JPH0791271A - Direct injection combustion engine and driving method of said engine - Google Patents

Abstract

PURPOSE: To reduce the fuel cost and the discharge value of exhaust gas respectively by sequentially introducing return exhaust gas and fresh air respectively by designated amount each in a cylinder of an engine, mixing fuel with these to be ignited, and then discharging combustion exhaust gas at a required time. CONSTITUTION: First, return exhaust gas depending on the output of an engine is introduced from an inlet communicating with a return passage 30 in the tangential direction to generate a collecting part of return exhaust gas 16 having a boundary line 17. Next, fresh air 15 is introduced from an introducing pipe 8 through an introducing valve 18 to be concentrated in the collecting part of return exhaust gas 16. At this time, the amount of introduced fresh air 15 is controlled in relation to the amount of introduced return exhaust gas 17 and the fuel injection quantity to be always kept to λ=1 regardless of the output of the engine. Subsequently, the interior of the cylinder 2 is compressed by a piston 5 to inject fuel from an injection valve 19 to the fresh air 15, and a mixture of these is ignited by a spark plug 11. The return exhaust gas 16 is exhausted when necessary.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention performs a rotating exhaust gas and fresh air layer formation in an engine / cylinder by a single device before the compression stroke of a piston, and the exhaust gas is discharged according to the engine output. Is introduced to the engine / cylinder in different amounts, and the exhaust gas is taken out to fill the cylinder of one engine from the exhaust cycle of the exhaust gas of the other cylinder. It relates to a method for optimally driving a multi-cylinder combustion engine in terms of exhaust gas and fuel consumption, which is arranged on the pin and in which the extraction of exhaust gas from the other cylinder takes place in the region of the bottom dead center of the associated piston.

[0002]

[Prior Art] "Motortechnischen Zeitschrift" Nr. 5
0, 1989, Seite 426-430 ("Engine Technology Magazine" 5th
No. 0, 1989, pp. 426-430), a direct injection Otto 4 cycle engine (spark ignition 4 cycle engine) is known. In this engine, combustion air is compressed by an engine piston in an engine cylinder, and the engine piston has a piston recess at the center on the spark plug side. Fuel is injected into the depression of the piston by the injection nozzle near the top dead center of the piston. This fuel forms a rapid vortex in the cylinder and mixes with the sucked fuel air to form an ignitable mixture. This mixture is ignited by the spark plug above the depression in the piston.

This combustion chamber configuration enabled the experimental engine to reduce fuel consumption by up to 25% over the comparable comparative engine at the end of the eighties. This combustion chamber concept had the disadvantage that the emission of NO _X from the engine was relatively large and could not be reduced to the limit value regulated by the catalyst at that time.

In addition, a combustion engine for vaporizing and returning exhaust gas and a method for driving this engine are known from DE 32 48 918 A1. In this engine, a part of the exhaust gas of the engine is selectively introduced into the cylinder. Using the exhaust gas return passage, the exhaust gas is sucked tangentially to the engine cylinder at the bottom dead center of the engine piston through a number of inlet openings, and the exhaust gas creates a vortex along the inner wall of each engine cylinder. The wound and pre-aspirated fuel mixture is concentrated under the spark plug in the central part of the cylinder.

As the piston moves upward in the direction of the spark plug, the ring-shaped exhaust gas cylinder and the cylindrical combustion / air cylinder trapped therein are compressed. At the top dead center of the piston, the mixture of combustion and air is ignited by the spark plug and the increased combustion pressure causes the piston to move downwards, as is known, and the exhaust gas exhaust valve opens. When the piston passes through the exhaust gas return port that returns in a descending motion, part of the exhaust gas flow from the preceding combustion process is introduced into the other cylinders of the engine, tangentially through the described inlet port. Compressed through. In this way, a cylindrical exhaust gas column likewise occurs in the other cylinders, as explained above, and the mixture of fuel and air is concentrated in the center of this column.

