JP6003239B2 - Internal combustion engine - Google Patents
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- JP6003239B2 JP6003239B2 JP2012123415A JP2012123415A JP6003239B2 JP 6003239 B2 JP6003239 B2 JP 6003239B2 JP 2012123415 A JP2012123415 A JP 2012123415A JP 2012123415 A JP2012123415 A JP 2012123415A JP 6003239 B2 JP6003239 B2 JP 6003239B2
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- 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
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Description
本発明は、内燃機関に関し、特に、複数気筒のうち任意の気筒を休止させる減筒運転が可能な内燃機関に関する。 The present invention relates to an internal combustion engine, and more particularly to an internal combustion engine capable of a reduced-cylinder operation in which an arbitrary cylinder among a plurality of cylinders is deactivated.
複数の気筒のうち少なくとも一部の気筒を運転中に停止状態にできる内燃機関において、運転中に停止状態にされる気筒を高負荷運転点用に設定し、残りの気筒を低負荷運転点用に設定する技術が知られている。このような内燃機関は、例えば特許文献１に開示されている。 In an internal combustion engine in which at least some of the cylinders can be stopped during operation, the cylinders that are stopped during operation are set for the high load operation point, and the remaining cylinders are for the low load operation point. The technique of setting to is known. Such an internal combustion engine is disclosed in Patent Document 1, for example.
また、低圧縮比のシリンダ群と高圧縮比のシリンダ群とを備る多気筒ディーゼルエンジンにおいて、低中負荷運転時は低圧縮比のシリンダ群を停止させると共に高圧縮比のシリンダ群を稼働させ、高負荷運転時は高圧縮比のシリンダ群を停止させると共に低圧縮比のシリンダ群を稼働させる技術も知られている。このようなディーゼルエンジンは、例えば特許文献２に開示されている。 In a multi-cylinder diesel engine equipped with a low compression ratio cylinder group and a high compression ratio cylinder group, the low compression ratio cylinder group is stopped and the high compression ratio cylinder group is operated during low and medium load operation. A technique is also known in which a high compression ratio cylinder group is stopped and a low compression ratio cylinder group is operated during a high load operation. Such a diesel engine is disclosed in Patent Document 2, for example.
ところで、上述の従来技術においては、低中負荷運転領域では高圧縮比設定の気筒を稼働させると共に低圧縮比設定の気筒を休止させるので、エンジンの燃焼効率向上により燃費の改善を図ることが期待される。しかしながら、従来技術では、休止させる気筒は燃料噴射を停止するのみで、吸排気バルブの開閉作動は停止させていない。そのため、減筒運転を実施したとしても、吸排気バルブの開閉作動によりポンピングフリクションが増加し、結果としてエンジンの燃費を十分に改善できない可能性がある。 By the way, in the above-described prior art, in the low and medium load operation region, the cylinder set with the high compression ratio is operated and the cylinder set with the low compression ratio is deactivated, so that it is expected to improve the fuel efficiency by improving the combustion efficiency of the engine. Is done. However, in the prior art, the cylinder to be stopped only stops the fuel injection, and the opening / closing operation of the intake / exhaust valve is not stopped. Therefore, even if the reduced-cylinder operation is performed, the pumping friction increases due to the opening / closing operation of the intake / exhaust valve, and as a result, the fuel consumption of the engine may not be sufficiently improved.
本発明は、このような点に鑑みてなされたもので、その目的は、複数気筒のうち任意の気筒を休止させる減筒運転が可能な内燃機関において、エンジンの燃費及び始動性を効果的に向上させることにある。 The present invention has been made in view of the above points, and an object of the present invention is to effectively improve the fuel efficiency and startability of an engine in an internal combustion engine capable of reducing the number of cylinders in a plurality of cylinders. It is to improve.
上述の目的を達成するため、本発明の内燃機関は、複数気筒のうち任意の気筒の吸排気バルブ及び燃料噴射を停止させる減筒運転が可能な内燃機関であって、圧縮比を所定の低圧縮比に設定した少なくとも一つの低圧縮比気筒と、圧縮比を前記所定の低圧縮比よりも高く設定した少なくとも一つの高圧縮比気筒と、前記低圧縮比気筒及び前記高圧縮比気筒の吸排気バルブと燃料噴射とを稼働状態もしくは停止状態に選択的に切り替え可能な減筒運転制御手段とを備え、前記減筒運転制御手段は、前記内燃機関の運転状態が減筒運転領域内の所定の低中負荷領域にある時は、前記低圧縮比気筒の吸排気バルブと燃料噴射とを停止状態にすると共に前記高圧縮比気筒の吸排気バルブと燃料噴射とを稼働状態にする一方、前記内燃機関の運転状態が減筒運転領域内の所定の高負荷領域にある時は、前記高圧縮比気筒の吸排気バルブと燃料噴射とを停止状態にすると共に前記低圧縮比気筒の吸排気バルブと燃料噴射とを稼働状態にすることを特徴とする。 In order to achieve the above-described object, an internal combustion engine of the present invention is an internal combustion engine capable of a reduced-cylinder operation that stops intake and exhaust valves and fuel injection of any cylinder among a plurality of cylinders, and has a compression ratio of a predetermined low value. At least one low compression ratio cylinder set to the compression ratio, at least one high compression ratio cylinder set to a compression ratio higher than the predetermined low compression ratio, and the suction of the low compression ratio cylinder and the high compression ratio cylinder A reduced-cylinder operation control means capable of selectively switching the exhaust valve and the fuel injection between an operating state and a stopped state, wherein the reduced-cylinder operation control means has a predetermined operating condition in the reduced-cylinder operating region. In the low and medium load region, the intake and exhaust valves and the fuel injection of the low compression ratio cylinder are stopped and the intake and exhaust valves and the fuel injection of the high compression ratio cylinder are operated. The operating state of the internal combustion engine When in a predetermined high load region within the cylinder operation region, the intake / exhaust valve and fuel injection of the high compression ratio cylinder are stopped and the intake / exhaust valve and fuel injection of the low compression ratio cylinder are in operation It is characterized by.
