Automobiles, especially internal combustion engines of powered vehicles

Abstract

The invention relates to an internal combustion engine (12) of a motor vehicle, comprising an exhaust gas flow path (20) through which exhaust gases of the internal combustion engine (12) can flow, and a secondary air system (22), the secondary air system having a secondary air line (24) through which air as secondary air can flow in an injection direction (26), whereby the secondary air flowing through the secondary air line (24) in the injection direction (26) can be introduced into the exhaust gas flow path (20). The secondary air system has at least one valve element (10) arranged in the secondary air line (24), the valve element having a first flow resistance along the injection direction (26) and a second flow resistance along a counterflow direction (28) opposite to the injection direction (26) that is greater than the first flow resistance, whereby the counterflow in the counterflow direction (28) can at least be limited. The valve element (10) has a plurality of rotationally symmetric impact bodies (30), the plurality of impact bodies (30) being arranged successively along the injection direction (26) and connected to each other. The valve element (10) is disposed in a length region (L) of the secondary air line (24), the length region (L) being defined by a part (14) of the internal combustion engine (12) which is formed separately from the valve element (10).

Description

Technical Field

[0001] The present invention relates to an internal combustion engine for motor vehicles, particularly power vehicles, as described in the generic concept of claim 1.

Background Art

[0002] Patent Document 1 discloses an internal combustion engine equipped with a primary air system for supplying fresh air. A secondary air system that branches from the primary air system and blows into the exhaust gas passage is also provided. Reference can be made to the conduits known from Patent Document 2. Furthermore, Patent Document 3 discloses an internal combustion engine equipped with exhaust gas recirculation and a recirculation valve for controlling the amount of exhaust gas recirculated into the fresh air system. Furthermore, a method for operating an internal combustion engine is known from Patent Document 4. Furthermore, an internal combustion engine equipped with a secondary air system is known from Patent Document 5. Also, an internal combustion engine equipped with a secondary air injection system is known from Patent Document 6. Furthermore, a device for controlling the movement of matter is known from Patent Document 7.

Patent Document 1

Patent Document 2

Patent Document 3

Patent Document 4

Patent Document 5

Patent Document 6

Patent Document 7

Summary of the Invention

Problems to be Solved by the Invention

[0003] The problem of the present invention is to provide an internal combustion engine for motor vehicles, whereby secondary air injection can be realized in a particularly advantageous manner.

Means for Solving the Problems

[0004] This problem is solved by an internal combustion engine having the features of claim 1. Advantageous configurations, including preferred developments of the present invention, are described in other claims.

[0005] The present invention relates to an internal combustion engine, also called an engine or internal combustion engine, for automobiles, in particular for powered vehicles, especially passenger cars, and is formed as, for example, a reciprocating piston engine. This means that, in its completed state, an automobile has an internal combustion engine and is drivable by this internal combustion engine. An internal combustion engine has an exhaust gas passage through which exhaust gases of the internal combustion engine can flow. For example, during the ignition operation of an internal combustion engine, a combustion process takes place in the combustion chamber of the internal combustion engine, in particular. During each combustion process, a fuel-air mixture, also simply called a mixture, burns, resulting in exhaust gases. The exhaust gases can flow out of each combustion chamber, into an exhaust gas passage, and flow through the exhaust gas passage. An internal combustion engine also has a secondary air system, which can perform secondary air injection, as will be described in more detail below. The secondary air system has a secondary air line through which air as secondary air can flow in the injection direction, thereby introducing the secondary air flowing through the secondary air line in the injection direction into the exhaust gas passage. In other words, secondary air injection involves secondary air flowing through a secondary air line in the injection direction and thus being introduced into the exhaust gas passage by the secondary air line, and this is also called secondary air injection. Thus, secondary air flowing through a secondary air line in the injection direction flows in the direction of the exhaust gas passage, or toward the exhaust gas passage. In particular, secondary air is introduced, i.e., injected, into the exhaust gas passage by the secondary air line, bypassing the combustion chambers of the internal combustion engine, or preferably all of the combustion chambers. This should be understood not as the secondary air entering the exhaust gas passage through one of the combustion chambers, but rather as the secondary air not passing through the combustion chambers of the internal combustion engine on its way to the exhaust gas passage through the secondary air line, and therefore the secondary air bypasses the combustion chambers of the internal combustion engine or all of the combustion chambers. To put it in different words again, secondary air is introduced, i.e., injected, directly into the exhaust gas passage by the secondary air line. In particular, secondary air can introduce, in particular directly, secondary air flowing through the secondary air line in the injection direction into the exhaust gas passage at at least or exactly one point of introduction.In that case, the intake point is located particularly downstream of the combustion chamber of the internal combustion engine or all of the combustion chambers; for example, the intake point is located in the cylinder head of the internal combustion engine.

