EP1564392B1 - Brennkraftmaschine mit variablem Verdichtungverhältnis - Google Patents

Brennkraftmaschine mit variablem Verdichtungverhältnis Download PDF

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Publication number
EP1564392B1
EP1564392B1 EP20050002837 EP05002837A EP1564392B1 EP 1564392 B1 EP1564392 B1 EP 1564392B1 EP 20050002837 EP20050002837 EP 20050002837 EP 05002837 A EP05002837 A EP 05002837A EP 1564392 B1 EP1564392 B1 EP 1564392B1
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EP
European Patent Office
Prior art keywords
compression ratio
internal combustion
combustion engine
heating medium
variable compression
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.)
Not-in-force
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EP20050002837
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English (en)
French (fr)
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EP1564392A1 (de
Inventor
Daisuke Akihisa
Eiichi Kamiyama
Masaaki Kashiwa
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Toyota Motor Corp
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Toyota Motor Corp
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Publication of EP1564392A1 publication Critical patent/EP1564392A1/de
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Publication of EP1564392B1 publication Critical patent/EP1564392B1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/16—Indirect injection

Definitions

  • the present invention relates to a variable compression ratio internal combustion engine whose compression ratio is varied by changing the volume of a combustion chamber.
  • variable compression ratio internal combustion engines with their compression ratio being varied by changing the volume of a combustion chamber.
  • variable compression ratio internal combustion engine in which a piston is constructed of an inner piston member and an outer piston member, so that the compression ratio of the engine is changed by supplying pressure oil to a space defined between the inner and outer piston members.
  • a technique in which the piston is cooled by supplying pressure oil to the space between the inner and outer piston members, or discharging it therefrom see, for example, Japanese patent application laid-open No. S63-186926.
  • variable compression ratio internal combustion engines the volume of a combustion chamber is increased at low compression ratio and decreased at high compression ratio by, for example, relatively moving a cylinder block and a crankcase, or changing the amount of stroke of a piston through the folding of a connecting rod connected to the piston.
  • the ratio of the area of the wall of the combustion chamber in an engine cylinder to the entire wall of a cylinder bore defined therein becomes smaller in comparison with that at low compression ratio.
  • the amount of heat radiated from the bore wall decreases, so it becomes easier for the temperature of the combustion chamber to rise.
  • the load on the variable compression ratio internal combustion engine becomes high in the state of a high compression ratio, there is fear that the temperature of the combustion chamber might rise excessively, thus resulting in a fear that trouble such as knocking, etc., might occur.
  • the present invention has been made in view of the problem as referred to above, and has for its object to provide a technique that is capable of improving the fuel mileage performance, the output performance or the like of a variable compression ratio internal combustion engine, in which the compression ratio thereof can be changed through variable control on the volume of a combustion chamber, by enabling high compression ratio operation under a much higher load while suppressing an excessive rise in the temperature of the combustion chamber.
  • the cooling capacity to cool the variable compression ratio internal combustion engine is increased when the compression ratio is high and when the engine load is high.
  • variable compression ratio internal combustion engine in which the compression ratio thereof is varied by changing the volume of a combustion chamber, characterized by: cooling means for cooling the variable compression ratio internal combustion engine; and cooling capacity increasing means for increasing the cooling capacity of the cooling means when the load of the variable compression ratio internal combustion engine is higher than or equal to a specified value at a high compression ratio to a value greater than that when the load of the variable compression ratio internal combustion engine is lower than the specified value.
  • the specified value can be an engine load under which the temperature of the combustion chamber rises excessively at a high compression ratio, and it may be a value which is determined in advance by experiments, etc. Also, this specified value may be a fixed value, or a variable value which is changed in accordance with the value of the compression ratio.
  • the cooling capacity to cool the variable compression ratio internal combustion engine (hereinafter simply referred to as an internal combustion engine) is increased more than when the engine load is low.