The introduction of exhaust gas into the individual engine cylinders takes place via a number of exhaust gas inlets which flow into the engine cylinders at the bottom dead center of the piston movement. These exhaust gas inlets communicate with the exhaust gas return conduit so that the cylinders are connected to each other at a firing angle of 360 °. That is, the first cylinder can exchange exhaust gas with the third cylinder, and the fourth cylinder can exchange exhaust gas with the second engine cylinder.

To drive this combustion engine, a mixture of fuel and air combustible in the first step or a stream of air is swirled in the engine cylinder during the suction stroke. Exhaust gas is then introduced tangentially into the cylinder, and the exhaust gas leaks from the cylinder at 360 ° intervals in the engine firing sequence, filling the air or fuel-air mixture and the exhaust gas in layers. Subsequent compression of the laminar charge is followed by ignition of the combustible fuel and air mixture and expansion of the cylinder by upward piston movement. In the last step, the cylinder is ventilated by the exhaust gas through the exhaust gas exhaust valve and the exhaust gas exhaust port.

The disadvantage of this combustion engine and the method of driving this type of engine is that the fuel consumption values required today of this engine cannot be achieved and the exhaust gas emission values do not comply with today's legal regulations. Further, it can be seen that the pressure of the exhaust gas is too low in order to inject a sufficient amount of exhaust gas into the suction cylinder in the region of low-power running and idling running of the engine. Furthermore, at high engine power, if the exhaust gas is returned to the fresh gas previously introduced into the cylinder, there is a risk of mixing the exhaust gas with the fresh gas in the intake pipe for the fresh gas.

Finally, according to DE 35 16 038 A1, a vaporization engine is known. In this engine, various inlet valves in the cylinder head of each cylinder of the engine provide a layer of fresh air or a mixture of fresh air and exhaust gas. This layer is in one embodiment a lean mixture at the bottom of the cylinder and at the walls of the cylinder,
It is configured to concentrate the combustible fuel and air mixture in the center below the spark plug.

[0010]

An object of the present invention is to reduce fuel consumption to the level of fuel consumption of a diesel engine, and to significantly reduce exhaust gas emission value in any output range.
A direct injection combustion engine with stratified gas addition in the combustion chamber and a method of driving such an engine.

[0011]

According to the invention, the above-mentioned object is achieved in a method of the kind mentioned at the outset in an engine.
In order to fill the cylinder, first the amount of exhaust gas according to the output is introduced in the engine cylinder approximately tangentially by means of at least one exhaust gas regulating valve, and then fresh air is introduced in order to completely fill the cylinder. Of the remaining amount of air, in which case the intake valve is opened along with the amount of exhaust gas and the amount of fuel to be injected in advance, and the amount of fresh air sucked is introduced, regardless of the engine output. To a constant value λ = 1, then the stratified cylinder charge is compressed by the piston of the cylinder, and then the fuel is directly injected into the fresh air in the cylinder, When the cylinder internal pressure becomes high enough to ignite the air mixture and exhaust the amount of exhaust gas needed to fill the other cylinder during the next expansion period, the cylinder exhaust gas exhaust valve outputs Flip open the first time, it has been solved by that.

Further, according to the present invention, the above-mentioned problem is solved by adding the engine cylinders 2, 26, 2 to the engine block 1.
7, 28 are provided, the piston 5 connected to the crankshaft 7 can periodically reciprocate in these cylinders, and each cylinder 2, 26, 27, 28 is blocked by the cylinder head 3 at the upper end, Each cylinder 2, 26, 27, 28
On the other hand, at least one air introduction valve 18, exhaust gas discharge valve 19, fuel injection valve 10 and spark plug 11 are arranged in the cylinder head 3, respectively, and the cylinders 2, 26, 27, and 28 are caused to die under piston motion. It has at least two exhaust gas inlets 20, 20 'for the exhaust gas return passages 30, 30' which are arranged tangentially offset with respect to the circumference of the cylinder in the region of the point UT. Connected to the other cylinder, and each cylinder 2, 2
6, 27, 28 are at least two other exhaust gas inlets 21 arranged radially offset around the cylinder,
The return exhaust gas having the reference numerals 21 ′, 22, 22 ′ and flowing into the cylinder forms a mainly rotating substantially pan-shaped exhaust gas collecting portion having a boundary line 17, and an internal space of these collecting portions. In order to concentrate the fresh air 15 introduced by the air introduction valve 18 into the exhaust gas introduction ports 20, 20 ',
A solution is provided by a combustion engine in which the 21, 21 'are arranged in relation to each other and fuel can be introduced directly into the cylinder via a fuel injection valve 10 and ignited by a spark plug 11.

