CN116104633A - Supercharged direct injection engine and vehicle - Google Patents

Supercharged direct injection engine and vehicle Download PDF

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Publication number
CN116104633A
CN116104633A CN202111332440.3A CN202111332440A CN116104633A CN 116104633 A CN116104633 A CN 116104633A CN 202111332440 A CN202111332440 A CN 202111332440A CN 116104633 A CN116104633 A CN 116104633A
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CN
China
Prior art keywords
direct injection
injection engine
cylinder
supercharged
supercharged direct
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202111332440.3A
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Chinese (zh)
Inventor
王立新
吴楚
张保强
何世泉
易敏
朱玉萍
顾加春
杜佳
李明杰
邓大伟
唐华存
冉帆
钱鹏
陈勇
李磊
吴小飞
钱顾军
赵世强
刘杰
李汉鹏
岳亮亮
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SAIC General Motors Corp Ltd
Pan Asia Technical Automotive Center Co Ltd
Original Assignee
SAIC General Motors Corp Ltd
Pan Asia Technical Automotive Center Co Ltd
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Filing date
Publication date
Application filed by SAIC General Motors Corp Ltd, Pan Asia Technical Automotive Center Co Ltd filed Critical SAIC General Motors Corp Ltd
Priority to CN202111332440.3A priority Critical patent/CN116104633A/en
Publication of CN116104633A publication Critical patent/CN116104633A/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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F02B37/183—Arrangements of bypass valves or actuators therefor
    • 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
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/02—Pressure lubrication using lubricating pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
    • F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/02—Cylinders; Cylinder heads  having cooling means
    • F02F1/10—Cylinders; Cylinder heads  having cooling means for liquid cooling
    • F02F1/16—Cylinder liners of wet type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4264—Shape or arrangement of intake or exhaust channels in cylinder heads of exhaust channels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F11/00—Arrangements of sealings in combustion engines 
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0021—Construction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
    • 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
    • F01L2001/3443—Solenoid driven oil control valves
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B2023/106—Tumble flow, i.e. the axis of rotation of the main charge flow motion is horizontal
    • 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

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

The invention provides a supercharged direct injection engine and a vehicle, wherein the supercharged direct injection engine comprises a cylinder body, a cylinder cover, a low-pressure water-cooling exhaust gas recirculation system, a large volute exhaust gas turbocharger, an in-cylinder high-pressure fuel direct injection system, a centrally-mounted intake and exhaust continuous variable valve timing system and an engine active thermal management control system, wherein the low-pressure water-cooling exhaust gas recirculation system is connected with the cylinder body and the cylinder cover.

Description

Supercharged direct injection engine and vehicle
Technical Field
The invention relates to the field of engines, in particular to a high-performance energy-saving 1.3L supercharging direct injection gasoline engine.
Background
The current state regulations have increasingly higher requirements for vehicle fuel consumption and emissions, wherein the third stage fuel consumption limit has been implemented from 7 months to 1 day 2012, and the vehicle fuel consumption requirement has been reduced by 20% compared to the second stage. The fourth stage fuel consumption regulation was implemented since 2016, and the average fuel consumption goal of the enterprise had reached 4.5L/100 km in 2020. The development of a small-displacement engine with high energy efficiency, low oil consumption and low emission is particularly important.
A variable intake manifold, an intake and exhaust continuous variable valve timing technology, a variable displacement oil pump and a low friction technology are adopted in a supercharged direct injection gasoline engine in the prior art, and meanwhile, the supercharged direct injection gasoline engine has high torque at a high speed end and a low speed end, has excellent power performance and meets the requirements of discharge regulations in the sixth stage of China.
However, considering future generation of the vehicle model and meeting requirements of fourth-stage fuel consumption regulations and national sixth-emission regulations, development of a next-generation energy-saving engine is needed to replace the existing 1.3L engine, so that better power output is brought to the whole vehicle upgrading product.
Disclosure of Invention
The technical problem to be solved by one aspect of the invention is how to provide a small engine with excellent power performance, low oil consumption and low emission.
