EP0473931B1 - Méthode pour influencer la quantité de gaz d'échappement recyclé - Google Patents

Méthode pour influencer la quantité de gaz d'échappement recyclé Download PDF

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Publication number
EP0473931B1
EP0473931B1 EP91112566A EP91112566A EP0473931B1 EP 0473931 B1 EP0473931 B1 EP 0473931B1 EP 91112566 A EP91112566 A EP 91112566A EP 91112566 A EP91112566 A EP 91112566A EP 0473931 B1 EP0473931 B1 EP 0473931B1
Authority
EP
European Patent Office
Prior art keywords
exhaust gas
internal combustion
air duct
combustion engine
additional air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP91112566A
Other languages
German (de)
English (en)
Other versions
EP0473931A2 (fr
EP0473931A3 (en
Inventor
Walter Hübner
Christian Huber
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
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 DE4027155A external-priority patent/DE4027155C1/de
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP0473931A2 publication Critical patent/EP0473931A2/fr
Publication of EP0473931A3 publication Critical patent/EP0473931A3/de
Application granted granted Critical
Publication of EP0473931B1 publication Critical patent/EP0473931B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/10—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air having secondary air added to the fuel-air mixture
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • 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
    • F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
    • 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
    • F02M26/52—Systems for actuating EGR valves
    • F02M26/59—Systems for actuating EGR valves using positive pressure actuators; Check valves therefor
    • F02M26/60—Systems for actuating EGR valves using positive pressure actuators; Check valves therefor in response to air intake pressure
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/108—Intake manifolds with primary and secondary intake 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/112—Intake manifolds for engines with cylinders all in one line