Further advantageous configurations according to the invention are described in the dependent claims.

[0014]

The concept of the engine proposed here realizes a direct-injection multi-cylinder combustion engine capable of λ = 1 control without restricting suction by a throttle valve in a low output region. For this purpose, when each cylinder of the combustion engine is filled, the exhaust gas is sucked into the cylinder chamber so as to rotate in the cylinder chamber and form a return exhaust gas having a pan-like concentration. Then, the remaining amount of fresh air is sucked into the inner space of the pan-shaped gas forming product. In this residual quantity, in the region of the top dead center of the piston movement, the fuel is directly injected into the compressed fresh air so that the value of λ = 1 is always set in the combustion chamber regardless of the load of the engine. Is jetted. From the output point "idling" to "full output", the amount of exhaust gas to be introduced is continuously reduced by the regulating valve via the λ = 1 control. Therefore, the combustion chamber is always completely filled with gas, so that the optimum compression pressure and the optimum compression temperature for the combustion chamber of the cylinder occur over the entire operating range of the engine. In this way, thermal efficiency and fuel consumption are improved, which is particularly noticeable in idling and low power areas.

In particular, in the low output region near idling, the fuel consumption is remarkably reduced by the operation without the throttle valve, so that the amount of CO ₂ released is remarkably reduced. By from one cylinder to return the "short" to the exhaust gas to the other cylinder, in particular the raw emission of the NO _X is reduced in comparison to the engine of the prior art in a low output region. Furthermore, with the permanent λ = 1 control, this stratified combustion engine can use a proven three-way catalyst even in the low power and idling range, so if the raw emission is reduced, it will Exhaust gas limits can be achieved.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in more detail below based on the preferred embodiments schematically shown in FIGS.

In the schematic cross-sectional view of the multi-cylinder combustion engine shown in FIG. 1, the engine block is designated by reference numeral 1 and the engine cylinder is designated by reference numeral 2. The engine cylinder is compressed upwards by the cylinder head 3.
The cylinder head 3 communicates with the fresh air introducing pipe 8 which is blocked by the introducing valve 18 and the exhaust gas conduit 9 which is blocked by the discharging valve 19. Furthermore, an injection valve 10 and an ignition plug 11 that directly inject fuel through the cylinder head 3 project into the cylinder chamber 2. Introduction valve 18 and discharge valve 19
This control is mainly performed by using a variable control time in order to form a layer of exhaust gas in the cylinder according to the present invention.

The cylinder 2 is sealed downward by a piston 5 arranged to reciprocate in the cylinder. The piston 5 is connected to a crankshaft 7 of the engine via a piston connecting rod 6.

In the region of the bottom dead center UT of the movement of the piston,
The exhaust gas return passages 30, 30 'entering the engine cylinder 2 are shown. Via these passages,
When the piston 5 opens the exhaust gas introduction port of the exhaust gas return passages 30 and 30 ', the exhaust gas is introduced from the other cylinder of the combustion engine into the engine cylinder 2 by direct short-circuit drive. Exhaust gas inlet 20, 20 ', 21, 21', 2
2, 22 'are arranged in the engine cylinder so that a pan-shaped exhaust gas concentrating portion is produced which rotates in advantageous operating conditions of the engine. Reference numeral 17 is applied to the boundary line of this concentrated portion.
Is attached. Therefore, the fresh air 15 required to completely fill the engine cylinder 2 is just below the injection nozzle 10 and the spark plug 11.

