JPH01244155A - Exhaust gas reflux device for engine - Google Patents
Exhaust gas reflux device for engineInfo
- Publication number
- JPH01244155A JPH01244155A JP63071240A JP7124088A JPH01244155A JP H01244155 A JPH01244155 A JP H01244155A JP 63071240 A JP63071240 A JP 63071240A JP 7124088 A JP7124088 A JP 7124088A JP H01244155 A JPH01244155 A JP H01244155A
- Authority
- JP
- Japan
- Prior art keywords
- exhaust
- intake
- port
- valve
- exhaust gas
- 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.)
- Pending
Links
- 238000010992 reflux Methods 0.000 title abstract description 9
- 238000002485 combustion reaction Methods 0.000 claims abstract description 13
- 230000005389 magnetism Effects 0.000 claims 1
- 239000004215 Carbon black (E152) Substances 0.000 abstract 1
- 229930195733 hydrocarbon Natural products 0.000 abstract 1
- 150000002430 hydrocarbons Chemical class 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 8
- 230000003134 recirculating effect Effects 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
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- Exhaust-Gas Circulating Devices (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、排気ガスの一部を吸気系に還流するエンジン
の排気ガス還流装置に関するものである（従来の技術）
一般に排気還流ＥＧＲを行うとエンジンの運転性能が低
下する。そのため、排気ガス還流装置であっても所定の
運転状態たとえばエンジン温度が所定値より低い場合や
エンジン負荷が所定値より大きい場合などにはＥＧＲを
停止することによりエンジンの運転性、始動性等の向上
を図るものがある。（特開昭５５−１１９９４５号公報
参照）（発明が解決しようとする課題）
しかしながら、従来の排気ガス還流装置では、運転状態
に応じてＥＧＲを切り換えていたが排気行程におけるど
のタイミングで排出する排気ガスをＥＧＲさせるかは着
目されていなかった。Detailed Description of the Invention (Industrial Application Field) The present invention relates to an exhaust gas recirculation device for an engine that recirculates a portion of exhaust gas to an intake system (prior art) Generally, exhaust gas recirculation EGR is performed. and the engine performance deteriorates. Therefore, even with an exhaust gas recirculation system, engine drivability, startability, etc. can be improved by stopping EGR under certain operating conditions, such as when the engine temperature is lower than a specified value or when the engine load is greater than a specified value. There are things that can be improved. (Refer to Japanese Unexamined Patent Publication No. 55-119945) (Problems to be Solved by the Invention) However, in the conventional exhaust gas recirculation device, EGR was switched depending on the operating condition, but at what timing in the exhaust stroke should the exhaust gas be discharged? There was no focus on whether to use EGR for gas.
一般に排気ガス中のＨＣ濃度はエンジンの排気行程にお
ける初期と後期に特に高い山を示すという排出パターン
を形成している。In general, the HC concentration in exhaust gas forms an emission pattern with particularly high peaks at the early and late stages of the engine's exhaust stroke.
本発明は、排気ガス中のＨＣ濃度が特に高いエンジンの
排気行程の後期にのみＥＧＲを行わせることにより、少
量のＥＧＲ量で排気ガス中のＨＣの排出を効果的に低減
するようにしたエンジンの排気ガス還流装置を提供する
ことを目的としている。The present invention provides an engine that effectively reduces HC emissions in the exhaust gas with a small amount of EGR by performing EGR only in the latter half of the exhaust stroke of an engine where the HC concentration in the exhaust gas is particularly high. The purpose is to provide an exhaust gas recirculation device.
（課題を解決するための手段）
上記目的を達成するために、本発明のエンジンの排気ガ
ス還流装置においては、１つの燃焼室に主排気ポート及
び還流用排気ポートを開口し、上記主排気ポートに連通
して排気ガスを導出する主排気通路を設けるとともに、
一端が上記還流用排気ポートに連通し他端が吸気通路あ
るいは燃焼室に連通ずる排気ガス還流通路を設け、上記
還流用排気ポートの開口時期を排気行程後期付近のみに
設定したものである。(Means for Solving the Problems) In order to achieve the above object, in the exhaust gas recirculation device for an engine of the present invention, a main exhaust port and a recirculation exhaust port are opened in one combustion chamber, and the main exhaust port In addition to providing a main exhaust passage that communicates with the exhaust gas and brings out the exhaust gas,
An exhaust gas recirculation passage is provided, one end of which communicates with the recirculation exhaust port and the other end of which communicates with the intake passage or the combustion chamber, and the opening timing of the recirculation exhaust port is set only near the latter half of the exhaust stroke.
