CN101479453A - Spark ignition type internal combustion engine - Google Patents

Spark ignition type internal combustion engine Download PDF

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Publication number
CN101479453A
CN101479453A CNA2007800240465A CN200780024046A CN101479453A CN 101479453 A CN101479453 A CN 101479453A CN A2007800240465 A CNA2007800240465 A CN A2007800240465A CN 200780024046 A CN200780024046 A CN 200780024046A CN 101479453 A CN101479453 A CN 101479453A
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CN
China
Prior art keywords
timing
compression ratio
engine
intake valve
internal combustion
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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.)
Pending
Application number
CNA2007800240465A
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Chinese (zh)
Inventor
秋久大辅
泽田大作
神山荣一
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Toyota Motor Corp
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Toyota Motor Corp
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Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of CN101479453A publication Critical patent/CN101479453A/en
Pending legal-status Critical Current

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    • 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
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • 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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • 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
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/041—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of cylinder or cylinderhead positioning
    • 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
    • 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
    • F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
    • F02D13/023—Variable control of the intake valves only changing valve lift or valve lift and timing the change of valve timing is caused by the change in valve lift, i.e. both valve lift and timing are functionally related
    • 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
    • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • 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
    • 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
    • F01L1/344—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 changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—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 changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • 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
    • F01L1/344—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 changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—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 changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34426—Oil control valves
    • 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
    • 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
    • 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

Abstract

A spark ignition type internal combustion engine comprises a variable compression ratio mechanism able to change a mechanical compression ratio, an actual compression action start timing changing mechanism able to change a start timing of an actual compression action, and an exhaust valve. At the time of engine low load operation, the mechanical compression ratio is maximized to obtain a maximum expansion ratio, and the actual compression ratio is set so that no knocking occurs. The maximum expansion ratio is 20 or more. The closing timing of the exhaust valve at the time of engine low load operation is made substantially intake top dead center. Due to this, even if operating the internal combustion engine in a state of a large expansion ratio, the temperature of the exhaust purification catalyst can be maintained at a relatively high temperature.

Description

Spark ignition type internal combustion engine
Technical field
The present invention relates to a kind of spark ignition type internal combustion engine.
Background technique
A kind of spark ignition type internal combustion engine that is provided with the variable compression ratio that can change mechanical compression ratio and can controls the Variable Valve Time gear of closing timing of intake valve known in this field, it carries out the supercharging action by pressurized machine when load running and high engine load operation in motor, and in keeping motor when load and high loaded process under the state of fixing actual compression ratio, along with the engine load step-down increase mechanical compression ratio and and the retarded admission door close timing (for example, seeing open (A) No.2004-218522 of Japan Patent).
Yet substantially, in explosive motor, expansion ratio is big more, and the time period that downward force acts on the piston in expansion stroke is long more, so expansion ratio is big more, and then the thermal efficiency just improves manyly more.Therefore, in order to improve the thermal efficiency when the engine running, preferably make mechanical compression ratio high as far as possible and to make expansion ratio be big expansion ratio.
Yet if in this way increase expansion ratio, the most of conversion of heat into kinetic energy that produces in the firing chamber is so exhaust gas temperature descends.Further, thereupon, the waste gas in the firing chamber the pressure of expansion stroke terminal point also step-down and correspondingly waste gas become and be difficult to discharge from the firing chamber.When expansion ratio be made as 20 or when bigger this tendency look obvious especially.
On the other hand, if the engine exhaust purifying catalyzer that is arranged in the engine exhaust passage is not warming up to specific temperature or higher temperature, then it can not show good waste-gas cleaning effect usually.Owing to this reason, in most of explosive motors, utilization remains on high temperature from the heat of the waste gas that engine body is discharged with exhaust gas purifying catalyst.
Yet as previously discussed, if increase expansion ratio, exhaust gas temperature descends, so the temperature that exhaust gas purifying catalyst per unit flow raises reduces.Further, if increase expansion ratio, then waste gas becomes and is difficult to discharge from the firing chamber, so the flow of the waste gas of inflow exhaust gas cleaning catalyst becomes littler.Owing to this reason,, then be difficult to exhaust gas purifying catalyst is remained on high temperature if under the state of big expansion ratio, turn round explosive motor.
Summary of the invention
Therefore, an object of the present invention is to provide a kind of spark ignition type internal combustion engine, even under the state of big expansion ratio, during the described explosive motor of running, also exhaust gas purifying catalyst can be remained on higher temperature.
The invention provides a kind of spark ignition type internal combustion engine of in the claim of claims, describing as the device of realizing above-mentioned purpose.
In one aspect of the invention, a kind of spark ignition type internal combustion engine is provided, comprise: can change the variable compression ratio of mechanical compression ratio, the actual compression action that can change the beginning timing of actual compression action begins timing and changes mechanism and exhaust valve, wherein, the mechanical compression ratio maximization is made with acquisition maximum expansion ratio and setting actual compression ratio detonation can not take place, wherein maximum expansion ratio is 20 or bigger, and wherein the timing of closing of exhaust valve roughly is made as the air inlet top dead center when time of engine low load operation.
In another aspect of this invention, a kind of spark ignition type internal combustion engine is provided, comprise: the variable compression ratio that can change mechanical compression ratio, the actual compression action that can change the beginning timing of actual compression action begins timing and changes mechanism, and the exhaust variable valve timing mechanism of closing timing that can change exhaust valve, wherein, the mechanical compression ratio maximization is made with acquisition maximum expansion ratio and setting actual compression ratio detonation can not take place, wherein maximum expansion ratio is 20 or bigger, but but wherein the setting regions of the setting regions of timing when time of engine low load operation than the time of closing of exhaust valve in high engine load operation be limited in air inlet top dead center side more.
In another aspect of this invention, when time of engine low load operation, the timing of closing of exhaust valve roughly is made as the air inlet top dead center.
In another aspect of this invention, motor further comprises the air inlet Variable Valve Time gear of opening timing that can change intake valve, and the timing of opening of closing timing and intake valve of control exhaust valve makes the time period minimum overlapping with opening of exhaust valve of opening of when time of engine low load operation intake valve.
In another aspect of this invention, motor further comprises the air inlet Variable Valve Time gear of opening timing that can change intake valve, and the timing of opening of closing timing and intake valve of control exhaust valve makes that opening with the overlapping time period of opening of exhaust valve of intake valve becomes zero when time of engine low load operation.
In another aspect of this invention, motor comprises that further the intake valve of opening timing that can change intake valve opens timing and change mechanism, and when time of engine low load operation, the timing of opening of intake valve roughly is made as the air inlet top dead center.
In another aspect of this invention, the actual compression ratio the when actual compression ratio when time of engine low load operation is made as with load and high loaded process in motor is roughly the same.
In another aspect of this invention, in engine low rotation when speed, no matter engine load how, actual compression ratio drops in 9 to 11 the scope.
In another aspect of this invention, engine speed is high more, and then actual compression ratio is high more.
In another aspect of this invention, actual compression action begins timing change mechanism and comprises the air inlet Variable Valve Time gear of closing timing that can change intake valve.
