WO2011070686A1 - 火花点火式内燃機関 - Google Patents

火花点火式内燃機関 Download PDF

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Publication number
WO2011070686A1
WO2011070686A1 PCT/JP2009/070933 JP2009070933W WO2011070686A1 WO 2011070686 A1 WO2011070686 A1 WO 2011070686A1 JP 2009070933 W JP2009070933 W JP 2009070933W WO 2011070686 A1 WO2011070686 A1 WO 2011070686A1
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WIPO (PCT)
Prior art keywords
compression ratio
fuel
engine
valve
ratio
Prior art date
Application number
PCT/JP2009/070933
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
秋久大輔
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to BR112012013729-8A priority Critical patent/BR112012013729B1/pt
Priority to JP2011545043A priority patent/JP5196033B2/ja
Priority to PCT/JP2009/070933 priority patent/WO2011070686A1/ja
Priority to RU2012122511/06A priority patent/RU2509908C2/ru
Priority to CN200980162710.1A priority patent/CN102639844B/zh
Priority to DE112009005431.5T priority patent/DE112009005431B4/de
Priority to US13/499,096 priority patent/US9151231B2/en
Publication of WO2011070686A1 publication Critical patent/WO2011070686A1/ja
Priority to IN2821DEN2012 priority patent/IN2012DN02821A/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0234—Variable control of the intake valves only changing the valve timing only
    • F02D13/0238—Variable control of the intake valves only changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/082—Premixed fuels, i.e. emulsions or blends
    • F02D19/084—Blends of gasoline and alcohols, e.g. E85
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/082—Premixed fuels, i.e. emulsions or blends
    • F02D19/085—Control based on the fuel type or composition
    • F02D19/087—Control based on the fuel type or composition with determination of densities, viscosities, composition, concentration or mixture ratios of fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F01L1/143—Tappets; Push rods for use with overhead camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34426—Oil control valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34426—Oil control valves
    • F01L2001/3443—Solenoid driven oil control valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0611—Fuel type, fuel composition or fuel quality
    • 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
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the present invention relates to a spark ignition internal combustion engine.
  • An object of the present invention is to provide a spark ignition type internal combustion engine that can prevent overexpansion when a fuel containing alcohol is used, thereby ensuring high thermal efficiency.
  • variable compression ratio mechanism capable of changing the mechanical compression ratio
  • variable valve timing mechanism capable of controlling the closing timing of the intake valve
  • the expansion ratio is higher than when the engine is under high load operation. Therefore, when fuel containing alcohol is used as fuel, overexpansion may occur. In this case, the higher the alcohol concentration in the fuel, the more easily overexpansion occurs.
  • the expansion ratio at the time of engine low load operation is lowered compared with the case where the alcohol concentration in the fuel is low, so even if the alcohol concentration in the fuel is high. It is possible to prevent overexpansion from occurring.
  • FIG. 1 is an overall view of a spark ignition type internal combustion engine.
  • FIG. 2 is an exploded perspective view of the variable compression ratio mechanism.
  • FIG. 3 is a side sectional view of the internal combustion engine schematically shown.
  • FIG. 4 is a view showing a variable valve timing mechanism.
  • FIG. 5 is a diagram showing lift amounts of the intake valve and the exhaust valve.
  • FIG. 6 is a diagram for explaining the mechanical compression ratio, the actual compression ratio, and the expansion ratio.
  • FIG. 7 is a graph showing the relationship between the theoretical thermal efficiency and the expansion ratio.
  • FIG. 8 is a diagram for explaining a normal cycle and an ultra-high expansion ratio cycle.
  • FIG. 9 is a diagram showing changes in the mechanical compression ratio and the like according to the engine load.
  • FIG. 10 is a PV diagram.
  • FIG. 10 is a PV diagram.
  • FIG. 11 is a diagram showing the relationship between the alcohol concentration and the expansion ratio.
  • FIG. 12 is a diagram showing the relationship between the alcohol concentration and the actual compression ratio.
  • FIG. 13 is a diagram showing a map of the intake valve closing timing IC and the like.
  • FIG. 14 is a flowchart for performing operation control.
  • FIG. 15 is an overall view showing another embodiment of the spark ignition type internal combustion engine.
  • FIG. 16 is a diagram showing changes in mechanical compression ratio and the like according to engine load.
  • FIG. 17 is a graph showing the relationship between the alcohol concentration and the advance amount of the exhaust valve opening timing.
  • FIG. 18 is a diagram showing a map of the exhaust valve opening timing EO.