（作用）
排気ガス中のＨＣの排出量が特に高い排気行程の後期付
近のみに、還流用排気ポートの開口時期を設定してＥＧ
Ｒを行わせ、その排気ガスを再燃焼してＨＣ排出量の低
減及びＮＯｘの低減を図る（実施例）
第１図及び第２図に基づいて本発明の第１実施例を説明
する。(Function) The opening timing of the recirculation exhaust port is set only near the latter half of the exhaust stroke when the amount of HC in the exhaust gas is particularly high.
A first embodiment of the present invention will be described based on FIG. 1 and FIG. 2.
（１）は４気筒エンジンで、各気筒（＃１，２．３．４
）の燃焼室（２）に吸気ポート（３）及び主排気ポート
（４）が開口し、また該燃焼室（２）には排出側の還流
用排気ポート（５）と吸入側の還流用排気ポート（６）
とを開口している。(1) is a 4-cylinder engine, each cylinder (#1, 2.3.4
), an intake port (3) and a main exhaust port (4) open into the combustion chamber (2), and an exhaust port (5) for recirculation on the discharge side and a recirculation exhaust port (5) on the intake side in the combustion chamber (2). Port (6)
and is open.
（７）は吸気通路で、スロットルバルブ（８）の下流に
サージタンク（９）を設け、これより各気筒の吸気ポー
） （３）にそれぞれ枝通路（７ａ）を接続している
。Ｑ（Ｄは主排気通路で、各気筒の主排気ポート（４）
にそれぞれ枝通路（１０ａ）を接続している。Reference numeral (7) denotes an intake passage, and a surge tank (9) is provided downstream of the throttle valve (8), from which branch passages (7a) are connected to the intake port (3) of each cylinder. Q (D is the main exhaust passage, the main exhaust port (4) of each cylinder
A branch passage (10a) is connected to each.
（１０は排気ガス還流通路で、各気筒の排出側の還流用
排気ポート（５）にそれぞれ枝通路（ｌｌａ）を接続し
、吸入側の還流用排気ポート（６）にそれぞれ枝通路（
ｌｌｂ）を接続し、中間部にチャンバー０２１を設けて
いる。そして、各枝通路（ｌｌｂ）にはコントロールバ
ルブ面をそれぞれ設け、これらはコントロールパルプア
クチエエータα４により開閉される。また、該アクチエ
エータ０４）はＣＰＵＧ５）により所定の運転状態に応
じて作動される。(10 is an exhaust gas recirculation passage, a branch passage (lla) is connected to the recirculation exhaust port (5) on the discharge side of each cylinder, and a branch passage (lla) is connected to the recirculation exhaust port (6) on the suction side, respectively.
llb) is connected, and a chamber 021 is provided in the middle part. Each branch passageway (llb) is provided with a control valve surface, which is opened and closed by a control pulp actuator α4. Further, the actuator 04) is operated by the CPUG 5) according to a predetermined operating state.
また、上記吸気ポート（３）には吸気弁（３ａ）が主排
気ポート（４）には主排気弁（４ａ）が、排出側の還流
用排気ポート（５）には排出側ＥＧＲ弁（５ａ）が、吸
入側の還流用排気ポート（６）には吸入側ＥＧＲ弁（６
ａ）がそれぞれ設けられている。Further, the intake port (3) has an intake valve (3a), the main exhaust port (4) has a main exhaust valve (4a), and the exhaust side recirculation exhaust port (5) has an exhaust side EGR valve (5a). ), but the intake side EGR valve (6) is connected to the intake side recirculation exhaust port (6).
a) are provided respectively.