また、前記減筒運転制御手段は、前記内燃機関の運転状態が全筒運転領域にある時は、前記低圧縮比気筒及び前記高圧縮比気筒の吸排気バルブと燃料噴射とを稼働状態にすることが好ましい。 The reduced-cylinder operation control means activates the intake / exhaust valves and fuel injection of the low compression ratio cylinder and the high compression ratio cylinder when the operation state of the internal combustion engine is in the all cylinder operation region. It is preferable.
また、前記内燃機関のベース圧縮比に対して、前記低圧縮比気筒の圧縮比の減少割合を前記高圧縮比気筒の圧縮比の増加割合よりも大きく設定することが好ましい。 In addition, it is preferable that the reduction ratio of the compression ratio of the low compression ratio cylinder is set larger than the increase ratio of the compression ratio of the high compression ratio cylinder with respect to the base compression ratio of the internal combustion engine.
また、前記低圧縮比気筒から排出される排気で駆動するタービンを含む第１の高圧段過給機と、前記高圧縮比気筒から排出される排気で駆動するタービンを含む第２の高圧段過給機とを備えてもよい。 A first high-pressure stage turbocharger including a turbine driven by exhaust gas discharged from the low compression ratio cylinder; and a second high-pressure stage turbocharger including a turbine driven by exhaust gas discharged from the high compression ratio cylinder. And a feeder.
また、前記第１及び第２の過給機を通過した排気で駆動するタービンを含む低圧段過給機をさらに備えてもよい。 Moreover, you may further provide the low pressure stage supercharger containing the turbine driven with the exhaust_gas | exhaustion which passed the said 1st and 2nd supercharger.
本発明の内燃機関によれば、エンジンの燃費及び始動性を効果的に向上することができる。 According to the internal combustion engine of the present invention, the fuel efficiency and startability of the engine can be effectively improved.
以下、図１〜４に基づいて、本発明の一実施形態に係る内燃機関を説明する。同一の部品には同一の符号を付してあり、それらの名称および機能も同じである。したがって、それらについての詳細な説明は繰返さない。 Hereinafter, an internal combustion engine according to an embodiment of the present invention will be described with reference to FIGS. The same parts are denoted by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.
図１に示すように、本実施形態に係る内燃機関は、例えば直列６気筒のディーゼルエンジン（以下、単にエンジンという）１０であって、減筒用バルブ休止機構３０と、低圧縮比用の高圧段ターボチャージャ２０と、高圧縮比用の高圧段ターボチャージャ２１と、低圧段ターボチャージャ２２と、低圧縮比用のＥＧＲ装置２３と、高圧縮比用のＥＧＲ装置２４と、電子制御ユニット（以下、ＥＣＵという）４０と、エンジン回転センサ４１と、アクセル開度センサ４２とを備えている。 As shown in FIG. 1, the internal combustion engine according to the present embodiment is, for example, an in-line 6-cylinder diesel engine (hereinafter simply referred to as an engine) 10, which includes a reduced cylinder valve deactivation mechanism 30 and a high pressure for a low compression ratio. Stage turbocharger 20, high compression ratio high pressure turbocharger 21, low pressure stage turbocharger 22, low compression ratio EGR device 23, high compression ratio EGR device 24, and electronic control unit ECU) 40, an engine rotation sensor 41, and an accelerator opening sensor 42.
エンジン１０の６個の気筒＃１〜６のうち、３個の気筒＃１〜３はベース圧縮比に対して圧縮比を低く設定した低圧縮比気筒グループＡとして構成され、他の３個の気筒＃４〜６はベース圧縮比に対して圧縮比を高く設定した高圧縮比気筒グループＢとして構成されている。本実施形態において、ベース圧縮比に対する増減割合は、低圧縮比気筒グループＡが高圧縮比気筒グループＢよりも大きくなるように、例えばベース圧縮比“ε１６”に対し低圧縮比気筒グループＡは“ε１４”、高圧縮比気筒グループＢは“ε１７”に設定されている。なお、設定する圧縮比はこれらの数値に限定されるものではなく、エンジン１０の仕様等に応じて適宜変更することが可能である。 Of the six cylinders # 1 to # 6 of the engine 10, three cylinders # 1 to # 3 are configured as a low compression ratio cylinder group A in which the compression ratio is set lower than the base compression ratio, and the other three The cylinders # 4 to # 6 are configured as a high compression ratio cylinder group B in which the compression ratio is set higher than the base compression ratio. In the present embodiment, the increase / decrease ratio with respect to the base compression ratio is set so that, for example, the low compression ratio cylinder group A is greater than the base compression ratio “ε16” so that the low compression ratio cylinder group A is larger than the high compression ratio cylinder group B. ε14 ”and the high compression ratio cylinder group B are set to“ ε17 ”. The compression ratio to be set is not limited to these numerical values, and can be appropriately changed according to the specifications of the engine 10 and the like.
