EP0676540B1 - Moteur à combustion interne avec recirculation des gaz d'échappement - Google Patents

Moteur à combustion interne avec recirculation des gaz d'échappement Download PDF

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Publication number
EP0676540B1
EP0676540B1 EP95104425A EP95104425A EP0676540B1 EP 0676540 B1 EP0676540 B1 EP 0676540B1 EP 95104425 A EP95104425 A EP 95104425A EP 95104425 A EP95104425 A EP 95104425A EP 0676540 B1 EP0676540 B1 EP 0676540B1
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EP
European Patent Office
Prior art keywords
exhaust gas
internal combustion
combustion engine
inlet port
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
Application number
EP95104425A
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German (de)
English (en)
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EP0676540A1 (fr
Inventor
Uwe Dieter Dipl. Ing. Grebe
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Adam Opel GmbH
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Adam Opel GmbH
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Filing date
Publication date
Application filed by Adam Opel GmbH filed Critical Adam Opel GmbH
Publication of EP0676540A1 publication Critical patent/EP0676540A1/fr
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Publication of EP0676540B1 publication Critical patent/EP0676540B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02M26/41—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories characterised by the arrangement of the recirculation passage in relation to the engine, e.g. to cylinder heads, liners, spark plugs or manifolds; characterised by the arrangement of the recirculation passage in relation to specially adapted combustion chambers
    • 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
    • F02M26/21—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 with EGR valves located at or near the connection to the intake system
    • 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
    • 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
    • F02M26/71—Multi-way valves

