrohr 18 vorgeschalteten Luftansaugstutzen 32 angeordnet ist und über das Fahrpedal verstellt wird. Bei Vergasermotoren ist diese Drosselklappe 31 im an dieser Stelle sitzenden Vergaser angeordnet und wird als Vergaserdrosselklappe bezeichnet. Mit Verstellung der Luftdrosselklappe 31 wird auch die Drosselklappe 29 synchron verstellt, wobei im niedrigen Druckbereich im Ansaugsammelrohr 18 die in den Sammelbehälter 26 und dann über die Turbulenzdüse 28 dem jeweiligen Verbrennungszylinder 10 zugeführten Abgasrückführrate mit zunehmenden Saugrohrdruck von Null an zunächst stark ansteigt. Ab einer bestimmten Stellung der Luftdrosselklappe 31 ist die Drosselklappe 29 voll geöffnet und damit als Zumeßorgan wirkungslos. Die zugemessene Abgasrückführrate wird nunmehr allein von der ein zweites Zumeßorgan bildenden Turbulenzdüse 28 bestimmt, wobei die Zumeßrate mit zunehmendem Saugrohrdruck kontinuierlich absinkt.To achieve a low pollutant emission, the internal combustion engine is equipped with an exhaust gas recirculation system 24. This has a branch from the exhaust manifold 19 exhaust gas recirculation line 25, the z. B. can be designed as a stainless steel hose, a connected to the exhaust gas recirculation line 25 collecting container 26 and from the collecting container 26 leading to a cylinder 10 leading exhaust gas supply lines 27. The exhaust gas supply lines 27 lead into the inlet chambers 14 in the cylinder heads 13 of the combustion cylinders 10 and end there in a so-called turbulence nozzle 28, the opening of which is arranged directly on the inlet valve 15. Such turbulence nozzles 28 are known and are used in internal combustion engines for supplying bypass air into the combustion chamber of combustion cylinders. They consist of a curved tube with an orifice acting as a throttle. At the opening point of the exhaust gas recirculation line 25 in the collecting container 26, a throttle valve 29 is arranged as the first metering element for the exhaust gas recirculation rate. The throttle valve 29 is connected via a coupling rod 30 to the air throttle valve 31, which is arranged in a conventional manner in an air intake pipe 32 upstream of the intake pipe 18 and is adjusted via the accelerator pedal. In carburetor engines, this throttle valve 31 is arranged in the carburetor seated at this point and is referred to as a carburetor throttle valve. With adjustment of the air throttle valve 31, the throttle valve 29 is also adjusted synchronously, the exhaust gas recirculation rate fed into the collecting container 26 and then via the turbulence nozzle 28 to the respective combustion cylinder 10 initially initially increasing sharply with increasing intake manifold pressure from zero in the low pressure range in the intake manifold 18. From a certain position of the air throttle valve 31, the throttle valve 29 is fully open and therefore ineffective as a metering device. The metered exhaust gas recirculation rate is now determined solely by the turbulence nozzle 28 forming a second metering element, the metering rate continuously decreasing with increasing intake manifold pressure.