In another aspect of this invention, control the air inflow that is supplied to the firing chamber by the timing of closing that changes intake valve.
In another aspect of this invention, the timing of closing of intake valve is shifted till the limit that still can control the air inflow that is supplied to the firing chamber is closed timing along with the engine load reduction and to the direction away from the air inlet lower dead center.
In another aspect of this invention, the timing of closing that is higher than intake valve at load reaches capacity and closes in the zone of engine load just constantly, no matter be arranged in the engine intake passage closure how, control the air inflow that is supplied to the firing chamber by the timing of closing that changes intake valve.
In another aspect of this invention, the timing of closing that is higher than intake valve at load reaches capacity and closes in the zone of engine load just constantly, and closure remains on full open position.
In another aspect of this invention, the timing of closing that is lower than intake valve at load reaches capacity and closes in the zone of engine load just constantly, utilizes the closure that is arranged in the engine intake passage to control the air inflow that is supplied in the firing chamber.
In another aspect of this invention, the timing of closing that is lower than intake valve at load reaches capacity and closes in the zone of engine load just constantly, and it is low more to load, and makes air fuel ratio big more.
In another aspect of this invention, the timing of closing that is lower than intake valve at load reaches capacity and closes in the zone of engine load just constantly, and the timing of closing of intake valve remains on the limit and closes timing.
In another aspect of this invention, mechanical compression ratio increases to limit mechanical compression ratio along with the engine load step-down.
In another aspect of this invention, in the zone of the engine load when load is lower than mechanical compression ratio and reaches capacity mechanical compression ratio, mechanical compression ratio remains on limit mechanical compression ratio.
According to the present invention, because waste gas as much as possible is expelled to exhaust gas purifying catalyst from the firing chamber, so even turn round explosive motor under the state of big expansion ratio, exhaust gas purifying catalyst also can remain on higher temperature.
Description of drawings
According to the following explanation that describes with reference to the accompanying drawings, can more be expressly understood the present invention, wherein:
Fig. 1 is the synoptic chart of spark ignition type internal combustion engine.
Fig. 2 is the exploded perspective view of variable compression ratio.
Fig. 3 A and 3B are the side sectional views of illustrated explosive motor.
Fig. 4 is the view of Variable Valve Time gear.
Fig. 5 A and 5B are the views that the lift amount of intake valve and exhaust valve is shown.
Fig. 6 A, 6B and 6C are used to explain the view of mechanical compression ratio, actual compression ratio and expansion ratio.
Fig. 7 illustrates the view that concerns between theoretical thermal efficiency and the expansion ratio.
Fig. 8 A and 8B are the views that is used to explain normal circulation and superhigh expansion ratio cycle.
Fig. 9 illustrates the view according to the variation of engine load such as mechanical compression ratio.
Figure 10 A, 10B and 10C are the views that the lift variation of intake valve and exhaust valve is shown.
Figure 11 is the view of closing the zone that timing can be set that illustrates according to the mechanical compression ratio exhaust valve.
Figure 12 A and 12B are the views of variation that the lift of intake valve and exhaust valve is shown.
Figure 13 is used to turn round the flow chart of control.
Figure 14 A, 14B and 14C are the views that target actual compression ratio etc. is shown.
Figure 15 A and 15B are the mapping graphs of closing timing that exhaust valve etc. is shown.
Embodiment
Fig. 1 illustrates the side sectional view of spark ignition type internal combustion engine.
With reference to Fig. 1,1 expression crankcase, 2 expression cylinder block, 3 expression cylinder head, 4 expression pistons, 5 expression firing chambers, 6 expressions are arranged on the spark plug at the top center position of firing chamber 5,7 expression intake valves, 8 expression suction ports, 9 expression exhaust valves, and 10 expression relief openings.Suction port 8 is connected to surge tank 12 through admission line 11, and each admission line 11 is provided with the fuel injector 13 that is used for to corresponding suction port 8 burner oils simultaneously.Notice that each fuel injector 13 can be arranged on each firing chamber 5 rather than be attached to each admission line 11.
Surge tank 12 is connected to the outlet of the compressor 15a of exhaust-gas turbocharger 15 via suction tude 14, and simultaneously, the inlet of compressor 15a is connected to air-strainer 17 via the air inflow detector 16 that adopts device such as heated filament.Be furnished with the closure 19 that drives by actuator 18 in the suction tude 14.
On the other hand, relief opening 10 is connected to the inlet of the exhaust gas turbine 15b of exhaust-gas turbocharger 15 through gas exhaust manifold 20, and the outlet of exhaust gas turbine 15b simultaneously is connected to the catalyst 22 that holds exhaust gas purifying catalyst through outlet pipe 21.Be furnished with air-fuel ratio sensor 23 in the outlet pipe 21.
Further, in the mode of execution shown in Figure 1, the joint of crankcase 1 and cylinder block 2 be provided with can change crankcase 1 and cylinder block 2 cylinder axis to the variable compression ratio A of relative position, change the volume of firing chamber 5 when being positioned at compression top center with convenient piston 4.Further, it is provided with air inlet Variable Valve Time gear B, and what described air inlet Variable Valve Time gear B can control intake valve 7 closes timing changing the beginning timing of actual compression action, and can control the timing of opening of intake valve 7 separately.Further, it is provided with the exhaust variable valve timing mechanism C that opens timing and close timing that can control exhaust valve 7 separately.
ECU (Electrical Control Unit) 30 comprises digital computer, this digital computer is provided with through bidirectional bus 31 elements connected to one another, such as ROM (ROM (read-only memory)) 32, RAM (random access memory) 33, CPU (microprocessor) 34, input port 35 and output port 36.The output signal of the output signal of air inflow detector 16 and air-fuel ratio sensor 23 inputs to input port 35 through corresponding AD converter 37.In addition, accelerator pedal 40 is connected to the load sensor 41 of the proportional output voltage of volume under pressure of generation and accelerator pedal 40.The output voltage of load sensor 41 inputs to input port 35 through corresponding AD converter 37.Further, input port 35 is connected to CKP 42, and described CKP 42 for example produces the output pulse 30 ° the time in the each rotation of described bent axle.On the other hand, output port 36 is connected to spark plug 6, fuel injector 13, throttle valve drive actuator 18, variable compression ratio A and air inlet Variable Valve Time gear B through drive circuit 38.
Fig. 2 is the exploded perspective view of variable compression ratio A shown in Figure 1, and Fig. 3 A and 3B are the side sectional views of illustrated explosive motor simultaneously.With reference to Fig. 2, the bottom at two sidewalls of cylinder block is formed with a plurality of protuberances that separate each other at a certain distance 50.Each protuberance 50 is provided with the cam patchhole 51 of circular cross section.On the other hand, the end face of crankcase 1 is formed with a plurality of protuberances 52, and described protuberance 52 separates each other at a certain distance and is engaged between the corresponding protuberance 50.These protuberances 52 also are formed with the cam patchhole 53 of circular cross section.
