WO2005042942A1 - 原動機 - Google Patents
原動機 Download PDFInfo
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- WO2005042942A1 WO2005042942A1 PCT/JP2003/014017 JP0314017W WO2005042942A1 WO 2005042942 A1 WO2005042942 A1 WO 2005042942A1 JP 0314017 W JP0314017 W JP 0314017W WO 2005042942 A1 WO2005042942 A1 WO 2005042942A1
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- air
- combustion chamber
- combustion
- engine
- fuel
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
- F01C1/00—Rotary-piston machines or engines
- F01C1/22—Rotary-piston machines or engines of internal-axis type with equidirectional movement of co-operating members at the points of engagement, or with one of the co-operating members being stationary, the inner member having more teeth or tooth- equivalents than the outer member
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
- F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
- F02B33/18—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with crankshaft being arranged between working and pumping cylinders
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to an engine (an internal combustion engine or a prime mover) that causes a reciprocating motion or a rotational motion of an actuator by explosively burning gas or liquid fuel in a combustion chamber, and can be used as a prime mover of an automobile, a ship, and the like. In general, it can be used for a wide range of applications as a prime mover that generates rotational motion and reciprocating motion.
- an engine an internal combustion engine or a prime mover
- a prime mover that causes a reciprocating motion or a rotational motion of an actuator by explosively burning gas or liquid fuel in a combustion chamber
- the conventional four-stroke gasoline engine consists of four strokes, “intake—compression—explosion—exhaust”, and repeats the “compressor” function and “motor” function every other revolution.
- An object of the present invention is to solve this problem and to obtain an engine (an internal combustion engine or a prime mover) having substantially no suction and compression processes.
- the engine does not require an intake passage. Since the combustion gas is supplied to the combustion chamber in an amount required for combustion, the intake loss in the intake passage as in a conventional engine is eliminated. Engine efficiency can be improved.
- FIG. 1 is an engine configuration diagram showing a first embodiment of the present invention
- FIG. 2 is an explanatory diagram of the operation of the engine in the first embodiment of the present invention
- FIG. 3 is used for an engine system of the present invention.
- Drawing showing a structural example of an air injector FIG. 4 is a graph showing torque characteristics of an engine in a first embodiment of the present invention
- FIG. 5 is an engine system configuration diagram showing a second embodiment of the present invention
- FIG. 7 is a diagram showing the torque characteristics of the engine according to the second embodiment of the present invention.
- FIG. 7 is a diagram illustrating the configuration and operation of the engine according to the third embodiment of the present invention.
- FIG. 8 is the fourth embodiment of the present invention.
- FIG. 9 is a configuration diagram of an engine cylinder head portion showing an example
- FIG. 9 is a configuration diagram of an engine cylinder head portion showing a fifth embodiment of the present invention
- FIG. 10 is a sixth embodiment of the present invention.
- FIG. 11 is an explanatory diagram of the configuration and operation of an engine, showing a seventh embodiment of the present invention.
- FIG. 12 is an explanatory diagram of an engine configuration and operation showing an example.
- FIG. 12 is a torque characteristic diagram of an engine according to a seventh embodiment of the present invention.
- FIG. 13 is an engine system configuration diagram showing an eighth embodiment of the present invention.
- FIG. 14 is an explanatory diagram of the configuration and operation of an engine showing an eighth embodiment of the present invention, and FIG.
- FIG. 15 is an explanatory diagram of the configuration and operation of an engine showing a ninth embodiment of the present invention.
- FIG. 16 is an engine configuration diagram showing a tenth embodiment of the present invention
- FIG. 17 is a control block diagram showing an eleventh embodiment of the present invention
- FIG. 18 is an eleventh embodiment of the present invention.
- FIG. 19 is a control block diagram showing the contents of the air-fuel mixture creating unit in the eleventh embodiment of the present invention
- FIG. 20 is a control block diagram showing the contents of the air-fuel mixture creating unit in the eleventh embodiment of the present invention.
- FIG. 21 is a control block diagram showing the contents of the fuel injector valve opening control section in the eleventh embodiment of the present invention.
- FIG. 21 is a control block showing the contents of the air injector valve opening control section in the eleventh embodiment of the present invention.
- Lock diagram FIG. 22 is an engine configuration diagram showing a twelfth embodiment of the present invention
- FIG. 23 is a control block diagram showing contents of an air-fuel mixture creating section in the twelfth embodiment of the present invention
- FIG. 24 is an engine configuration diagram showing a thirteenth embodiment of the present invention
- FIG. 25 is a thirteenth embodiment of the present invention. Illustrates an operation state of the engine in ⁇
- second FIG. 6 is an engine configuration diagram showing a fourteenth embodiment of the present invention.
- the term “motor” is used as a device that generates a force to move an object in a broad sense. In a narrow sense, it may mean an internal combustion engine such as an automobile or a ship or a limited prime mover called an engine. In a broad sense, a prime mover may also include an aerodynamic prime mover that has no effect such as fuel supply or combustion explosion.
- Electric motors hydraulic motors, air motors, steam engines, etc. can rotate forward and reverse, but the engine cannot rotate backwards.
- the jet engine can perform reverse injection, but this is not reversal because the direction of the injected gas is changed by the reflector.
- the electric motor and air motor can also perform regenerative braking, and can perform so-called four-quadrant operation (forward power running, reverse power running, reverse regeneration, forward regeneration).
- power sources other than the engine can operate at least in the first and third quadrants, while the engine (internal combustion engine) can operate only in a part of the first quadrant.
- the present embodiment is configured as follows.
