JP6177928B2 - Internal combustion engine and drive system - Google Patents

Description

  The present invention relates to an improvement of an internal combustion engine and a drive system suitable for an automobile engine or the like.

  Two-cycle and four-cycle internal combustion engines are known as automobile engines. The two-cycle engine has one explosion per revolution of the crankshaft, and the four-cycle internal combustion engine has one explosion every two revolutions. On the other hand, a six-cycle engine in which a scavenging intake stroke and a scavenging exhaust stroke are added after the four-stroke stroke is also known, resulting in one explosion per three rotations of the crankshaft. Patent Document 1 below includes an air intake stroke and a pressurizing stroke for pressurizing air in the combustion chamber during the transition from the exhaust stroke of the four cycles to the intake stroke. A six-cycle engine is disclosed in which compressed air is supplied to other cylinders in the latter half of the intake stroke.

  By the way, with the recent rise in fuel and global warming countermeasures, a hybrid engine that combines an internal combustion engine and an electric motor is attracting attention. In addition, electric vehicles, hydrogen vehicles, fuel cell vehicles, etc. have been proposed as methods with low environmental impact, but there are many problems such as requiring a long time for charging and infrastructure for filling hydrogen. is there.

  Patent Document 2 listed below discloses a six-cycle internal combustion engine designed to improve fuel consumption and reduce the environmental load. According to this, in the intake stroke, the piston in the cylinder is lowered, the intake valve is opened, and air is taken into the cylinder. In the pressurized chamber delivery stroke, the piston is raised, the delivery valve is opened, and pressurized air is delivered to the pressurized chamber. In the pressurizing chamber suction stroke, the piston is lowered and the suction valve is opened, so that the pressurized air is sucked again into the cylinder from the pressurizing chamber. The amount of mixed gas is adjusted by a throttle mechanism. Thereafter, the same compression stroke, combustion stroke, and exhaust stroke operations as those of the four-cycle internal combustion engine are performed.

Japanese Patent Laid-Open No. 2-119635 JP 2010-31705 A

  According to the internal combustion engine described in Patent Document 2 described above, a self-pressurization cycle of 2 cycles is added to a 4-cycle internal combustion engine, the air introduced into the cylinder is pressurized and sent to the pressurization chamber, and then pressurized. By sucking the air in the chamber into the cylinder and performing compression, combustion, and exhaust, an excellent technical effect of improving fuel consumption and environmental load can be obtained. However, since there are six cycles, it is advantageous if the exhaust gas pressure in the low speed range is low and the exhaust can be performed better. In addition, it would be more convenient if it was possible to improve fuel consumption, reduce the environmental load due to exhaust gas, and improve horsepower or torque.

  The present invention focuses on the above points, and its purpose is to perform exhaust well even in 6 cycles. Another object is to improve horsepower or torque at high speeds. Still another object of the present invention is to provide an internal combustion engine excellent in practicality and its drive system that can improve the fuel consumption and reduce the environmental load.

In order to achieve the above object, the present invention provides an internal combustion engine including an engine that opens and closes a valve when a piston reciprocates in the cylinder. The cylinder includes an intake valve, a delivery valve, an intake valve, An exhaust valve is provided, and a pressurization chamber for temporarily retaining pressurized air sent from the delivery valve is connected to the delivery valve and the suction via a first throttle mechanism for flow rate adjustment. An external supercharger that is provided between the valves and is driven from outside in the low speed range and driven by the pressure of the exhaust gas in the high speed range, compresses the outside air and supplies the flow rate. It is provided between the exhaust valve and the intake valve via a second throttle mechanism for adjustment, and the first throttle mechanism adjusts the flow rate according to the speed in the low speed range. Both fully opened in high speed range, the second throttle mechanism is in the low-speed range are closed, perform flow adjustment according to the speed at the high speed range,
a, an intake stroke for opening the intake valve and sucking outside air into the cylinder when the piston descends;
b, a delivery stroke for pressurizing air sucked into the cylinder by the intake stroke when the piston is raised, opening the delivery valve, and delivering the pressurized air to the pressurization chamber;
c, when the piston descends, the intake valve is opened with the intake valve closed, and the mixed gas of air and fuel in the pressurized chamber is sucked in the low speed region, and the intake valve is sucked in the high speed region. A suction stroke for sucking a mixed gas of air in the pressure chamber and compressed air and fuel supplied from the external supercharger;
d, a compression stroke for compressing the mixed gas sucked into the cylinder by the suction stroke when the piston moves up;
e. Combustion stroke in which the mixed gas compressed by this compression stroke is burned and exploded to lower the piston.
f, an exhaust stroke in which residual gas after combustion during the combustion stroke is exhausted from the cylinder by opening the exhaust valve when the piston rises, and is sent to the external supercharger;
Is repeatedly performed.

  In another invention, instead of the external turbocharger, an exhaust turbine driven from the outside in the low speed range and driven by the pressure of the exhaust gas in the high speed range is provided on the exhaust valve side. A third throttle mechanism is provided on the suction valve side, the third throttle mechanism is closed in the low speed range, and the flow rate is adjusted according to the speed in the high speed range, In the intake stroke, when the piston descends, the intake valve is opened with the intake valve closed, and in the low speed range, the mixed gas of air and fuel in the pressurized chamber is sucked. , Sucking the mixed gas of the air in the pressurizing chamber, the outside air supplied from the third throttle mechanism and the fuel, and the exhaust stroke is performed after the combustion by the combustion stroke when the piston ascends. The run gas, open the exhaust valve, and the exhaust from inside the cylinder, and wherein the sending to the exhaust turbine.

  One of the main forms is characterized by including an EGR device that mixes a part of the exhaust gas exhausted in the exhaust stroke with the mixed gas in the intake stroke. The EGR device mixes a part of the exhaust gas with the mixed gas from the exhaust valve side in the low speed region, and mixes a part of the exhaust gas with the mixed gas from the external supercharger side in the high speed region. Switching means is provided, and the switching means performs the switching operation in conjunction with the opening and closing operations of the first and second throttle mechanisms.

  According to another aspect, the diameters of the intake valve and the delivery valve are set to be larger than the diameters of the exhaust valve and the intake valve. Still another embodiment is characterized in that the shape of the cam is defined so that the operations of the intake stroke and the delivery stroke do not overlap when the valves are opened and closed by the cam. And Still another embodiment has a multi-cylinder configuration in which a plurality of the cylinders are provided, and the pressurization chamber and an external supercharger or an exhaust turbine are shared among the plurality of cylinders. .