In addition, other aspects of the present invention are directed to solving or alleviating other technical problems of the prior art.
The invention provides a supercharged direct injection engine and a vehicle, in particular, according to one aspect of the invention, there is provided:
a supercharged direct injection engine comprises a cylinder body, a cylinder cover, a low-pressure water-cooling exhaust gas recirculation system, a large volute exhaust gas turbocharger, an in-cylinder high-pressure fuel direct injection system, a middle-set intake and exhaust continuous variable valve timing system and an engine active thermal management control system, wherein the low-pressure water-cooling exhaust gas recirculation system is connected with the cylinder body and the cylinder cover.
Alternatively, according to an embodiment of the present invention, the low-pressure water-cooled exhaust gas recirculation system includes an intake port, a connection pipe, a cooler, and a control valve and an exhaust port that are sequentially connected, the intake port being disposed before a compressor of the supercharged direct injection engine, and the exhaust port being disposed after a three-way catalyst of the supercharged direct injection engine.
Alternatively, according to one embodiment of the invention, the large volute exhaust gas turbocharger has a wastegate valve, the actuator of which acts on the turbine of the large volute exhaust gas turbocharger to regulate the flow of exhaust gas through the turbine.
Alternatively, according to an embodiment of the present invention, a portion of a combustion chamber of the direct injection engine constituted by a cylinder head of the direct injection engine is configured in an upwardly convex ridge shape, a portion of the combustion chamber constituted by a piston of the direct injection engine is configured in a downwardly concave drop shape, and a flow guiding structure is configured in a portion of the combustion chamber constituted by a cylinder head, the flow guiding structure partially covering an intake valve of a cylinder of the direct injection engine.
Alternatively, according to one embodiment of the present invention, the intake passage on the cylinder head of the supercharged direct injection engine sequentially includes a section having an equal cross-sectional area in the intake direction and a section having a gradually decreasing cross-sectional area in the intake direction.
Alternatively, according to one embodiment of the present invention, the in-cylinder high-pressure fuel direct injection system includes a high-pressure oil pump, a fuel rail, and a direct injection injector that are connected in this order, the high-pressure oil pump being mounted on an intake side of the supercharged direct injection engine, the direct injection injector and the fuel rail being mounted on a lower side of an intake port on a cylinder head of the supercharged direct injection engine.
Alternatively, according to one embodiment of the present invention, the central intake and exhaust continuously variable valve timing system includes a phaser control solenoid valve communicatively connected to an electronic control unit of the supercharged direct injection engine, a center bolt control valve, and a camshaft phase adjuster, the phaser control solenoid valve controlling the center bolt control valve to perform oil path switching according to a control signal of the electronic control unit, so that the camshaft phase adjuster adjusts a phase of a camshaft of the supercharged direct injection engine according to the switching of the oil path.
Alternatively, according to an embodiment of the present invention, a variable displacement oil pump is arranged in an oil pan of the supercharged direct injection engine, the variable displacement oil pump being driven by a crankshaft sprocket of the supercharged direct injection engine.
Alternatively, according to one embodiment of the present invention, the cylinder of the supercharged direct injection engine is an aluminum cylinder with the bottom surface of the cylinder flush with the axis of the crankshaft of the supercharged direct injection engine, the cylinder is connected with the cylinder cover of the supercharged direct injection engine through a front cover, the front cover seals the front end of the cylinder cover of the supercharged direct injection engine and the front degree of the cylinder at the same time, the upper end of the front cover is sealed with the camshaft cover of the supercharged direct injection engine through a sealing ring, and the lower end is sealed with the oil pan of the supercharged direct injection engine through room temperature vulcanized silicone rubber.
According to another aspect of the present invention, there is provided a vehicle having the supercharged direct injection engine described above.