低圧縮比気筒グループＡの吸気マニホールド１１ａには各気筒＃１〜３に新気を導入するための低圧縮比用の吸気通路１２ａが接続され、この吸気通路１２ａには吸気を冷却するインタークーラ１５ａが設けられている。高圧縮比気筒グループＢの吸気マニホールド１１ｂには各気筒＃４〜６に新気を導入するための高圧縮比用の吸気通路１２ｂが接続されて、この吸気通路１２ｂには吸気を冷却するインタークーラ１５ｂが設けられている。これら２本の吸気通路１２ａ，１２ｂは、高圧段ターボチャージャ２０，２１よりも吸気上流側でメイン吸気通路１２から分岐して形成されている。 The intake manifold 11a of the low compression ratio cylinder group A is connected to an intake passage 12a for low compression ratio for introducing fresh air into each of the cylinders # 1 to # 3. An intercooler for cooling intake air is connected to the intake passage 12a. 15a is provided. The intake manifold 11b of the high compression ratio cylinder group B is connected to an intake passage 12b for high compression ratio for introducing fresh air into each of the cylinders # 4 to # 6. The intake passage 12b is an intercooler for cooling the intake air. A cooler 15b is provided. These two intake passages 12 a and 12 b are formed to branch from the main intake passage 12 on the intake upstream side of the high-pressure stage turbochargers 20 and 21.
低圧縮比気筒グループＡの排気マニホールド１３ａには気筒＃１〜３から排気を排出するための低圧縮比用の排気通路１４ａが接続され、高圧縮比気筒グループＢの排気マニホールド１３ｂには気筒＃４〜６から排気を排出するための高圧縮比用の排気通路１４ｂが接続されている。これら２本の排気通路１４ａ，１４ｂは、高圧段ターボチャージャ２０，２１よりも排気下流側でメイン排気通路１４に合流する。 The exhaust manifold 13a of the low compression ratio cylinder group A is connected to an exhaust passage 14a for low compression ratio for discharging exhaust from the cylinders # 1 to # 3, and the exhaust manifold 13b of the high compression ratio cylinder group B is connected to the cylinder # 1. An exhaust passage 14b for high compression ratio for exhausting exhaust gas from 4 to 6 is connected. These two exhaust passages 14 a and 14 b merge with the main exhaust passage 14 on the exhaust downstream side of the high-pressure stage turbochargers 20 and 21.
減筒用バルブ休止機構３０は公知の構造であって、例えばロッカーアームを二分割して連結ピンを油圧等でスライドさせてバルブロストモーションさせることで、図示しない吸排気バルブを稼働状態から停止状態に切り替える。この減筒用バルブ休止機構３０の作動は、ＥＣＵ４０から入力される指示信号に応じて制御される。なお、減筒用バルブ休止機構３０は必ずしもロッカーアームを二分割した構造に限定されず、他の公知の構造を適用することも可能である。 The reduced-cylinder valve suspension mechanism 30 has a known structure. For example, the intake / exhaust valve (not shown) is stopped from the operating state by dividing the rocker arm into two parts and sliding the connecting pin with hydraulic pressure to cause the valve lost motion. Switch to. The operation of the reduced cylinder valve pause mechanism 30 is controlled in accordance with an instruction signal input from the ECU 40. The reduced-cylinder valve resting mechanism 30 is not necessarily limited to a structure in which the rocker arm is divided into two, and other known structures can be applied.
低圧縮比用の高圧段ターボチャージャ２０は公知の可変容量型過給機であって、低圧縮比用の吸気通路１２ａに設けられたコンプレッサ２０ａと、低圧縮比用の排気通路１４ａに設けられたタービン２０ｂと、タービン２０ｂに設けられた可変翼（不図示）とを備えている。これらコンプレッサ２０ａとタービン２０ｂとは、回転軸を介して連結されている。この高圧段ターボチャージャ２０の可変翼の開度は、ＥＣＵ４０から入力される指示信号に応じて制御される。 The high-pressure turbocharger 20 for low compression ratio is a known variable displacement supercharger, and is provided in the compressor 20a provided in the intake passage 12a for low compression ratio and the exhaust passage 14a for low compression ratio. The turbine 20b and variable blades (not shown) provided in the turbine 20b are provided. The compressor 20a and the turbine 20b are connected via a rotating shaft. The opening degree of the variable blades of the high-pressure stage turbocharger 20 is controlled according to an instruction signal input from the ECU 40.
高圧縮比用の高圧段ターボチャージャ２１は公知の可変容量型過給機であって、高圧縮比用の吸気通路１２ｂに設けられたコンプレッサ２１ａと、高圧縮比用の排気通路１４ｂに設けられたタービン２１ｂと、タービン２１ｂに設けられた可変翼（不図示）とを備えている。これらコンプレッサ２１ａとタービン２１ｂとは、回転軸を介して連結されている。この高圧段ターボチャージャ２１の可変翼の開度は、ＥＣＵ４０から入力される指示信号に応じて制御される。 The high-pressure turbocharger 21 for high compression ratio is a known variable displacement supercharger, and is provided in the compressor 21a provided in the intake passage 12b for high compression ratio and the exhaust passage 14b for high compression ratio. Turbine 21b, and variable blades (not shown) provided on turbine 21b. The compressor 21a and the turbine 21b are connected via a rotating shaft. The opening degree of the variable blades of the high-pressure stage turbocharger 21 is controlled in accordance with an instruction signal input from the ECU 40.