  The drive system of the present invention is a hybrid system that uses the internal combustion engine and an electric motor that is driven by using the electric power generated by driving the external supercharger or the exhaust turbine of the internal combustion engine. It is characterized by that. The above and other objects, features and advantages of the present invention will become apparent from the following detailed description and the accompanying drawings.

  According to the present invention, since an external supercharger or an exhaust turbine is provided, exhaust at a low speed can be performed satisfactorily. In addition to pressurized air from the pressurized chamber, compressed air or outside air from an external supercharger is introduced, improving combustion efficiency, improving horsepower or torque at high speeds, improving fuel consumption, and environment The load can be reduced.

It is a figure which shows the principal part of Example 1 of this invention. It is a figure which shows an example of the magnitude | size of the valve diameter in FIG. 1 and the structure of a throttle mechanism. It is a figure which shows the mode of the main process in the said Example 1. FIG. It is a figure which shows the mode of the main process in the said Example 1. FIG. It is a figure which shows an example of the cam shape in the said Example 1, the relationship between a cam motion and a stroke, and an example of the relationship between the angle of a cam, and a lift amount. It is a figure which shows the principal part of the control apparatus in the said Example 1. FIG. It is a figure which shows the mode of operation | movement at the time of the low and medium speed of the said Example 1. FIG. It is a figure which shows the mode of operation | movement at the time of the high speed of the said Example 1. FIG. It is a graph which shows the relationship between the crankshaft rotation speed in the Example of this invention, throttle opening, an engine output, and suction port pressure. It is a figure which shows the principal part of Example 2 of this invention. It is a figure which shows the modification of Example 2 of this invention. It is a figure which shows the principal part of Example 3 of this invention. It is a figure which shows an example of the relationship of the cycle between cylinders in the case of applying the said Example to many cylinders.

  Hereinafter, the best mode for carrying out the present invention will be described in detail based on examples.

  First, Embodiment 1 of the present invention will be described with reference to FIGS. FIG. 1 shows the main part of this embodiment. As shown in the figure, four valves 20, 30, 40, 50 are provided for the cylinder 10 of the six-stroke engine 1. A pressurizing chamber 60 and a low / medium speed throttle mechanism 70L are provided between the valve 40 and the valve 50. An external supercharger (turbocharger) 80, an intercooler 90, and a high-speed throttle mechanism 70H are provided between the valve 30 and the valve 50. Furthermore, in this embodiment, an EGR (Exhaust Gas Recirculation) device 200 is provided, and the recirculated exhaust gas obtained from the intake side and the exhaust side of the external supercharger 80 described above is switched by the switching valve 210, and the EGR cooler 220 is switched. It supplies to the valve | bulb 50 via this. The VVC indicated by the dotted line will be described later.

Each valve and operation are as follows.
(1) Intake valve 20: This valve opens when the outside air is taken into the cylinder 10.
(2) Exhaust valve 30: This valve is opened when the gas after combustion is exhausted from the cylinder 10.
(3) Delivery valve 40: A valve for delivering the air pressurized in the cylinder 10 to the pressurization chamber 60.
(4) Suction valve 50: A valve for sucking pressurized air staying in the pressurized chamber 60, compressed air from the external supercharger 80, and recirculated exhaust gas from the EGR device 200 into the cylinder 10 together with the fuel gas. It is.

  FIG. 2A shows the size of the above-described valve. The intake valve 20 has a larger diameter or cross-sectional area than the exhaust valve 30 and can perform intake efficiently. Further, the delivery valve 40 has a larger diameter or cross-sectional area than the suction valve 50 so that air can be efficiently delivered to the pressurizing chamber 60. In addition, the size of the port is set so as to correspond to the size of these valves. That is, the intake port 22 has a larger diameter or cross-sectional area than the exhaust port 32, and the delivery port 42 has a larger diameter or cross-sectional area than the intake port 52.

  Next, each part will be described in detail. The intake valve 20 is connected to an intake port 22 for sucking outside air. The exhaust valve 30 is connected to an exhaust side turbine housing 80E of the external supercharger 80 through an exhaust port 32 and a pipe line 34 for exhausting residual gas after combustion. The exhaust side of the exhaust side turbine housing 80E is connected to the high speed side EGR pipe line 82H, and the high speed side EGR pipe line 82H is provided with an exhaust pipe line 82E. The exhaust port 32 is also connected to the low-speed EGR pipe line 82L, and the EGR pipe lines 82L and 82H are connected to the switching side of the switching valve 210, respectively. Thus, the EGR pipe line 82L is selected at low and medium speeds, and the EGR pipe line 82H is selected at high speeds and connected to the EGR cooler 220. The recirculated exhaust gas discharge side of the EGR cooler 220 is connected to the intake port 52 of the intake valve 50 via a pipe line 222. The EGR pipes 82L and 82H are provided with one-way valves (check valves) 202L and 202H, respectively, for preventing the exhaust gas from flowing backward.

  Next, an intake port 84 is provided in the intake-side turbine housing 80I of the external supercharger 80 described above, and the turbine shaft 88 has a rotational force of an oil pump hydraulic pressure or an engine (a motor in the case of a hybrid described later). Is transmitted via the one-way clutch 86. The discharge side of the intake side turbine housing 80I is connected to the intake port 52 of the intake valve 50 by connecting the line 92, the intercooler 90, the line 94, and the high-speed throttle mechanism 70H in this order.

  On the other hand, the delivery valve 40 is connected to the pressurization chamber 60, the conduit 44, and the low / medium speed throttle mechanism 70 </ b> L in this order via the delivery port 42, and further connected to the suction port 52 of the suction valve 50. Yes. That is, the pressurized air sent from the delivery valve 40 and introduced into the pressurized chamber 60 is sucked together with the compressed air by the external supercharger 80 and the recirculated exhaust gas by the EGR device 200 after adjusting the flow rate by the throttle mechanism 70L. The valve 50 is introduced into the cylinder 10.