The invention has the advantages that: the large volute exhaust gas turbocharger with the exhaust gas bypass valve driven by the motor is adopted, so that pumping loss is reduced, and the response of the turbocharger is improved; the design of reducing friction such as a full variable oil pump, a rolling bearing camshaft and a rotary reciprocating system with light weight is used, and the design of improving NVH (Noise, vibration, harshness, noise, vibration and sound vibration roughness) such as a halving cylinder body, an integrated large front cover, a forged steel crankshaft and the like is used; the engine adopts a middle-set intake and exhaust variable valve timing system, designs a Miller valve molded line matched with a high compression ratio, optimizes a combustion chamber structure adapting to direct injection, optimizes a control strategy and combustion efficiency, adopts low-pressure water-cooled EGR (exhaust gas recirculation) with increased EGR (Exhaust Gas Recirculation) rate, remarkably reduces oil consumption and emission, and meets the requirements of various environmental protection policies of the state while reaching the level of a national leading international first-class economic engine.
Aiming at the requirement of improving the engine dynamic performance, a combustion system and a cooling system are redesigned, a low-pressure water-cooled EGR system is innovatively used on the gasoline engine, the oil injection time, the ignition time and the cam phase are optimized, the engine speed is enabled to be from 3000rpm to 5200rpm, smooth torque output of 180Nm can be kept when lambda=1, and the maximum power of the engine reaches 100KW; when lambda <1, the engine speed can be kept smooth and high torque output of 240Nm from 1500rpm to 4400rpm, and the maximum power of the engine reaches 115KW.
Drawings
The above and other features of the present invention will become apparent with reference to the accompanying drawings, in which,
fig. 1 shows a front view of a supercharged direct injection engine according to an embodiment of the present invention;
fig. 2 shows a rear view of a proposed supercharged direct injection engine according to one embodiment of the present invention;
FIG. 3 shows a schematic diagram of a low pressure water cooled exhaust gas recirculation system of a boosted direct injection engine according to one embodiment of the present disclosure;
fig. 4 shows a schematic structural view of a large volute exhaust gas turbocharger of a supercharged direct injection engine according to an embodiment of the present invention;
fig. 5 shows a schematic structural diagram of a GPF catalyst of a supercharged direct injection engine according to an embodiment of the present invention;
fig. 6 shows a schematic structural view of a combustion chamber of a supercharged direct injection engine according to an embodiment of the present invention;
fig. 7 shows a schematic structural diagram of an intake passage of a supercharged direct injection engine according to an embodiment of the present invention;
fig. 8 shows a schematic structural view of an in-cylinder high-pressure fuel direct injection system of a supercharged direct injection engine according to an embodiment of the present invention;
fig. 9 shows a schematic structural view of a center-mounted intake and exhaust continuously variable valve timing system of a supercharged direct injection engine according to an embodiment of the present invention;
fig. 10 shows a schematic structural view of a camshaft of a supercharged direct injection engine according to an embodiment of the present invention;
FIG. 11 illustrates a schematic diagram of a roller rocker hydraulic lifter valve train of a pressurized direct injection engine in accordance with one embodiment of the present invention;
fig. 12 shows a schematic structural view of a camshaft cover of a supercharged direct injection engine according to an embodiment of the present invention;
fig. 13 shows a schematic structural diagram of a variable displacement oil pump of a supercharged direct injection engine according to an embodiment of the present invention;
fig. 14 shows a schematic structural view of a bisected aluminum cylinder block of a supercharged direct injection engine according to one embodiment of the present invention;
fig. 15 shows a schematic structural view of a cooling water jacket of a supercharged direct injection engine according to an embodiment of the present invention;
fig. 16 shows a schematic structural view of an integrated large front cover of a supercharged direct injection engine according to an embodiment of the present invention;
fig. 17 shows a schematic structural view of a forged steel crankshaft of the supercharged direct injection engine according to an embodiment of the present invention;
fig. 18 shows a schematic structural view of an integrated exhaust manifold cylinder head of a supercharged direct injection engine according to an embodiment of the present invention;
fig. 19 shows a schematic view of the structure of the rail of the supercharged direct injection engine according to one embodiment of the present invention;
fig. 20 shows a schematic structural diagram of an engine thermal management control system of a supercharged direct injection engine according to an embodiment of the present invention;
fig. 21 shows a schematic structural view of an intake manifold of a supercharged direct injection engine according to an embodiment of the present invention.