Definitions

  • the invention relates to a device for influencing the amount of exhaust gas supplied to an inlet duct of an internal combustion engine, wherein additional combustion gas can reach the inlet duct in addition to the exhaust gas via at least one additional air duct connected to an exhaust gas recirculation line, the recirculated exhaust gas quantity being controlled or regulated by influencing the amount of additional combustion gas and a control element designed as a volume control valve is provided, which can be actuated in various ways in wide operating ranges of the internal combustion engines and thus, in addition to the open-closed position, also determines the gas flow flowing through, also taking intermediate positions, the volume control valve in the auxiliary air channel between a combustion gas source (intake line) and the mouth of the additional air duct is provided in the exhaust gas recirculation line.
  • An intake system for an internal combustion engine working with a carburetor mixture metering device and exhaust gas recirculation is known from DE-C-30 25 106.
  • This well-known system convinces with its basic idea to Improved swirling of the mixture supplied to the combustion chamber of the internal combustion engine additionally or alternatively supplying combustion gas (usually fresh air) to the inlet duct via an additional air duct in addition to the recirculated exhaust gas.
  • combustion gas usually fresh air
  • this known system is extremely complex, since in addition to a quantity control valve for the recirculated exhaust gas quantity, a quantity control valve for the additional combustion gas may also be required.
  • the invention has set itself the task.
  • the exhaust gas recirculation line does not contain such a quantity control valve.
  • the amount of exhaust gas recirculated is controlled or regulated solely by influencing the amount of additional combustion gas.
  • the amount of exhaust gas recirculation is also dependent on the pressure conditions in the individual lines in the known prior art and is thus also partly influenced by the quantity control valve provided in the auxiliary air duct, in the known state of the art the exhaust gas recirculation flow is controlled primarily by a separate quantity control valve. In contrast, the invention does not require such a separate quantity control valve.
  • an additional air duct via which additional combustion gas is supplied, opens into the inlet duct of the internal combustion engine via a common mouthpiece.
  • a suitable control element By means of a suitable control element, only the amount of the additional combustion gas brought in via the additional air duct is influenced; complementary to this amount, the amount of the recirculated exhaust gas is automatically controlled.
  • This method has the advantage that only a single control element is required, which, moreover, is only exposed to easily controllable influences. While namely the control element working according to the invention is essentially exposed to ambient air, conventional exhaust gas recirculation valves which are arranged in the exhaust gas recirculation line are exposed to extremely high temperatures and possibly aggressive reagents.
  • an additional shut-off valve can be provided in the exhaust gas recirculation line according to claim 2, which, however, then only has to assume an open or closed position, but assumes the quantity Does not need to influence gas. This valve can thus be made significantly simpler than the known exhaust gas recirculation valves.
  • control element can be controlled essentially as a function of the position of a throttle element provided in the inlet duct.
  • the operating point of an internal combustion engine is usually determined, inter alia, by the position of a throttle element provided in the inlet duct, for example a throttle valve. A change in the desired load or a change in the operating point is initiated by a change in the position of the throttle element. If the change in the throttle element position is now used to control the exhaust gas recirculation control element, the fastest possible adaptation of the recirculated exhaust gas quantity to a new operating point of the internal combustion engine is ensured.
  • Undesired operating states of the internal combustion engine due to a late adaptation of the exhaust gas recirculation quantity, due to dead times with an indirect detection of the change in operating point, are thereby avoided.
  • This method is particularly advantageous in non-stationary operation.
  • the necessary coupling between the tax body and Throttle body can be implemented mechanically or electronically.
  • a coupling algorithm according to the invention advantageously does not require a complex control algorithm at the position of the throttle element. In this context, it may be advisable to differentiate, with the throttle body closed, whether the auxiliary air system, consisting of the auxiliary air duct for the additional combustion gas and the recirculated exhaust gas, should be active or inactive.
  • an internal combustion engine 1 is supplied with combustion gas via an inlet channel 2, which after combustion has passed as exhaust gas via an exhaust system 3 again into the environment.
  • a throttle element 4 throttle valve
  • upstream of the throttle element 4 branches off from the inlet channel 2, an additional air channel 5.
  • a control element 6 is provided in the additional air duct 5 for influencing the amount of combustion gas passing through the additional air duct 5.
  • the amount of exhaust gas supplied to the internal combustion engine is influenced by suitable control of the control element 6. If the amount of combustion gas flowing through the additional air duct 5 is relatively high, then only a small amount of exhaust gas get into the inlet channel 2. With a small amount of combustion gas flowing through the additional air duct 5, however, the amount of exhaust gas entering the inlet duct 2 is relatively high. As can be seen, this method for influencing the recirculated exhaust gas quantity only requires extremely little construction effort. The influence of the ambient pressure is advantageously largely compensated for in principle. In addition, small exhaust gas recirculation quantities are advantageously set by setting large quantities of combustion gas that penetrate the additional air duct 5, which significantly increases the setting accuracy or enormously reduces the probability of errors. Finally, the control element 6 influencing the exhaust gas recirculation quantity is not exposed to the high exhaust gas temperatures.
  • a four-cylinder internal combustion engine 1 with the combustion chambers 1a to 1d is supplied with a combustion mixture via an intake system 20.
  • the burned mixture reaches the environment as exhaust gas via the exhaust system 3 from the internal combustion engine.
  • Essential elements of the intake system 20 are an intake line 2 'having a throttle valve 4, which branches into the inlet ducts 2a to 2d assigned to the individual combustion chambers 1a to 1d, and additional air ducts 5a to 5d designed as turbulence ducts, which each open into the assigned inlet ducts 2a to 2d .
  • Each turbulence channel 5a to 5d is connected on the one hand to the intake line 2 'and on the other hand to an exhaust gas recirculation line 7. This is only representative of the additional air duct 5d.
  • the exhaust system 3 consists u. a. from an exhaust manifold 11, an exhaust pipe 12, and an exhaust gas aftertreatment device 13 which represents a catalytic converter and / or a muffler. Upstream of this, the exhaust gas recirculation line 7 branches off from the exhaust pipe 12 and contains a shut-off valve 14.
  • the check valve 14 is additionally provided in the exhaust gas recirculation line 7.
  • this shut-off valve is only capable of completely closing or releasing the exhaust gas recirculation line, but cannot influence the amount of exhaust gas passing through the exhaust gas recirculation line 7 in a differentiated manner.
  • the control element 6 is preferably controlled essentially as a function of the position of the throttle element 4.
  • This coupling leads to a quick and precise change in the load request or operating point of the internal combustion engine Adjustment of the desired exhaust gas recirculation quantity, since there are practically no dead times.
  • the coupling (8) described, which is shown in more detail in FIG. 3 as a characteristic curve - the opening cross section of the throttle element 4 is plotted on the abscissa, and the opening cross section of the control element 6 is plotted on the ordinate - can be implemented electronically or mechanically.
  • this coupling has the advantage that, particularly when the position of the throttle element 4 is the sole control variable for the control element 6, a significantly simplified control algorithm is used.
  • the control element 6 is closed when the throttle element 4 is opened further and thus with a high gas throughput in the inlet channel 2, ie in the full-load operation of the internal combustion engine 1, as a result of which only recirculated exhaust gas passes through the exhaust gas recirculation line 7 into the inlet channel 2.
  • the control element 6 is completely open. Then so much combustion gas passes through the additional air duct 5 into the inlet duct 2 that there is almost no admixture of recirculated exhaust gas. Between these two extreme values, the throttle element 4 and the control element 6 assume appropriately coordinated intermediate positions.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (4)