[0006] In the exhaust gas flow path, for example, particularly downstream of the inlet, at least one exhaust gas aftertreatment element is arranged for aftertreatment of the exhaust gas. The exhaust gas aftertreatment element is, for example, a catalyst or includes a catalyst. The secondary air introduced into the exhaust gas flow path is used to heat, in particular, the exhaust gas aftertreatment element. For this purpose, for example, fuel, i.e., unburned hydrocarbons, can react with oxygen from the secondary air in the exhaust gas flow path, thereby causing the fuel to burn, particularly releasing heat. The released heat can effectively, and especially rapidly, heat the exhaust gas aftertreatment element.

[0007] Secondary air is, for example, from the intake passage of an internal combustion engine, also called the intake passage. Fresh air, also called new air, can flow through the intake passage. The new air is guided by the intake passage to the combustion chamber and enters the combustion chamber. In this case, at least a portion of the fresh air flowing through the intake passage can be branched off from the intake passage and introduced into the secondary air line, for example, particularly by a secondary air line. The portion of the fresh air introduced into the secondary air can flow through the secondary air line as the aforementioned secondary air, and as a result, is directly introduced into the exhaust gas passage, particularly by the secondary air line. In particular, the secondary air system may have an air pump, also simply called a pump, which can transport the secondary air from the secondary air line.

[0008] The secondary air system also has at least one valve element located in the secondary air line, through which the secondary air can flow, particularly in the injection direction, and this valve element has a first flow resistance along the injection direction, particularly with respect to a gas such as secondary air. This valve element has a second flow resistance along the reverse flow direction opposite to the injection direction, particularly with respect to a gas, which is particularly considerably greater than the first flow resistance. Thereafter, the valve element can at least limit, and especially prevent, backflow, particularly in the reverse flow direction of the gas. Thus, the valve element is a backflow limiter or backflow preventer, as it prevents particularly undesirable, for example, backflow of gas through or in the secondary air line.

[0009] As mentioned above, the gas described above may be secondary air. Therefore, the valve element provides, for example, a first flow resistance to the secondary air when viewed along the injection direction, and a second flow resistance when viewed along the reverse flow direction. Furthermore, the gas may be exhaust gas. In other words, assuming that exhaust gas is passed through or flows through the secondary air line in the injection direction, the valve element will have, or provide, a first flow resistance to the exhaust gas flowing through the secondary air line in the injection direction. However, along the reverse flow direction, the valve element has a second flow resistance that is greater than the first flow resistance. This secondary air and exhaust gas can be considered very similar or identical in terms of their flow behavior, particularly with respect to the flow resistance of the valve element, thereby allowing the valve element, on the one hand, to allow secondary air to flow through the secondary air line, and therefore through the valve element, in the injection direction, and thus be delivered particularly directly into the exhaust gas passage. On the other hand, the valve element prevents or blocks the excessive flow of exhaust gas through the valve element, and therefore through the secondary air line, in the reverse flow direction opposite to the injection direction. This prevents an excessive amount of exhaust gas from flowing from the exhaust gas passage into the secondary air line, and / or from excessively entering the secondary air line from the exhaust gas passage. For example, to this end, the valve element is formed such that it generates a first pressure loss of gas or gas flow when gas, such as secondary air and exhaust gas, passes through the valve element in the injection direction or is expected to pass through the valve element. Furthermore, the valve element generates a second pressure loss of gas or gas flow when gas, such as secondary air or exhaust gas, passes through the valve element in the reverse flow direction or is expected to pass through the valve element, or is actively, and therefore forcibly, passed through or is expected to pass through, in which case the second pressure loss is formed to be particularly significantly larger than the first pressure loss. This prevents excessive inflow or backflow into or in the secondary air line.

[0010] Next, in order to allow secondary air to be introduced, i.e., carried in, or injected into the exhaust gas passage, particularly advantageously by a secondary air line and therefore through a valve element, the present invention provides a valve element having a plurality of impingers (Prallkoerper) arranged along the injection direction or continuously in the injection direction and therefore sequentially, each impinger being intended to be rotationally symmetric when viewed in isolation. As the secondary air flows through the secondary air line and, in the process, through the valve element toward the exhaust gas passage, the secondary air first flows to a first impinger and flows around it, and then flows to a second impinger and flows around it. In this case, the second impinger is positioned downstream of the first impinger when viewed in the injection direction, i.e., along the injection direction. In this case, since these impingers are connected to one another, the impingers themselves, i.e., when viewed in isolation, constitute an assembled component unit, which, in its assembled state, and therefore as a whole, can be handled, for example, by a person or a robot, and, for example, assembled, i.e., incorporated. In particular, the component unit may be a valve element.

