JPH05157008A - Engine - Google Patents
EngineInfo
- Publication number
- JPH05157008A JPH05157008A JP3340419A JP34041991A JPH05157008A JP H05157008 A JPH05157008 A JP H05157008A JP 3340419 A JP3340419 A JP 3340419A JP 34041991 A JP34041991 A JP 34041991A JP H05157008 A JPH05157008 A JP H05157008A
- Authority
- JP
- Japan
- Prior art keywords
- storage chamber
- valve
- engine
- stroke
- combustion chamber
- 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
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0276—Actuation of an additional valve for a special application, e.g. for decompression, exhaust gas recirculation or cylinder scavenging
-
- 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
- F02M26/37—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with temporary storage of recirculated exhaust gas
-
- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明はエンジンに関するもので
ある。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine.
【０００２】[0002]
【従来技術】エンジンの排気ガスを吸気系に還流する、
いわゆるＥＧＲは、排気系と吸気系とに連通する外部Ｅ
ＧＲ導管を開いて行われ、主に、軽負荷領域でのＮＯX
対策（排気ガス中の有害成分であるＮＯX 低減策）とし
て活用されている（特開昭５９−１６００５２号公報参
照）。2. Description of the Related Art Engine exhaust gas is recirculated to an intake system,
The so-called EGR is an external E that communicates with the exhaust system and the intake system.
Opening the GR conduit, mainly NO X in the light load region
Measures have been used as (NO X reduction measures are harmful components in the exhaust gas) (see JP-A-59-160052).
【０００３】ところで、エンジンの熱効率を向上させる
ために高圧縮比化した場合あるいはエンジン出力を向上
させるために高過給圧化した場合に、エンジン内部温度
が上昇し、あるいは排気ガス温度が上昇してエンジン
（排気系を含む）の信頼性を損なうという問題が発生す
るが、この問題に対して、冷えたＥＧＲガスを燃焼室に
投入することが効果的であると考えられる。By the way, when the compression ratio is increased to improve the thermal efficiency of the engine or when the supercharging pressure is increased to improve the engine output, the internal temperature of the engine or the exhaust gas temperature increases. However, there is a problem that the reliability of the engine (including the exhaust system) is impaired, but it is considered effective to feed cold EGR gas into the combustion chamber for this problem.
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、高負荷
領域において吸気系に排気ガスを還流したときには、こ
のＥＧＲガスによって、新気の充填量が減少し、充分な
新気の充填量が確保しにくくなるという問題がある。However, when exhaust gas is recirculated to the intake system in the high load region, the EGR gas reduces the amount of fresh air to be filled, and it is difficult to ensure a sufficient amount of fresh air to be filled. There is a problem of becoming.
【０００５】また、エンジン出力によって駆動される機
械式過給機を備えたエンジンにあっては、過給領域にお
いて、過給圧（吸気管内圧）の方が排圧よりも高くなる
ため、過給機の下流側にＥＧＲガスを導くことが困難で
あり、過給機の上流側にＥＧＲガスを導いてＥＧＲガス
を過給機に吸い込ませることが必要となる。Further, in an engine equipped with a mechanical supercharger driven by engine output, the supercharging pressure (intake pipe internal pressure) becomes higher than the exhaust pressure in the supercharging region. It is difficult to guide the EGR gas to the downstream side of the feeder, and it is necessary to guide the EGR gas to the upstream side of the supercharger so that the EGR gas is sucked into the supercharger.
【０００６】しかしながら、過給機にＥＧＲガスを吸い
込ませたときには、ＥＧＲガスによる過給機の汚染等の
問題から過給機の信頼性を損なうという問題が生じる。
また、過給機はＥＧＲガスに対しても圧縮仕事を行うこ
とになるため、過給機の負担が増大するという問題が生
じる。However, when the EGR gas is sucked into the supercharger, there arises a problem that the reliability of the supercharger is impaired due to a problem such as contamination of the supercharger by the EGR gas.
Further, since the supercharger also performs the compression work on the EGR gas, there is a problem that the load on the supercharger increases.
【０００７】そこで、本発明の目的は、外部ＥＧＲ導管
によることなく、エンジン内部で冷えたＥＧＲを行うよ
うにしたエンジンを提供することにある。Therefore, an object of the present invention is to provide an engine that performs cold EGR inside the engine without using an external EGR conduit.
【０００８】[0008]
【課題を解決するための手段】かかる技術的課題を達成
すべく、本発明にあっては、以下の構成を採用してあ
る。すなわち、エンジン本体に形成された貯留室と、該
貯留室と燃焼室とを連通させる貯留室ポ−トと、該貯留
室ポ−トを開閉する貯留室バルブと、を備え、前記貯留
室バルブを開閉させて、燃焼後の既燃ガスを前記貯留室
に取込んだ後、該貯留室内の既燃ガスを吸気行程、圧縮
行程あるいは吸気行程から圧縮行程にかけて燃焼室に吐
出させる、構成としてある。In order to achieve the technical problem, the present invention adopts the following constitution. That is, the storage chamber valve is provided with a storage chamber formed in the engine body, a storage chamber port that connects the storage chamber and the combustion chamber, and a storage chamber valve that opens and closes the storage chamber port. Is opened and closed to take the burnt gas after combustion into the storage chamber, and then the burnt gas in the storage chamber is discharged to the combustion chamber during the intake stroke, the compression stroke, or the intake stroke to the compression stroke. ..