Zur optimalen Einstellung des Zündwinkels αZ und der über die Einspritzdüse 21 eingespritzten Kraftstoffmenge, welche durch die Einsspritzdauer ti festgelegt wird, ist ein elektronisches Steuergerät 33 vorgesehen, welches diese beiden Größen aus Betriebsparametern der Brennkraftmaschine generiert. Solche Parameter sind die Stellung αDK der Luftdrosselklappe 31, die Drehzahl n der Brennkraftmaschine, die Brennraumtemperatur, die über die Temperatur ϑW des den Zylinderkopf 13 durchströmenden Kühlwassers erfaßt wird, der Lichtverlauf im Brennraum 11 und die Luftzahl λ, die durch eine in dem Abgassammelrohr 19 angeordnete Lambdasonde 34 gemessen wird. Die Einspritzdauer ti und der Zündwinkel αZ, d. h. der Zündzeitpunkt bezogen auf den Kurbelwinkel, werden von dem Steuergerät 33 so eingestellt, daß die Verbrennungslage optimal ist, d. h. ein Maximum an Energieumsetzung erzielt wird und die Luftzahl im Abgas λ = 1 wird. Mit einem an das Abgassammelrohr 19 angeschlossenen Katalysator werden damit niedrigstmögliche Emissionswerte erreicht.For optimal setting of the ignition angle α Z and the amount of fuel injected via the injector 21, which is determined by the injection duration t i , an electronic control unit 33 is provided, which generates these two variables from operating parameters of the internal combustion engine. Such parameters are the position α DK of the air throttle valve 31, the speed n of the internal combustion engine, the combustion chamber temperature, which is detected via the temperature ϑ W of the cooling water flowing through the cylinder head 13, the light profile in the combustion chamber 11 and the air ratio λ, which is caused by a in the Exhaust manifold 19 arranged lambda probe 34 is measured. The injection duration t i and the ignition angle α Z , ie the ignition timing based on the crank angle, are set by the control unit 33 in such a way that the combustion position is optimal, ie a maximum energy conversion is achieved and the air ratio in the exhaust gas becomes λ = 1. With a catalytic converter connected to the exhaust manifold 19, the lowest possible emission values are thus achieved.

Bei dem in Figur 2 dargestellten weiteren Ausführungsbeispiel ist das Abgasrückführsystem 24 in einigen Teilen modifiziert. Die wiederum ausschnittweise dargestellte Brennkraftmaschine ist unverändert. Gleiche Bauteile sind daher mit gleichen Bezugszeichen versehen, die in Bezug auf das Abgasrückführsystem jedoch um 100 erhöht sind.In the further exemplary embodiment shown in FIG. 2, the exhaust gas recirculation system 24 is modified in some parts. The internal combustion engine shown again in sections is unchanged. The same components are therefore provided with the same reference numerals, but are increased by 100 in relation to the exhaust gas recirculation system.

Im Unterschied zu dem Abgasrückführsystem in Figur 1 ist bei dem Abgasrückführsystem 124 nach Figur 2 das erste Zumeßorgan nicht als Drosselklappe, sondern als Dosierventil 135 ausgebildet, das nahe dem Abzweig der Abgasrückführleitung 125 vom Ansaugsammelrohr 18 angeordnet ist und die Abgasrückführleitung 125 in einem extrem kurzen Leitungsabschnitt 136 zum Abgassammelrohr 19 und einen längeren Leitungsabschnitt 137 zum Sammelbehälter 126 unterteilt. Vom Sammelbehälter 126 führen wieder kurze Abgaszuführleitungen 127 zu den einzelnen Turbulenzdüse 128, die in gleicher Weise wie in Figur 1 unmittelbar an jedem Einlaßventil 15 angeordnet sind.In contrast to the exhaust gas recirculation system in FIG. 1, in the exhaust gas recirculation system 124 according to FIG. 2 the first metering element is not designed as a throttle valve, but as a metering valve 135, which is close the branch of the exhaust gas recirculation line 125 from the intake manifold 18 is arranged and the exhaust gas recirculation line 125 is divided into an extremely short line section 136 to the exhaust gas manifold 19 and a longer line section 137 to the collecting tank 126. Short exhaust gas supply lines 127 again lead from the collecting container 126 to the individual turbulence nozzle 128, which are arranged in the same way as in FIG. 1 directly at each inlet valve 15.

