WO2007056784A2 - Moteur a combustion interne - Google Patents

Moteur a combustion interne Download PDF

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Publication number
WO2007056784A2
WO2007056784A2 PCT/AT2006/000468 AT2006000468W WO2007056784A2 WO 2007056784 A2 WO2007056784 A2 WO 2007056784A2 AT 2006000468 W AT2006000468 W AT 2006000468W WO 2007056784 A2 WO2007056784 A2 WO 2007056784A2
Authority
WO
WIPO (PCT)
Prior art keywords
exhaust gas
combustion engine
internal combustion
inlet
valve
Prior art date
Application number
PCT/AT2006/000468
Other languages
German (de)
English (en)
Other versions
WO2007056784A3 (fr
Inventor
Paul Kapus
Reinhard Glanz
Original Assignee
Avl List Gmbh
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from AT0186105A external-priority patent/AT500665B1/de
Priority claimed from AT0003406A external-priority patent/AT500927B1/de
Priority claimed from AT0003306A external-priority patent/AT500926B1/de
Priority claimed from AT0040106A external-priority patent/AT501103B1/de
Application filed by Avl List Gmbh filed Critical Avl List Gmbh
Priority to DE112006001575T priority Critical patent/DE112006001575A5/de
Publication of WO2007056784A2 publication Critical patent/WO2007056784A2/fr
Publication of WO2007056784A3 publication Critical patent/WO2007056784A3/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4235—Shape or arrangement of intake or exhaust channels in cylinder heads of intake channels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0418—Layout of the intake air cooling or coolant circuit the intake air cooler having a bypass or multiple flow paths within the heat exchanger to vary the effective heat transfer surface
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/04—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/16—Control of the pumps by bypassing charging air
    • 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
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0234—Variable control of the intake valves only changing the valve timing only
    • F02D13/0238—Variable control of the intake valves only changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • 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
    • F02D13/0261—Controlling the valve overlap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
    • F02D41/0062—Estimating, calculating or determining the internal EGR rate, amount or flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
    • 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
    • F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B2023/103—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector having a multi-hole nozzle for generating multiple sprays
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B2023/106—Tumble flow, i.e. the axis of rotation of the main charge flow motion is horizontal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/48—Tumble motion in gas movement in cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B7/00—Engines characterised by the fuel-air charge being ignited by compression ignition of an additional fuel
    • F02B7/02—Engines characterised by the fuel-air charge being ignited by compression ignition of an additional fuel the fuel in the charge being liquid
    • F02B7/04—Methods of operating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/241—Cylinder heads specially adapted to pent roof shape of the combustion chamber
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
    • 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
    • F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
    • F02M26/15—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system in relation to engine exhaust purifying apparatus
    • 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
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • 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
    • 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
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to an internal combustion engine, in particular a supercharged internal combustion engine, having at least one cylinder with a reciprocating piston and at least two inlet valves per cylinder and a roof-shaped combustion chamber top surface in the cylinder head, the inlet ducts leading to the inlet valves generating a tumble flow in the combustion chamber, the main flow directions the sub-streams sucked into the combustion chamber via the inlet valves each include an acute angle with a longitudinal plane determined by the cylinder axes of a row of cylinders, and at least one outlet channel per cylinder.
  • the invention relates to a method for operating an internal combustion engine with exhaust gas turbocharger, an intake and an exhaust line, an internal exhaust gas recirculation system and an external exhaust gas recirculation system with at least one exhaust gas recirculation line, wherein in at least one low and / or medium load range of the internal combustion engine, an internal exhaust gas recirculation and in at least a load range at the same time an internal and external exhaust gas recirculation is performed.
  • the invention also relates to an internal combustion engine having a cylinder head with at least one inlet valve and at least one outlet valve per cylinder, wherein at least one outlet opening is at least partially surrounded by a masking.
  • the invention relates to a method for producing a cylinder head with at least one inlet channel opening into a combustion chamber roof via an inlet opening, which is produced at least partially by casting technology. Furthermore, the invention relates to a cylinder head for an internal combustion engine with at least one at least partially cast technology produced via an inlet opening into a combustion chamber roof opening inlet channel.
  • EP 0 444 018 A1 discloses an internal combustion engine having at least two inlet ducts per engine cylinder and roof-shaped boundary surfaces, wherein the main flow directions of the partial flows sucked into the combustion chamber via the inlet ducts form an acute angle with the longitudinal engine plane.
  • the angle of a partial flow of an inlet channel is greater by 10 ° to 40 ° than the angle of a partial flow of the other inlet channel.
  • Both inlet channels are designed for good air flow performance.
  • the different channel design causes a combination of tumbling and swirling motion in the combustion chamber, whereby good swirl numbers are achieved at high throughputs.
  • the injector has seven injection ports on the Injektorstirnseite.
  • the injection of the inclined with respect to the cylinder axis arranged injection device is - in the region of the top dead center of the piston - directed into a piston recess of the piston.
  • the atomized fuel is passed through the wall surface of the piston bowl around the spark plug, forming a charge stratification.
  • the seven injection openings are arranged elliptically on the Injektorstirnseite.
  • the fuel cloud includes an angle between 25 ° and 35 ° in a side view of the injector and an angle between 35 ° and 45 ° in a floor plan.
  • an internal combustion engine with a plurality of intake and exhaust valves per cylinder which has an external and an internal exhaust gas recirculation system.
  • the exhaust gas recirculation line of the external exhaust gas recirculation system branches off the exhaust gas line upstream of the turbine of the exhaust gas turbocharger and enters the inlet line downstream of the compressor of the exhaust gas turbocharger.