【０００９】[0009]
【作用】燃焼室の高温高圧の既燃ガスが貯留室ポ−トを
通って貯留室内に高速で流入するとき、この貯留室内に
封入されている間、及び貯留室と燃焼室との間の圧力差
によって貯留室内の既燃ガスが燃焼室に吐出されるとき
に既燃ガスは冷やされ（放熱され）、この冷えた既燃ガ
スが燃焼室に充填されることになる。When the high-temperature and high-pressure burnt gas in the combustion chamber flows into the storage chamber at a high speed through the storage chamber port, it is sealed in the storage chamber and between the storage chamber and the combustion chamber. When the burned gas in the storage chamber is discharged into the combustion chamber due to the pressure difference, the burned gas is cooled (heat is released), and the cooled burned gas is filled in the combustion chamber.
【００１０】[0010]
【実施例】以下、本発明の実施例を添付した図面に基づ
いて説明する。図１において、符号１はエンジンで、エ
ンジン１はシリンダボア２内に嵌挿されたピストン３に
よって燃焼室４が画成される。この燃焼室４はペントル
−フ型とされて、その頂部に点火プラグ５が配設され、
また燃焼室４に臨んで開口する吸気ポ−ト６には吸気弁
７が配設され、排気ポ−ト８には排気弁９が配設されて
いる。そして、上記吸気ポ−ト６に連なる吸気通路１０
には、スロットル弁１１が配設され、また吸気ポ−ト６
に臨ませて燃料噴射弁１２が配設されている。Embodiments of the present invention will be described below with reference to the accompanying drawings. In FIG. 1, reference numeral 1 is an engine, and a combustion chamber 4 of the engine 1 is defined by a piston 3 inserted in a cylinder bore 2. The combustion chamber 4 is of a pentorf type, and a spark plug 5 is arranged on the top thereof.
An intake valve 7 is provided in an intake port 6 that opens toward the combustion chamber 4, and an exhaust valve 9 is provided in an exhaust port 8. Then, the intake passage 10 connected to the intake port 6 is connected.
Is provided with a throttle valve 11 and an intake port 6
The fuel injection valve 12 is disposed so as to face the above.
【００１１】また、上記エンジン１は貯留室１５を有し
ている。貯留室１５はその貯留室ポ−ト１５ａが燃焼室
４に開口され、貯留室ポ−ト１５ａには貯留室バルブ１
６が配設されて、この貯留室バルブ１６によって貯留室
ポ−ト１５ａが開閉されるようになっている。The engine 1 also has a storage chamber 15. The storage chamber 15 has a storage chamber port 15a opened to the combustion chamber 4, and the storage chamber port 15a has a storage chamber valve 1
6 is provided, and the storage chamber valve 15 opens and closes the storage chamber port 15a.
【００１２】上記貯留室バルブ１６の開閉時期の一例を
図２に示す。図２において、破線は排気弁９のバルブタ
イミングを示すものである。また、１点鎖線は吸気弁７
のバルブタイミングを示すものである。また実線は貯留
室バルブ１６のバルブタイミングを示すものである。An example of the opening / closing timing of the storage chamber valve 16 is shown in FIG. In FIG. 2, the broken line shows the valve timing of the exhaust valve 9. The one-dot chain line indicates the intake valve 7
It shows the valve timing of. The solid line indicates the valve timing of the storage chamber valve 16.
【００１３】図２から明らかなように、貯留室バルブ１
６は、１サイクル当り、２回の開閉動作が行われるよう
になっている。すなわち、第１回目の開閉動作は、膨張
行程で行われ、第２回目の開閉動作は圧縮行程で行われ
る。より詳しくは、第１回目の開閉動作は膨張行程（圧
縮上死点後）で開かれ、排気弁９が開かれた後に閉じら
れるようになっている。これにより燃焼室４の高温高圧
の既燃ガスが貯留室ポ−ト１５ａを通って貯留室１５に
流入し、この貯留室１５に封入されることになる。そし
て、既燃ガスは貯留室ポ−ト１５ａを高速で通過する過
程で放熱され、また貯留室１５に貯められている間にお
いても放熱されることになる。As is apparent from FIG. 2, the storage chamber valve 1
In No. 6, the opening / closing operation is performed twice per cycle. That is, the first opening / closing operation is performed in the expansion stroke, and the second opening / closing operation is performed in the compression stroke. More specifically, the first opening / closing operation is opened in the expansion stroke (after the compression top dead center), and is closed after the exhaust valve 9 is opened. As a result, the high-temperature and high-pressure burnt gas in the combustion chamber 4 flows into the storage chamber 15 through the storage chamber port 15a and is enclosed in the storage chamber 15. Then, the burned gas is radiated in the process of passing through the storage chamber port 15a at a high speed, and is also radiated while being stored in the storage chamber 15.
【００１４】他方、貯留室バルブ１６の第２回目の開閉
動作は吸気弁７が閉じた後の圧縮行程で行われる。これ
により、上記貯留室１５に封入されている高圧の既燃ガ
スは、貯留室ポ−ト１５ａを通って燃焼室４に放出され
ることになる。そして、既燃ガスは貯留室ポ−ト１５ａ
を高速で通過する過程において放熱されることになる。On the other hand, the second opening / closing operation of the storage chamber valve 16 is performed in the compression stroke after the intake valve 7 is closed. As a result, the high-pressure burnt gas sealed in the storage chamber 15 is discharged to the combustion chamber 4 through the storage chamber port 15a. The burnt gas is stored in the storage chamber port 15a.
