JP4757009B2 - Multi-cylinder internal combustion engine - Google Patents

Multi-cylinder internal combustion engine Download PDF

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JP4757009B2
JP4757009B2 JP2005361290A JP2005361290A JP4757009B2 JP 4757009 B2 JP4757009 B2 JP 4757009B2 JP 2005361290 A JP2005361290 A JP 2005361290A JP 2005361290 A JP2005361290 A JP 2005361290A JP 4757009 B2 JP4757009 B2 JP 4757009B2
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exhaust
cylinder
control valve
internal combustion
combustion engine
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JP2007162601A (en
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守良 庄子
淳一 高梨
正信 高沢
泰弘 浦田
隆 柿沼
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Honda Motor Co Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Exhaust Silencers (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Description

本発明は、簡易かつコンパクトな構成で他気筒ＥＧＲを実現する多気筒内燃機関に関する。   The present invention relates to a multi-cylinder internal combustion engine that realizes another cylinder EGR with a simple and compact configuration.

近年、熱効率の向上や有害排出ガス成分の減少等を図るべく、予混合圧縮着火（Homogeneous Charged Compression Ignition：以下、ＨＣＣＩと記す）モードでの運転を行う内燃機関の開発が進められている。ＨＣＣＩモードは、ＤＭＥ（ジメチルエーテル）やｎ−ブタン等の燃料と空気とを均一に混合した予混合気を燃焼室に導入した後、ピストンにより圧縮することで高温・高圧にして多点同時的に予混合気を自己着火させるものであるが、着火時期の制御が難しいことから、運転状況に応じてＨＣＣＩモードと火花点火（Spark Ignition: 以下、ＳＩと記す）モードと切り換えて行うことが一般的である。なお、ＨＣＣＩモードでの運転では、着火に至るまでピストンによる圧縮によってのみ混合気の温度が上昇するため、着火時期の制御には圧縮開始時の筒内ガス温度が重要なファクターとなる。   In recent years, in order to improve thermal efficiency, reduce harmful exhaust gas components, and the like, development of internal combustion engines that operate in a premixed compression ignition (HCI) mode has been promoted. In the HCCI mode, a premixed gas in which fuel such as DME (dimethyl ether) or n-butane is uniformly mixed with air is introduced into the combustion chamber, and then compressed by a piston to achieve high temperature and high pressure at multiple points simultaneously. Although the premixed gas is self-ignited, it is difficult to control the ignition timing, so it is common to switch between HCCI mode and Spark Ignition (hereinafter referred to as SI) mode according to the operating conditions. It is. In the operation in the HCCI mode, the temperature of the air-fuel mixture rises only by compression by the piston until ignition occurs. Therefore, the in-cylinder gas temperature at the start of compression is an important factor for controlling the ignition timing.

そこで、ＨＣＣＩモードで運転される内燃機関では、圧縮開始時の筒内ガス温度を高めるべく、ある気筒の排気ガスをＥＧＲ（Exhaust gas recirculation：排気ガス再循環）ガスとして他の気筒に導入する他気筒ＥＧＲが一般に採用されている。他気筒ＥＧＲとしては、排気行程と吸気行程とが互いにラップする気筒のＥＧＲポートをＥＧＲ配管で連通させるとともに、ＥＧＲポートに可変動弁機構によって駆動されるＥＧＲ弁を設置し、ＨＣＣＩモード時にのみＥＧＲ配管を連通させるようにしたものが提案されている（特許文献１参照）。また、ＳＩモードでのみ運転される内燃機関の他気筒ＥＧＲとしては、各気筒に一対の排気ポートを設けるとともに、これら排気ポートに接続される排気マニホールド内に２つのフラップバルブを配置し、運転状態に応じてこれらフラップバルブの開度を変化させることで他気筒ＥＧＲ時のＥＧＲガス量を制御するもの（特許文献２参照）が提案されている。
特開２００５−６１３２４号公報 特開２００４−１２４７５８号公報 Therefore, in an internal combustion engine operated in the HCCI mode, in order to increase the in-cylinder gas temperature at the start of compression, the exhaust gas of a certain cylinder is introduced into other cylinders as EGR (Exhaust gas recirculation) gas. A cylinder EGR is generally employed. As the other cylinder EGR, the EGR port of the cylinder in which the exhaust stroke and the intake stroke overlap each other is communicated by EGR piping, and an EGR valve driven by a variable valve mechanism is installed in the EGR port, and only in the HCCI mode The thing which made piping communicate is proposed (refer patent document 1). Further, as the other cylinder EGR of the internal combustion engine operated only in the SI mode, a pair of exhaust ports are provided in each cylinder, and two flap valves are arranged in the exhaust manifold connected to these exhaust ports, and the operating state In response to this, there has been proposed one that controls the amount of EGR gas at the time of other cylinder EGR by changing the opening degree of these flap valves (see Patent Document 2).
JP 2005-61324 A JP 2004-124758 A