低圧段ターボチャージャ２２は、メイン吸気通路１２に設けられたコンプレッサ２２ａと、メイン排気通路１４に設けられたタービン２２ｂとを備えている。これらコンプレッサ２２ａとタービン２２ｂとは、回転軸を介して連結されている。なお、低圧段ターボチャージャ２２は一段に限られず、複数段であってもよい。 The low-pressure stage turbocharger 22 includes a compressor 22 a provided in the main intake passage 12 and a turbine 22 b provided in the main exhaust passage 14. The compressor 22a and the turbine 22b are connected via a rotating shaft. The low-pressure stage turbocharger 22 is not limited to a single stage, and may be a plurality of stages.
低圧縮比用のＥＧＲ装置２３は、低圧縮比用の排気通路１４ａと低圧縮比用の吸気通路１２ａとを接続するＥＧＲ通路２３ａと、ＥＧＲ通路２３ａに設けられたＥＧＲクーラ２３ｂと、ＥＧＲ通路２３ａに設けられたＥＧＲバルブ２３ｃと、ＥＧＲ通路２３ａに設けられたＥＧＲ逆止弁２３ｄとを備えている。この低圧縮比用のＥＧＲ装置２３による排気の環流量（以下、ＥＧＲ量という）は、ＥＣＵ４０から入力される指示信号に応じてＥＧＲバルブ２３ｃの開度が制御されることで調整される。 The EGR device 23 for low compression ratio includes an EGR passage 23a that connects the exhaust passage 14a for low compression ratio and the intake passage 12a for low compression ratio, an EGR cooler 23b provided in the EGR passage 23a, and an EGR passage. EGR valve 23c provided in 23a, and EGR check valve 23d provided in EGR passage 23a are provided. The exhaust gas flow rate (hereinafter referred to as EGR amount) by the low-compression-ratio EGR device 23 is adjusted by controlling the opening degree of the EGR valve 23c in accordance with an instruction signal input from the ECU 40.
高圧縮比用のＥＧＲ装置２４は、高圧縮比用の排気通路１４ｂと高圧縮比用の吸気通路１２ｂとを接続するＥＧＲ通路２４ａと、ＥＧＲ通路２４ａに設けられたＥＧＲクーラ２４ｂと、ＥＧＲ通路２４ａに設けられたＥＧＲバルブ２４ｃと、ＥＧＲ通路２４ａに設けられたＥＧＲ逆止弁２４ｄとを備えている。この高圧縮比用のＥＧＲ装置２４によるＥＧＲ量は、ＥＣＵ４０から入力される指示信号に応じてＥＧＲバルブ２４ｃの開度が制御されることで調整される。 The EGR device 24 for high compression ratio includes an EGR passage 24a that connects the exhaust passage 14b for high compression ratio and the intake passage 12b for high compression ratio, an EGR cooler 24b provided in the EGR passage 24a, and an EGR passage. EGR valve 24c provided in 24a and EGR check valve 24d provided in EGR passage 24a are provided. The amount of EGR by the EGR device 24 for high compression ratio is adjusted by controlling the opening degree of the EGR valve 24c in accordance with an instruction signal input from the ECU 40.
ＥＣＵ４０は、エンジン１０の燃料噴射等の各種制御を行うもので、公知のＣＰＵやＲＯＭ、ＲＡＭ、入力ポート、出力ポート等を備え構成されている。この各種制御を行うために、ＥＣＵ４０には、エンジン回転センサ４１、アクセル開度センサ４２等の各種センサの出力信号が入力される。 The ECU 40 performs various controls such as fuel injection of the engine 10, and includes a known CPU, ROM, RAM, input port, output port, and the like. In order to perform these various controls, the ECU 40 receives output signals from various sensors such as the engine rotation sensor 41 and the accelerator opening sensor 42.
また、ＥＣＵ４０は、エンジン回転センサ４１及びアクセル開度センサ４２で検出されるエンジン１０の運転状態に基づいて、減筒用バルブ休止機構３０の作動を制御する。より詳しくは、ＥＣＵ４０には、エンジン回転数とエンジン負荷率とをパラメータとする図２に示す制御マップが記憶されている。この制御マップ上には、エンジン１０の減筒運転領域内における低中負荷領域に対応する減筒高圧縮比運転領域Ｘと、この減筒運転領域内における高負荷領域に対応する減筒低圧縮比運転領域Ｙと、この減筒運転領域よりも高負荷の全筒運転領域Ｚとが設定されている。 In addition, the ECU 40 controls the operation of the valve deactivation mechanism 30 for reducing cylinders based on the operating state of the engine 10 detected by the engine rotation sensor 41 and the accelerator opening sensor 42. More specifically, the ECU 40 stores a control map shown in FIG. 2 using the engine speed and the engine load factor as parameters. On this control map, the reduced cylinder high compression ratio operation region X corresponding to the low and medium load region in the reduced cylinder operation region of the engine 10 and the reduced cylinder low compression corresponding to the high load region in the reduced cylinder operation region. A specific operation region Y and an all-cylinder operation region Z having a higher load than the reduced-cylinder operation region are set.