  • an internal combustion engine the cooling capacity to cool the variable compression ratio internal combustion engine (hereinafter simply referred to as an internal combustion engine) is increased more than when the engine load is low.
  • a temperature rise in the combustion chamber is suppressed.
  • the internal combustion engine can be operated at the high compression ratio under a much higher load while suppressing an excessive rise in the temperature of the combustion chamber.
  • the cooling capacity increasing means increases the cooling capacity of the cooling means by increasing the amount of the heating medium supplied to the internal combustion engine by the heating medium supply means when the load of the internal combustion engine is higher than or equal to the specified value at the high compression ratio.
  • the cooling effect of the internal combustion engine due to the heating medium can be improved. That is, the cooling capacity of the cooling means can be increased.
  • the heating medium supply means may include heating medium circulation passages through which the heating medium circulates while passing through the internal combustion engine, and pressure feed means for pressure feeding the heating medium to the heating medium circulation passages.
  • the cooling capacity increasing means may include pressure feed amount changing means for changing the amount of heating medium to be pressure fed by the pressure feed means per unit time. In such a case, the cooling capacity increasing means increases the amount of heating medium to be pressure fed by the pressure feed means per unit time under the action of the pressure feed amount changing means when the load of the internal combustion engine is higher than or equal to the specified value at the high compression ratio.
  • the amount of the heating medium to be pressure fed by the pressure feed means per unit time By increasing the amount of the heating medium to be pressure fed by the pressure feed means per unit time, the amount of the heating medium supplied to the internal combustion engine per unit time can be increased.
  • the cooling capacity increasing means may increase the cooling capacity of the cooling means by lowering the temperature of the heating medium supplied to the internal combustion engine by the heating medium supply means when the load of the internal combustion engine is higher than or equal to the specified value at the high compression ratio.
  • the cooling effect of the internal combustion engine due to the heating medium can be improved. That is, the cooling capacity of the cooling means can be increased.
  • the heating medium supply means may include heating medium circulation passages through which the heating medium circulates while passing through the internal combustion engine.
  • the cooling capacity increasing means may include: a radiator; communication passages through which the radiator and the heating medium circulation passages are placed in communication with each other; communication switch valve disposed in the communication passages for opening and closing the communication passages; a temperature detection means for detecting the temperature of the heating medium that flows through the heating medium circulation passages; valve switching control means for opening the communication switch valve when the temperature of the heating medium detected by the temperature detection means becomes higher than or equal to a preset temperature, whereby the communication passages are opened to circulate the heating medium while passing through the internal combustion engine and the radiator; and preset temperature change means for changing the preset temperature.
  • the cooling capacity increasing means decreases, through the preset temperature change means, the preset temperature to a value lower than that when the load of the internal combustion engine is lower than the specified value.
  • the heating medium becomes able to circulate through the radiator when the heating medium is at a much lower temperature. As a result, the temperature of the heating medium supplied to the internal combustion engine can be decreased.
  • the compression ratio when the compression ratio is low, the amount of heat radiated from the wall of a cylinder bore is larger than when the compression ratio is high, so it is not easy to raise the temperature of the combustion chamber. Therefore, there is fear that when the cooling capacity of the cooling means is increased at a low compression ratio as in the case where the load of the internal combustion engine is larger than the specified value at the high compression ratio, the temperature of the internal combustion engine might excessively decrease regardless of the load of the internal combustion engine.
  • an increase in the cooling capacity of the cooling means may be inhibited at a low compression ratio.
  • the compression ratio is often made high when the engine is operated under a low load, and in such a case, there is a low possibility that the temperature of the combustion chamber rises excessively, as stated above.
  • the internal combustion engine when the internal combustion engine is operated to rotate at a high rotational speed, a stream of intake air in the engine cylinder is liable to be disturbed, so an air fuel mixture therein becomes easily distributed in a substantial uniform manner, and the time of one cycle of the combustion cycle is also shortened.