When the piston 5 moves to the top dead center OT of the piston movement in the direction of the arrow 14, when the piston is located in the area of the top dead center OT, the fuel directly collects the fresh air through the fuel injection nozzle 10. The charge of the layered cylinder is compressed so that it can be injected into the part 15 and then ignited by the spark plug 11. Then, when the piston 5 descends, the inlet is connected to the exhaust gas return passages 30, 31,
In accordance with 32, the exhaust gas is introduced into the other cylinder of the combustion engine by direct short-circuit drive, the piston of which is arranged on the crankpin of the crankshaft having the same crank-rectangular section. Following this, the remainder of the exhaust gas is first introduced into the pipe 9 by opening the exhaust gas discharge valve 19.

In a four-cylinder combustion engine, the first cylinder of the engine is connected to the fourth cylinder of the engine and the second cylinder of the engine is connected to the third cylinder of the engine through an exhaust gas return passage. Through these passages, the exhaust gas flows, for example, directly from the first cylinder to the fourth cylinder and vice versa. This depends on which cylinder is in the expansion period or the exhaust period. After the other cylinders have been rotated and filled with return exhaust gas so as to produce a pan-shaped exhaust gas concentration section as described, the cylinders are also completely filled there via the fresh air inlet valve 18. Since the fresh air required for filling is introduced, the compression process of the other cylinder takes place as explained above.

FIG. 2 shows the engine cylinder cut longitudinally in the region of the bottom dead center UT of the piston 5. In the case of this cylinder, in the preferred embodiment of the invention, a total of six inlets are provided for the exhaust gas return passages. In this cross-sectional view, three exhaust gas inlets 20, 21, 22 are visible as a whole, but other exhaust inlets 20 ', 21', 22 'which are geometrically similar are not visible. It is mainly arranged on the half-divided part of the cylinder, offset by about 180 °. It can be seen from FIG. 3 that the exhaust gas inlet is located in the cylinder. This drawing shows section III of FIG. In this figure it can be seen that in this embodiment a total of six exhaust gas return passages 30, 30 ', 31, 31', 32, 32 'communicate with the engine cylinder 2. In this case, the exhaust gas passages flowing into the cylinder are arranged 180 ° apart from each other in the same cross section as the exhaust gas inlet.

Since the shape of the facing piece 20 '(not shown) for forming the layered addition in the cylinder using the exhaust gas inlet 20 or the exhaust gas displaced by about 180 ° is particularly important. , Fig. 4 shows cross-section IV of Fig. 2.
What can be seen from this cross section is that when the cylinder chamber is filled with exhaust gas, coiled exhaust gas flows A and B are generated from two opposing exhaust gas inlets 20 and 20 '.
The exhaust gas return passages 30, 30 'flow into the cylinder chamber in a state of being cut out in the tangential direction upward. The exhaust gas flows A, B do not generate vortices with each other, unlike the tangential exhaust gas ports known in the prior art. In this way, premature mixing of the return exhaust gas and fresh air in the cylinder chamber can be advantageously eliminated.

5a to 7b, different stratifications of the return exhaust gas 16 and the fresh gas 17 in the engine cylinder are shown. In this case, the drawing labeled "a" shows the condition of the layers of the cylinder at the beginning of the compression process by the piston 5. On the other hand, the drawing with "b" shows the state of the layers of the cylinder at the top dead center position of the movement of the piston 5.

The various stratified states of the exhaust gas and fresh air in the cylinder chamber are introduced into each cylinder, where six exhaust gas return passages 30, 30 ', 31, 31', 32, 32 'are provided.
Can be set by These exhaust gas return passages are, as shown simply in FIG. 8, exhaust gas control valves 29, 2 respectively.
9'is collectively introduced into the exhaust gas collecting passages 34, 35, 36. These control valves can be used to adjust the time of opening and the amount of exhaust gas returned to be passed.

