WO2013111648A1 - 掃気行程を有する6サイクルエンジン - Google Patents
掃気行程を有する6サイクルエンジン Download PDFInfo
- Publication number
- WO2013111648A1 WO2013111648A1 PCT/JP2013/050642 JP2013050642W WO2013111648A1 WO 2013111648 A1 WO2013111648 A1 WO 2013111648A1 JP 2013050642 W JP2013050642 W JP 2013050642W WO 2013111648 A1 WO2013111648 A1 WO 2013111648A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- scavenging
- stroke
- valve
- intake
- passage
- Prior art date
Links
Images
Classifications
-
- 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
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B75/021—Engines characterised by their cycles, e.g. six-stroke having six or more strokes per cycle
-
- 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
- F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
- F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
- F02B25/145—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke with intake and exhaust valves exclusively in the cylinder head
-
- 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
- F02D13/0276—Actuation of an additional valve for a special application, e.g. for decompression, exhaust gas recirculation or cylinder scavenging
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M23/00—Apparatus for adding secondary air to fuel-air mixture
- F02M23/006—Valves specially shaped for supplying secondary air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/23—Layout, e.g. schematics
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
- F02M35/108—Intake manifolds with primary and secondary intake passages
- F02M35/1085—Intake manifolds with primary and secondary intake passages the combustion chamber having multiple intake valves
-
- 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
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
-
- 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
- F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
- F02B47/04—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only
- F02B47/08—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only the substances including exhaust gas
-
- 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 a 6-cycle engine having a scavenging stroke in which an intake stroke, a compression stroke, an expansion stroke, an exhaust stroke, a scavenging suction stroke, and a scavenging discharge stroke are performed in this order.
- a six-cycle engine having a scavenging stroke (a scavenging intake stroke and a scavenging exhaust stroke) after an exhaust stroke is known.
- the “scavenging” of the scavenging stroke means an operation of replacing the gas in the cylinder.
- the scavenging suction stroke refers to a stroke for sucking air into the cylinder in order to replace the gas in the cylinder
- the scavenging discharge stroke refers to replacing the gas in the cylinder. The process of discharging air out of the cylinder.
- the 6-cycle engine shown in Patent Document 1 includes a scavenging passage that communicates a combustion chamber and an intake passage, and a scavenging valve that opens and closes the scavenging passage.
- the intake valve opens in the scavenging intake stroke and fresh air is drawn into the cylinder
- the scavenging valve opens in the scavenging exhaust stroke
- the air in the cylinder is discharged to the intake passage. That is, in this 6-cycle engine, fresh air is not discharged into the exhaust passage in the scavenging exhaust stroke, so that the above-described problems do not occur.
- Patent Document 1 has a problem that the pumping loss cannot be reduced because the intake valve opens during the scavenging intake stroke and the intake air passes through the throttle valve.
- the present invention has been made to solve such a problem, and an object of the present invention is to provide a 6-cycle engine capable of reducing pumping loss while preventing fresh air from being discharged into an exhaust passage in a scavenging discharge process. To do.
- a six-cycle engine having a scavenging stroke has an intake passage in which a downstream end is formed by an intake port that opens into the combustion chamber and a throttle valve is provided halfway, and a combustion chamber.
- An exhaust passage having an upstream end formed by an open exhaust port and a catalyst provided in the middle, and one end formed by a scavenging port opening to the combustion chamber and the other end connected to the upstream side of the throttle valve in the intake passage
- a scavenging passage an intake valve for opening and closing the intake port, an exhaust valve for opening and closing the exhaust port, a scavenging valve for opening and closing the scavenging port, an intake stroke, a compression stroke with the scavenging valve closed,
- the intake valve and the exhaust valve are operated so that the expansion stroke and the exhaust stroke are performed in this order, and the scavenging suction stroke and the sweep stroke are performed following the exhaust stroke.
- a discharge stroke is characterized in that a said valve operating said operating only the scavenging valve is closed and the intake valve and the exhaust valve device as implemented in this order.
- the scavenging valve opens in the scavenging intake stroke, and fresh air is sucked into the cylinder from the intake passage on the upstream side of the throttle valve through the scavenging passage.
- the resistance when air flows through the scavenging passage is significantly smaller than the resistance when air flows through the intake passage having the throttle valve. For this reason, this 6-cycle engine has reduced pumping loss in the scavenging intake stroke. Further, in the scavenging exhaust stroke, the air in the cylinder is returned to the intake passage through the scavenging passage. Therefore, according to the present invention, it is possible to provide a 6-cycle engine capable of reducing the pumping loss while preventing fresh air from being discharged into the exhaust passage in the scavenging exhaust stroke.
- FIG. 1 is a block diagram showing a configuration of a first embodiment of a six-cycle engine according to the present invention.
- FIG. 2 is a time chart showing the opening / closing timing of the valve.
- FIG. 3 is a block diagram showing a second embodiment of a 6-cycle engine according to the present invention.
- FIG. 4 is a block diagram showing a third embodiment of a 6-cycle engine according to the present invention.
- FIG. 5 is a block diagram showing another example of the third embodiment of the six-cycle engine according to the present invention.
- FIG. 6 is a block diagram showing the configuration of the fourth embodiment of the six-cycle engine according to the present invention.