上述した特許文献１の他気筒ＥＧＲには、排気ポートに接続される排気マニホールドとＥＧＲポートを連通させるＥＧＲ配管とが個別に設けられていることから、他気筒ＥＧＲを行わない場合の排気効率を高めることが難しくなる他、排気装置も大型かつ複雑なものとなって重量や製造コストが増大するという問題があった。また、特許文献２の他気筒ＥＧＲには、ＨＣＣＩモードで運転される内燃機関に適用した場合、２つのフラップバルブをカムシャフトと同期駆動しなければならず、駆動機構が複雑になるとともに耐久性の確保も難しい等の問題があった。   Since the other cylinder EGR of Patent Document 1 described above is provided with an exhaust manifold connected to the exhaust port and an EGR pipe communicating with the EGR port, the exhaust efficiency when the other cylinder EGR is not performed is provided. In addition to being difficult to increase, there is a problem in that the exhaust device becomes large and complicated, increasing the weight and manufacturing cost. In addition, when applied to an internal combustion engine operated in the HCCI mode, the other cylinder EGR of Patent Document 2 must drive the two flap valves synchronously with the camshaft, which complicates the drive mechanism and provides durability. There was a problem such as difficult to secure.

本発明は、このような背景に鑑みなされたもので、簡易かつコンパクトな構成を採りながら、確実な他気筒ＥＧＲを実現した多気筒内燃機関を提供することを目的とする。   The present invention has been made in view of such a background, and an object of the present invention is to provide a multi-cylinder internal combustion engine that realizes a reliable other cylinder EGR while adopting a simple and compact configuration.

請求項１の発明に係る多気筒内燃機関は、各気筒にそれぞれ一対ずつ設けられた排気側ポートからの排気を集合させる排気集合通路と、当該排気集合通路により集合された排気を排気管側に送出する排気送出通路とを有し、所定の運転条件下で他気筒ＥＧＲを行う多気筒内燃機関であって、排気行程の間に前記一対の排気側ポートのそれぞれに対応する排気バルブを開弁させる可変動弁機構と、前記排気送出通路を開閉する排気制御弁と、前記排気制御弁を開閉駆動する排気制御弁駆動手段とを備え、前記所定の運転条件下においては、前記可変動弁機構によって更に前記両排気バルブを前記各気筒の吸気行程と圧縮行程とをまたぐ開弁期でも開弁させるとともに、前記排気制御弁駆動手段によって前記排気制御弁を閉弁させることにより、当該各気筒へ前記排気側ポートからの他気筒ＥＧＲガスの導入を行わせることを特徴とする。 In the multi-cylinder internal combustion engine according to the first aspect of the present invention, an exhaust collecting passage that collects exhaust from an exhaust side port provided in a pair for each cylinder, and exhaust collected by the exhaust collecting passage to the exhaust pipe side. A multi-cylinder internal combustion engine having an exhaust delivery passage for delivering and performing other cylinder EGR under a predetermined operating condition, wherein an exhaust valve corresponding to each of the pair of exhaust side ports is opened during an exhaust stroke A variable valve mechanism that opens and closes, an exhaust control valve that opens and closes the exhaust delivery passage, and an exhaust control valve drive means that drives the exhaust control valve to open and close, and under the predetermined operating conditions, the variable valve mechanism Further, both the exhaust valves are opened during the valve opening period spanning the intake stroke and the compression stroke of each cylinder, and the exhaust control valve is closed by the exhaust control valve driving means. Characterized in that to perform the introduction of other cylinders EGR gas from the exhaust side port to respective cylinders.

また、請求項２の発明に係る多気筒内燃機関は、請求項１に記載の多気筒内燃機関において、前記排気制御弁がロータリバルブであることを特徴とする。   A multi-cylinder internal combustion engine according to claim 2 is the multi-cylinder internal combustion engine according to claim 1, wherein the exhaust control valve is a rotary valve.