Therefore, in order to generate a layer of exhaust gas and fresh air of FIG. 5a or 5b, two exhaust gas return passages 30 and 30 'which flow tangentially into the cylinder chamber in a state cut out upward are provided. As described above, the spiral exhaust gas flows A and B are generated on the inner wall of the cylinder as described above. These exhaust gas streams form a layer on the exhaust gases which have been returned to one another in the direction perpendicular to the walls of the cylinder. The layer thus created between the return exhaust gas 16 and the fresh air 15 is arranged 180 ° apart and is well known in the prior art, since the introduction by the two cut out exhaust gas inlets is not disturbed. It is much more stable than the layer. In this way, premature mixing at the edge between the fresh air area and the exhaust gas area is prevented, so that in the region of the top dead center OT of the piston movement a much better fresh gas concentration than before is injected. It occurs under the nozzle 10 and the spark plug 11. Fuel is directly injected into the compressed fresh air pressure valley 23 mainly in the idling running and low load regions, and then ignited by the spark plug.

If a layer of cylinders is desired, such that at the top dead center position of the piston movement, a disk of fresh air 24 extending over the diameter of the cylinder is produced, via the exhaust gas regulating valves 29, 29 '. Exhaust gas return passage 3
Since 0, 30 ', 31, 31' are opened, the exhaust gas is introduced into the cylinder such that the substantially horizontal exhaust gas concentrating portion 16 is generated in the first suction period. In the other course of the movement of the piston, the required amount of fresh air is sucked in at the optimum time each time depending on the load.

In the preferred embodiment of the present invention, FIGS.
The exhaust gas return passages 30, 30 'and 31, 3
1'is opened by the exhaust gas regulating valve. In this way, the exhaust gas 16 returned to the first suction period becomes the exhaust gas introduction port 2
An exhaust gas concentrating portion having a concentration boundary line 17 formed into a substantially pan-like shape that rotates and enters the cylinder chamber via 0, 20 ', 21, 21'. The internal space of this exhaust gas concentration part is filled with fresh air 15 in the course of the following suction process. At the end of the compression process by the piston 5, a lens portion 15 of compressed fresh air is produced, through which the fuel is directly injected by the injection valve 10 and the resulting mixture can be ignited by the spark plug 11.

Exhaust gas return passage 3 of the engine block
To illustrate the arrangement of 0, 30 ', 31, 31', 32, 32 'and cylinders 26, 27, 28, 2 a cross section of the combustion engine of the present invention is shown in FIG. It can be seen in this figure that the engine cylinders 26, 2 or 27, 28 are in communication with each other via the exhaust gas passages and their pistons are arranged on the pins of the crankshaft at the bend of the same crank angle. Has been done.

Further, as can be seen from this drawing, exhaust gas control valves 29, 29 'are provided in each exhaust gas passage. These adjusting valves can block each exhaust gas return passage, and the amount of exhaust gas passing through these valves can be adjusted. In this way, it is possible to return as much exhaust gas to each cylinder as is necessary for λ = 1 control according to the output. That is, when the output is low, the returned exhaust gas is filled in the relatively strong cylinder, and in the full output region, the exhaust gas is not mainly returned. In this way, the exhaust gas that can be returned is continuously reduced from the output point "idling running" to "full output" via the exhaust gas adjustment valve. Therefore, since the combustion chamber is constantly completely filled, the engine can be driven even at low output without operating the throttle valve. In this case, the fuel injected directly into the combustion chamber is metered so that the value of λ = 1 is constantly adjusted regardless of the output of the engine, and the start of injection is controlled.

