CN1097147C - 二冲程内燃机的充气系统 - Google Patents
二冲程内燃机的充气系统 Download PDFInfo
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- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
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Abstract
两冲程内燃机(10,46,66,75,86)有一马达辅助透平增压器(19),其中马达(17,56,65,77,96)由外电源(18)驱动,以操作透平增压器(13),为起动发动机(10,46,66,75,86)提供扫气和充气空气。当充足的废气能量能使透平增压器(13)提供足够的扫气和充气空气时,切断马达(17,56,65,77,95),省去外部电力。这样,在起动期间,该充气系统作为一增压器,而在正常运转期间作为一透平增压器。一控制系统(19,57,68,78,88)连于驱动马达(17,56,65,77,95),它接收各种信号(25),因此,在起动期间,对马达(17,56,65,77,95)供电,而在低废气能量级期间,也可供电,以保持充足的扫气和充气空气供应。这些信号(25)可来自发动机转速、透平增压器转速、进气歧管压力、节气门位置等。
Description
技术领域
本发明针对供给二冲程内燃机充气的装置与方法,包括一台发动机助推的透平增压器,一台由发动机驱动的压气器,即一台与透平增压器压气机成串连连接的由发动机驱动的压气机。
背景技术
现今采用的最普通的内燃机是四冲程电火花点燃的或柴油机,其中曲轴每旋转两转产生一个动力冲程。这类发动机有一个吸气冲程,借助吸气冲程,它能吸入它本身的空气,因而它能起动和运转,无须外部或辅助空气源的帮助。相反,二冲程内燃机并不具有单独的吸气冲程,因为曲轴每转一转产生一动力冲程。因此,二冲程发动机必须采用其它的手段,在完成每个动力冲程后,利用新鲜空气从气缸中排走废气,并向气缸内充气。
一般说来,二冲程发现用发动机驱动的压气机,又用曲柄箱空气压缩来迫使空气进入气缸的进气口。曲柄箱压缩由于具有使曲柄箱内的润滑油和空气混合的倾向,能造成过多的润滑油消耗,并增加排气中的污染剂量,因此是不希望的。因此,更希望采用一个不受发动机驱动的压气机来产生供发动机起动和运转所需的空气源。
当采用发动机驱动的压缩气机时,由于功率被压气机吸收,所以发动机燃料消耗量增加。增加一个废气驱动透平增压器,与发动机驱动压气机串联是一个重大的改进。然而,仍然有由发动机驱动压气机和其传动系造成的剩余的发动机功率消耗。已采用了在发动机驱动压气机和发动机之间的离合器,当透平增压器能领先自身来对气缸扫气和充气时,使压气机和发动机分离。然而,在压气机驱动系内增加一离合器显著提高了制造成本,并使发动机的机械构造变得复杂。
发明公开
本发明的一个重要目的是通过采用一透平增压器在二冲程发动机上省动发动机驱动压气机,该透平增压器具有一个内部整体马达,能从外电源,如电瓶装置取电。在转动曲柄以起动发动机期间,能供以马达电力,从而转动透平增压器压气机到为迫使空气进入发动机进气系统所需要的转速,以起动发动机并允许它以怠速运转。只要废气中的能量值不足以使透平增压器依靠自身对发动机进行扫气和充气,该马达继续工作。当透平增压器能提供的进气歧管压力高于气缸的排气背压时,马达被断电,消除了对电力系统的电力消耗。借助于适当的控制装置,在排气能量不高到足以支持发动机适当运转的速度驱动透平增压器的任何时候,能对马达供以电力。
控制马达供电的一个方法是检测发动机进气歧管中的压力,当该值低于一预定值时,使电力接通马达,反之亦然。也可采用另一种控制方法,其中在将透平增压器转子速度保持在一预定的最低值的所有时间内。继续以低功率对马达供电。以此方式,透平增压器转子的惯量由马达转矩平衡,在发动机节流阀开启情况下透平增压器转子的加速时间明显缩短。由于基本上减少了所谓的“透平增压器滞后”,发动机加速得比较快,受驾驶的车辆变得更加灵敏,在排气中不希望有的污染物明显减少。
为有助于理解本发明,可以概要地指出,本发明涉及一种供二冲程内燃机使用的马达辅助的透平增压器和/或受马达驱动的压气器。该马达驱动与二冲程内燃机的操作分离,允许供应扫气和充气空气来起动二冲程内燃机。
因此,本发明的一个目的和优点是要提供一种马达辅助透平增压器,其中,透平增压器的压气机在低速时主要由马达驱动,而在高速时受排气驱动。
本发明的另一目的和优点是提供一种马达辅助透平增压器,它以某种方式协助发动机自低速加速到高速,而很少产生不希望有的燃料产物。
本发明的新颖的特点在所附权利要求书中详细提出。参照下列说明连同附图,可清楚地理解本发明的构造和操作方法以及其它的发明目的和优点。
附图简介
图1是直流式扫气二冲程发动机的简略横剖视图,采用一马达辅助透平增压器,在发动机起动及低速低负荷运转时供以充量空气;
图2是曲柄箱扫气二冲程发动机的简略横剖视图,采用一马达驱动压气机补充曲柄箱空气供应,以加快加速,并提高功率输出;
图3是曲柄箱扫气二冲程发动机的简略横剖视图,采用一个用以增加曲柄箱压缩的马达辅助透平增压器,以提高功率输出并加快加速;
图4是直流式扫气二冲程发动机的简略横剖视图,采用普通的透平增压器和马达驱动压气机,这些压气机成串联布置,用以对发动机充气和起动发动机;
图5是直流式扫气二冲程发动机的简略横剖视图,采用马达辅助透平增压器和马达驱动压气机,这些压气机成串联布置,用以起动发动机和对发动机充气;
图6是曲柄箱扫气二冲程发动机的简略横剖视图,采用普通透平增压器和马达驱动压气机,这些压气机成串联布置,用以对发动机充气和起动发动机;
图7是曲柄箱扫气二冲程发动机的简略横剖视图,采用马达辅助透平增压器和马达驱动压气机,这些压气机成串联布置,用以起动发动机和对发动机充气;
图8是直流式扫气二冲程发动机的简略横剖视图,采用普通透平增压器和马达驱动压气机,这些压气机成并联布置,在各压气机出口管道内设有一单向阀,防止空气经具有低输出压力的压气机回流;
图9是直流式扫气二冲程发动机的简略横剖视图,采用马达辅助透平增压器和马达驱动压气机,这些压气机成并联布置,在各压气机出口管道内设有一单向阀,防止空气经具有低输出压力的压气机回流。
实施本发明的最佳实施例模式
本发明的第一优选实施例由马达辅助透平增压器组成,它与一离心式压气机相连,对二冲程发动机的进气道供应空气,如图1所示。该离心式压气机也连接成由安装在同一轴上的废气透平驱动,该废气透平连接成自发动机气缸接收废气。透平增压器设有一内部马达,对透平增压器转子组件提供扭矩。没有适当的控制装置,甚至在发动机转动起动之前对马达通电,以便提供充量空气起动发动机。只要透平增压器无能力供应扫气和一空气使发动机保持正常的运转,对该马达继续通电。
参照图1,表示一两冲程内燃机10,在缸壁上有进气口11,在缸头上有排气阀装置12,以允许通常称作的燃料空间的直流式扫气。安装一透平增压器13以便自发动机气缸经歧管14吸收废气废气经透平15膨胀以驱动压气机16,后者安装在转子轴的另一端上。透平增压器13包括一透平增压器壳体13a,其轴101安装在壳体内,可以旋转。废气透平蜗壳102和压气机蜗壳103安装在壳体上,透平转子104和压气机转子105安装在轴101上,分别在废气透平蜗壳102和压气机蜗壳103内转动。如精通该技术的人们所熟知的,来自发动机的废气转动透平转子,而透平转子轴又转动压气机转子,从而发动机废气驱动压气机转子,当发动机运转时,对发动机进气歧管供应压缩空气。
在透平转子和压气机转子之间,在透平增压器内适配置一电马达17,当自外电源18取电时,对压气机转子传递一驱动扭矩。根据来自运转参数的各种输入信号(总的以25标准),由控制装置19对马达接通、调节或切断电源。这些运转参数可以是发动机转速,透平增压器转速,进气歧管压力,节流阀位置等等。
外界空气进入透平增压器压同20的进气管,最好来自空气滤清器(未示),并引到缸壁上的进气歧管。在活塞的上部冲程,排气阀关闭,进气口11被盖住,空气冲量被压缩。在接通产生燃料的上止点:燃料进入气缸,迫使活塞向下运动,产生动力冲程。当活塞达到动力冲程的后部分时,排气阀开启,允许高压废气向下排入排气歧管内,在那里它流到透平增压器的透平15。活塞然后露出进气口,允许充量空气进入气缸,迫使剩余的废气向外排出,对气缸充以新鲜充量,曲轴每转一转,便重复这一过程。
当操作者希望起动发动机时,自控制装置19对电马达19供电,以输送足够的空气供发动机换气。透平增压器旋转组件然后由电马达向上带到足够的转速,为发动机起动提供充量空气。当自透平增压器压气机获得充分的空气压力时,发动机由起动马达转动起动。在发动机起动后,当废气透平在不依赖马达的情况下能对进气歧管系统提供足够的增压时,控制装置开始工作。此时,能对内部马达17切断供电,使发动机以额定转速和负荷运转。然而,在发动机以低速和低负荷或以怠速工况运转的任何时刻,通过输给控制装置的适当信号,重新对马达供电,使透平增压器保持足够高的运转速度,产生足够的充气空气,使发动机保持连续运转。
图2表示本发明的另一实施例,其中,电马达驱动的压气机连于曲柄箱扫气两冲程发动机的进气口。在此情况下,供以马达电流,以支持发动机的起动和加速。因为马达驱动压气机能提供比由曲柄箱压气产生的更多的空气,因此,在加速期间和在为提高给定尺寸发动机的功率输出、为缩短加速发动机并驱动车辆自低速到高速所需的时间所要求的最大功率工作期间,能供以气缸额外的燃料。在加速期间提供更多的空气,使燃料更有效的燃烧,从而减少了加速期间废气中存在的污染物数量。设置适当的控制装置,当需要时,对马达接通电流。还设置适当的控制装置,使马达驱动压气机保持在预定的最低转速,以使流到进气口的空气流的节流作用减至最小,若离心式压气机反应缓慢的话,这种情况是可能存在的。
参照图2,发动机22有一活塞24,活塞在曲柄26控制下,在气缸内上、下往复运动。曲柄在封闭的曲柄箱28内工作。进入曲柄箱的进气口30有一簧片阀32,它仅允许空气进入曲柄箱。随着活塞向下移动,受活塞向下运动压缩的曲柄箱内的空气向上移动,经输送通道34进入气缸。活塞在这个位置上,露出排气口36。于是,空气对气缸进行扫气,并提供新鲜空气充量。随着活塞向上移动并关闭排气口,空气受到压缩。当燃料在接近上止点输入时,火花塞38开始点燃。
电马达42自控制装置44接受适当的信号,驱动旋转式压气机40,将充足的空气输给发动机22。起动空气得到了满足,由于额外的空气,改善了加速。控制装置44若干信号25,指示要求何时起动和加速,从而对电马达供以适当的电力,以适当地驱动压气机40。
本发明的第三实施例示于图3中。其中装备一马达辅助透平增压器,以便在曲柄箱扫气两冲程内燃机中增加由曲柄箱压气提供的空气。当需要更多的功率来加速带负荷的发动机,并且为了将透平增压器转子的转速保持在某一预定的最低值时,对透平增压器中的内马达供电。
图3的实施例有一发动机46,与发动机22相同。这就是说,它有一条带进气口的输送通道48,当活塞自图3中所示的上止点位置向下移动时,露出该输送通道。排气口50首先露出,因高压废气排至废气透平52。废气透平驱动旋转式压气机54。旋转式压气机也可由电马达56驱动,电马达处在透平和压气机之间,且安装在它们之间的轴上。
当运转时,自发动机排出的废气足以驱动透平52,废气透平具有足够的动力来驱动压气机54,经进气口和簧片阀,将充足的空气流量输入曲柄箱内。然而,在起动时,压气机由电马达驱动,且供应充足的起动空气来起动发动机。可以这样来设计该系统,在发动机加速时,可需要或不需要附加的电马达动力。控制装置57类同于前述的控制装置44,并以同样的方式起作用。
在图4中表示了本发明第四实施例,一电马达驱动压气机58与透平增压器压气机60成串联设置。马达驱动压气机的出气口62连于透平增压器压气机的进气口。透平增压器压气机的出口64连于两冲程发动机66的进气系统。马达驱动压气机58接受动力,以起动发动机,经透平增压器的离心式压气机60的敞口通道供应起动空气。起动后,马达驱动压气机58支援透平增压器压气机供应充量空气,使发动机66保持以怠速和低负荷运转。设置适当的控制装置68,当需要或使该马达驱动压气机58保持在预定的最低转速时,将马达接通电源。
在透平增压器中采用添加一内马达的方法,能改善图4中所示的该系统的工作,如图5所示。具体地说,图5为直流式扫气两冲程发动机的简略横剖视图,采用一马达辅助透平增压器和一马达驱动压气机,两压气机成串联配置,供起动发动机用,并对发动机充气。
与图1的实施例类似,图5中所示的透平增压器有一内部马达65,当自外动力源18接收能量时,对透平增压器转子传递驱动扭矩。根据来自运转参数的输入信号25,由控制装置68对马达接通、调节或切断电力。在起动期间,能对内部马达65供电,以参与供给起动发动机的空气,通常当需要时,提供额外的电马达功率。例如,在发动机带负荷加速期间或当发动机以低速低负荷或怠速工况运转期间,为确保提供充足的充量空气使发动机保持正常的运转,当使内部马达接通电力。
图6表示应用于曲柄箱扫气两冲程内燃机75成串联联接的一马达驱动压气机72和一透平增压器压气机74,该发动机结构类似于图3中所示的结构,该透平增压器具有相同的连接。然而,由马达76驱动的压气机72是分离的,串联于空气流中。控制装置78按照上述信号的类别控制马达76。
图7表示采用一马达辅助透平增压器和一马达驱动压气机的曲柄箱扫气两冲程发动机,它们的压气机成串联联接,供起动发动机和对发动机充气。除了透平增压器装有内部马达77之外,图7的实施例和图6的类同。如在前面的实施例中那样,当需要或希望参与供应起动空气以发动机、在发动机带负荷加速期间提供额外的动力以使透平增压器转子的转速保持在某一预定的最低值等等时,可使内部马达77通电。
图8表示一马达驱动压气机80和一透平增压器压气机82,连接成并联流动方案,其中,来自马达驱动压气机80的压缩空气在透平压气机82和发动机进气歧管84之间的部位进入发动机86的进气管道,按照所要求的,对扫气系统提供几乎是瞬态的增压。当废气透平85的透平增压器转速升高到足以产生超过马达驱动压气机的压力输出时,马达控制装置88便对马达90发出信号来关闭马达。自然一个压气机经另一压气机的空气回流由驱动簧片单向阀92和94或其它型式的快速作用阀的压力排量来防止。设有马达控制装置88,当不需要马达驱动压气机时,命令关闭它。
图9的实施例除了透平增压器设有一内部马达之外,类同于图8的实施例。具体来说,图9表示一直流扫气、两冲程发动机,采用一马达辅助透平增压器和一马达驱动压气机,它们的压气机成并联布置,在每一压气机输出管道内装有单向阀,以防止空气经具有低输出压力的压气机回流。如在前面的实施例中那样,当需要或希望参与供应额外的起动空气来起动发动机、在发动机带负荷加速期间提供额外的功率来使透平增压器转子转速保持在某一预定值等等时,透平增压器马达95能获取电力。
本发明以几个目前期望最佳的模式作了说明,显然,在精通该技术领域的人们的能力范围内,无须发明技能的训练,便能有无数的变型、模式和实施方案。因此,本发明的保护范围由下列权利要求书的请求保护范围来限定。
Claims (2)
1.一种两冲程内燃机的两冲程充气系统,包括:
(a)一台两冲程内燃机,具有至少一个气缸,一活塞在气缸内往复运动,每缸有一进气阀或进气口,且每缸有一排气阀或排气口;
(b)一根相连的进气歧管,对各进气阀或进气口输送充气和扫气空气;
(c)一根相连的排气歧管,接收来自各缸的废气流;
(d)一透平增压器,有一废气透平,接收来自排气歧管的废气流;还有一离心式压气机,它有一空气进口,并对进气歧管输送压缩空气;
(e)一马达驱动离心式压气机,它有一压气机蜗壳,压气机蜗壳的出口连于透平增压器离心式压气机的空气进口;
(f)控制装置,对马达驱动离心式压气机供应电力,以便经透平增压器离心式压气机对发动机进气歧管供应起动充量空气,使发动机保持在最低转速和负荷运转,所述控制装置对马达驱动离心式压气机输送电力,以保持马达驱动离心式压气机的预定最低转速来克服被透平增压器离心式压气机经马达驱动离心式压气机抽吸的空气流的阻力。
2.一种两冲程内燃机的两冲程充气系统,包括:
(a)一台两冲程内燃机,具有至少一个气缸,一活塞在气缸内往复运动,每缸有一进气阀或进气口,且每缸有一排气阀或排气口;
(b)一根相连的进气歧管,对各进气阀或进气口输送充气和扫气空气;
(c)一根相连的排气歧管,接收来自各缸的废气流;
(d)一透平增压器,有一废气透平,接收来自排气歧管的废气流;还有一离心式压气机,它有一空气进口,并对进气歧管输送压缩空气;
(e)一马达驱动离心式压气机,它有一压气机蜗壳,压气机蜗壳的出口连于透平增压器离心式压气机的空气进口;
(f)控制装置,对马达驱动离心式压气机供应电力,以便经透平增压器离心式压气机对发动机进气歧管供应起动充量空气,使发动机保持在最低转速和负荷运转,该控制装置连接于两冲程内燃机,自该机上接收各种信号,于是两冲程内燃机接收来自压气机蜗壳的空气,能使它产生额外的动力,达到更快地加速,并减少两冲程内燃机运转时的废气污染物。
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- 1996-10-25 WO PCT/US1996/017007 patent/WO1997015753A1/en not_active Application Discontinuation
- 1996-10-25 CN CN96199080A patent/CN1097147C/zh not_active Expired - Fee Related
- 1996-10-25 KR KR1019980703071A patent/KR19990067128A/ko not_active Application Discontinuation
- 1996-10-25 EP EP96936897A patent/EP0857250A4/en not_active Withdrawn
- 1996-10-25 BR BR9610895A patent/BR9610895A/pt not_active Application Discontinuation
- 1996-10-25 JP JP9516752A patent/JPH11514064A/ja not_active Ceased
- 1996-10-25 AU AU74702/96A patent/AU7470296A/en not_active Abandoned
-
1998
- 1998-05-07 US US09/125,010 patent/US6182449B1/en not_active Expired - Fee Related
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
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US2710521A (en) * | 1949-11-01 | 1955-06-14 | Nettel Frederick | Control for supercharged internal combustion engines |
US3903854A (en) * | 1974-01-24 | 1975-09-09 | Ind Research Company | Two-cycle internal combustion engine with pump means |
JPS5256155A (en) * | 1975-10-31 | 1977-05-09 | Sekisui Chemical Co Ltd | Method of molding synthetic resin moldings having inserts |
US4901530A (en) * | 1987-05-30 | 1990-02-20 | Isuzu Motor Limited | Device for controlling turbocharger with rotary electric machine |
US4958497A (en) * | 1988-07-18 | 1990-09-25 | Isuzu Ceramics Research Institute Co., Ltd. | Drive system for turbochargers with rotary electric machines |
US4981017A (en) * | 1988-10-31 | 1991-01-01 | Isuzu Motors Limited | Turbocharger control system |
Also Published As
Publication number | Publication date |
---|---|
WO1997015753A1 (en) | 1997-05-01 |
JPH11514064A (ja) | 1999-11-30 |
KR19990067128A (ko) | 1999-08-16 |
AU7470296A (en) | 1997-05-15 |
EP0857250A4 (en) | 2001-01-10 |
EP0857250A1 (en) | 1998-08-12 |
US6182449B1 (en) | 2001-02-06 |
CN1204382A (zh) | 1999-01-06 |
BR9610895A (pt) | 1999-07-13 |
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