- the engine (the prime mover) according to the present embodiment substantially executes only the explosion process and the exhaust process, and as a result, has an explosion process once per reciprocating or one revolution of the actuator.
- the present invention When the present invention is applied to a rotary engine, it is characterized in that the explosion process arrives twice in one combustion chamber during one rotation of the actuator. In this embodiment, since there are two combustion chambers and the mover has three faces, six explosions occur per rotation of the actuator.
- an air-fuel mixture chamber is provided adjacent to the combustion chamber at the top of the cylinder, so that the two can be isolated by an isolation piston.
- Air injector in mixture chamber And a fuel injector to create a mixture with a specified air-fuel ratio at a specified pressure.
- the “intake and compression” process is separated and specialized, the high-pressure air is stored in the tank by the “compressor”, and the high-pressure air is directly injected into the cylinder by the air injector. Eliminate the process of “intake-compression” and specialize in “explosion-exhaust”.
- the engine itself can be stopped when the device (for example, a car or a prime mover for lawn mowing) is at rest.
- Eliminating idling eliminates the need for ISC valves in cars. Also, by controlling the torque from zero rotation speed, the starting clutch and torque converter can be omitted. The reverse rotation can be started by selecting the cylinder that injects high-pressure air and fuel when the motor is started from a stopped state.
- the output can be improved while suppressing the occurrence of knocking.
- the energy stored as air pressure is increased, and a low-cost regenerative function is provided without using a battery or generator. can do.
- the concept of intake negative pressure is eliminated, and the pressure source is unified to positive pressure by high-pressure compressed gas. Therefore, when the actuator is operated by the gas pressure, it is operated by the positive pressure from this pressure source.
- the combustion gas itself may be flammable.
- a fuel such as gasoline may be separately mixed with air, or air and fuel may be injected or injected into the combustion chamber and mixed in the combustion chamber.
- an igniter such as a spark plug or a heater may be used, or spontaneous ignition called compression ignition may be used. Alternatively, laser heating or microwave heating may be used.
- a flat torque characteristic can be obtained from a stop to a high rotation speed.
- the engine itself has a regenerative function.
- the compressor can be disconnected and all engine output can be used for driving power.
- the term “operator” refers to a piston or a plunger as long as it is a reciprocating motor. In the case of a one-tally type prime mover, it refers to a rotary rotor or an eccentric orifice.
- combustion chamber or “cylinder” is sometimes used interchangeably with engine cylinder.
- high-pressure combustion fluid may refer to high-pressure air itself or to a high-pressure mixture obtained by mixing fuel with the high-pressure air. Naturally, natural gas and similar combustion gases are also treated as high-pressure combustion fluids.
- FIG. 1 is a configuration diagram showing a first embodiment of the present invention. In order to clarify the difference in configuration, it is displayed in comparison with the conventional engine.
- the conventional four-stroke engine is composed of four con- rods 2 connected to the crankshaft 1, four pistons 3 provided at the tip of the con- rod, and the pistons. It consists of four cylinders 4 to be stored, an intake valve 5, an exhaust valve 6, a fuel injector 7, and a spark plug 8 provided at the top of each cylinder.
- the operation of each cylinder consists of four strokes, "intake, compression-explosion-exhaust," and the four cylinders operate one stroke at a time. Therefore, looking sideways, one explosion occurred in any cylinder every half revolution, and one compression occurred in any cylinder every half rotation.
- the “suction, compression” stage is a “compressor” that does not generate energy
- the “explosion-exhaust” process is a “motor” that generates energy. Focusing on a certain cylinder, the “compressor” and “motor” are repeated every other rotation. In other words, it can be said that this is a “dispersed processing” system in which the compressed air required for the motor stroke is self-sufficient for each cylinder in one rotation before it.
- FIG. 1 (b) shows a configuration example.
- two cylinders are dedicated to the “compressor” and two cylinders are dedicated to the “motor”.
- the conventional cylinder No. 1 and cylinder No. 2 are dedicated cylinders for the compressor, The fuel injector and spark plug are eliminated because the rotation and “suction and compression” are repeated, and the intake-side check valve 9 is provided in place of the intake valve 5 and the exhaust-side check valve 10 is provided in place of the exhaust valve 6. It is.
- the output pipe 11 is connected to the air tank 12, and collects high-pressure air produced by the cylinder No. 1 and the cylinder No. 2 and sends it to the air tank 12.
- the compressed air stored in the air tank 12 is distributed to a cylinder No. 4 on the prime mover side and an air injector 14 provided in each of the cylinders No. 3 via an intake pipe 13.
- Cylinders No. 4 and No. 3 on the prime mover side are provided with an exhaust valve 6, a fuel injector 7, and a spark plug 8, respectively.
- Fig. 2 shows the operation of the cylinder on the prime mover side.
- the exhaust valve When the "explosion-one exhaust” is completed, the exhaust valve is closed at an angle c (for example, 40 degrees before the top dead center), high-pressure air is injected from the air injector 14 in a short period up to the angle a, and the fuel injector 7 Inject fuel. That is, as soon as the exhaust valve 6 is closed, the state becomes the same as the state where the compression stroke is completed in the conventional engine, and one revolution of the, "suction, compression" stroke can be omitted.
- an angle c for example, 40 degrees before the top dead center
- these cylinders repeat "explosion and exhaust” every revolution, so they have a two-cycle engine, but the appearance is the same as a four-cycle engine even with two cycles.
- the capacity of one cylinder is 500 cc
- the compression ratio is 10
- the cylinder capacity near top dead center is 500 cc. Therefore, if 50 cc of air at 10 atmospheres is injected after the exhaust valve is closed, the state becomes the same as the state where the compression stroke was completed in the conventional engine, meaning that four strokes were executed in one revolution.