- FIG. 7 is a time chart showing the valve opening / closing timing of the 6-cycle engine according to the fourth embodiment.
- FIG. 1 is a block diagram showing a configuration of a first embodiment of a six-cycle engine according to the present invention.
- FIG. 2 is a time chart showing the opening / closing timing of the valve.
- FIG. 3 is a block
- FIG. 8 is a block diagram showing a fifth embodiment of a 6-cycle engine according to the present invention.
- FIG. 9 is a block diagram showing a sixth embodiment of a six-cycle engine according to the present invention.
- FIG. 10 is a block diagram showing another example of the sixth embodiment of the 6-cycle engine according to the present invention.
- FIG. 11 is a block diagram showing a seventh embodiment of a 6-cycle engine according to the present invention.
- FIG. 12 is a block diagram showing an eighth embodiment of a 6-cycle engine according to the present invention.
- FIG. 13 is a block diagram showing a ninth embodiment of a six-cycle engine according to the present invention.
- FIG. 14 is a block diagram showing another example of the ninth embodiment of the 6-cycle engine according to the present invention.
- FIG. 1 A six-cycle engine 1 shown in FIG. 1 relates to the invention described in claim 1 and claim 2 of the present invention, and is provided with an intake valve 3, an exhaust valve 4, and a scavenging valve 5 in one cylinder 2. ing. Although only one cylinder 2 is shown in FIG. 1, the present invention is not limited to a single-cylinder engine and can be applied to a multi-cylinder engine.
- the intake valve 3 opens and closes the intake port 7 that opens to the combustion chamber 6, and one intake valve 3 is provided in one cylinder 2.
- the intake valve 3 operates by being driven by a valve gear 8 described later.
- the intake port 7 forms a downstream end of the intake passage 9.
- An upstream end portion of the intake passage 9 is opened to the atmosphere via an air cleaner 10.
- a throttle valve 11 is provided in the middle of the intake passage 9.
- the fuel of the six-cycle engine 1 is supplied by an intake passage injector 12 provided on the intake passage 9 on the downstream side of the throttle valve 11, an in-cylinder injector 13 provided on the cylinder 2 side, and the like.
- the exhaust valve 4 opens and closes an exhaust port 14 that opens to the combustion chamber 6, and one exhaust valve 4 is provided in one cylinder 2.
- the exhaust valve 4 operates by being driven by a valve gear 8 described later.
- the exhaust port 14 forms an upstream end of the exhaust passage 15.
- a catalyst 16 is provided in the middle of the exhaust passage 15.
- the catalyst 16 is constituted by a so-called three-way catalyst.
- An A / F sensor 17 that detects the oxygen concentration in the exhaust passage 15 is provided upstream of the catalyst 16 in the exhaust passage 15.
- the scavenging valve 5 opens and closes a scavenging port 21 that opens to the combustion chamber 6.
- the scavenging port 21 forms one end of a scavenging passage 22 extending from the intake passage 9.
- the scavenging port 21 includes a scavenging intake port 21a and a scavenging exhaust port 21b.
- the scavenging passage 22 according to this embodiment has a suction scavenging passage 22a having one end (downstream end) formed by the scavenging suction port 21a and a discharge having one end (upstream end) formed by the scavenging discharge port 21b. And a scavenging passage 22b.
- the other end (upstream end) of the intake scavenging passage 22 a is connected to the upstream side of the throttle valve 11 in the intake passage 9.
- the other end (downstream end) of the exhaust scavenging passage 22 b is connected to the upstream side of the throttle valve 11 in the intake passage 9.
- the scavenging valve 5 is composed of a suction scavenging valve 5a for opening and closing the scavenging suction port 21a and a discharge scavenging valve 5b for opening and closing the scavenging discharge port 21b.
- the intake scavenging valve 5a is provided at a position adjacent to the intake valve 3 in the axial direction (vertical direction in FIG. 1) of a crankshaft (not shown).
- the exhaust scavenging valve 5b is provided at a position adjacent to the exhaust valve 4 in the axial direction of the crankshaft.
- the suction scavenging valve 5a and the exhaust scavenging valve 5b operate by being driven by a valve gear 8 described later.
- the valve operating device 8 converts the rotation of the cam shaft into a reciprocating motion by the cam and transmits it to each valve. As shown in FIG. 2, the valve operating device 8 operates each valve so that six strokes described later are sequentially performed. The six strokes are an intake stroke, a compression stroke, an expansion stroke, an exhaust stroke, a scavenging suction stroke, and a scavenging discharge stroke.
- the valve gear 8 opens and closes only the intake valve 3 in the intake stroke.
- the valve gear 8 opens and closes only the exhaust valve 4 in the exhaust stroke after passing through the compression stroke and the expansion stroke after the intake stroke. Then, the valve gear 8 opens and closes only the intake scavenging valve 5a in the scavenging and intake stroke next to the exhaust stroke, and further opens and closes only the exhaust scavenging valve 5b in the subsequent scavenging and discharging stroke.
- the valve operating device 8 performs the intake stroke, the compression stroke, the expansion stroke, and the exhaust stroke in this order with the scavenging valve 5 (the intake scavenging valve 5a and the exhaust scavenging valve 5b) closed.
- the intake valve 3 and the exhaust valve 4 are operated.