  • internal and / or external exhaust gas recirculation is carried out, internal exhaust gas recirculation being possible over the entire operating range of the internal combustion engine. Due to the intended high-pressure exhaust gas recirculation external exhaust gas recirculation is possible only in the low and medium operating range of the internal combustion engine.
  • JP 2001-214812 A discloses an internal combustion engine in which external exhaust gas recirculation is performed in the lower and middle load range and internal exhaust gas recirculation in the upper load range. At low to medium speeds results in good tuning in an internal combustion engine with turbocharging a positive pressure gradient. This means that the intake pressure in the intake manifold is higher than the exhaust back pressure upstream of the turbine. Thus, at full load but no external exhaust gas recirculation in the high pressure part is possible.
  • An externally cooled exhaust gas recirculation would be desirable at high loads, especially at full load, since an improvement of the knocking behavior by inert gas would lead to earlier combustion position. This would reduce the oiling requirement and thus the fuel consumption.
  • a low-pressure exhaust gas recirculation system In order to carry out external exhaust gas recirculation at full load, a low-pressure exhaust gas recirculation system is necessary.
  • the exhaust gas is removed after the turbine, cooled and fed before the compressor.
  • the mixture of exhaust gas and fresh air can also be cooled via the intercooler.
  • An internal combustion engine with a low-pressure exhaust gas recirculation system and cooling of the recirculated exhaust gas is known, for example, from EP 0 596 855 A1.
  • Efficient Otto engine combustion is characterized in the partial load range by high stability at the highest possible exhaust gas recirculation rates, as well as at full load by compact combustion time and optimal combustion focal points, especially during charging and low speeds.
  • the object of the invention is to avoid these disadvantages and to further reduce the fuel consumption in the full load range in an internal combustion engine with turbocharger. It is also an object of the invention to lower emissions and fuel consumption, in particular in the high load range, without impairing the transient behavior with a negative load step. Another object of the invention is to enable fuel consumption improvement at part load without degrading full load performance. It is another object of the invention to reduce the production cost.
  • the tumble number is between 1.2 and 2, preferably between 1.4 and 1.9.
  • Known internal combustion engines have significantly lower tumble numbers. In known naturally aspirated engines, tumbling numbers between about 0.3 and 0.8 are achieved, with supercharged internal combustion engines tumbling numbers between about 0.5 to 1.1.
  • the provided in the internal combustion engine according to the invention high tumble numbers allow high turbulence in the combustion chamber and a significant reduction in fuel consumption.
  • angles of the main flow directions of the partial flows to the longitudinal plane are determined by the shape of the inlet channels, wherein in each case the axis of the inlet channel, at least just before the inlet valve, with the axis of the inlet valve at an acute angle, preferably greater than 10 ° ,
  • the main flow directions of the two partial flows may include the same acute angle with the longitudinal plane, preferably greater than 10 °, wherein advantageously the inlet channels - viewed in the direction of the longitudinal plane - may be formed congruent.
  • the Tumbleströmung flows in an outlet-side cylinder segment of the combustion chamber cover surface in the direction of the piston, which extends over an angle ⁇ smaller than 180 °, preferably between 60 ° and 120 °.
  • each inlet channel immediately upstream of the valve seat ring has a molded-flow rupture edge.
  • Each flow-off edge can be formed by an intersection of the substantially continuously extending inlet part of the inlet channel with a widening in the direction of flow, preferably conical wall portion in the region of the valve seat ring.
  • the conical wall section is incorporated, for example, by a control cutter provided coaxially with the valve seat ring axis, wherein preferably the control router has at least one conical, cylindrical and / or curved jacket region.
  • the cross section of the inlet channel is narrowed in a nozzle-like manner, at least in one direction, into the area of the flow-breaking edge.
  • the theoretical jet shape of the injection jets from the injection openings arranged on the second side intersects the valve disk of at least one open inlet valve, wherein preferably the theoretical jet shape the valve disk of the inlet valve from a valve opening between the 0.5 to 0.9 times, preferably between 0.6 to 0.8 times the maximum Ventilhubes cuts.
  • the theoretical jet shape preferably intersects the inlet valve in a region of the circumferential line of the valve disk that is one third to one sixth of the circumference.
  • the imaginary outer beam center lines of the fuel injection jets - viewed in a longitudinal section through the cylinder containing the injector axis - have a first beam angle between 30 ° and 50 °, preferably between 35 ° and 40 °, span, wherein preferably the outer imaginary beam center lines of the injection jets - viewed in a front view of the injector - span a second injection angle between about 40 ° and 70 °, preferably between 50 ° and 60 °.
  • the internal combustion engine is preferably charged by at least one exhaust gas turbocharger.
  • a significant reduction in fuel consumption can be achieved by storing a setpoint value for the recirculated exhaust gas quantity in a control device for the exhaust gas recirculation for each operating range, determining or calculating an actual value for the recirculated exhaust gas quantity and reducing the load from an operating range. in which internal and external exhaust gas recirculation is performed simultaneously, the internal exhaust gas recirculation is reduced or stopped until the actual value of the recirculated exhaust gas amount is less than or equal to the set value of the recirculated exhaust gas quantity at the corresponding operating point.
  • an internal and external exhaust gas recirculation can be performed simultaneously or only an external exhaust gas recirculation in the upper load range and / or Volliast Scheme. It is preferably provided that the internally and / or externally recirculated exhaust gas is cooled between the removal from the combustion chamber and the return into the combustion chamber.
  • the exhaust gas for the external exhaust gas recirculation downstream of the turbine of the exhaust gas turbocharger preferably downstream of an exhaust aftertreatment device taken from the exhaust line and upstream of the compressor of the exhaust gas turbocharger is fed to the inlet line.
  • the reduction of the internal EGR amounts is most easily done by retarding the intake timing and / or by advancing the exhaust timing.
  • the valve lift of at least one inlet and / or outlet valve in the valve overlap area is reduced in order to reduce the internal exhaust gas recirculation quantity.
  • An increase in the external or internal exhaust gas recirculation rate in the upper load range can be done by additionally throttling the intake air or the exhaust gas.
  • the control of the external exhaust gas recirculation rate can be done by a control valve and / or by throttling on the suction or exhaust side.
  • the regulation of the internal and external exhaust gas recirculation via a motor control unit such that the total exhaust gas recirculation rate in the internal combustion engine, which is composed of internal exhaust gas recirculation rate, empty suction of a filled with exhaust gas / air mixture volume and external exhaust gas recirculation rate, regardless of the transient operating state, the in the map stored setpoint values, or the exhaust gas recirculation amounts required to achieve the best consumption, or the best emission corresponds.
  • a particularly preferred embodiment of the invention can be provided that in at least one part load operating range, preferably after a negative load step and / or below a lower load limit for the implementation of external exhaust gas recirculation of the compressor and / or the intercooler is bypassed.
  • a first obturator can be arranged in the bypass line.
  • the bypass line upstream of the mouth of the exhaust gas recirculation line branches off from the inlet branch and re-opens into the inlet branch downstream of the compressor, preferably downstream of the charge air cooler, particularly preferably downstream of a second obturator arranged in a main flow path through the compressor.
  • the compressor can be used to purge the exhaust gas / air mixture from the charge air cooler.
  • the charge air flow can be controlled via switching devices in the region of the branch and / or the junction of the bypass line.
  • Theteurzusaugende after a negative load jump volume with air / exhaust gas mixture is thereby drastically reduced.
  • an air / exhaust gas mixture is thus available again for the next high-load phase.
  • a further improvement of the transient behavior can be carried out by flushing the main flow path of the inlet line through the compressor between the branch and the mouth of the bypass line of the compressor with fresh air during the bypassing of the compressor.
  • flushing the main flow path of the inlet line through the compressor between the branch and the mouth of the bypass line of the compressor with fresh air during the bypassing of the compressor.
  • a purge line branches off from the inlet branch and preferably opens downstream of the turbine in the exhaust line, wherein preferably in the purge line, a third obturator is arranged.
  • the internal combustion engine draws in fresh air via the bypass line of the compressor.
  • the intercooler and the pipes of the inlet pipe are purged during this time.
  • the air / exhaust gas mixture is fed to the internal combustion engine upstream of the catalyst fed to the exhaust line.
  • a further improvement in fuel consumption can be achieved if the masking is arranged in each case on the side of the outlet opening facing the inlet valve and shades the outlet valve plate of the outlet valve against the inlet valve.
  • the masking of the outlet opening is arranged on the side facing the inlet opening.
  • the mask encloses a wrap angle of about 120 ° to 180 ° about the center of the outlet opening.
  • the height of the mask should be about 1 mm to 4 mm. It is preferably provided that the distance of the masking from the valve disk edge is approximately 0.3 mm to 0.7 mm.
  • the masking is formed by a projection in the combustion chamber ceiling.
  • the masking is formed by a depression in the combustion chamber cover surface, the outlet opening being arranged in the depression.
  • the depression is arranged essentially concentrically with respect to the outlet opening and preferably runs out into the combustion chamber cover surface on the side opposite the masking.
  • the depth of the recess can be uniform.
  • the depression has a different depth relative to the surrounding combustion chamber cover surface, wherein preferably the depth is greatest in the region of the masking.
  • each outlet opening is surrounded by a masking in the region of the side facing the adjacent inlet valve.
  • the masking of the individual outlet valves is preferably the same design. But it is also a different design possible.
  • the two exhaust valves are preferably opened at the same time during the exhaust stroke.
  • the opening time of the exhaust valves can be adjusted synchronously via phasing.
  • the exhaust valves are also closed synchronously.
  • a significant improvement in fuel consumption at partial load is achieved when in the partial load range in the region of the top dead center of the charge exchange, preferably immediately after the top dead center of the charge exchange, exhaust gas sucked back through at least one outlet in the combustion chamber and at the same time or directly through at least one inlet air or charge in the combustion chamber is introduced, wherein a rectified Tumbleströmung is initiated by the sucked back exhaust gas and the air or charge in the combustion chamber.
  • the closing time of the exhaust valve and the opening time of the intake valve, in the partial load range is retarded. It is preferably provided that in the full load range for speeds below the maximum speed, preferably below half the maximum speed, the closing time of the exhaust valve is retarded and / or the opening timing of the intake valve is advanced.
  • the invention achieves the following advantageous effects: 1) Additional increase of the charge movement in the partial load range in order to further increase the residual gas acceptance of the combustion. Actuators for switching off parts of the inlet channel are not required to achieve increased charge movement.
  • a raw channel is produced by casting technology, the channel contour in at least a first wall area geometric features of a filling channel and in at least one second wall area geometric features of a tumbleendden inlet channel, and that in at least one material-removing processing step optionally a filling channel or a tumble-generating inlet channel is formed from the raw channel.
  • the second wall area is machined to remove material for forming a filling channel.
  • the first wall region is processed in a material-removing manner.
  • the first wall region is formed by the cylinder head plane closest to the bottom region of the raw channel.
  • the second wall region is formed by the ceiling region of the raw channel located furthest away from the cylinder head plane and / or by the side walls of the raw channel.
  • FIG. 1 shows a cylinder head of an internal combustion engine according to the invention in a cross section through a cylinder.
  • FIG. 2 shows a cylinder with schematically indicated injection jets
  • FIG. 3 shows the injection jets from the direction III-III in FIG. 2;
  • Fig. 4 is an end view of the injection jets
  • FIG. 4a shows an end view of an injector with five injection openings
  • Fig. 5 is a side view of an injector and the injection jets
  • FIG. 6 shows an inlet channel of the internal combustion engine according to the invention in a section
  • FIG. 8 shows a cylinder of the internal combustion engine according to the invention during a first injection
  • FIG. 10 shows the arrangement of the gas exchange channels and the injection device in a longitudinal section.
  • FIG. 11 shows the arrangement of the gas exchange channels and the injection device in a plan view
  • FIG. 16 shows the internal combustion engine according to the invention in a first embodiment
  • FIG. 17 shows the internal combustion engine according to the invention in a second embodiment variant
  • FIG. 19 shows the internal combustion engine according to the invention in a fourth embodiment variant
  • FIG. 20 shows the internal combustion engine according to the invention in a fifth embodiment variant
  • FIG. 21 is a load-speed diagram
  • FIG. 22 shows a control strategy for the exhaust gas recirculation according to the method according to the invention
  • FIG. 23 is a valve diagram of a cylinder head of the internal combustion engine according to the invention.
  • FIG. 24 shows a cylinder head in a section according to the line XXIV-XXIV in FIG. 23 with the intake and exhaust valves open in a first embodiment according to the invention
  • FIG. 25 shows a cylinder head analogous to FIG. 24 in a second embodiment according to the invention
  • FIG. 26 shows a cylinder head in a third variant according to the invention.
  • FIG. 27 shows the cylinder head in a section according to the line XXVII-XXVII in FIG. 23;
  • FIG. 27 shows the cylinder head in a section according to the line XXVII-XXVII in FIG. 23;
  • FIG. 28 is a part-load valve lift crank angle diagram
  • FIG. 29 is a full-load valve lift crank diagram
  • FIG. 30 shows the flows in the area of top dead center of the charge cycle at full load
  • FIG. 31 shows a cylinder head according to the invention with a raw channel in a longitudinal section
  • FIG. 32 shows a cylinder head with a tumble-generating inlet channel
  • FIG 33 shows a cylinder head with an inlet channel designed as a filling channel.
  • Intake channels 2 and outlet channels 3 are arranged in the cylinder head 1 of the internal combustion engine.
  • the inlet channels 2 open via two inlet valves 4 into the combustion chamber 5, which is formed by a cylinder 6, a reciprocating piston 7 and a roof-shaped combustion chamber cover surface 8 formed by the cylinder head 1.
  • an ignition 9 approximately centrally, and an injection device 10 arranged laterally.
  • the longitudinal axis 10a of the injection device 10 encloses an angle ⁇ between 20 ° and 35 ° with the cylinder head density plane 1a.
  • the injection device 10 has at its Injektorstirnseite 11 at least five injection openings 12 which are sized and / or arranged such that an area ratio of the total area of all injection openings of at least 65% and / or a mass fraction of at least 65% of the injected fuel on the piston 7 facing first side 13 of a reference plane 30 is assigned by the Intelstrahlstoffachse 31.
  • the reference plane 30 is normal to a plane defined by the Intelstrahlstoffachse 31 and the longitudinal axis 10a of the injector 10 level 32.
  • the dissolution of the individual injection jets 15 is such that a contiguous fuel cloud 16 without visible separation into individual jets from a distance a of about 10 mm 20 mm - seen from the beam root 17 - is formed.
  • the distribution of the fuel density in the jet cloud 16 substantially corresponds to the geometric arrangement of the injection openings 12 of the injection device 10.
  • the injection openings 12 are preferably arranged asymmetrically with respect to the reference plane.
  • FIG. 4 a shows an injector end 11 of an injector with five injection openings 12, three injection openings being arranged on the first side 13 and two injection openings 12 being arranged on the second side 14 of the reference plane 30.
  • the injection jets 15a through the injection openings 12 on the first side 13 may be bundled.
  • the imaginary beam center lines 15b 1 of the injection jets 15b which are injected into the combustion chamber 5 through the second side 14 of the reference plane 30 facing away from the piston 7, cut the generatrix 6a of the cylinder 6 into a range of approximately 30% to 45% of the stroke length L of the piston 7, measured from top dead center of the piston 7.
  • the projection range of the upper fuel jets 15 on the cylinder jacket 6 ' is designated by reference numeral 18.
  • the imaginary beam center lines 15a 1 of the lower injection jets 15a which flow through injection openings 12 arranged on the first side 13 of the reference plane 30 facing the piston 7, intersect a normal plane 19 assumed at half the stroke of the piston 7 on the cylinder axis 6a in an inlet side Range 20, which corresponds to about 30% to 50% of the cylinder diameter D.
  • the theoretical jet shape of the upper injection jets 15a sweeps each sectors of the valve head 4a of the intake valves 4 in the order of one third and one sixth of the circumference, but only at valve strokes greater than 0.6 to 0.8 times the maximum valve lift, from the closed valve measured starting.
  • the inlet channels 2 have a fixed geometry, which is designed so that a high level of charge movement in the combustion chamber 5 is made possible.
  • the tumble number is between 1.2 and 2, more preferably 1.4 to 1.9.
  • a tumble characteristic ⁇ FK is calculated from ⁇ mol from the flow field w LDA , which is measured, for example, by a differential measurement method by means of laser Doppler anemometry.
  • an average axial flow velocity w is calculated from the flow field w WA , ie the measured axial velocities in the direction of the cylinder axis 6 a.
  • the reduced, quasi-rotating flow field W 1 follows, assuming a tumble axis 111 which intersects the cylinder axis 6a and is perpendicular to the cylinder axis 6a of the cylinder 6. It thus applies:
  • T 1 is the distance of the measurement point i from the tumble axis 111.
  • the tumble characteristic can be calculated as follows:
  • Tumble - characteristic - ⁇ , (4) ⁇ mol
  • ⁇ mol is the engine angular velocity of the internal combustion engine.
  • the tumble number can be calculated by integration over the crank angle a, the tumble characteristics being weighted with the piston speed c:
  • FIG. 13 shows a typical measuring result of the measuring method, indicated in a cross section through the cylinder 6. It shows a flow structure generated by inlet channels 2 in a cylinder 6 as normalized flow fields.
  • the intake valves 4 are shown in their position relative to the cylinder 6.
  • the engine longitudinal axis 114 ' is located.
  • the tumble axis 111 ' is indicated as a vector arrow with an indicated direction of rotation.
  • the measuring points i are arranged in a hexagonal lattice, so that the surface elements f f are all the same.
  • the direction and magnitude of the angular velocities ⁇ t in each surface element f t . is indicated by the slope and density of the hatching.
  • Both inlet channels 2 are formed tumbleweld and have such a channel design that the angle ⁇ of the main flow directions 40 of the flowing through the inlet valves 4 into the combustion chamber 5 partial flows E for defined by the cylinder axes 6a longitudinal plane 6b determined by the shape of the inlet channels 2.
  • the axis 2 'of each inlet channel 2 includes, at least just in front of the inlet valve 4, an acute angle p with the axis 4b of the inlet valve 4.
  • the angles p and v are preferably greater than 10 °.
  • the inlet channels can thus be essentially mirrored (equal).
  • the tumble motion T flows on the side opposite the inlet valves 4 side within a cylinder segment of the combustion chamber cover surface 8 in the direction of the piston 7.
  • the cylinder segment extends over an angle ⁇ ⁇ 180 °, which is preferably between 60 ° and 120 ° (Fig. 13).
  • a further increase in the charge movement can be achieved by a conical design of the inlet channel 2, as shown in Figures 6 and 7.
  • the inlet channel 2 is formed between a first cross-section 21 in the region of the inlet channel flange and a second cross-section in the region of a tear-off edge 23 with a tapering cross-sectional area A.
  • the cross-sectional area A is plotted along the inlet channel axis x in FIG.
  • the flow cross-section A is only between 65% and 90% of the cross-sectional area A in the region of the inlet flange surface 21.
  • the region 22 results from the intersection of a cutting plane formed normally on the channel centerline at the location of the tear-off edge 23 with the channel centerline. Up to the area 22, the inlet channel 2 is thus narrowed like a nozzle.
  • the flow separation edge 23 is formed by an intersection of the substantially continuously extending inlet part 2 a of the inlet channel 2 with a conical wall section 2 b expanding in the flow direction in the region of the valve seat ring 24.
  • the conical wall region 2b is formed by a conical or stepped conical control cutter 25.
  • the control cutter 25 can have a cylindrical and conical region. It may also have a rounded skirt area which merges into the conical area. It is also possible that the inspection cutter 25 - viewed in profile - has an area with a small radius, which merges into an area with a larger radius. The area with the larger radius thus forms a cone with curved lateral surfaces.
  • the spanned by the outermost beam center lines 15 'first beam angle ß is - viewed in a front view according to the arrow III in Fig. 2 - approximately between 50 ° to 60 °.
  • the second beam angle ⁇ defined by the center lines 15a 'and 15b' of the outermost upper and lower injection jets 15a, 15b is approximately 30 ° to 40 °.
  • the injector 10 prevents individual fuel jets 15 impinge directly on the cylinder 6 and dilute the lubricating oil. Furthermore, an excessive loading of the surface of the piston 7 is prevented, which would lead to the formation of smoke. Due to the special combination of charge movement, injector geometry and optimization of control parameters, such as injection pressure and time of injection, the oil dilution can be reduced to the level of intake manifold-injecting internal combustion engines.
  • a suitable piston 7 has, for example, a teardrop-shaped piston recess, as described for example in EP 1 362 996 A1, which is incorporated by reference into the application.
  • Figures 8 and 9 show the two-time injection.
  • Fig. 8 shows a first injection during an intake stroke
  • Fig. 9 shows a second injection during the compression stroke 20 ° to 70 ° before the top dead center of the ignition.
  • inlet valve 4 and fuel jet 15 By partially wetting the inlet valve disk during an injection, an interaction of inlet valve 4 and fuel jet 15 can be achieved, as indicated in FIGS. 12 and 13.
  • the theoretical jet shape of the injection jets 15 of the second side 14 intersect the valve disk 4 a of at least one open inlet valve 4 from a valve opening between 0.5 to 0.9 times, preferably between 0.6 and 0.8 times the maximum Ventilhubes in a region 43 of the circumferential line of the valve disk 4a, which is one-third to one-sixth of the circumference.
  • the high charge movement allows operation at high partial load with high internal or external exhaust gas recirculation. This reduces the specific fuel consumption. Again, no additional measure such as variable charge movement is necessary. Exhaust masking allows even a variable charge motion to be integrated without additional components.
  • the internal combustion engine 101 has an intake line 102, an exhaust line 103 and an exhaust gas turbocharger 104 with a turbine 105 in the exhaust line 103 and a compressor 106 in the intake line 102.
  • an external exhaust gas recirculation system 107 is provided with an exhaust gas recirculation line 108 between the exhaust line 103 and the intake line 102, which branches off from the exhaust line 103 upstream of the turbine 105 and downstream of an exhaust aftertreatment device 109 and upstream of the exhaust line 103 Turbine 106 opens into the intake manifold 102.
  • an exhaust gas cooler 110 and an exhaust gas recirculation valve 111 is arranged in the exhaust gas recirculation tion 108.
  • the exhaust gas recirculation line 108 enters the intake line 102 downstream of an air filter 112.
  • an intercooler 113 and a throttle 114 is provided in the intake line 102.
  • the internal combustion engine 101 further includes an internal exhaust system, not further shown, which may be formed by a variable valve actuation device.
  • the variable valve actuation device can, for example, have phase shifters arranged on the intake and / or exhaust camshaft which adjust the timing of the intake and exhaust valves.
  • a change in the valve lift profile for example, by a multi-stage, continuous, electro-mechanical or electrohydraulic valve lift can be done.
  • the load L ' is plotted against the rotational speed n.
  • A internal exhaust gas recirculation is carried out.
  • both internal and external exhaust gas recirculation is carried out in order to allow high exhaust gas recirculation quantities.
  • the reference character C denotes a full load range with external exhaust gas recirculation.
  • external exhaust gas recirculation can also be carried out in the upper load range B and C.
  • the exhaust gas is removed after the turbine 105 and after an exhaust gas aftertreatment device 109 formed, for example, by a catalytic converter or a particle filter, cooled and fed to the inlet line 102 before the compressor 106. Due to the external exhaust gas recirculation, the exhaust gas recirculation quantity can be increased by up to 15% in addition to the internal exhaust gas recirculation rate.
  • the mixture of exhaust gas and fresh air is additionally guided via the intercooler 113.
  • the transient behavior of the internal combustion engine 101 is very poor, in particular with a rapid lowering of the load L to almost zero load.
  • the internal combustion engine 101 tolerates only a small amount of recirculated exhaust gas at low loads L, but due to the large volume filled with air / exhaust gas mixture in the intake line 102 is still supplied with a relatively large amount of exhaust gas for a few work cycles.
  • a control strategy for internal combustion engines 101 with turbocharger 104 is shown for example in FIG. 22, where load L 1 , setpoint for external exhaust gas feedback AGR ext , s, the actual value for external exhaust gas recirculation amount AGR ext , i and the internal exhaust gas recirculation amount AGR int are plotted against the time t.
  • the external exhaust gas recirculation rate AGR ext is compensated for by adjusting the control times in the direction of lower internal exhaust gas recirculation rate AGR int . This can be done, for example, for a few cycles of large valve overlap on small valve overlap.
  • internal exhaust gas recirculation is again carried out.
  • the regulation of the internal and external exhaust gas recirculation via a not further shown engine control unit such that the total exhaust gas recirculation rate in the internal combustion engine 101, which is composed of internal exhaust gas recirculation rate, empty suction filled with exhaust gas / air mixture volume and external exhaust gas recirculation rate, regardless of the operating state corresponds to a value stored in a map or calculated by a model, or corresponds to the exhaust gas recirculation quantities corresponding to the best consumption or the best emissions.
  • the engine control unit stores the optimum exhaust gas recirculation rates for each operating point. With suitable sensors, the exhaust gas recirculation quantity is constantly monitored. In the case of a sudden negative load step, the actual value of the external recirculated exhaust gas quantity AGR ext , i is too large. In order to compensate for this excess in the dynamic case, the internal exhaust gas amount AGR int is reduced until the actual value of the external exhaust gas quantity AGR ext , i corresponds to the setpoint AGR ex t, s, as shown in FIG.
  • the compensation of the filling and emptying behavior of the intercooler and the pipes of the intake manifold 102 by adjusting the timing to lower internal exhaust gas recirculation rate can be achieved by the following measures:
  • the compensation of the filling and emptying behavior can be achieved by such changes of the valve lift profile that smaller internal exhaust gas recirculation rates occur. This can be done by:
  • An increase in the external or internal exhaust gas recirculation rate can be achieved by additionally throttling the intake air or the exhaust gas through throttle elements 114, 115.
  • the control of the external exhaust gas recirculation rate is performed by the exhaust gas recirculation valve 111 and / or by throttling on the suction or exhaust side.
  • bypass line 116 for the compressor 106, as shown in FIG. 17.
  • the bypass line 116 is opened via a first shut-off device 117.
  • a second shut-off device 118 may be arranged in the inlet line 102 downstream of the charge air cooler 113.
  • the shut-off devices 117, 118 may be pressure or vacuum controlled or electrically operated.
  • FIG. 1 Another possibility for improving the transient behavior (in particular with positive load changes from low load) is shown in FIG.
  • a purge line 119 is provided between inlet branch 102 and exhaust line 103, which downstream of the charge air cooler 113 and upstream of the obturator 118 branches off from the intake manifold 102 and downstream of the turbine 105 and upstream of the exhaust aftertreatment device 109 into the exhaust line 103 ⁇ opens.
  • a further obturator 120 is provided in the purge line 119.
  • the engine 101 draws fresh air via the bypass line 116 of the compressor 106.
  • the charge air cooler 113 and the main flow path 102a are purged during this time.
  • the air / exhaust gas mixture is guided past the internal combustion engine 101 in front of the exhaust gas aftertreatment device 109.
  • FIGS. 19 and 20 show embodiments, in particular for diesel internal combustion engines, in which only the intercooler 113 with the bypass line 116 is bypassed.
  • Denoted by reference numerals 116a and 116b are switching members at the branch and the mouth of the bypass line 116, which divide the charge air flow accordingly.
  • the compressor 106 supports the flushing of the exhaust gas / air mixture from the intercooler 113th
  • a high-pressure exhaust gas recirculation system 107a is provided with a high-pressure exhaust gas recirculation line 108a and an exhaust gas recirculation valve lil to return exhaust gas from the exhaust header 103a directly to the inlet header 102b during warm-up for a short time.
  • FIG. 23 shows a cylinder head 201 in a view on the combustion chamber side of the cylinder head bottom 202 of a cylinder 203.
  • two inlet openings 204, 205 and two outlet openings 206, 207 open into the combustion chamber 210.
  • the combustion chamber is connected to inlet channels 204b, 205b and via the outlet openings 206, 207 to outlet channels 206b, 207b.
  • the inlet openings 204, 205 and the outlet openings 206, 207 are respectively controlled by an inlet valve 204a, 205a and outlet valve 206a, 207a.
  • the combustion chamber 210 is bounded by the roof-shaped combustion chamber cover surface 211 and the piston 212, as well as the cylinder 203.
  • At partial load operation of the internal combustion engine can be carried out to improve the consumption of an internal exhaust gas recirculation.
  • This internal exhaust gas recirculation is realized by exhaust gas from the outlet channels 206b, 207b is sucked back into the combustion chamber 210 subsequent to the exhaust stroke in the region of top dead center OTW of the charge cycle.
  • a high tumble flow in the combustion chamber 210 is desirable.
  • This tumble flow S A is replaced by the same closing timings of the two exhaust valves 206a, 207a zieit.
  • a substantial increase in the tumble flow can be achieved by a mask 208 around the two outlet openings 206, 207, on the side facing the inlet openings 204, 205.
  • the masks 208 each have a wrapping angle ⁇ of about 120 ° to 180 ° about the center 206 ', 207' of the respective outlet opening 206, 207.
  • the height of the mask 208 is about 1 mm to 4 mm - measured to half the height h of the valve plate edge 206b.
  • the distance a between the mask 208 and the valve disc rim 206b is about 0.3 mm to 0.7 mm.
  • the masking 208 may be formed by a projection V (FIG. 24) or a recess T of the combustion chamber cover surface 211 (FIGS. 25, 26).
  • the depression T is in each case formed concentrically with the inlet opening 204, 205.
  • FIG. 25 shows a depression T with a constant depth HM
  • FIG. 26 a depression T, which runs out from the masking 208 into the combustion chamber cover surface 211 and whose deepest point in the region of the mask 208 'is pronounced.
  • FIG. 28 shows a valve lift H-crank angle KW diagram, wherein the valve lift curve of the intake valves 204a, 205a is designated by E.
  • A denotes the valve lift curves of the exhaust valves 206, 207.
  • a tumble E A is produced by the backflowing exhaust gases, which are in the same direction as the later following inlet tumble (at the same control time of the outlet valves 206, 207) symmetrically designed inlet channels 204b, 205b) rotates.
  • the closing times A s of the two exhaust valves 206, 207 and the opening times Eö are postponed so late in the partial load range that is sucked through the outlet openings 206a, 207a first.
  • the gas inflow phases obtained from the control times which are advantageous for charge dilution and de-throttling are consistently used to increase the charge movement, in particular also the fresh charge upstream of the exhaust gas from the outlet duct 206b, 207b.
  • the charge cycle is also favorably influenced even at full load, especially for suction and supercharged engines with adjustable exhaust and / or intake camshafts.
  • adjustable large valve overlaps as far as possible rinsing of the combustion chamber 210 is achieved by residual gas.
  • the amount of air required for rinsing should not be too great in order to avoid an excessive oxygen supply or cooling of the exhaust gas in the turbo engine.
  • conventional internal combustion engines due to the typical design of the combustion chamber 210 when flushing to a relatively large short circuit content of purge air or, in engines with intake manifold injection, to mixture which passes directly into the Auslass Consumer, without affecting the purge quality.
  • the targeted masking 208 of the exhaust valves 206a, 207a reduces the short-circuiting ratio in purging, and the scavenging efficiency is improved, see FIGS. 29 and 30.
  • the design of the masking 208 can take place with an unchanged arrangement of the valves by application to an existing combustion chamber contour (FIG. 24) or by resetting the outlet valves 206a, 207a and a fluid-free release of the valve disk on its side facing away from the inlet valves 204a, 205a by means of locally modified combustion chamber contour (FIG. FIG. 25), as well as, for example, by pivoting a changed arrangement of the outlet valves 206a, 207a, whereby a corresponding residue is achieved on the side facing the inlet valves (FIG. 26).
  • a cylinder head 301 has at least one inlet channel 302, which opens into a combustion chamber roof 304 via an inlet opening 303.
  • a raw channel 305 is minimally cast with the cylinder head 301 with a minimum cross section.
  • the second wall portion B 'formed by the ceiling portion 305b remote from the cylinder head sealing plane 306 and the side walls of the raw passage 305 is designed to meet the requirements of a high tumble channel 308.
  • the first wall portion A 'or the second wall portion B' of the Rohkanals 305 for example by CNC machining, removed, according to the dashed, or 32 shows the form of a tumble-generating inlet channel 308 obtained after material removal of the first wall region 305a.
  • FIG. 33 shows a cylinder head 301 with a filling channel 307 whose contour is formed by material-removing machining of the second wall region B 'of the raw channel 305 was obtained.
  • Reference numerals 308b and 307b denote control section for a tumble-generating channel 308 and a filling channel 307, respectively.

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  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un moteur à combustion interne, notamment un moteur à combustion interne chargé, comprenant au moins un cylindre (6) muni d'un piston (7) effectuant un mouvement de va-et-vient et au moins deux soupapes d'admission (4) par cylindre (6) et une surface de protection de la chambre de combustion (8) dans la culasse (1). Les canaux d'admission (2) qui mènent aux soupapes d'admission (4) produisent un écoulement de Tumble (T) dans la chambre de combustion (5). Les dispositifs d'écoulement principal (40) des flux partiels (E) aspirés dans la chambre de combustion (5) forment dans chaque cas un angle (φ) avec un plan longitudinal (6b) déterminé par les axes de cylindre (6a) d'une ligne de cylindres. Ledit moteur comprend également au moins un canal de sortie (3) par cylindre (1). Il est prévu, pour réduire la consommation de carburant, que le nombre de Tumble se situe entre 1,2 et 2, de préférence entre 1,4 et 1,9.
PCT/AT2006/000468 2005-11-15 2006-11-15 Moteur a combustion interne WO2007056784A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112006001575T DE112006001575A5 (de) 2005-11-15 2006-11-15 Brennkraftmaschine

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
ATA1861/2005 2005-11-15
AT0186105A AT500665B1 (de) 2005-11-15 2005-11-15 Brennkraftmaschine mit einem zylinderkopf
ATA34/2006 2006-01-10
AT0003406A AT500927B1 (de) 2006-01-10 2006-01-10 Verfahren zum betreiben einer brennkraftmaschine mit abgasturbolader
AT0003306A AT500926B1 (de) 2006-01-10 2006-01-10 Brennkraftmaschine, insbesondere aufgeladene brennkraftmaschine
ATA33/2006 2006-01-10
ATA401/2006 2006-03-10
AT0040106A AT501103B1 (de) 2006-03-10 2006-03-10 Verfahren zur herstellung eines zylinderkopfes

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WO2007056784A2 true WO2007056784A2 (fr) 2007-05-24
WO2007056784A3 WO2007056784A3 (fr) 2008-11-27

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2934324A3 (fr) * 2008-07-23 2010-01-29 Renault Sas Moteur a combustion interne a transfert d'air d'admission vers l'echappement et procede de commande de celui-ci
DE102016210243A1 (de) * 2016-06-09 2017-12-14 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine und Verfahren zum Betreiben der Brennkraftmaschine
DE102016219320A1 (de) * 2016-10-05 2018-04-05 Bayerische Motoren Werke Aktiengesellschaft Verbrennungsmotor
EP2423483B1 (fr) * 2010-08-23 2018-10-17 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Construction de chambre de combustion pour moteur
WO2018215379A1 (fr) * 2017-05-23 2018-11-29 Bayerische Motoren Werke Aktiengesellschaft Système d'aspiration pour moteur à combustion interne, en particulier d'un véhicule à moteur
DE102017121904A1 (de) 2017-09-21 2019-03-21 Volkswagen Aktiengesellschaft Verfahren zum Betrieb einer Verbrennungskraftmaschine
US20190093595A1 (en) * 2016-05-04 2019-03-28 Guangzhou Automobile Group Co., Ltd. Air intake duct and combustion system of turbocharged gasoline engine
DE102018211694B3 (de) 2018-07-13 2019-08-08 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Steuern einer externen Abgasrückführung eines Motors

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JP2004028078A (ja) * 2002-05-10 2004-01-29 Toyota Motor Corp 筒内噴射式火花点火内燃機関及びその燃料噴射弁
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US20020144671A1 (en) * 1998-06-22 2002-10-10 Hitachi, Ltd. Cylinder injection type internal combustion engine, control method for internal combustion engine, and fuel injection valve
US20020078919A1 (en) * 2000-03-29 2002-06-27 Takehiko Yasuoka Direct-injection spark ignition engine
JP2004028078A (ja) * 2002-05-10 2004-01-29 Toyota Motor Corp 筒内噴射式火花点火内燃機関及びその燃料噴射弁
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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2934324A3 (fr) * 2008-07-23 2010-01-29 Renault Sas Moteur a combustion interne a transfert d'air d'admission vers l'echappement et procede de commande de celui-ci
EP2423483B1 (fr) * 2010-08-23 2018-10-17 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Construction de chambre de combustion pour moteur
US20190093595A1 (en) * 2016-05-04 2019-03-28 Guangzhou Automobile Group Co., Ltd. Air intake duct and combustion system of turbocharged gasoline engine
DE102016210243A1 (de) * 2016-06-09 2017-12-14 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine und Verfahren zum Betreiben der Brennkraftmaschine
DE102016210243B4 (de) * 2016-06-09 2019-08-29 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine mit Niederdruckabgasrückführung und Verfahren zum Betreiben einer solchenBrennkraftmaschine
DE102016219320A1 (de) * 2016-10-05 2018-04-05 Bayerische Motoren Werke Aktiengesellschaft Verbrennungsmotor
WO2018215379A1 (fr) * 2017-05-23 2018-11-29 Bayerische Motoren Werke Aktiengesellschaft Système d'aspiration pour moteur à combustion interne, en particulier d'un véhicule à moteur
DE102017121904A1 (de) 2017-09-21 2019-03-21 Volkswagen Aktiengesellschaft Verfahren zum Betrieb einer Verbrennungskraftmaschine
DE102018211694B3 (de) 2018-07-13 2019-08-08 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Steuern einer externen Abgasrückführung eines Motors

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