また、請求項３の発明に係る多気筒内燃機関は、請求項１または請求項２に記載の多気筒内燃機関において、前記排気制御弁がシリンダヘッドに内設されたことを特徴とする。
また、請求項４の発明に係る多気筒内燃機関は、請求項１〜請求項３に記載の多気筒内燃機関において、前記可変動弁機構と前記排気制御弁駆動手段とが連結され、当該可変動弁機構の作動に伴って当該排気制御弁が作動することを特徴とする。
A multi-cylinder internal combustion engine according to claim 3 is the multi-cylinder internal combustion engine according to claim 1 or 2, wherein the exhaust control valve is provided in a cylinder head.
A multi-cylinder internal combustion engine according to a fourth aspect of the present invention is the multi-cylinder internal combustion engine according to any one of the first to third aspects, wherein the variable valve mechanism and the exhaust control valve driving means are connected to each other. The exhaust control valve operates in accordance with the operation of the variable valve mechanism.

請求項１の多気筒内燃機関によれば、排気制御弁が排気送出通路を閉鎖することによって排気集合通路がＥＧＲ通路として機能するため、簡易かつコンパクトな構成で他気筒ＥＧＲが実現される。また、請求項２の多気筒内燃機関によれば、内燃機関の高速回転領域においても排気送出通路の開閉を円滑に行えるとともに、排気制御弁の耐久性や駆動制御性等も向上する。また、請求項３の多気筒内燃機関によれば、排気装置がコンパクトになるとともに、エンジン冷却水による冷却を行うことで排気制御弁の熱疲労等が発生し難くなる。   According to the multi-cylinder internal combustion engine of the first aspect, the exhaust control valve closes the exhaust delivery passage so that the exhaust collecting passage functions as an EGR passage. Therefore, the other cylinder EGR is realized with a simple and compact configuration. According to the multi-cylinder internal combustion engine of claim 2, the exhaust delivery passage can be smoothly opened and closed even in the high-speed rotation region of the internal combustion engine, and the durability and drive controllability of the exhaust control valve are improved. According to the multi-cylinder internal combustion engine of the third aspect, the exhaust device becomes compact, and the exhaust control valve is less likely to be thermally fatigued by cooling with the engine coolant.

以下、図面を参照して、本発明を適用した多気筒内燃機関の一実施形態を詳細に説明する。
図１は実施形態に係るエンジンシステムの模式的構成図であり、図２は実施形態に係るエンジンのシリンダヘッドを示す概略構成図であり、図３はＳＩモードにおける吸排気バルブリフトを示すチャートであり、図４はＨＣＣＩモードにおける吸排気バルブリフトおよび排気制御弁の開閉状態を示すチャートである。 Hereinafter, an embodiment of a multi-cylinder internal combustion engine to which the present invention is applied will be described in detail with reference to the drawings.
FIG. 1 is a schematic configuration diagram of an engine system according to the embodiment, FIG. 2 is a schematic configuration diagram showing a cylinder head of the engine according to the embodiment, and FIG. 3 is a chart showing intake and exhaust valve lifts in SI mode. FIG. 4 is a chart showing the open / close state of the intake / exhaust valve lift and the exhaust control valve in the HCCI mode.

＜実施形態の構成＞
図１に示すエンジンシステムは、直列４気筒内燃機関（以下、エンジンと記す）１を中核に、エアクリーナ２やサージタンク３、吸気マニホールド４等からなる吸気系と、排気管６やキャタライザ７、マフラー８等からなる排気系と、各種制御プログラムや運転情報に基づきエンジン制御を行うＥＣＵ（エンジン制御ユニット）９とを備えている。 <Configuration of Embodiment>
The engine system shown in FIG. 1 has an in-line four-cylinder internal combustion engine (hereinafter referred to as an engine) 1 as a core, an intake system including an air cleaner 2, a surge tank 3, an intake manifold 4, and the like, an exhaust pipe 6, a catalyzer 7, and a muffler. And an ECU (engine control unit) 9 that performs engine control based on various control programs and operation information.

エンジン１のシリンダヘッド１０には、各気筒ごとに、吸気ポート１１や、一対の排気ポート１２，１３、筒内噴射用燃料噴射弁１４、点火プラグ１５、可変動弁機構（図示せず）等が設けられている。また、吸気マニホールド４には、各気筒ごとに、吸気管噴射用燃料噴射弁１６が設けられている。   The cylinder head 10 of the engine 1 includes an intake port 11, a pair of exhaust ports 12 and 13, a fuel injection valve 14 for in-cylinder injection, a spark plug 15, a variable valve mechanism (not shown), etc. for each cylinder. Is provided. The intake manifold 4 is provided with an intake pipe injection fuel injection valve 16 for each cylinder.