- this motor has one explosion in one of the cylinders every half revolution, and one compression in one of the cylinders every half revolution. Occur. That is, since the operation is the same as that of the conventional four-cylinder four-stroke engine shown in Fig. 1 (a), the same output as the conventional four-cylinder can be obtained with two cylinders.
- FIG. 3 shows a structural example of the air injector 14.
- Outer opening valve 15 and balance piston 16 are connected. If the area of the balance piston 16 is slightly larger than the area of the valve 15, a thrust is applied in the direction in which the valve 15 closes by the air pressure entering from the common rail 17.
- the plunger 19 When the plunger 19 generates a force greater than the sum of the thrust and the force of the panel 18, the valve is opened to inject air.
- the plunger 19 generates a leftward force in FIG. 3 by passing a current through the coil 20.
- an electric motor and cam, piezo element, magnetostrictive element, hydraulic pressure, etc. may be used.
- the maximum engine speed is 600 Omiir 1
- the time from 30 degrees before top dead center to top dead center is about lms, so the injection time of the air injector 14 at this time is less than lms.
- the minimum injection time is set to zero, and duty control equivalent to the throttle opening is performed. That is, the amount of injected air is controlled by the valve opening time.
- the flow velocity is the same as that of the conventional intake valve 5. For example, with a conventional engine of 2000 Occ and 4 cylinders, the intake time at 600 min- 1 is 5 ms and the intake air volume is
- the unit time flow rate is 0.1 m 3 / s.
- the diameter of the intake valve 5 is ⁇ 30 and the lift amount is 9 mm
- the cross-sectional area of intake is 0.017 m2 for two valves
- the flow velocity is 58.8 mZ s.
- the unit time flow rate from the injection quantity Ru 5 0 cc der is also 0. 1 m 3 / s, the diameter of the valve 1 5 intake If the diameter is the same as that of the valve 5, the flow velocity is the same.
- the conventional engine has a pressure difference of only 1 atm
- the pressure of the air tank 12 is set to 10 atm
- the pressure difference is 9 atm
- the flow velocity is three times the square root of the pressure difference, and can be increased to 176 m / s.
- the diameter of the air injector 14 becomes 1/3 of the diameter of the intake valve 5, and only one having a diameter of ⁇ 20 is required. If you want to reduce the amount of lift, increase the caliber or use twin injection.
- the fuel injector 7 and the spark plug 8 are basically the same as the conventional one. However, the fuel injector 7 has a large flow rate in order to inject in a short time.
- Fig. 4 shows the engine torque characteristics.
- the torque changes according to the rotational speed as shown in Fig. 4 (a). This is because the intake efficiency changes due to the inertia of the intake as described above.
- the method of the present invention since high-pressure air is injected, there is no shortage of intake air at the time of high-speed rotation, and a flat torque characteristic without torque fluctuation due to the number of rotations is obtained as shown in FIG. 4 (b).
- FIG. 4 (b) shows a flat torque characteristic without torque fluctuation due to the number of rotations.
- the conventional engine there was a phenomenon in which the output decreased at high altitude where the atmospheric pressure was low.
- the air supply was always stable, the output did not decrease at altitude.
- FIG. 5 is a configuration diagram showing a second embodiment of the present invention.
- three cylinders with a capacity of 3333 cc are provided.
- the output is equivalent to the conventional 2000 cc because it is two cycles.
- the crankshaft 1 has a phase difference of 120 degrees. In this way, the rotation becomes smooth, and at the time of stoppage, one of the cylinders has passed the top dead center. If air and fuel are injected into the cylinder and ignited, a torque is generated and the cylinder starts rotating. In other words, since it can be started by itself, not only is the star unnecessary, but also torque is generated smoothly from zero rotation speed This eliminates the need for a starting clutch or torque converter.
- the compressor 21 does not need to be a piston type, and it is sufficient to use a screw type or scroll type that is efficient.
- the compressor is connected to the engine and the compressor gear 22 is inserted to operate in the optimum rotation speed range.
- a compressor coupling clutch 23 is provided on the compressor input shaft.
- the compressor can be temporarily disconnected and all engine output can be directed to driving force. In other words, the same effect can be obtained as in a hybrid vehicle that accelerates over time.
- a relief valve 24 for discharging compressed air to the atmosphere may be provided in the compressor output pipe 11.
- an engine disconnecting clutch 26 is provided between the engine and the input shaft of the transmission 25, and if the compressor is connected to the input shaft of the transmission, the engine is disconnected during braking and the compressor 21 is driven by the kinetic energy of the vehicle body. By turning, energy can be stored in the air tank 12 in the form of air pressure. You That is, this system has a regenerative function.
- the air tank 12 When the system is started for the first time, or when the pressure in the air tank 12 drops after being left for a long time, the air tank 12 is filled with compressed air by the electric auxiliary compressor 27 before starting. .
- the air tank 12 In order to produce high-pressure air in a short time even with a small auxiliary compressor, instead of filling the entire air tank 12, it is sufficient to fill the small room partitioned by the partition wall 12 a.
- FIG. 6 shows the torque characteristics of the engine, in which (a) shows the conventional engine torque characteristics and (b) shows the engine torque characteristics in the present embodiment.
- (b) a torque is generated from the rotation speed 0 and the motor starts by itself, and a flat torque characteristic can be maintained up to high speed.
- the region where the engine torque is negative, that is, (b ′) is the characteristic of the compressor.
- regenerative braking can be performed by generating a load torque even in the regenerative region.