Das Dosierventil 135 weist zwei Ventilanschlüsse 138 und 139 auf, von denen der Ventilanschluß 138 mit dem Leitungsabschnitt 136 und der Ventilanschluß 139 mit dem Leitungsabschnitt 137 verbunden sind. Die beiden Ventilanschlüsse 138 und 139 stehen über eine Ventilöffnung 140 miteinander in Verbindung, die von einem Ventilglied 141 gesteuert wird, das mit einem die Ventilöffnung 140 umgebenden Ventilsitz 142 zusammenwirkt. Der Ventilsitz 142 ist ringförmig ausgebildet, auf dem sich das Ventilglied 141 mit einem kegelförmigen Schließkörper 143 unter der Wirkung ener Ventilverschließfeder 144 in seiner unbetätigten Grundstellung aufsetzt. Das Ventilglied 141 ist über einen Bowdenzug 145 mit der Luftdrosselklappe 31 oder unmittelbar mit dem durch einen Doppelpfeil 48 angedeuteten Fahrpedal verbunden. Das Dosierventil 135 arbeitet in gleicher Weise wie die Drosselklappe 29 in Figur 1. Durch die Verlegung des Dosierventils 135 unmittelbar in den Hochtemperaturbereich des Abgassammelrohrs 19 wird es von heißeren Abgasen durchströmt als die Drosselklappe 29 in Figur 1, so daß hier weniger Ruß- und Kondensatablagerung auftreten. Damit ist die durch solche Ablagerungen bewirkte Veränderung der bei gleicher Ventilgliedstellung zugemessenen Abgasrückführrate wesentlich geringer.The metering valve 135 has two valve connections 138 and 139, of which the valve connection 138 is connected to the line section 136 and the valve connection 139 to the line section 137. The two valve connections 138 and 139 are connected to one another via a valve opening 140 which is controlled by a valve member 141 which interacts with a valve seat 142 surrounding the valve opening 140. The valve seat 142 is ring-shaped, on which the valve member 141 sits with its cone-shaped closing body 143 under the action of a valve closing spring 144 in its unactuated basic position. The valve member 141 is connected via a Bowden cable 145 to the air throttle valve 31 or directly to the accelerator pedal indicated by a double arrow 48. The metering valve 135 works in the same way as the throttle valve 29 in FIG. 1. By moving the metering valve 135 directly into the high-temperature region of the exhaust manifold 19, hot exhaust gases flow through it than the throttle valve 29 in FIG. 1, so that there is less soot and condensate deposition here occur. This means that the change in the exhaust gas recirculation rate, which is caused by such deposits, is significantly smaller with the same valve member position.

In dem Leitungsabschnitt 136 zwischen Dosierventil 135 und dem Abgassammelrohr 19 ist noch eine Klappe 146 angeordnet, mit welcher der Einlaß der Abgasrückführleitung 125 verschlossen oder geöffnet werden kann. Die Klappe 146 ist von einem Bimetall 147 derart gesteuert, daß sie die Abgasrückführleitung 125 unterhalb einer vorgegebenen Temperatur des Abgasstromes geschlossen hält und oberhalb dieser Vorgabetemperatur öffnet. Dadurch wird die Abgasrückführung während des Warmlaufs der Brennkraftmaschine blockiert.In the line section 136 between the metering valve 135 and the exhaust manifold 19, a flap 146 is also arranged, with which the inlet of the exhaust gas recirculation line 125 is closed or opened can be. The flap 146 is controlled by a bimetal 147 in such a way that it keeps the exhaust gas recirculation line 125 closed below a predetermined temperature of the exhaust gas stream and opens above this predetermined temperature. As a result, the exhaust gas recirculation is blocked during the warm-up of the internal combustion engine.

