SE504993C2 - Combustion engine with variable geometric compression ratio - Google Patents
Combustion engine with variable geometric compression ratioInfo
- Publication number
- SE504993C2 SE504993C2 SE9503281A SE9503281A SE504993C2 SE 504993 C2 SE504993 C2 SE 504993C2 SE 9503281 A SE9503281 A SE 9503281A SE 9503281 A SE9503281 A SE 9503281A SE 504993 C2 SE504993 C2 SE 504993C2
- Authority
- SE
- Sweden
- Prior art keywords
- piston
- cylinder
- hydraulic
- control unit
- valve
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
Description
15 20 25 30 35 504 993 2 under arbetskolvens kompressionsslag stänga ventilanordning- en, när den andra kolven befinner sig i ett läge, som bestäms av i styrenheten inmatade signaler representerande åtminstone vevaxelposition och belastning. During the compression stroke of the working piston, close the valve device when the second piston is in a position determined by signals input to the control unit representing at least crankshaft position and load.
Uppfinningen beskrivs närmare nedan, med hänvisning till, på bifogad ritning, visat utföringsexempel, där figuren visar ett tvärsnitt genom en schematisk framställning av en för- bränningsmotor med ett schematiskt styrsystem enligt upp- finningen, där motorn precis har avslutat en kompressions- takt under låg belastning.The invention is described in more detail below, with reference to an exemplary embodiment shown in the accompanying drawing, in which the figure shows a cross section through a schematic representation of an internal combustion engine with a schematic control system according to the invention, where the engine has just completed a compression stroke under low loading.
Förbränningsmotorn enligt figuren visar en cylinder 1 med en kolv 2 som delar förbränningsrum 3 med en mindre cylinder 4 och dess kolv 5, vilken via en kolvstång 6, är förbunden med en hydraulkolv 7. Hydraulkolven 7 löper i en hydraulcylinder 8. Hydraulcylinderns 8 båda kamrar 9,10, åtskilda av kolven 7, är via kanalerna 11,12 förbundna med en i och för sig känd riktningsventil 13. Rikningsventilen 13 är vidare ansluten via en ledning 14 till en hydraulpump 15. En accumulator 16 ansluter till ledningen 14. En ledning 17 förbinder rikt- ningsventilen 13 med en hydraultank 18. En accumulator 19 ansluter till ledningen 17. Riktningsventilen 13 styrs av en elektronisk styrenhet 20. Den elektroniska styrenheten 20 får information från ett antal avkännare, i likhet med ett mo- dernt elektroniskt styrt bränsleinsprutningssystem. Exempel- vis kan information lämnas om vevaxelpositionen, motorns varvtal, då bränsleblandningen självantänder, mängden gaspå- drag, totaltrycket i insugsröret, motorns kylvätsketemperatur etc. Vidare lämnar en lägesgivare 21, ansluten via en pinne 22 till kolven 7, information om kolvens 5 och hydraulkolvens 7 positioner i respektive cylinder. Riktningsventilen 13 kan styras av den elektroniska styrenheten 20, så att kolven 5 och hydraulkolven 7 får en avvägd accelererande och retarde- rande rörelse i respektive rörelseriktning. Det oljedims- fyllda utrymmet i cylindern 4 är via ett antal kanaler 23 förbundna med ett hålrumssystem 24, som i sin tur står i förbindelse med motorns vevhus via området runt motorns 10 15 20 25 30 35 504 993 3 ventilmekanism. Figuren visar även en konventionell avgasven- til 25 med en ventillyftare 26 och en kamkurva 27.The internal combustion engine according to the figure shows a cylinder 1 with a piston 2 which shares the combustion chamber 3 with a smaller cylinder 4 and its piston 5, which via a piston rod 6, is connected to a hydraulic piston 7. The hydraulic piston 7 runs in a hydraulic cylinder 8. Both chambers of the hydraulic cylinder 8 9,10, separated by the piston 7, are connected via the channels 11,12 to a directional valve 13 known per se. The directional valve 13 is further connected via a line 14 to a hydraulic pump 15. An accumulator 16 connects to the line 14. A line 17 connects the directional valve 13 to a hydraulic tank 18. An accumulator 19 connects to the line 17. The directional valve 13 is controlled by an electronic control unit 20. The electronic control unit 20 receives information from a number of sensors, similar to a modern electronically controlled fuel injection system. For example, information can be provided about the crankshaft position, engine speed, when the fuel mixture ignites automatically, the amount of throttle, the total pressure in the intake manifold, the engine coolant temperature, etc. Furthermore, a position sensor 21, connected via a pin 22 to the piston 7, provides information about the piston 5 and hydraulic piston 7 positions in each cylinder. The directional valve 13 can be controlled by the electronic control unit 20, so that the piston 5 and the hydraulic piston 7 have a balanced accelerating and decelerating movement in the respective direction of movement. The oil mist-filled space in the cylinder 4 is connected via a number of channels 23 to a cavity system 24, which in turn is connected to the engine crankcase via the area around the engine mechanism of the engine 10 15 20 25 30 35 504 993 3. The figure also shows a conventional exhaust valve 25 with a valve lifter 26 and a cam curve 27.