ＥＣＵ４０は、エンジン１０の運転状態が制御マップ上の減筒高圧縮比運転領域Ｘにある時は、低圧縮比気筒グループＡの吸排気バルブを停止状態にすると共に、高圧縮比気筒グループＢの吸排気バルブを稼働状態にする指示信号を減筒用バルブ休止機構３０に出力する。また、これと同時に、ＥＣＵ４０は低圧縮比気筒グループＡの各気筒＃１〜３の図示しないインジェクタに燃料噴射を停止させる指示信号も出力する。これにより、低圧縮比気筒グループＡを休止させると共に、高圧縮比気筒グループＢを稼働させてエンジン１０を運転する減筒運転が実行される。 When the operating state of the engine 10 is in the reduced-cylinder high compression ratio operation region X on the control map, the ECU 40 stops the intake / exhaust valves of the low compression ratio cylinder group A and the high compression ratio cylinder group B. An instruction signal for operating the intake / exhaust valve is output to the valve deactivation mechanism 30 for reducing cylinders. At the same time, the ECU 40 also outputs an instruction signal for stopping fuel injection to injectors (not shown) of the cylinders # 1 to # 3 of the low compression ratio cylinder group A. Thereby, while the low compression ratio cylinder group A is deactivated, the reduced cylinder operation in which the engine 10 is operated by operating the high compression ratio cylinder group B is executed.
また、ＥＣＵ４０は、エンジン１０の運転状態が制御マップ上の減筒低圧縮比運転領域Ｙにある時は、高圧縮比気筒グループＢの吸排気バルブを停止状態にすると共に、低圧縮比気筒グループＡの吸排気バルブを稼働状態にする指示信号を減筒用バルブ休止機構３０に出力する。また、これと同時に、ＥＣＵ４０は高圧縮比気筒グループＢの各気筒＃４〜６の図示しないインジェクタに燃料噴射を停止させる指示信号も出力する。これにより、高圧縮比気筒グループＢを休止させると共に、低圧縮比気筒グループＡを稼働させてエンジン１０を運転する減筒運転が実行される。 In addition, when the operating state of the engine 10 is in the reduced cylinder low compression ratio operation region Y on the control map, the ECU 40 stops the intake / exhaust valves of the high compression ratio cylinder group B, and lowers the low compression ratio cylinder group. An instruction signal for operating the intake / exhaust valve of A is output to the valve deactivation mechanism 30 for reducing cylinders. At the same time, the ECU 40 outputs an instruction signal for stopping fuel injection to injectors (not shown) of the cylinders # 4 to # 6 of the high compression ratio cylinder group B. Thus, the high compression ratio cylinder group B is deactivated, and the low compression ratio cylinder group A is operated to operate the engine 10 by operating the low compression ratio cylinder group A.
さらに、ＥＣＵ４０は、エンジン１０の運転状態がマップ上の全筒運転領域Ｚにある時は、低圧縮比気筒グループＡ及び高圧縮比気筒グループＢの全ての吸排気バルブを稼働状態にする指示信号を減筒用バルブ休止機構３０に出力する。これにより、エンジン１０の運転状態が全筒運転領域Ｚにある時は、低圧縮比気筒グループＡと高圧縮比気筒グループＢとを稼働させてエンジン１０を運転する全筒運転が実行される。 Further, when the operating state of the engine 10 is in the all-cylinder operating region Z on the map, the ECU 40 is an instruction signal for setting all the intake and exhaust valves of the low compression ratio cylinder group A and the high compression ratio cylinder group B to the operating state. Is output to the valve deactivation mechanism 30. Thereby, when the operating state of the engine 10 is in the all-cylinder operation region Z, the all-cylinder operation in which the engine 10 is operated by operating the low compression ratio cylinder group A and the high compression ratio cylinder group B is executed.
次に、本実施形態に係るエンジン１０の作用効果について説明する。この作用効果を説明するために、ベース圧縮比“ε１６”に対して低圧縮比気筒グループＡが“ε１４”、高圧縮比気筒グループＢが“ε１７”に設定された本実施形態のエンジン１０を、以下の表１に示す二種類のエンジンと比較する。なお比較例１のエンジンは全６気筒が同一のベース圧縮比“ε１６”で設定され、比較例２のエンジンはベース圧縮比“ε１６”に対して同一の増減割合で低圧縮比気筒グループＡが“ε１５”、高圧縮比気筒グループＢが“ε１７”に設定されている。 Next, the effect of the engine 10 according to the present embodiment will be described. In order to explain this effect, the engine 10 of this embodiment in which the low compression ratio cylinder group A is set to “ε14” and the high compression ratio cylinder group B is set to “ε17” with respect to the base compression ratio “ε16”. Compared with the two types of engines shown in Table 1 below. In the engine of comparative example 1, all six cylinders are set with the same base compression ratio “ε16”, and in the engine of comparative example 2, the low compression ratio cylinder group A has the same increase / decrease rate with respect to the base compression ratio “ε16”. “Ε15” and the high compression ratio cylinder group B are set to “ε17”.