  • FIG. 19 is a flowchart for performing operation control.
  • FIG. 20 is a flowchart for performing operation control.
  • FIG. 1 shows a side sectional view of a spark ignition type internal combustion engine.
  • 1 is a crankcase
  • 2 is a cylinder block
  • 3 is a cylinder head
  • 4 is a piston
  • 5 is a combustion chamber
  • 6 is a spark plug disposed at the center of the top surface of the combustion chamber 5
  • 7 is intake air.
  • 8 is an intake port
  • 9 is an exhaust valve
  • 10 is an exhaust port.
  • the intake port 8 is connected to a surge tank 12 via an intake branch pipe 11, and a fuel injection valve 13 for injecting fuel into the corresponding intake port 8 is arranged in each intake branch pipe 11.
  • the fuel injection valve 13 may be arranged in each combustion chamber 5 instead of being attached to each intake branch pipe 11.
  • the surge tank 12 is connected to an air cleaner 15 via an intake duct 14, and a throttle valve 17 driven by an actuator 16 and an intake air amount detector 18 using, for example, heat rays are arranged in the intake duct 14.
  • the exhaust port 10 is connected to a catalytic converter 20 containing, for example, a three-way catalyst via an exhaust manifold 19, and an air-fuel ratio sensor 21 is disposed in the exhaust manifold 19.
  • a fuel containing alcohol is used as the fuel, and the alcohol-containing fuel stored in the fuel tank 22 is supplied to the fuel injection valve 13.
  • the alcohol concentration in the fuel used in the embodiment according to the present invention covers a wide range of about 0% to 85%, and therefore the alcohol concentration in the fuel injected from the fuel injection valve 13 also varies over a wide range.
  • An alcohol concentration sensor 23 for detecting the alcohol concentration in the fuel injected from the fuel injection valve 13 is attached in the fuel tank 22.
  • the piston 4 is positioned at the compression top dead center by changing the relative position of the crankcase 1 and the cylinder block 2 in the cylinder axial direction at the connecting portion between the crankcase 1 and the cylinder block 2.
  • variable compression ratio mechanism A capable of changing the volume of the combustion chamber 5 at the time
  • actual compression action start timing changing mechanism B capable of changing the actual start time of the compression action.
  • the actual compression action start timing changing mechanism B is composed of a variable valve timing mechanism capable of controlling the closing timing of the intake valve 7.
  • the electronic control unit 30 is composed of a digital computer, and is connected to each other by a bidirectional bus 31.
  • Output signals of the intake air amount detector 18, the air-fuel ratio sensor 21, and the alcohol sensor 23 are input to the input port 35 via corresponding AD converters 37, respectively.
  • a load sensor 41 that generates an output voltage proportional to the depression amount L of the accelerator pedal 40 is connected to the accelerator pedal 40, and the output voltage of the load sensor 41 is input to the input port 35 via the corresponding AD converter 37. Is done.
  • a crank angle sensor 42 that generates an output pulse every time the crankshaft rotates, for example, 30 ° is connected to the input port 35.
  • the output port 36 is connected to the spark plug 6, the fuel injection valve 13, the throttle valve driving actuator 16, the variable compression ratio mechanism A, and the variable valve timing mechanism B through corresponding drive circuits 38.
  • FIG. 2 is an exploded perspective view of the variable compression ratio mechanism A shown in FIG. 1, and FIG. 3 is a side sectional view of the internal combustion engine schematically shown.
  • a plurality of protrusions 50 spaced from each other are formed below both side walls of the cylinder block 2, and cam insertion holes 51 each having a circular cross section are formed in each protrusion 50.
  • cam insertion holes 51 each having a circular cross section are formed in each protrusion 50.
  • a plurality of protrusions 52 are formed on the upper wall surface of the crankcase 1 so as to be fitted between the corresponding protrusions 50 spaced apart from each other.
  • Cam insertion holes 53 each having a circular cross section are formed. As shown in FIG.
  • a pair of camshafts 54 and 55 are provided, and on each camshaft 54 and 55, a circular cam 56 is rotatably inserted into each cam insertion hole 51. It is fixed. These circular cams 56 are coaxial with the rotational axes of the camshafts 54 and 55.
  • an eccentric shaft 57 arranged eccentrically with respect to the rotation axis of each camshaft 54, 55 extends between the circular cams 56 as shown by hatching in FIG.