Heat will be dissipated in the process of passing through at high speed.
【００１５】以上により、燃焼室４には冷えたＥＧＲガ
スが投入されることになる。そして、このＥＧＲガスの
投入は圧縮行程において行われるため、換言すれば吸気
行程が完了した後に行われるため、新気の充填量に何ら
の影響を及ぼすことはない。As described above, the cooled EGR gas is introduced into the combustion chamber 4. Since the injection of the EGR gas is performed in the compression stroke, in other words, after the intake stroke is completed, it has no influence on the fresh air filling amount.
【００１６】図３〜図５は貯留室バルブ１６バルブタイ
ミングの変形例を示すものである。図３に示すバルブタ
イミングにおいては、貯留室バルブ１６の第１回目の開
閉動作が、膨張行程で行われ（排気弁９が開かれる前に
貯留室バルブ１６が閉じられる）、第２回目の開閉動作
は圧縮行程で行われるようになっている。3 to 5 show modifications of the valve timing of the storage chamber valve 16. At the valve timing shown in FIG. 3, the first opening / closing operation of the storage chamber valve 16 is performed in the expansion stroke (the storage chamber valve 16 is closed before the exhaust valve 9 is opened) and the second opening / closing operation. The operation is performed in the compression stroke.
【００１７】図４に示すバルブタイミングにおいては、
貯留室バルブ１６の第１回目の開閉動作が、膨張行程に
開かれ、排気行程の初期に閉じられるようになってい
る。貯留室バルブの第２回目の開閉動作は、吸気行程の
後半に行われるようになっている。At the valve timing shown in FIG. 4,
The first opening / closing operation of the storage chamber valve 16 is opened during the expansion stroke and closed at the beginning of the exhaust stroke. The second opening / closing operation of the storage chamber valve is performed in the latter half of the intake stroke.
【００１８】図５に示すバルブタイミングにおいては、
貯留室バルブ１６の第１回目の開閉動作は、排気上死点
を跨いで行われるようになっている。第２回目の開閉動
作は吸気行程の後半に行われる。At the valve timing shown in FIG. 5,
The first opening / closing operation of the storage chamber valve 16 is performed across the exhaust top dead center. The second opening / closing operation is performed in the latter half of the intake stroke.
【００１９】図５に示すバルブタイミングでは、圧縮上
死点を跨いで行われるため、貯留室１５に高圧の残留ガ
スを取込めるという利点がある。すなわち、排気上死点
近傍では、排気弁９及び／又は吸気弁７が開いていると
してもそのリフト量は小さく、燃焼室４は実質的に閉鎖
された状態にある。このため、燃焼室４の残留ガス内
は、排気行程の中期よりも高圧状態となる。尚、図５
は、排気弁９と吸気弁７とが共に開弁状態となる、いわ
ゆるバルブオ−バラップのないものとしてあるが、この
オ−バラップが存在するものにあっても同様の効果を得
ることができる。Since the valve timing shown in FIG. 5 is performed across the compression top dead center, there is an advantage that high-pressure residual gas can be taken into the storage chamber 15. That is, near the exhaust top dead center, even if the exhaust valve 9 and / or the intake valve 7 are open, the lift amount thereof is small, and the combustion chamber 4 is substantially closed. Therefore, the inside of the residual gas in the combustion chamber 4 has a higher pressure than in the middle of the exhaust stroke. Incidentally, FIG.
Has no so-called valve overlap in which both the exhaust valve 9 and the intake valve 7 are open, but the same effect can be obtained even in the case where this overlap exists.
【００２０】以上、貯留室バルブ１６の第１回目の開閉
動作と第２回目の開閉動作との例を示したが、これら第
１回目の開閉動作と第２回目の開閉動作との組合せは任
意である。Although the example of the first opening / closing operation and the second opening / closing operation of the storage chamber valve 16 has been described above, the combination of the first opening / closing operation and the second opening / closing operation is arbitrary. Is.
【００２１】貯留室バルブ１６の作動領域としては、低
速低負荷領域では貯留室バルブ１６の作動を停止してア
イドル運転時の燃焼安定性を確保するのが望ましい。As an operating region of the storage chamber valve 16, it is desirable to stop the operation of the storage chamber valve 16 in a low speed and low load region to ensure combustion stability during idle operation.
【００２２】図６〜図８は貯留室バルブ１６の作動停止
機構１９の一例を示すものである。図６に示すエンジン
は、１つの気筒に２つの吸気弁７、７と２つの排気弁
９、９を備え、これら吸気弁７と排気弁９とは、個々独
立したカムシャフト２０、２１によって駆動されるダブ
ルオ−バヘッドカム式のエンジン（ＤＯＨＣ方エンジ
ン）とされている。すなわち、一のカムシャフト２０は
吸気弁用とされ、他のカムシャフト２１は排気弁用とさ
れて、これらカムシャフト２０、２１は、既知のよう
に、エンジン出力軸に連係されて、エンジン出力軸に同
期して回転するようになっている。6 to 8 show an example of the operation stopping mechanism 19 of the storage chamber valve 16. The engine shown in FIG. 6 is provided with two intake valves 7, 7 and two exhaust valves 9, 9 in one cylinder, and these intake valve 7 and exhaust valve 9 are driven by independent camshafts 20, 21. It is said to be a double over head cam type engine (DOHC type engine). That is, one camshaft 20 is used for the intake valve, the other camshaft 21 is used for the exhaust valve, and these camshafts 20 and 21 are linked to the engine output shaft as is known, and the engine output is It is designed to rotate in synchronization with the axis.
