JPH0968109A - Auxiliary chamber type engine with exhaust gas reflux device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform effective EGR all in an operation region and to effectively reduce the generation of NOx by providing a valve having a combustion gas flow passage to intercommunicate the auxiliary chambers of the two cylinders, of one being at an expansion stroke when the other is at a compression stroke, of a plurality of cylinders. SOLUTION: In a series four-cylinder engine, a temple-bell-form auxiliary chamber 22 is arranged at a cylinder head 18, and the auxiliary chamber 22 is communicated with a main combustion chamber through an injection nozzle. A fuel injection valve and a glow plug are disposed at the dome-form upper part of the auxiliary chamber 22. A cylindrical rotary valve 32 is contained rotatably around an axis in the cylinder head 18 at the side of the dome-form top part and drive by a valve drive device 34. Meanwhile, by disposing four combustion gas passages 26, 38, 40, and 42 paralleling an axis in a rotary valve 32, the auxiliary chambers 22 of two cylinders of one being at a compression stroke and the other being at an expansion stroke are intercommunicated.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an auxiliary chamber engine with an exhaust gas recirculation device.

[0002]

BACKGROUND ART Fukushitsushiki engines, particularly in pre-combustion chamber diesel engine for a vehicle, in order to reduce the NO _x is detrimental components in the exhaust gas, so as to reflux a part of exhaust gas to the intake side Exhaust gas recirculation device (depending on the case below, E
The GR device) is widely adopted. Normal EGR
The device uses the exhaust gas extracted from the exhaust passage of the engine,
The engine is configured to be guided to the intake road, mixed with intake air, and supplied into the cylinder. Therefore, as compared with the case where exhaust gas recirculation (hereinafter, referred to as EGR) is not performed, the amount of fresh air taken in is reduced by the amount of recirculated exhaust gas, and the excess air ratio is correspondingly reduced, resulting in poor combustion. Due to this, there is a drawback that smoke is likely to occur. In particular, N
Since the excess air ratio becomes small at the time of high load with a large amount of O _x emission, and smoke becomes significantly worse when EGR is performed.
There is a problem that the EGR cannot be performed and a sufficient NO _x reduction effect cannot be obtained.

In order to solve the problems of the sub-chamber engine equipped with the ordinary EGR device, fresh air is sucked into the cylinder and the intake valve is closed during the intake stroke, and then exhaust gas is pumped into the sub-chamber. Such a configuration is disclosed in Japanese Patent Laid-Open No. 16665/1992.
No. 6 publication. In this already proposed device (hereinafter sometimes referred to as the first already proposed device), as a means for pumping exhaust gas into the sub chamber, a piston that is reciprocally driven in conjunction with the crankshaft of the engine and the piston slides. Since a reciprocating pump device called a sub-cylinder having a cylinder that is movably fitted and an intake valve and a discharge valve, each of which is a reed valve, is provided, the pump discharged from the pump device is provided. Including the piping that supplies the compressed exhaust gas to the sub-chambers of each of the cylinders, the structure is extremely complicated and the manufacturing cost is high. Furthermore, the engine cost for driving the reciprocating pump device is increased. There were problems such as output loss and loud noise generated by pump operation.

Further, in a normal spark ignition type gasoline engine, an exhaust gas recirculation port connecting between the insides of a plurality of cylinders and the exhaust gas storage means has exhaust gas recirculation having a valve opening period in the latter half of the expansion stroke and the first half of the compression stroke of each cylinder. An exhaust gas recirculation device having a valve that can be opened and closed is disclosed in Japanese Laid-Open Patent Publication No. 5-187326. This proposed device (depending on the case below,
The second already-proposed device) extracts pressurized combustion gas from the combustion chamber in the cylinder in the latter half of the expansion stroke, stores it in the exhaust storage chamber or passage, and exhausts it to the combustion chamber of another cylinder in the compression stroke. Since it is configured to supply via a reflux valve,
There is no need for special pressurizing means such as an exhaust pressurizing pump device for pumping exhaust gas to the cylinder in the compression stroke, and there is no problem that the intake amount of fresh air is reduced due to the exhaust gas being recirculated.
Although there is an advantage that NO _{x in} the exhaust gas can be reduced while securing the output of the engine, it does not have a sub-chamber, so by supplying combustion gas or exhaust gas to the sub-chamber to suppress premixed combustion, There is a problem that it is not possible to reduce NO _x and noise, and an exhaust gas storage chamber is provided for each cylinder, an exhaust gas recirculation valve is provided, and an actuator for each valve that opens and closes each exhaust gas recirculation valve is required. Therefore, there is a drawback that the structure is complicated and expensive.