- the main features of the present embodiment are that, compared to the first embodiment, a region that is equal to or lower than the idle speed can be used, and that a regenerative braking torque is provided.
- FIG. 7 shows the configuration and operation of a cylinder according to a third embodiment of the present invention. 2 is different from FIG. 2 in that an air-fuel mixture chamber 28 is provided.
- the air injector 14 and the fuel injector 7 are provided not in the cylinder 4 but directly in the air-fuel mixture chamber 28.
- a mixture injection valve 29 is provided between the mixture chamber 28 and the cylinder 4.
- high-pressure air and fuel are injected into the cylinder in a short time of 0.5 ms, for example, between crank angles c and a, so the fuel injector 7 must have a larger flow rate than before. .
- the air injector 14 and the fuel injector 7 inject high-pressure air and fuel into the air-fuel mixture chamber 28 to create an air-fuel mixture from near the top dead center until the exhaust valve 6 closes. Evaporate enough.
- the fuel-air mixture creation time is 8 ms or more even at the maximum rotational speed of 600 lin " 1 , so there is no need for a special fuel injector 7 and conventional products can be used as is.
- Exhaust at crank angle c When the valve 6 is closed, the air-fuel mixture injection valve 29 is opened, and the air-fuel mixture is injected into the cylinder 4 at, for example, 0.5 ms up to the crank angle a.
- the capacity of one cylinder is 33.3 cc. If the compression ratio is 10, the cylinder volume near the top dead center is 33 cc, so the volume of the mixture chamber 28 is 33 cc. At the maximum output, a mixture of 10 atmospheres and 33 cc only has to enter cylinder 4 .Therefore, a mixture of 19 atmospheres is created in advance in the mixture chamber 28, and the mixture injection valve 29 is opened. Equilibrate the pressure in a short time of about 5 ms. Then, the pressure of the mixture chamber 28 drops from 19 atm to 10 atm, the pressure of the cylinder 4 rises from 1 atm to 10 atm, and the mixture can be injected as desired.
- the pressure of the air tank 12 may be set to 19 atm or more, or a booster pump 46 may be provided in the intake pipe 13. '
- EGR exhaust gas recirculation control
- the air-fuel ratio is not affected, the air-fuel ratio is not affected, and the air-fuel ratio of the air-fuel mixture may be set as the stoichiometric air-fuel ratio.
- the cylinder is filled with fresh air when the exhaust valve 6 is closed by performing scavenging described later, oxygen is contained, so the air-fuel ratio of the air-fuel mixture is reduced accordingly and the fuel Should be included.
- a pressure sensor 102 is provided in the air-fuel mixture chamber 28, and fuel is injected according to the pressure of the air-fuel mixture. The fuel injection amount is adjusted by the injection time of the fuel injector 7 as in the conventional case.
- FIG. 8 shows a configuration of a cylinder according to a fourth embodiment of the present invention.
- the difference from FIG. 7 is that a piston 31 is provided in a mixture chamber 28.
- the push-in piston 31 is connected to the lifter 32, and there is a spring 33 between them, so that the push-in piston 31 and the lifter 32 always move in the direction of the figure.
- the camshaft 34 rotates, the cam 35 pushes the lifter 32, and the pushing piston 31 moves leftward in the figure to push the mixture into the cylinder 4.
- the mixture injection valve 29 is opened at the timing.
- the air-fuel mixture injection valve 29 is connected to the lifter 36, and since there is a spring 37 between them, the air-fuel mixture injection valve 29 and the lifter 36 are always shifted upward in the figure.
- the camshaft 38 rotates, the cam 39 pushes the lifter 36, and the lifter 36 moves downward in the figure to open the mixture injection valve 29.
- the following points are advantageous as compared with the case of FIG. 7, and the method of FIG. 7 uses the pressure difference between the cylinder 4 and the mixture chamber 28 to inject the mixture. It is necessary to increase the pressure in the mixture chamber 28 to about twice the equilibrium pressure.Therefore, it is necessary to increase the pressure in the air tank 12 or install a booster pump 46. There is. The injection time is the time required to reach equilibrium, but the pressure difference gradually decreases as the injection progresses, so the inflow speed decreases. Need to be designed larger. According to this method, the pressure of the air-fuel mixture chamber 28 may be almost equal to the final cylinder pressure, so it is necessary to increase the pressure of the air tank 12 to about twice or to set up a booth pump 46 It is not necessary to provide.
- FIG. 9 shows the configuration of a cylinder according to the fifth embodiment of the present invention. ⁇ A difference from FIG. 8 is that the mixture injection valve 29 is pushed in and provided coaxially with the piston 31.
- the mixture injection valve 29 opens the side to inject the mixture into the cylinder 4.
- the position of the spring 37 is different from that of FIG. 8, the operation is the same, and the air-fuel mixture injection valve 29 and the lifter 36 are normally moved rightward in the figure.
- the cam 39 is attached to the same cam shaft 34 as the push-in piston 31, and just before the push-in piston 31 moves to the left, the cam 39 pushes the lifter 36 to the left to inject the mixture. Open valve 29.
- the cam 39 has a cam shape that closes the mixture injection valve 29 in a short time.
- FIG. 10 shows a configuration of a cylinder according to a sixth embodiment of the present invention.
- an isolation piston 45 is provided between the mixture chamber 28 and the cylinder 4 instead of the mixture injection valve 29.
- the mixed air injection valve 29 is lifted by the spring 37 and pressed from the inside of the cylinder 4 to the outside.