【００２３】貯留室バルブ１６用のカム２２は、ここで
は、吸気弁用カムシャフト２０に配設され、貯留室バル
ブ用カム２２と貯留室バルブ１６との間には、貯留室バ
ルブ１６と当接する第１のロッカ２３と、カム２２と当
接する第２のロッカ２４と、が並んで配設されている。
これら第１、第２のロッカ２３、２４は中空軸２５回り
に揺動可能とされ、第２のロッカ２４はスプリング２６
（図７参照）によってカム２２と当接する方向に付勢さ
れている。The cam 22 for the storage chamber valve 16 is disposed on the intake valve camshaft 20 in this case, and the storage chamber valve 16 and the storage chamber valve 16 are provided between the storage chamber valve cam 22 and the storage chamber valve 16. A first rocker 23 that contacts the cam 22 and a second rocker 24 that contacts the cam 22 are arranged side by side.
The first and second rockers 23 and 24 are swingable around a hollow shaft 25, and the second rocker 24 is a spring 26.
(See FIG. 7), the cam 22 is urged in the direction of abutting.
【００２４】上記第１、第２のロッカ２３、２４には、
図７、図８に示すように、互いに対向して開口する第１
の穴２３ａと第２の穴２４ａとが、各々、形成されてい
る。これら第１、第２の穴２３ａ，２４ａには、連結ピ
ン２７が摺動可能に嵌挿され、この連結ピン２７は圧縮
バネ２８によって第２ロッカ２４側に付勢されて、圧力
室２４ｂに油圧が供給されたときには、連結ピン２７が
第１ロッカ２３に侵入して、この連結ピン２７によって
第１、第２のロッカ２３、２４が一体化され（図８参
照）、貯留室バルブ１６はカム２２によって開閉駆動さ
れる。The first and second rockers 23 and 24 are
As shown in FIGS. 7 and 8, the first opening facing each other
Hole 23a and second hole 24a are formed respectively. A connecting pin 27 is slidably fitted into the first and second holes 23a and 24a, and the connecting pin 27 is urged toward the second rocker 24 by a compression spring 28 so that the pressure chamber 24b is exposed. When hydraulic pressure is supplied, the connecting pin 27 enters the first rocker 23, the connecting pin 27 integrates the first and second rockers 23, 24 (see FIG. 8), and the storage chamber valve 16 It is opened and closed by the cam 22.
【００２５】他方、圧力室２４ｂの油圧がドレンされた
ときには、図７に示すように、連結ピン２７は圧縮バネ
力によって第２のロッカ２４側に押し戻されて、連結ピ
ン２７による第１、第２のロッカ２３と２４との結合が
解除され、これにより貯留室バルブ１６の作動が停止さ
れる。尚、貯留室バルブ１６は、後述するように、閉弁
方向にバネ付勢されており、したがって貯留室バルブ１
６の作動が停止されたときには、貯留室バルブ１６は閉
じ状態が維持される。また、上記圧力室２４ｂに対する
油圧の供給あるいは解放は、中空軸２５内の油通路２５
ａ（図７、図８参照）を利用して行われるようになって
いる。On the other hand, when the hydraulic pressure in the pressure chamber 24b is drained, the connecting pin 27 is pushed back toward the second rocker 24 by the compression spring force as shown in FIG. The connection between the second rockers 23 and 24 is released, and the operation of the storage chamber valve 16 is stopped. The storage chamber valve 16 is spring-biased in the valve closing direction, as will be described later, and therefore the storage chamber valve 1
When the operation of 6 is stopped, the storage chamber valve 16 is maintained in the closed state. Further, the oil pressure to the pressure chamber 24b is supplied or released by the oil passage 25 in the hollow shaft 25.
a (see FIGS. 7 and 8).
【００２６】貯留室バルブ１６の作動領域として、高負
荷領域で貯留室バルブ１６を作動させ、それ以外の領域
では貯留室バルブ１６の作動を停止させるようにしても
よい。これによれば、貯留室１５を利用した低温のＥＧ
Ｒにより高負荷領域でのノッキング低減、エンジン内部
の熱負荷の低減、燃焼音の低減、排気ガス温度の低減に
よる排気系部品の保護を図ることができる。As an operating region of the storage chamber valve 16, the storage chamber valve 16 may be operated in a high load region, and the storage chamber valve 16 may be stopped in other regions. According to this, the low temperature EG utilizing the storage chamber 15
R can reduce knocking in a high load region, reduce heat load inside the engine, reduce combustion noise, and protect exhaust system components by reducing exhaust gas temperature.
【００２７】貯留室バルブ１６の作動領域として、軽負
荷領域で貯留室バルブ１６を作動させ、それ以外の領域
では貯留室バルブ１６の作動を停止させるようにしても
よい。これによれば、軽負荷運転時の排気ガス中のＮＯ
X を低減することができる。As an operating region of the storage chamber valve 16, the storage chamber valve 16 may be operated in a light load region, and the storage chamber valve 16 may be stopped in other regions. According to this, NO in the exhaust gas during light load operation
X can be reduced.