[0005]

SUMMARY OF THE INVENTION The present invention was devised in view of the above circumstances, and an engine that does not reduce the intake amount of fresh air by performing EGR, and is therefore desirable to reduce NO _x is practical. In a practically all operating range, EGR can be effectively performed without impairing engine performance such as output and fuel consumption, and smoke performance, thereby effectively reducing NO _{x in} exhaust gas. The main purpose is to provide a simple and inexpensive sub-chamber engine. Another object of the present invention is to suppress the premixed combustion by supplying the combustion gas from the sub-chamber of the cylinder in the expansion stroke to the sub-chamber of the other cylinder in the compression stroke to reduce the noise caused by the combustion explosion. The purpose is to propose a simple and inexpensive structure that can be effectively reduced.

[0006]

To achieve the above object, the present invention provides a sub-chamber, which is provided in each cylinder of a multi-cylinder engine and communicates with a main combustion chamber in the cylinder through an injection hole, and a plurality of cylinders. Among these, a valve provided with a combustion gas passage that connects the sub-chambers of two cylinders, one of which is in the compression stroke when the other is in the compression stroke, and is disposed between the sub-chamber and the valve. A valve drive device that connects the connection passage and the combustion gas passage or cuts off the connection between the connection passage and the combustion gas passage by rotating the valve and the connection passage that connects the combustion gas passage and the sub chamber at the set rotation angle position. A sub-chamber engine with an exhaust gas recirculation device is proposed.

In the present invention, it is preferable that the valve drive device is operated by a control device that controls a communication timing and a communication time between the combustion gas passage and the connection passage in the valve according to an operating state of the engine. Further, the connection passage that connects the sub chamber and the combustion gas passage in the valve may include a first connection passage that operates when the engine rotates at high speed and a second connection passage that operates when the engine rotates at low speed. preferable. Further, the first connecting passage is directed in a direction against the vortex flow generated in the sub chamber in the compression stroke, and the second connecting passage is in a forward direction with respect to the vortex flow generated in the sub chamber in the compression stroke. It is preferable that they are oriented and connected to the sub chambers, respectively.

Further, the valve is made of a cylindrical member arranged substantially parallel to the center plane of the engine, and has a main passage extending substantially in the axial direction in the inside thereof and from both ends of the main passage. It is desirable to provide a combustion gas passage that is formed of an end passage that extends in a substantially radial direction and opens on an outer peripheral surface facing the connection passage. Further, the control device controls the valve drive device so that the combustion gas passage in the valve is selectively communicated with either one of the first and second connection passages based on engine speed information. It is preferable that the multi-cylinder engine is a four-cylinder engine, and four combustion gas passages are provided in the valve.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be specifically described below with reference to the accompanying drawings. First, in the main part configuration diagram of FIG. 1, reference numeral 10 is a crankcase of the engine E, only a part of which is shown, and 12 is the crankcase 10.
It is a piston slidably fitted in a cylinder 14 formed by a cylinder liner formed inside or fitted in the crankcase 10. On the top surface of the piston 12, in cooperation with the bottom surface of a cylinder head 18 mounted on the crankcase 10 via a head gasket 16,
A recess 20 is provided which forms the main combustion chamber in the cylinder 14.

The cylinder head 18 is provided with a bell-shaped auxiliary chamber or swirl chamber 22 in this embodiment, and the auxiliary chamber 22 is provided with the main combustion via a nozzle hole 26 obliquely provided in a mouthpiece 24. Communicate with the room. Further, a fuel injection valve 28 is arranged in the dome-shaped upper portion of the sub-chamber 22 so as to be inclined with respect to the sub-chamber axis substantially parallel to the axis of the cylinder 14, and adjacent to the fuel injection valve 28. The glow plug 30 is arranged.