- the valve operating device 8 is configured so that the scavenging valve is closed with the intake valve 3 and the exhaust valve 4 closed so that the scavenging suction stroke and the scavenging discharge stroke are performed in this order following the exhaust stroke. Operate 5 only.
- the scavenging valve 5 (suction scavenging valve 5a) is opened in the scavenging suction stroke, and fresh air flows from the intake passage 9 upstream of the throttle valve 11 to the scavenging passage. It is sucked into the cylinder 2 through 22 (suction scavenging passage 22a). Further, in the scavenging exhaust stroke, the air in the cylinder 2 is returned to the intake passage 9 upstream of the throttle valve 11 through the scavenging passage 22 (discharge scavenging passage 22b).
- the resistance when air flows through the scavenging passage 22 is significantly smaller than the resistance when air flows through the intake passage 9 having the throttle valve 11. For this reason, the 6-cycle engine 1 has reduced pumping loss in the scavenging intake stroke. Further, in the scavenging exhaust stroke, the air in the cylinder 2 is returned to the intake passage 9 through the scavenging passage 22 (discharge scavenging passage 22b). For this reason, fresh air is not discharged into the exhaust passage 15 in the scavenging discharge process.
- the 6-cycle engine 1 having the scavenging stroke can achieve a high compression ratio, advance the ignition timing, and increase the volumetric efficiency of the intake air. It is possible to improve output and fuel consumption. According to this embodiment, in the 6-cycle engine 1 having such an effect, the pumping loss is reduced in the scavenging stroke as described above, so that it is possible to further improve the output and fuel consumption. .
- the scavenging valve 5 includes an intake scavenging valve 5a that opens in the scavenging suction stroke and closes in the scavenging discharge stroke, and a discharge scavenging valve 5b that closes in the scavenging suction stroke and opens in the scavenging discharge stroke. It is constituted by.
- the scavenging port 21 according to this embodiment includes a scavenging intake port 21a opened and closed by the intake scavenging valve 5a and a scavenging exhaust port 21b opened and closed by the exhaust scavenging valve 5b.
- the cylinder 2 can be efficiently cooled for the following two reasons.
- the first reason is that fresh air can be brought into contact with the entire area of the cylinder 2 because the fresh air crosses from one end side in the radial direction of the cylinder 2 to the other end side.
- the second reason is that fresh air flows in the vicinity of the exhaust port 14 where the temperature is highest, and the temperature of the exhaust port 14 can be lowered. Therefore, according to this embodiment, it is possible to provide a 6-cycle engine that can further reduce the temperature of the cylinder 2.
- FIG. 3 When the scavenging valve is constituted by a suction scavenging valve and a discharge scavenging valve, the configuration shown in FIG. 3 can be adopted.
- the same or equivalent members as those described with reference to FIGS. 1 and 2 are denoted by the same reference numerals, and detailed description thereof is omitted as appropriate.
- a six-cycle engine 1 shown in FIG. 3 includes two intake valves 3. These intake valves 3 are provided on both sides of the intake scavenging valve 5a. As shown in FIG. 3, since the intake air amount is increased by adopting the configuration using the two intake valves 3, it is possible to further improve the output.
- a supercharger In a 6-cycle engine in which the scavenging valve is constituted by an intake scavenging valve and an exhaust scavenging valve, a supercharger can be provided as shown in FIGS. 4 and 5, members identical or equivalent to those described with reference to FIGS. 1 to 3 are given the same reference numerals, and detailed descriptions thereof are omitted as appropriate.
- the 6-cycle engine 1 shown in FIGS. 4 and 5 constitutes the 6-cycle engine referred to in the invention described in claim 3.
- the 6-cycle engine 1 shown in FIG. 4 is a 6-cycle engine 1 shown in FIG.
- a six-cycle engine 1 shown in FIG. 5 is provided with a supercharger 31 in the six-cycle engine 1 shown in FIG.
- the supercharger 31 according to this embodiment is constituted by a turbocharger having a turbine 31a on the exhaust passage 15 side and a compressor 31b on the intake passage 9 side.
- the intake passage 9 according to this embodiment includes an intercooler 32 on the upstream side of the throttle valve 11. The intercooler 32 is for cooling the intake air.
- the other end of the suction scavenging passage 22a is connected to the upstream side of the intercooler 32 in the intake passage 9, as indicated by a solid line in these drawings.
- the other end of the intake scavenging passage 22a can be connected to the downstream side of the intercooler 32 in the intake passage 9, as indicated by a broken line in FIGS. 4 and 5, the other end of the exhaust scavenging passage 22b, one end of which is formed by the scavenging exhaust port 21b, is located upstream of the supercharger 31 in the intake passage 9, as indicated by a solid line in these drawings. It is connected.
- the other end of the discharge scavenging passage 22b can be connected to the downstream side of the supercharger 31 in the intake passage 9, as shown by a broken line in FIGS.
- the intake air is supercharged by the supercharger 31, it is possible to provide a 6-cycle engine capable of obtaining a higher output.
- the other end (upstream end) of the intake scavenging passage 22a is connected to the downstream side of the intercooler 32 in the intake passage 9 so that the fresh air cooled by the intercooler 32 is moved to the cylinder in the scavenging intake stroke. Since the air is sucked into 2, a large in-cylinder cooling effect is obtained.