  • a cam 58 is eccentrically mounted for rotation. As shown in FIG. 2, the circular cams 58 are disposed between the circular cams 56, and the circular cams 58 are rotatably inserted into the corresponding cam insertion holes 53.
  • the cylinder block 2 moves away from the crankcase 1 as the distance between the center and the center of the circular cam 58 increases.
  • the volume of the combustion chamber 5 increases when the piston 4 is positioned at the compression top dead center. Therefore, by rotating the camshafts 54 and 55, the piston 4 is compressed at the top dead center.
  • the volume of the combustion chamber 5 when it is located at can be changed.
  • a pair of worm gears 61 and 62 having opposite spiral directions are attached to the rotation shaft of the drive motor 59, respectively.
  • FIGS. 1 to 3 shows an example, and any type of variable compression ratio mechanism can be used.
  • FIG. 4 shows the variable valve timing mechanism B attached to the end of the camshaft 70 for driving the intake valve 7 in FIG. Referring to FIG.
  • variable valve timing mechanism B includes a timing pulley 71 that is rotated in the direction of an arrow by a crankshaft of an engine via a timing belt, a cylindrical housing 72 that rotates together with the timing pulley 71, an intake valve A rotating shaft 73 that rotates together with the driving camshaft 70 and is rotatable relative to the cylindrical housing 72, and a plurality of partition walls 74 that extend from the inner peripheral surface of the cylindrical housing 72 to the outer peripheral surface of the rotating shaft 73. And a vane 75 extending from the outer peripheral surface of the rotating shaft 73 to the inner peripheral surface of the cylindrical housing 72 between the partition walls 74, and an advance hydraulic chamber 76 on each side of each vane 75. A retarding hydraulic chamber 77 is formed.
  • the hydraulic oil supply control to the hydraulic chambers 76 and 77 is performed by a hydraulic oil supply control valve 78.
  • the hydraulic oil supply control valve 78 includes hydraulic ports 79 and 80 connected to the hydraulic chambers 76 and 77, a hydraulic oil supply port 82 discharged from the hydraulic pump 81, a pair of drain ports 83 and 84, And a spool valve 85 for controlling communication between the ports 79, 80, 82, 83, and 84.
  • the hydraulic oil in the retard hydraulic chamber 77 is discharged from the drain port 84 while being supplied to the hydraulic chamber 76. At this time, the rotary shaft 73 is rotated relative to the cylindrical housing 72 in the direction of the arrow.
  • the spool valve 85 is moved to the left in FIG. 4, and the hydraulic oil supplied from the supply port 82 causes the hydraulic port 80 to move.
  • the hydraulic oil in the advance hydraulic chamber 76 is discharged from the drain port 83 while being supplied to the retard hydraulic chamber 77. At this time, the rotating shaft 73 is rotated relative to the cylindrical housing 72 in the direction opposite to the arrow. If the spool valve 85 is returned to the neutral position shown in FIG.
  • variable valve timing mechanism B can advance and retard the cam phase of the intake valve driving camshaft 70 by a desired amount.
  • the solid line shows the time when the cam phase of the intake valve driving camshaft 70 is advanced the most by the variable valve timing mechanism B
  • the broken line shows the cam phase of the intake valve driving camshaft 70 being the most advanced. It shows when it is retarded. Therefore, the valve opening period of the intake valve 7 can be arbitrarily set between the range indicated by the solid line and the range indicated by the broken line in FIG.
  • variable valve timing mechanism B shown in FIG. 1 and FIG. 4 shows an example.
  • variable valve timing that can change only the closing timing of the intake valve while keeping the opening timing of the intake valve constant.
  • variable valve timing mechanisms such as mechanisms, can be used.
  • FIG. 6 (A), (B), and (C) show an engine having a combustion chamber volume of 50 ml and a piston stroke volume of 500 ml for the sake of explanation.
  • (B), (C) the combustion chamber volume represents the volume of the combustion chamber when the piston is located at the compression top dead center.
  • FIG. 6B describes the actual compression ratio. This actual compression ratio is a value determined from the actual piston stroke volume and the combustion chamber volume from when the compression action is actually started until the piston reaches top dead center, and this actual compression ratio is (combustion chamber volume + actual (Stroke volume) / combustion chamber volume. That is, as shown in FIG.
  • FIG. 6B illustrates the actual compression ratio.
  • FIG. 7 shows the relationship between the theoretical thermal efficiency and the expansion ratio when gasoline is used as the fuel
  • FIG. 8 shows the normal cycle and the ultra-high expansion ratio cycle that are selectively used according to the load in the present invention.