As shown in Figure 2, be provided with pair of cams axle 54,55.Each camshaft 54,55 has circular cam fixed thereon 56, and each cam 56 can be inserted in each cam patchhole 51 in rotatable mode every a position.These circular cams 56 are coaxial with the spin axis of camshaft 54,55.On the other hand, between circular cam 56, shown in the hatching of Fig. 3 A and 3B, extend with respect to the eccentric eccentric shaft 57 that is provided with of the spin axis of camshaft 54,55.Each eccentric shaft 57 has other circular cam 58, and this circular cam 58 is attached to eccentric shaft 57 prejudicially in rotatable mode.As shown in Figure 2, these circular cams 58 are arranged between the circular cam 56.These circular cams 58 are inserted in the corresponding cam patchhole 53 in rotatable mode.
When the circular cam 56 that is fastened to camshaft 54,55 from the state shown in Fig. 3 A shown in the solid arrow Fig. 3 A when opposite directions are rotated, eccentric shaft 57 moves to the bottom centre position, thus circular cam 58 in the cam patchhole 53 shown in the dotted arrow of Fig. 3 A along the direction rotation opposite with circular cam 56.Shown in Fig. 3 B, when eccentric shaft 57 when move at the bottom centre position, the center of circular cam 58 moves to the below of eccentric shaft 57.
Contrast according to Fig. 3 A and 3B can be understood, and the relative position of crankcase 1 and cylinder block 2 is by the distance decision between the center of the center of circular cam 56 and circular cam 58.Distance between the center of the center of circular cam 56 and circular cam 58 is big more, and then cylinder block 2 is far away more from crankcase 1.If it is far away that cylinder block 2 moves away crankcase 1, then the volume of firing chamber 5 when piston 4 is positioned at compression top center increases.Therefore, by making camshaft 54,55 rotations, can change the volume of firing chamber 5 when piston 4 is positioned at compression top center.
As shown in Figure 2, in order to make camshaft 54,55 along opposite direction rotation, the axle of drive motor 59 is provided with the opposite worm gear of a pair of hand of spiral 61,62.Be secured to the end of camshaft 54,55 with these worm gear 61,62 meshed gears 63,64.In the present embodiment, drive motor 59 can be actuated to change the volume of firing chamber 5 when piston 4 is positioned at compression top center in wide range.Notice that the variable compression ratio A shown in Fig. 1 to 3 is an example.Can adopt the variable compression ratio of any type.
Further, Fig. 4 illustrate be attached to camshaft 70 air inlet Variable Valve Time gear B to be used for driving the intake valve 7 of Fig. 1.With reference to Fig. 4, air inlet Variable Valve Time gear B comprises cam phase changer B1 and cam-actuated angle transverter B2, cam phase changer B1 is attached to camshaft 70 1 ends and changes the cam phase of camshaft 70, and cam-actuated angle transverter B2 is arranged between the valve tappet 24 of camshaft 70 and intake valve 7 and the actuation angle (work angle) of the cam of camshaft 70 is changed into different actuation angle to transfer to intake valve 7.Notice that Fig. 4 is side sectional view and the plane view of cam-actuated angle transverter B2.
At first, explain the cam phase changer B1 of air inlet Variable Valve Time gear B, this cam phase changer B1 is provided with by the Timing Belt wheel 71 of Timing Belt along the launched machine crankshaft rotation of the direction of arrow, cylindrical housings 72 with 71 rotations of Timing Belt wheel, can be with camshaft 70 rotations and the axle 73 that rotates with respect to cylindrical housings 72, the a plurality of dividing plates 74 that extend to axle 73 periphery interior week from cylindrical housings 72, and the blade 75 that between dividing plate 74, extends to the interior week of cylindrical housings 72 from the periphery of axle 73, the both sides of blade 75 are formed with in advance with hydraulic chamber 76 and delay hydraulic chamber 77.
Supply with of the supply of control valve 78 Control work oil by working oil to hydraulic chamber 76,77.This working oil is supplied with control valve and is provided with: the hydraulic port 79,80 that is connected to hydraulic chamber 76,77; Be used for from the supply port 82 of the working oil of oil hydraulic pump 81 discharges; A pair of discharge port 83,84; And the guiding valve 85 that is used for the connected sum disconnection of control port 79,80,82,83,84.
For the phase place of the cam of camshaft 70 in advance, guiding valve 85 is moved down in Fig. 4, be supplied to through hydraulic port 79 and use hydraulic chamber 76 in advance from supplying with working oil that port 82 supplies with, and postpone with the working oil in the hydraulic chamber 77 from discharge port 84 dischargings.At this moment, axle 73 is rotated with respect to cylindrical housings 72 along the direction of arrow X.
In contrast, phase place for the cam that postpones camshaft 70, guiding valve 85 is moved up in Fig. 4, and the working oil of supplying with from supply port 82 is supplied to delay hydraulic chamber 77 through hydraulic port 80, and discharges from discharge port 83 with the working oil in the hydraulic chamber 76 in advance.At this moment, axle 73 is rotated with respect to cylindrical housings 72 along the direction opposite with arrow X.
When making axle 73 with respect to cylindrical housings 72 rotations, if guiding valve 85 is back to neutral position shown in Figure 4, the operation that then is used for relative rotation axi 73 stops, and axle 73 remains on the relatively rotation place of this moment.Therefore, can utilize cam phase changer B1 accurately to shift to an earlier date or postpone the phase place of the cam of camshaft 70 with desired amount.That is, cam phase changer B1 can freely shift to an earlier date or retarded admission door 7 open timing.
Next, explain the cam-actuated angle transverter B2 of air inlet Variable Valve Time gear B, this cam-actuated angle transverter B2 is provided with: controlling rod 90, and it is parallel to camshaft 70 and is provided with and moves vertically by actuator 91; Intermediate cam 94, its engage with the cam 92 of camshaft 70 and slidably be formed on controlling rod 90 on and the spline 93 that extends vertically cooperate; And pivot cam 96, its engage with the valve tappet 24 that is used to drive intake valve 7 and slidably be formed on controlling rod 90 on the spline 95 that extends with spiral form cooperate.This pivot cam 96 is formed with cam 97.
When camshaft 70 rotations, cam 92 makes intermediate cam 94 accurately pivot with constant angle always.At this moment, pivot cam 96 is accurately pivoted with constant angle.On the other hand, therefore intermediate cam 94 and pivot cam 96 when making controlling rod 90 mobile vertically by actuator 91, make pivot cam 96 with respect to intermediate cam 94 rotations with can not be supported along the axially movable mode of controlling rod 90.
When the cam 92 of camshaft 70 begins to engage with intermediate cam 94 owing to intermediate cam 94 and relatively rotation place relation between the pivot cam 96, if 97 beginnings of the cam of pivot cam 96 engage with valve tappet 24, shown in Fig. 5 B " a ", then intake valve 7 open the time period and lift amount becomes maximum value.In contrast, when utilizing actuator 91 to make pivot cam 96 along the direction of the arrow Y of Fig. 4 during with respect to intermediate cam 94 rotations, the cam 92 of camshaft 70 engages with intermediate cam 94, and afterwards the cam 97 of pivot cam 96 engages with valve tappet 24 after a while.In this case, shown in " b " among Fig. 5 B, intake valve 7 open the time period and lift amount becomes less than " a ".