一般的にエンジンの圧縮比を低く設定すると、エンジンの燃焼は悪化し、結果としてエンジンの熱効率が低下するため、エンジンの燃費は悪化する。これを回避するために、本実施形態のエンジン１０は、減筒運転領域内において筒内最大圧（以下、Ｐ−ＭＡＸという）に制限が入らない低中負荷領域では、二つの気筒グループのうち高圧縮比気筒グループＢを稼働させる。すなわち、全６気筒を同一のベース圧縮比“ε１６”に設定した比較例１のエンジンに比べ、本実施形態のエンジン１０は、減筒運転領域内における低中負荷領域でベース圧縮比“ε１６”よりも高い高圧縮比“ε１７”で運転することが可能に構成されている。 Generally, when the compression ratio of the engine is set to be low, the combustion of the engine is deteriorated, and as a result, the thermal efficiency of the engine is lowered, so that the fuel consumption of the engine is deteriorated. In order to avoid this, the engine 10 according to the present embodiment has two cylinder groups in the low and medium load region where the maximum in-cylinder pressure (hereinafter referred to as P-MAX) is not limited in the reduced-cylinder operation region. The high compression ratio cylinder group B is operated. That is, as compared with the engine of the comparative example 1 in which all the six cylinders are set to the same base compression ratio “ε16”, the engine 10 of the present embodiment has a base compression ratio “ε16” in the low and medium load region in the reduced-cylinder operation region. It is possible to operate at a higher compression ratio “ε17” than that.
したがって、本実施形態のエンジン１０によれば、減筒運転領域においてエンジンの熱効率が上昇して、エンジン１０の燃費を効果的に向上することができる。同時に、低負荷時や低温時に発生しやすいＨＣ・ＣＯ等の排ガス低減を図ることができると共に、エンジン１０の始動性も向上することができる。 Therefore, according to the engine 10 of the present embodiment, the thermal efficiency of the engine increases in the reduced-cylinder operation region, and the fuel consumption of the engine 10 can be effectively improved. At the same time, it is possible to reduce exhaust gas such as HC / CO that is likely to occur at low loads or low temperatures, and to improve the startability of the engine 10.
また、減筒運転システムを備えたエンジンにおいて、燃費低減効果を高めるには、減筒運転領域を拡大させればよい。具体的には、燃料噴射量を増加させればよいが、Ｐ−ＭＡＸに制限があるため、この手法には限界がある。本実施形態のエンジン１０では、減筒運転領域内における高負荷領域で低圧縮比気筒グループＡを稼働させるので、全６気筒を同一のベース圧縮比“ε１６”に設定した比較例１のエンジンに比べ、燃料噴射量を増加することが可能に構成されている。 Further, in an engine equipped with a reduced-cylinder operation system, in order to increase the fuel consumption reduction effect, the reduced-cylinder operation region may be expanded. Specifically, the fuel injection amount may be increased, but there is a limit to this method because P-MAX is limited. In the engine 10 of the present embodiment, the low compression ratio cylinder group A is operated in the high load region in the reduced cylinder operation region, so that the engine of Comparative Example 1 in which all six cylinders are set to the same base compression ratio “ε16” is used. In comparison, the fuel injection amount can be increased.
したがって、本実施形態のエンジン１０によれば、燃料噴射量の増加により、図３に示すようにエンジン１０の減筒全負荷トルク線α0は比較例１の減筒全負荷トルク線α1よりも高くなり、減筒運転領域を増加させることが可能となり、結果としエンジン１０の燃費を確実に向上することができる。 Therefore, according to the engine 10 of the present embodiment, the reduced cylinder full load torque line α 0 of the engine 10 is greater than the reduced cylinder full load torque line α 1 of the comparative example 1 as shown in FIG. As a result, it becomes possible to increase the reduced-cylinder operation region, and as a result, the fuel consumption of the engine 10 can be improved reliably.
また、本実施形態のエンジン１０は、減筒運転領域において低圧縮比気筒グループＡ、もしくは、高圧縮比気筒グループＢの何れか一方の気筒グループを休止させる場合は吸排気バルブと燃料噴射とを停止状態にする。 Further, the engine 10 of the present embodiment has an intake / exhaust valve and fuel injection when the low compression ratio cylinder group A or the high compression ratio cylinder group B is deactivated in the reduced cylinder operation region. Stop.
したがって、本実施形態のエンジン１０によれば、減筒運転時に単に気筒への燃料噴射を停止させる従来例に比べて、吸排気バルブの開閉作動によるポンピングフリクションを低減することが可能となり、エンジン１０の燃費をより効果的に向上することができる。 Therefore, according to the engine 10 of the present embodiment, it is possible to reduce the pumping friction due to the opening / closing operation of the intake / exhaust valve compared to the conventional example in which the fuel injection into the cylinder is simply stopped during the reduced cylinder operation. The fuel efficiency of the fuel can be improved more effectively.
また、本実施形態のエンジン１０は、エンジン１０の運転状態が全筒運転領域にある時は、低圧縮比気筒グループＡと高圧縮比気筒グループＢとの双方の気筒グループを稼働状態にする。ここで、本実施形態のエンジン１０では、ベース圧縮比に対する増減割合は、低圧縮比気筒グループＡが高圧縮比気筒グループＢよりも大きく設定されている（低圧縮比気筒グループＡがベース圧縮比“ε１６”に対してマイナス２の“ε１４”、高圧縮比気筒グループＢがベース圧縮比“ε１６”に対してプラス１の“ε１７”）。 Further, the engine 10 of the present embodiment puts both the low compression ratio cylinder group A and the high compression ratio cylinder group B into the operating state when the operation state of the engine 10 is in the all cylinder operation region. Here, in the engine 10 of the present embodiment, the rate of increase / decrease with respect to the base compression ratio is set so that the low compression ratio cylinder group A is larger than the high compression ratio cylinder group B (the low compression ratio cylinder group A is the base compression ratio). “Ε14” minus 2 with respect to “ε16”, and the high compression ratio cylinder group B is “ε17” plus 1 with respect to the base compression ratio “ε16”).