Further, in the cylinder head 18 on the side of the dome-shaped top of the sub chamber 22, a cylindrical rotary valve 32 extending in a direction perpendicular to the plane of the drawing of FIG.
Is housed in such a way that it can freely rotate around its axis. As best shown in FIG. 3, the rotary valve 32 is driven by a rotary actuator or valve drive device 34 which is, for example, a stepping motor. In this embodiment, the engine E is the first cylinder #
An in-line four-cylinder engine having a first, a second cylinder # 2, a third cylinder # 3, and a fourth cylinder # 4. As shown in FIG. 3, each cylinder 14 has an exhaust valve V _e.
And the intake valve V _i , and the sub chamber 22.

FIG. 2 is a chart showing the relationship between the intake air compression, expansion (or combustion), and exhaust stroke of the first to fourth cylinders # 1 to # 4 of the four-cylinder engine E and the crank θ _c . arrows in the drawing in the open box, as described in detail later, the combustion gases from the cylinder subchamber 22 in the expansion stroke the auxiliary chamber 22 of the cylinder in the compression stroke shown to supply, crank angle theta _c From the fourth cylinder # 4 to the second cylinder # 2 in the A stage of 0 to 180 °, and from the second cylinder # 2 to the first cylinder # 1 in the B stage of the crank angle θ _c of 180 ° to 360 °, Crank angle θ
_In the C stage where _c is 360 ° to 540 °, the first cylinder # 1 to the third cylinder # 3, and in the D stage where the crank angle θ _c is 540 ° to 720 °, the third cylinder # 3 to the fourth cylinder # 3. Combustion gas is supplied to # 4.

As best shown in the side view of FIG. 7,
Inside the rotary valve 32, four combustion gas passages 36, 38, 40 and 42 are provided parallel to the axis of the rotary valve 32. As shown in the cross-sectional views of FIGS. 3 and 5, the combustion gas passages 36 and 40 are long main passages 3 arranged such that their respective centerlines are included in the first diameter plane.
6a and 40a, and end passages 36b and 40b extending radially outward from both ends of the main passages 36a and 40a and opening to the cylindrical outer peripheral surface. As well shown in the cross-sectional views of FIGS. 4 and 6, the combustion gas passages 38 and 42 are so arranged that their respective center lines are included in a second diameter surface orthogonal to the first diameter surface. The relatively short main passages 38a and 42a disposed in the
It is composed of end passages 38b and 42b that extend outward in the radial direction from both ends of a and 42a and open to the cylindrical outer peripheral surface. As is clear from the above figures, the end passage 36
b and 40b extend in opposite directions at an angle of 180 ° and end passages 38b and 42b also extend in opposite directions at an angle of 180 °.

One end of the first connecting passage 44 and the second connecting passage 46, which are arranged in a V shape, are connected to the side portion of the dome-shaped upper portion of the sub chamber 22.
The other open ends of the combustion gas passages 36, 3 are
The rotary valve 32 is opened so as to face the outer peripheral surface of the rotary valve 32 at a position where it can communicate with the end passages 36b, 38b, 40b and 42b of 8, 40 and 42. Further, the first connection passage 44 is, as shown in the partially enlarged cross-sectional view of FIG. 10, well, the direction opposite to the vortex flow S generated in the sub chamber 22 in the compression stroke, that is, the vortex flow S. The second connection passage 46 is arranged in the vortex flow S generated in the sub chamber 22 in the compression stroke, as well shown in the partially enlarged sectional view of FIG. On the other hand, they are arranged in the forward direction, that is, in the direction in which the vortex S is biased.

The valve drive 34, which causes the rotary valve 32 to rotate about its axis, is actuated by a control unit or controller 48 including a microcomputer. The control unit or control device 48
Is the water temperature information T _w of the temperature sensor 50 that detects the cooling water temperature of the engine E, the rotation speed information N _e of the rotation speed sensor 52 that detects the rotation speed of the engine E, and the information indicating the load of the engine E, such as the engine E. In the case of the sub-chamber diesel engine, information L _p indicating the position of the control lever 54 of the fuel injection pump that controls the fuel supply amount, and information θ of the crank angle sensor 56 indicating the crank angle of the engine E.
_c is received to provide a drive output to a valve drive, in this case a stepper motor 34.