When the direction that makes pivot cam 96 arrow Y in Fig. 4 during with respect to intermediate cam 94 rotation, shown in " c " among Fig. 5 B, intake valve 7 open the time period and lift amount further diminishes.That is, changing the relatively rotation place of intermediate cam 94 and pivot cam 96 by utilizing actuator 91, the time period of opening of intake valve 7 can freely change.Yet in this case, the lift amount of intake valve 7 becomes more little, and the time of opening of intake valve 7 is short more.
Can utilize cam phase changer B1 freely to change opening timing and can utilizing cam-actuated angle transverter B2 freely to change opening the time period of intake valve 7 of intake valve 7 like this, so can utilize cam phase changer B1 and cam-actuated angle transverter B2, promptly, can utilize air inlet Variable Valve Time gear B to come freely to change opening timing and opening the time period of intake valve 7, that is freely change opening timing and closing timing of intake valve 7.
Notice that the air inlet Variable Valve Time gear B shown in Fig. 1 and 4 is an example.Also can adopt the various Variable Valve Time gear that are different from the example shown in Fig. 1 and 4.
Further, exhaust variable valve timing mechanism C also has the structure that is similar to air inlet Variable Valve Time gear B basically and can freely change opening timing and opening the time period of exhaust valve 9, also can freely change opening timing and closing timing of exhaust valve 9.
Next, explain the implication of the term that uses among the application with reference to Fig. 6 A to 6C.Notice that it is that 50ml and piston displacement are the motor of 500ml that Fig. 6 A, 6B and 6C illustrate combustion chamber volume for illustrative purpose.Among these Fig. 6 A, 6B and the 6C, combustion chamber volume illustrates the volume of firing chamber when piston is in compression top center.
Fig. 6 A has explained mechanical compression ratio.Described mechanical compression ratio is from displacement of piston and the mechanically definite value of combustion chamber volume when compression stroke.This mechanical compression ratio is represented by (combustion chamber volume+swept volume)/combustion chamber volume.In the example shown in Fig. 6 A, this compression ratio becomes (50ml+500ml)/50ml=11.
Fig. 6 B has explained actual compression ratio.This actual compression ratio is the value of determining from actual stroke volume and combustion chamber volume, and described actual stroke volume is a piston from the actual volume that begins when the piston arrives top dead center of compression.This actual compression ratio is represented by (combustion chamber volume+actual stroke volume)/combustion chamber volume.That is, shown in Fig. 6 B,, open Shi Buhui at intake valve and carry out compression even piston begins to rise in compression stroke.Actual compression action begins behind IC Intake Valve Closes.Therefore, with the actual compression volume actual compression ratio is expressed as follows.In the example shown in Fig. 6 B, actual compression ratio becomes (50ml+450ml)/50ml=10.
Fig. 6 C has explained expansion ratio.Described expansion ratio is the value of determining from combustion chamber volume and the piston swept volume when the expansion stroke.This expansion ratio is represented by (combustion chamber volume+swept volume)/combustion chamber volume.In the example shown in Fig. 6 C, this expansion ratio becomes (50ml+500ml)/50ml=11.
Next, explain the most basic feature of the present invention with reference to Fig. 7,8A and 8B.Notice that Fig. 7 illustrates the relation between theoretical thermal efficiency and the expansion ratio, and Fig. 8 A and 8B illustrate normal circulation among the present invention and the superhigh expansion ratio cycle selected for use according to load between contrast.
Fig. 8 A illustrates normal circulation, wherein intake valve close near the position of lower dead center and the compression of piston near the position of compression bottom dead center roughly.Example shown in this Fig. 8 A is also the same with the example shown in Fig. 6 A, 6B and the 6C, and combustion chamber volume is 50ml, and displacement of piston is 500ml.Can understand from Fig. 8 A, in normal circulation, mechanical compression ratio is (50ml+500ml)/50ml=11, and actual compression ratio also is 11 approximately, and expansion ratio also becomes (50ml+500ml)/50ml=11.That is in conventional internal combustion engines, mechanical compression ratio and actual compression ratio and expansion ratio become about equally.
Solid line among Fig. 7 is illustrated in the variation of---that is in normal circulation---theoretical thermal efficiency under actual compression ratio and the expansion ratio situation about equally.In this case, can recognize that expansion ratio is big more, that is actual compression ratio is high more, then theoretical thermal efficiency is high more.Therefore, in normal circulation,, should make actual compression ratio higher in order to improve theoretical thermal efficiency.Yet, owing to the restriction of detonation when high engine load operation, occurs,, actual compression ratio also only has an appointment 12 even being elevated to maximum value, correspondingly, in normal circulation, can not make theoretical thermal efficiency enough high.
Yet under this situation, the inventor carries out strictness and distinguishes and the research theory thermal efficiency between mechanical compression ratio and actual compression ratio, found that in the theoretical thermal efficiency, expansion ratio is main, and the thermal efficiency is not influenced by the very big of actual compression ratio.That is if the rising actual compression ratio, then explosive power raises, but compression needs high-energy, even rising actual compression ratio correspondingly, theoretical thermal efficiency can not rise very big yet.
In contrast, if increase expansion ratio, the time period of power effect that presses down piston when expansion stroke is long more, and then piston provides the time of rotating force long more to bent axle.Therefore, it is big more that expansion ratio becomes, and then theoretical thermal efficiency becomes high more.Being shown in dotted line with actual compression ratio stuck-at-0 and the theoretical thermal efficiency under the situation that improves expansion ratio under this state among Fig. 7.The ascending amount of theoretical thermal efficiency is more or less the same in following two kinds of situations like this, as can be known: maintain when improving expansion ratio under the state of low value at actual compression ratio; And the actual compression ratio shown in the solid line of Fig. 7 is when increasing with expansion ratio.
Therefore if in this way actual compression ratio is maintained low value, then detonation will can not take place, if improve expansion ratio under actual compression ratio maintains the state of low value, then can prevent detonation and can greatly improve theoretical thermal efficiency.Fig. 8 B illustrates and works as the example of utilizing variable compression ratio A and Variable Valve Time gear B that actual compression ratio is maintained low value and improving the situation of expansion ratio.
With reference to Fig. 8 B, in this example, variable compression ratio A is used for combustion chamber volume is reduced to 20ml from 50ml.On the other hand, utilize air inlet Variable Valve Time gear B to come the timing of closing of retarded admission door to change into 200ml from 500ml up to the actual stroke volume of piston.As a result, in this example, actual compression ratio becomes (20ml+200ml)/20ml=11 and expansion ratio becomes (20ml+500ml)/20ml=26.As more than, in the normal circulation shown in Fig. 8 A, actual compression ratio be about 11 and expansion ratio be 11.Compare with this situation, in the situation shown in Fig. 8 B, have only expansion ratio to be increased to 26 as can be known.To be referred to as " superhigh expansion ratio cycle " below.
As mentioned above, generally speaking, in explosive motor, engine load is low more, and then the thermal efficiency is poor more, therefore will improve the thermal efficiency when vehicle operation, that is, improve fuel efficiency, the thermal efficiency when being necessary to improve time of engine low load operation.On the other hand, in the superhigh expansion ratio cycle shown in Fig. 8 B, the actual stroke volume of piston diminishes when compression stroke, diminish so can be inhaled into firing chamber 5 interior air inflows, so this superhigh expansion ratio cycle can only adopt when engine load is low.Therefore, in the present invention, when time of engine low load operation, set the superhigh expansion ratio cycle shown in Fig. 8 B, and when high engine load operation, set the normal circulation shown in Fig. 8 A.This is an essential characteristic of the present invention.
Overall operation control when Fig. 9 is illustrated in the steady running of engine low rotation speed.Explain overall operation control with reference to Fig. 9 below.
Fig. 9 illustrates the variation with engine load of the aperture of closing timing, actual compression ratio, air inflow, closure 17 of mechanical compression ratio, expansion ratio, intake valve 7 and pumping loss.Note; in the present embodiment; in order to make three-way catalyst in the catalyst 22 can reduce unburned HC, CO and NOx in the waste gas simultaneously, the output signal based on air-fuel ratio sensor 23 is feedback controlled to chemically correct fuel with the average air-fuel ratio in the firing chamber 5 usually.
Now, as mentioned above, when high engine load operation, the normal circulation shown in the execution graph 8A.Therefore, as shown in Figure 9, at this moment, mechanical compression ratio diminishes, thus expansion ratio diminish, and shown in the solid line of Fig. 9, intake valve 7 close timing in advance.Further, at this moment, air inflow is big.At this moment, the aperture of closure 17 keeps opening fully or roughly opening fully, so pumping loss becomes " zero ".
On the other hand, as shown in Figure 9, mechanical compression ratio reduces with engine load and increases, so expansion ratio also increases.Further, at this moment, shown in the solid line of Fig. 9, by reduce the timing of closing of retarded admission door 7 along with engine load, it is constant that actual compression ratio keeps substantially.Notice that at this moment, closure 17 still remains on the state of opening fully or roughly opening fully, the air inflow that therefore is supplied to firing chamber 5 is not by closure 17 controls but controls by the timing of closing that changes intake valve 7.At this moment, pumping loss also becomes " zero ".
Like this, when engine load when the high engine load operation state reduces, under the situation of actual compression ratio constant, mechanical compression ratio increases along with the decline of air inflow.That is the volume of firing chamber 5 when piston 4 reaches compression top center reduces with the minimizing of air inflow proportionally.Therefore the volume of firing chamber 5 when piston 4 reaches compression top center is along with air inflow changes pro rata.Notice that the air fuel ratio in the firing chamber 5 becomes chemically correct fuel at this moment, so the volume of firing chamber 5 when piston 4 reaches compression top center is along with fuel quantity changes pro rata.
If engine load further reduces, then mechanical compression ratio further increases.When mechanical compression ratio reached the limit mechanical compression ratio corresponding with 5 structural limit of firing chamber, in the low load area of the engine load L1 when reaching capacity compression ratio than mechanical compression ratio, mechanical compression ratio remained on limit mechanical compression ratio.Therefore when time of engine low load operation, mechanical compression ratio becomes maximum value, and expansion ratio becomes maximum value.From another point, in the present invention, in order to obtain maximum expansion ratio when the time of engine low load operation, making mechanical compression ratio is maximum value.Further, at this moment, actual compression ratio maintain with motor in load and roughly the same actual compression ratio during high loaded process.
On the other hand, shown in the solid line among Fig. 9, along with the engine load step-down, the timing of closing of intake valve 7 further is delayed to the limit that can control the air inflow that supplies to firing chamber 5 more and closes timing.Reach capacity and close in the low load area of just constantly engine load L2 in the timing of closing than intake valve 7, the timing of closing of intake valve 7 remains on the limit and closes timing.If the timing of closing of intake valve 7 remains on the limit and closes timing, then can not close timing control air inflow by what change intake valve 7 again.Therefore, must control air inflow by additive method.
In the mode of execution shown in Figure 9, at this moment, that is, reach capacity and close in the low load area of just constantly engine load L2 in the timing of closing than intake valve 7, utilize closure 17 to control the air inflow that is supplied to firing chamber 5.Yet as shown in Figure 9, if utilize closure 17 to control air inflow, pumping loss increases.
Note, in order to prevent this type of pumping loss, reach capacity and close in the low load area of just constantly engine load L2 in the timing of closing, under the state that keeps intake valve 17 to open fully or roughly open fully, can make the low more then air fuel ratio of engine load big more than intake valve 7.At this moment, fuel injector 13 preferably is arranged in the firing chamber 5 to carry out stratified mixture combustion.
As shown in Figure 9, in engine low rotation when running speed, no matter engine load how, actual compression ratio keeps constant.Pact ± 10%, the scope preferably ± 5% of the actual compression ratio when making this moment actual compression ratio be in the motor load and high loaded process.Note in the present embodiment, during engine low rotation speed actual compression ratio be set as about 10 ± 1, that is, from 9 to 11.Yet if engine speed uprises, the sky combustion mixed gas in the firing chamber 5 is stirred, so more difficult generation detonation, therefore in according to the embodiment of the present invention, engine speed is high more, and then actual compression ratio is high more.
On the other hand, as mentioned above, in the superhigh expansion ratio cycle shown in Fig. 8 B, expansion ratio is set as 26.This expansion ratio is high more good more, and if be equal to or greater than 20, can obtain quite high theoretical thermal efficiency.Therefore, in the present invention, form variable compression ratio A and make expansion ratio become 20 or bigger.
Further, in the example depicted in fig. 9, mechanical compression ratio continuously changes according to engine load.Yet mechanical compression ratio also can change stage by stage according to engine load.
On the other hand, shown in the dotted line among Fig. 9,,, also can not rely on closure control air inflow by shifting to an earlier date the shut-in time of intake valve 7 along with engine load reduces.Therefore, in Fig. 9, if represent shown in the solid line comprehensively and dotted line shown in two kinds of situations, then in according to the embodiment of the present invention, the timing of closing of intake valve 7 reduces along with engine load and is shifted, along away from the direction of compression bottom dead center BDC till the limit that can control the air inflow that supplies to the firing chamber is closed timing L2.
Next, the timing of closing of explaining exhaust valve 9 on the low load operation of the superhigh expansion ratio cycle shown in the execution graph 8B will be concentrated on.
Usually, when carrying out the low load operation of superhigh expansion ratio cycle, because the heat that the burning of the combustion of the sky in the firing chamber 5 mixed gas itself produces is little, so the temperature of 5 waste gas of discharging is easy to step-down from the firing chamber.In addition, in explosive motor, expansion ratio is big more, and then the time period of the power effect of downward promotion piston is long more when expansion stroke, so the major part of the heat energy that the burning of firing chamber hollow combustion mixed gas produces is converted into the kinetic energy of piston.Thereupon, the combustion gas in the firing chamber are at the temperature step-down of the terminal point of expansion stroke.Owing to this reason, when the superhigh expansion ratio cycle shown in the execution graph 8B, when exhaust stroke, 5 temperature that are expelled to the waste gas of gas exhaust manifold 20 become extremely low from the firing chamber.When expansion ratio be 20 or when bigger this trend look obvious especially.Carry out expansion ratio and be 20 or bigger superhigh expansion ratio cycle with carry out expansion ratio and be about between 12 the normal circulation, the temperature of the waste gas of 5 discharges differs about 100 ℃ from the firing chamber.
On the other hand, in most of explosive motors, by three-way catalyst, NO are set in engine exhaust passage xStorage and reducing catalyst or other exhaust gas purifying catalysts are to remove the harmful components that comprise in the waste gas (for example HC, CO, NO xDeng).This type of exhaust gas purifying catalyst can not effectively be removed the harmful components in the waste gas, unless its temperature becomes activationary temperature or higher temperature.Herein, in most of explosive motors, the temperature of waste gas is high more a lot of than activationary temperature, remain on activationary temperature or higher temperature so that exhaust flow is gone into exhaust gas purifying catalyst with temperature with exhaust gas purifying catalyst.
Yet, if the superhigh expansion ratio cycle shown in the execution graph 8B, 5 temperature that are expelled to the waste gas of the gas exhaust manifold 20 a little higher than activationary temperature that will only become then from the firing chamber, even if, also be difficult to temperature maintenance with exhaust gas purifying catalyst at activationary temperature or higher temperature so make waste gas flow into exhaust gas purifying catalyst.Therefore, when carrying out superhigh expansion ratio cycle, for the temperature maintenance of exhaust gas purifying catalyst at activationary temperature or higher temperature, need make waste gas as much as possible flow into exhaust gas purifying catalyst.
With reference to Figure 10 A to 10C, consider closing timing and being expelled to relation between the flow of waste gas of gas exhaust manifold 20 from firing chamber 5 of exhaust valve 9 herein.Figure 10 A is illustrated in the variation of exhaust valve 9 lift of exhaust valve 9 and intake valve 7 under the situation that air inlet top dead center is roughly closed, Figure 10 B is illustrated in the variation of exhaust valve 9 lift of exhaust valve 9 and intake valve 7 under the situation of closing before the air inlet top dead center, and Figure 10 C is illustrated in the variation of the lift of exhaust valve 9 and intake valve 7 under the situation that exhaust valve 9 cuts out after the air inlet top dead center.
Shown in Figure 10 B, when closing exhaust valve 9 before the air inlet top dead center, the volume of firing chamber 5 when closing exhaust valve 9 is greater than the volume (combustion chamber volume) of firing chamber when piston is positioned at the air inlet top dead center.After exhaust valve 9 cut out, the waste gas corresponding with the volume of firing chamber 5 when closing remained in the firing chamber 5.Owing to this reason,, still have the waste gas of bigger amount to remain in the firing chamber 5 even after exhaust valve 9 cuts out.Therefore, the flow that the waste gas in the firing chamber 5 fully can not be expelled to the waste gas of gas exhaust manifold 20 and inflow exhaust gas cleaning catalyst diminishes.
On the other hand, shown in Figure 10 C, when after the air inlet top dead center, closing exhaust valve 9, though exhaust valve 9 also open at the air inlet top dead center, so when piston 4 reached the air inlet top dead center, the nearly all waste gas in the firing chamber 5 all flowed out to relief opening 10.Yet, if, once flow out in the last decline inflow firing chamber 5 with piston 4 again of part waste gas in the relief opening 10 even exhaust valve 9 is also opened after the air inlet top dead center.
Particularly, when carrying out superelevation compression ratio circulation time, when expansion stroke, the combustion gas in the firing chamber 5 significantly expand, so the pressure of combustion gas will be lower at the terminal point of expansion stroke.Owing to this reason, 5 intensity that flow out to the waste gas of relief opening 10 weaken change in exhaust stroke from the firing chamber.Therefore, if piston 4 descends after arriving the air inlet top dead center, the part waste gas that then flows out in the relief opening 10 will flow in the firing chamber 5 easily once more.
Like this, when after the air inlet top dead center, closing exhaust valve 9, the waste gas that once flowed out in the relief opening 10 will be back to the inside of firing chamber 5 once more, will diminish so the waste gas in the firing chamber 5 can not fully be expelled to the flow of the waste gas of gas exhaust manifold 20 and inflow exhaust gas cleaning catalyst.
Therefore, in the present embodiment, when the superhigh expansion ratio cycle shown in the execution graph 8B, that is, when mechanical compression ratio is high, close timing too early or slow excessively for what prevent exhaust valve 9 with respect to the air inlet top dead center, the zone of closing timing that can set exhaust valve 9 is limited in air inlet top dead center side.
Figure 11 illustrates the view that can set the zone of closing timing of exhaust valve 9 according to mechanical compression ratio.
As shown in figure 11, the zone that can set exhaust valve 9 becomes the advance adjustment up to stop that can set and the zone between the maximum delay amount.Can understand from this figure, the closing timing and can become that more little (slow more) then mechanical compression ratio is high more of exhaust valve 9 by the advancement amount of its setting, and conversely, exhaust valve 9 close maximum delay quantitative change that timing can be by its setting must more little (more early) then mechanical compression ratio is high more.Owing to this reason, the zone of closing timing that can the set exhaust valve 9 more little then mechanical compression ratio that becomes is high more, that is restricted more then mechanical compression ratio is high more.For example, as shown in figure 11, when mechanical compression ratio was low, the zone of closing timing that can set exhaust valve 9 was Δ TOC1, and when mechanical compression ratio was high, the zone of closing timing that can set exhaust valve 9 became Δ TOC2 (Δ TOC2＜Δ TOC1).
Alternately, when the superhigh expansion ratio cycle shown in the execution graph 8B, that is, when mechanical compression ratio is high, for the timing of closing that prevents exhaust valve 9 reliably postpones too in advance or too with respect to the air inlet top dead center, shown in Figure 10 A, the timing of closing of exhaust valve 9 becomes roughly air inlet top dead center.
Like this, when mechanical compression ratio is high, the region limits of closing timing by can setting exhaust valve 9 is in air inlet top dead center side or make the timing of closing of exhaust valve 9 become roughly air inlet top dead center, the waste gas in the firing chamber 5 fully can be expelled to gas exhaust manifold 20 and make the flow of the waste gas of inflow exhaust gas cleaning catalyst become big.
That is, exhaust valve 9 cuts out near the air inlet top dead center, so with closing exhaust valve 9 in advance with respect to the air inlet top dead center and compare shown in Figure 10 B, the volume of firing chamber 5 when closing exhaust valve 9 is little and therefore can reduce the exhausted air quantity that remains in the firing chamber 5 after closing exhaust valve 9.Further, exhaust valve 9 cuts out near the air inlet top dead center, so, with shown in Figure 10 C with respect to air inlet top dead center late release exhaust valve 9 time compare, can reduce the exhausted air quantity that flows into firing chamber 5 in the waste gas that flows out in the relief opening 10.Owing to this reason, when exhaust valve 9 cuts out near the air inlet top dead center, with as Figure 10 B with exhaust valve 9 cuts out away from the air inlet top dead center compare shown in the 10C, the waste gas in the firing chamber 5 can fully be expelled in the gas exhaust manifold 20 and can increase the flow of the waste gas of inflow exhaust gas cleaning catalyst.Owing to this reason, even when carrying out the low load operation of superhigh expansion ratio cycle, also exhaust gas purifying catalyst can be maintained activationary temperature or higher temperature.
Note " stop haply " be illustrated in after the air inlet budc in 10 °, preferably after the air inlet budc in 5 °.
Further, if improve mechanical compression ratio, then the combustion chamber volume at the air inlet top dead center becomes littler, and correspondingly depends on the timing of closing of exhaust valve 9, and exhaust valve 9 will finish to interfere piston 4.
Figure 10 A to 10C illustrates piston interference line, and piston interference line illustrates the limit that exhaust valve 9 wherein or intake valve 7 and piston 4 are interfered.When the lifting curve of exhaust valve 9 and piston interference line were interfered, exhaust valve 9 was interfered with piston 4.Herein, in Figure 10 C, the lifting curve of exhaust valve 9 and piston interference line intersect.This means when with respect to air inlet top dead center late release exhaust valve 9, also depend on the delay degree simultaneously, exhaust valve 9 and piston 4 will finish to interfere.
In contrast, according to present embodiment, when mechanical compression ratio was high, the zone of closing timing that can set exhaust valve 9 is limited in the timing of closing of air inlet top dead center side, particularly exhaust valve 9 can be little by the maximum delay quantitative change of its setting.Owing to this reason, shown in Figure 10 A,, also can prevent exhaust valve 9 and piston 4 interference even mechanical compression ratio uprises.
Yet, when the overlapping valve overlap of the elapsed time section of opening time period and exhaust valve 9 that has intake valve 7, even the exhausted air quantity that 5 inside are expelled to gas exhaust manifold 20 from the firing chamber also changed in this time period.Below with reference to Figure 12 A and 12B, take into account the relation between the exhausted air quantity that overlapping Duan Yucong firing chamber 5 overlapping time of time period is expelled to gas exhaust manifold 20 opened of opening time period and exhaust valve 9 of valve 7.Figure 12 A illustrates overlapping time wherein section and is the situation of " zero ", and Figure 12 B illustrates the variation of lift when overlapping time, section was big of exhaust valve 9 and intake valve 7.
Usually, when intake valve 7 and exhaust valve 9 are opened simultaneously, part waste gas in the firing chamber 5 and the part waste gas that once flows out to relief opening 10 from firing chamber 5 will flow in the suction port 8 sometimes.Like this, when part waste gas flows into suction port 8,5 waste gas that are expelled to gas exhaust manifold 20 will diminish equally from the firing chamber.
Therefore, when overlapping time section shown in Figure 12 B when so big, waste gas will flow into suction ports 8 often in a large number.Therefore, 5 waste gas that flow out to gas exhaust manifold 20 will often diminish from the firing chamber.Owing to this reason, in this case, the flow of the waste gas of inflow exhaust gas cleaning catalyst will diminish.
Therefore, in the present embodiment, when the superhigh expansion ratio cycle shown in the execution graph 8B, that is, when mechanical compression ratio was high, the timing of opening of closing timing and intake valve 7 of exhaust valve 9 was controlled as in the scope that can set section overlapping time and becomes minimum shown in Figure 12 A.Therefore, for example, in section overlapping time that can set becomes 10 ° to 60 ° explosive motor, when mechanical compression ratio is high, overlapping time, section became 10 °, and in section overlapping time that can set became 0 ° to 50 ° explosive motor, when mechanical compression ratio was high, overlapping time, section became 0 °.
Like this, when mechanical compression ratio is high, minimize by making the overlapping time section, the waste gas that flows into suction port 8 tails off, so 5 waste gas that flow out to gas exhaust manifold 20 become flow many and the correspondingly waste gas of inflow exhaust gas cleaning catalyst and become big from the firing chamber.
Notice that section overlapping time when mechanical compression ratio is high not necessarily will be minimum value, as long as shorter than section overlapping time when mechanical compression ratio is low.Therefore, for example, section overlapping time when mechanical compression ratio is high only need be the more low value or even the minimum value of the 10 ° of scopes that maybe can set.
Further, as mentioned above, if improve mechanical compression ratio, then combustion chamber volume diminishes at the air inlet top dead center.Correspondingly, depend on the timing of opening of intake valve 7, intake valve 7 will finish to interfere with piston 4.
Figure 12 A and 12B illustrate piston interference line, and piston interference line illustrates the limit that exhaust valve 9 or intake valve 7 and piston 4 are interfered.If the lifting curve of intake valve 7 and piston interference line intersect, then intake valve 7 will be interfered with piston 4.Herein, in Figure 12 B, the lifting curve of intake valve 7 and piston interference line intersect.This means that if increase section overlapping time then intake valve 7 and piston 4 interfere with each other end.That is, in the present embodiment, as mentioned above, make the timing of closing of exhaust valve 9 be air inlet top dead center roughly.Overlapping time, section meaned that greatly the timing of opening of intake valve 7 is shifted to an earlier date widely.If the timing of opening of intake valve 7 is shifted to an earlier date widely, then intake valve 7 and piston 4 interfere with each other end.
In contrast, according to present embodiment, when mechanical compression ratio was high, overlapping time, section became minimum value, so the timing of opening of intake valve 7 becomes roughly air inlet top dead center or lower.Owing to this reason, shown in Figure 12 A,, also can prevent intake valve 7 and piston interference even mechanical compression ratio uprises.
Figure 13 illustrates the control program of running control of the spark ignition type internal combustion engine of present embodiment.With reference to Figure 13, at first,, read engine load L and engine speed Ne in step 101.Next, in step 102, utilize the mapping graph shown in Figure 14 A to calculate target actual compression ratio.Shown in Figure 14 A, this target actual compression ratio high more then engine speed Ne that becomes is high more.Next, in step 103, utilize the mapping graph shown in Figure 14 B to come the calculating machine compression ratio CR.That is, will make actual compression ratio become the required mechanical compression ratio CR of target actual compression ratio in advance and be stored among the ROM 32 function as engine load L and engine speed Ne with the form of as shown in Figure 14B mapping graph.This mapping graph is used for the calculating machine compression ratio CR.
Further, the timing IC that closes that in advance required air inflow is supplied to needed intake valves 7 in the firing chamber 5 is stored among the ROM 32 as the function of engine load L and engine speed Ne with the form of the mapping graph shown in Figure 14 C.In step 104, that utilizes that this mapping graph calculates intake valve 7 closes timing IC.
Next, in step 105, judge that whether engine load L is less than predetermined value L 3Herein, this predetermined value L 3Engine load when for example being set equal to following situation: when engine load becomes more hour, the temperature that exhaust gas temperature can be accompanied by exhaust gas purifying catalyst drops to below the activationary temperature.When judging that in step 105 engine load L is less than predetermined value L 3The time, program proceeds to step 106.In step 106, the timing EC that closes of exhaust valve 9 is made as roughly air inlet top dead center.Next, in step 107, overlapping time, section Δ OL was made as minimum value and program proceeds to step 110.
On the other hand, when judging that in step 105 engine load is predetermined value L 3Or when bigger, program proceeds to step 108.In step 108, that utilizes that the mapping graph shown in Figure 15 A calculates exhaust valve 9 closes timing EC, next, in step 109, utilizes mapping graph shown in Figure 15 B to calculate section Δ OL overlapping time.That is, in advance with exhaust valve 9 close timing EC and overlapping time section Δ OL with the form of mapping graph shown in Figure 15 A and 15B as the function of engine load L and engine speed Ne and be stored among the ROM 32.Utilize these mapping graphs calculate exhaust valves 9 close timing EC and overlapping time section Δ OL.After this, program proceeds to step 110.
In step 110, A makes mechanical compression ratio become mechanical compression ratio CR by the control variable compression ratio, simultaneously, by control air inlet Variable Valve Time gear B make intake valve 7 close timing become close timing IC and overlapping time section become section Δ OL overlapping time.Further, make the timing of closing of exhaust valve 9 become and close timing EC by control exhaust variable valve timing mechanism C.
Though with reference to based on purpose of illustration and selected specific implementations invention has been described, it is evident that those skilled in the art can make many modifications to the present invention under the prerequisite that does not depart from basic conception of the present invention and scope.

Claims (19)

1. spark ignition type internal combustion engine, comprise: can change the variable compression ratio of mechanical compression ratio, the actual compression action that can change the beginning timing of actual compression action begins timing and changes mechanism and exhaust valve, wherein, the mechanical compression ratio maximization is made with acquisition maximum expansion ratio and setting actual compression ratio detonation can not take place, wherein said maximum expansion ratio is 20 or bigger, and wherein the timing of closing of described exhaust valve roughly is made as the air inlet top dead center when time of engine low load operation.
2. spark ignition type internal combustion engine, comprise: the variable compression ratio that can change mechanical compression ratio, the actual compression action that can change the beginning timing of actual compression action begins timing and changes mechanism, and the exhaust variable valve timing mechanism of closing timing that can change exhaust valve, wherein, the mechanical compression ratio maximization is made with acquisition maximum expansion ratio and setting actual compression ratio detonation can not take place, wherein said maximum expansion ratio is 20 or bigger, but but the setting regions of the setting regions of timing when time of engine low load operation than in high engine load operation time of closing of wherein said exhaust valve is limited in air inlet top dead center side more.
3. spark ignition type internal combustion engine as claimed in claim 2, wherein when time of engine low load operation, the timing of closing of described exhaust valve roughly is made as the air inlet top dead center.
4. spark ignition type internal combustion engine as claimed in claim 2, further comprise the air inlet Variable Valve Time gear of opening timing that can change intake valve, the timing of opening of closing timing and described intake valve of wherein controlling described exhaust valve makes the time period minimum overlapping with opening of described exhaust valve of opening of when time of engine low load operation described intake valve.
5. spark ignition type internal combustion engine as claimed in claim 2, further comprise the air inlet Variable Valve Time gear of opening timing that can change intake valve, the timing of opening of closing timing and described intake valve of wherein controlling described exhaust valve makes that opening with the overlapping time period of opening of described exhaust valve of described intake valve becomes zero when time of engine low load operation.
6. spark ignition type internal combustion engine as claimed in claim 1 or 2, comprise that further the intake valve of opening timing that can change intake valve opens timing and change mechanism, wherein when time of engine low load operation, the timing of opening of described intake valve roughly is made as the air inlet top dead center.
7. spark ignition type internal combustion engine as claimed in claim 1 or 2, the actual compression ratio when wherein the described actual compression ratio when time of engine low load operation is made as with load and high loaded process in motor is roughly the same.
8. spark ignition type internal combustion engine as claimed in claim 7, wherein in engine low rotation when speed, no matter described engine load how, described actual compression ratio drops in 9 to 11 the scope.
9. spark ignition type internal combustion engine as claimed in claim 8, wherein said engine speed is high more, and then described actual compression ratio is high more.
10. spark ignition type internal combustion engine as claimed in claim 1 or 2, wherein said actual compression action begin timing change mechanism and comprise the air inlet Variable Valve Time gear of closing timing that can change intake valve.
11. spark ignition type internal combustion engine as claimed in claim 10 is wherein controlled the air inflow that is supplied to the firing chamber by the timing of closing that changes described intake valve.
12. spark ignition type internal combustion engine as claimed in claim 11, the timing of closing of wherein said intake valve is shifted till the limit that still can control the air inflow that is supplied to described firing chamber is closed timing along with described engine load reduction and to the direction away from the air inlet lower dead center.
13. spark ignition type internal combustion engine as claimed in claim 12, wherein the timing of closing that is higher than described intake valve at load reaches the described limit and closes in the zone of engine load just constantly, no matter be arranged in the engine intake passage closure how, control the air inflow that is supplied to described firing chamber by the timing of closing that changes described intake valve.
14. spark ignition type internal combustion engine as claimed in claim 13 wherein reaches the described limit and closes in the zone of engine load just constantly in the timing of closing that load is higher than described intake valve, described closure remains on full open position.
15. spark ignition type internal combustion engine as claimed in claim 12, wherein the timing of closing that is lower than described intake valve at load reaches the described limit and closes in the zone of engine load just constantly, utilizes the closure that is arranged in the engine intake passage to control the air inflow that is supplied in the described firing chamber.
16. spark ignition type internal combustion engine as claimed in claim 12 wherein reaches the described limit and closes in the zone of engine load just constantly in the timing of closing that load is lower than described intake valve, described load is low more, makes air fuel ratio big more.
17. spark ignition type internal combustion engine as claimed in claim 12, wherein the timing of closing that is lower than described intake valve at load reaches the described limit and closes in the zone of engine load just constantly, and the timing of closing of described intake valve remains on the described limit and closes timing.
18. spark ignition type internal combustion engine as claimed in claim 1 or 2, wherein said mechanical compression ratio increases to limit mechanical compression ratio along with the engine load step-down.
19. spark ignition type internal combustion engine as claimed in claim 18, wherein in the zone of the engine load when load is lower than described mechanical compression ratio and reaches described limit mechanical compression ratio, described mechanical compression ratio remains on described limit mechanical compression ratio.
CNA2007800240465A 2006-07-13 2007-04-09 Spark ignition type internal combustion engine Pending CN101479453A (en)

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KR20090019008A (en) 2009-02-24
US20090178632A1 (en) 2009-07-16
WO2008007488A1 (en) 2008-01-17
RU2009104935A (en) 2010-08-20
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EP2041411A1 (en) 2009-04-01
JP4259546B2 (en) 2009-04-30

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