図２に示すように、シリンダヘッド１０には、各気筒の排気ポート１２，１３からの排気を集合させる排気集合通路２１と、排気集合通路２１により集合された排気を排気管６側に送出する排気送出通路２２が形成されるとともに、アイドラギヤ２３やドリブンギヤ２４、油圧クラッチ機構２５を介して、排気側カムシャフト２６のドライブギヤ２７に駆動される排気制御弁２８が内装されている。排気制御弁２８は、球状の弁体２９を回転自在に支持してなるロータリバルブであり、弁体２９の回転によって排気送出通路２２の連通／遮断を行う。なお、本実施形態では、油圧クラッチ機構２５が切断されると、排気制御弁２８は、排気送出通路２２を連通させた状態で固定される。また、シリンダヘッド１０には、排気制御弁２８の弁体２９を冷却するための冷却水通路３０が形成されている。   As shown in FIG. 2, to the cylinder head 10, an exhaust collecting passage 21 for collecting exhaust from the exhaust ports 12 and 13 of each cylinder, and exhaust collected by the exhaust collecting passage 21 are sent to the exhaust pipe 6 side. An exhaust delivery passage 22 is formed, and an exhaust control valve 28 that is driven by a drive gear 27 of the exhaust camshaft 26 via an idler gear 23, a driven gear 24, and a hydraulic clutch mechanism 25 is provided. The exhaust control valve 28 is a rotary valve that rotatably supports a spherical valve body 29, and communicates / blocks the exhaust delivery passage 22 by the rotation of the valve body 29. In the present embodiment, when the hydraulic clutch mechanism 25 is disconnected, the exhaust control valve 28 is fixed in a state where the exhaust delivery passage 22 is in communication. The cylinder head 10 is formed with a cooling water passage 30 for cooling the valve body 29 of the exhaust control valve 28.

≪実施形態の作用≫
エンジン１が起動すると、ＥＣＵ９は、各種センサから入力した運転情報に基づき、例えば、アイドル運転領域や高負荷運転領域ではＳＩモードでエンジンシステムを運転制御し、中低負荷運転領域ではＨＣＣＩモードでエンジンシステムを運転制御する。 << Operation of Embodiment >>
When the engine 1 is activated, the ECU 9 controls the operation of the engine system in the SI mode in the idle operation region and the high load operation region, and the engine in the HCCI mode in the medium and low load operation region based on the operation information input from various sensors. Control the operation of the system.

ＳＩモードの場合、ＥＣＵ９は、可変動弁機構をＳＩモードに切り換えて駆動するとともに、油圧クラッチ機構２５を切断して排気送出通路２２を連通させる。これにより、図３に示すように、吸気バルブと排気バルブとが若干のオーバラップをもって開閉駆動される一方、各排気ポート１２，１３から排出された排気ガスが抵抗なく排気管６に排出されることになり、出力や燃費の向上が実現される。   In the SI mode, the ECU 9 switches the variable valve mechanism to the SI mode and drives it, and disconnects the hydraulic clutch mechanism 25 to cause the exhaust delivery passage 22 to communicate. As a result, as shown in FIG. 3, the intake valve and the exhaust valve are opened and closed with a slight overlap, while the exhaust gas discharged from the exhaust ports 12 and 13 is discharged to the exhaust pipe 6 without resistance. As a result, output and fuel efficiency can be improved.