Detailed Description
It is to be understood that, according to the technical solution of the present invention, those skilled in the art may propose various structural manners and implementation manners that may be replaced with each other without changing the true spirit of the present invention. Accordingly, the following detailed description and drawings are merely illustrative of the invention and are not intended to be exhaustive or to limit the invention to the precise form disclosed.
Terms of orientation such as up, down, left, right, front, rear, front, back, top, bottom, etc. mentioned or possible to be mentioned in the present specification are defined with respect to the configurations shown in the drawings, which are relative concepts, and thus may be changed according to different positions and different use states thereof. These and other directional terms should not be construed as limiting terms. Furthermore, the terms "first," "second," "third," and the like are used for descriptive and distinguishing purposes only and are not to be construed as indicating or implying a relative importance of the corresponding components.
Referring to fig. 1 and 2, front and rear views of a supercharged direct injection engine according to one embodiment of the present invention are shown, respectively. The supercharged direct injection engine comprises an engine body group, a crank connecting rod mechanism, a gas distribution mechanism, a fuel system, an air inlet and exhaust system and a supercharging system, wherein the engine body group comprises a cylinder body, a cylinder cover and an oil pan, the crank connecting rod mechanism is assembled on the cylinder body, a piston in the crank connecting rod mechanism and the cylinder cover in the engine body group form a combustion chamber, the gas distribution mechanism is used for controlling the opening and closing of an inlet valve and an exhaust valve of the cylinder, the fuel system is used for controlling the fuel quantity entering the combustion chamber, and the air inlet and exhaust system comprises an air inlet pipe, a throttle valve and an exhaust pipe used for exhausting of the engine. The supercharged direct injection engine according to the present invention is generally designed as an in-line 3-cylinder gasoline engine.
The supercharging system is used for the exhaust gas turbocharging of the supercharged direct injection engine, and comprises a low-pressure water-cooling exhaust gas recirculation system 1, and referring to fig. 3, a schematic structural diagram of the low-pressure water-cooling exhaust gas recirculation system 1 of the supercharged direct injection engine is shown. The low-pressure water-cooling exhaust gas recirculation system 1 comprises an air inlet, a connecting pipe, a cooler, a control valve and an air outlet which are connected in sequence. An intake port is located at an upper portion of the catalyst and connected to an exhaust pipe of the engine, and exhaust gas discharged from the exhaust pipe of the engine passes through the intake port and then sequentially passes through a connection pipe, a cooler, a control valve, and an exhaust port to finally enter an intake manifold of the engine. The cooler is arranged at the middle position of the exhaust side of the engine, and the control valve is arranged at the exhaust side of the rear end of the cylinder cover. The system controls the amount of exhaust gas entering the cylinder by adjusting the opening of the control valve so as to achieve the purpose of reducing pumping loss. The low-pressure water-cooling exhaust gas recirculation system 1 can obviously inhibit knocking, improve in-cylinder combustion, and therefore achieve the purpose of reducing engine oil consumption and emission. The exhaust gas introduction position of the low-pressure water-cooled exhaust gas recirculation system 1 is arranged before the compressor and the exhaust gas extraction position thereof is arranged after the three-way catalyst.
The supercharging system further comprises a large volute exhaust gas turbocharger 2, and referring to fig. 4, a schematic structural diagram of the large volute exhaust gas turbocharger 2 of the supercharged direct injection engine according to one embodiment of the present invention is shown. The large volute exhaust gas turbocharger 2 is provided with an electric exhaust gas bypass valve, and the exhaust gas bypass valve is controlled by a motor and can adjust the flow of exhaust gas passing through a turbine under different working conditions of an engine. Thus, control of the rotational speed of the supercharger for different engine speeds is achieved to ultimately control the intake pressure to recover exhaust gas energy. The supercharger is connected with a flange surface of the cylinder cover integrated exhaust manifold through a flange and is arranged at a position above the middle of the engine. With the large volute exhaust gas turbocharger 2, the supercharger response can be significantly improved, improving the engine low speed torque. In the large-volute exhaust gas turbocharger 2, since the flow cross-sectional area of the gas cannot be adjusted, a larger volute than that of a general exhaust gas turbocharger is used for the purpose of optimizing the exhaust gas flow effect. The catalyst 3 with GPF (Gasoline Particulate Filter ) is also used in the supercharging system, which can significantly reduce the emission of harmful gases, and referring to fig. 5, there is shown a schematic structural diagram of the catalyst 3 with GPF for a supercharged direct injection engine according to an embodiment of the present invention.