In Figur 2 ist ferner in jedem der Ansaugrohre 50, die vom Ansaugsammelrohr 18 zu den einzelnen Zylindern beziehungsweise Brennräumen 11 der Brennkraftmaschine führen, ein in Richtung Brennraum 11 öffnendes Rückschlagventil 51 angeordnet, das als Flatterventil oder als Membranventil ausgebildet ist. Dieses Rückschlagventil sitzt jeweils stromaufwärts der Einspritzdüse und verhindert, daß aus den Ansaugrohren 50, die gerade nicht zum zugehörigen Brennraum 11 über das Einlaßventil 15 verbunden sind, kein rückgeführtes Abgas zum gerade ansaugenden Zylinder geführt werden kann. Das Rückschlagventil verhindert also ein Rückströmen von aus der Turbulenzddüse austretendem Abgas in Richtung Ansaugsammelrohr 18 und damit zu den anderen Ansaugrohren 50. Damit wird erreicht, daß das rückzuführende Abgas ausschließlich immer über die Turbulenzdüse zugeführt wird, die dem jeweils ansaugenden Zylinder zugeordnet ist. Dies erhöht die Austrittsgeschwindigkeit und damit die Verwirbelung und Aufbereitung des über die Einspritzdüse 21 in den angesaugten Luftstrom eingebrachten Kraftstoffs. Ein Rüchschlagventil wird auch bei der Ausführung nach Figur 1 verwendet oder auch bei Vergaser-Brennkraftmaschinen mit analogem Vorteil.In FIG. 2, in each of the intake pipes 50, which lead from the intake manifold 18 to the individual cylinders or combustion chambers 11 of the internal combustion engine, a check valve 51 opening in the direction of the combustion chamber 11 is arranged, which is designed as a flap valve or as a diaphragm valve. This check valve is located upstream of the injection nozzle and prevents that from the intake pipes 50, which are not currently connected to the associated combustion chamber 11 via the inlet valve 15, no recirculated exhaust gas can be led to the cylinder currently being sucked. The check valve thus prevents backflow of exhaust gas emerging from the turbulence nozzle in the direction of intake manifold 18 and thus to the other intake pipes 50. This ensures that the exhaust gas to be returned is always supplied exclusively via the turbulence nozzle, which is assigned to the respective intake cylinder. This increases the exit speed and thus the swirling and conditioning of the fuel introduced into the intake air flow via the injection nozzle 21. A check valve is also used in the embodiment according to FIG. 1 or also in carburettor internal combustion engines with an analog advantage.

In Abwandlung zur vorstehenden Ausgestaltung ist gemäß Figur 3 ein Sammelbehälter 226 vorgesehen, der an die Stelle der Sammelbehälter 26 beziehungsweise 126 der Ausführungen nach Figur 1 und 2 tritt. Der Sammelbehälter 226 besteht aus einem geschlossenen Kreiszylinder, auf dessen einer Stirnseite 53 die Abgasrückführleitung 25 beziehungsweise 125 eintritt und auf dessen anderer Stirnseite 54 die einzelnen Abgaszuführleitungen 27, 127 abführen. Diese Abgaszuführleitungen sind im Kreis mit regelmäßigen Abständen und in der Saugfolge der ihnen zugeordneten Brennräume angeordnet. Durch den Sammelbehälter 226 führt axial eine Antriebswelle 55, die an der einen Stirnseite 53 nach außen ragt und dort über die Kurbelwelle der Brennkraftmaschine oder deren Nockenwelle angetrieben wird und auf der anderen Seite in der anderen Stirnseite 54 gelagert ist. Dicht angrenzend an die Innenseite der anderen Stirnseite 54 weist die Antriebswelle eine Ventilscheibe 56 auf, die die gesamte Innenseite der anderen Stirnseite 54 abdeckt und eine Steueröffnung 57 aufweist, über die bei der Drehung der Antriebswelle 55 nacheinander jeder der Abgaszuführleitungen 27 mit dem Innenraum des Sammelbehälters 226 in Verbindung kommen. Diese Ventilscheibe 56 mit Antriebswelle 55 stellt einen Verteiler 58 dar, über den je nach Drehstellung der Ventilscheibe der über die Abgasrückführleitung 25 zugeführte Abgasstrom in jeweils die Abgasführleitung 27, 127 weitergeleitet wird, die zum gerade ansaugenden Zylinder führt.3, a collecting container 226 is provided, which takes the place of the collecting container 26 or 126 of the embodiments according to FIGS. 1 and 2. The collecting container 226 consists of a closed circular cylinder, on one end 53 of which the exhaust gas recirculation line 25 or 125 enters and on the other end 54 discharge the individual exhaust gas supply lines 27, 127. These exhaust gas supply lines are arranged in a circle at regular intervals and in the suction sequence of the combustion chambers assigned to them. A drive shaft 55 extends axially through the collecting container 226 and protrudes outwards on one end face 53 and is driven there via the crankshaft of the internal combustion engine or its camshaft and is mounted on the other end in the other end face 54. Adjacent to the inside of the other end face 54, the drive shaft has a valve disk 56, which covers the entire inside of the other end face 54 and has a control opening 57, through which, when the drive shaft 55 rotates, each of the exhaust gas supply lines 27 with the interior of the collecting container successively 226 come into contact. This valve disk 56 with drive shaft 55 represents a distributor 58, via which, depending on the rotational position of the valve disk, the exhaust gas flow supplied via the exhaust gas recirculation line 25 is passed on to the exhaust gas recirculation line 27, 127, which leads to the cylinder that is just sucking in.