In the above structure, the rotary valve 32 and each cylinder # 1 of the engine E in the A stage of FIG.
The relationship with Nos. 4 to 4 is as shown in FIG. In this stage A, the control unit or control device 48
Thus, the rotary valve 32 is driven to the illustrated position by the intermittent rotation of the stepping motor 34. The combustion gas passage 40 in the rotary valve 32 is connected to the second cylinder # 2.
And the connection passage 44 or 4 of each sub-chamber 22 of the fourth cylinder # 4
It communicates with 6. Therefore, a part of the combustion gas in the sub-chamber 22 of the fourth cylinder # 4 in the expansion stroke is supplied to the sub-chamber 22 of the second cylinder # 2 as the EGR gas through the combustion gas passage 40 and the connection passage 44 or 46. To be done.

Next, in the stage B shown in FIG. 4, the stepping motor 34 is intermittently rotated by the control unit or the control device 48 so that the rotary valve 3 is rotated.
The combustion gas passage 38 in the first cylinder # 1 and the second cylinder # 2.
It communicates with the connection passage 44 or 46 of each sub chamber 22 of the cylinder # 2. Therefore, a part of the combustion gas in the sub-chamber 22 of the second cylinder # 2 in the expansion stroke is part of the combustion gas passage 38.
And through the connecting passage 44 or 46 and in the compression stroke
It is fed as EGR gas into the sub chamber 22 of the cylinder # 1.

Further, in the stage C shown in FIG. 5, the stepping motor 34 is further intermittently rotated by the control unit or the control device 48 so that the combustion gas passage 36 in the rotary valve 32 has the first cylinder # 1.
And the sub chamber 22 of the third cylinder # 3 via the connection passages 44 or 46. Therefore, a part of the combustion gas in the sub-chamber 22 of the first cylinder # 1 in the expansion stroke enters the sub-chamber 22 of the third cylinder # 3 in the compression stroke, and the combustion gas passage 36 and the connection passage 44 or It is fed as EGR gas via 46.

Finally, in the stage D shown in FIG. 6, the stepping motor 34 is further intermittently rotated by the control unit or the control device 48 so that the combustion gas passage 42 in the rotary valve 32 has the third cylinder # 3 and the third cylinder # 3. A connection passage 44 or 4 is provided in each sub chamber 22 of the fourth cylinder # 4.
Connect via 6. Therefore, a part of the combustion gas in the sub-chamber 22 of the third cylinder # 3 in the expansion stroke enters into the sub-chamber 22 of the fourth cylinder # 4 in the compression stroke, and the combustion gas passage 42 and the connection passage 44 or It is fed as EGR gas via 46.

FIG. 11 shows, as a representative of the stages A to D, in-cylinder pressure diagrams of the first and second cylinders # 1 and # 2 in the stage B. As shown in the drawing, when the in-cylinder pressure curve indicated by the solid line P _c of the second cylinder # 2 is in the approximately middle stage of the expansion stroke, as described above, the sub chamber of the second cylinder # 2 is passed through the combustion gas passage 38. 22 and 1
The sub chamber 22 of the cylinder # 1 communicates with the second cylinder #
Some 2 subchamber 22 of high pressure combustion gases, initial compression stroke, is supplied as the EGR gas to the first cylinder # 1 of the auxiliary chamber 22 after the intake valve V _i is closed. 2nd cylinder #
By supplying the combustion gas from No. 2 to the first cylinder # 1, the in-cylinder pressure is partially reduced as shown by the dotted line P _c2 ′ in the figure, while the first cylinder that has received the combustion gas The in-cylinder pressure of # 1 partially rises as shown by the dotted line P _c1 ′ in the figure. As shown in the figure, at the end of the outflow of combustion gas from the second cylinder # 2, the piston 1
At approximately the center of the descending stroke of 2, that is, the crank angle,
It is preferably about 90 °. In addition, in the other stages A, C, and D, the interrelationship of the in-cylinder pressure between the two cylinders is substantially the same.