  1. Dispositif pour influencer la quantité de gaz d'échappement amenée à un canal d'admission (2, 2a à 2d) d'un moteur à combustion interne (1), dispositif dans lequel, par l'intermédiaire d'au moins un canal d'air supplémentaire (5, 5a à 5d) relié à une canalisation (7) de recyclage des gaz d'échappement, du gaz de combustion peut arriver en plus des gaz d'échappement dans le canal d'admission (2, 2a à 2d), tandis que la quantité de gaz d'échappement recyclée est commandée ou réglée sous l'influence de la quantité de gaz de combustion supplémentaire, et tandis qu'il est prévu qu'un organe de commande (6) réalisé sous la forme d'une vanne de commande du débit, qui est susceptible d'être commandé de différentes façons dans de larges étendues de fonctionnement du moteur à combustion interne, et qui prenant ainsi en plus de la position d'ouverture et de la position de fermeture, également des positions intermédiaires, détermine le débit de gaz qui le traverse, et la vanne de commande du débit est prévue sur le canal d'air supplémentaire (5, 5a à 5d) entre une source de gaz de combustion (canalisation d'aspiration 2') et le débouché du canal d'air supplémentaire dans la canalisation (7) de recyclage des gaz d'échappement, dispositif caractérisé en ce que la canalisation de recyclage des gaz d'échappement (7) ne comporte pas de vanne de commande du débit de ce type.
  2. Dispositif selon la revendication 1, caractérisé en ce qu'il est prévu, sur la canalisation (7) de recyclage des gaz d'échappement, une vanne d'arrêt (14), commandée notamment électriquement ou pneumatiquement, et ne prenant qu'une position d'ouverture ou de fermeture.
  3. Dispositif selon la revendication 1 ou la revendication 2, caractérisé en ce que l'organe de commande (6) est couplé mécaniquement ou électroniquement par un organe d'étranglement (4) dans le canal d'admission (2, 2a à 2d).
  4. Dispositif selon une des revendications 1 à 3, caractérisé en ce que le canal d'air supplémentaire (5, 5a à 5d) ainsi que l'organe de commande (6) servent à l'alimentation du moteur à combustion interne (1) en charge nulle (ralenti).
EP91112566A 1990-08-28 1991-07-26 Méthode pour influencer la quantité de gaz d'échappement recyclé Expired - Lifetime EP0473931B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE4027155A DE4027155C1 (en) 1990-08-28 1990-08-28 E.G.R. circuit for IC engine - has quantity control valve fitted between combustion gas source and EGR return
DE4027155 1990-08-28
DE4037913A DE4037913A1 (de) 1990-08-28 1990-11-29 Steuerverfahren fuer ein abgasrueckfuehr-steuerorgan
DE4037913 1990-11-29