すなわち、図４に示すように、各気筒のＰ−ＭＡＸを例えば１６ＭＰａとすると、低圧縮比気筒グループＡの各気筒の最大トルクは約３５０Ｎｍ、高圧縮比気筒グループＢの各気筒の最大トルクは約２００Ｎｍとなり、エンジン１０の最大出力は約１６５０Ｎｍ（＝３５０Ｎｍ＊３＋２００Ｎｍ＊３）になる。これに対し、Ｐ−ＭＡＸが同じ１６ＭＰａの場合、比較例１の最大出力は約１５００Ｎｍ（＝２５０Ｎｍ＊６）で、比較例２のエンジンの最大出力は約１５００Ｎｍ（＝３００Ｎｍ＊３＋２００Ｎｍ＊３）になる。結果として、本実施形態のエンジン１０は、比較例１や比較例２のエンジンに対して最大出力を約１５０Ｎｍほど増加させることが可能になる。 That is, as shown in FIG. 4, when the P-MAX of each cylinder is 16 MPa, for example, the maximum torque of each cylinder of the low compression ratio cylinder group A is about 350 Nm, and the maximum torque of each cylinder of the high compression ratio cylinder group B is The engine 10 has a maximum output of about 1650 Nm (= 350 Nm * 3 + 200 Nm * 3). On the other hand, when P-MAX is the same 16 MPa, the maximum output of Comparative Example 1 is about 1500 Nm (= 250 Nm * 6), and the maximum output of the engine of Comparative Example 2 is about 1500 Nm (= 300 Nm * 3 + 200 Nm * 3). Become. As a result, the engine 10 of the present embodiment can increase the maximum output by about 150 Nm compared to the engines of Comparative Example 1 and Comparative Example 2.
したがって、本実施形態のエンジン１０によれば、ベース圧縮比に対する増減割合を低圧縮比気筒グループＡが高圧縮比気筒グループＢよりも大きくなるように設定したことで、図３に示すように、従来の全筒全負荷トルク線β1を本システム採用時の全筒全負荷トルク線β0へ拡大が可能となり、結果として、エンジン１０の高出力化とダウンサイジング化との両立を図ることができる。 Therefore, according to the engine 10 of the present embodiment, the increase / decrease ratio with respect to the base compression ratio is set so that the low compression ratio cylinder group A is larger than the high compression ratio cylinder group B, as shown in FIG. The conventional all cylinder full load torque line β 1 can be expanded to the all cylinder full load torque line β 0 when the present system is adopted, and as a result, both high output and downsizing of the engine 10 can be achieved. it can.
なお、本発明は、上述の実施形態に限定されるものではなく、本発明の趣旨を逸脱しない範囲で、適宜変形して実施することが可能である。 In addition, this invention is not limited to the above-mentioned embodiment, In the range which does not deviate from the meaning of this invention, it can change suitably and can implement.
例えば、第一実施形態において、図５に示すように、低圧縮比気筒グループＡの吸気系と高圧縮比気筒グループＢの吸気系とを統合してインタークーラ１５ａ，１５ｂを一つにしてもよい。この場合、低圧段ターボチャージャ２２よりも吸気下流側で分岐する低圧縮比用の吸気通路１２ａと高圧縮比用の吸気通路１２ｂとを、インタークーラ１５よりも吸気上流側で合流させると共に、これら吸気通路１２ａ，１２ｂにそれぞれ吸気の流路を切り替える開閉バルブ１６ａ，１６ｂを設ければよい。 For example, in the first embodiment, as shown in FIG. 5, the intake system of the low compression ratio cylinder group A and the intake system of the high compression ratio cylinder group B are integrated into one intercooler 15a, 15b. Good. In this case, the intake passage 12a for low compression ratio and the intake passage 12b for high compression ratio that branch on the intake downstream side of the low-pressure stage turbocharger 22 are merged on the intake upstream side of the intercooler 15, and these Opening / closing valves 16a and 16b for switching the intake air flow paths may be provided in the intake passages 12a and 12b, respectively.
また、エンジン１０は、直列６気筒のエンジンに限定されず、Ｖ型エンジンや６気筒以外の多気筒エンジンであってもよい。 The engine 10 is not limited to an in-line 6-cylinder engine, and may be a V-type engine or a multi-cylinder engine other than 6 cylinders.