【００２８】貯留室バルブ１６の作動領域として、高回
転領域で作動させ、低回転領域では貯留室バルブ１６の
作動を停止させるようにしてもよい。これによれば、高
回転領域でのエンジン内部の熱負荷の低減、燃焼音の低
減、排気ガス温度の低減を図ることができる。As an operating region of the storage chamber valve 16, the storage chamber valve 16 may be operated in a high rotation region, and the storage chamber valve 16 may be stopped in a low rotation region. According to this, it is possible to reduce the heat load inside the engine, the combustion noise, and the exhaust gas temperature in the high rotation region.
【００２９】貯留室バルブ１６の作動領域として、低回
転領域で貯留室バルブ１６を作動させ、高回転領域では
貯留室バルブ１６の作動を停止させるようにしてもよ
い。これによれば、低回転領域でのノッキング低減、Ｎ
ＯX 低減を図ることができる。As an operating region of the storage chamber valve 16, the storage chamber valve 16 may be operated in a low rotation region and the operation of the storage chamber valve 16 may be stopped in a high rotation region. According to this, knocking reduction in the low rotation region, N
O X reduction can be achieved.
【００３０】勿論、貯留室バルブ１６の作動領域とし
て、アイドル領域を除く全ての領域で貯留室バルブ１６
を作動させるようにしてもよい。Of course, as the operating region of the storage chamber valve 16, the storage chamber valve 16 is used in all regions except the idle region.
May be activated.
【００３１】貯留室１５を利用したＥＧＲにおいて、そ
のＥＧＲ量の調整は、貯留室バルブ１６のバルブタイミ
ングを変更することにより行うことができる。あるいは
ＥＧＲ量の調整方法として、貯留室バルブ１６のバルブ
リフト量を変更することにより行うことができる。これ
ら、バルブタイミングあるいはバルブリフト量の変更
は、従来から既知の吸気弁７あるいは排気弁９の可変バ
ルブタイミング機構を流用すればよい。In the EGR using the storage chamber 15, the EGR amount can be adjusted by changing the valve timing of the storage chamber valve 16. Alternatively, the EGR amount can be adjusted by changing the valve lift amount of the storage chamber valve 16. To change the valve timing or the valve lift amount, a conventionally known variable valve timing mechanism of the intake valve 7 or the exhaust valve 9 may be used.
【００３２】図９〜図１２は前記貯留室１５の具体例を
示すものであり、このうち図９、図１０は一例を示し、
図１２は他の例を示すものである。尚、これら図面に記
載された各要素のうち、前述した要素と同一のものにつ
いては同一の参照符号を付してその説明を省略し、以下
に各具体例の特徴部分についてのみ説明を加える。9 to 12 show specific examples of the storage chamber 15, of which FIGS. 9 and 10 show an example,
FIG. 12 shows another example. It should be noted that, among the elements described in these drawings, the same elements as those described above are designated by the same reference numerals, and the description thereof will be omitted, and only the characteristic portions of each specific example will be described below.
【００３３】図９、図１０において、符号３０はシリン
ダヘッドで、既知のように、シリンダヘッド３０に吸気
ポ−ト７等が形成されている。また、この具体例では、
シリンダヘッド３０は各気筒に４つのバルブを配した４
気筒エンジン用とされ、貯留室ポ−ト１５ａは、燃焼室
４に対して、２つの吸気ポ−ト６と６とで挟まれた領域
に開口されている。In FIGS. 9 and 10, reference numeral 30 is a cylinder head, and the intake port 7 and the like are formed on the cylinder head 30 as is known. Also, in this specific example,
The cylinder head 30 has 4 valves for each cylinder.
It is for a cylinder engine, and the storage chamber port 15a is opened with respect to the combustion chamber 4 in a region sandwiched between two intake ports 6 and 6.
【００３４】他方、貯留室１５は、シリンダヘッド３０
の内部において、長手方向に延びる１本のドリル孔４０
によって構成され、このドリル孔４０が各気筒の共通貯
留室１５とされて、この共通貯留室１５回り及び貯留室
ポ−ト１５ａ回りに冷却水通路３２が形成されて、この
冷却水通路３２を通るエンジン冷却水によって水冷され
るようになっている。尚、貯留室バルブ１６はカム２２
によって開閉駆動され、このカム２２は吸気弁７用のカ
ムシャフト２０に取付けられている。符号３３はリタ−
ンスプリングである。On the other hand, the storage chamber 15 has a cylinder head 30.
A drill hole 40 extending in the longitudinal direction inside the
The drill hole 40 serves as the common storage chamber 15 of each cylinder, and the cooling water passage 32 is formed around the common storage chamber 15 and the storage chamber port 15a. It is designed to be cooled by passing engine cooling water. The storage chamber valve 16 is provided with a cam 22.
The cam 22 is mounted on the cam shaft 20 for the intake valve 7 by being driven to open and close by. Reference numeral 33 is a return
Spring.
【００３５】図１１、図１２に示すシリンダヘッド３０
は各気筒に２つの吸気弁７、７と１つの排気弁９を配し
た３バルブ式のＤＯＨＣ型４気筒エンジン用とされてい
る。そして、２つの吸気ポ−ト６、６に対して、貯留室
ポ−ト１５ａは燃焼室４に生成されるスワ−ルＳの流れ
方向上流側に開口され、またこの貯留室ポ−ト１５ａは
スワ−ルＳの流れ方向に指向されている。これによりス
ワ−ルＳによるＥＧＲガス（貯留室１５内のガス）の流
出が促進され、新気とＥＧＲガスとの混合が促進される
ことになる。Cylinder head 30 shown in FIGS. 11 and 12.