  FIGS. 2B and 2C show examples of the above-described throttle mechanisms 70L and 70H, respectively. As shown in FIG. 5B, the throttle mechanism 70L is provided with a throttle valve 74L at the center of the pipeline 72L, and can be rotated in the direction of the arrow F74 with respect to the central axis. Opening and closing is performed. The throttle valve 74L responds to the operation of an automobile accelerator (not shown) as is well known, and the position of the solid line in the figure is a so-called idling state, and the position indicated by the dotted line is a fully opened state. . A bypass 76L is provided on the side surface of the pipe line 72L, and a small amount of gas flow is secured through the bypass 76L even in an idling state. The bypass 76L is provided with an idle adjustment screw 78L for adjusting the gas flow rate in the idle state.

  On the other hand, the throttle mechanism 70H is provided with a throttle valve 74H at the center of the pipe line 72H as shown in FIG. 5C, and is rotatable like the throttle valve 74L, and opens and closes the pipe line. It is. The throttle valve 74H is also in response to the operation of the accelerator of the automobile, and is in the fully open state where the position indicated by the dotted line is the most open. That is, when the accelerator is depressed most, the throttle valves 74L and 74H are in the positions indicated by the dotted lines in FIGS. In the throttle mechanism 70H, the bypass 76L and the idle adjustment screw 78L shown in FIG.

The throttle valves 74L and 74H of the throttle mechanisms 70L and 70H are opened and closed in response to the amount of accelerator depression (engine speed or crankshaft rotation speed), but the timing when the driver depresses the accelerator. Is set as follows, for example.
a. After the throttle valve 74L is gradually opened and fully opened, the throttle valve 74H starts to open.
b. With the throttle valve 74L being opened to some extent (not reaching the full open position), the throttle valve 74H starts to open.
c. After the throttle valve 74L is fully opened, the throttle valve 74H starts to open after a certain accelerator depression.

In this embodiment, the throttle valves 74L and 74H of the throttle mechanisms 70L and 70H operate as shown in FIG. That is,
a. First, the throttle valve 74L of the throttle mechanism 70L is opened (see graph GSA) in conjunction with an increase in the accelerator depression amount. The throttle valve 74L is fully opened when the crankshaft rotation speed is TC.
b. When the crankshaft rotation speed is further increased while the throttle valve 74 of the throttle mechanism 70L is fully opened, the throttle valve 74H of the throttle mechanism 70H is opened (see graph GSB).

  Returning to FIG. 1, cams 120, 130, 140, and 150 (only 120 and 150 are shown) are provided at the ends of the above-described valves 20, 30, 40, and 50 through rocker arms 20A, 30A, 40A, and 50A, respectively. Are in contact with each other, and the opening / closing operation described later is performed by the rotation of the cams. Various types of these valve drive mechanisms are known, and any of them may be applied. A fuel ignition plug 12 is provided at the center of the cylinder surrounded by the valve.

  Further, a fuel port 71 is connected to the suction port 52 so that fuel gas is supplied. This fuel gas is mixed with the air sent out from the pressurizing chamber 60, the compressed air supplied from the external supercharger 80, and the recirculated exhaust gas from the EGR device 200, and is supplied into the cylinder 10. The amount of fuel gas is electronically controlled in accordance with the movement of the accelerator, and the opening and closing of the throttle valves 74L and 74H of the throttle mechanisms 70L and 70H also corresponds to the movement of the accelerator as described above. Accordingly, the amount of compressed air and compressed air and the amount of fuel are controlled in accordance with the movement of the accelerator. As described above, the fuel may be introduced into the cylinder 10 from the fuel port 71, or may be directly injected into the cylinder 10 by an injection nozzle. In the case of diesel, a fuel injection nozzle is provided instead of the plug 12.

3 and 4 show the state of the main part in each process of 6 cycles in the present embodiment. 3 and 4 show four valves 20, 30, 40, and 50 in parallel in order to facilitate understanding of the present invention. The point that the piston 14 in the cylinder 10 is joined to the crankshaft 18 via the connecting rod 16 is the same as in the known technique. Hereinafter, operations in each process will be described in order. Note that the direction of movement of the piston 14 in the following description may be reversed upside down or in the horizontal direction (left-right direction), and these cases are also included in the illustrated up-down direction. .
(1) Intake stroke: As shown in FIG. 3A, the piston 14 in the cylinder 10 descends as shown by an arrow F3A, the intake valve 20 opens, and air is taken into the cylinder 10 from the intake port 22. Is done.
(2) Delivery stroke: As shown in FIG. 3 (B), the piston 14 in the cylinder 10 rises as shown by an arrow F3B, the delivery valve 40 opens, and the pressurized air enters the pressurized chamber 60. Sent out.
(3) Suction stroke: As shown in FIG. 3C, the piston 14 in the cylinder 10 descends as shown by an arrow F3C, and the suction valve 50 opens. As a result, the pressurized air staying in the pressurized chamber 60 and the compressed air from the external supercharger 80 are mixed with the fuel gas and the recirculated exhaust gas from the EGR device 200 and sucked into the cylinder 10 from the suction port 52. Is done.
(4) Compression stroke: As shown in FIG. 4 (A), with all of the valves 20, 30, 40, 50 closed, the piston 14 rises as shown by the arrow F3D, and the mixed gas flows in the cylinder 10. Compressed.
(5) Combustion stroke: As shown in FIG. 4B, the plug 12 is ignited, and the mixed gas compressed in the cylinder 10 is burned and exploded. The piston 14 descends as indicated by an arrow F3E.
(6) Exhaust stroke: As shown in FIG. 4 (C), with the exhaust valve 30 opened, the piston 14 rises as indicated by the arrow F3F, and the residual gas in the cylinder 10 is exhausted from the exhaust port 32. . A part of the residual gas is used for rotation of the turbine of the external supercharger 80, a part is recirculated to the suction port 52 by the EGR device 200, and a part is exhausted from the exhaust pipe 82E.

Next, when attention is paid to the movement of the cams 120, 130, 140, 150, it is as follows. Each cam makes one rotation in the 6 cycles shown in FIGS.
(1) Cam 120: A cam for opening and closing the intake valve 20, which pushes and opens the intake valve 20 in the intake stroke of FIG.
(2) Cam 130: A cam for opening and closing the exhaust valve 30, which is opened by pushing the exhaust valve 30 in the exhaust stroke of FIG.
(3) Cam 140: A cam for opening and closing the delivery valve 40. The cam 140 is pushed and opened in the delivery process of FIG.
(4) Cam 150: A cam for opening and closing the intake valve 50, which is opened by pushing the intake valve 50 in the intake stroke of FIG.