- the isolation piston 45 is pushed down by the panel 37 to near the inner wall surface of the cylinder 4. Therefore, the side of the isolation piston 45 blocks the air-fuel mixture chamber 28, thereby isolating the cylinder 4 from the air-fuel mixture chamber 28. cam
- Ignition timing a — 20 °
- the reason why the ignition timing was set to 120 ° was that the ignition was advanced in consideration of the combustion speed, but instead of a fixed value, it was in the range of ⁇ 20 ° to + 10 °, and in one example under certain conditions is there. Since this engine injects the air-fuel mixture all at once just before ignition, the airflow in the cylinder is disturbed and the combustion speed is high, so there is no need to make the advance angle too large.
- the exhaust valve closing end timing shall be 140 ° assuming that it is 20 ° earlier than the ignition timing. Air and fuel injection should start at 140 °.
- the cylinder volume when the piston is at the top dead center is 33 cc.
- a so-called squish is formed by matching the top of the piston 3 to the top of the cylinder 4, and the cylinder volume when the piston 3 is at the top dead center is 11 cc.
- the volume of the mixture chamber 28 was 22 cc, and the total volume of the cylinder and the volume of the mixture chamber 28 was 33 cc.
- Mixing before isolation piston 45 opens to bring cylinder pressure to 10 bar before ignition at top dead center
- the pressure in the air chamber 28 is kept at about 14.5 atm.
- the pressure when the isolation piston 45 is opened to expand the volume to 33 cc will be about 10 atmospheres.
- a pressure of about 14.5 atmosphere in the mixture chamber 28 is applied to the side of the isolation piston 45, but the upper and lower surfaces of the isolation piston 45 are closed and injected into the cylinder 4.
- the lever 37 lifts the lifter 36 by the cam 39
- the lower end of the isolation biston 45 opens, and a high-pressure mixture is injected into the cylinder 4.
- the pressure in the cylinder 4 increases, so that the isolation piston 45 is pushed up, and the mixture is injected into the cylinder 4 at a stretch.
- the cylinder 4 and the air-fuel mixture chamber 28 can be rapidly communicated by the pressure difference of the air-fuel mixture only by slightly raising the isolation piston 45.
- the isolation piston 45 is pushed up at a higher speed. That is, the cam 39 only needs to lift the lifter 36 with a small force, and does not need to provide a large driving force for moving the isolation piston 45 at high speed.
- the isolation piston 45 When the isolation piston 45 is lifted up and the mixture chamber 28 and the cylinder 4 are connected, the mixture chamber 28 functions as a combustion chamber.
- EGR exhaust gas recirculation
- FIG. 11 shows a configuration of a cylinder according to a seventh embodiment of the present invention.
- a camshaft 40 and a cam 41 for opening and closing the exhaust valve 6, which have not been shown, are shown.
- the camshaft 40 is connected to the crankshaft 1 by a timing chain (not shown), and opens and closes the exhaust valve 6 according to the angle of the crankshaft 1. Assuming that the camshaft 40 rotates at half the speed of the crankshaft 1, the cam 41 is shaped to open and close the exhaust valve 6 every 180 °.
- the crank angles b and c shown in FIGS. 2 and 7 are the opening and closing angles of the exhaust valve during forward rotation. In this embodiment, a mechanism capable of coping with reverse rotation is shown. In Fig.
- crank angles b 'and c' are the opening and closing angles of the exhaust valve at the time of reverse rotation.
- the positions are set symmetrically to the crank angles b and c with respect to the top and bottom dead center, respectively. That is, the exhaust valve 6 starts to open at the forward rotation crank angle b, but at this time, the angle of the cam 41 is the angle at which the cam 41 ends closing at the reverse rotation. This corresponds to the reverse rotation crank angle c ′. Therefore, the relationship between the camshaft 40 and the camshaft 41 during forward rotation and reverse rotation is shifted by b-c 'in terms of crank angle.
- Figure 11 (b) shows the mechanism that opens exhaust valve 6 at crank angle b 'and closes exhaust valve .6 at crank angle c' during reverse rotation.
- a sprocket 42 for winding a timing chain (not shown) is rotatably mounted on the camshaft 40.
- the key 44 is fitted into the key groove 43 provided on the sprocket 42, and the key 44 is fixed to the cam shaft 40.
- b— c ′ With the play of the angle of Z2, they will be joined. Since the camshaft 40 rotates at half the speed of the crankshaft 1, the actual crank angle is shifted by b--c '. When the engine rotates in reverse, the exhaust valve 6 is opened at the crank angle b' and the crank angle is increased.
- To close exhaust valve 6. Provide a reverse rotation function (not shown), and forcibly press the key 44 to the left end of the groove 43 during forward rotation and to the right end during reverse rotation to ensure more reliable switching between forward and reverse rotation. Can be.
- FIG. 12 (a) shows the torque characteristics of the engine in this embodiment. Compared to the characteristics shown in Fig. 6, power and regenerative operation at the time of reverse rotation, that is, operations in the second and third quadrants are added, and four-quadrant operation becomes possible.
- the broken line shows the conventional engine torque characteristics.
- the torque characteristics of the motor are shown in Fig. 12 (b).
- the characteristics of the motor regeneration region are also the same as those of the motor region, but in the case of an engine, the characteristics are different from the regeneration region because the regeneration region has the compressor characteristics as described above. However, if the control is devised, it is a characteristic that can be fully utilized practically.
- FIG. 13 is a system configuration diagram showing an eighth embodiment of the present invention.
- the difference from Fig. 5 is that the clutch 26 for disconnecting the engine is abolished and an exhaust valve opening mechanism 48 is provided.
- the system on the intake side is of the type shown in Fig. 10, it may be of the mixture-chamber type shown in Fig. 7 or of the push-in piston type shown in Figs.