一方、ＨＣＣＩモードの場合、ＥＣＵ９は、可変動弁機構をＨＣＣＩモードに切り換えて駆動するとともに、油圧クラッチ機構２５を接続することによって排気制御弁２８を作動させる。これにより、図４に示すように、吸気バルブは吸気行程におけるそのリフト量が減少し、排気バルブは排気行程の前半における第１開弁期と吸気行程と圧縮行程とをまたぐ第２開弁期とで比較的少ないリフト量をもって２回開弁する。また、排気制御弁２８は、各行程の終期から次行程の前期にかけて毎回閉弁する。これにより、排気行程と吸気行程とが互いにラップする気筒（直列４気筒の場合には、第１気筒−第４気筒、第２気筒−第３気筒）の下死点前後において排気集合通路２１がＥＧＲチャンバとして機能し、吸気行程にある気筒では、吸気ポート１１からの新気の導入と排気ポート１２，１３からの他気筒ＥＧＲガスの導入とが行われ、中低負荷運転領域における燃焼効率の向上や有害排出ガス成分の削減が実現される。   On the other hand, in the HCCI mode, the ECU 9 drives the variable valve mechanism by switching to the HCCI mode and operates the exhaust control valve 28 by connecting the hydraulic clutch mechanism 25. As a result, as shown in FIG. 4, the lift amount of the intake valve in the intake stroke is reduced, and the exhaust valve is in the first valve-opening phase, the intake stroke and the compression stroke in the first half of the exhaust stroke. And open twice with a relatively small lift. The exhaust control valve 28 is closed every time from the end of each stroke to the previous half of the next stroke. As a result, the exhaust collecting passage 21 is formed before and after the bottom dead center of the cylinder in which the exhaust stroke and the intake stroke lap each other (in the case of in-line four cylinders, the first cylinder-fourth cylinder, the second cylinder-third cylinder). In the cylinder that functions as an EGR chamber and is in the intake stroke, fresh air is introduced from the intake port 11 and other cylinder EGR gas is introduced from the exhaust ports 12 and 13, and the combustion efficiency in the medium and low load operation region is improved. Improvement and reduction of harmful exhaust gas components are realized.

以上で具体的実施形態の説明を終えるが、本発明は上記実施形態に限定されることなく幅広く変形実施することができる。例えば、上記実施形態はＳＩモードとＨＣＣＩモードとで運転を行う直列４気筒内燃機関に本発明を適用したものであるが、本発明は、ＳＩモードのみで運転を行う多気筒内燃機関や、３気筒内燃機関や５気筒以上の気筒を有する多気筒内燃機関等にも適用できる。また、上記実施形態では、排気制御弁としてロータリバルブを用いたが、電動式のバタフライバルブや電磁式のスライドバルブ等、他形式のバルブを用いてもよい。また、上記実施形態では、一対の排気バルブを同一のバルブタイミングで駆動するようにしたが、一方をＥＧＲ専用バルブとして他気筒ＥＧＲ時にのみ駆動するようにしてもよい。また、上記実施形態では、排気集合通路と排気送出通路とをシリンダヘッドに形成し、排気制御弁をシリンダヘッドに内装するようにしたが、これらを排気装置としてシリンダヘッドの側面に取り付けたり、排気制御弁をシリンダブロックに内装するようにしてもよい。その他、エンジンシステムや排気装置の具体的構成等についても、本発明の趣旨を逸脱しない範囲で適宜変更可能である。   Although the description of the specific embodiment is finished as described above, the present invention is not limited to the above embodiment and can be widely modified. For example, in the above-described embodiment, the present invention is applied to an in-line four-cylinder internal combustion engine that operates in the SI mode and the HCCI mode. The present invention can also be applied to a cylinder internal combustion engine, a multi-cylinder internal combustion engine having five or more cylinders, and the like. In the above embodiment, the rotary valve is used as the exhaust control valve. However, other types of valves such as an electric butterfly valve and an electromagnetic slide valve may be used. In the above embodiment, the pair of exhaust valves are driven at the same valve timing. However, one of the exhaust valves may be driven only at the time of other cylinders EGR as an EGR dedicated valve. In the above embodiment, the exhaust collecting passage and the exhaust delivery passage are formed in the cylinder head, and the exhaust control valve is built in the cylinder head. The control valve may be built in the cylinder block. In addition, the specific configuration of the engine system and the exhaust device can be changed as appropriate without departing from the spirit of the present invention.

実施形態に係るエンジンシステムの模式的構成図である。It is a typical lineblock diagram of the engine system concerning an embodiment. 実施形態に係るエンジンのシリンダヘッドを示す概略構成図である。It is a schematic structure figure showing a cylinder head of an engine concerning an embodiment. ＳＩモードにおける吸排気バルブリフトを示すチャートである。It is a chart which shows the intake / exhaust valve lift in SI mode. ＨＣＣＩモードにおける吸排気バルブリフトおよび排気制御弁の開閉状態を示すチャートである。It is a chart which shows the open / close state of the intake / exhaust valve lift and the exhaust control valve in the HCCI mode.