１０ エンジン（内燃機関）
３０ 減筒用バルブ休止機構（減筒運転制御手段）
４０ ＥＣＵ（減筒運転制御手段）
２０ 高圧段ターボチャージャ（第１の高圧段過給機）
２１ 高圧段ターボチャージャ（第２の高圧段過給機）
２２ 低圧段ターボチャージャ（低圧段過給機）
Ａ 低圧縮比気筒グループ
Ｂ 高圧縮比気筒グループ
10 Engine (Internal combustion engine)
30 Valve deactivation mechanism for reduced cylinders (reducing cylinder operation control means)
40 ECU (reducing cylinder operation control means)
20 High-pressure stage turbocharger (first high-pressure stage turbocharger)
21 High-pressure turbocharger (second high-pressure turbocharger)
22 Low pressure turbocharger (low pressure turbocharger)
A Low compression ratio cylinder group B High compression ratio cylinder group
Claims (5)
圧縮比を所定の低圧縮比に設定した少なくとも一つの低圧縮比気筒と、
圧縮比を前記所定の低圧縮比よりも高く設定した少なくとも一つの高圧縮比気筒と、
前記低圧縮比気筒及び前記高圧縮比気筒の吸排気バルブと燃料噴射とを稼働状態もしくは停止状態に選択的に切り替え可能な減筒運転制御手段と、を備え、
前記減筒運転制御手段は、
前記内燃機関の運転状態が減筒運転領域内の所定の低中負荷領域である減筒高圧縮比運転領域にある時は、前記低圧縮比気筒の吸排気バルブと燃料噴射とを停止状態にすると共に前記高圧縮比気筒の吸排気バルブと燃料噴射とを稼働状態にし、前記内燃機関の運転状態が減筒運転領域内の所定の高負荷領域である減筒低圧縮比運転領域にある時は、前記高圧縮比気筒の吸排気バルブと燃料噴射とを停止状態にすると共に前記低圧縮比気筒の吸排気バルブと燃料噴射とを稼働状態にし、前記内燃機関の運転状態が前記減筒低圧縮比運転領域より更に高負荷領域であり且つ最大負荷を含む全筒運転領域にある時は、前記低圧縮比気筒及び前記高圧縮比気筒の全ての吸排気バルブと燃料噴射とを稼動状態にし、
前記減筒高圧縮比運転領域、前記減筒低圧縮比運転領域及び前記全筒運転領域は、それぞれ負荷方向の幅を有することを特徴とする内燃機関。 An internal combustion engine capable of reduced-cylinder operation that stops intake and exhaust valves and fuel injection of any cylinder among a plurality of cylinders,
At least one low compression ratio cylinder having a compression ratio set to a predetermined low compression ratio;
At least one high compression ratio cylinder having a compression ratio set higher than the predetermined low compression ratio;
Reduced-cylinder operation control means capable of selectively switching the intake and exhaust valves and fuel injection of the low compression ratio cylinder and the high compression ratio cylinder to an operating state or a stopped state,
The reduced-cylinder operation control means includes
When the operating state of the internal combustion engine is in the reduced-cylinder high compression ratio operating region , which is a predetermined low and medium load region in the reduced-cylinder operating region , the intake / exhaust valve and fuel injection of the low compression ratio cylinder are stopped. When the intake / exhaust valve and the fuel injection of the high compression ratio cylinder are in an operating state , and the operation state of the internal combustion engine is in a reduced cylinder low compression ratio operation region which is a predetermined high load region in the reduced cylinder operation region , the high and the intake and exhaust valves and fuel injection of the compression ratio cylinder to a running state and the intake and exhaust valves and fuel injection of the low compression ratio cylinder while stopped, the operating state of the internal combustion engine is low the reduced cylinder When the engine is in the all-cylinder operation region that is higher than the compression ratio operation region and includes the maximum load, all the intake / exhaust valves and fuel injection in the low compression ratio cylinder and the high compression ratio cylinder are put into operation. ,
The internal combustion engine, wherein the reduced-cylinder high compression ratio operation region, the reduced-cylinder low compression ratio operation region, and the all-cylinder operation region each have a width in the load direction .
前記高圧縮比気筒から排出される排気で駆動するタービンを含む第２の高圧段過給機と、
前記第１及び第２の高圧段過給機を通過した排気で駆動するタービンを含む低圧段過給機と、
を備える請求項１から３の何れかに記載の内燃機関。 A first high-pressure supercharger including a turbine driven by exhaust discharged from the low compression ratio cylinder;
A second high-pressure supercharger including a turbine driven by exhaust discharged from the high compression ratio cylinder;
A low pressure turbocharger including a turbine driven by exhaust gas that has passed through the first and second high pressure turbochargers;
An internal combustion engine according to any one of claims 1 to 3.
前記低圧縮比用吸気通路及び前記高圧縮比用吸気通路の合流部よりも吸気下流側に設けられ、前記低圧縮比気筒及び前記高圧縮比気筒に導入される吸気を冷却する一つのインタークーラと、
前記低圧縮比用吸気通路及び前記高圧縮比用吸気通路にそれぞれ設けられて、吸気の流路を切り替える第１開閉バルブ及び第２開閉バルブと、
をさらに備える請求項４に記載の内燃機関。 An intake passage for a low compression ratio and an intake passage for a high compression ratio that branch downstream from the compressor of the low-pressure stage turbocharger, wherein the compressor of the first high-pressure stage supercharger and the second high-pressure stage An intake passage for low compression ratio and an intake passage for high compression ratio that merge on the intake downstream side of both compressors after passing through the compressor of the stage supercharger,
One intercooler, which is provided on the downstream side of the intake air from the merging portion of the low compression ratio intake passage and the high compression ratio intake passage, and cools the intake air introduced into the low compression ratio cylinder and the high compression ratio cylinder When,
A first on-off valve and a second on-off valve that are provided in the low compression ratio intake passage and the high compression ratio intake passage, respectively, to switch the intake air flow path;
The internal combustion engine according to claim 4, further comprising:
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