- the air-fuel injection valve was driven by the camshaft 38 or 34 in Figs. 8 and 9, but the plunger used in the air injector in Fig. 3 may be used. Indicated as mixture injection valve or isolation piston drive 49.
- FIG. 14 shows the structure of the exhaust valve opening mechanism 48 in the system shown in FIG. 13.
- An exhaust valve opening lever 50 is provided adjacent to the exhaust valve cam 41. This is rotatably attached to the exhaust valve cam shaft 40, and the exhaust valve 6 is opened by operating the exhaust valve opening function 51.
- an air piston using high-pressure air in the air tank 12 may be convenient, but an electric solenoid or electric motor may be used.
- FIG. 15 is an explanatory diagram of the operation of the scavenging control according to the ninth embodiment of the present invention.
- FIG. 15 shows an example based on the engine with the isolation piston of FIG.
- the air-chamber system may be based on the engine with a push-in piston shown in Figs. 8 and 9, or based on the engine with a reversing function shown in Fig. 11.
- the exhaust gas is pushed out first, and most of the remaining 26 cc when the exhaust valve 6 is closed is air.
- the pressure in the air tank 12 is 15 atm, if the second air injector 52 injects 1.7 cc or more, it means that more than 26 cc of air has been injected at 1 atm. Can be wiped out.
- Air injection system can be realized without an air pump.
- the catalyst activity during operation of the engine can be controlled by the injection amount of the air injector.
- the pressure in the cylinder 4 is almost 1 atm.
- FIG. 10 A tenth embodiment of the present invention is shown in FIG.
- the configuration is almost the same as in Fig. 10, but the radius of the crankshaft 1 is increased, the length of the cylinder 4 is increased, and the stroke of the biston 3 is increased to increase the compression ratio.
- the method shown in Fig. 10 using the isolation biston 45 was adopted, the method shown in Fig. 7 using the mixture chamber 28, the method shown in Fig. 8 or 9 using the pushing piston, and the method shown in Fig. 11
- the volume of the air-fuel mixture chamber 28 was set to 11 cc to create a 30-atmosphere air-fuel mixture.
- the isolation piston 45 is opened after the exhaust valve 6 is closed and the air-fuel mixture is injected into the cylinder 4, the volume is doubled and the pressure becomes about 15 atm. Since the pressure in the cylinder is initially 1 atm, the injected high-pressure mixture is adiabatically expanded and its temperature drops.
- air tank Before that, when creating the air-fuel mixture, air tank The fuel is injected while blowing the high-pressure air from 1 into the mixture chamber 28, but the high-pressure air of 30 atm or more is blown into the mixture chamber 28 at 1 atm. The temperature drops below the temperature of the air tank 12.
- FIG. This is a block diagram of the control system that controls the system described so far. Only the main signals are described for the input signals of each block, and the signals used for detailed correction calculations are omitted.
- the mode discriminating unit 201 inputs the absolute position signal of the crank angle and the forward / reverse rotation signal based on the reverse signal from the selector lever (not shown), determines which mode each of the three cylinders is in, and controls each control block. To the discrimination signal.
- the rotation direction controller 202 operates the reverse rotation function based on the forward / reverse rotation signal.
- the fuel injector valve opening control unit 204 controls the energization time of the fuel injector 7 according to the fuel injection amount calculated in 203.
- the air I Njekuta valve opening control section 2 0 5 in a predetermined at c thus predetermined air-fuel ratio to perform the valve opening control of the air injector 1 4 A pressure mixture is created.
- the isolation piston 45 opens, and the air-fuel mixture is injected into the cylinder.
- the ignition control unit 206 sparks the spark plug 8 at a commanded crank angle, for example, a ( ⁇ 20 °).
- the air-fuel mixture chamber scavenging control unit 208 calculates the air injector opening according to the engine speed. In response to this, the air injector valve opening control section 205 performs valve opening control of the air injector 14.
- the second air injector valve opening controller 21 1 ⁇ controls the valve opening of the second air injector 52 based on the air injector opening command calculated by the cylinder scavenging controller 209. Do.
- the second air injector valve opening control unit 210 When performing cylinder scavenging, the second air injector valve opening control unit 210 performs valve opening control of the second air injector 52 based on the air injector opening command calculated by the cylinder scavenging control unit 209. Do.
- control Since the above control is required for each cylinder, the control is performed with a phase angle of 120 ° by three sets of control blocks.
- FIG. 18 is a logic diagram showing the contents of the mode discrimination control section 201 in more detail.
- Crank angle is input from input terminal 1 and forward / reverse rotation signal is input from input terminal 2.
- forward rotation the crank angle passes through the switch as it is, and during reverse rotation, a value subtracted from 360 ° appears in the switch output. If this switch output is defined as “deemed crank angle” and is controlled based on deemed crank angle, the same logic can be used for both forward and reverse rotation.
- the injection permission signal of the air injector 14 is output from the output terminal 1.
- the injection permission signal of the fuel injector 7 is output from the output terminal 2.
- the injection permission signal of the second air injector 52 is output from the output terminal 3.
- the ignition permission signal of the spark plug 8 is output from the output terminal 4.
- each permission signal of the second cylinder can be obtained.
- Each permission signal for the third cylinder is calculated using a value obtained by adding 240 ° to the assumed crank angle. If the value obtained by adding 120 ° to the assumed crank angle is sent to the No. 2 cylinder control unit in FIG. 16, control can be performed with exactly the same logic as the No. 1 cylinder control unit. Similarly, the value obtained by adding 240 ° to the assumed crank angle is sent to the No. 3 cylinder control unit in FIG.