[0011] Valve elements, and therefore component units, are arranged in a length region of a secondary air line, and the length region is defined by internal combustion engine components formed separately from the valve elements, and therefore separately from the component units. The present invention makes it possible, for example, when manufacturing an internal combustion engine, to handle component units, and therefore multiple impactors and / or groups of impactors, simultaneously, and therefore move, for example, relative to a component, and to assemble, in which case, for example, the component units are moved into and therefore positioned in the length region.

[0012] Basically, impact bodies are considered to be structures formed separately from each other and connected to one another. However, it has become clear that there is a particular advantage when impact bodies are formed as one piece. This means that the impact body is a one-piece structure, that is, a structure made in one piece, and therefore a single-piece integrated component of a structure, and this structure is not composed of multiple parts formed separately from each other, but rather the structure is formed as a monoblock, and the impact body is formed by this structure.

[0013] Furthermore, the valve element is intended to be formed as a passive valve element without any moving parts, thereby preventing excessive and undesirable backflow of exhaust gas into or within the secondary air line.

[0014] In one advantageous embodiment of the present invention, the component is intended to be the aforementioned cylinder head of an internal combustion engine in order to particularly favorably deliver, in particular, inject, secondary air into the exhaust gas passage. In this case, for example, each combustion chamber is partially defined by its respective combustion chamber roof, and each combustion chamber roof is formed by the cylinder head.

[0015] In particular, the length region is directly defined by the component, especially by the inner circumferential surface of the component, and therefore especially by the concave outer surface, for example, the valve element, especially the outer circumferential surface of the valve element, and therefore, for example, the convex outer surface, is in direct contact with the component, especially the inner circumferential surface of the outer surface.

[0016] Further embodiments are characterized in that at least a portion of a component that particularly directly defines a length region is formed as a single piece. This can be understood in particular as at least a portion of the component being manufactured integrally, and therefore as a single piece, and thus formed as a monoblock, so that the portion of the component is not composed of multiple parts that are formed separately and then joined together. This makes it possible to introduce secondary air into the exhaust gas passage particularly easily and especially inexpensively.

[0017] In order to be able to achieve a particularly advantageous, particularly inexpensive, and effective and efficient secondary air injection, in a further embodiment of the invention, at least a part of the components is intended to be produced by casting and thus formed as a cast component.

[0018] In a further, particularly advantageous embodiment of the invention, each impact body has, along the injection direction, i.e., each region that continuously expands when viewed in the injection direction. Thereby, the first flow resistance can be advantageously kept small. At the same time, the second flow resistance can be advantageously increased. Thereby, on the one hand, the valve element can be designed particularly compactly, whereby the valve element, thus the secondary air line, and in particular the introduction point can be positioned particularly advantageously. On the other hand, an unfavorable flow of exhaust gas into and / or in the secondary air line can be avoided.

[0019] Thus, the valve element functions as a check valve or a kind of check valve, particularly without movable parts. Thereby, a particularly compact structural form of the valve element can be realized, whereby the valve element, subsequently the secondary air line, and in particular the introduction point can be positioned advantageously. Thereby, a particularly advantageous secondary air injection can be realized.

[0020] In order to be able to particularly advantageously realize each flow resistance, in a further embodiment of the invention, it is contemplated that each region that continuously expands along the injection direction is formed to be conical or frustoconical.

[0021] Each region that continuously expands along the injection direction is also called a first region.

[0022] Further embodiments contemplate that, along the injection direction, i.e., when viewed in the injection direction, the respective second regions of the respective impact bodies follow the respective first regions of the respective impact bodies. The respective second regions of the respective impact bodies taper continuously along the injection direction, i.e., in the injection direction. Thereby, the flow resistance can be formed particularly advantageously, and at the same time, a particularly compact structural form of the valve element can be realized.

[0023] In that case, it has been found to be particularly advantageous if the respective second regions are formed in a conical or frustoconical shape. Thereby, on the one hand, a particularly advantageous flow of secondary air into the injection direction and thus into the exhaust gas flow path can be ensured. On the other hand, an inconvenient backflow of exhaust gas in the secondary air line can be advantageously avoided.

[0024] On the one hand, with respect to the secondary air, it can pass particularly well in the injection direction through the secondary air line. On the other hand, an excessive backflow of the exhaust gas can be avoided. At the same time, in order to realize a compact structural form of the valve element, in a further embodiment of the invention, it is contemplated that the maximum outer circumference, in particular the maximum outer diameter, of the respective first region is greater than the maximum or maximum outer circumference, in particular the outer diameter, of the respective second region.