  • FIG. 8A shows a normal cycle when the intake valve closes near the bottom dead center and the compression action by the piston is started from the vicinity of the intake bottom dead center.
  • the combustion chamber volume is set to 50 ml
  • the stroke volume of the piston is set to 500 ml, similarly to the example shown in FIGS. 6A, 6B, and 6C.
  • the solid line in FIG. 7 shows the change in the theoretical thermal efficiency when the actual compression ratio and the expansion ratio are substantially equal, that is, in a normal cycle. In this case, it can be seen that the theoretical thermal efficiency increases as the expansion ratio increases, that is, as the actual compression ratio increases. Therefore, in order to increase the theoretical thermal efficiency in a normal cycle, it is only necessary to increase the actual compression ratio.
  • the actual compression ratio can only be increased to a maximum of about 12 due to the restriction of the occurrence of knocking at the time of engine high load operation, and thus the theoretical thermal efficiency cannot be sufficiently increased in a normal cycle.
  • the present inventor has studied to increase the theoretical thermal efficiency by strictly dividing the mechanical compression ratio and the actual compression ratio, and as a result, the theoretical thermal efficiency is governed by the expansion ratio, and the theoretical thermal efficiency
  • the actual compression ratio has been found to have little effect. That is, if the actual compression ratio is increased, the explosive force is increased, but a large amount of energy is required for compression. Thus, even if the actual compression ratio is increased, the theoretical thermal efficiency is hardly increased.
  • FIG. 8B shows an example where the variable compression ratio mechanism A and variable valve timing mechanism B are used to increase the expansion ratio while maintaining the actual compression ratio at a low value.
  • the variable compression ratio mechanism A reduces the combustion chamber volume from 50 ml to 20 ml.
  • the variable valve timing mechanism B delays the closing timing of the intake valve until the actual piston stroke volume is reduced from 500 ml to 200 ml.
  • the actual compression ratio is almost 11 and the expansion ratio is 11, as described above.
  • FIG. 8B shows that it has been increased to 26. This is why it is called an ultra-high expansion ratio cycle.
  • the thermal efficiency during engine operation that is, to improve fuel efficiency, it is necessary to improve the thermal efficiency when the engine load is low. Necessary.
  • the ultra-high expansion ratio cycle shown in FIG. 8B since the actual piston stroke volume during the compression stroke is reduced, the amount of intake air that can be sucked into the combustion chamber 5 is reduced.
  • the expansion ratio cycle can only be adopted when the engine load is relatively low. Therefore, in the present invention, when the engine load is relatively low, the super high expansion ratio cycle shown in FIG. 8B is used, and during the high engine load operation, the normal cycle shown in FIG. 8A is used.
  • FIG. 9 shows the intake air amount, the mechanical compression ratio, the expansion ratio, the expansion end pressure, the actual compression ratio, the closing timing of the intake valve 7 and the opening degree of the throttle valve 17 according to the engine load at a certain engine speed.
  • FIG. 9 the broken line shows the case where gasoline is used as the fuel
  • the solid line shows the case where alcohol-containing fuel having a certain alcohol concentration is used as the fuel.
  • the average air-fuel ratio in the normal combustion chamber 5 is feedback-controlled to the stoichiometric air-fuel ratio based on the output signal of the air-fuel ratio sensor 21 so that can be reduced simultaneously.
  • the case shown by the broken line in FIG. 9, that is, the case where gasoline is used as the fuel will be described.
  • the normal cycle shown in FIG. 8A is executed as described above.
  • the mechanical compression ratio is lowered as shown in FIG. 9 and the expansion ratio is low.
  • the closing timing of the intake valve 7 is advanced as shown by the solid line in FIG. Yes.
  • the intake air amount is large, and at this time, the opening degree of the throttle valve 17 is kept fully open or almost fully open.
  • the closing timing of the intake valve 7 is delayed in order to reduce the intake air amount.
  • the mechanical compression ratio is increased as the engine load is lowered so that the actual compression ratio is kept substantially constant. Therefore, the expansion ratio is also increased as the engine load is lowered.
  • the throttle valve 17 is kept fully open or substantially fully open, and therefore the amount of intake air supplied into the combustion chamber 5 changes the closing timing of the intake valve 7 regardless of the throttle valve 17. Is controlled by that.
  • the mechanical compression ratio is increased as the intake air amount is decreased while the actual compression ratio is substantially constant. That is, the volume of the combustion chamber 5 when the piston 4 reaches the compression top dead center is decreased in proportion to the decrease in the intake air amount. Therefore, the volume of the combustion chamber 5 when the piston 4 reaches the compression top dead center changes in proportion to the intake air amount.