  FIGS. 5A to 5C show examples of the cams 120 to 150 described above. The cam crests 122 to 152 of the cams 120 to 150 are all formed in a range of 60 degrees, and as a result, the valves 20 to 50 are opened at a rate of once every six cycles. Further, by adjusting the rising and falling shapes of the cam peaks 122 to 152, it is possible to overlap the operations of adjacent processes, or to prevent the overlap from occurring.

  FIG. 2A is a view of the cam 120 as viewed from the direction of the camshaft 100. The cam 120 stands up so as to draw, for example, an arc having a radius of 2 mm (R2) with a base of 5 degrees in the range of 60 degrees. For example, the top portion draws an arc having a radius of 4 mm (R4). The fall of the cam mountain 122 is, for example, linear. FIG. 5B shows the cam 140, and the cam crest 142 has a shape opposite to that of the cam crest 122, for example. FIG. 6C shows the cams 130 and 150. As an example, the rising and falling of the cam peaks 132 and 152 are linear, for example. If the rise and fall of the cam crest is an arc, an overlap occurs in the operation of an adjacent process, and if it is linear, no overlap occurs.

  FIG. 5D shows the entire process described above. The time when the cam crest 122 of the cam 120 pushes the suction valve 20 is the air suction stroke. The same applies to the other cams 130, 140, 150. In the figure, the bottom dead center indicates the position where the piston 14 is lowered most, and the top dead center indicates the position where the piston 14 is raised most. In addition, the overlap indicates that operations such as intake and exhaust are overlapped in adjacent strokes near the top dead center or the bottom dead center.

  At the bottom dead center where the intake process shifts to the delivery stroke, the operation is set so as not to overlap at an angle of 2 degrees (4 degrees as a whole) (R at the fall of the cam crest 122, rise of the cam crest 142). R), which ensures that intake and delivery operations are performed. Note that the overlap avoidance angle shown in FIG. 5D and the rising base point (R base point) angle of the cam crest 122 shown in FIG. Not always. The same applies to the cam crest 142 shown in FIG. Near the top dead center where the exhaust stroke shifts to the intake stroke, the operation overlaps with the straight line of the cam peak 132 and the straight line of the cam peak 122. Others are also illustrated.

  According to this embodiment, the six steps in FIG. 5D (see FIGS. 3 and 4) are sequentially repeated. That is, in six cycles, all of the cams 120, 130, 140, 150 rotate once. On the other hand, as shown in FIGS. 3 and 4, the crankshaft 18 makes one rotation in two cycles, and therefore makes three rotations in six cycles. Thus, according to the present embodiment, the rotational speed of the camshaft 100 is 1/3 of the rotational speed of the crankshaft 18.

  FIG. 5E shows the relationship between the cam angle and the cam lift. In the graph G6, the solid line shows the lift amount due to the straight line of the cam crest, rising from −2 degrees, for example, reaching a peak at 30 degrees, and reaching the lift amount zero at 62 degrees, for example. The alternate long and short dash line indicates the lift amount due to the arc of the cam crest. Graph G4 shows an example of the cam lift in the case of 4 cycles, rising from 0 degrees, peaking at 45 degrees, and lift amount being zero at 90 degrees. When the crankshaft rotation speed is the same, the rotation of the camshaft in 6 cycles is slower than in the case of 4 cycles. For this reason, the time for which the valves 20, 30, 40, 50 are opened in the case of 6 cycles in this embodiment approaches that in the case of 4 cycles (see the arrow in FIG. 5E).

Next, FIG. 6 shows a sensor and a motor connected to an ECU (Engine Control Unit) 300 that performs control in this embodiment, particularly those related to this embodiment. ECU 300 executes a control program prepared in advance, and outputs a drive signal necessary for each motor based on a detection signal input from each sensor. The functions of the illustrated sensor and motor are as follows.
a, Accelerator opening sensor 310: Detects the degree of accelerator depression by the driver.
b, Low / medium speed throttle control sensor 320L: Detects the opening / closing state of the throttle valve 74L of the low / medium speed throttle mechanism 70L.
c, High speed throttle control sensor 320H: Detects the opening / closing state of the throttle valve 74H of the high speed side throttle mechanism 70H.
d, Low / medium speed throttle motor 322L: Opens / closes the throttle valve 74L of the low / medium speed throttle mechanism 70L.
e, high speed throttle motor 322H: opens and closes the throttle valve 74H of the high speed side throttle mechanism 70H. The opening / closing operations of the throttle mechanisms 70L and 70H are controlled by the ECU 300 so as to be performed in conjunction with each other.
f, EGR control sensor 324: detects the switching state of the switching valve 210 of the EGR device 200.
g, EGR switching motor 326: The switching valve 210 is switched. This switching is controlled by the ECU 300 so as to be interlocked with the opening / closing operations of the throttle mechanisms 70L and 70H.
h, vehicle speed sensor 328: detects the speed of the vehicle.

  For example, a vehicle speed sensor, a brake sensor, a mission position sensor, a fuel or exhaust temperature sensor, an engine rotation sensor, a turbine rotation sensor of the external supercharger 80, and the like are connected to the ECU 300 as necessary.

  Next, the operation of this embodiment will be described. Since the operation differs at low and medium speeds and at high speeds, each case will be described. The following operations are realized by the ECU 300 performing drive control of each part based on the detection result of each sensor shown in FIG. The speed is detected by the vehicle speed sensor 328. For example, a speed of less than 40 [km] per hour is set as a low / medium speed range, and a range higher than that is set as a high speed range. FIG. 7 shows a state at low and medium speeds, and FIG. 8 shows a state at high speeds.

  <Low / medium speed range> In the low / medium speed range, in the case of 6 cycles, the amount of exhaust gas is small, and the external supercharger 80 becomes exhaust resistance. Therefore, the shaft 88 of the external supercharger 80 is driven by an engine or the like to forcibly exhaust and reduce the resistance. As a result, the piston 14 is raised smoothly during exhaust (see FIG. 4C).

  At low and medium speeds, as described above, the throttle valve 74L of the throttle mechanism 70L opens in conjunction with an increase in speed (the amount of accelerator depression or the engine speed). 74H remains closed. On the other hand, the switching valve 210 of the EGR device 200 is switched to the EGR pipe line 82L side. For this reason, a part of the exhaust gas exhausted from the exhaust port 32 of the exhaust valve 30 passes through the conduit 222 after being cooled by the EGR cooler 220 via the EGR conduit 82L, the one-way valve 202L, and the switching valve 210. The recirculated exhaust gas is supplied to the suction port 52. The remaining exhaust gas is exhausted from the exhaust pipe 82E through the pipe 34, the exhaust turbine housing 80E of the external supercharger 80, and the EGR pipe 82H in this order.