Publications (3)

Publication Number Publication Date
EP0473931A2 EP0473931A2 (fr) 1992-03-11
EP0473931A3 EP0473931A3 (en) 1992-07-08
EP0473931B1 true EP0473931B1 (fr) 1993-11-10

Family

ID=25896305

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91112566A Expired - Lifetime EP0473931B1 (fr) 1990-08-28 1991-07-26 Méthode pour influencer la quantité de gaz d'échappement recyclé

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EP (1) EP0473931B1 (fr)
DE (2) DE4037913A1 (fr)

Families Citing this family (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0681719A (ja) * 1992-08-31 1994-03-22 Hitachi Ltd 内燃機関の吸気装置
WO1996021097A1 (fr) * 1994-12-30 1996-07-11 Ford Motor Company Limited Systeme de gestion de moteur
DE19701757A1 (de) * 1996-12-12 1998-08-20 Bayerische Motoren Werke Ag Quantitätsgesteuerte Brennkraftmaschine mit einem System zur Einleitung von Zusatzluft
DE19651647A1 (de) * 1996-12-12 1998-06-18 Bayerische Motoren Werke Ag Quantitätsgesteuerte Brennkraftmaschine mit einem System zur Einleitung von Zusatzluft
GB9625949D0 (en) 1996-12-13 1997-01-29 Ford Motor Co Intake system for an internal combustion engine
DE19712357B4 (de) * 1997-03-25 2004-05-06 Harald Echtle Verfahren zur Gemischbildung bei einer direkteinspritzenden Brennkraftmaschine
JP3092547B2 (ja) * 1997-06-26 2000-09-25 トヨタ自動車株式会社 Ｅｇｒ制御付きエンジンの吸気絞り弁制御装置
AT2434U1 (de) 1997-10-21 1998-10-27 Avl List Gmbh Fremdgezündete brennkraftmaschine
US10550754B2 (en) 2017-05-15 2020-02-04 Polaris Industries Inc. Engine
US10576817B2 (en) 2017-05-15 2020-03-03 Polaris Industries Inc. Three-wheeled vehicle
US10639985B2 (en) 2017-05-15 2020-05-05 Polaris Industries Inc. Three-wheeled vehicle
US10428705B2 (en) 2017-05-15 2019-10-01 Polaris Industries Inc. Engine
USD904227S1 (en) 2018-10-26 2020-12-08 Polaris Industries Inc. Headlight of a three-wheeled vehicle

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3025106A1 (de) * 1980-07-02 1982-01-21 Suzuki Jidosha Kogyo K.K., Hamana, Shizuoka Motor mit einem hauptansaugweg

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5779247A (en) * 1980-10-31 1982-05-18 Aisan Ind Co Ltd Exhaust gas recirculating equipment
DE3226456A1 (de) * 1982-07-15 1984-01-19 Robert Bosch Gmbh, 7000 Stuttgart Elektromagnetischer stellantrieb, insbesondere fuer abgasrueckfuehrventile an kraftfahrzeugmotoren
DE3712978A1 (de) * 1987-04-16 1988-11-03 Opel Adam Ag Brennkraftmaschine, insbesondere fuer kraftfahrzeuge
DE3841098A1 (de) * 1988-12-07 1990-06-13 Pierburg Gmbh Abgasrueckfuehrventil fuer eine brennkraftmaschine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3025106A1 (de) * 1980-07-02 1982-01-21 Suzuki Jidosha Kogyo K.K., Hamana, Shizuoka Motor mit einem hauptansaugweg

Also Published As

Publication number Publication date
EP0473931A2 (fr) 1992-03-11
EP0473931A3 (en) 1992-07-08
DE59100583D1 (de) 1993-12-16
DE4037913A1 (de) 1992-06-04

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