  • the air-fuel ratio in the combustion chamber 5 is the stoichiometric air-fuel ratio
  • the volume of the combustion chamber 5 when the piston 4 reaches the compression top dead center changes in proportion to the fuel amount.
  • the mechanical compression ratio is further increased.
  • the mechanical compression ratio reaches a limit mechanical compression ratio that is a structural limit of the combustion chamber 5.
  • the mechanical compression ratio is maintained at the limit mechanical compression ratio in a region where the load is lower than the engine load L when the mechanical compression ratio reaches the limit mechanical compression ratio.
  • the mechanical compression ratio is maximized and the expansion ratio is maximized at the time of low engine load operation and low engine load operation, that is, at the engine low load operation side.
  • the mechanical compression ratio is maximized so that the maximum expansion ratio is obtained on the engine low load operation side.
  • the closing timing of the intake valve 7 becomes the limit closing timing that can control the intake air amount supplied into the combustion chamber 5.
  • the closing timing of the intake valve 7 reaches the limit closing timing, the closing timing of the intake valve 7 is in a region where the load is lower than the engine load L when the closing timing of the intake valve 7 reaches the closing timing. It is held at the limit closing timing.
  • the mechanical compression ratio and the closing timing of the intake valve 7 are kept constant, so that the actual compression ratio is kept constant.
  • the closing timing of the intake valve 7 is held at the limit closing timing, the amount of intake air can no longer be controlled by changing the closing timing of the intake valve 7.
  • the intake valve 7 is supplied into the combustion chamber 5 by the throttle valve 17. The amount of intake air to be controlled is controlled, and the opening degree of the throttle valve 17 is made smaller as the engine load becomes lower.
  • the expansion end pressure decreases as the engine load decreases. In this case, the expansion end pressure also decreases most when the engine load decreases most. However, as can be seen from FIG. 9, even when the expansion end pressure decreases most, the expansion end pressure does not fall below atmospheric pressure.
  • the intake air amount can be controlled without depending on the throttle valve 17 by advancing the closing timing of the intake valve 7 as the engine load becomes lower as shown by the one-dot chain line in FIG. Therefore, if the case indicated by the broken line and the case indicated by the alternate long and short dash line in FIG.
  • the engine load is low at the closing timing of the intake valve 7 in the example shown in FIG. As a result, it is moved in a direction away from the intake bottom dead center BDC until the limit valve closing timing L at which the amount of intake air supplied into the combustion chamber can be controlled.
  • the intake air amount can be controlled by changing the closing timing of the intake valve 7 as shown by a broken line in FIG. 9, or can be controlled by changing it as shown by a one-dot chain line.
  • the closing timing of the intake valve 7 is changed as shown by a broken line in FIG. 9 will be described as an example.
  • the expansion ratio is 26 in the ultra-high expansion ratio cycle shown in FIG. The higher the expansion ratio, the better.
  • FIG. 10 shows a PV diagram showing both the volume V of the combustion chamber 5 and the pressure P in the combustion chamber 5 in logarithm, and in FIG. 10, the solid line shows the engine low load operation when gasoline is used as fuel. The relationship between the volume V and the pressure P is shown. As shown by the solid line in FIG. 10, when gasoline is used as the fuel, it can be seen that the expansion end pressure is equal to or higher than the atmospheric pressure even during engine low load operation.
  • the expansion end pressure may become atmospheric pressure or lower. That is, when a fuel containing oxygen such as alcohol is burned, a large amount of water having a large specific heat is generated as compared with the case where ordinary gasoline is burned. As a result, the combustion temperature decreases and the combustion pressure decreases. When the combustion pressure decreases, the expansion end pressure decreases, and as a result, as shown by the broken line in FIG. 10, the expansion end pressure may become lower than the atmospheric pressure, that is, overexpansion may occur. However, when it is overexpanded in this way, the thermal efficiency is drastically reduced, and thus it is necessary to prevent such overexpansion.
  • the expansion end pressure increases as the expansion ratio decreases. Therefore, in order to prevent overexpansion, the higher the alcohol concentration in the fuel, the lower the expansion ratio. Therefore, in the present invention, when the alcohol concentration in the fuel is high, the expansion ratio at the time of engine low load operation is lowered as compared with the case where the alcohol concentration in the fuel is low. In the embodiment according to the present invention, as shown in FIG. 11, the expansion ratio increases as the alcohol concentration in the fuel increases. Further, knocking is less likely to occur as the alcohol concentration in the fuel increases, and therefore the actual compression ratio can be increased as the alcohol concentration in the fuel increases.