  On the other hand, the pressurized air delivered from the delivery valve 40 and introduced into the pressurized chamber 60 is supplied to the suction port 52 after the flow rate is adjusted by the throttle mechanism 70L. Further, fuel gas is supplied to the suction port 52 from the fuel port 71. These pressurized air and fuel gas are mixed with the recirculated exhaust gas at the intake port 52 and introduced into the cylinder 10 from the intake valve 50.

  <High Speed Area> Next, in the high speed area, the amount of exhaust gas is large, and the external supercharger 80 operates favorably. In this state, the one-way clutch 86 operates and the rotation of the shaft 88 is not transmitted to the external supercharger 80. On the other hand, the throttle valve 74L of the throttle mechanism 70L is fully opened, and the throttle valve 74H of the throttle mechanism 70H is also opened in conjunction with the increase in speed. For this reason, the compressed air sucked into the intake-side turbine housing 80I from the intake port 84 of the external supercharger 80 is introduced into the intercooler 90 through the pipe 92 and cooled, and then, the compressed air is supplied from the pipe 94 to the throttle mechanism 70H. And supplied to the suction port 52.

  On the other hand, the switching valve 210 of the EGR device 200 is switched to the EGR pipe line 82H side in conjunction with the opening / closing operation of the throttle mechanisms 70L and 70H. Therefore, the exhaust gas exhausted from the exhaust port 32 of the exhaust valve 30 is supplied from the pipe 34 to the exhaust-side turbine housing 80E of the external supercharger 80, and after rotating the shaft 88, a part of the exhaust gas is exhausted. The air is exhausted from the path 82E, and the rest is supplied to the EGR device 200. That is, after being cooled by the EGR cooler 220 through the EGR pipe line 82H, the one-way valve 202H, and the switching valve 210, the refrigerant passes through the pipe line 222 and is supplied to the intake port 52 as the recirculated exhaust gas.

  As with the low and medium speeds, the pressurized air that is delivered from the delivery valve 40 and introduced into the pressurized chamber 60 is supplied to the suction port 52 via the throttle mechanism 70L. Further, fuel gas is supplied from the fuel port 71 to the suction port 52. These pressurized air and fuel gas are mixed with the recirculated exhaust gas from the EGR device 200 and the compressed air from the throttle mechanism 70H at the intake port 52, and introduced into the cylinder 10 through the intake valve 50.

  FIG. 9 shows an example of the relationship between the throttle opening, the engine output, and the suction port pressure with respect to the crankshaft rotation speed (engine rotation speed). First, focusing on the throttle opening, in the low and medium speed range, as shown by the graph GSA, the throttle valve 74L of the throttle mechanism 70L opens as the crankshaft rotational speed increases, and is fully opened at TC. When the crankshaft rotational speed further increases, as shown by the graph GSB, the throttle valve 74H of the throttle mechanism 70H starts to open and is fully opened at the rated output point.

  Next, paying attention to the graph of the engine output, there is an output of ΔW at the idling point, and when there is no external supercharger 80, a graph GEA is obtained. However, according to the present embodiment, the exhaust resistance is lowered by the forced exhaust by the external supercharger 80, and the output in the low and medium speed range is improved as shown by the graph GEB. On the other hand, in the high speed region, the graphs are as shown in graphs GE1 to GE4. Among these, when there is no pressurization chamber 60 and the external supercharger 80, it becomes like the graph GE1. In the case of only the pressurizing chamber 60, it becomes like the graph GE2, and the engine output is improved as compared with GE1. In the present embodiment, since both the pressurizing chamber 60 and the external supercharger 80 act, the engine output further increases as shown by the graph GE4. Graph GE3 is the case of Example 2 described later.

  Next, paying attention to the graph of the suction port pressure, in the low / medium speed range, when only the pressurizing chamber 60 is provided without the external supercharger 80, the throttle valve has the highest idling point as shown by the graph GC. It decreases as the angle of 74L increases. Even when the external supercharger 80 is provided, the amount of residual gas exhausted from the exhaust valve 30 is small in the low and medium speed ranges, and supercharging by the external supercharger 80 is hardly performed. Therefore, it is the same as the graph GC. On the other hand, in the high speed range, the throttle valve 74H of the high speed side throttle mechanism 70H opens at TC. Then, since the compressed air by the external supercharger 80 is added, as shown by the graph GCC, the pressure of the suction port 52 increases. That is, in the high speed region, the amount of residual gas exhausted from the exhaust valve 30 increases as the crankshaft rotation speed increases, and supercharging by the external supercharger 80 is performed well. By using an external supercharger 80 that compresses air before being introduced into the cylinder 10 together with the pressurizing chamber 60, the pressure in the pressurizing chamber 60 in the high speed range is maintained, and a decrease in horsepower or torque is suppressed. can do. The graph GCA is an extension of the graph GC. ΔP is the pressure applied at the idling point. Graph GCB is the case of Example 2 described later.

  In the high speed range, the rotation speed of the shaft 88 rotated by the engine becomes high, and the supercharging pressure by the external supercharger 80 may become higher than necessary. Therefore, the boost valve controller VVC (shown only in FIG. 1). Adjust the pressure with. In the present embodiment, as shown by a dotted line in FIG. 1, the adjusted gas is released to the pressurizing chamber 60. The same applies to the other embodiments.