Definitions

  • the invention relates to an internal combustion engine, the gas supply is controllable. It has the features specified in the preamble of claim 1 and 9, respectively.
  • a main inlet duct to each combustion chamber is branched into several inlet duct sections and ends in the region of several inlet valves.
  • An exhaust gas recirculation duct has an inlet in the outlet duct and an outlet in an inlet duct section which can be separately throttled. By throttling the gas flow in the inlet duct section, a dead volume in front of the associated inlet valve and gas stratification in the combustion chamber are to be achieved.
  • the exhaust gas is passed into the dead volume between a control element (flow control valve) and an inlet valve. There it mixes with fresh fuel gas.
  • An exhaust gas recirculation valve is provided to control the exhaust gas flow to be returned.
  • the control element for fresh gas and the exhaust gas recirculation valve must be actuated for a desired gas inlet into the combustion chamber.
  • These components also form flow resistances in the open channels and are subject to wear.
  • a partial opening of the control element (flow control valve) influences the flow and Pressure conditions in the inlet duct section strong. The pressure conditions in the area of the outlet of the exhaust gas recirculation channel are thus almost undefined, which affects the amount of exhaust gas returned. Therefore, only one open and one closed position of the control element is provided and the possibilities for controlling the gas supply are limited.
  • DE-PS 30 11 580 also deals with the problem of stratified exhaust gas / fresh air.
  • a flow control element is also provided in the exhaust gas recirculation channel.
  • the flow control element works synchronously with the engine speed and is intended to guide exhaust gas into the inlet channel only when the inlet valve is closed. The possibilities of varying the charge stratification are very limited.
  • DE-OS 30 06 767 deals with the problem of electronic control of exhaust gas recirculation valves.
  • exhaust gas recirculation throughput values are taken from a two-dimensional table in a memory and used as control variables.
  • DE-OS 43 08 805 describes a very advantageously designed inlet duct system for an internal combustion engine. The same also applies to DE-OS 43 17 433.
  • rotary rotary valves are used to control the fresh gas flow to two inlet valves.
  • the use of rotary roller valves for throttling the gas flow in an inlet duct section has major advantages.
  • the problem of exhaust gas recirculation is not addressed in these publications.
  • Gas is supplied to a combustion chamber of the internal combustion engine via two inlet valves which are located at the end of inlet duct sections or two separate inlet ducts. These channel sections can have different shapes and are connected to a main inlet channel, as is known.
  • the exhaust gas is discharged through at least one exhaust valve and an exhaust duct.
  • the gas volume flow in an inlet duct section can be throttled by a control element. This also influences the flow conditions in the combustion chamber.
  • An exhaust gas recirculation duct ends in the area of the control element. Its outlet in the throttled inlet duct section can be opened or closed by the said control element.
  • the outlet of the exhaust gas recirculation duct is arranged in the throttle-adjustable inlet duct section, a relatively high pressure drop between the outlet duct and the outlet of the exhaust gas recirculation duct is given when the inlet valve is open, and the exhaust gas recirculation is also possible with high engine loads.
  • a rotary slide valve is preferably considered, but throttle valves can also be used in a modified form.
  • the exhaust gas recirculation channels run in the cylinder head of the internal combustion engine. Cooling can take place there with little effort, and this can also be carried out in a controlled manner. Due to the high temperatures of the exhaust gas, it is advisable to manufacture the control element from temperature-resistant metal or ceramic material.
  • Figures 1 and 2 show sections of a cylinder head of an internal combustion engine, which can have one or more combustion chambers.
  • a main inlet duct 1 for the supply of fresh gas to the combustion chamber is divided into two inlet duct sections, only one inlet duct section 2 is shown. Both inlet duct sections 2 each end in the area of an inlet valve seat.
  • Inlet valves 3 open or close the combustion chamber as is known.
  • An outlet channel 4 is opened or closed in a controlled manner by at least one outlet valve 5.
  • an exhaust gas recirculation duct 6 is provided, which has an inlet 7 in the outlet duct 4 and an outlet 8 (only shown in FIG. 3) in the inlet duct section 2.
  • exhaust gas can be returned to the intake passage section 2.
  • a rotary roller valve 9 is mounted in the cylinder head such that a cylinder axis 10 is located approximately coaxially with the inlet valve 3.
  • the peripheral wall of the rotary rotary valve 9 intersects the inlet channel section 2, but a radial window 11 is provided in the rotary rotary valve 9, through which fresh gas supplied can pass.
  • the rotary rotary valve 9 has an axial opening 12.
  • the window 11 of the rotary roller valve 9 can therefore be covered in whole or in part by walls 18 of the cylinder head and thus sealed.
  • the fresh gas flow in the inlet duct section 2 (secondary inlet duct) can be throttled.
  • the basic operating principle is illustrated schematically in FIG. 3.
  • the window 11 of the rotary valve 9 is larger than the cross-sectional area of the inlet channel section 2 cut by the rotary valve 9. It is thus possible, without throttling the fresh gas flow, to meter the exhaust gas to be recycled by rotating the control edge 16 via the outlet 8 until the latter is possibly completely free.
  • the control edge 17 moves into the inlet duct section 2 and the fresh gas flow is throttled, the outlet 8 of the exhaust gas recirculation duct 6 remaining unaffected.
  • the rotation of the rotary valve 9 can take place until both the inlet channel section 2 and the outlet 8 are closed by the walls of the rotary valve 9.
  • the fresh air to be supplied can thus be controlled precisely as required, which in the present case has an effect on the gas distribution in the combustion chamber.
  • rotary rotary valve 9 Various modifications of the rotary rotary valve 9 described can be carried out. These should only be mentioned in a hint. Variations in the size of window 11 result in functional changes. If the window is made smaller than shown in FIG. 3, the fresh gas flow is already throttled during the opening of the outlet 8, which can be useful.
  • a plurality of radial windows can be arranged in the circumferential wall of the rotary rotary valve, for example one window exclusively for the passage of fresh gas and one Window is provided exclusively for the passage of exhaust gas.
  • the exhaust gas recirculation channel 6 can have a plurality of outlets in the area of the control element 9 (roller rotary valve 9), which are located in different angular positions relative to the inlet channel section 2. Many of the mixing ratios between fresh and exhaust gas can be set by means of these options mentioned by way of example, and the amount of gas that is fed through the inlet valve 3 to the combustion chamber can also be regulated.
  • FIG. 4 Another embodiment of the invention is shown in FIG. 4, wherein here not a rotary rotary valve 9 but a throttle valve 19 is used as control element 19.
  • a blocking surface 20 can be pivoted about an axis 21. It can be approximately parallel to the direction of flow or transverse to it, or assume intermediate positions.
  • the position of the throttle valve 19 is in turn specified via a control and actuating device, not shown here.
  • the outlet 22 can be opened or closed by an additional sealing surface 23 located on the throttle valve 19.
  • Coolant channels 24 are provided in the cylinder head for cooling. These can be flooded with coolant permanently or in a controlled manner, as a result of which the cylinder head in the region of the exhaust gas recirculation channels 6 does not overheat. Controlled cooling can be useful, for example, in the cold start phase in order to ensure that the engine quickly reaches its optimal operating temperature.
  • the rotary valve 9 and the throttle valve 19 are made entirely or partially from temperature-resistant metal or ceramic material. This prevents high wear or impermissibly large expansions of the control elements 9, 19 and the system described is maintenance-free.