In alternativer Ausgestaltung zu Figur 3 ist gemäß Figur 4 der dort gezeigte Sammelbehälter 326 ebenfalls kreiszylindrisch ausgebildet. Nur mündet dort die Abgasrückführleitung 25, 125 koaxial ein und es führen die Abgasrückführleitungen 27, 127 an der Umfangswand 59 des Sammelbehälters 326 ab. Als Ventilscheibe 156 ist hier nun ein topfförmiger Körper vorgesehen, der mit seiner Umfangswand 60 die Innenseite der Umfangswand 59 des Sammelbehälters abdeckt und mit einer Steueröffnung 157 analog zur Ausgestaltung nach Figur 3 die einzelnen Abgasrückführleitungen 27, 127 ansteuert. Dazu wird die topfförmige Ventilscheibe 156 durch eine Stirnseite durch die Sammelbehälterwand geführte Antriebswelle 55 synchron zur Brennkraftmaschinendrehzahl bewegt.In an alternative embodiment to FIG. 3, the collecting container 326 shown there is likewise of circular cylindrical design according to FIG. Only there does the exhaust gas recirculation line 25, 125 coaxially and the exhaust gas recirculation lines 27, 127 lead away from the peripheral wall 59 of the collecting container 326. A cup-shaped body is now provided as the valve disk 156, which covers the inside of the peripheral wall 59 of the collecting container with its peripheral wall 60 and controls the individual exhaust gas recirculation lines 27, 127 with a control opening 157 analogous to the configuration according to FIG. For this purpose, the cup-shaped valve disk 156 is moved through an end face through the drive shaft 55 guided through the collecting container wall, synchronously with the engine speed.

Mit diesen Ausgestaltungen wird exakt die zuzumessende Abgasrückführmenge ausschließlich jeweils der Turbulenzdüse 28, 128 zugeführt, die dem jeweils im Ansaugtakt befindlichen Zylinder zugeordnet ist. Es stellt sich eine optimale Abgaseinströmgeschwindigkeit an der Turbulenzdüse ein und es wird jegliche Fehlzumessung oder Abgasrückführmengenvorlagerungen bei anderen, gerade nicht im Ansaugtakt befindlichen Zylindern vermieden. Weiterhin kann die dem Brenner jeweils zugeführte Gasmenge ungehindert zuströmen, was den Füllungsgrad des Brennraums gegenüber der Ausgestaltung gemäß Figur 2 verbessert.With these configurations, the exhaust gas recirculation quantity to be metered is supplied exclusively to the turbulence nozzle 28, 128, which is assigned to the cylinder in each case in the intake stroke. An optimal exhaust gas inflow velocity is set at the turbulence nozzle and any incorrect metering or exhaust gas recirculation quantity pre-storage is avoided with other cylinders that are not currently in the intake stroke. Furthermore, the amount of gas supplied to the burner can flow in unhindered, which improves the degree of filling of the combustion chamber compared to the configuration according to FIG. 2.