As described above, from the sub chamber 22 of the cylinder in the expansion stroke, the combustion gas passage 36 in the rotary valve,
In order to press the EGR gas into the sub chamber 22 in the compression stroke by feeding the combustion gas as the EGR gas into the sub chamber 22 in the cylinder in the compression stroke via any of 38, 40 and 42. No special pump device is required, no EGR valve is required for each cylinder, and one common rotary valve 32 may be provided for a plurality of cylinders, and the same rotary valve 32 serves as a passage for EGR gas. Since it serves as both a device and a valve device, the structure is extremely simple, and the actuator for driving the rotary valve 32 or the stepping motor 34 as a valve drive device is common to a plurality of cylinders (one in the illustrated embodiment). In the case of (4), one cylinder is required for every four cylinders, so that the structure can be further simplified and the manufacturing cost can be extremely low as a whole.

Further, since the combustion gas for EGR is supplied after the intake valve is closed in the compression stroke, the intake amount of fresh air does not decrease due to EGR, and all the engines that need to perform EGR. In the operating area of
It is possible to achieve reduction in NO _x while ensuring performance such as engine output and fuel efficiency without deteriorating exhaust gas performance such as smoke. Furthermore, EG is stored in the sub chamber 22.
By supplying the combustion gas as the R gas, the premixed combustion in the sub-chamber is suppressed, which is not only advantageous for the reduction of the above NO _x , but also the combustion is made gentle and the operation noise is effectively reduced. There is an advantage to get.

Next, as best shown in the partially enlarged sectional views of FIGS. 8 to 10, the four combustion gas passages 36, 38, 40 and 42 in the rotary valve 32 and the auxiliary chamber 2 are shown.
The first connection passage 44 that communicates with 2 is provided so as to face the direction against the vortex flow S of the intake air that flows into the sub chamber 22 from the cylinder 14 through the injection hole 26 by the rise of the piston 12 during the compression stroke. . Therefore, as shown in FIG. 10, when the speed of the eddy current S is large and the engine is rotating at high speed,
By causing the combustion gas for EGR to flow into the sub chamber 22 from the first connection passage 44, the vortex S that is too strong is weakened, appropriate premixed combustion is moderated, and the generation of NO _x is effectively suppressed. be able to.

On the contrary, when the engine is rotating at a low speed, as shown in FIG. 9, the combustion gas passages 36, 38, 40 and 42 in the rotary valve 32 are caused to flow through the vortex S in the sub chamber 22.
Second connection passage 4 oriented in the forward or tangential direction with respect to
By communicating with No. 6, the weak vortex S due to the low speed rotation is urged and strengthened by the inflow of the combustion gas for EGR, and the mixture of fuel and intake air is improved to effectively suppress the generation of smoke. There is an advantage that can be done.
Whether the combustion gas passages 36, 38, 40 and 42 communicate with the first or second connection passages 44 or 46 is determined by the rotation angle of the rotary valve 32, and the engine rotation is performed by the stepping motor or the like valve drive device 34. It is controlled according to the number. 8 shows the combustion gas passages 36, 3
8, 40 and 42 are first and second connecting passages 44 and 4
6 shows a state in which the valve is not in communication with any one of 6 and, in the following description, this state will be referred to as valve position α (first position shown by a solid line in the figure) or α ′ (second position shown by a dotted line in the figure). So-called
The operating state of the second connecting passage 46 shown in FIG. 9 is called a valve position β, and the operating state of the first connecting passage 44 shown in FIG. 10 is called a valve position γ.

Next, an operation mode of the control unit or the control device 48 will be briefly described with reference to the flowchart of FIG. When the program starts, the crank angle θ _c is read in step S ₁ . In step S ₂ , it is determined whether or not the crank angle θ = 0, that is, the start point of the cycle, and if the cycle start point is YES, the process proceeds to step S ₃ , and the rotary valve 3 is rotated by the valve drive device.
2 is set in the valve position α, ie the first rest position.

When the crank angle θ _c advances beyond 0 in step S ₂ (NO), it is checked in step S ₄ whether the crank angle θ _c has reached the EGR start point θ ₁ , and θ
_{When c} = θ ₁ , the engine speed N _e is read in step S ₅ . Then, in step S ₆ , the engine speed N _e is the maximum engine speed N
_It is checked whether it is equal to or less than ½ of _{e max} .
If the engine speed N _e is low, YES, step S ₇
Then, the rotary valve 32 is set to the β position by the valve drive device 34, the combustion gas is supplied from the second connection passage 46 into the sub chamber 22, and the vortex flow S is strengthened. (Note that step S
_{In FIG. 6} , N _{e max} / 2 was used as the switching reference rotational speed as an example, but other appropriate reference rotational speeds can of course be selected. )