Thus, according to the present embodiment, the following effects are obtained.
(1) At low and medium speeds, two self-pressurization cycles are added to a four-cycle engine, and after the intake stroke, air is sent to the pressurization chamber 60 and pressurized air is sucked from the pressurization chamber 60 As a result, combustion is performed at a high gas pressure. For this reason, although it is 6 cycles, the torque thru | or horsepower close | similar to 4 cycles are obtained. Further, compared to the four cycles, it is possible to reduce fuel consumption and purify exhaust gas. Further, since the external supercharger 80 is driven by an engine or the like to forcibly exhaust and lower the exhaust resistance, the piston 14 can be smoothly raised during exhaust and the exhaust can be performed satisfactorily. .
(2) At high speed, in addition to the pressurizing chamber 60, the external supercharger 80 is used together, and compressed air obtained by compressing the outside air is also sucked in. This reduces the shortage of air and improves combustion efficiency. In addition, it is possible to improve horsepower or torque in the high speed range.
(3) Since the rotation time of the engine per cycle is 1.5 times longer than that of the 4-cycle engine, the reduction in efficiency in each cycle is suppressed to 30%. Further, since the rotation of the camshaft is also 1.5 times slower than the 4-cycle internal combustion engine, the period loss ratio is also reduced. In addition, since the camshaft drive resistance is small, mechanical noise is reduced and it is effective for low noise, and the same number of cylinders and combustion order as the current four-cycle engine can be used, thus reducing the production cost. Can do. Furthermore, the wear rate of parts such as cams and shafts can be suppressed.
(4) When the engine speed is the same, the number of combustions is reduced as compared with the case of four cycles, so the amount of exhaust gas is reduced.
(5) Since intake valve 20 and intake port 22, delivery valve 40 and delivery port 42 are made larger than exhaust valve 30 and exhaust port 32, intake valve 50 and intake port 52, intake and pressurization of air Delivery to the chamber 60 is sufficiently performed. For this reason, even if there is residual gas after combustion, the intake air will be sufficiently mixed, and this will be pressurized and burned again, improving combustion efficiency and suppressing the generation of nitrogen oxides and carbon dioxide can do.
(6) By improving the cam shape and eliminating the overlap between the intake process and the delivery process, the intake air can be pressurized and sent out well.
(7) Since the exhaust from the cylinder 10 is sent to the external supercharger 80 and used for the rotation of the turbine, the heat efficiency is high and the fuel consumption rate can be reduced.
(8) Since the cylinder 10 and the piston 14 of the 6-stroke engine 1 are cooled after the exhaust stroke and the intake stroke and the delivery stroke, nitrogen oxide, carbon monoxide, carbon dioxide, etc. are compared with the 4-stroke engine. And there are few.
(9) By adding the EGR apparatus 200, generation | occurrence | production of nitrogen oxide, carbon monoxide, a carbon dioxide, etc. can be suppressed further, and reduction of an environmental load can be aimed at.
(10) The EGR device 200 is switched between the low-medium speed side and the high-speed side, and the exhaust gas exhausted from the exhaust valve 30 is circulated at low and medium speeds, and after supercharging by the external supercharger 80 at high speeds. Therefore, the exhaust gas can be efficiently and stably cleaned.

  Next, Embodiment 2 of the present invention will be described with reference to FIG. In the first embodiment described above, an external supercharger is used, but in this embodiment, only an exhaust turbine is used. In addition, the same code | symbol shall be used for the component corresponding to Example 1 mentioned above. In FIG. 10, the exhaust port 32 described above is connected to the intake side of the exhaust turbine 500, and the exhaust side of the exhaust turbine 500 is connected to the EGR pipe line 530 </ b> H of the EGR device 530. A one-way valve 532H is provided in the EGR pipe line 530H, and is connected to the EGR cooler 220. Further, an exhaust pipe line 82E is branched from the EGR pipe line 530H. The exhaust turbine 500 is driven at low and medium speeds by a shaft 88 that is rotated by an engine, as in the above embodiment. On the other hand, the throttle mechanism 70L has the same connection as that of the above embodiment, but the throttle mechanism 70H is introduced by the pipe line 520 without increasing the outside air as it is.

  Next, the operation of this embodiment will be described. First, in the low and medium speed range, the exhaust gas amount is small and the exhaust turbine 500 becomes the exhaust resistance as in the above-described embodiment. Therefore, the shaft 88 is driven by the engine, and exhaust is forced to reduce the resistance. As a result, the piston 14 is raised smoothly during exhaust (see FIG. 4C).

  In the low and medium speed range, as described above, the throttle valve 74L of the throttle mechanism 70L opens in conjunction with an increase in speed (the amount of accelerator depression or the engine speed). Valve 74H remains closed. On the other hand, in this embodiment, the EGR device 530 operates only as high-speed EGR, and does not operate at low speed. Therefore, at low and medium speeds, the exhaust gas exhausted from the exhaust port 32 of the exhaust valve 30 is exhausted from the exhaust pipe line 82E via the exhaust turbine 500.

  On the other hand, the pressurized air delivered from the delivery valve 40 and introduced into the pressurized chamber 60 is supplied to the suction port 52 after the flow rate is adjusted by the throttle mechanism 70L. Further, fuel gas is supplied from the fuel port 71 to the suction port 52. These pressurized air and fuel gas are mixed at the suction port 52 and introduced into the cylinder 10 from the suction valve 50.

  Next, in the high speed range, the amount of exhaust gas is large, and the exhaust turbine 500 operates well. Therefore, the EGR device 530 also operates, and a part of the exhaust gas exhausted from the exhaust port 32 of the exhaust valve 30 passes through the pipe line 222 after being cooled by the EGR cooler 220 from the pipe line 530H via the one-way valve 532H. The recirculated exhaust gas is supplied to the suction port 52. On the other hand, as described above, the throttle valve 74L of the throttle mechanism 70L is fully opened, and the throttle valve 74H of the throttle mechanism 70H is also opened in conjunction with the increase in speed. For this reason, the pressurized air sent from the delivery valve 40 and introduced into the pressurized chamber 60 is supplied to the suction port 52 through the throttle mechanism 70L, and the outside air is also supplied from the pipe line 520 through the throttle mechanism 70H. To be supplied. Further, fuel gas is supplied from the fuel port 71 to the suction port 52. These pressurized air, outside air, fuel gas, and recirculated exhaust gas from the EGR device 510 are mixed at the intake port 52 and introduced into the cylinder 10 from the intake valve 50.

  The engine output and suction port pressure in this embodiment are shown in graphs GE3 and GCB in FIG. Although it does not reach the external supercharger 80 of the above-described embodiment, the addition of the recirculated exhaust gas from the exhaust turbine 500 and the outside air supplied from the throttle mechanism 70H adds to the case of only the pressurized chamber 60 shown by the graphs GE2 and GCA. Also, the engine output and the suction port pressure will increase. Further, although the low speed EGR is not performed, the exhaust gas is recirculated at a high speed. For this reason, the technical effect comparable to the said Example can be acquired with a simple structure.