- the other end (downstream end) of the exhaust scavenging passage 22b is connected to the upstream side of the supercharger 31 in the intake passage 9, so that the pressure difference between the scavenging intake port 21a and the scavenging exhaust port 21b is large.
- it is possible to assist the air so that it can easily return to the intake passage 9.
- the scavenging valve 5 is configured to open in the scavenging suction stroke and the scavenging discharge stroke and close in other strokes so as to serve both as scavenging suction and scavenging discharge.
- the scavenging valve 5 is provided at a position adjacent to the intake valve 3 in the axial direction of a crankshaft (not shown).
- the scavenging port 21 shown in FIG. 6 is formed so that the scavenging inlet also serves as the scavenging outlet. That is, the scavenging passage 22 according to this embodiment is formed so that the upstream side of the throttle valve 11 in the intake passage 9 and the one scavenging port 21 communicate with each other.
- the scavenging passage 22 may be provided with a cooler 33 as shown by a two-dot chain line in FIG. The cooler 33 can cool the air flowing through the scavenging passage 22.
- the 6-cycle engine 1 provided with the cooler 33 constitutes the 6-cycle engine described in claim 5.
- the six-cycle engine 1 In the six-cycle engine 1 according to this embodiment, fresh air is drawn into the cylinder 2 from one scavenging port 21 in the scavenging intake stroke, and fresh air is discharged from the cylinder 2 to the scavenging port 21 in the scavenging discharge stroke.
- two scavenging passages Intake scavenging passage 22a and exhaust scavenging passage 22b) are provided.
- the number of scavenging passages is reduced as compared with the case of use, and the configuration of the scavenging passages can be simplified. Therefore, according to this embodiment, a 6-cycle engine that is easy to manufacture can be provided.
- the scavenging passage 22 according to this embodiment is formed on the intake side of the cylinder 2. For this reason, the exhaust side of the cylinder 2 is not restricted by the scavenging passage 22, and the degree of freedom in design increases.
- the intake valve and the intake port can be configured as shown in FIG. In FIG. 8, the same or equivalent members as those described with reference to FIGS. 1 to 3 and FIG.
- a six-cycle engine 1 shown in FIG. 8 includes two intake valves 3. These intake valves 3 are provided on both sides of the scavenging valve 5. As shown in FIG. 8, since the intake air amount is increased by adopting the configuration using the two intake valves 3, the output can be further improved. Even in the case of adopting this embodiment, by providing the cooler 33 in the scavenging passage 22, the same effect as the fourth embodiment can be obtained.
- FIGS. 9 and 10 Even when the suction scavenging passage and the discharge scavenging passage are configured by a common scavenging passage, a supercharger can be provided as shown in FIGS. 9 and 10. 9 and 10, members identical or equivalent to those described with reference to FIGS. 1 to 8 are given the same reference numerals, and detailed descriptions thereof are omitted as appropriate.
- the 6-cycle engine 1 shown in FIGS. 9 and 10 constitutes the 6-cycle engine referred to in the invention described in claim 6.
- a 6-cycle engine 1 shown in FIG. 9 is a 6-cycle engine 1 shown in FIG. 6 equipped with a supercharger 31.
- a six-cycle engine 1 shown in FIG. 10 is a six-cycle engine 1 shown in FIG. Further, the intake passage 9 according to this embodiment is provided with an intercooler 32 for intake air cooling upstream of the throttle valve 11.
- the other end of the scavenging passage 22 having one end formed by the scavenging port 21 shown in FIGS. 9 and 10 is connected to the upstream side of the intercooler 32 in the intake passage 9 as shown by the solid line in these drawings.
- the other end of the scavenging passage 22 can be connected to the downstream side of the intercooler 32 and the upstream side of the compressor 31b in the intake passage 9 as shown by broken lines in FIGS. According to this embodiment, since the intake air is supercharged by the supercharger 31, it is possible to provide a 6-cycle engine capable of obtaining a higher output.
- the other end (upstream end) of the scavenging passage 22 is connected to the downstream side of the intercooler 32 in the intake passage 9 so that fresh air cooled by the intercooler 32 is moved into the cylinder 2 in the scavenging intake stroke. Therefore, a large in-cylinder cooling effect is obtained.
- the intake port and the scavenging port are It can be configured as shown in FIG. In FIG. 11, the same or equivalent members as those described with reference to FIGS. 1 to 3 and 6 are given the same reference numerals, and detailed description thereof is omitted as appropriate.
- a six-cycle engine 1 shown in FIG. 11 constitutes the six-cycle engine referred to in the invention according to the seventh aspect.
- the scavenging valve 5 of the 6-cycle engine 1 shown in FIG. 11 is configured to open in the scavenging intake stroke and the scavenging exhaust stroke and to close in other strokes so as to serve both for scavenging and scavenging.
- the scavenging port 21 shown in FIG. 11 forms the downstream end of the intake passage 9 together with the intake port 7. For this reason, as shown in the fourth to sixth embodiments, the scavenging passage and the intake passage (scavenging passage 22 and intake passage 9) are eliminated, and the configuration can be simplified. . Therefore, according to this embodiment, a 6-cycle engine that is easy to manufacture can be provided.