Is for a three-valve DOHC 4-cylinder engine in which two intake valves 7, 7 and one exhaust valve 9 are arranged in each cylinder. With respect to the two intake ports 6, 6, the storage chamber port 15a is opened upstream in the flow direction of the swirl S generated in the combustion chamber 4, and the storage chamber port 15a is also opened. Are oriented in the flow direction of the swirl S. As a result, the outflow of EGR gas (gas in the storage chamber 15) by the swirl S is promoted, and the mixing of fresh air and EGR gas is promoted.
【００３６】以上、本発明の実施例を説明したが、本発
明は自然吸気式のエンジンに限られず、エンジン出力に
よって駆動される機械式過給機を備えたエンジンに対し
て適用することができる。また、本発明は、排気エネル
ギによって駆動されるタ−ボチャ−ジャ付きエンジンに
対して適用することができる。Although the embodiment of the present invention has been described above, the present invention is not limited to a naturally aspirated engine, but can be applied to an engine having a mechanical supercharger driven by an engine output. .. Further, the present invention can be applied to an engine with a turbocharger driven by exhaust energy.
【００３７】更に、本発明はディ−ゼルエンジンに対し
て適用することができる。すなわち、ディ−ゼルエンジ
ンに対して本発明を適用したときには、吸気系に排気ガ
スを還流することなくエンジン内部でＥＧＲできるた
め、つまり新気の充填量を減少させることなくＥＧＲで
きるため、ＮＯX の低減の他に、スモ−ク、パテキュレ
−トを低減することができる。換言すれば、スモ−ク、
パテキュレ−トを減少させるには、新気の充填量を多く
することが効果的であるが、吸気系にＥＧＲを還流した
ときには、このＥＧＲガスによって新気の充填量が減少
しスモ−ク、パテキュレ−トの低減に結びつかないとい
う問題がある。Further, the present invention can be applied to a diesel engine. That is, when the present invention is applied to a diesel engine, the EGR can be performed inside the engine without recirculating the exhaust gas to the intake system, that is, the EGR can be performed without reducing the charging amount of fresh air, and thus NO X In addition to the reduction of smoke, it is possible to reduce smoke and particulates. In other words, smoke,
In order to reduce the particulate matter, it is effective to increase the filling amount of fresh air, but when EGR is recirculated to the intake system, this EGR gas reduces the filling amount of fresh air and smoke, There is a problem that it does not lead to the reduction of the particle rate.
【００３８】[0038]
【発明の効果】以上の説明から明らかなように、本発明
によれば、エンジン内部において低温のＥＧＲを行うこ
とができる。換言すれば、吸気系を経由することなくＥ
ＧＲすることができるため、新気の充填量を低下させる
ことなく、いわゆる運転領域において確実にＥＧＲする
ことができる。特に、機械式過給機を備えたエンジンに
対して本発明を適用したときには、過給機の信頼性を損
なうことなくＥＧＲすることができる。As is apparent from the above description, according to the present invention, low temperature EGR can be performed inside the engine. In other words, E without passing through the intake system
Since GR can be performed, it is possible to reliably perform EGR in a so-called operating region without reducing the amount of fresh air charged. In particular, when the present invention is applied to an engine equipped with a mechanical supercharger, EGR can be performed without impairing the reliability of the supercharger.
【図１】本発明に適用されるエンジンの機械的構成を示
す概念図。FIG. 1 is a conceptual diagram showing a mechanical configuration of an engine applied to the present invention.
【図２】貯留室バルブのバルブタイミングの一例を示す
図。FIG. 2 is a diagram showing an example of valve timing of a storage chamber valve.
【図３】貯留室バルブのバルブタイミングの他の例を示
す図。FIG. 3 is a diagram showing another example of the valve timing of the storage chamber valve.
【図４】貯留室バルブのバルブタイミングの他の例を示
す図・FIG. 4 is a diagram showing another example of the valve timing of the storage chamber valve.
【図５】貯留室バルブのバルブタイミングの他の例を示
す図。FIG. 5 is a diagram showing another example of the valve timing of the storage chamber valve.
【図６】貯留室バルブの作動停止機構を示す平面図。FIG. 6 is a plan view showing an operation stop mechanism of the storage chamber valve.
【図７】貯留室バルブの作動が禁止された状態を示す断
面図。FIG. 7 is a cross-sectional view showing a state in which the operation of the storage chamber valve is prohibited.
【図８】貯留室バルブの作動が許容された状態を示す断
面図。FIG. 8 is a cross-sectional view showing a state in which the operation of the storage chamber valve is allowed.
【図９】シリンダヘッドに形成され貯留室及び貯留室ポ
−トの具体例を示す図。FIG. 9 is a view showing a specific example of a storage chamber and a storage chamber port formed in the cylinder head.
【図１０】図９に示すＸ１０−Ｘ１０線に沿って切断し
た断面図。10 is a sectional view taken along line X10-X10 shown in FIG.
【図１１】シリンダヘッドに形成された貯留室及び貯留
室ポ−トの他の具体例を示す図。FIG. 11 is a diagram showing another specific example of the storage chamber and the storage chamber port formed in the cylinder head.
【図１２】図１１に示すＸ１２−Ｘ１２線に沿って切断
した断面図。FIG. 12 is a cross-sectional view taken along line X12-X12 shown in FIG.