The drive of a combustion engine of this kind is shown in terms of control changes and flow changes, for example for a pair of cylinders of the first and fourth cylinder of the engine. In the idling travel region, the expansion period after ignition of the first cylinder is reached. The exhaust valve 19 of this cylinder remains blocked by the piston 5 until it passes through the bottom dead center UT. On the contrary, the exhaust gas regulating valve in the exhaust gas return passage between the first and fourth cylinders is completely open.

By the piston 5 which moves further downward in the UT direction, the exhaust gas introduction ports 20, 20 ', 21, 21', 2
The cross section of 2, 22 'is open. Exhaust gas flows into the fourth cylinder via the exhaust gas return passage. Because,
This is because the piston of the fourth silidan moves synchronously, and the exhaust gas inlet there is also opened in the same direction. Especially when the exhaust gas passage opens in the output range "idling running",
Since the expansion pressure is low, the intake valve 1 of the 4th cylinder to suck
At the time of opening 8 and the time of opening the exhaust valve 19 of the first cylinder, a sufficient amount of exhaust gas is designed to overflow and flow into the fourth cylinder. In other words, the discharge valve 19 is
Open at 0 ° for the first time.

The overflow time is defined by the pistons 5 of the first and fourth cylinders which rise again after passing through the bottom dead center. This is because the exhaust gas does not overflow from one cylinder to the other cylinder when passing through the upper end portion of the exhaust gas introduction port of the exhaust gas return passage. The amount of the exhaust gas that overflows can be changed by the exhaust gas adjusting valve according to the engine output. After the pistons of the first and fourth cylinders have passed the upper end of the exhaust gas inlet, the exhaust gas discharge valve opens in the first cylinder and the inlet valve 18 in the fourth cylinder fills the cylinder with fresh air. Open near the UT. To fill the cylinder with fresh air, it can also be controlled by a throttle valve in front of the inlet valve.

In full power operation, the engine is driven like a normal Otto engine. This is achieved by completely closing the exhaust gas regulating valve in the exhaust gas return passage between the cylinders. At the transition between these two extreme power points "idling" and "full power", λ = 1 control is achieved by driving the exhaust gas regulating valve to constantly overflow a small amount of gas. It This is done, for example, by a progressively smaller valve stroke of the exhaust gas regulating valve or by a constantly shorter opening period.

The layer between the fresh air and the returned exhaust gas, which is set in this way and can be changed by the geometric shape and arrangement of the exhaust gas inlet, moves in the direction of the top dead center.
The combustion is directly injected near the top dead center OT within the output range of "idling running". This method prevents a portion of the fuel from diffusing into the exhaust gas layer at the time of early injection and causing incomplete combustion.

In the output range "full output", fuel is directly injected at the time when exhaust gas is completely discharged by the discharge valve 19. In this way, a homogeneity of the incoming fresh gas with the directly injected fuel is achieved, whereby a high efficiency for the "full power range" of the engine can be achieved. The extreme power values, the injection times between idling and full power, are between the times mentioned above.

In a preferred embodiment of the invention, the injection valve 10 is embodied as an air-assisted fuel injection valve, which is known per se. In this case, the fuel is captured by the air flow and driven by the injection nozzle. Here, the amount of air transported with the fuel controls the total amount of air to be introduced into the cylinder in the low power region, for example to control λ = 1 at the spark plug when using this type of injection valve. Used for.

The engine concept described makes it possible for the first time to significantly reduce exhaust gases, especially harmful substances at the start of start-up and during warm-up, by using gasoline injection directly into a stratified combustion chamber. Become. In this case, the fuel to be directly injected does not utilize the cold walls of the pistons and cylinders as in prior art direct injection engines. This feature improves the value of the exhaust gas, especially in the hydrocarbon emission range.

In addition, operation without a throttle valve, especially in the low power region near idling, significantly reduces fuel consumption compared to prior art engines, thus reducing the amount of CO ₂ released. Due to the return of the exhaust gas that short-circuits between the described cylinders, N
O _X raw emission is further reduced. In addition to this, the permanent λ = 1 control allows the use of proven 3-way catalysts even in the “layered low power region”. As a result, future raw emission limits can also be achieved if raw emissions are reduced.