[0027] In step _{S 6,} the engine speed N
_e is the time higher speed rotation than half the maximum speed _{N e max,} the process proceeds to step _{S 8,} the rotary valve 32 by the valve drive unit 34 is set to γ position, the first connecting passage 4
Combustion gas is supplied into the sub chamber 22 from 4, and the vortex S that is too strong is weakened due to the high speed rotation. In step S ₄ , when the crank angle θ _c exceeds θ ₁ and becomes NO, the process proceeds to step S ₉ and it is checked whether or not the crank angle θ _c reaches the EGR end point θ ₂ . When the crank angle theta _c reaches theta _2, the rotary valve 32 by the valve driving device 34 in step _{S 10} is, beyond rotating in the direction of the valve position of FIG. 10 by arrows, either of the combustion gas passages 36,38,4
0 and 42 are also set to the second rest position α ′ that does not communicate with the first and second connecting passages 44 and 46, and the same cycle is repeated thereafter.

In the above flow chart, the crank angle θ _{1 at the} EGR start point in step S ₄ , that is, the start timing of communication between the combustion gas passage and the connection passage, and the crank angle θ _{2 at the} EGR end point, that is, the combustion gas passage and the connection passage. The crank angle that defines the communication time with is of course set appropriately in accordance with the operating state of the engine E. Although not shown in the flow chart, EGR is not performed when the engine is cold-started, for example, when the cooling water temperature T _w is 60 ° C. or lower.
_It is carried out under the condition that _w exceeds 60 ° C.

The present invention is most preferably applied to a four-cylinder sub-chamber diesel engine.
It can be applied to the left and right banks of a type 8 cylinder engine in almost the same embodiment. In addition, the rotary valve 3
It is most convenient to use a stepping motor as the valve driving device 34 for rotating the wheel 2, but it is obvious that any other intermittent driving device can be adopted.

[0030]

As described above, the sub-chamber engine with an exhaust gas recirculation device according to the present invention is provided in each cylinder of a multi-cylinder engine, and the sub-chamber communicates with the main combustion chamber in the cylinder through the injection holes. When,
Of the plurality of cylinders, a valve having a combustion gas passage that connects the sub-chambers of the two cylinders, one of which is in the expansion stroke when the other is in the compression stroke, and is arranged between the sub-chamber and the valve, By rotating the valve and the connection passage that communicates the combustion gas passage and the sub chamber at the set rotation angle position of the valve, the connection passage and the combustion gas passage are communicated, or the communication between both passages is cut off. A wide range of engine operations in which reduction of NO _x is desirable, without impairing performance such as engine output and fuel consumption, and without causing problems such as smoke deterioration, characterized by comprising a valve drive device. performs EGR in the region, it is possible to achieve effective reduction of NO _x, and by supplying the EGR combustion gas in the secondary chamber, it is possible to reduce the operating noise of the engine There is an advantage that can provide a simple structure and inexpensive pre-combustion chamber engine that.

Further, in the present invention, the valve drive device is operated by a control device which controls a communication timing and a communication time between the combustion gas passage in the valve and the connection passage in accordance with the operating state of the engine. By
There is an advantage that it is possible to perform an appropriate EGR according to the operating state of the engine, and the connection passage that connects the sub chamber and the combustion gas passage of the valve is the first connection passage that operates at high engine speed. And a second connecting passage that operates when the engine rotates at a low speed.
The connection passage points in a direction against the vortex flow generated in the sub chamber during the compression stroke, and the second connection passage points in the forward direction with respect to the vortex flow generated in the sub chamber during the compression stroke, respectively. By connecting to the sub chamber, EGR
By controlling the inflow direction of the combustion gas for use in the sub-chamber to control the strength of the vortex flow in the sub-chamber in accordance with the engine speed, it is possible to perform appropriate combustion, effectively reduce NO _x and reduce operating noise. There is an advantage that the reduction of

Further, the valve is formed of a cylindrical member arranged substantially parallel to the center plane of the engine, and has a main passage extending substantially in the axial direction therein and both ends of the main passage. By providing the combustion gas passage including the end passage that extends substantially in the radial direction and opens on the outer peripheral surface facing the connection passage, the valve includes the EGR combustion gas passage device and the valve device. There is an advantage that the structure can be further simplified by combining the two.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a main part showing an embodiment of the present invention.