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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)

Claims (12)

  1. Moteur à combustion interne à recirculation de gaz d'échappement comportant pour chaque chambre de combustion au moins deux soupapes d'admission (3) disposées dans des conduits d'admission (2) et au moins une soupape d'échappement (5) disposée dans un conduit d'échappement (4), avec un organe de commande (9) permettant de contrôler le débit de gaz dans l'un des conduits d'admission (2) ainsi qu'avec un conduit (6) de recirculation de gaz d'échappement, ledit conduit de recirculation de gaz d'échappement comportant une entrée (7) dans le conduit d'échappement (4) et une sortie (8) dans le conduit d'admission (2) contrôlable, caractérisé par le fait que que la sortie (8) du conduit (6) de recirculation de gaz d'échappement est située dans la région de l'organe de commande (9) et que l'organe de commande (9) permet de contrôler indépendamment l'un de l'autre un débit volumique de gaz en provenance d'un conduit d'admission (1) principal et un débit volumique transitant par la sortie (8) du conduit (6) de recirculation de gaz d'échappement, l'organe de commande (9) étant notamment un tiroir rotatif (9) tournant de manière commandé autour d'un axe de cylindre (10), dont les parois permettent de contrôler d'une part le débit de gaz en provenance du conduit d'admission (1) principal et d'autre part le débit de gaz d'échappement à travers la sortie (8) du conduit (6) de recirculation de gaz d'échappement.
  2. Moteur à combustion interne à recirculation de gaz d'échappement selon la revendication 1, caractérisé par le fait que la commande du déplacement du tiroir (9) rotatif est opérée par l'intermédiaire d'un dispositif de commande (13) et d'un dispositif de réglage (14) de manière connue en soi en fonction de caractéristiques de fonctionnement du moteur à combustion interne.
  3. Moteur à combustion interne à recirculation de gaz d'échappement selon les revendications 1 et 2, caractérisé par le fait que le tiroir (9) rotatif comporte au moins une fenêtre (11) radiale connue en soi et une ouverture axiale (12) connue en soi dans la région de la soupape d'admission (3), des bords de la fenêtre (11) définissant au moins une arête de commande (16, 17) du tiroir (9) rotatif et la fenêtre (11), selon la position du tiroir (9) rotatif, étant fermée par des parois (18) d'un culasse qui entourent le tiroir rotatif (9) en assurant l'étanchéité partielle.
  4. Moteur à combustion interne à recirculation de gaz d'échappement selon les revendications 1 à 3, caractérisé par le fait que le conduit d'admission (2) et la sortie (8) du conduit de recirculation (6) de gaz d'échappement sont ouverts et fermés de manière contrôlée en direction de la soupape d'admission (3) par une fenêtre (11) unique du tiroir rotatif (9).
  5. Moteur à combustion interne à recirculation de gaz d'échappement selon les revendications 1 à 4, caractérisé par le fait que la fenêtre (11) est plus grande que la surface du conduit d'admission (2) interceptée par le tiroir rotatif (9).
  6. Moteur à combustion interne à recirculation de gaz d'échappement selon les revendications 1 à 3, caractérisé par le fait que le conduit d'admission (2) et la sortie (8) du conduit de recirculation (6) de gaz d'échappement sont ouverts et fermés de manière contrôlée en direction de la soupape d'admission (3) par deux fenêtres (11) du tiroir rotatif (9).
  7. Moteur à combustion interne à recirculation de gaz d'échappement selon les revendications 1 à 6, caractérisé par le fait que le conduit (6) de recirculation de gaz d'échappement comporte plusieurs sorties dans le conduit d'admission (2) et que les sorties peuvent être ouvertes et fermées de manière sélective, séparément ou simultanément, par au moins une fenêtre (11) radiale du tiroir rotatif (9).
  8. Moteur à combustion interne à recirculation de gaz d'échappement selon les revendications 1 à 7, caractérisé par le fait que le tiroir rotatif (9) est réalisé en un matériau métallique ou céramique résistant aux températures élevées.
  9. Moteur à combustion interne à recirculation de gaz d'échappement comportant pour chaque chambre de combustion au moins deux soupapes d'admission (3) disposées dans des conduits d'admission (2) et au moins une soupape d'échappement (5) disposée dans un conduit d'échappement (4), avec un organe de commande (19) permettant de contrôler le débit de gaz dans l'un (2) des conduits d'admission ainsi qu'avec un conduit (6) de recirculation de gaz d'échappement, ledit conduit comportant une entrée (7) dans le conduit d'échappement (4) et une sortie (22) dans le conduit d'admission (2) contrôlable, caractérisé par le fait que la sortie (22) du conduit (6) de recirculation de gaz d'échappement est située dans la région de l'organe de commande (19) et que l'organe de commande (19) permet de contrôler à la fois un débit volumique de gaz en provenance d'un conduit d'admission (1) principal et un débit volumique transitant par la sortie (22) du conduit (6) de recirculation de gaz d'échappement, l'organe de commande (19) étant une soupape d'étranglement (19) qui pivote autour d'un axe (21)et est disposée dans le conduit d'admission (2), et dont la configuration particulière du bord permet également d'ouvrir et de fermer la sortie (22) du conduit (6) de recirculation de gaz d'échappement, ce qui se produit au cours d'une phase de déplacement de la soupape d'étranglement (19) au cours de laquelle il n'y a pas de variation de l'étranglement du débit de gaz dans le conduit d'admission (2).
  10. Moteur à combustion interne à recirculation de gaz d'échappement selon les revendications 1 à 8 ou 9, caractérisé par le fait que le conduit (6) de recirculation de gaz d'échappement s'étend dans la culasse du moteur à combustion interne.
  11. Moteur à combustion interne à recirculation de gaz d'échappement selon la revendication 10, caractérisé par le fait que des conduits (24) de fluide de refroidissement sont disposés dans le voisinage du conduit (6) de recirculation de gaz d'échappement dans la culasse.
  12. Moteur à combustion interne à recirculation de gaz d'échappement selon les revendications 10 et 11, caractérisé par le fait que les conduits (24) de fluide de refroidissement sont parcourus de manière permanente ou de manière contrôlée par le fluide de refroidissement.
EP95104425A 1994-04-09 1995-03-25 Moteur à combustion interne avec recirculation des gaz d'échappement Expired - Lifetime EP0676540B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4412280 1994-04-09
DE4412280A DE4412280A1 (de) 1994-04-09 1994-04-09 Brennkraftmaschine mit Abgasrückführung