１ エンジン ３ ピストン ４ 燃焼室 ６ 吸気ポ−ト ７ 吸気弁 ８ 排気ポ−ト ９ 排気弁 １５ 貯留室 １５ａ 貯留室ポ−ト １６ 貯留室バルブ 1 Engine 3 Piston 4 Combustion Chamber 6 Intake Port 7 Intake Valve 8 Exhaust Port 9 Exhaust Valve 15 Reservoir 15a Reservoir Port 16 Reservoir Valve
───────────────────────────────────────────────────── フロントページの続き (72)発明者 佐々木 潤三 広島県安芸郡府中町新地３番１号 マツダ 株式会社内 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Junzo Sasaki 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Motor Corporation
Claims (11)
記貯留室に取込んだ後、該貯留室内の既燃ガスを吸気行
程、圧縮行程あるいは吸気行程から圧縮行程にかけて燃
焼室に吐出させる、ことを特徴とするエンジン。1. A storage chamber formed in an engine body, a storage chamber port for connecting the storage chamber and a combustion chamber, and a storage chamber valve for opening and closing the storage chamber port, After opening and closing the storage chamber valve and taking in the burned gas after combustion into the storage chamber, the burned gas in the storage chamber is discharged to the combustion chamber during the intake stroke, the compression stroke or the intake stroke to the compression stroke, An engine characterized by that.
を前記貯留室に取込む、ことを特徴とするエンジン。2. The engine according to claim 1, wherein the storage chamber valve is opened and closed during an expansion stroke to take in burnt gas into the storage chamber.
閉じて、既燃ガスを前記貯留室に取込む、ことを特徴と
するエンジン。3. The engine according to claim 1, wherein the storage chamber valve is opened in an expansion stroke and then closed in an exhaust stroke to take in burnt gas into the storage chamber.
を前記貯留室に取込む、ことを特徴とするエンジン。4. The engine according to claim 1, wherein the storage chamber valve is opened and closed during an exhaust stroke to take in burnt gas into the storage chamber.
初期に閉じて、既燃ガスを前記貯留室に取込む、ことを
特徴とするエンジン。5. The engine according to claim 1, wherein the storage chamber valve is opened during an exhaust stroke and then closed at the beginning of an intake stroke to take in burnt gas into the storage chamber.
室内の既燃ガスを前記燃焼室内に吐出させる、ことを特
徴とするエンジン。6. The engine according to claim 1, wherein the storage chamber valve is opened and closed during an intake stroke to discharge burnt gas in the storage chamber into the combustion chamber.
閉じて、前記貯留室内の既燃ガスを前記燃焼室内に吐出
させる、ことを特徴とするエンジン。7. The engine according to claim 1, wherein the storage chamber valve is opened in an intake stroke and then closed in a compression stroke to discharge burnt gas in the storage chamber into the combustion chamber.
室内の既燃ガスを前記燃焼室内に吐出させる、ことを特
徴とするエンジン。8. The engine according to claim 1, wherein the storage chamber valve is opened and closed during a compression stroke to discharge burnt gas in the storage chamber into the combustion chamber.
過給機を備えた過給エンジンとされている、 ことを特徴とするエンジン。9. The engine according to claim 1, wherein the engine is a supercharged engine including a mechanical supercharger driven by an engine output.
とするエンジン。10. The engine according to claim 1, wherein the engine is a spark ignition type engine.
とするエンジン。11. The engine according to claim 1, wherein the engine is a diesel engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3340419A JPH05157008A (en) | 1991-11-29 | 1991-11-29 | Engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3340419A JPH05157008A (en) | 1991-11-29 | 1991-11-29 | Engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH05157008A true JPH05157008A (en) | 1993-06-22 |
Family
ID=18336774
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3340419A Pending JPH05157008A (en) | 1991-11-29 | 1991-11-29 | Engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH05157008A (en) |
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1063394A2 (en) | 1999-06-25 | 2000-12-27 | Nissan Motor Co., Ltd. | Internal combustion engine |
| EP1134403A3 (en) * | 2000-03-15 | 2002-03-20 | Filterwerk Mann + Hummel Gmbh | Combustion engine with exhaust gas recirculation |
| KR20020055738A (en) * | 2000-12-29 | 2002-07-10 | 이성욱 | EGR system for diesel engine |
| FR2864166A1 (en) * | 2003-12-22 | 2005-06-24 | Renault Sas | Internal combustion engine for motor vehicle, has cylinder disposed on top of cylinder head for defining combustion chamber, and injection unit and nozzle placed in head for injecting recycled exhaust gases into cylinder |
| US7028648B2 (en) | 2001-04-09 | 2006-04-18 | Daihatsu Motor Co., Ltd. | Multiple cylinder internal combustion engine |
| JP2006233963A (en) * | 2005-01-25 | 2006-09-07 | Yamaha Motor Co Ltd | Four cycle internal combustion engine |
| JP2007247524A (en) * | 2006-03-15 | 2007-09-27 | Toyota Motor Corp | Gas fuel engine |
| DE102006048269A1 (en) * | 2006-10-12 | 2008-04-17 | Man Diesel Se | Method for operation of internal-combustion engine, particularly turbo-loaded diesel internal-combustion engine, involves recycling of exhaust gases of cooled partial flow, which takes place in cylinders of internal-combustion engine |
| WO2009069425A1 (en) * | 2007-11-30 | 2009-06-04 | Honda Motor Co., Ltd. | Egr device, valve switching device, and cam switching device |