- FIG. 19 is a logic diagram showing the air-fuel mixture creation control unit 203 of FIG. 17 in more detail.
- a torque command signal corresponding to the accelerator pedal depression angle and the engine speed are given to the engine torque calculation section 2 13, the engine torque command value is calculated.
- the fuel injection amount calculation unit 2 1 4 calculates this engine torque The fuel amount required to generate the fuel is calculated and a fuel injection amount command is output.
- the required air amount calculation unit 215 calculates the air amount required to completely burn the fuel injection amount based on the required air-fuel ratio.
- the air pressure converter 216 converts the calculated amount of air into a pressure when the air volume is compressed to the volume of the air-fuel mixture chamber 28, and outputs the air-fuel mixture chamber pressure command. In that case, input the actual measurement location because the temperature of high-pressure air has a great effect.
- the difference from the actually detected pressure sensor detection value is calculated, and the control compensation is performed to output the air injection amount command value. That is, the feedback control is performed so that the detected value of the pressure sensor becomes equal to the air-fuel mixture chamber pressure command.
- FIG. 20 is a logic diagram showing the fuel injector valve opening control section 204 of FIG. 17 in more detail.
- the valve opening timing calculator 218 calculates the crank angle to start / end driving of the fuel injector.
- the condition match determination unit 219 compares the start Z end signal with the assumed crank angle and the fuel injection permission signal coming from the mode determination unit 201, and drives the fuel injector during all conditions are satisfied. Output a signal.
- FIG. 21 is a logic diagram showing the air injector valve opening control section 205 of FIG. 17 in more detail.
- the valve opening timing calculation unit 220 calculates the crank angle at which the driving of the air injector should start and the Z end should be completed.
- the condition match determination unit 221 compares this start / end signal with the assumed crank angle and the air injection permission signal coming from the mode determination unit 201, and during the time when all the conditions are satisfied, the air injector drive signal Is output.
- FIG. Fig. 10 A twelfth embodiment of the present invention is shown in FIG. Fig. 10, Fig. 15, Fig.
- the difference from FIG. 16 is that the pressure sensor 102 is abolished and an air flow meter 103 is provided in the middle of the intake pipe 13 instead.
- the logic for controlling this engine may be the same as that in FIG. 17 except for the pressure sensor detection signal input.
- the content of the air-fuel mixture creation control unit 203 is the same as that shown in Fig. 23 except that the high-pressure air conversion unit 222 is used instead of the air pressure conversion unit 216. That was.
- the required air amount calculated by the required air amount calculation unit 215 is converted to a high-pressure air amount by the high-pressure air amount conversion unit 218. At this time, the temperature of the high-pressure air remains important.
- the deviation between the calculated high-pressure air injection amount command value and the air flow meter detection signal is control-compensated to output the air injection amount command. That is, the feedback control is performed so that the air flow meter detection value becomes equal to the high pressure air injection amount command value.
- the amount of air flowing into the air-fuel mixture chamber 28 is directly measured, so that the pressure sensor method described in FIGS. 10, 15 and 16 is used.
- the air-fuel ratio of the air-fuel mixture can be controlled more accurately.
- FIG. 24 shows a thirteenth embodiment of the present invention.
- the embodiments described so far relate to a reciprocating piston engine
- this embodiment shows a case where the invention is applied to a rotary engine.
- the rotary engine 53 turns around the stationary gear 54 and the mouth 55 turns.
- the conventional mouth-to-mouth engine is the upper half
- the working chamber has an intake port and the lower half of the working chamber has an exhaust port
- the upper half of the working chamber is the first cylinder of the reciprocating piston engine
- the lower half of the working chamber is It corresponds to the second cylinder of a reciprocating piston engine, and has an intake port 56 and an exhaust port 57 respectively.
- the operation is shown in Fig. 25.
- the state shown in Fig. 25 (a) corresponds to the bottom dead center of the first cylinder.
- the A side of the rotor 55 is in the exhaust stroke.
- the operation of injecting the air injector 14 and the fuel injector 7 to create the air-fuel mixture continues until the state (c).
- the isolation piston 45 of the upper working chamber is opened, and the mixture is injected into the B side to ignite.
- States (e) to (g) are the explosion and expansion strokes of the B-side in the upper working chamber.
- Fig. 25 shows the operation of one-third rotation of the mouth-to-mouth 55, and if the same repetition is displayed, it is represented by the diagram of Fig. 24. If the C plane is read as the B plane and the A plane is read as the C plane, the result will be the same as that in Fig. 25 (a), and the following explanation is omitted.
- the avex seal at the tip of the mouth is opened by itself as it passes through the exhaust port, which has the effect of eliminating the need for an exhaust valve, making the structure simple and inexpensive.
- FIG. 26 shows a fourteenth embodiment of the present invention, which has a symmetrical structure with respect to the top and bottom of the engine, and has an air supply port 56 provided at the boundary between the upper and lower working chambers.
- a reverse exhaust port 57a is additionally provided in the upper and lower working chambers, and an exhaust valve is provided for each exhaust port to switch the exhaust port used. If the exhaust valve for the reverse rotation port 57 a is closed and the exhaust valve for the exhaust port 57 is opened, the exhaust port for the reverse rotation is closed by closing the exhaust valve for the exhaust port 57 and the reverse. If the exhaust valve is open, operation can be performed in the reverse direction.
- Embodiment 1 Embodiment 1
- Embodiment 4 An engine that operates a compressor during braking to regenerate and store the kinetic energy of the vehicle body in the form of air pressure. Embodiment 4
- An engine that can self-start by injecting compressed air and fuel into cylinders that are in the expansion stroke when they stop, causing them to explode and exhaust.