In the supercharged direct injection engine of the invention, a novel and efficient combustion chamber design is adopted. Referring to fig. 6, a schematic structural view of a combustion chamber 4 of a supercharged direct injection engine according to an embodiment of the present invention is shown. The combustion chamber 4 is formed by a cylinder cover and is in a ridge shape with an upward convex middle part, and the combustion chamber 4 is formed by a piston and is in a drop shape with a downward concave part, so that the mixed gas can be effectively guided to roll in the combustion chamber 4, and stronger turbulent energy in the cylinder is formed. A guide structure (Masking) is formed on the part of the combustion chamber 4 consisting of the cylinder head, which can partly cover the inlet valve, so that the air flow enters the cylinder from only a part of the inlet valve, thereby increasing the in-cylinder tumble ratio.
It should be understood that the ridge shape and the water drop shape of the combustion chamber are expressions commonly used in the art, the ridge shape is similar to the shape of a triangular prism with a rectangular side surface as a bottom surface, and the two intake valves and the exhaust valves are respectively arranged in two inclined rectangular planes. The shape of the combustion chamber can be determined directly and unambiguously by the person skilled in the art from the two expressions "ridge-shaped" and "drop-shaped".
In the supercharged direct injection engine, a novel and efficient air inlet channel 5 design is adopted. Referring to fig. 7, a schematic structural diagram of an intake duct 5 of a supercharged direct injection engine according to an embodiment of the present invention is shown. The air inlet passage 5 sequentially comprises a section with the same cross-sectional area along the air inlet direction and a section with the gradually reduced cross-sectional area along the air inlet direction, and the structure can effectively improve the air inlet speed and the turbulence energy in the cylinder. The section that the cross-sectional area reduces gradually along the air inlet direction divides into two parts by casting parting line, and first part is rectilinear, and the second part is upwards crooked, can effectively organize most air current from first part to get into in the jar like this to improve in-cylinder tumble ratio, improve combustion efficiency, promote engine fuel economy.
The fuel system comprises a 350 bar in-cylinder high pressure fuel direct injection system 6. Referring to fig. 8, a schematic structural diagram of an in-cylinder high-pressure fuel direct injection system 6 of a supercharged direct injection engine according to an embodiment of the present invention is shown. The in-cylinder high-pressure fuel direct injection system 6 comprises a high-pressure oil pump, a fuel rail and a direct injection fuel injector which are sequentially connected, wherein the high-pressure oil pump is arranged on an independent tile cover at the tail end of the air inlet side of the engine, the direct injection fuel injector and the fuel rail are arranged at the lower side of an air inlet channel of a cylinder cover of the engine, the high-pressure oil pump outputs fuel through the fuel rail, and finally the fuel is injected into a combustion chamber through the direct injection fuel injector. The direct injection can reduce the temperature of the mixed gas, inhibit knocking, improve the compression ratio, increase the ignition advance angle, reduce the enrichment and further reduce the oil consumption. The direct injection technology can realize quick oil cut-off to reduce oil consumption, and the engine does not need to establish an oil film when the engine resumes operation. The direct injection can improve the EGR amount, reduce pumping loss under low load and improve the oil consumption of the engine. The combination of the direct injection and the engine start-stop technology can reduce the starting oil consumption and improve the quick starting performance. Meanwhile, the direct injection technology can realize multiple injection and ignition angle retardation, accelerate the ignition of the catalyst, reduce HC, CO, NOx emission, realize better direct injection atomization, reduce enrichment and improve HC emission of starting and warming.