そして、各気筒の吸排気弁（３ａ） 、 （４ａ）及び
排気ＥＧＲ弁（５ａ） 、 （６ａ）は、第２図に示す
バルブタイミングで作動する。すなわち、各気筒（＃１
，２．３゜４）の吸排気行程の作動順序は＃１，３．４
．２の順で作動し、それぞれについて、排気行程の後期
付近である主排気弁（４ａ）のリフトの山形曲線の山裾
部分で排出側ＥＧＲ弁（５ａ）が開弁する。この時燃焼
室（２）からの還流排気ガスは排気ガス還流通路ＯＤを
通すチャンバー（１２１に一旦入り、これより該通路θ
０を通って吸入側ＥＣ，Ｒ弁（６ａ）が開弁した吸入側
の還流用排気ポート（５）より燃焼室に還流される、上
記チャンバー（１２＋内に負圧を発生させるなどの圧力
変化により還流排気ガスはタイミングよく還流する。ま
たチャンバー０２１の容積をかえることによりＥＧＲ量
がコントロールされる。The intake and exhaust valves (3a), (4a) and exhaust EGR valves (5a), (6a) of each cylinder operate at the valve timing shown in FIG. In other words, each cylinder (#1
, 2.3゜4) The operation order of the intake and exhaust strokes is #1, 3.4
．． In each case, the exhaust side EGR valve (5a) opens at the foot of the chevron curve of the lift of the main exhaust valve (4a) near the latter half of the exhaust stroke. At this time, the recirculated exhaust gas from the combustion chamber (2) once enters the chamber (121) passing through the exhaust gas recirculation passage OD, and from there, the recirculated exhaust gas passes through the exhaust gas recirculation passage OD.
Pressure changes such as generating negative pressure in the chamber (12+) are recirculated to the combustion chamber from the recirculation exhaust port (5) on the suction side through which the suction side EC, R valve (6a) is opened. Therefore, the recirculated exhaust gas is recirculated in a timely manner.Also, by changing the volume of the chamber 021, the amount of EGR is controlled.
つまり、吸入側ＥＧＲ弁（６ａ）のタイミングを排出側
ＥＧＲ弁（５ａ）よりも長くし、かつ排出側ＥＧＲ弁（
５ａ）の開弁期間をＨＣ排出量の大きい排気行程後期付
近とし、吸入側ＥＧＲ弁（６ａ）の開弁期間を吸気行程
前期付近となるように調時することにより、ＨＣ濃度の
高い排気ガスを選択的に還流し、少量のＥＧＲ量で効果
的にＩ（Ｃ排出量を低減し、同時にＮＯｘも低減出来る
。In other words, the timing of the intake side EGR valve (6a) is made longer than that of the exhaust side EGR valve (5a), and the timing of the exhaust side EGR valve (
By timing the valve opening period of 5a) to be near the latter half of the exhaust stroke, where HC emissions are large, and the opening period of the intake side EGR valve (6a) to be near the first half of the intake stroke, exhaust gas with a high HC concentration can be reduced. By selectively refluxing the fuel, it is possible to effectively reduce I(C emissions) and NOx at the same time with a small amount of EGR.
また、燃焼性の悪いアイドリング時や高出力を必要とす
る高回転高負荷時には、ＣＰＵＧ５）の指令によりアク
チュエータＱ４１を作動させてコントロールパルプ０り
を閉止して、ＥＧＲを停止する。Furthermore, during idling with poor combustibility or at high speeds and high loads that require high output, the actuator Q41 is operated in response to a command from the CPUG5) to close the control pulp 0 and stop EGR.
第３図乃至第５図に基づいて本発明の第２の実施例を説
明する。A second embodiment of the present invention will be described based on FIGS. 3 to 5.
４気筒エンジンの各気筒（＃１．２．３．４）の燃焼室
（２１）にはそれぞれ２個の吸気ポート（２２） 、
（２２） 、主排気ポート（２３）及び還流用排気ポー
ト（以下ＥＧＲポートと称す） （２４）が開口し、そ
れぞれに吸気弁（２２ａ） 、 （２２ａ） 、主排気
弁（２３ａ）及びＥＧＲ弁（２４ａ）が設けられている
。The combustion chamber (21) of each cylinder (#1.2.3.4) of the 4-cylinder engine has two intake ports (22),
(22), the main exhaust port (23), and the recirculation exhaust port (hereinafter referred to as the EGR port) (24) are opened, and the intake valves (22a), (22a), the main exhaust valve (23a), and the EGR valve are opened, respectively. (24a) is provided.
（２５）は吸気通路で、スロットルバルブ（２６）の下
流にサージタンク（２７）を設け、これより各気筒の吸
気ポー） （２２） 、 （２２）にそれぞれ枝通路（
２５ａ）を接続している。（２８）は主排気通路で、各
気筒の主排気ポート（２３）にそれぞれ枝通路（２８ａ
）を接続している。(25) is an intake passage, and a surge tank (27) is installed downstream of the throttle valve (26), and from this a surge tank (27) is connected to each cylinder's intake port (22) and (22), respectively.
25a) is connected. (28) is a main exhaust passage, and each branch passage (28a) is connected to the main exhaust port (23) of each cylinder.
) are connected.
排気ガス還流通路（以下ＥＧＲ通路と称す）（２９）は
気筒（＃１）のＥＧＲポート（２４）と気筒（＃２）の
吸気ポー） （２２）とを接続し、ＥＧＲ通路（３０）
は気筒（＃３）のＥＧＲポート（２４）と気筒（＃１）
の吸気ポート（２２）とを接続し、ＥＧＲ通路（３１）
は気筒（＃４）のＥＧＲポート（２４）と気筒（＃３）
の吸気ポー１− （２２）とを接続し、ＥＧＲ通路（３
２）は気筒（＃２）のＥＧＲポート（２４）と気筒（＃
４）の吸気ポート（２２）とを接続している。また上記
ＥＧＲ通路（２９） 、 （３０） 、 （３１） 、
（３２）にはそれぞれシャッターバルブ（３３）が設
けられアクチュエータ（３４）により開閉され、該アク
チュエータはＣＰＵ（３５）により所定の運転状態に応
じて作動される。The exhaust gas recirculation passage (hereinafter referred to as the EGR passage) (29) connects the EGR port (24) of the cylinder (#1) and the intake port (22) of the cylinder (#2), and the EGR passage (30)
is the EGR port (24) of cylinder (#3) and cylinder (#1)
Connect the intake port (22) to the EGR passage (31).
is the EGR port (24) of cylinder (#4) and cylinder (#3)
Connect the intake port 1- (22) of the EGR passage (3
2) is the EGR port (24) of the cylinder (#2) and the cylinder (#2).
4) is connected to the intake port (22). In addition, the above EGR passages (29), (30), (31),
(32) are each provided with a shutter valve (33), which is opened and closed by an actuator (34), which is operated by a CPU (35) according to a predetermined operating state.
そして、各気筒の吸排気弁（２２ａ） 、 （２３ａ）
及びＥＧＲ弁（２４ａ）は第４図に示すバルブタイミン
グで作動する。すなわち、各気筒（＃１．２．３．４）
の吸排気行程の作動順序は＃ｌ、３，４．２の順で作動
し、それぞれについて、排気行程の後期付近である主排
気弁（２３ａ）のリフトの山形曲線の山裾部分でＥＧＲ
弁（２４ａ）が開弁するようになっており、ＥＧＲ弁（
２４ａ）の弁開閉タイミングは第５図に示される。And intake and exhaust valves (22a) and (23a) for each cylinder.
The EGR valve (24a) operates at the valve timing shown in FIG. That is, each cylinder (#1.2.3.4)
The operation order of the intake and exhaust strokes is #1, 3, and 4.2, and for each, EGR is activated at the foot of the chevron curve of the lift of the main exhaust valve (23a) near the latter half of the exhaust stroke.
The valve (24a) is designed to open, and the EGR valve (
The valve opening/closing timing of 24a) is shown in FIG.
ここで、第４図において例えば気筒（＃３）の主排気弁
（２３ａ）の開弁時期と気筒（＃１）の吸気弁（２２ａ
）の開弁時期とが略一致するところから排気行程の後期
付近でＥＧＲ弁（２４ａ）が開弁すると矢印（３１）の
ように還流排気ガスは気筒（＃３）から気筒（＃１）に
流入する。すなわち、この還流排気ガスは第３図のＥＧ
Ｒ通路（３１）を通ることになる。同様にして他のＥＧ
Ｒについて第４図の各矢印にこれと一致する第３図のＥ
ＧＲ通路の符号を付記して、各バルブタイミングとＥＧ
Ｒ通路との関係が明らかとなる。Here, in FIG. 4, for example, the opening timing of the main exhaust valve (23a) of the cylinder (#3) and the intake valve (22a) of the cylinder (#1) are shown.