符号の説明Explanation of symbols

１ エンジン（多気筒内燃機関）
６ 排気管
１０ シリンダヘッド
１２，１３ 排気ポート（排気側ポート）
２１ 排気集合通路
２２ 排気送出通路
２３ アイドラギヤ（排気制御弁駆動手段）
２５ 油圧クラッチ機構（排気制御弁駆動手段）
２６ 排気側カムシャフト（排気制御弁駆動手段）
２８ 排気制御弁 1 engine (multi-cylinder internal combustion engine)
6 Exhaust pipe 10 Cylinder head 12, 13 Exhaust port (exhaust side port)
21 Exhaust collecting passage 22 Exhaust delivery passage 23 Idler gear (exhaust control valve drive means)
25 Hydraulic clutch mechanism (exhaust control valve drive means)
26 Exhaust side camshaft (exhaust control valve drive means)
28 Exhaust control valve

Claims (4)

各気筒にそれぞれ一対ずつ設けられた排気側ポートからの排気を集合させる排気集合通路と、当該排気集合通路により集合された排気を排気管側に送出する排気送出通路とを有し、所定の運転条件下で他気筒ＥＧＲを行う多気筒内燃機関であって、
排気行程の間に前記一対の排気側ポートのそれぞれに対応する排気バルブを開弁させる可変動弁機構と、
前記排気送出通路を開閉する排気制御弁と、
前記排気制御弁を開閉駆動する排気制御弁駆動手段と
を備え、
前記所定の運転条件下においては、前記可変動弁機構によって更に前記両排気バルブを前記各気筒の吸気行程と圧縮行程とをまたぐ開弁期でも開弁させるとともに、前記排気制御弁駆動手段によって前記排気制御弁を閉弁させることにより、当該各気筒へ前記排気側ポートからの他気筒ＥＧＲガスの導入を行わせることを特徴とする多気筒内燃機関。 Each cylinder has an exhaust collecting passage for collecting exhaust from a pair of exhaust ports, and an exhaust delivery passage for sending the exhaust collected by the exhaust collecting passage to the exhaust pipe side. A multi-cylinder internal combustion engine that performs other cylinder EGR under conditions,
A variable valve mechanism that opens an exhaust valve corresponding to each of the pair of exhaust ports during an exhaust stroke;
An exhaust control valve for opening and closing the exhaust delivery passage;
An exhaust control valve driving means for opening and closing the exhaust control valve ; and
Under the predetermined operating conditions, the variable valve mechanism further opens both the exhaust valves even during the valve opening period spanning the intake stroke and the compression stroke of each cylinder, and the exhaust control valve drive means A multi-cylinder internal combustion engine characterized by causing the other cylinder EGR gas to be introduced from the exhaust side port into each cylinder by closing the exhaust control valve . 前記排気制御弁がロータリバルブであることを特徴とする、請求項１に記載の多気筒内燃機関。   The multi-cylinder internal combustion engine according to claim 1, wherein the exhaust control valve is a rotary valve. 前記排気制御弁がシリンダヘッドに内設されたことを特徴とする、請求項１または請求項２に記載の多気筒内燃機関。   The multi-cylinder internal combustion engine according to claim 1 or 2, wherein the exhaust control valve is installed in a cylinder head. 前記可変動弁機構と前記排気制御弁駆動手段とが連結され、当該可変動弁機構の作動に伴って当該排気制御弁が作動することを特徴とする、請求項１〜請求項３のいずれか１項に記載の多気筒内燃機関。   4. The variable valve mechanism and the exhaust control valve driving means are connected to each other, and the exhaust control valve is operated in accordance with the operation of the variable valve mechanism. The multi-cylinder internal combustion engine according to claim 1.
JP2005361290A 2005-12-15 2005-12-15 Multi-cylinder internal combustion engine Expired - Fee Related JP4757009B2 (en)

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JPH09151803A (en) * 1995-12-01 1997-06-10 Nissan Diesel Motor Co Ltd Exhaust reflux device
US6868824B2 (en) * 2000-03-31 2005-03-22 Diesel Engine Retarders, Inc. System and method of gas recirculation in an internal combustion engine
JP3783765B2 (en) * 2000-07-18 2006-06-07 三菱ふそうトラック・バス株式会社 EGR device for turbocharged engine
US6478009B1 (en) * 2001-05-04 2002-11-12 Avl List Gmbh Multicylinder internal combustion engine with an engine braking system
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