The valve train includes a center-mounted intake and exhaust continuously variable valve timing system 7 (D-VVT), and referring to fig. 9, a schematic structural diagram of the center-mounted intake and exhaust continuously variable valve timing system 7 of the supercharged direct injection engine according to an embodiment of the present invention is shown. The central air intake and exhaust continuous variable valve timing system 7 comprises two phaser control electromagnetic valves, two central bolt control valves and two camshaft phase adjusters, wherein the phaser control electromagnetic valves are in communication connection with an Electronic Control Unit (ECU) of the engine, the ECU determines control instructions of camshaft phases according to camshaft position signals, air flow signals, throttle position signals and the like, the control instructions are sent to the phaser control electromagnetic valves, and the phaser control electromagnetic valves drive the central bolt control valves to conduct oil circuit switching, so that engine power performance, fuel economy and emission performance are improved. The phaser control solenoid valve is mounted on the camshaft cover, and the camshaft phase adjuster and the center bolt control valve are mounted at the front end of the camshaft. The middle-arranged intake and exhaust continuous variable valve timing system 7 can greatly improve the transient response speed of a variable behavior system and improve the transient dynamic property and the fuel economy of an engine. A rolling bearing type camshaft 8 is also used in the valve train, and referring to fig. 10, a schematic structural diagram of the camshaft 8 of the supercharged direct injection engine according to an embodiment of the present invention is shown. The cam shaft 8 adopts a Miller cam shaft profile, so that friction work is reduced, and oil consumption is improved. Further, a roller rocker arm hydraulic lifter valve train 9 is also introduced into the valve train, referring to fig. 11, which shows a schematic structural view of the roller rocker arm hydraulic lifter valve train 9 of the supercharged direct injection engine according to one embodiment of the present invention. The hydraulic tappet can automatically adjust the valve clearance and is maintenance-free all the time. The roller rocker arm is in contact with the cam, so that friction work can be effectively reduced, and oil consumption is reduced. The camshaft cover 10 of the integrated oil and gas separator is employed in the camshaft cover, and referring to fig. 12, there is shown a schematic structural view of the camshaft cover 10 of the supercharged direct injection engine according to one embodiment of the present invention. The camshaft cover 10 has a high-strength structural design, is small in deformation and high in rigidity in the working process, and can improve the NVH performance of the engine.
In the supercharged direct injection engine according to the present invention, a variable displacement oil pump 11 is arranged in the oil pan. Referring to fig. 13, a schematic diagram of a variable displacement oil pump 11 of a supercharged direct injection engine according to an embodiment of the present invention is shown. The variable displacement oil pump 11 is driven by a crankshaft sprocket of the crankshaft connecting rod mechanism, so as to be used for adjusting the pressure of lubricating system oil according to the requirement, reducing the friction work of the system and improving the fuel economy of the whole machine.
In the supercharged direct injection engine according to the present invention, the block of the cylinder adopts a bisected aluminum block 12, i.e., the block adopts a structure in which the bottom surface is substantially flush with the axis of the crankshaft. Referring to fig. 14, a schematic diagram of the structure of a bisected aluminum cylinder block 12 of a pressurized direct injection engine in accordance with one embodiment of the present invention is shown. A guide plate is provided on the cylinder block, and a cooling water jacket 13 is mounted on the cylinder head. Referring to fig. 15, a schematic diagram of the cooling water jacket 13 of the supercharged direct injection engine according to one embodiment of the present invention is shown. The cooling water jacket 13 enables the cooling liquid in the cylinder cover to have a good flow path, a good flow speed and low pressure loss, and reduces the temperature of the nose bridge area on the exhaust side of the cylinder cover so as to improve the knocking boundary, and meanwhile, the temperature of the nose bridge area of the cylinder body can be reduced, the deformation of cylinder holes is improved, and the friction work is reduced. Further, the cylinder block and the cylinder head are connected by the integral large front cover 14, that is, the front cover seals the cylinder head front end and the cylinder head front end at the same time, referring to fig. 16, which shows a schematic structural view of the integral large front cover 14 of the supercharged direct injection engine according to one embodiment of the present invention. The upper end of the integrated large front cover 14 is sealed with the camshaft cover through a sealing ring, in particular a rubber sealing ring, and the lower end is sealed with the upper oil pan through RTV (room temperature vulcanized silicone rubber ) rubber, so that the NVH performance of the engine is fully improved. A forged steel crankshaft 15 is also employed in the crankshaft linkage. Referring to fig. 17, a schematic diagram of a forged steel crankshaft of a supercharged direct injection engine according to one embodiment of the present invention is shown. The strength of the forged steel crankshaft is significantly improved compared to conventional crankshafts. In addition, with reference to fig. 18, a schematic structural diagram of the integrated exhaust manifold cylinder head 16 of the supercharged direct injection engine according to an embodiment of the present invention is shown. Integrating the exhaust manifold the cylinder head 16 integrates the exhaust manifold into the cylinder head, saving space and enabling improved combustion efficiency.