), so when the EGR valve (24a) opens near the latter half of the exhaust stroke, the recirculated exhaust gas flows from the cylinder (#3) to the cylinder (#1) as shown by the arrow (31). Inflow. In other words, this recirculated exhaust gas is EG in Figure 3.
It will pass through R passage (31). Similarly, other EG
Regarding R, each arrow in Figure 4 corresponds to E in Figure 3.
Add the code of the GR passage, and check each valve timing and EG.
The relationship with the R passage becomes clear.
つまり、２つの気筒の吸排気行程の重なりを利用してＨ
Ｃ排出量の大きい排気行程後期付近に一方の気筒のＥＧ
Ｒ弁（２４）を開弁じ、その排気ガスをＥＧＲ通路を介
して他方の気筒内に排気ガス還流させることにより少量
のＥＧＲ量で効果的にＨＣ排出量を低減するとともにＮ
Ｏｘ低減を図るものである。また、アイドリング時や、
高回転高負荷時には運転性を向上するためシャッターパ
ルプ（３３）を閉じてＥＧＲが停止される。In other words, by utilizing the overlap of the intake and exhaust strokes of the two cylinders,
EG of one cylinder near the latter half of the exhaust stroke where C emissions are large.
By opening the R valve (24) and recirculating the exhaust gas into the other cylinder through the EGR passage, HC emissions can be effectively reduced with a small amount of EGR, and N
This is intended to reduce Ox. Also, when idling,
At high speeds and high loads, the shutter pulp (33) is closed to stop EGR in order to improve driveability.
この実施例においては、排気行程と吸気行程とが重なる
気筒間をＥＧＲ通路で連通ずるため、排出された排気ガ
スが高温のまま即座に他の燃焼室に導入するため、その
熱により燃焼性を高めることができる。In this embodiment, the EGR passage communicates between the cylinders where the exhaust stroke and the intake stroke overlap, so that the exhausted exhaust gas is immediately introduced into other combustion chambers while maintaining high temperature, so the heat improves combustibility. can be increased.
第６図乃至第８図に基づいて本発明の第３実施例を説明
する。A third embodiment of the present invention will be described based on FIGS. 6 to 8.
４気筒エンジンの各気筒（＃１，２，３．４）の燃焼室
（４１）にはそれぞれ２個の吸気ポー） （４２） 、
（４２） 、主排気ポー） （４３）及び還流用排気
ポート（以下ＥＧＲポートと称す”） （４４）が開口
し、それぞれに吸気弁（４２ａ）、主排気弁（４３ａ）
及びＥＧＲ弁（４４ａ）が設けられている。The combustion chamber (41) of each cylinder (#1, 2, 3.4) of a 4-cylinder engine has two intake ports (42),
(42), main exhaust port) (43) and recirculation exhaust port (hereinafter referred to as EGR port) (44) are opened, and the intake valve (42a) and main exhaust valve (43a) are opened, respectively.
and an EGR valve (44a).
（４５）は吸気通路で、スロットルバルブ（４６）の下
流にサージタンク（４７）を設け、これより各気筒の吸
気ポート（４２） 、 （４２）にそれぞれ枝通路（４
５ａ）を接続している。（４８）は主排気通路で、各気
筒の主排気ポー） （４３）にそれぞれ枝通路（４８ａ
）を接続している。(45) is an intake passage, a surge tank (47) is provided downstream of the throttle valve (46), and from this a surge tank (47) is connected to each cylinder's intake port (42), (42), respectively.
5a) is connected. (48) is the main exhaust passage, and (43) is the main exhaust port of each cylinder.
) are connected.
各気筒のＥＧＲボー） （４４）からそれぞれ排気ガス
還流通路（以下ＥＧＲ通路と称す） （４９）が排気ガ
スタンク（５０）に接続し、該排気ガスタンク（５０）
からＥＧＲ通路（５１）がサージタンク（４７）に接続
し、またＥＧＲ通路（５２）が主排気通路（４８）に接
続している。ＥＧＲ通路（５１） 、 （５２）にはそ
れぞれ切換弁（５３） 、 （５４） 、が設けられＣ
Ｐ Ｕ （５５）の指令でアクチュエータ（５６）が切
換弁（５３） 、 （５４）を開閉する。Exhaust gas recirculation passages (hereinafter referred to as EGR passages) (49) are connected to the exhaust gas tank (50) from the EGR bow (44) of each cylinder, respectively.
An EGR passage (51) is connected to the surge tank (47), and an EGR passage (52) is connected to the main exhaust passage (48). The EGR passages (51) and (52) are provided with switching valves (53) and (54), respectively.
An actuator (56) opens and closes the switching valves (53) and (54) in response to a command from P U (55).
ここで、各気筒におけるバルブタイミングを第７図によ
り説明する。主排気弁（４３ａ）は排気初期からＨＣ濃
度が増大する直前までの斜線の範囲だけ開き、ＥＧＲ弁
（４４ａ）は主排気弁（４３ａ）が閉じる頃から開き始
めＨＣ濃度が高い期間（クランク角で、排気ＴＯＰ前８
０°ＣＡ）で開となるように設定される。Here, the valve timing in each cylinder will be explained with reference to FIG. The main exhaust valve (43a) opens only in the diagonally shaded range from the beginning of exhaust to just before the HC concentration increases, and the EGR valve (44a) begins to open from around the time the main exhaust valve (43a) closes and during the period when the HC concentration is high (crank angle So, before the exhaust TOP 8
It is set to open at 0°CA).
また、第８図に示すように各気筒（＃１，２，３．４）
の吸排気行程の作動順序は＃１，２，３．４であり、バ
ルブタイミングは一方の気筒の排気時期と他方の気筒の
吸気時期とが重なることがわかる。Also, as shown in Figure 8, each cylinder (#1, 2, 3.4)
It can be seen that the operating order of the intake and exhaust strokes is #1, 2, 3.4, and the valve timing is such that the exhaust timing of one cylinder and the intake timing of the other cylinder overlap.
従って、例えば気筒＃３の排気行程において、燃焼した
ガスはまず第７図のバルブタイミングにより主排気弁（
４３ａ）が開いて排出し始める。続いてＨＣ濃度が高く
なり始める項生排気弁（４３ａ）が閉じて、略同時にＥ
ＧＲ弁（４４ａ）が開き始め、ＨＣ濃度の高いガスが導
出される。この時第８図において気筒（＃１）は吸気行
程であるため排気ガスタンク（５０）内は負圧となる。Therefore, for example, in the exhaust stroke of cylinder #3, the combusted gas is first transferred to the main exhaust valve (
43a) opens and begins to discharge. Subsequently, the exhaust valve (43a) closes as the HC concentration begins to rise, and almost at the same time, the E
The GR valve (44a) begins to open, and gas with a high HC concentration is led out. At this time, in FIG. 8, the cylinder (#1) is in the intake stroke, so the inside of the exhaust gas tank (50) becomes negative pressure.
従って導出された高濃度ＨＣ含有排気ガスはＥＧＲ通路
（４９） 、排気ガスタンク（５０） 、切換弁（５３
）が開のＥＧＲ通路（５１）、サージタンク（４７）
、枝通路（４５ａ）を通って気筒（＃１）へ流入する。Therefore, the derived exhaust gas containing high concentration HC is transferred to the EGR passage (49), the exhaust gas tank (50), and the switching valve (53).
) is open EGR passage (51), surge tank (47)
, flows into the cylinder (#1) through the branch passage (45a).
このＥＧＲ量は切換弁（５３）の開度により調整される
。またアイドルリング時、高回転、高負荷時等には切換
弁（５３）を閉、切換弁（５４）を開にし排気ガスは主
排気通路（４８）に排出される。This EGR amount is adjusted by the opening degree of the switching valve (53). Also, during idling, high rotation, high load, etc., the switching valve (53) is closed and the switching valve (54) is opened to discharge exhaust gas into the main exhaust passage (48).
よって、低負荷運転時には、上記に示した排気タイミン
グにより排気行程後期のＨＣ濃度の高い排気ガスの全て
はサージタンク（４７）に還流され再燃焼される。また
燃焼性が良（出力を重視される高負荷高回転時には、切
換弁（５４）を開きＥＧＲポート（４４）も排気ポート
として排気量を高めることができる。Therefore, during low-load operation, all of the exhaust gas with a high HC concentration in the latter half of the exhaust stroke is returned to the surge tank (47) and re-combusted due to the exhaust timing shown above. It also has good combustibility (at times of high load and high rotation when emphasis is placed on output), the switching valve (54) is opened and the EGR port (44) can also be used as an exhaust port to increase the displacement.
（発明の効果）
本発明はエンジンの排気行程後期のＨＣを多量に含んだ
排気ガスのみを還流して再燃焼することにより、少量の
排気ガスの還流量で効果的にＨＣの排出量を低減すると
ともに、ＮＯｘの低減をも図ったものである。(Effect of the invention) The present invention effectively reduces HC emissions with a small amount of exhaust gas recirculation by recirculating and reburning only the exhaust gas containing a large amount of HC in the latter half of the engine's exhaust stroke. At the same time, the aim is to reduce NOx.
第１図は本発明の第１実施例における多気筒エンジンの
概略構成図、第２図は同上のバルブタイミングの例を示
す説明図である。第３図は本発明の第２実施例における
多気筒エンジンの概略構成図、第４図は同上のバルブタ
イミングの例を示す説明図、第５図は同上のＥＧＲ弁の
弁開閉タイミングを示す説明図である。第６図は本発明
の第３実施例における多気筒エンジンの概略構成図、第
７図及び第８図はそれぞれ同上のバルブタイミングの例
を示す説明図である。
＃１．２，３．４・・気筒
２・・燃焼室
３・・吸気ボー） ３ａ・・吸気弁４・・主排
気ポート ４ａ・・主排気弁５・・排出側の還流用
排気ポート
５ａ・・排出側ＥＧＲ弁
６・・吸入側の還流用排気ポート
６ａ・・吸入側ＥＧＲ弁
７・・吸気通路 １０・・主排気通路１１・・
排気ガス還流通路
ｎ） ＼ＹFIG. 1 is a schematic diagram of a multi-cylinder engine according to a first embodiment of the present invention, and FIG. 2 is an explanatory diagram showing an example of valve timing. FIG. 3 is a schematic configuration diagram of a multi-cylinder engine according to a second embodiment of the present invention, FIG. 4 is an explanatory diagram showing an example of valve timing same as above, and FIG. 5 is an explanatory diagram showing valve opening/closing timing of the EGR valve same as above. It is a diagram. FIG. 6 is a schematic configuration diagram of a multi-cylinder engine according to a third embodiment of the present invention, and FIGS. 7 and 8 are explanatory diagrams showing examples of valve timing, respectively. #1.2, 3.4...Cylinder 2...Combustion chamber 3...Intake bow) 3a...Intake valve 4...Main exhaust port 4a...Main exhaust valve 5...Exhaust port for recirculation on the exhaust side 5a ...Exhaust side EGR valve 6...Suction side recirculation exhaust port 6a...Suction side EGR valve 7...Intake passage 10...Main exhaust passage 11...
Exhaust gas recirculation passage n) \Y
Claims (1)
口し、上記主排気ポートに連通して排気ガスを導出する
主排気通路を設けるとともに、一端が上記還流用排気ポ
ートに連通し他端が吸気通路あるいは燃焼室に連通する
排気ガス還流通路を設け、上記還流用排気ポートの開口
磁気を排気行程後期付近のみに設定したことを特徴とす
るエンジンの排気ガス還流装置。A main exhaust port and a recirculation exhaust port are opened in one combustion chamber, and a main exhaust passage is provided that communicates with the main exhaust port to lead out exhaust gas, and one end communicates with the recirculation exhaust port and the other end communicates with the recirculation exhaust port. An exhaust gas recirculation device for an engine, characterized in that an exhaust gas recirculation passage communicating with an intake passage or a combustion chamber is provided, and the opening magnetism of the recirculation exhaust port is set only near the latter half of the exhaust stroke.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63071240A JPH01244155A (en) | 1988-03-24 | 1988-03-24 | Exhaust gas reflux device for engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63071240A JPH01244155A (en) | 1988-03-24 | 1988-03-24 | Exhaust gas reflux device for engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH01244155A true JPH01244155A (en) | 1989-09-28 |
Family
ID=13454977
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63071240A Pending JPH01244155A (en) | 1988-03-24 | 1988-03-24 | Exhaust gas reflux device for engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH01244155A (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2374559A (en) * | 2001-04-20 | 2002-10-23 | Accentus Plc | Removal of nitrogen oxides from effluent gases |
| JP2003503626A (en) * | 1999-06-30 | 2003-01-28 | サーブ オートモービル アクティエボラーグ | Combustion engine with exhaust gas recirculation |