[0040]

As described above, according to the engine driving method of the present invention, stratified gas is added to the combustion chamber, and the fuel consumption can be reduced to the fuel consumption level of the diesel engine. It can be significantly reduced.

[Brief description of drawings]

FIG. 1 is a cross-sectional view of an engine block of a multi-cylinder engine at the engine cylinder.

FIG. 2 is a drawing of an engine cylinder cut out to see an exhaust gas introduction passage.

3 is a cross-sectional view of FIG. 2 in region III.

4 is a vertical cross-sectional view of FIG. 2 in a region IV.

FIG. 5 is a cross-sectional view of engine cylinders added in layers at the beginning (A) and top dead center position (B) of the compression process, respectively.

FIG. 6 is a cross-sectional view of engine cylinders added in layers at the beginning (A) and top dead center position (B) of the compression process, respectively.

FIG. 7 is a cross-sectional view of engine cylinders added in layers at the beginning (A) and top dead center position (B) of the compression process, respectively.

FIG. 8 is a schematic diagram of an arrangement of exhaust gas return passages between the silidans of a four-cylinder combustion engine.

[Explanation of symbols]

1 Engine Block 2 Engine Cylinder 3 Cylinder Head 5 Piston 6 Piston Connecting Rod 7 Crankshaft 8 Air Introducing Pipe 9 Exhaust Gas Pipe 10 Fuel Injection Valve 11 Spark Plug 14 Movement Direction 15 Fresh Air 16 Return Exhaust Gas 17 Boundary Layer 18 , 19 Valves 20, 20 ', 21, 21', 22, 22 'Exhaust gas inlet 23 Compressed fresh air trough 24 Compressed fresh air disc 25 Compressed fresh air lens part 26, 27, 28 Engine / cylinder 29, 29 'Exhaust gas adjusting valve 30, 30', 31, 31 ', 32, 32' Exhaust gas return passage 34, 25, 36 Exhaust gas collecting passage A, B Exhaust Gas flow OT Top dead center UT Bottom dead center

─────────────────────────────────────────────────── ───

[Procedure amendment]

[Submission date] July 29, 1994

[Procedure Amendment 1]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 5

[Correction method] Change

[Correction content]

[Figure 5]

[Procedure Amendment 2]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 6

[Correction method] Change

[Correction content]

[Figure 6]

[Procedure 3]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 7

[Correction method] Change

[Correction content]

[Figure 7]

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI technical display location F02M 25/07 ZAB 580 C

Claims (11)