Under insugstakten befinner sig kolven 5 och hydraulkolven 7 i sina respektive nedre ändlägen. Den elektroniska styren- heten 20 beräknar vilket geometriskt kompressionsförhållande som är lämpligt för varje enskild kompressionstakt. Beräk- ningen är baserad på det program som finns i den elektroniska styrenheten 20 och på information som den elektroniska styr- enheten 20 får från sina avkännare. Under kompressionstakten öppnar den elektroniska styrenheten 20 riktningsventilen 13, så att hydraulvätska strömar från hydraulpumpen 15 via ledningen 14 och kanalen 11 till nedre kamaren 9 i hydraul- cylindern 8, varvid kolven 5 och hydraulkolven 7 drivs uppåt från sina nedre ändlägen. Samtidigt strömmar hydraulvätska från hydraulcylinderns 8 övre kamare 10 via kanalen 12, riktningsventilen 13 och ledningen 17 till hydraultanken 18.During the intake stroke, the piston 5 and the hydraulic piston 7 are in their respective lower end positions. The electronic control unit 20 calculates which geometric compression ratio is suitable for each individual compression rate. The calculation is based on the program contained in the electronic control unit 20 and on information that the electronic control unit 20 receives from its sensors. During the compression stroke, the electronic control unit 20 opens the directional valve 13, so that hydraulic fluid flows from the hydraulic pump 15 via the line 14 and the channel 11 to the lower chamber 9 of the hydraulic cylinder 8, the piston 5 and the hydraulic piston 7 being driven upwards from their lower end positions. At the same time, hydraulic fluid flows from the upper chamber 10 of the hydraulic cylinder 8 via the channel 12, the directional valve 13 and the line 17 to the hydraulic tank 18.
Kolven 5 och hydraulkolven 7 förflyttas en given sträcka som korresponderar mot det förutbestämda geometriska kompres- sionsförhållandet. Därefter stänger riktningsventilen 13.The piston 5 and the hydraulic piston 7 are moved a given distance corresponding to the predetermined geometric compression ratio. Then the directional valve 13 closes.
Under arbetstakten förblir kolven 5 och hydraulkolven 7 låsta i sina tidigare positioner ända till dess att avgasventilen 25 öppnat. Under utblåstakten öppnar riktningsventilen 13 i reverserat läge, i jämförelse med det under kompressionstak- ten, varvid hydraulvätska strömmar från hydraulpumpen 15, ledningen 14 och riktningsventilen 13 via kanalen 12 till hydraulcylinderns 8 övre kammare 10. Samtidigt strömmar hydraulvätska från hydraulcylinderns 8 nedre kammare 9, kanalen ll och riktningsventilen 13 via kanalen 17 till hydraultanken 18 och kolven 5 och hydraulkolven 7 återgår till sina nedre ändlägen.During the operation, the piston 5 and the hydraulic piston 7 remain locked in their previous positions until the exhaust valve 25 is opened. During the blow-out stroke, the directional valve 13 opens in the reversed position, compared to that during the compression stroke, with hydraulic fluid flowing from the hydraulic pump 15, the line 14 and the directional valve 13 via the channel 12 to the upper chamber 10 of the hydraulic cylinder 8. At the same time hydraulic fluid flows from the lower chamber 9 the channel 11 and the directional valve 13 via the channel 17 to the hydraulic tank 18 and the piston 5 and the hydraulic piston 7 return to their lower end positions.
Den oljedima som finns innesluten i cylindern 4 flödar, på grund av kolvens 5 fram och återgående rörelser, genom ett antal kanaler 23 till och från hålrumssystemet 24. Detta i sin tur är förbundet med vevhuset via området runt motorns ventilmekanism. På detta sätt omsätts den oljedima som 10 15 20 25 30 35 504 993 4 smörjer cylindern 4 och kolven 5. Även ventillyftaren 26, genom dess påverkan av kamkurvan 27, bidrar med sina fram och återgående rörelser till att oljedimman enligt ovan omsätts.The oil mist contained in the cylinder 4 flows, due to the reciprocating movements of the piston 5, through a number of channels 23 to and from the cavity system 24. This in turn is connected to the crankcase via the area around the valve mechanism of the engine. In this way, the oil mist which lubricates the cylinder 4 and the piston 5. The valve lifter 26, by its action on the cam curve 27, also contributes with its reciprocating movements to the oil mist as above.