| FR2900203A1 (en) * | 2006-04-21 | 2007-10-26 | Peugeot Citroen Automobiles Sa | Intake gas distribution device for air supply system, has fresh air intake tube and re-circulated exhaust gas intake tube that are connected to cylinders by distributors with their branches, by valves respectively |
| JP2008527240A (en) * | 2005-01-14 | 2008-07-24 | ダイムラー・アクチェンゲゼルシャフト | Internal combustion engine having a gas pressure vessel arranged in a cylinder and method for operating the internal combustion engine |
| JP2010106856A (en) * | 2005-12-01 | 2010-05-13 | Man Diesel Filial Af Man Diesel Se Tyskland | Method for reduction of nox-emission at internal combustion engine and internal combustion engine appropriate for this method |
| JP2012052554A (en) * | 2011-12-12 | 2012-03-15 | Mitsubishi Heavy Ind Ltd | Intake device of engine with egr device and engine including the same |
| JP2013036367A (en) * | 2011-08-05 | 2013-02-21 | Mitsubishi Motors Corp | Internal combustion engine |
| JP2013044266A (en) * | 2011-08-23 | 2013-03-04 | Daihatsu Motor Co Ltd | Internal combustion engine |
| JP2015209798A (en) * | 2014-04-25 | 2015-11-24 | 株式会社豊田中央研究所 | Internal combustion engine with turbocharger |
| CN108571403A (en) * | 2017-03-14 | 2018-09-25 | 丰田自动车株式会社 | The emission-control equipment of internal combustion engine |
| JP2020067067A (en) * | 2018-10-26 | 2020-04-30 | 大阪瓦斯株式会社 | Engine system |
-
1988
- 1988-03-24 JP JP63071240A patent/JPH01244155A/en active Pending
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003503626A (en) * | 1999-06-30 | 2003-01-28 | サーブ オートモービル アクティエボラーグ | Combustion engine with exhaust gas recirculation |
| GB2374559A (en) * | 2001-04-20 | 2002-10-23 | Accentus Plc | Removal of nitrogen oxides from effluent gases |
| JP2008527240A (en) * | 2005-01-14 | 2008-07-24 | ダイムラー・アクチェンゲゼルシャフト | Internal combustion engine having a gas pressure vessel arranged in a cylinder and method for operating the internal combustion engine |
| JP2010106856A (en) * | 2005-12-01 | 2010-05-13 | Man Diesel Filial Af Man Diesel Se Tyskland | Method for reduction of nox-emission at internal combustion engine and internal combustion engine appropriate for this method |
| US8020539B2 (en) | 2006-04-21 | 2011-09-20 | Peugeot Citroen Automobiles Sa | Device for distributing incoming gases in an internal combustion air supply system |
| WO2007125233A1 (en) * | 2006-04-21 | 2007-11-08 | Peugeot Citroën Automobiles SA | Device for distributing incoming gases in an internal combustion air supply system |
| FR2900203A1 (en) * | 2006-04-21 | 2007-10-26 | Peugeot Citroen Automobiles Sa | Intake gas distribution device for air supply system, has fresh air intake tube and re-circulated exhaust gas intake tube that are connected to cylinders by distributors with their branches, by valves respectively |
| JP2013036367A (en) * | 2011-08-05 | 2013-02-21 | Mitsubishi Motors Corp | Internal combustion engine |
| JP2013044266A (en) * | 2011-08-23 | 2013-03-04 | Daihatsu Motor Co Ltd | Internal combustion engine |
| JP2012052554A (en) * | 2011-12-12 | 2012-03-15 | Mitsubishi Heavy Ind Ltd | Intake device of engine with egr device and engine including the same |
| JP2015209798A (en) * | 2014-04-25 | 2015-11-24 | 株式会社豊田中央研究所 | Internal combustion engine with turbocharger |
| CN108571403A (en) * | 2017-03-14 | 2018-09-25 | 丰田自动车株式会社 | The emission-control equipment of internal combustion engine |
| JP2018150894A (en) * | 2017-03-14 | 2018-09-27 | トヨタ自動車株式会社 | Exhaust emission control device for internal combustion engine |
| JP2020067067A (en) * | 2018-10-26 | 2020-04-30 | 大阪瓦斯株式会社 | Engine system |
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