  • the actual compression ratio when the alcohol concentration in the fuel is high, the actual compression ratio is made higher than when the alcohol concentration in the fuel is low.
  • the actual compression ratio increases as the alcohol concentration in the fuel increases.
  • the solid line in FIG. 9 shows changes in the mechanical compression ratio and the like when the expansion ratio during engine low load operation is lowered by lowering the mechanical compression ratio.
  • the solid line in FIG. 9 shows a case where an alcohol-containing fuel having a certain concentration is used as the fuel and the actual compression ratio is uniformly increased regardless of the engine load. Referring to FIG.
  • the mechanical compression ratio is increased by an amount corresponding to the increase in the actual compression ratio during engine high load operation. Therefore, at this time, the expansion ratio is also higher than that indicated by the broken line, that is, when gasoline is used. On the other hand, at this time, the expansion end pressure is lower than when gasoline is used.
  • the throttle valve 17 is kept fully open or substantially fully open.
  • the valve closing timing of the intake valve 7 is delayed so as to reduce the intake air amount as shown by the solid line in FIG.
  • the mechanical compression ratio is increased as the engine load is lowered so that the actual compression ratio is kept substantially constant. Therefore, the expansion ratio is also increased as the engine load is lowered.
  • the throttle valve 17 is kept fully open or substantially fully open, and therefore the amount of intake air supplied into the combustion chamber 5 changes the closing timing of the intake valve 7 regardless of the throttle valve 17. Is controlled by that. At this time, the expansion end pressure gradually decreases.
  • the mechanical compression ratio is further increased, and the engine load becomes the load L. 1 When it is reduced to (> L), the mechanical compression ratio reaches the maximum mechanical compression ratio.
  • the closing timing of the intake valve 7 becomes the limit closing timing at which the amount of intake air supplied into the combustion chamber 5 can be controlled.
  • the expansion end pressure gradually decreases below atmospheric pressure as the engine load decreases. At this time, the expansion end pressure decreases below atmospheric pressure. In order to prevent this, it is necessary to reduce the expansion ratio when the engine load decreases. Therefore, in the present invention, during the engine low load operation, the amount of decrease in the expansion ratio is increased on the low engine load side compared to the high engine load side. In this case, in the example shown in FIG. 9, the mechanical compression ratio is lowered as the engine load is lowered, and the expansion ratio is lowered accordingly. On the other hand, in the example shown in FIG.
  • the valve closing timing of the intake valve 7 is advanced as the mechanical compression ratio is lowered in order to maintain the actual compression ratio constant. At this time, the intake air amount is the required intake according to the load.
  • the opening of the throttle valve 17 is closed as compared with the case where gasoline is used so that the air amount is obtained.
  • the closing timing of the intake valve 7, the mechanical compression ratio, and the opening of the throttle valve 17 are functions of the ammonia concentration in the fuel in addition to the engine load and the engine speed.
  • FIG. 13A is stored in advance in the ROM 32 as a function of the engine load L and the engine speed N for various alcohol concentrations.
  • a map of a plurality of mechanical compression ratios CA as shown in FIG. 13 (B) is stored in advance in the ROM 32 as a function of the engine load L and the engine speed N for various alcohol concentrations.
  • a map of the opening ⁇ of a plurality of throttle valves 17 as shown in FIG. 13C for various alcohol concentrations is stored in advance in the ROM 32 as a function of the engine load L and the engine speed N.
  • FIG. 14 shows an operation control routine. Referring to FIG. 14, first, at step 100, the alcohol concentration sensor 23 detects the alcohol concentration in the fuel supplied into the combustion chamber 5.
  • the valve closing timing IC of the intake valve 7 is calculated from the map shown in FIG. 13A corresponding to the detected alcohol concentration.
  • FIG. 13B according to the detected alcohol concentration.
  • the mechanical compression ratio CR is calculated from the map shown in FIG. 13, and then, in step 103, the opening degree of the throttle valve 17 is calculated from the map shown in FIG. 13C corresponding to the detected alcohol concentration.
  • the variable compression ratio mechanism A is controlled so that the mechanical compression ratio becomes the mechanical compression ratio CR
  • the variable valve timing mechanism B is controlled so that the closing timing of the intake valve 7 becomes the closing timing IC
  • the throttle valve 17 is controlled so that the opening degree of the throttle valve 17 becomes the opening degree ⁇ .
  • FIG. 15 shows another embodiment.
  • variable valve timing mechanism B ′ having the same structure as the variable valve timing mechanism B is provided for the camshaft 90 that drives the exhaust valve 9 in order to control the opening timing of the exhaust valve 9. .
  • the expansion ratio at the time of engine low load operation is lowered by advancing the opening timing of the exhaust valve 9 by the variable valve timing mechanism B ′.
  • the broken line in FIG. 16 shows the case where gasoline is used as the fuel as in FIG. 9, and the solid line in FIG. 16 shows the case where the alcohol-containing fuel having a certain alcohol concentration is used as the fuel.
  • the opening timing of the exhaust valve 9 is advanced as compared to the case where gasoline is used, that is, the case indicated by the broken line.
  • the expansion ratio decreases.
  • the advance amount of the valve opening timing of the exhaust valve 9 increases as the alcohol concentration in the fuel increases.
  • the amount of advance of the valve opening timing of the exhaust valve 9 increases as the engine load decreases during engine low load operation, and thus the expansion ratio decreases as the engine load decreases. .
  • the mechanical compression ratio is maintained at the maximum mechanical compression ratio during engine low load operation, and the closing timing of the intake valve 7 is maintained at the limit closing timing.
  • the closing timing of the intake valve 7, the mechanical compression ratio, and the opening of the throttle valve 17 are functions of the ammonia concentration in the fuel in addition to the engine load and the engine speed.
  • the mechanical compression ratio and the opening degree of the throttle valve 17 are stored in advance in the form of maps as shown in FIGS. 13A, 13B and 13C for various alcohol concentrations.
  • the opening timing of the exhaust valve 9 is also a function of the ammonia concentration in the fuel in addition to the engine load and the engine speed.
  • FIG. 19 shows an operation control routine.
  • the alcohol concentration in the fuel supplied into the combustion chamber 5 is detected by the alcohol concentration sensor 23.
  • the closing timing IC of the intake valve 7 is calculated from a map as shown in FIG. 13A corresponding to the detected alcohol concentration.
  • the valve closing timing IC corresponding to the detected alcohol concentration is calculated.
  • the mechanical compression ratio CR is calculated from the map as shown in (B).
  • the opening degree of the throttle valve 17 is calculated from the map as shown in FIG. 13 (C) according to the detected alcohol concentration. Is done.
  • the valve opening timing EO of the exhaust valve 9 is calculated from the map shown in FIG. 18 corresponding to the detected alcohol concentration.
  • the variable compression ratio mechanism A is controlled so that the mechanical compression ratio becomes the mechanical compression ratio CR
  • the variable valve timing mechanism B is controlled so that the closing timing of the intake valve 7 becomes the closing timing IC
  • the throttle valve 17 is controlled so that the opening degree of the throttle valve 17 becomes the opening degree ⁇
  • the variable valve timing mechanism B ′ is controlled so that the opening timing of the exhaust valve 9 becomes EO.
  • FIG. 20 shows still another embodiment.
  • the expansion ratio at the time of engine low load operation is usually lowered by advancing the opening timing of the exhaust valve 9, and the mechanical compression ratio is lowered when there is a request to lower the mechanical compression ratio.
  • a request to reduce the mechanical compression ratio is issued.
  • a request for reducing the mechanical compression ratio is issued in this way, there is a time when the engine is started or an engine is warmed up. That is, at the time of engine start and engine warm-up operation, the catalyst 20 is not normally activated.
  • the unburned HC flows into the catalyst 20 at this time, the unburned HC is not purified by the catalyst 20 and the catalyst 20 is not purified. Will pass by. Accordingly, it is preferable to reduce the amount of unburned HC discharged from the combustion chamber 5 at the time of engine start or engine warm-up operation. Therefore, in this example, there is a demand to reduce the engine compression ratio at engine start or engine warm-up operation. Is issued. In this embodiment, the expansion ratio is lowered by lowering the mechanical compression ratio when a request for lowering the mechanical compression ratio is issued. Referring to the operation control routine shown in FIG. 20, first, at step 300, the alcohol concentration sensor 23 detects the alcohol concentration in the fuel supplied into the combustion chamber 5.
  • step 301 it is judged if a request to lower the mechanical compression ratio has been issued. If there is no request to reduce the mechanical compression ratio, the routine proceeds to step 302 where the mechanical compression ratio and the like are controlled as indicated by the solid line in FIG. That is, in step 302, the valve closing timing IC of the intake valve 7 is calculated from a map as shown in FIG. 13A corresponding to the detected alcohol concentration, and then in step 303, a diagram corresponding to the detected alcohol concentration. The mechanical compression ratio CR is calculated from a map as shown in FIG. 13 (B). Next, at step 304, the opening of the throttle valve 17 is determined from the map as shown in FIG. 13 (C) according to the detected alcohol concentration. Calculated.
  • step 305 the valve opening timing EO of the exhaust valve 9 is calculated from the map shown in FIG. 18 corresponding to the detected alcohol concentration.
  • step 306 the variable compression ratio mechanism A is controlled so that the mechanical compression ratio becomes the mechanical compression ratio CR, and the variable valve timing mechanism B is controlled so that the closing timing of the intake valve 7 becomes the closing timing IC,
  • the throttle valve 17 is controlled so that the opening degree of the throttle valve 17 becomes the opening degree ⁇ , and the variable valve timing mechanism B ′ is controlled so that the opening timing of the exhaust valve 9 becomes EO.
  • step 307 the mechanical compression ratio and the like are controlled as indicated by the solid line in FIG.
  • step 307 the valve closing timing IC of the intake valve 7 is calculated from the map shown in FIG. 13A corresponding to the detected alcohol concentration.
  • step 308 FIG. 13 (corresponding to the detected alcohol concentration is shown.
  • the mechanical compression ratio CR is calculated from the map shown in B).
  • step 309 the opening of the throttle valve 17 is calculated from the map shown in FIG. 13C corresponding to the detected alcohol concentration.
  • step 310 the valve opening timing EO of the exhaust valve 9 is fixed to the reference timing, and then the routine proceeds to step 306.
  • step 306 the variable compression ratio mechanism A is controlled so that the mechanical compression ratio becomes the mechanical compression ratio CR, and the variable valve timing mechanism B is controlled so that the closing timing of the intake valve 7 becomes the closing timing IC.
  • the throttle valve 17 is controlled so that the opening degree of the throttle valve 17 becomes the opening degree ⁇ .

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
PCT/JP2009/070933 2009-12-09 2009-12-09 火花点火式内燃機関 WO2011070686A1 (ja)

Priority Applications (8)

Application Number Priority Date Filing Date Title
BR112012013729-8A BR112012013729B1 (pt) 2009-12-09 2009-12-09 Motor de combustão interna do tipo ignição de centelha
JP2011545043A JP5196033B2 (ja) 2009-12-09 2009-12-09 火花点火式内燃機関
PCT/JP2009/070933 WO2011070686A1 (ja) 2009-12-09 2009-12-09 火花点火式内燃機関
RU2012122511/06A RU2509908C2 (ru) 2009-12-09 2009-12-09 Двигатель внутреннего сгорания с искровым зажиганием
CN200980162710.1A CN102639844B (zh) 2009-12-09 2009-12-09 火花点火式内燃机
DE112009005431.5T DE112009005431B4 (de) 2009-12-09 2009-12-09 Verbrennungsmotor mit Fremdzündung
US13/499,096 US9151231B2 (en) 2009-12-09 2009-12-09 Variable compression ratio type engine with fuel containing alcohol
IN2821DEN2012 IN2012DN02821A (ru) 2009-12-09 2012-04-02

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US8893665B2 (en) * 2011-08-17 2014-11-25 Ford Global Technologies, Llc Method and system for compensating for alcohol concentration in fuel
DE102012018692A1 (de) * 2012-09-21 2014-03-27 Daimler Ag Verfahren zum Betreiben einer zumindest ein Einlassventil aufweisenden Brennkraftmaschine, insbesondere eines Ottomotors
US9567900B2 (en) * 2014-11-01 2017-02-14 Filip Kristani Four-cycle internal combustion engine with curtailed intake process

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US20120234273A1 (en) 2012-09-20
DE112009005431B4 (de) 2017-12-07
DE112009005431T5 (de) 2012-10-31
IN2012DN02821A (ru) 2015-07-24
RU2012122511A (ru) 2014-01-20
CN102639844B (zh) 2015-12-02
JPWO2011070686A1 (ja) 2013-04-22
RU2509908C2 (ru) 2014-03-20
CN102639844A (zh) 2012-08-15
BR112012013729A2 (pt) 2016-03-22
US9151231B2 (en) 2015-10-06
JP5196033B2 (ja) 2013-05-15

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