Vid tomgång och motorbromsning är det lämpligt att man valt ett geometriskt kompressionsförhållande som korresponderar mot att kolven 5 inte aktiveras under kompressionstakten. Gm motorn får arbeta en längre tid på tomgång aktiverar den elektroniska styrenheten 20, riktningsventilen 13 med jämna mellanrum, så att kolven 5 gör fullt slag, för att säkerstäl- la fullgod funktion och tätning mellan dess kolvringar och cylindern 4 samt även omsätta hydraulvätska i hydraulcylin- dern 8.During idling and engine braking, it is advisable to select a geometric compression ratio which corresponds to the piston 5 not being activated during the compression stroke. The GM engine is allowed to operate for a long time at idle, activating the electronic control unit 20, the directional valve 13 at regular intervals, so that the piston 5 makes a full stroke, to ensure proper function and sealing between its piston rings and the cylinder 4 and also to convert hydraulic fluid into hydraulic cylinder - dern 8.
Det kan, i vissa fall, finnas behov av att blanda den in- kommande luft/bränsleblandningen i motorn med restavgaser, för att ändra den kemiska samansättningen på motorns av- gaser. Under sådana omständigheter kan man styra kolven 5, så att den, helt eller delvis, återgår till sitt nedre ändläge under insugstakten i stället för under utblåstakten.In some cases, there may be a need to mix the incoming air / fuel mixture in the engine with residual exhaust gases, in order to change the chemical composition of the engine exhaust gases. Under such circumstances, the piston 5 can be controlled so that it, in whole or in part, returns to its lower end position during the intake stroke instead of during the exhaust stroke.
Claims (4)
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE9503281A SE504993C2 (en) | 1995-09-21 | 1995-09-21 | Combustion engine with variable geometric compression ratio |
PCT/SE1996/001190 WO1997011264A1 (en) | 1995-09-21 | 1996-09-23 | Method and device at a combustion engine with variable geometrical compression ratio |
AU71026/96A AU7102696A (en) | 1995-09-21 | 1996-09-23 | Method and device at a combustion engine with variable geometrical compression ratio |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE9503281A SE504993C2 (en) | 1995-09-21 | 1995-09-21 | Combustion engine with variable geometric compression ratio |
Publications (3)
Publication Number | Publication Date |
---|---|
SE9503281D0 SE9503281D0 (en) | 1995-09-21 |
SE9503281L SE9503281L (en) | 1997-03-22 |
SE504993C2 true SE504993C2 (en) | 1997-06-09 |
Family
ID=20399558
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
SE9503281A SE504993C2 (en) | 1995-09-21 | 1995-09-21 | Combustion engine with variable geometric compression ratio |
Country Status (3)
Country | Link |
---|---|
AU (1) | AU7102696A (en) |
SE (1) | SE504993C2 (en) |
WO (1) | WO1997011264A1 (en) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
AUPO904197A0 (en) * | 1997-09-09 | 1997-10-02 | Dixon, Michael Patrick | Internal combusion engine |
CN102937052A (en) * | 2012-11-30 | 2013-02-20 | 长城汽车股份有限公司 | Variable-compression-ratio mechanism of engine |
KR101534709B1 (en) | 2013-12-18 | 2015-07-08 | 현대자동차 주식회사 | Variable compression ratio engine |
KR101510352B1 (en) * | 2013-12-30 | 2015-04-08 | 현대자동차 주식회사 | Variable compression ratio engine |
CN103953437B (en) * | 2014-04-02 | 2016-09-21 | 孙大林 | A kind of Dual-piston IC engine |
CN109339959A (en) * | 2018-09-27 | 2019-02-15 | 朱伟林 | A kind of internal combustion engine and its method improved efficiency |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH01100328A (en) * | 1987-10-09 | 1989-04-18 | Fuji Heavy Ind Ltd | Variable-compression ratio type engine |
-
1995
- 1995-09-21 SE SE9503281A patent/SE504993C2/en not_active IP Right Cessation
-
1996
- 1996-09-23 WO PCT/SE1996/001190 patent/WO1997011264A1/en active Application Filing
- 1996-09-23 AU AU71026/96A patent/AU7102696A/en not_active Abandoned
Also Published As
Publication number | Publication date |
---|---|
WO1997011264A1 (en) | 1997-03-27 |
SE9503281L (en) | 1997-03-22 |
SE9503281D0 (en) | 1995-09-21 |
AU7102696A (en) | 1997-04-09 |
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