[0025] Furthermore, it is conceivable that the respective second regions transition to the respective first regions via respective transition regions, wherein in particular the respective transition regions are curved in the reverse flow direction and thus in the direction opposite to the injection direction. In particular, the transition region is a ring region that extends particularly completely around the circumference of the respective second region in the circumferential direction of the respective impact body that extends around the injection direction. Thereby, an excessive backflow of exhaust gas in the secondary air line can be advantageously avoided.

[0026] Finally, it has become clear that it is particularly advantageous for each ring of the valve element to be assigned to a respective impact body, and for each impact body to engage with the ring assigned to it. In this case, the rings are connected to each other and to the impact bodies, and thus the rings are components of a constituent unit. In this case, the rings are formed as one piece to each other, and thus the rings are considered to be integral components of the ring body. In particular, it is considered that the rings, and therefore the ring body, are formed as one piece to the aforementioned body and therefore as one piece to the impact body. Thus, both the rings and the impact bodies are integral components of the aforementioned body formed as a monoblock, and this body is manufactured as one piece, and therefore not composed of multiple parts that are formed separately and connected to each other. This makes it possible to realize a particularly compact structural form of the valve element, and thereby to advantageously position the inlet point in particular. As a result, particularly advantageous secondary air injection can be achieved.

[0027] For example, the internal combustion engine is a gasoline engine. In particular, the internal combustion engine may be a supercharged internal combustion engine. This can be understood in particular as the internal combustion engine having at least one exhaust turbocharger, which includes a compressor located in the intake passage and a turbine located in the exhaust passage. The exhaust gas can drive the turbine, and the turbine can drive the compressor. By driving the compressor, fresh air flowing through the intake passage can be compressed by the compressor.

[0028] The present invention is based on the following findings and considerations. Secondary air injection is used, particularly in gasoline engines supercharged by exhaust gas turbochargers, for example after a cold start of an internal combustion engine, to bring the temperature of exhaust gas aftertreatment elements to a particularly rapid operating temperature through after-reactions of the exhaust gas or components contained in the exhaust gas, thereby avoiding the excessive discharge of undesirable components. In particular, the above components may be fuel, i.e., unburned hydrocarbons. Each combustion chamber is assigned, for example, at least one exhaust passage, which is located particularly in the cylinder head as described above. In particular, each exhaust passage is directly defined by the cylinder head. In this case, each combustion chamber is assigned at least one or more exhaust valves, which are movable relative to the cylinder head, particularly translationally movable. Each exhaust gas can flow out of each combustion chamber through its respective exhaust valve and into its respective exhaust passage. The exhaust passage is also called the exhaust gas passage.

[0029] It has been shown that secondary air is particularly effective when it is injected into each exhaust passage, especially each individual exhaust gas passage, immediately after each exhaust valve, or after each of several exhaust valves. In particular, each exhaust passage or exhaust passage is a component of the exhaust gas flow path. In this case, the operating strategy of the internal combustion engine can be designed to achieve high load at low rotational speeds, and therefore high average pressure, even during the operating phase when secondary air is injected into the exhaust gas flow path, in order to enable operation with the lowest possible fuel consumption. In particular, each exhaust passage is a component of the exhaust gas flow path. However, in this case, a problem may arise in which exhaust gas back pressure, especially exhaust shock, makes it very difficult to inject a sufficient amount of secondary air into each exhaust passage, and therefore the exhaust gas flow path. For example, if the pressure of the secondary air supplied by an air pump, also known as a secondary air pump, is insufficient, a large amount of exhaust gas backflow occurs into the secondary air line and therefore into the secondary air passages directly defined by the secondary air line with each exhaust shock. If appropriate countermeasures are not taken, the average flow rate of the secondary air will not be sufficient to react adequately in the exhaust gas flow path and therefore to adequately heat the exhaust gas aftertreatment elements.

[0030] A possible solution to this problem is to use a secondary air pump with particularly high performance, that is, a particularly powerful secondary air pump. For example, the secondary air pump could be an electric secondary air pump and therefore electrically operated. However, this would result in a drawback in that the power consumption of the secondary air pump would be very high, which would place an additional load on the vehicle's electrical system. Furthermore, the secondary air line and the secondary air valve, for example, located within the secondary air line and formed to regulate the amount of secondary air introduced into the exhaust gas passage, must withstand the pressure or high pressure of the secondary air, thereby increasing the installation space, weight, and cost of the secondary air line and secondary air valve. In particular, the secondary air valve is located upstream of the valve element when viewed along the injection direction.

[0031] It has been found that check valves in the secondary air supply or manifold, which pass outside the cylinder head, cannot adequately prevent the backflow of exhaust gas into the injection passages of individual combustion chambers. Due to the compressibility of the secondary air, long passages also allow for undesirable intrusion of exhaust gas into the secondary air line. Therefore, it is advantageous to place backflow preventers or backflow limiters, such as valve elements, particularly near each exhaust valve or each of several exhaust valves. In particular, it is conceivable that each combustion chamber or each combustion chamber is assigned at least or exactly one introduction point into which secondary air can be introduced into the exhaust gas flow path. In that case, it is particularly advantageous if, for example, the valve element formed as a backflow preventer or backflow limiter is placed particularly close to each exhaust valve. Therefore, it is advantageous to place the valve element in the cylinder head. However, the installation space in the cylinder head is usually very limited, and therefore the valve element must be particularly compact. This can be achieved by the present invention. Therefore, the valve element of the internal combustion engine according to the present invention serves as a countermeasure to prevent excessive backflow of exhaust gas into or in the secondary air line. The present invention enables a particularly compact structural form of the valve element, allowing it to be positioned particularly close to or behind each exhaust valve, and in that case, within the cylinder head. In particular, it allows for the implementation of a large number of impactors, which in turn helps to avoid excessive backflow particularly well.

[0032] Conventional ball check valves are excluded from preventing or limiting undesirable backflow into or within secondary air lines due to their excessively high mass inertia. Even flap valves and plate valves are unsuitable for use in secondary air lines due to potential service life issues. Furthermore, these are exposed to fouling from combustion soot particles if exhaust gases enter the secondary air passage or line, at least temporarily.

[0033] In this case, compared to conventional solutions, the present invention, on the one hand, enables a particularly compact structural form of the valve element, thereby allowing the valve element to be positioned particularly close to each exhaust valve in each combustion chamber, and in that case, particularly within the cylinder head. This, on the one hand, enables advantageous secondary air injection. On the other hand, it is possible to avoid excessive backflow of exhaust gas into and / or in the secondary air line.

[0034] In particular, the valve element of the internal combustion engine according to the present invention may be a Tesla valve or may be formed to resemble a Tesla valve. In particular, each ring may be rotationally symmetric with respect to the same axis as the rotational symmetry axis of each impact body. Due to its compactness, the valve element of the internal combustion engine according to the present invention can be installed in a secondary air intake section that is only slightly larger than conventional solutions, for example, formed as a bore, for example, in the aforementioned length region.

[0035] In particular, the compactness of the valve elements and the rotationally symmetric design of the impactors allow the valve elements to be positioned very close to the exhaust passage or exhaust valve. Consequently, the volume of secondary air between each exhaust valve and exhaust passage becomes very small. Nevertheless, a large number of impactors can be realized. For example, each impactor and the ring assigned to each impactor form a ring-impactor pair, and in particular, a large number of ring-impactor pairs can be realized. This enables a particularly high level of blocking effect, thereby preventing excessive backflow of exhaust gas into and / or in the secondary air line. Consequently, when an exhaust gas surge (Abgasstoss) occurs, only a small amount of exhaust gas can flow into the secondary air line, thus eliminating the surging phenomenon (Stossausladeeffekt) of the exhaust gas turbocharger or turbine. Furthermore, a large amount of secondary air can be easily injected into the exhaust gas passage without using a complex, costly, and heavy secondary air pump. This improves the heating effect for heating the exhaust gas aftertreatment elements compared to conventional solutions, and shortens the time until a significant conversion rate of the exhaust gas aftertreatment elements is achieved. This enables particularly low-emission operation of the internal combustion engine. Furthermore, because very little exhaust gas enters the secondary air line, it prevents excessive fouling and soot buildup in the secondary air line, which could clog the cross-section of the secondary air line during long operating periods.

[0036] In particular, the secondary air system has the aforementioned secondary air valve, which can, for example, completely shut off the secondary air line, i.e., fluidically shut it off. In particular, since it is not required for most of the operation of the internal combustion engine, the secondary air valve can prevent exhaust gas backflow, especially under high load, and thus prevent exhaust gas leakage through the secondary air system, by enabling the secondary air injection to be turned off by the secondary air valve completely fluidly shutting off the secondary air line, in particular by the secondary air valve completely shutting off the secondary air line. In particular, the secondary air valve is a switching valve. Viewed along the injection direction, the secondary air valve is located upstream of the valve element, in that case, particularly within the secondary air line. The valve element of the internal combustion engine according to the present invention has a particularly advantageous shutoff function and, therefore, in order to prevent excessive backflow of exhaust gas into the secondary air line, the valve element can protect the secondary air valve from fouling and thus provide particularly advantageous protection from malfunction and premature failure.

[0037] Other advantages, constituent elements, and specific details of the present invention will become apparent from the following description of preferred embodiments and with reference to the drawings. The features and combinations of features mentioned in the above description, and the features and combinations of features mentioned in the following description relating to each figure, and / or the features and combinations of features shown only in each figure, are not limited to the combinations presented, but may also be used in other combinations or individually without departing from the scope of the present invention. [Brief explanation of the drawing]

[0038] [Figure 1] This is a schematic side view of the valve element of the secondary air system of an automobile internal combustion engine. [Figure 2] This is a schematic longitudinal cross-section of the valve element along the AA cutting line in Figure 1. [Figure 3] This is a schematic top view of the valve element. [Figure 4]Figure 3 is a schematic longitudinal cross-sectional view of the valve element along the BB cutting line. [Figure 5] This is a schematic cross-sectional view of a partial internal combustion engine equipped with a secondary air system and valve elements. [Figure 6] This is a schematic cross-sectional view of another part of an internal combustion engine. [Modes for carrying out the invention]

[0039] In each figure, elements with the same element or function are given the same reference numeral. Figure 1 shows a schematic side view of a valve element 10 of the secondary air system of an automobile internal combustion engine. In Figures 5 and 6, the internal combustion engine is shown in its respective partial schematic cross-sectional view and is indicated by reference numeral 12. The internal combustion engine 12 has an exhaust gas passage through which the exhaust gas of the internal combustion engine 12 can flow, and a secondary air system. In particular, the internal combustion engine 12 has a plurality of combustion chambers. Each combustion chamber is partially defined, for example, by each cylinder of the internal combustion engine 12. For example, each cylinder is defined by the engine housing of the internal combustion engine 12. The engine housing is, for example, a cylinder housing, in particular a cylinder crankcase. The internal combustion engine 12 is formed as a reciprocating piston engine. Each piston is housed in each cylinder so as to be able to move in translation, and thereafter each combustion chamber is partially defined by each cylinder and by each piston housed in each cylinder so as to be able to move in translation. Furthermore, each combustion chamber is partially defined by each combustion chamber roof. Each combustion chamber roof is formed by the cylinder head 14 of the internal combustion engine 12. The cylinder head 14 is formed separately from the engine housing and connected to the engine housing. From Figure 5, it can be seen that each combustion chamber is assigned at least one exhaust valve 16 and at least one exhaust passage 18. In particular, each combustion chamber is assigned at least or exactly two exhaust valves 16. During the ignition operation of the internal combustion engine 12, the combustion process proceeds in each combustion chamber. In each combustion process, the fuel-air mixture, also called simply the mixture, burns. As a result, the aforementioned exhaust gases are produced. The exhaust gases flow out of each combustion chamber and, through the respective exhaust valves 16 assigned to each combustion chamber, flow into the respective exhaust passages 18 assigned to each combustion chamber, and as a result can flow through the respective exhaust passages 18, also called exhaust gas passages or exhaust gas lines. Each exhaust passage 18 is a component of the exhaust gas flow path of the internal combustion engine 12, and the exhaust gas flow path of the internal combustion engine is shown as 20. It can be seen that each exhaust passage 18 is located in the cylinder head 14.In that case, each exhaust passage 18 is formed, i.e., defined, in particular directly by the cylinder head 14.

[0040] As can be seen in detail in Figures 5 and 6, the secondary air system of the internal combustion engine 12, indicated therein by reference numeral 22, has at least or exactly one secondary air line 24, particularly for each combustion chamber, through which air as secondary air can flow in the injection direction indicated by arrow 26 in Figure 5. This allows the secondary air flowing through the secondary air line 24 in the injection direction (arrow 26) to be introduced into the exhaust passage 18 and, therefore, into the exhaust gas passage 20. The exhaust gas passage 20 has at least a first exhaust gas aftertreatment element located downstream of the exhaust passage 18 for aftertreatment of the exhaust gas. For example, the exhaust gas aftertreatment element includes a catalyst. The secondary air can heat the catalyst particularly rapidly to its operating temperature. The introduction of secondary air into the exhaust gas passage 20 is also called secondary air injection or secondary air injection. From Figure 5, it can be seen that the secondary air flowing through the secondary air line 24 in the injection direction can flow out of the secondary air line 24 at the introduction point E and into the exhaust passage 18 and, therefore, into the exhaust gas passage 20. In particular, the secondary air line 24 merges with the exhaust passage 18 and, consequently, the exhaust gas flow path 20 at the inlet point E. In Figure 5, the reverse flow direction, opposite to the injection direction, is indicated by arrow 28.

[0041] The secondary air system 22 also has a valve located in each secondary air line 24, in particular, which is a valve element 10 shown in Figure 1. The valve element 10 has a first flow resistance along the injection direction, in particular with respect to gas flowing through the secondary air line 24 in the injection direction. Along the reverse flow direction opposite to the injection direction, the valve element 10 has a second flow resistance that is considerably larger than the first flow resistance, in particular with respect to gas flowing through the secondary air line 24 in the reverse flow direction. Gas can be understood as both, for example, secondary air and exhaust gas. Next, for example, if secondary air flows through the secondary air line 24 and therefore through the valve element 10 in the injection direction, the valve element 10 has a first flow resistance with respect to the secondary air. For example, if secondary air flows through the secondary air line 24 and therefore through the valve element 10 in the reverse flow direction, or in particular if it is actively transported through it, the valve element 10 has a second flow resistance with respect to secondary air flowing through the secondary air line 24 in the reverse flow direction. In other words, if a gas, such as secondary air or exhaust gas, flows through the secondary air line 24 in the injection direction and therefore through the valve element 10, or is expected to flow through it, the valve element 10 causes a first pressure loss of the gas. If a gas, such as secondary air or exhaust gas, flows through the secondary air line 24 in the reverse direction and therefore through the valve element 10, or is expected to flow through it, the valve element 10 causes a second pressure loss of the gas, for example, and this second pressure loss is greater than the first pressure loss. Therefore, the valve element 10 is a backflow preventer or backflow limiter, because the flow of exhaust gas into and / or in the secondary air line 24, also known as backflow and occurring in the reverse direction, is at least limited or prevented by the valve element 10. To put it in other words, the valve element 10 prevents excessive backflow of exhaust gas from the exhaust gas passage 20 to the secondary air line 24 and / or in the secondary air line, thereby preventing an excessive amount of exhaust gas from the exhaust gas passage 20 from entering the line region of the secondary air line 24, which is located upstream of the valve element 10 when viewed along the injection direction.

[0042] In this case, in order to enable secondary air injection to be performed particularly advantageously, the valve element 10 has a plurality of impact bodies 30 arranged continuously along the injection direction, as can be seen particularly well when viewing Figures 2 and 6 together. Each impact body 30 itself is formed rotationally symmetrically. The impact bodies 30 are connected to one another, in particular, so that they are formed as one piece. Thus, the connected impact bodies 30, in particular formed as one piece, form an assembled component unit 32, which may be, for example, the valve element 10 or a component of the valve element 10.

[0043] Figure 5 clearly shows that the valve element 10 is located in a length region L of the secondary air line 24, which is defined by a component of the internal combustion engine 12 formed separately from the valve element 10, which in the illustrated exemplary embodiment is the cylinder head 14. This means that the length region L, and therefore the valve element 10, is located within the cylinder head 14, i.e., inside the cylinder head 14. This allows for a particularly compact structural form of the valve element 10, thereby enabling its placement within the cylinder head 14. Furthermore, this allows the valve element 10, and therefore its entry point E, to be located particularly close to each exhaust valve 16, and in that case, particularly downstream of the exhaust valve 16, thereby enabling particularly efficient and effective secondary air injection.

[0044] Figures 2 and 4 clearly show that each impact body 30 is assigned a specific ring 34. Figure 4 clearly shows that the rings 34 are connected to each other and to the impact bodies 30, in that the rings 34 are formed as one piece and are also formed as one piece with the impact bodies 30. Thus, the rings 34 and impact bodies 30 form a one-piece body 36, and therefore a monoblock body 36, which may be a constituent unit 32. In other words, the body 36 is manufactured as a single unit and therefore as one piece, and is not composed of multiple parts that are formed separately and therefore connected to each other. In this case, both the rings 34 and impact bodies 30 are integral components of the one-piece body 36, and therefore a monoblock body 36. Furthermore, Figures 2 and 4 show that each impact body 30 engages with the respective ring 34 assigned to it. Here, the impact bodies 30 are connected to the ring 34 and to each other via their respective webs 38, the webs 38 being formed as one piece with the ring 34 and also as one piece with the impact bodies 30, and therefore also components of the body 36. For example, each impact body 30 is provided with at least two, in particular at least or exactly three, webs 38 assigned to each impact body 30. In particular, each web 38 assigned to each impact body 30 is arranged to be evenly distributed in the circumferential direction of each impact body 30 extending around the injection direction, and therefore can be intended to be, for example, paired together and spaced 120° apart from each other. Overall, it can be seen that the impact bodies 30 and the ring 34 are integrated by the webs 38 into a component unit 32, also called a valve unit, in particular into the body 36. The entire component unit 32, or valve element 10, can be particularly easily inserted into a length region L of a secondary air line 24 formed, for example as a bore, and fixed therein, for example.

[0045] Figure 6 clearly shows that the valve element 10 can be positioned particularly close to the exhaust passage 18. This is particularly advantageous in preventing an excess amount of exhaust gas from the exhaust gas passage 20 from entering the secondary air line 24. Figure 3 clearly shows that the respective webs 38 assigned to each impactor 30 are evenly distributed in the circumferential direction of each impactor 30, which is indicated by the double arrow 40 in Figure 3.

[0046] The valve element 10 may have a sleeve 42 on which a frame 36 can be placed. In particular, the sleeve 42 may be formed separately from the frame 36 and connected to the frame 36, thereby the sleeve 42 may be a component of the constituent unit 32. However, the sleeve 42 may also be omitted.

[0047] In the exemplary embodiment shown in the figure, at least a portion T of the cylinder head 14 that directly defines the length region L is formed as a single piece, which is then manufactured, for example, by casting. In particular, it is conceivable that the entire cylinder head 14 be formed as a single piece and manufactured, for example, by casting.

[0048] As can be seen particularly clearly from Figures 2 and 4, each impactor 30 has a first region B1 that expands continuously along the injection direction and is formed in the shape of a cone or frustocone. Along the injection direction, each first region B1 of each impactor 30 is followed by each second region B2 of each impactor 30. Each second region B2 of each impactor 30 tapers continuously along the injection direction and is formed in the shape of a cone or frustocone. Furthermore, the maximum outer circumference, especially the outer diameter, of each first region B1 of each impactor 30 is greater than the maximum outer circumference, especially the outer diameter, of each second region B2 of each impactor 30. Each second region B2 transitions to each first region B1 via each transition region UB of each impactor 30, or vice versa. In this case, for example, each transition region UB is curved along the reverse flow direction, and for example, each transition region UB extends in a circumferential direction around each second region B2, extending around the reverse flow direction or injection direction of each impactor 30. Each ring 34 is formed with a curved lower surface U facing the impactor 30 assigned to it in the injection direction, and more precisely, it is curved along the reverse flow direction and therefore opposite to the injection direction. [Explanation of Symbols]

[0049] 10 Valve elements 12 Internal Combustion Engines 14 Cylinder head 16 Exhaust valve 18 Exhaust passage 20 Exhaust gas flow path 22 Secondary air system 24 Secondary air line 26 Arrows 28 Arrows 30 Impact Bodies 32 component units 34 rings 36 skeleton 38 Web 40 Double arrow E. Place of introduction B1 No. 1 area B2 2nd area L Long Territory T part U below UB Migration Area

Claims

1. An internal combustion engine (12) of an automobile, comprising an exhaust gas passage (20) through which exhaust gas from the internal combustion engine (12) can flow and a secondary air system (22), wherein the secondary air system (22) - It has a secondary air line (24), through which air as secondary air can flow in the injection direction (26), thereby allowing the secondary air flowing through the secondary air line (24) in the injection direction (26) to be introduced into the exhaust gas flow path (20), and - An internal combustion engine (12) having at least one valve element (10) located in the secondary air line (24), wherein the valve element (10) has a first flow resistance along the injection direction (26) and a second flow resistance greater than the first flow resistance along the reverse flow direction (28) opposite to the injection direction (26), thereby being able to at least restrict the reverse flow occurring in the reverse flow direction (28), The valve element (10) has a plurality of rotationally symmetric impact bodies (30), the plurality of impact bodies (30) are arranged continuously along the injection direction (26) and connected to one another to form a component unit (32), the valve element (10) and the component unit (32) are arranged in a length region (L) of the secondary air line (24), the length region (L) is defined by a component (14) of the internal combustion engine (12), the component is formed separately from the valve element (10) and separately from the component unit (32), The internal combustion engine (12) is characterized in that each of the impactors (30) has a first region (B1) that expands continuously along the injection direction (26), each of the first regions (B1) is formed in the shape of a cone or a frustocone, each of the impactors (30) has a second region (B2) that follows each of the first regions (B1) along the injection direction (26), each of the second regions (B2) tapers continuously along the injection direction (26), and each of the second regions (B2) is formed in the shape of a cone or a frustocone.

2. The internal combustion engine (12) according to claim 1, characterized in that the part (14) is the cylinder head (14) of the internal combustion engine (12).

3. The internal combustion engine (12) according to claim 1 or 2, characterized in that at least one portion (T) defining the length region (L) of the component (14) is formed as a single piece.

4. The internal combustion engine (12) according to claim 3, characterized in that at least the portion (T) of the part (14) is manufactured by casting.

5. An internal combustion engine (12) according to claim 1 or 2, characterized in that the maximum outer circumference of each of the first regions (B1) is greater than the maximum outer circumference of each of the second regions (B2).

6. An internal combustion engine (12) according to claim 1 or 2, characterized in that each of the impactors (30) is assigned a ring (34) of the valve element (10), each of the impactors (30) engages with the ring (34) assigned to it, and the rings (34) are connected to each other and to the impactors (30).

Images