In the supercharged direct injection engine according to the present invention, a new rail-fixing design is adopted, and referring to fig. 19, a schematic diagram of the structure of the rail 17 of the supercharged direct injection engine according to one embodiment of the present invention is shown. The novel rail 17 is arranged through the rail fixing snap fit cylinder cover and the installation boss of the cylinder body, so that the rail fixing installation bolt requirement is reduced.
In the supercharged direct injection engine according to the present invention, a fourth-generation engine active thermal management control technique is employed, and referring to fig. 20, there is shown a schematic structural diagram of an engine thermal management control system 18 of the supercharged direct injection engine according to an embodiment of the present invention. The engine thermal management control system 18 is arranged on the air inlet side of the engine cylinder body, and controls the cooling water flow of the cylinder body and the cylinder cover by adjusting the opening of the internal ball valve, so that the purpose of controlling the water temperature of the water channels of the cylinder body and the cylinder cover is achieved, and the rapid warm-up is realized, and the friction work is reduced. Meanwhile, when the engine part accords with high load, the water temperature of the cylinder body and the cylinder cover is controlled by adjusting the opening of the valve, so that the engine is prevented from overheating, the exhaust temperature is reduced, the knocking boundary is improved, and the combustion is optimized, so that the oil consumption and the emission of the engine are reduced. In addition, the thermal management system can also control the engine oil temperature of the engine and the gearbox and perform overall warm air comfort management, so that comprehensive thermal management is realized, and the thermal management system has a remarkable effect on improving the thermal efficiency of the engine.
In the supercharged direct injection engine according to the present invention, an elongated plastic intake manifold 19 is employed in the intake and exhaust system, and referring to fig. 21, a schematic structural view of the intake manifold 19 of the supercharged direct injection engine according to an embodiment of the present invention is shown. The lengthened plastic air inlet manifold adopts an upturning design, so that the weight of the air inlet manifold is effectively reduced, the air inlet speed is improved, and the oil consumption of an engine in small load is improved. The elongated plastic intake manifold is used in conjunction with a large volute booster to increase low speed torque. The use of an elongated plastic intake manifold increases the airflow rate and air pressure of the intake air and allows for better atomization of the gasoline.
Through the improvement and the application of the new technology, the external characteristics of the 1.3L supercharged direct injection engine of the invention achieve the following performance design targets:
1. maximum power: 100kw (@ 5200 rpm);
2. maximum torque: 180Nm (@ 3000-5200 rpm);
3. specific fuel consumption: < 326 g/kw h (2000 rpm/2 bar).
It should be appreciated that the supercharged direct injection engine of the present invention may be installed on a variety of vehicles. Accordingly, the subject matter of the present invention is also directed to protecting various vehicles equipped with the supercharged direct injection engine of the present invention.
It should be understood that all of the above preferred embodiments are exemplary and not limiting, and that various modifications or variations of the above-described specific embodiments, which are within the spirit of the invention, should be made by those skilled in the art within the legal scope of the invention.

Claims (10)

1. The supercharging direct injection engine is characterized by comprising a cylinder body, a cylinder cover, a low-pressure water-cooling exhaust gas recirculation system, a large volute exhaust gas turbocharger, an in-cylinder high-pressure fuel direct injection system, a middle-set intake and exhaust continuous variable valve timing system and an engine active thermal management control system, wherein the low-pressure water-cooling exhaust gas recirculation system is connected with the cylinder body and the cylinder cover.