[Claims] 1. Before the compression stroke of the piston,
One device forms a rotating layer of returned exhaust gas and fresh air in the engine cylinder, and controls the introduction of different amounts of exhaust gas to the engine cylinder according to the engine output, and exhausts the other cylinder. The exhaust gas is taken out to fill the cylinder of one engine from the gas discharge cycle, and the piston of the cylinder is arranged on the crank pin of the same crank right angle part, and the exhaust gas is taken out from the other cylinder. In a method for optimally driving a multi-cylinder combustion engine with respect to exhaust gas and fuel efficiency, which is performed in the region of the bottom dead center of an attached piston, in order to fill the engine cylinder, first, at least one amount of exhaust gas according to the output is set. Two exhaust gas regulating valves are introduced almost tangentially into the engine cylinder, and then the cylinder is completely filled. Therefore, the remaining amount of fresh air is sucked, and in that case, the introduction valve is opened together with the amount of exhaust gas and the amount of fuel to be injected in advance, and the amount of sucked fresh air is metered and introduced. Constant value λ = 1 regardless of engine output
Adjusted, then the layered cylinder packing is compressed by the cylinder's piston, then the fuel is directly injected into the fresh air inside the cylinder, and then the resulting fuel-air mixture is ignited. , In the subsequent expansion period, when the internal pressure of the cylinder becomes high enough to exhaust the amount of exhaust gas required to fill the other cylinder, the exhaust gas exhaust valve of the cylinder opens for the first time according to the output. How to characterize. 2. The return exhaust gas is introduced tangentially and / or radially offset into the cylinder in the region of the bottom dead center UT of the piston, and mainly a pan-like exhaust gas concentration is generated in the cylinder, and this center The method of claim 1, wherein the fresh air overlaps with. 3. A method as claimed in claim 1, characterized in that the exhaust gas introduced tangentially into the cylinder becomes a split flow A, B of exhaust gas and is layered on the inner wall of the cylinder. 4. The method according to claim 1, wherein the engine cylinder is not throttled in each power region and is driven by a completely filled cylinder chamber. 5. The engine in the engine block (1)
Cylinders (2, 26, 27, 28) are provided, and pistons (5) connected to the crankshaft (7) can reciprocate periodically in the cylinders (2, 26, 27, 28). 28) is blocked by the cylinder head (3) at the upper end, and for each cylinder (2, 26, 27, 28) there is at least one air introduction valve (18) and exhaust gas discharge valve in the cylinder head (3) respectively. (19) and the fuel injection valve (10) and the spark plug (11) are arranged so that each cylinder (2, 26, 27, 28) is tangential to the circumference of the cylinder in the region of the bottom dead center UT of the piston movement. Exhaust gas introduction ports (20, 20 ') for at least two exhaust gas return passages (30, 30') arranged to be displaced in the direction
And at least two other exhausts in which these inlets are connected to the other cylinder and each cylinder (2, 26, 27, 28) is arranged radially offset around the cylinder. Gas inlet (21, 21 ', 22, 22')
With the return exhaust gas flowing into the cylinder, the boundary line (1
7) is formed, which mainly forms rotating pan-shaped exhaust gas collecting portions, and fresh air (15) metered by an air introduction valve (18) is concentrated in the internal space of these collecting portions. So that the exhaust gas inlets (20, 20 ', 21, 2
Combustion engine, characterized in that 1 ') are arranged mutually and fuel can be introduced directly into the cylinder via a fuel injection valve (10) and ignited by a spark plug (11). 6. An exhaust gas inlet (2) of each cylinder.
0, 20 ', 21, 21', 22, 22 'are exhaust gas return passages (30, 30', 31, 31 ', 32, 3)
Combustion engine according to claim 5, characterized in that they communicate with each other via 2 '). 7. Exhaust gas return passages (30, 30 ', 31, 31', 3) of each of at least two cylinders.
2, 32 ') are in communication with each other, and the pistons of the cylinders are arranged on the crank pins of the same crank right angle portion, and in the case of a 4-cycle 4-cylinder engine, the first cylinder (26) becomes the fourth cylinder (2). The combustion engine according to claim 5 or 6, wherein the second cylinder (27) communicates with the third cylinder (28) through the exhaust gas return passage. 8. An exhaust gas return passage (30, 30 ', 3)
1, 31 ', 32, 32') or at least one exhaust gas regulating valve (29, 29 ') in the exhaust gas collecting passage (34, 35, 36). The combustion engine according to any one of claims 5 to 7, wherein: 9. The exhaust gas return passage having the same geometrical shape and the introduction position of the cylinder are arranged around the cylinder mainly offset from each other by about 180 °. A combustion engine according to item 1. 10. Exhaust gas inlets (20, 20 ') arranged tangentially around the cylinder form a layered coiled exhaust gas flow (A, B) which overlaps each other at the inner wall of the cylinder. (9) The combustion engine according to any one of claims 5 to 9, wherein the combustion engine becomes a vertically upward cutout and flows into the cylinder chamber (2). 11. The fuel injection valve (10) is configured as an air-assisted injection valve, in which fuel is trapped in the valve by a carrier air stream and very small amounts of fuel particles are matched to the opening of the valve. The combustion engine according to any one of claims 5 to 10, wherein: