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WO1997011267A1 - Dispositif et procede de reinjection de gaz d'echappement dans un moteur a combustion a quatre temps - Google Patents

Dispositif et procede de reinjection de gaz d'echappement dans un moteur a combustion a quatre temps Download PDF

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Publication number
WO1997011267A1
WO1997011267A1 PCT/SE1996/001159 SE9601159W WO9711267A1 WO 1997011267 A1 WO1997011267 A1 WO 1997011267A1 SE 9601159 W SE9601159 W SE 9601159W WO 9711267 A1 WO9711267 A1 WO 9711267A1
Authority
WO
WIPO (PCT)
Prior art keywords
inlet
stroke
combustion chamber
inlet valve
engine
Prior art date
Application number
PCT/SE1996/001159
Other languages
English (en)
Swedish (sv)
Inventor
Jan-Olof Larsson
Original Assignee
Scania Cv Aktiebolag
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
Application filed by Scania Cv Aktiebolag filed Critical Scania Cv Aktiebolag
Publication of WO1997011267A1 publication Critical patent/WO1997011267A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0273—Multiple actuations of a valve within an engine cycle
    • 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
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • 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
    • 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
    • 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

Definitions

  • the present invention relates to an arrangement for exhaust gas feedback in a four-stroke combustion engine in accordance with what is indicated in more detail in the preamble to patent claim 1.
  • the invention also relates to a method according to the preamble to patent claim 8.
  • the invention is particularly intended for a turbocharged diesel engine.
  • exhaust gas feedback in a diesel engine also needs to be possible at higher inlet pressures than in an Otto engine.
  • the need for exhaust gas feedback in Otto engines arises mainly at low engine load, which usually means low inlet pressure.
  • exhaust gas feedback is possible without major counterpressure, since the exhaust gas turbine is largely bypassed during the operating situations which are relevant for exhaust gas feedback, with the result that even the inlet compressor generates no great inlet pressure.
  • a turbo engine thus exhibits substantially the same characteristics as an aspirating engine during exhaust gas feedback. This means that arranging exhaust gas feedback for an Otto engine does not normally involve any major problems.
  • JP-A-2- 140454 Previously known from JP-A-2- 140454 is a system for feeding part of the exhaust gases back directly to the inlet via a special valve arranged to feed pan of the exhaust gases from the combustion chamber to the inlet via a special connecting duct leading to the inlet valve.
  • This system with the extra valve for feedback is particularly intended to be used before the engine has warmed up, in order to speed up the warming up of the engine and achieve complete combustion.
  • Previously known from WO-85/05654 is a four-stroke combustion engine with an arrangement for feeding part of the exhaust gases back from an exhaust line to the combustion chamber.
  • the camshaft which controls the exhaust valve is provided with an extra cam which opens the exhaust gas valve somewhat during the induction stroke.
  • the resulting higher pressure prevailing in the exhaust line makes part of the exhaust gases flow back into the combustion chamber.
  • DE-A1-26 38 651 is a combustion engine with a camshaft which, for operating the exhaust valve, has an extra cam in order to be able during the induction stroke to open the exhaust valve somewhat so as to allow part of the exhaust gases to flow back into the combustion chamber, in order, particularly in the lower speed range, to increase the compression in the combustion chamber.
  • the object of the present invention is, as mentioned in the introduction, to provide an arrangement for exhaust gas feedback, which arrangement has to be particularly suitable for use in diesel engines with turbocompressor, and where, as also mentioned above, exhaust gases cannot be fed back from the exhaust line to the intake pipe. Another object is to make possible a corresponding method for feeding back exhaust gases.
  • the invention as indicated in patent claim 4 is particularly advantageous in making it possible to cool the exhaust gases leaving the combustion chamber before the exhaust gases are fed back into the combustion chamber.
  • Fig. 1 shows a section through a cylinder in a combustion engine (with only one inlet valve depicted) which is provided with an overhead camshaft.
  • Fig. 1 shows schematically a cross-section through a combustion engine, with a cylinder 1 and with a piston 2 movable therein.
  • a spring-loaded inlet valve 4 which is acted on by an overhead camshaft 5.
  • the inlet valve 4 closes an inlet duct 6 which is connected to an inlet pipe 7 via which air for combustion is supplied to the cylinder 1.
  • the inlet pipe 7 is arranged outside the cylinder head 3, while the inlet duct 6 forms part of the cylinder head.
  • the inlet pipe 7 and the inlet duct 6 together form part of the engine inlet line which extends from a filtered inlet (not depicted) to the engine cylinder 1.
  • the drawing shows only one valve, namely the inlet valve 4, but there is of course also at least one outlet valve and it is also possible for there to be more than one inlet valve for each cylinder.
  • the valves and their positioning in the cylinder head are not of any decisive significance for the invention, but are of quite ordinary design and construction, so they will not be described in more detail here.
  • the camshaft 5 is provided with two cams for each inlet valve 4, namely the cam 8 and the cam 9.
  • the cam 8 is the cam which opens the inlet valve 4 for the inlet stroke so that intake air is let into the combustion chamber via the inlet duct 6.
  • the further cam 9 is situated approximately opposite the normal cam 8 and is arranged to open the inlet valve 4 somewhat, e.g.
  • the further cam 9 has a lower height than the conventional cam 8 and it also has steeper flanks, which means that the further opening of the inlet valve 4 is for a shorter time and with a lower lift height than during the inlet stroke.
  • the purpose of this arrangement is to make part of the exhaust gases during the end of the expansion stroke and/or the beginning of the exhaust stroke flow back into the inlet line 6,7 in order thereafter to be able to be fed back into the combustion chamber during the next inlet stroke in order to again participate in and, in a manner known per se, influence the combustion.
  • the exhaust gas quantity fed back can be cooled before being fed back to the combustion chamber.
  • the inlet pipe 7 it is usual for the inlet pipe 7 to be preceded by a charge air cooler for cooling the air quantity supplied to the inlet duct 6.
  • the reference notation 10 denotes schematically a charge air cooler placed between the inlet pipe 7 and the inlet duct 6.
  • the charge air cooler 10 should be placed as close to the cylinder head 3 as possible and it is advantageous for it to be mounted directly on the cylinder head 3. This creates the possibility of the exhaust gases being initially cooled when they flow backwards in towards the inlet pipe 7 and being thereafter cooled again when they flow back in towards the combustion chamber.
  • the combustion air fed to the cylinder 1 via the inlet line is cooled conventionally by the charge air cooler 10.
  • the coolant has passed through the charge air cooler 10, it goes on to the engine's other cooling ducts in order to conventionally cool the engine.
  • the embodiment described also includes a charge air cooler connected directly between the inlet pipe and the cylinder head.
  • the charge air cooler may be situated at other points in the inlet line. It is also possible to integrate the charge air cooler and the inlet pipe with one another.
  • the invention is particularly advantageous for such engines.
  • the invention may in alternative embodiments be also used for other types of engines, whether supercharged or not and whether Otto engines or diesel engines.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

Ce moteur à combustion à quatre temps, de préférence un moteur diesel à turbocompresseur, comprend une chambre de combustion, une ou plusieurs soupapes (4) d'admission, ainsi qu'au moins un arbre à cames (5) commandant les soupapes de manière à ouvrir les soupapes d'admission, lors de la course d'admission du moteur, et que de l'air de combustion soit envoyé, depuis une conduite (6, 7) d'admission, dans la chambre de combustion. Pour la réinjection d'une partie des gaz d'échappement, l'une au moins, des soupapes (4) d'admission est conçue pour pouvoir également être ouverte lors d'une partie de la course de détente du moteur et/ou du temps d'échappement, de manière à ce qu'une partie des gaz d'échappement soit réinjectée dans la conduite (6, 7) d'admission, et envoyée dans la chambre de combustion avec le nouvel air de combustion, lors d'une course d'admission ultérieure.
PCT/SE1996/001159 1995-09-19 1996-09-18 Dispositif et procede de reinjection de gaz d'echappement dans un moteur a combustion a quatre temps WO1997011267A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE9503236-3 1995-09-19
SE9503236A SE9503236L (sv) 1995-09-19 1995-09-19 Arrangemang och metod för avgasåterföring i en fyrtakts förbränningsmotor

Publications (1)

Publication Number Publication Date
WO1997011267A1 true WO1997011267A1 (fr) 1997-03-27

Family

ID=20399519

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE1996/001159 WO1997011267A1 (fr) 1995-09-19 1996-09-18 Dispositif et procede de reinjection de gaz d'echappement dans un moteur a combustion a quatre temps

Country Status (2)

Country Link
SE (1) SE9503236L (fr)
WO (1) WO1997011267A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2746544A1 (fr) * 2012-12-21 2014-06-25 Perkins Engines Company Limited Arbre à cames et ensemble moteur pour moteur diesel

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02140454A (ja) * 1988-11-22 1990-05-30 Kubota Ltd 内燃機関の排ガス循環装置
JPH03202603A (ja) * 1989-12-29 1991-09-04 Toyota Autom Loom Works Ltd 内燃機関におけるバルブの開閉機構
DE4424802C1 (de) * 1994-07-14 1995-07-13 Daimler Benz Ag Vorrichtung zur Abgasrückführung bei einem Verbrennungsmotor

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02140454A (ja) * 1988-11-22 1990-05-30 Kubota Ltd 内燃機関の排ガス循環装置
JPH03202603A (ja) * 1989-12-29 1991-09-04 Toyota Autom Loom Works Ltd 内燃機関におけるバルブの開閉機構
DE4424802C1 (de) * 1994-07-14 1995-07-13 Daimler Benz Ag Vorrichtung zur Abgasrückführung bei einem Verbrennungsmotor

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN, Vol 14, No. 379, M-1012; & JP,A,02 140 454 (KUBOTA LTD), 30 May 1990. *
PATENT ABSTRACTS OF JAPAN, Vol. 15, No. 473, M-1185; & JP,A,03 202 603 (TOYOTA AUTOM LOOM WORKS LTD), 4 Sept. 1991. *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2746544A1 (fr) * 2012-12-21 2014-06-25 Perkins Engines Company Limited Arbre à cames et ensemble moteur pour moteur diesel

Also Published As

Publication number Publication date
SE9503236L (sv) 1997-03-20
SE9503236D0 (sv) 1995-09-19

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