2. The boosted direct injection engine of claim 1, wherein the low-pressure water-cooled exhaust gas recirculation system comprises an intake port, a connecting pipe, a cooler, and a control valve and an exhaust port connected in sequence, the intake port being disposed before a compressor of the boosted direct injection engine, the exhaust port being disposed after a three-way catalyst of the boosted direct injection engine.
3. The supercharged direct injection engine of claim 1, wherein said large volute exhaust turbocharger has a wastegate valve, an actuator of said wastegate valve acting on a turbine of said large volute exhaust turbocharger to regulate exhaust gas flow through said turbine.
4. The direct injection engine according to claim 1, characterized in that a portion of a combustion chamber of the direct injection engine constituted by a cylinder head of the direct injection engine is configured in an upwardly convex ridge shape, a portion of the combustion chamber constituted by a piston of the direct injection engine is configured in a downwardly concave drop shape, and a flow guiding structure that partially covers an intake valve of a cylinder of the direct injection engine is configured in a portion of the combustion chamber constituted by the cylinder head.
5. The supercharged direct injection engine according to claim 1, wherein the intake passage on the cylinder head of the supercharged direct injection engine sequentially includes a section having an equal cross-sectional area in the intake direction and a section having a cross-sectional area that gradually decreases in the intake direction.
6. The supercharged direct injection engine of claim 1, wherein said in-cylinder high-pressure fuel direct injection system includes a high-pressure oil pump, an oil rail and a direct injection injector connected in this order, said high-pressure oil pump being mounted on an intake side of said supercharged direct injection engine, said direct injection injector and said oil rail being mounted on an underside of an intake port on a cylinder head of said supercharged direct injection engine.
7. The supercharged direct injection engine of claim 1, wherein said center-placed intake and exhaust continuously variable valve timing system includes a phaser control solenoid valve communicatively connected to an electronic control unit of said supercharged direct injection engine, a center bolt control valve, and a camshaft phase adjuster, said phaser control solenoid valve controlling the center bolt control valve to perform oil passage switching in accordance with a control signal of the electronic control unit, so that said camshaft phase adjuster adjusts the phase of a camshaft of said supercharged direct injection engine in accordance with the switching of the oil passage.
8. The supercharged direct injection engine according to claim 1, characterized in that a variable displacement oil pump is arranged in an oil pan of the supercharged direct injection engine, the variable displacement oil pump being driven by a crankshaft sprocket of the supercharged direct injection engine.
9. The supercharged direct injection engine of claim 1, wherein the cylinder of the supercharged direct injection engine is an aluminum cylinder with the bottom surface of the cylinder flush with the axis of a crankshaft of the supercharged direct injection engine, the cylinder is connected with a cylinder cover of the supercharged direct injection engine through a front cover, the front cover seals the front end of the cylinder cover of the supercharged direct injection engine and the front degree of the cylinder at the same time, the upper end of the front cover is sealed with a camshaft cover of the supercharged direct injection engine through a sealing ring, and the lower end is sealed with an oil pan of the supercharged direct injection engine through room temperature vulcanized silicone rubber.
10. A vehicle characterized in that it has a supercharged direct injection engine according to any one of claims 1 to 9.
CN202111332440.3A 2021-11-11 2021-11-11 Supercharged direct injection engine and vehicle Pending CN116104633A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202111332440.3A CN116104633A (en) 2021-11-11 2021-11-11 Supercharged direct injection engine and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202111332440.3A CN116104633A (en) 2021-11-11 2021-11-11 Supercharged direct injection engine and vehicle

Publications (1)

Publication Number Publication Date
CN116104633A true CN116104633A (en) 2023-05-12

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN202111332440.3A Pending CN116104633A (en) 2021-11-11 2021-11-11 Supercharged direct injection engine and vehicle

Country Status (1)

Country Link
CN (1) CN116104633A (en)

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