FIG. 2 is a diagram showing an operation cycle of each cylinder when the present invention is applied to a 4-cylinder engine.

3 is a rotary valve 32 in the A stage of FIG.
FIG. 6 is a schematic view showing an operation mode of FIG.

4 is a rotary valve 32 in the B stage of FIG.
FIG. 6 is a schematic view showing an operation mode of FIG.

5 is a rotary valve 32 in the C stage of FIG.
FIG. 6 is a schematic view showing an operation mode of FIG.

6 is a rotary valve 32 in the D stage of FIG.
FIG. 6 is a schematic view showing an operation mode of FIG.

7 is a side view of the rotary valve 32 as seen from the direction of arrow VII in FIG.

8 is an enlarged cross-sectional view of a partial main part of FIG.

9 is an enlarged cross-sectional view of an essential part showing a state in which a second connection passage 46 in FIG. 1 is operating.

10 is an enlarged sectional view of an essential part showing a state where the first connection passage 44 in FIG. 1 is operating.

11 is a cylinder pressure diagram of stage B shown in FIG. 4. FIG.

12 is a flowchart showing an operation mode of a control unit or a control device 46 in FIG.

[Explanation of symbols]

E ... Engine, 10 ... Crankcase, 12 ... Piston, 14 ... Cylinder, 18 ... Cylinder head, 22 ... Sub chamber, 24 ... Mouth, 26 ... Injection hole, 28 ... Fuel injection valve, 30
... glow plug, 32 ... rotary valve, 34 ... valve drive device, 36, 38, 40 and 42 ... combustion gas passage, 36
a, 38a, 40a and 42a ... Main passage, 36b, 38
b, 40b and 42b ... end passage, 44 ... first connecting passage, 46 ... second connecting passage, 48 ... control unit or control device, V _i ... intake valve, V _e ... exhaust valve.

Claims (7)

[Claims] 1. A sub-chamber, which is provided in each cylinder of a multi-cylinder engine and communicates with a main combustion chamber in the cylinder through an injection hole, and a plurality of cylinders, one of which is in a compression stroke and the other of which is in an expansion stroke. A valve having a combustion gas passage for communicating the sub-chambers of two cylinders, and the valve is arranged between the sub-chamber and the valve. The combustion gas passage and the sub-chamber are communicated at a set rotational angle position of the valve. An exhaust gas recirculation device, comprising: a connection passage for allowing the connection passage and the combustion gas passage to communicate with each other by rotating the valve; Subchamber engine. 2. The valve drive device is operated by a control device that controls a communication timing and a communication time between a combustion gas passage and a connection passage in the valve according to an operating state of an engine. An auxiliary chamber engine with an exhaust gas recirculation device according to claim 1. 3. A connection passage that connects the sub chamber and a combustion gas passage in the valve, a first connection passage that operates when the engine rotates at a high speed, and a second connection passage that operates when the engine rotates at a low speed.
The subchamber engine with an exhaust gas recirculation device according to claim 1 or 2, wherein the subchamber engine is formed of a connection passage. 4. The first connecting passage is directed in a direction against a vortex flow generated in the sub chamber during the compression stroke, and the second connecting passage is directed to a vortex flow generated in the sub chamber during the compression stroke. 4. The sub-chamber engine with an exhaust gas recirculation device according to claim 3, wherein the sub-chamber engine is connected to the sub chambers in a forward direction. 5. The valve comprises a cylindrical member arranged substantially parallel to the center plane of the engine, and inside thereof,
A combustion gas passage including a main passage extending substantially in the axial direction and end passages extending substantially radially from both ends of the main passage and opening to an outer peripheral surface facing the connection passage is provided. A subchamber engine with an exhaust gas recirculation device according to claim 1. 6. The valve drive system according to claim 6, wherein the control device selectively communicates a combustion gas passage in the valve with either one of the first and second connection passages based on engine speed information. The subchamber engine with an exhaust gas recirculation device according to claim 3, wherein the device is controlled. 7. The sub-chamber engine with an exhaust gas recirculation device according to claim 5, wherein the multi-cylinder engine is a four-cylinder engine, and four combustion gas passages are provided in the valve. .