- the scavenging valve 5 according to this embodiment is provided at a position adjacent to the intake valve 3 in the axial direction of the crankshaft. For this reason, the scavenging port 21 can be formed in the same shape as the intake port 7. That is, the 6-cycle engine 1 according to this embodiment can be realized simply by changing the valve mechanism of the existing 4-cycle engine.
- the intake valve and the intake port can be configured as shown in FIG. 12, members identical or equivalent to those described with reference to FIGS. 1 to 3 and FIG. 6 are given the same reference numerals, and detailed description thereof will be omitted as appropriate.
- the scavenging valve 5 shown in FIG. 12 is configured to open in the scavenging suction stroke and the scavenging discharge stroke and close in other strokes so as to serve both for scavenging suction and scavenging discharge.
- the scavenging port 21 opened and closed by the scavenging valve 5 forms the downstream end of the intake passage 9 together with the intake port 7.
- a six-cycle engine 1 shown in FIG. 12 includes two intake valves 3. These intake valves 3 are provided on both sides of the scavenging valve 5. As shown in FIG. 12, since the intake air amount is increased by adopting the configuration using the two intake valves 3, it is possible to further improve the output.
- FIGS. 13 and 14 Even when the scavenging port forms the downstream end of the intake passage together with the intake port, a supercharger can be provided as shown in FIGS. 13 and 14. 13 and 14, the same or equivalent members as those described with reference to FIGS. 1 to 12 are given the same reference numerals, and detailed description thereof will be omitted as appropriate.
- the six-cycle engine 1 shown in FIGS. 13 and 14 constitutes the six-cycle engine referred to in the invention according to the eighth aspect.
- a six-cycle engine 1 shown in FIG. 13 is a six-cycle engine 1 shown in FIG. 11 equipped with a supercharger 31.
- a six-cycle engine 1 shown in FIG. 14 is provided with a supercharger 31 in the six-cycle engine 1 shown in FIG.
- the intake passage 9 according to this embodiment is provided with an intercooler 32 for intake air cooling upstream of the throttle valve 11. According to this embodiment, since the intake air is supercharged by the supercharger 31, it is possible to provide a 6-cycle engine capable of obtaining a higher output.
Abstract
Description
特許文献1に示す6サイクルエンジンは、燃焼室と吸気通路とを連通する掃気通路と、この掃気通路を開閉する掃気弁とを備えている。この6サイクルエンジンにおいては、掃気吸入行程で吸気弁が開いてシリンダ内に新気が吸入され、掃気排出行程で掃気弁が開いてシリンダ内の空気が吸気通路に排出される。すなわち、この6サイクルエンジンにおいては、掃気排出行程で排気通路に新気が排出されることがないから、上述した不具合が発生することはない。
したがって、本発明によれば、掃気排出行程で新気が排気通路に排出されることを防ぎながら、ポンピングロスを低減可能な6サイクルエンジンを提供することができる。
以下、本発明に係る掃気行程を有する6サイクルエンジンの一実施の形態を図1および図2によって詳細に説明する。
図1に示す6サイクルエンジン1は、本発明の請求項1と請求項2に記載した発明に係るもので、一つのシリンダ2に吸気弁3と、排気弁4と、掃気弁5とを備えている。図1においては、シリンダ2を一つしか図示していないが、本発明は、単気筒エンジンに限定されることはなく、多気筒エンジンにも適用することができる。
掃気行程を有する6サイクルエンジン1は、掃気行程でシリンダ2が冷却されることから、高圧縮比化を図れることと、点火時期を進角できることと、吸気の体積効率が高くなることとから、出力や燃費を向上させることが可能なものである。この実施の形態によれば、このような効果を有する6サイクルエンジン1において、上述したように掃気行程でポンピングロスが低減するから、より一層の出力と燃費の向上を図ることができるようになる。
したがって、この実施の形態によれば、シリンダ2の温度をより一層低下させることが可能な6サイクルエンジンを提供することができる。
掃気弁を吸入用掃気弁と排出用掃気弁とによって構成する場合、図3に示す構成を採ることができる。図3において、前記図1および図2によって説明したものと同一もしくは同等の部材については、同一符号を付し詳細な説明を適宜省略する。
図3に示す6サイクルエンジン1は、二つの吸気弁3を備えている。これらの吸気弁3は、吸入用掃気弁5aの両側に設けられている。図3に示したように、二つの吸気弁3を用いる構成を採ることにより、吸入空気量が増大するから、更なる出力向上を図ることができる。
掃気弁が吸入用掃気弁と排出用掃気弁とによって構成された6サイクルエンジンにおいては、図4および図5に示すように過給機を備えることができる。図4および図5において、前記図1~図3によって説明したものと同一もしくは同等の部材については、同一符号を付し詳細な説明を適宜省略する。図4と図5に示す6サイクルエンジン1は、請求項3記載の発明でいう6サイクルエンジンを構成するものである。
図4および図5において、掃気排出ポート21bによって一端が形成された排出用掃気通路22bの他端は、これらの図において実線で示すように、吸気通路9における前記過給機31の上流側に接続されている。また、この排出用掃気通路22bの他端は、図4,5において破線で示すように、吸気通路9における過給機31の下流側に接続することができる。
この実施の形態を採る場合、吸入用掃気通路22aの他端(上流端)を吸気通路9におけるインタークーラー32の下流側に接続することによって、インタークーラー32で冷却された新気が掃気吸入行程でシリンダ2内に吸入されるから、大きな筒内冷却効果が得られる。また、この場合、排出用掃気通路22bの他端(下流端)を吸気通路9における過給機31より上流側に接続することによって、掃気吸入ポート21aと掃気排出ポート21bとの圧力差が大きくなり、空気を吸気通路9に戻り易くなるように助勢することが可能になる。
本発明の請求項4に記載の発明に係る掃気行程を有する6サイクルエンジンの一実施の形態を図6および図7によって詳細に説明する。図6および図7において、前記図1および図2によって説明したものと同一もしくは同等の部材については、同一符号を付し詳細な説明を適宜省略する。
また、この実施の形態による掃気通路22は、シリンダ2の吸気側に形成されている。このため、シリンダ2の排気側は、掃気通路22の制約を受けることがなく、設計上の自由度が高くなる。
吸入用掃気通路と排出用掃気通路とを共通の一つの掃気通路によって構成する形態を採る場合、吸気弁と吸気ポートは、図8に示すように構成することができる。図8において、前記図1~図3および図6によって説明したものと同一もしくは同等の部材については、同一符号を付し詳細な説明を適宜省略する。
この実施の形態を採る場合であっても掃気通路22に冷却器33を設けることによって、第4の実施の形態と同等の効果が得られる。
吸入用掃気通路と排出用掃気通路とを共通の一つの掃気通路によって構成する形態を採る場合であっても、図9および図10に示すように過給機を備えることができる。図9および図10において、前記図1~図8によって説明したものと同一もしくは同等の部材については、同一符号を付し詳細な説明を適宜省略する。図9と図10に示す6サイクルエンジン1は、請求項6記載の発明でいう6サイクルエンジンを構成するものである。
この実施の形態によれば、過給機31で吸気が過給されるから、より一層高い出力を得ることが可能な6サイクルエンジンを提供することができる。
掃気弁が掃気吸入用と掃気排出用とを兼ねるように掃気吸入行程と掃気排出行程とにおいて開きかつ他の行程では閉じる形態を採る場合(図7の場合)は、吸気ポートと掃気ポートとを図11に示すように構成することができる。図11において、前記図1~図3および図6によって説明したものと同一もしくは同等の部材については、同一符号を付し詳細な説明を適宜省略する。図11に示す6サイクルエンジン1は、請求項7記載の発明でいう6サイクルエンジンを構成するものである。
掃気ポートが、吸気ポートと共に吸気通路の下流端を形成している場合、吸気弁と吸気ポートは、図12に示すように構成することができる。図12において、前記図1~図3および図6によって説明したものと同一もしくは同等の部材については、同一符号を付し詳細な説明を適宜省略する。
図12に示す6サイクルエンジン1は、二つの吸気弁3を備えている。これらの吸気弁3は、掃気弁5の両側に設けられている。図12に示したように、二つの吸気弁3を用いる構成を採ることにより、吸入空気量が増大するから、更なる出力向上を図ることができる。
掃気ポートが吸気ポートと共に吸気通路の下流端を形成している場合であっても、図13および図14に示すように過給機を備えることができる。図13および図14において、前記図1~図12によって説明したものと同一もしくは同等の部材については、同一符号を付し詳細な説明を適宜省略する。図13と図14に示す6サイクルエンジン1は、請求項8記載の発明でいう6サイクルエンジンを構成するものである。
この実施の形態によれば、過給機31で吸気が過給されるから、より一層高い出力を得ることが可能な6サイクルエンジンを提供することができる。
Claims (8)
- 燃焼室に開口する吸気ポートによって下流端が形成されかつスロットル弁が途中に設けられた吸気通路と、
燃焼室に開口する排気ポートによって上流端が形成されかつ触媒が途中に設けられた排気通路と、
燃焼室に開口する掃気ポートによって一端が形成されかつ他端が前記吸気通路における前記スロットル弁の上流側に接続された掃気通路と、
前記吸気ポートを開閉する吸気弁と、
前記排気ポートを開閉する排気弁と、
前記掃気ポートを開閉する掃気弁と、
前記掃気弁を閉じた状態で吸気行程、圧縮行程、膨張行程および排気行程がこの順序で実施されるように前記吸気弁と前記排気弁とを動作させるとともに、前記排気行程に続けて掃気吸入行程と掃気排出行程とがこの順序で実施されるように前記吸気弁と前記排気弁とを閉じた状態で前記掃気弁のみを動作させる動弁装置とを備えたことを特徴とする掃気行程を有する6サイクルエンジン。 - 請求項1記載の掃気行程を有する6サイクルエンジンにおいて、前記掃気弁は、前記掃気吸入行程で開くとともに前記掃気排出行程で閉じる吸入用掃気弁と、前記掃気吸入行程で閉じるとともに前記掃気排出行程で開く排出用掃気弁とによって構成され、
前記掃気ポートは、前記吸入用掃気弁によって開閉される掃気吸入ポートと、前記排出用掃気弁によって開閉される掃気排出ポートとによって構成されていることを特徴とする掃気行程を有する6サイクルエンジン。 - 請求項2記載の掃気行程を有する6サイクルエンジンにおいて、前記吸気通路は、過給機から新気が送られるものであり、かつ前記スロットル弁より上流側にインタークーラーを備え、
前記掃気吸入ポートによって一端が形成された掃気通路の他端は、前記吸気通路におけるインタークーラーの上流側または下流側に接続され、
前記掃気排出ポートによって一端が形成された掃気通路の他端は、前記吸気通路における前記過給機の上流側または下流側に接続されていることを特徴とする掃気行程を有する6サイクルエンジン。 - 請求項1記載の掃気行程を有する6サイクルエンジンにおいて、前記掃気弁は、掃気吸入用と掃気排出用とを兼ねるように掃気吸入行程と掃気排出行程とにおいて開きかつ他の行程では閉じるものであり、
前記掃気ポートは、掃気入口が掃気出口を兼ねるように形成されているものであることを特徴とする掃気行程を有する6サイクルエンジン。 - 請求項4記載の掃気行程を有する6サイクルエンジンにおいて、前記掃気通路は、掃気通路内を流れる空気を冷却可能な冷却器を備えていることを特徴とする掃気行程を有する6サイクルエンジン。
- 請求項4記載の掃気行程を有する6サイクルエンジンにおいて、前記吸気通路は、過給機から新気が送られるものであり、かつ前記スロットル弁より上流側にインタークーラーを備え、
前記掃気通路の前記他端は、前記吸気通路における前記インタークーラーの上流側または下流側に接続されていることを特徴とする掃気行程を有する6サイクルエンジン。 - 請求項1記載の掃気行程を有する6サイクルエンジンにおいて、前記掃気弁は、掃気吸入用と掃気排出用とを兼ねるように掃気吸入行程と掃気排出行程とにおいて開きかつ他の行程では閉じるものであり、前記掃気ポートと前記吸気ポートが共に吸気通路の下流端を形成しているものであることを特徴とする掃気行程を有する6サイクルエンジン。
- 請求項7記載の掃気行程を有する6サイクルエンジンにおいて、前記吸気通路は、過給機から新気が送られるものであり、かつ前記スロットル弁より上流側にインタークーラーを備えていることを特徴とする掃気行程を有する6サイクルエンジン。
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP13740654.2A EP2808516A4 (en) | 2012-01-27 | 2013-01-16 | SIXTEEN MOTOR WITH SINK |
JP2013555226A JP5826293B2 (ja) | 2012-01-27 | 2013-01-16 | 掃気工程を有する燃料噴射式6サイクルエンジン |
US14/374,598 US9284883B2 (en) | 2012-01-27 | 2013-01-16 | Six-stroke cycle engine having scavenging stroke |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2012-014975 | 2012-01-27 | ||
JP2012014975 | 2012-01-27 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013111648A1 true WO2013111648A1 (ja) | 2013-08-01 |
Family
ID=48873369
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2013/050642 WO2013111648A1 (ja) | 2012-01-27 | 2013-01-16 | 掃気行程を有する6サイクルエンジン |
Country Status (4)
Country | Link |
---|---|
US (1) | US9284883B2 (ja) |
EP (1) | EP2808516A4 (ja) |
JP (1) | JP5826293B2 (ja) |
WO (1) | WO2013111648A1 (ja) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2015052828A1 (ja) * | 2013-10-11 | 2015-04-16 | 澤田 福衛 | 内燃機関及び駆動システム |
US9080523B1 (en) | 2014-01-16 | 2015-07-14 | Ford Global Technologies, Llc | Method to improve blowthrough via split exhaust |
US9739221B2 (en) | 2014-01-16 | 2017-08-22 | Ford Global Technologies, Llc | Method to improve blowthrough and EGR via split exhaust |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPWO2015005097A1 (ja) * | 2013-07-09 | 2017-03-02 | ヤマハ発動機株式会社 | 6サイクルエンジンおよび6サイクルエンジンの運転方法 |
JP6359146B1 (ja) | 2017-04-28 | 2018-07-18 | ▲福衛▼ 澤田 | 内燃機関及び駆動システム |
Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0296435U (ja) * | 1989-01-19 | 1990-08-01 | ||
JPH0330539U (ja) * | 1989-07-31 | 1991-03-26 | ||
JPH09273430A (ja) * | 1996-04-08 | 1997-10-21 | Osamu Nakada | 6サイクルガソリンエンジン。 |
JP2006250029A (ja) * | 2005-03-10 | 2006-09-21 | Isuzu Motors Ltd | ディーゼルエンジン及びその燃焼制御方法 |
JP2007303303A (ja) * | 2006-05-09 | 2007-11-22 | Sgg Kenkyusho:Kk | 6行程ガソリンエンジン |
WO2008020550A1 (en) * | 2006-08-18 | 2008-02-21 | Joho Corporation | 6-cycle engine with regenerator |
JP2010209683A (ja) | 2009-03-06 | 2010-09-24 | Toyota Motor Corp | 内燃機関の制御装置 |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4024823A (en) * | 1974-06-24 | 1977-05-24 | The United States Of America As Represented By The Secretary Of The Navy | Automatic blade angle controller system |
DE10063750A1 (de) * | 2000-12-21 | 2002-06-27 | Bosch Gmbh Robert | Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine |
JP2002309977A (ja) * | 2001-04-13 | 2002-10-23 | Nissan Motor Co Ltd | 多気筒エンジンの制御装置 |
JP2008291726A (ja) * | 2007-05-24 | 2008-12-04 | Suzuki Motor Corp | 6サイクルエンジン |
-
2013
- 2013-01-16 JP JP2013555226A patent/JP5826293B2/ja not_active Expired - Fee Related
- 2013-01-16 WO PCT/JP2013/050642 patent/WO2013111648A1/ja active Application Filing
- 2013-01-16 US US14/374,598 patent/US9284883B2/en not_active Expired - Fee Related
- 2013-01-16 EP EP13740654.2A patent/EP2808516A4/en not_active Withdrawn
Patent Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0296435U (ja) * | 1989-01-19 | 1990-08-01 | ||
JPH0330539U (ja) * | 1989-07-31 | 1991-03-26 | ||
JPH09273430A (ja) * | 1996-04-08 | 1997-10-21 | Osamu Nakada | 6サイクルガソリンエンジン。 |
JP2006250029A (ja) * | 2005-03-10 | 2006-09-21 | Isuzu Motors Ltd | ディーゼルエンジン及びその燃焼制御方法 |
JP2007303303A (ja) * | 2006-05-09 | 2007-11-22 | Sgg Kenkyusho:Kk | 6行程ガソリンエンジン |
WO2008020550A1 (en) * | 2006-08-18 | 2008-02-21 | Joho Corporation | 6-cycle engine with regenerator |
JP2010209683A (ja) | 2009-03-06 | 2010-09-24 | Toyota Motor Corp | 内燃機関の制御装置 |
Non-Patent Citations (1)
Title |
---|
See also references of EP2808516A4 |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2015052828A1 (ja) * | 2013-10-11 | 2015-04-16 | 澤田 福衛 | 内燃機関及び駆動システム |
JPWO2015052828A1 (ja) * | 2013-10-11 | 2017-03-09 | 澤田 ▲福衛▼ | 内燃機関及び駆動システム |
US9080523B1 (en) | 2014-01-16 | 2015-07-14 | Ford Global Technologies, Llc | Method to improve blowthrough via split exhaust |
US9739221B2 (en) | 2014-01-16 | 2017-08-22 | Ford Global Technologies, Llc | Method to improve blowthrough and EGR via split exhaust |
Also Published As
Publication number | Publication date |
---|---|
JP5826293B2 (ja) | 2015-12-02 |
EP2808516A1 (en) | 2014-12-03 |
EP2808516A4 (en) | 2014-12-03 |
JPWO2013111648A1 (ja) | 2015-05-11 |
US20140366819A1 (en) | 2014-12-18 |
US9284883B2 (en) | 2016-03-15 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US20100300385A1 (en) | Internal combustion engine utilizing dual compression and dual expansion processes | |
JP2011149428A (ja) | 部分負荷の下で動作している直噴で過給式の多気筒内燃エンジンの残留燃焼ガス掃気方法 | |
JP5826293B2 (ja) | 掃気工程を有する燃料噴射式6サイクルエンジン | |
JP2009216084A (ja) | 特にディーゼル型の直接噴射過給内燃機関における二重吸気弁リフトによる残留燃焼ガス掃気方法 | |
JP2005291210A (ja) | 内燃過給エンジンの排気ガスの再循環を制御する方法およびそのような方法を使用するエンジン | |
JP5826294B2 (ja) | 掃気行程を有する6サイクルエンジン | |
JP6001497B2 (ja) | 内燃機関の吸気装置 | |
JP5698292B2 (ja) | クロスヘッド付き大型往復運動ピストンを装備した内燃機関運転方法とそれに応じた適切な機関 | |
JP2012021440A (ja) | 内燃機関の排気装置 | |
JP2009222060A (ja) | 2サイクルエンジンにおける燃焼ガスの交換(掃気)方法 | |
JP4978525B2 (ja) | 過給機付きエンジンの排気装置 | |
US9074520B2 (en) | Cylinder liner having intake ports for improved scavenging | |
JP2011149429A (ja) | 直噴過給式の多シリンダ内燃エンジンの残留燃焼気体の掃気方法 | |
JP2014214638A (ja) | ターボ過給機付エンジン装置 | |
JP2012097683A (ja) | 内燃機関 | |
JP2010031687A (ja) | 火花点火式内燃機関 | |
US8875672B2 (en) | Engine system having dedicated cylinder-to-cylinder connection | |
JP2015209798A (ja) | 過給機付き内燃機関 | |
JP2005299396A (ja) | 過給機付き4サイクル多気筒内燃機関 | |
JP6258653B2 (ja) | 内燃機関 | |
JP3143789U (ja) | エンジンのスライド式吸気バルブ及び排気バルブ | |
JP4757009B2 (ja) | 多気筒内燃機関 | |
JP2010031686A (ja) | 火花点火式内燃機関 | |
JP2005016501A (ja) | オーバー・ラップ時の対応の方法。 | |
JP2011185252A (ja) | 内燃機関の効率の良い排気機構 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 13740654 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2013555226 Country of ref document: JP Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2013740654 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14374598 Country of ref document: US |
|
NENP | Non-entry into the national phase |
Ref country code: DE |