  FIG. 11 shows a modification of the embodiment shown in FIG. 10, in which a pipe 540H is provided between the pipe 34 and the pipe 530H shown in FIG. 10 via a switching valve 540. In the low and medium speed range, the switching valve 540 is switched to the exhaust turbine 500 side (the pipe line 540H side is closed), and exhaust is forcibly performed by the exhaust turbine 500. In the high speed range, the switching valve 540 is switched to the EGR device 530 side (the pipeline 34 side is closed), and exhausted from the pipeline 530H and the exhaust pipeline 82E. By stopping the exhaust turbine 500 and bypassing the exhaust gas, the exhaust load is reduced.

  Next, Embodiment 3 of the present invention will be described with reference to FIG. In this embodiment, a hybrid system using a DC motor is applied to the above embodiment. FIG. 12 (A) shows the case of Embodiment 1 in FIG. 1, and FIG. The case of Example 2 of FIG. 11 is shown. In these drawings, a differential generator (AC alternator) 600 is provided via a turbine shaft speed reducer 602 on the shaft 88 in FIGS. 1, 10, and 11 described above. The AC output of the differential generator 600 is converted into DC by the converter 610 and stored in the HV battery 612. The DC output of the HV battery 612 is supplied to a differential motor (DC motor) 620 with a built-in one-way clutch.

  In the low and medium speed range, the amount of exhaust gas is small, and the external supercharger 80 or the shaft 88 of the exhaust turbine 500 is driven by the oil pump hydraulic pressure, the engine, or the differential motor 620. Although the differential generator 600 is rotationally driven via the turbine shaft speed reducer 602, the amount of power generation is small. On the other hand, in the high speed range, the amount of exhaust gas is large and the external supercharger 80 operates well. In this state, the one-way clutch 86 operates, and the rotation of the shaft 88 is not transmitted to the external supercharger 80 or the exhaust turbine 500, but the differential generator 600 is rotationally driven via the turbine shaft speed reducer 602. The AC power generated by the differential generator 600 is converted into DC by the converter 610 and then charged to the HV battery 612.

  A differential pinion gear 626 meshes with a differential pinion gear 622 provided on a rotating shaft 621 of the differential motor 620 via a differential ring gear 624. The differential ring gear 624 is provided on the axle 625, and the differential pinion gear 626 is provided on the engine drive shaft 628. When DC power is supplied from the HV battery 612 to the differential motor 620, the rotation of the differential pinion gear 622 is transmitted to the differential ring gear 624 and rotates the axle 625. On the other hand, the engine output is transmitted to the engine drive shaft 628, the differential pinion gear 626, and the differential ring gear 624 to rotate the axle 625.

In this embodiment, the operation is as follows.
a. During low load or low speed driving, the differential motor 620 is driven using the electric power stored in the HV battery 612 to reduce the rotational speed of the 6-stroke engine 1 and to reduce fuel consumption and exhaust gas.
b. During high speed running, the 6-stroke engine 1 runs and the HV battery 612 is charged.
c, The 6-stroke engine 1 and the differential motor 620 are used in combination at the time of high load such as acceleration or climbing.
d, When the accelerator is OFF, the gear mission is in the neutral range, the time until braking is applied, and the 6-stroke engine 1 and the differential motor 620 are inertial (idle running), thereby reducing fuel consumption and exhaust gas.

In addition, this invention is not limited to the Example mentioned above, A various change can be added in the range which does not deviate from the summary of this invention. For example, the following are also included.
(1) In the above embodiment, the case of one cylinder (one cylinder) has been mainly described. Of course, a known multi-cylinder configuration does not prevent smooth rotation of the crankshaft. FIG. 13 shows an example of a cycle relationship between cylinders in the case of multiple cylinders. In the figure, the horizontal axis represents time, and the vertical axis represents the amount of gas drawn or exhausted (the degree of valve opening). First, in the case of one cylinder, as shown in FIG. 5A, six cycles of intake, delivery, intake, compression, combustion, and exhaust are repeated. In the case of two cylinders, one cylinder performs the operation (A), and the other cylinder performs, for example, a three-cycle delayed operation shown in FIG. In the case of three cylinders, for example, the first cylinder performs the operation shown in FIG. 2A, the second cylinder performs the operation delayed by two cycles shown in FIG. The operation with a delay of 4 cycles shown in D) is performed.

Further, in the case of the multi-cylinder, the pressurizing chamber 60, the external supercharger 80, the EGR device 200, etc. may be provided for each cylinder. Therefore, the apparatus configuration can be simplified by providing one pressurizing chamber 60 and the like for a plurality of cylinders and sequentially using them.
(2) The EGR devices 200 and 530 shown in the above embodiments may be provided as necessary, and do not prevent omission.
(3) The valve opening / closing mechanism, piston mechanism, and the like shown in the above-described embodiments are merely examples, and do not preclude the application of known techniques.
(4) The present invention is mainly suitable for a gasoline engine, but can be applied to various fuels such as diesel, LPG, and ethanol. Moreover, you may apply not only to a motor vehicle but to various uses, such as a ship and a generator.
(5) In the above embodiment, the operation mode is divided into the low / medium speed range and the high speed range, but the middle speed range may be set to the high speed range operation. Further, the low speed and the high speed may be appropriately set according to need. In the case of an automobile, for example, a speed of 20 km or less is a low speed range and a speed of 80 km or more is a high speed range.

  According to the present invention, since combustion is performed by sucking compressed air or outside air from an external supercharger in addition to pressurized air from a pressurized chamber, combustion efficiency is improved and fuel consumption is reduced. At the same time, the exhaust gas is purified, the environmental load is suppressed, and the output is increased, which is suitable for an internal combustion engine such as a gasoline engine. In particular, it is suitable for a hybrid internal combustion engine.