Publications (2)

Publication Number Publication Date
EP0676540A1 EP0676540A1 (fr) 1995-10-11
EP0676540B1 true EP0676540B1 (fr) 1997-07-23

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EP95104425A Expired - Lifetime EP0676540B1 (fr) 1994-04-09 1995-03-25 Moteur à combustion interne avec recirculation des gaz d'échappement

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DE (2) DE4412280A1 (fr)

Families Citing this family (6)

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FR2739895B1 (fr) * 1995-10-13 1997-12-12 Inst Francais Du Petrole Moteur a combustion interne a quatre temps et a allumage commande et injection directe de carburant
FR2923886B1 (fr) * 2007-11-15 2014-07-25 Valeo Systemes Thermiques Branche Thermique Moteur Vanne pour circuit d'alimentation en air d'un moteur de vehicule automobile, circuit comportant une telle vanne et procede de commande d'un moteur utilisant un tel circuit
DK2151569T3 (da) * 2008-08-06 2012-10-29 Waertsilae Switzerland Ltd Indretning til udtagelse af en udstødningsgas-delstrøm og forbrændingsmotor med denne indretning
DE102009057497B4 (de) 2009-12-10 2018-06-14 Pierburg Gmbh Klappenventil zur Einleitung und Steuerung eines Frischluftstromes und eines Abgasrückführstromes
DE102016204499A1 (de) 2016-03-18 2017-09-21 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zur Abgasrückführung für eine Brennkraftmaschine
DE102016223222A1 (de) * 2016-11-23 2018-05-24 Volkswagen Aktiengesellschaft Fremdgezündete Brennkraftmaschine, sowie Verfahren zum Betreiben einer fremdgezündeten Brennkraftmaschine

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DE2232705A1 (de) * 1972-07-04 1974-01-24 Daimler Benz Ag Vorrichtung zur zufuehrung von abgas zum brennstoff-luft-gemisch einer brennkraftmaschine
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JPS5337232A (en) * 1976-09-17 1978-04-06 Toyota Motor Corp Recirculating device of exhaust gas for internal combustion engine
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EP0676540A1 (fr) 1995-10-11
DE59500405D1 (de) 1997-08-28
DE4412280A1 (de) 1995-10-12

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