Claims (7)

1. Internal combustion engine, in particular a spark-ignition engine, having a plurality of combustion cylinders each of whose combustion spaces is connected via at least one inlet valve (15) and an inlet chamber (14) to an induction collecting pipe (18) containing a throttle butterfly (31) and to an exhaust gas collecting pipe (19) via at least one outlet valve (17) and an outlet chamber (16) and having an exhaust gas recirculation system which has an exhaust gas recirculation conduit (25, 125) branching off from the exhaust gas collecting pipe (19) and an exhaust gas metering device connected to the exhaust gas recirculation conduit, which metering device has a metering element (29, 135) located in the exhaust gas recirculation flow, the metering element being jointly actuated with the throttle butterfly (31) and a collecting vessel (26, 126) being located in the exhaust gas recirculation flow downstream of the metering element (29, 135), from which collecting vessel (26, 126) separate exhaust gas supply conduits (27, 127) lead to the inlet chambers (14) upstream of the inlet valves (15) of the combustion cylinders, characterised in that a second metering element is located in the exhaust gas recirculation flow downstream of the metering element (29, 135), which second metering element is formed by a number of turbulence nozzles (28, 128) corresponding to the plurality of combustion cylinders (10), each turbulence nozzle being associated with a combustion cylinder (10) and being located directly at the inlet valve (15), the exhaust gas recirculation conduits (27, 127) leading to the turbulence nozzles (28, 128) and that a non-return valve (51) opening in the direction of the cylinder is provided upstream of the entry of the turbulence nozzles (28, 128) in the induction pipe (18) leading to each combustion cylinder.
2. Internal combustion engine according to Claim 1, characterised in that the non-return valve (51) is a diaphragm valve.
3. Internal combustion engine according to Claim 1, characterised in that the exhaust gas recirculation conduits are connected to the collecting vessel (226, 326) via a distributor (58) which is driven by the internal combustion engine and synchronously with it and by means of which, in the induction sequence of the cylinders (10) of the internal combustion engine, only the exhaust gas recirculation conduit (27, 127) associated with the currently inducing cylinder can be connected to the collecting vessel (226, 326).
4. Internal combustion engine according to Claim 3, characterised in that the distributor (58) consists of a rotating, driven valve disk (56) covering a circular end (54) of the collecting vessel (226) and having a control opening (57) and the exhaust gas supply conduits (27, 127) lead away from the end (54) in the action circle of the control opening (57) after one another in the induction sequence of the cylinders associated with the exhaust gas supply conduits (27, 127).
5. Internal combustion engine according to Claim 3, characterised in that the distributor consists of a pan-shaped valve disk (156) rotating and driven synchronously with the internal combustion engine, the peripheral wall (60) of this valve disk (156) being in contact with the corresponding peripheral wall (59) of a circular cylindrical collecting vessel (326) and having, at this location, a control opening (157) which interacts with the exhaust gas supply conduits (27, 127), leading away at the peripheral wall (59) of the collecting vessel (326), corresponding to the induction sequence of the associated cylinders of the internal combustion engine.
6. Internal combustion engine according to Claims 1 to 5, characterised in that the first metering element (135) is located on the exhaust gas collecting pipe end of the exhaust gas recirculation conduit (125).
7. Internal combustion engine according to one of Claims 1 to 6, characterised in that a butterfly (146) blocking the conduit cross-section below a specified temperature and releasing it above the specified temperature, preferably a bimetal controlled butterfly, is located in the exhaust gas recirculation conduit (125) directly at the branch point from the exhaust gas collecting pipe (19).
EP88904482A 1987-07-03 1988-05-28 Internal combustion engine with exhaust return system, in particular otto engine Expired - Lifetime EP0321508B1 (en)

Applications Claiming Priority (2)

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DE19873722048 DE3722048A1 (en) 1987-07-03 1987-07-03 INTERNAL COMBUSTION ENGINE, ESPECIALLY OTTO ENGINE
DE3722048 1987-07-03

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EP0321508A1 EP0321508A1 (en) 1989-06-28
EP0321508B1 true EP0321508B1 (en) 1992-07-29

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EP (1) EP0321508B1 (en)
JP (1) JP3011722B2 (en)
DE (2) DE3722048A1 (en)
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WO1989000241A1 (en) 1989-01-12
US5056309A (en) 1991-10-15
JP3011722B2 (en) 2000-02-21
DE3722048A1 (en) 1989-01-12
EP0321508A1 (en) 1989-06-28
JPH01503722A (en) 1989-12-14
DE3873294D1 (en) 1992-09-03

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