  • the speed or number of revolutions per minute of the engine when the speed or number of revolutions per minute of the engine is high, the temperature of the combustion chamber becomes less prone to rise as compared with the case where the engine speed is low.
  • the compression ratio can be made high when the internal combustion engine is operated at a high rotational speed instead of when the internal combustion engine is operated under a high load. Even in such a case, by performing the control according to the present invention, the internal combustion engine is able to carry out high compression ratio operation under a much higher load while suppressing an excessive rise in the temperature of the combustion chamber in a more reliable manner.
  • the internal combustion engine of the present invention it becomes possible to perform high compression ratio operation under a much higher load while suppressing an excessive rise in the temperature of the combustion chamber, thus making it possible to further improve the fuel mileage performance, the output performance and the like of the internal combustion engine.
  • variable compression ratio internal combustion engine according to the present invention will be described while referring to the accompanying drawings.
  • Fig. 1 is a view that illustrates the schematic construction of the variable compression ratio internal combustion engine according to this embodiment.
  • variable compression ratio internal combustion engine generally designated at reference numeral 1 (hereinafter simply referred to as an internal combustion engine 1), includes a cylinder block 2 having a cylinder 5, a cylinder head 4 mounted on a the cylinder block 2, and a lower casing 3 with which a piston 6 is connected through a connecting rod and a crankshaft (not shown).
  • the volume of a combustion chamber 7, which is defined in a cylinder bore by the piston 6 and the cylinder head 4 is varied to change the compression ratio by moving the cylinder block 2 relative to the lower casing 3 in an axial direction of the cylinder 5 by means of a compression ratio variable mechanism 8.
  • the compression ratio variable mechanism 8 has a pair of cam receiving bores 9 formed in the cylinder block 2 at its left and right side lower portions in Fig. 1, and a pair of bearing receiving bores 10 formed in the lower casing 3 at its left and right side upper portions in Fig. 1.
  • a pair of camshafts 11 is inserted into the cam receiving bores 9 and the bearing receiving bores 10 at the right and left sides, respectively.
  • the right and left side camshafts 11 are driven to rotate by a pair of motors 24, respectively, so that the cylinder block 2 is caused to move with respect to the lower casing 3 in the axial direction of the cylinder 5.
  • the cylinder head 4 is also caused to move integrally with the cylinder block 2.
  • this compression ratio variable mechanism 8 are disclosed in Japanese patent application laid-open No. 2003-206771.
  • An intake port 12 and an exhaust port 13 are formed in the cylinder head 4 so as to open into the combustion chamber 7 in the cylinder 5.
  • the intake port 12 is connected with an intake passage 14, and the exhaust port 13 is connected with an exhaust passage 15.
  • the intake port 12 and the exhaust port 13 have their opening portions into the combustion chamber 7 adapted to be opened and closed by an intake valve 16 and an exhaust valve 17, respectively.
  • a fuel injection valve 20 is arranged in the intake port 12, and a spark plug 21 for igniting or firing an air fuel mixture formed in the combustion chamber 7 is arranged in the combustion chamber 7. Also, a water jacket 18 through which cooling water circulate is formed in the cylinder head 4 and the cylinder block 2.
  • the internal combustion engine 1 includes various kinds of sensors such as a cam position sensor 31 that outputs an electric signal corresponding to the angle of rotation of one of the camshafts 11 of the compression ratio variable mechanism 8, an accelerator opening sensor 33 that outputs an electric signal corresponding to the degree of opening of an accelerator pedal (not shown), a crank position sensor 34 that outputs an electric signal corresponding to the angle of rotation of the unillustrated crankshaft with which the piston 6 arranged in the lower casing 3 is connected, a water temperature sensor 35 that outputs an electric signal corresponding to the temperature of cooling water which flows in the water jacket 18, etc.
  • sensors such as a cam position sensor 31 that outputs an electric signal corresponding to the angle of rotation of one of the camshafts 11 of the compression ratio variable mechanism 8, an accelerator opening sensor 33 that outputs an electric signal corresponding to the degree of opening of an accelerator pedal (not shown), a crank position sensor 34 that outputs an electric signal corresponding to the angle of rotation of the unillustrated crankshaft with which the piston 6 arranged in the lower casing 3 is
  • An electronic control unit (ECU) 7 for controlling the internal combustion engine 1 is provided in conjunction with the engine 1.
  • This ECU 30 serves to control the operating conditions of the internal combustion engine 1 and the like in accordance with the operating state of the internal combustion engine 1 and driver's requirements.
  • the various kinds of sensors such as the cam position sensor 31, the accelerator opening sensor 33, the crank position sensor 34, the water temperature sensor 35, etc., are connected to the ECU 30 through electric wiring, so that the output signals of these sensors are input to the ECU 30.
  • the ECU 30 derives the load of the internal combustion engine 1 from a detection value (i.e., the amount of opening or depression of the accelerator pedal) of the accelerator opening sensor 33, and also derives the number of revolutions per minute of the internal combustion engine 1 from a detection value (i.e., the crank angle or rotational angle of the crankshaft) of the crank position sensor 34.
  • a detection value i.e., the amount of opening or depression of the accelerator pedal
  • a detection value i.e., the crank angle or rotational angle of the crankshaft
  • the fuel injection valve 20, the spark plug 21, the motors 24 and so on are also electrically connected to the ECU 30, so that they can be controlled by the ECU 30.
  • the ECU 30 changes the volume of the combustion chamber 7 by controlling the rotation of the camshafts 11 by means of the motors 24, whereby the compression ratio of the internal combustion engine 1 is changed. At this time, the ECU 30 derives the compression ratio from the output value of the cam position sensor 31.
  • Fig. 2 is a view that illustrates the schematic construction of the cooling water circulation system in the internal combustion engine 1 according to this embodiment.
  • a first cooling water passage 41 is connected at its one end with one end of the water jacket 18 in the internal combustion engine 1, and at its other end with one end of an engine related device 43.
  • the engine related device 43 there can be exemplified a cooling water tank in which cooling water is stored, a heater core of a passenger compartment heater, etc.
  • a second cooling water passage 42 is connected at its one end with the other end of the water jacket 18 in the internal combustion engine 1, and at its other end with the other end of the engine related device 43.
  • a water pump 44 for pressure feeding the cooling water from the engine related device 43 side to the internal combustion engine 1 side is arranged on the first cooling water passage 41.
  • This water pump 44 is electrically connected to the ECU 30, so that the amount of cooling water to be pressure fed per unit time can be changed under the control of the ECU 30.
  • a first cooling water circulation passage 45 through which the cooling water circulates is formed by the water jacket 18, the first cooling water passage 41, the second cooling water passage 42, and the engine related device 43.
  • the internal combustion engine 1 is cooled by the cooling water which circulates through the first cooling water circulation passage 45.
  • Fig. 3A is a view that illustrates one state of the combustion chamber 7 at a high compression ratio
  • Fig. 3B is a view that illustrates another state of the combustion chamber 7 at a low compression ratio.
  • the volume of the combustion chamber 7 is decreased to raise or increase the compression ratio by causing the cylinder block 2 to move toward the lower casing 3 under the action of the compression ratio variable mechanism 8, as shown in Fig. 3A. Also, in the internal combustion engine 1, the volume of the combustion chamber 7 is increased to lower or decrease the compression ratio by causing the cylinder block 2 to move away from the lower casing 3 by means of the compression ratio variable mechanism 8, as shown in Fig. 3B.
  • the ratio of the area of the wall of the combustion chamber 7 to the entire wall of the cylinder bore becomes smaller in comparison with that at the low compression ratio.
  • the amount of heat radiated from the bore wall decreases, so it becomes easier for the temperature of the combustion chamber 7 to rise.
  • the load of the internal combustion engine 1 becomes high in the state of the high compression ratio, there is fear that the temperature of the combustion chamber 7 might rise excessively, thus resulting in a fear that trouble such as knocking, etc., might occur.
  • the amount of cooling water to be pressure fed by the water pump 44 per unit time is increased to enlarge the cooling capacity to cool the internal combustion engine 1.
  • a routine for controlling the amount of cooling water to be pressure fed by the water pump 44 per unit time according to this embodiment will be described based on a flow chart shown in Fig. 4. This routine is beforehand stored in the ECU 30, and is executed at a specified time interval during the operation of the internal combustion engine 1.
  • step S101 the ECU 30 determines whether the compression ratio of the internal combustion engine 1 is high.
  • the ECU 30 may determine that the compression ratio of the internal combustion engine 1 is high.
  • step S102 it is determined whether the load of the internal combustion engine 1 is higher than or equal to a specified value Q.
  • the specified value Q is an engine load under which the temperature of the combustion chamber 7 might rise excessively at the high compression ratio, and it can be a value which is determined in advance by experiments, etc. Also, this specified value Q may be a fixed value, or a variable value which is changed in accordance with the value of the compression ratio.
  • step S103 the ECU 30 increases the amount of cooling water to be pressure fed by the water pump 44 per unit time to a value more than that when the load of the internal combustion engine 1 is lower than the specified value Q, and thereafter once terminates this routine.
  • the cooling capacity to cool the internal combustion engine 1 becomes greater than when the engine load is low, so the temperature rise of the combustion chamber 7 is suppressed. Therefore, the internal combustion engine 1 becomes able to perform high compression ratio operation under a much higher load while suppressing an excessive rise in the temperature of the combustion chamber 7, thus making it possible to further improve the fuel mileage performance, the output performance and the like of the internal combustion engine 1.
  • step S101 when a negative determination is made in step S101, that is, when the compression ratio of the internal combustion engine 1 is low, the execution of this routine is once stopped, so the amount of cooling water to be pressure fed by the water pump 44 per unit time is not increased. In other words, when the compression ratio of the internal combustion engine 1 is low, the increase of the cooling capacity to cool the internal combustion engine 1 is inhibited.
  • variable compression ratio internal combustion engine according to a second embodiment of the present invention. Since the schematic construction (see Fig. 1) of the variable compression ratio internal combustion engine according to this embodiment and the state of the combustion chamber (see Fig. 3) when the compression ratio is changed are similar to those of the above-mentioned first embodiment, an explanation thereof is omitted.
  • FIG. 5 is a view that illustrates the schematic construction of the cooling water circulation system in the internal combustion engine 1 according to this embodiment.
  • the component parts or members of this embodiment similar to those of the above-mentioned first embodiment are identified by the same symbols, while omitting an explanation thereof.
  • a radiator 46 is provided in combination with the internal combustion engine 1, and the first cooling water passage 41 between the engine related device 43 and the water pump 44 is placed in communication with one end of the radiator 46 through a first communication passage 47. Also, the second cooling water passage 42 is placed in communication with the other end of the radiator 46 through a second communication passage 48.
  • a communication switch valve 49 that serves to open and close communication between the second cooling water passage 42 and the second communication passage 48.
  • This communication switch valve 49 is electrically connected to the ECU 30.
  • the ECU 30 opens the communication switch valve 49 thereby to place the second cooling water passage 42 and the second communication passage 48 into communication with each other.
  • the ECU 30 closes the communication switch valve 49 thereby to interrupt or break communication between the second cooling water passage 42 and the second communication passage 48.
  • the preset temperature Tc can be changed by the ECU 30.
  • a second cooling water circulation passage 50 for circulation of cooling water is formed by the water jacket 18, the radiator 46, a part of the first cooling water passage 41, a part of the second cooling water passage 42, the first communication passage 47 and the second communication passage 48.
  • the cooling water circulates through the second cooling water circulation passage 50, the cooling water is cooled by the radiator 46 so that the temperature thereof is lowered.
  • the preset temperature Tc which is a threshold for switching or opening and closing the communication switch valve 49
  • Tc a threshold for switching or opening and closing the communication switch valve 49
  • This routine is beforehand stored in the ECU 30, and is executed at a specified time interval during the operation of the internal combustion engine 1.
  • steps S101 and S102 in this routine are the same as those in the above-mentioned first embodiment, so an explanation thereof is omitted, and only step S203, being different from the first embodiment, will be described.
  • step S102 when a positive determination is made in step S102, the control flow advances to step S203.
  • step S203 the ECU 30 decreases the preset temperature Tc to a value lower than that when the load of the internal combustion engine 1 is lower than the specified value Q, and thereafter once terminates this routine.
  • the cooling capacity to cool the internal combustion engine 1 becomes greater than when the engine load is low, so the temperature rise of the combustion chamber 7 is suppressed. Accordingly, the internal combustion engine 1 becomes able to perform high compression ratio operation under a much higher load while suppressing an excessive rise in the temperature of the combustion chamber 7, thus making it possible to further improve the fuel mileage performance, the output performance and the like of the internal combustion engine 1.
  • step S101 when a negative determination is made in step S101, that is, when the compression ratio of the internal combustion engine 1 is low, the execution of this routine is once stopped and the preset temperature Tc is not lowered.
  • the compression ratio of the internal combustion engine 1 when the compression ratio of the internal combustion engine 1 is low, an increase in the cooling capacity to cool the internal combustion engine 1 is inhibited.
  • the compression ratio can be made high when the internal combustion engine 1 is operated at a high rotational speed instead of when the internal combustion engine 1 is operated under a high load. Even in such a case, by performing the above-mentioned respective control operations, the internal combustion engine 1 is able to carry out high compression ratio operation under a much higher load while suppressing an excessive rise in the temperature of the combustion chamber 7.
  • first embodiment and the second embodiment can be combined with each other.

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

Claims (7)

  1. Verbrennungsmotor mit variablem Verdichtungsverhältnis, dessen Verdichtungsverhältnis durch Ändern des Volumens einer Brennkammer variiert wird, dadurch gekennzeichnet, dass er folgendes einschließt:
    eine Kühleinrichtung (41, 42, 44) zum Kühlen des Verbrennungsmotors (1) mit variablem Verdichtungsverhältnis; und
    dadurch gekennzeichnet, dass
    eine Kühlleistungserhöhungs-Einrichtung (30, 46, 47, 48, 49), die, wenn die Last des Verbrennungsmotors (1) mit variablem Verdichtungsverhältnis über oder bei einem bestimmten Wert liegt und der Motor bei einem hohen Verdichtungsverhältnis arbeitet, die Kühlleistung der Kühleinrichtung (41, 42, 44) auf einen Wert erhöht, der größer ist als der, wenn die Last des Verbrennungsmotors (1) mit variablem Verdichtungsverhältnis unter dem bestimmten Wert liegt.
  2. Verbrennungsmotor mit variablem Verdichtungsverhältnis nach Anspruch 1, dadurch gekennzeichnet, dass
    die Kühleinrichtung eine Heizmedium-Zufuhreinrichtung (41, 42, 44) für die Zufuhr eines Heizmediums zu dem Verbrennungsmotor (1) mit variablem Verdichtungsverhältnis einschließt, und
    die Kühlleistungserhöhungs-Einrichtung (30) bei einem hohen Verdichtungsverhältnis die Kühlleistung der Kühleinrichtung durch Erhöhen der Menge des Heizmediums, das dem Verbrennungsmotor (1) mit variablem Verdichtungsverhältnis durch die Heizmedium-Zufuhreinrichtung (41, 42, 44) zugeführt wird, erhöht, wenn die Last des Verbrennungsmotors (1) mit variablem Verdichtungsverhältnis über oder bei dem bestimmten Wert liegt.
  3. Verbrennungsmotor mit variablem Verdichtungsverhältnis nach Anspruch 2, dadurch gekennzeichnet, dass
    die Heizmedium-Zufuhreinrichtung folgendes einschließt:
    Heizmedium-Umlaufkanäle (41, 42), durch die das Heizmedium zirkuliert, während es durch den Verbrennungsmotor (1) mit variablem Verdichtungsverhältnis strömt; und
    eine Druckzufuhreinrichtung (44), um den Heizmedium-Umlaufkanälen (41, 42) das Heizmedium unter Druck zuzuführen;
    wobei die Kühlleistungserhöhungs-Einrichtung eine Druckzufuhrmengen-Änderungseinrichtung (30) zur Änderung der Menge des Heizmediums, das von der Druckzufuhreinrichtung (44) pro Zeiteinheit unter Druck zugeführt werden soll, einschließt; und
    die Kühlleistungserhöhungs-Einrichtung bei einem hohen Verdichtungsverhältnis die Menge an Heizmedium, das von der Druckzufuhreinrichtung (44) pro Zeiteinheit unter Druck zugeführt werden soll, unter Verwendung der Druckzufuhrmengen-Änderungseinrichtung (30) erhöht, wenn die Last des Verbrennungsmotors (1) mit variablem Verdichtungsverhältnis über oder bei dem bestimmten Wert liegt.
  4. Verbrennungsmotor mit variablem Verdichtungsverhältnis nach Anspruch 1, dadurch gekennzeichnet, dass
    die Kühleinrichtung eine Heizmedium-Zufuhreinrichtung (41, 42, 44) für die Zufuhr eines Heizmediums zu dem Verbrennungsmotor (1) mit variablem Verdichtungsverhältnis einschließt, und
    die Kühlleistungserhöhungs-Einrichtung (30, 46, 47, 48, 49) bei einem hohen Verdichtungsverhältnis die Kühlleistung der Kühleinrichtung durch Senken der Temperatur des Heizmediums, das dem Verbrennungsmotor (1) mit variablem Verdichtungsverhältnis von der Heizmedium-Zufuhreinrichtung (41, 42, 44) zugeführt wird, senkt, wenn die Last des Verbrennungsmotors (1) mit variablem Verdichtungsverhältnis über oder bei dem bestimmten Wert liegt.
  5. Verbrennungsmotor mit variablem Verdichtungsverhältnis nach Anspruch 4, dadurch gekennzeichnet, dass
    die Heizmedium-Zufuhreinrichtung Heizmedium-Umlaufkanäle (41, 42) einschließt, durch die das Heizmedium zirkuliert, während es durch den Verbrennungsmotor (1) mit variablem Verdichtungsverhältnis strömt; und
    die Kühlleistungserhöhungs-Einrichtung folgendes einschließt:
    einen Kühler (46);
    Verbindungskanäle (47, 48), durch die der Kühler (46) und die Heizmedium-Umlaufkanäle (41, 42) miteinander in Verbindung gesetzt werden;
    ein Verbindungsschaltventil (49), das in den Verbindungskanälen (47, 48) angeordnet ist, um die Verbindungskanäle (47, 48) zu öffnen und zu schließen;
    eine Temperaturerfassungseinrichtung (35) zum Erfassen der Temperatur des Heizmediums, das durch die Heizmedium-Umlaufkanäle (41, 42) fließt;
    eine Ventilschaltungs-Steuereinrichtung (30) zum Öffnen des Verbindungsschaltventils (49), wenn die Temperatur des Heizmediums, die von der Temperaturerfassungseinrichtung (35) erfasst wird, eine voreingestellte Temperatur übertrifft oder erreicht, wodurch die Verbindungsleitungen (47, 48) geöffnet werden, so dass das Heizmedium zirkulieren kann, während es durch den Verbrennungsmotor (1) mit variablem Verdichtungsverhältnis und den Kühler (46) strömt; und
    eine Voreinstellungstemperatur-Änderungseinrichtung (30), die die voreingestellte Temperatur ändert;
    wobei die Kühlleistungs-Erhöhungseinrichtung bei einem hohen Verdichtungsverhältnis, wenn die Last des Verbrennungsmotors (1) mit variablem Verdichtungsverhältnis über oder bei dem bestimmten Wert liegt, über die Voreinstellungstemperatur-Änderungseinrichtung (30) die voreingestellte Temperatur auf einen Wert senkt, der niedriger ist als der, wenn die Last des Verbrennungsmotors mit variablem Verdichtungsverhältnis (1) unter dem bestimmten Wert liegt.
  6. Verbrennungsmotor mit variablem Verdichtungsverhältnis nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass
    der bestimmte Wert entsprechend dem Wert des Verdichtungsverhältnisses des Verbrennungsmotors (1) mit variablem Verdichtungsverhältnis geändert wird.
  7. Verbrennungsmotor mit variablem Verdichtungsverhältnis nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass
    eine Zunahme der Kühlleistung der Kühleinrichtung (41, 42, 44) bei einem niedrigen Verdichtungsverhältnis gehemmt ist.
EP20050002837 2004-02-13 2005-02-10 Brennkraftmaschine mit variablem Verdichtungverhältnis Not-in-force EP1564392B1 (de)

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JP2004036955A JP4397246B2 (ja) 2004-02-13 2004-02-13 可変圧縮比内燃機関
JP2004036955 2004-02-13

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EP1564392A1 EP1564392A1 (de) 2005-08-17
EP1564392B1 true EP1564392B1 (de) 2007-04-04

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Publication number Priority date Publication date Assignee Title
WO2007125399A2 (en) * 2006-05-01 2007-11-08 Toyota Jidosha Kabushiki Kaisha Variable compression ratio internal combustion engine
JP4858287B2 (ja) * 2007-04-20 2012-01-18 トヨタ自動車株式会社 内燃機関の制御装置
JP5488522B2 (ja) * 2011-04-13 2014-05-14 トヨタ自動車株式会社 エンジンの制御装置
CN106150660B (zh) * 2015-04-20 2018-09-18 江铃汽车股份有限公司 一种抑制直喷增压汽油发动机低速提前点火的方法

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Publication number Priority date Publication date Assignee Title
JPH0692749B2 (ja) * 1984-04-27 1994-11-16 マツダ株式会社 圧縮比可変式エンジン
JPH0814261B2 (ja) 1987-01-27 1996-02-14 株式会社ユニシアジェックス 内燃機関の圧縮比可変装置
JPH0826791B2 (ja) 1987-02-09 1996-03-21 株式会社ユニシアジェックス 内燃機関の圧縮比可変装置
JPH0826792B2 (ja) 1987-05-29 1996-03-21 日産自動車株式会社 内燃機関の圧縮比可変装置
EP0983433B1 (de) * 1998-02-23 2007-05-16 Cummins Inc. Regelung einer verbrennungskraftmaschine mit kompressionszündung und kraftstoff-luftvormischung
JP2003129817A (ja) 2001-10-26 2003-05-08 Toyota Motor Corp 可変ピストンストローク型内燃機関
JP2003232233A (ja) * 2001-12-06 2003-08-22 Nissan Motor Co Ltd 内燃機関の制御装置
JP4165074B2 (ja) 2002-01-17 2008-10-15 トヨタ自動車株式会社 内燃機関

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DE602005000780T2 (de) 2008-01-10
JP4397246B2 (ja) 2010-01-13
EP1564392A1 (de) 2005-08-17
JP2005226571A (ja) 2005-08-25

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