| 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 |
| WO2011015336A1 (en) * | 2009-08-03 | 2011-02-10 | Eth Zurich | Turbocharged reciprocating piston engine having a connected pressure tank for bridging turbo lag, and method for operating said engine |
| CN114962094A (en) * | 2022-05-09 | 2022-08-30 | 潍柴动力股份有限公司 | Combustion system and control method thereof |
-
1991
- 1991-11-29 JP JP3340419A patent/JPH05157008A/en active Pending
Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6311653B1 (en) | 1999-06-25 | 2001-11-06 | Nissan Motor Co., Ltd. | Internal combustion engine |
| EP1063394A2 (en) | 1999-06-25 | 2000-12-27 | Nissan Motor Co., Ltd. | Internal combustion engine |
| EP1134403A3 (en) * | 2000-03-15 | 2002-03-20 | Filterwerk Mann + Hummel Gmbh | Combustion engine with exhaust gas recirculation |
| KR20020055738A (en) * | 2000-12-29 | 2002-07-10 | 이성욱 | EGR system for diesel engine |
| US7028648B2 (en) | 2001-04-09 | 2006-04-18 | Daihatsu Motor Co., Ltd. | Multiple cylinder internal combustion engine |
| FR2864166A1 (en) * | 2003-12-22 | 2005-06-24 | Renault Sas | Internal combustion engine for motor vehicle, has cylinder disposed on top of cylinder head for defining combustion chamber, and injection unit and nozzle placed in head for injecting recycled exhaust gases into cylinder |
| JP2006233963A (en) * | 2005-01-25 | 2006-09-07 | Yamaha Motor Co Ltd | Four cycle 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 |
| JP2007247524A (en) * | 2006-03-15 | 2007-09-27 | Toyota Motor Corp | Gas fuel engine |
| DE102006048269A1 (en) * | 2006-10-12 | 2008-04-17 | Man Diesel Se | Method for operation of internal-combustion engine, particularly turbo-loaded diesel internal-combustion engine, involves recycling of exhaust gases of cooled partial flow, which takes place in cylinders of internal-combustion engine |
| DE102006048269B4 (en) * | 2006-10-12 | 2012-10-04 | Man Diesel & Turbo Se | Method for operating an internal combustion engine with exhaust gas recirculation and internal combustion engine |
| WO2009069425A1 (en) * | 2007-11-30 | 2009-06-04 | Honda Motor Co., Ltd. | Egr device, valve switching device, and cam switching device |
| JP4995924B2 (en) * | 2007-11-30 | 2012-08-08 | 本田技研工業株式会社 | EGR device and valve operation switching device |
| WO2011015336A1 (en) * | 2009-08-03 | 2011-02-10 | Eth Zurich | Turbocharged reciprocating piston engine having a connected pressure tank for bridging turbo lag, and method for operating said engine |
| CN102498272A (en) * | 2009-08-03 | 2012-06-13 | 苏黎世联邦理工学院 | Turbocharged reciprocating piston engine having a connected pressure tank for bridging turbo lag, and method for operating said engine |
| JP2013501187A (en) * | 2009-08-03 | 2013-01-10 | イーティーエイチ・チューリッヒ | Turbocharged reciprocating piston engine with connecting pressure tank for avoiding turbo lag and method of operation thereof |
| US8997488B2 (en) | 2009-08-03 | 2015-04-07 | ETH Zürich | Turbocharged reciprocating piston engine having a connected pressure tank for bridging turbo lag, and method for operating said engine |
| CN114962094A (en) * | 2022-05-09 | 2022-08-30 | 潍柴动力股份有限公司 | Combustion system and control method thereof |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US5862790A (en) | Method of generating turbulence with intra-cycle cooling for spark ignition engines | |
| EP0849453B1 (en) | Exhaust gas recirculation system for an internal combusion engine | |
| US7753037B2 (en) | Engine | |
| JPS6060010B2 (en) | Intake system for multi-cylinder internal combustion engine | |
| JPH05157008A (en) | Engine | |
| US5878714A (en) | Turbulence generation with intra-cycle cooling for spark ignition engines | |
| US20050241597A1 (en) | Air and fuel supply system for a combustion engine | |
| JP4432708B2 (en) | 4-cycle engine | |
| JP3280758B2 (en) | Intake device for engine with mechanical supercharger | |
| JP2994112B2 (en) | Engine intake system | |
| GB2350400A (en) | I.C. engine with internal exhaust gas recirculation generated by variable valve timing | |
| JP2014058914A (en) | Exhaust gas recirculation system of internal combustion engine | |
| JPH08218879A (en) | Intake structure of four-cycle engine | |
| JP4678164B2 (en) | 4-cycle engine | |
| JPH0510164A (en) | Engine knocking controller | |
| JP3133434B2 (en) | engine | |
| JP3315416B2 (en) | Diesel engine intake system | |
| JPH06173724A (en) | Scavenging device for engine | |
| JPH06330776A (en) | Intake device for engine with mechanical supercharger | |
| JP3464806B2 (en) | EGR device for two-stroke engine | |
| JP2994784B2 (en) | Engine combustion chamber structure | |
| JPS60256523A (en) | Diesel engine | |
| JPH03246361A (en) | Exhaust gas recirculation control device for diesel engine | |
| JPH0717787Y2 (en) | Supercharged engine | |
| JPH077551Y2 (en) | Multi-cylinder diesel engine |