- An engine that injects compressed air and fuel, which provides stable combustion even at high revolutions, into cylinders and explodes them, generating stable torque independent of the rotational speed.
- An engine that can generate the required torque by injecting compressed air and fuel that can provide stable combustion even at high altitudes into cylinders and exploding them.
- An engine that can inject fresh air into the exhaust pipe without using a secondary air pump to purify the exhaust.
- Embodiment 1 1 is a diagrammatic representation of Embodiment 1 1
- This invention can be used for the motor (explosion and combustion of flammable gas which generate
Abstract
Description
Claims
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JP2005510144A JPWO2005042942A1 (ja) | 2003-10-31 | 2003-10-31 | 原動機 |
PCT/JP2003/014017 WO2005042942A1 (ja) | 2003-10-31 | 2003-10-31 | 原動機 |
AU2003304524A AU2003304524A1 (en) | 2003-10-31 | 2003-10-31 | Prime mover |
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PCT/JP2003/014017 WO2005042942A1 (ja) | 2003-10-31 | 2003-10-31 | 原動機 |
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Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2009085218A (ja) * | 2007-09-29 | 2009-04-23 | Dr Ing Hcf Porsche Ag | 直接噴射式内燃機関を始動する方法および装置、ならびに自動車 |
JP2010523883A (ja) * | 2007-04-05 | 2010-07-15 | レイセオン・サルコス・エルエルシー | 迅速点火迅速応答動力変換システム |
JP2011506833A (ja) * | 2007-12-21 | 2011-03-03 | メタ モトーレン− ウント エネルギー−テクニック ゲーエムベーハー | 内燃機関の運転方法、及び内燃機関 |
JP2012514159A (ja) * | 2008-12-30 | 2012-06-21 | 劉,邦健 | 圧縮行程のない独立したガス供給系を有する内燃機関 |
JP2013502534A (ja) * | 2010-03-15 | 2013-01-24 | スクデリ グループ リミテッド ライアビリティ カンパニー | 負荷制御用のクロスオーバー膨張バルブを有する分割サイクルエンジン |
US8833315B2 (en) | 2010-09-29 | 2014-09-16 | Scuderi Group, Inc. | Crossover passage sizing for split-cycle engine |
KR20160149575A (ko) * | 2015-06-18 | 2016-12-28 | 현대중공업 주식회사 | 노킹 제어 시스템이 구비된 엔진 및 엔진의 노킹 제어 방법 |
US11773765B2 (en) | 2014-12-29 | 2023-10-03 | Douglas David Bunjes | Internal combustion engine, combustion systems, and related methods and control methods and systems |
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- 2003-10-31 AU AU2003304524A patent/AU2003304524A1/en not_active Abandoned
- 2003-10-31 JP JP2005510144A patent/JPWO2005042942A1/ja active Pending
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JPS5723091B2 (ja) * | 1975-08-21 | 1982-05-17 | ||
JPS5960034A (ja) * | 1982-09-30 | 1984-04-05 | Nec Home Electronics Ltd | 内燃機関 |
US4715326A (en) * | 1986-09-08 | 1987-12-29 | Southwest Research Institute | Multicylinder catalytic engine |
JPH04209933A (ja) * | 1990-09-04 | 1992-07-31 | Jinichi Nishiwaki | ピストン型エンジン |
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Cited By (10)
Publication number | Priority date | Publication date | Assignee | Title |
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JP2010523883A (ja) * | 2007-04-05 | 2010-07-15 | レイセオン・サルコス・エルエルシー | 迅速点火迅速応答動力変換システム |
JP2009085218A (ja) * | 2007-09-29 | 2009-04-23 | Dr Ing Hcf Porsche Ag | 直接噴射式内燃機関を始動する方法および装置、ならびに自動車 |
US8347840B2 (en) | 2007-09-29 | 2013-01-08 | Dr. Ing. H.C.F. Porsche Aktiengesellschaft | Process and system for starting a direct-injecting internal-combustion engine as well as motor vehicle |
JP2011506833A (ja) * | 2007-12-21 | 2011-03-03 | メタ モトーレン− ウント エネルギー−テクニック ゲーエムベーハー | 内燃機関の運転方法、及び内燃機関 |
JP2012514159A (ja) * | 2008-12-30 | 2012-06-21 | 劉,邦健 | 圧縮行程のない独立したガス供給系を有する内燃機関 |
JP2013502534A (ja) * | 2010-03-15 | 2013-01-24 | スクデリ グループ リミテッド ライアビリティ カンパニー | 負荷制御用のクロスオーバー膨張バルブを有する分割サイクルエンジン |
US8833315B2 (en) | 2010-09-29 | 2014-09-16 | Scuderi Group, Inc. | Crossover passage sizing for split-cycle engine |
US11773765B2 (en) | 2014-12-29 | 2023-10-03 | Douglas David Bunjes | Internal combustion engine, combustion systems, and related methods and control methods and systems |
KR20160149575A (ko) * | 2015-06-18 | 2016-12-28 | 현대중공업 주식회사 | 노킹 제어 시스템이 구비된 엔진 및 엔진의 노킹 제어 방법 |
KR102172165B1 (ko) | 2015-06-18 | 2020-10-30 | 한국조선해양 주식회사 | 노킹 제어 시스템이 구비된 엔진 및 엔진의 노킹 제어 방법 |
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AU2003304524A1 (en) | 2005-05-19 |
JPWO2005042942A1 (ja) | 2007-04-12 |
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