1: 6-stroke engine 10: cylinder 12: plug 14: piston 16: connecting rod 18: crankshaft 20: intake valve 20A, 30A, 40A, 50A: rocker arm 22: intake port 30: exhaust valve 32: exhaust port 34: pipe Path 40: Delivery valve 42: Delivery port 44: Pipe line 50: Suction valve 52: Suction port 60: Pressurization chamber 70L, 70H: Throttle mechanism 71: Fuel port 72L, 72H: Pipe lines 74L, 74H: Throttle valve 76L: Bypass 78L: Idle adjustment screw 80: External turbocharger 80E: Exhaust side turbine housing 80I: Intake side turbine housing 82E: Exhaust line 82L, 82H: EGR line 84: Inlet 86: One-way clutch 88: Shaft 90 : Intercooler 92 94: Pipe line 100: Cam shaft 120, 130, 140, 150: Cam 122, 132, 142, 152: Cam mountain 200: EGR device 202L, 202H: One-way valve 210: Switching valve 220: EGR cooler 222: Pipe line 300 : ECU
310: Accelerator opening sensor 320L: Low / medium speed throttle control sensor 320H: High speed throttle control sensor 322L: Low / medium speed throttle motor 322H: High speed throttle motor 324: EGR control sensor 326: EGR switching motor 328: Vehicle speed sensor 500: Exhaust turbine 520: Pipe line 530: EGR device 530H: EGR pipe line 532H: One-way valve 540: Switching valve 540H: Pipe line 600: Differential generator 602: Turbine shaft speed reducer 610: Converter 612: HV battery 620: Differential motor 621: Rotation Shaft 622: Differential pinion gear 624: Differential ring gear 625: Axle 626: Differential pinion gear 628: D Jin drive shaft VVC: Boost valve controller

Claims (11)

An internal combustion engine including an engine that opens and closes a valve when a piston reciprocates in a cylinder,
The cylinder is provided with an intake valve, a delivery valve, an intake valve, and an exhaust valve,
A pressurizing chamber for temporarily retaining pressurized air sent from the delivery valve is provided between the delivery valve and the suction valve via a first throttle mechanism for flow rate adjustment. And
The turbocharger is driven from the outside in the low speed range and driven by the exhaust gas pressure in the high speed range, and an external supercharger that compresses and supplies outside air passes through the second throttle mechanism for flow rate adjustment. And provided between the exhaust valve and the intake valve,
The first throttle mechanism adjusts the flow rate according to the speed in the low speed range, and is fully opened in the high speed range.
The second throttle mechanism is in a closed state at a low speed range, and adjusts a flow rate according to the speed at a high speed range,
An intake stroke for opening the intake valve and taking outside air into the cylinder when the piston descends;
A delivery stroke for pressurizing air sucked into the cylinder by the suction stroke, opening the delivery valve, and delivering it to the pressurization chamber when the piston moves up;
When the piston descends, the intake valve is opened with the intake valve closed, and the mixed gas of air and fuel in the pressurization chamber is sucked in the low speed range, and the pressurization chamber in the high speed range. A suction stroke for sucking a mixed gas of compressed air and fuel supplied from the internal air and the external supercharger;
A compression stroke for compressing the mixed gas sucked into the cylinder by the suction stroke when the piston ascends;
Combustion stroke that burns and explodes the gas mixture compressed by this compression stroke and lowers the piston,
An exhaust stroke in which residual gas after combustion in the combustion stroke is exhausted from the cylinder by opening the exhaust valve when the piston rises, and is sent to the external supercharger;
An internal combustion engine characterized by repeating the above. An internal combustion engine including an engine that opens and closes a valve when a piston reciprocates in a cylinder,
The cylinder is provided with an intake valve, a delivery valve, an intake valve, and an exhaust valve,
A pressurizing chamber for temporarily retaining pressurized air sent from the delivery valve is provided between the delivery valve and the suction valve via a first throttle mechanism for flow rate adjustment. And
An exhaust turbine driven from the outside in the low speed range and driven by the pressure of the exhaust gas in the high speed range is provided on the exhaust valve side,
A third throttle mechanism for introducing outside air at high speed is provided on the suction valve side;
The first throttle mechanism adjusts the flow rate according to the speed in the low speed range, and is fully opened in the high speed range.
The third throttle mechanism is closed at a low speed range, and adjusts a flow rate according to the speed at a high speed range,
An intake stroke for opening the intake valve and taking outside air into the cylinder when the piston descends;
A delivery stroke for pressurizing air sucked into the cylinder by the suction stroke, opening the delivery valve, and delivering it to the pressurization chamber when the piston moves up;
When the piston descends, the intake valve is opened with the intake valve closed, and the mixed gas of air and fuel in the pressurization chamber is sucked in the low speed range, and the pressurization chamber in the high speed range. A suction stroke for sucking a mixed gas of the inside air and the outside air and fuel supplied from the second throttle mechanism;
A compression stroke for compressing the mixed gas sucked into the cylinder by the suction stroke when the piston ascends;
Combustion stroke that burns and explodes the gas mixture compressed by this compression stroke and lowers the piston,
An exhaust stroke in which, when the piston rises, residual gas after combustion in the combustion stroke is exhausted from the cylinder by opening the exhaust valve and sent to the exhaust turbine;
An internal combustion engine characterized by repeating the above.   The internal combustion engine according to claim 1, further comprising an EGR device that mixes a part of the exhaust gas exhausted in the exhaust stroke with the mixed gas in the intake stroke.   The EGR device mixes a part of the exhaust gas with the mixed gas from the exhaust valve side in the low speed region, and mixes a part of the exhaust gas with the mixed gas from the external supercharger side in the high speed region. 4. The internal combustion engine according to claim 3, further comprising switching means, wherein the switching means performs a switching operation in conjunction with the opening and closing operations of the first and second throttle mechanisms.   The internal combustion engine according to claim 2, further comprising an EGR device that mixes a part of the exhaust gas exhausted in the exhaust stroke with the mixed gas in the intake stroke.   The internal combustion engine according to claim 1 or 2, wherein the intake valve and the delivery valve are set to have a diameter larger than that of the exhaust valve and the intake valve.   The shape of the cam is defined so that the operation of the intake stroke and the delivery stroke do not overlap when the valve is opened and closed by the cam in each stroke. Internal combustion engine.   2. The internal combustion engine according to claim 1, wherein a multi-cylinder configuration is provided in which a plurality of cylinders are provided, and the pressurizing chamber and the external supercharger are shared among the plurality of cylinders.   3. The internal combustion engine according to claim 2, wherein a plurality of cylinders are provided, and the pressurization chamber and the exhaust turbine are shared among the plurality of cylinders.   2. A hybrid drive system comprising: the internal combustion engine according to claim 1; and an electric motor driven by using electric power generated by driving an external supercharger of the internal combustion engine. .   3. A hybrid drive system comprising the internal combustion engine according to claim 2 and an electric motor driven by using electric power generated by driving an exhaust turbine of the internal combustion engine.

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