CN101680354B - 交换压缩阀提前打开的分开式循环发动机 - Google Patents
交换压缩阀提前打开的分开式循环发动机 Download PDFInfo
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Abstract
本发明公开一种包括曲轴的分开式循环发动机。压缩活塞容纳在压缩汽缸中,并且可操作地连接至曲轴。交换通道互相连接压缩汽缸和膨胀汽缸。交换通道包括交换压缩(XovrC)阀和交换膨胀(XovrE)阀,在这两个阀之间限定有压力室。当压缩汽缸中的压力小于在交换压缩阀处的交换通道上游压力时,交换压缩阀被定时为打开。
Description
相关申请的交叉引用
本申请要求于2007年8月7日递交的美国临时专利申请No.60/963,742的优先权。
技术领域
本发明涉及内燃机。更具体地,本发明涉及具有一对活塞的分开式循环发动机,其中一个活塞用于进气和压缩冲程,且另一个活塞用于膨胀(或动力)和排气冲程,四个冲程中的每一个都在曲轴的一次回转中完成。
背景技术
为了清楚的目的,在本发明中使用的术语“传统发动机”涉及一种内燃机,其中熟知的奥托循环(Otto cycle)的所有四个冲程(即,进气冲程、压缩冲程、膨胀冲程和排气冲程)包含在该内燃机的每个活塞/汽缸组合中。同样为了清楚的目的,对可能会应用于在现有技术中公开的发动机并在本申请中涉及的术语“分开式循环发动机”提供了下述定义。
在此涉及的分开式循环发动机包括:
曲轴,可以围绕曲轴轴线转动;
压缩活塞,压缩活塞可滑动地容纳在压缩气缸内并且可操作性地连接到曲轴,使得压缩活塞通过在曲轴的转动一圈期间的进气冲程和压缩冲程而往复运动;
膨胀(动力)活塞,可滑动地容纳在膨胀气缸内并且可操作性地连接到曲轴,使得膨胀活塞通过在曲轴的单个转动期间的或膨胀冲程和排气冲程而往复运动;和
使膨胀气缸和压缩气缸相互连接的交换通道,所述交换通道包括在其间限定压力室的交换压缩(XovrC)阀与交换膨胀(XovrE)阀。
2003年4月8日授权给Carmelo J.Scuderi(米卡罗·J·史古德利)的美国专利No.6,543,225(在此称为“Scuderi)包含分开式循环及类似类型的发动机的展开讨论。此外,该专利公开了本发明对其进一步改进的发动机的现有方案的细节。
参照图1,现有的分开式循环发动机的概念的示例性实施方式大致由附图标记10示出。分开式循环发动机10用一个压缩汽缸12和一个膨胀汽缸14的组合代替传统的四冲程发动机的两个相邻的汽缸。这两个汽缸12、14根据曲轴16的回转实现它们各自的功能。入口空气和燃料供送(charge)通过典型的提升型进气阀18吸入压缩汽缸12。压缩汽缸活塞20对所述供送进行加压,并驱动所述供送通过交换通道22,该交换通道22用作膨胀汽缸14的进气通道。
交换通道入口处的止回型交换压缩(XovrC)阀24用来防止从交换通道22反向流入压缩汽缸12中。也就是说,止回阀24仅允许空气从压缩汽缸12流入交换通道22的一种方式。
交换通道22出口处的交换膨胀(XovrE)阀26控制加压进气的流量,使得所述供送在膨胀活塞30到达它的上止点(TDC)位置之后很短的时间内完全进入膨胀汽缸14。在所述进气进入膨胀汽缸14并且所产生的燃烧向着下止点向下驱动膨胀汽缸活塞30之后不久,火花塞28点燃。废气通过提升排气阀32抽出膨胀汽缸。
参照图2,在Suh等的美国专利6,789,514(在此称为“Suh”)中公开分开式循环发动机33的可替换的现有设计。如图2(对应于Suh的图4a)所示,分开式循环发动机33包括由交换通道36互连的压缩汽缸34和膨胀汽缸35。压缩活塞37和膨胀活塞38分别在汽缸34和35进行往复运动。向内打开提升型XovrC阀39和向内打开XovrE阀40控制压缩的燃料/空气供送41通过交换通道36和进入膨胀汽缸35的流量,其中在膨胀汽缸35中,该供送41由火花塞42点燃。
Suh的分开式循环发动机33与Scuderi的分开式循环发动机10不同的至少两方面是:
1)燃料/空气供送41在膨胀活塞38到达它的TDC位置之前被点燃(参见Suh的第14栏第39-41行),而不是在到达它的TDC位置之后;和
2)Suh的XoverC阀39是向内打开的提升阀(参见Suh的第14栏第29-30行),而不是止回阀。
参照图3(对应于Suh的图5),Suh与Scuderi类似的地方在于,通过使XoverC阀39定时为晚打开,即,当从汽缸34到通道36存在正压力差时打开,防止了从交换通道36到压缩汽缸34中的反向流动。曲线图43示出了交换通道压力(线44)与压缩汽缸压力(曲线45)以及XovrE阀打开(曲线46)、XovrE阀关闭(曲线47)、XovrC阀打开(曲线48)和XovrC阀关闭(曲线49)的定时的关系。由于XovrC阀被定时为仅在压缩活塞37的TDC之前的约60度处打开,当压缩汽缸压力45大于交换通道压力44时,从交换通道36到压缩汽缸34的反向流动被阻止。
对分开式循环发动机来说,特别是对在膨胀活塞到达它的上止点位置之后才点燃它们的供送的分开式循环发动机(如Scuderi)来说,交换阀的动力学启动是很苛刻的。这是因为相对于传统的发动机的交换阀,Scuderi的发动机10的交换阀24和28必须达到足够的升程,才能在曲轴转动的很短的周期内(通常约30度曲柄角)完全传输燃料-空气供送,而传统的发动机通常在180至220度的曲柄角范围内启动所述阀。这意味着Scuderi的交换阀必须能够以比传统发动机的交换阀快约六倍的速度启动。
阀升程的增加和/或阀门启动持续时间的增加通常会增强发动机性能,因为它降低了流量限制和泵送工作量。然而,阀升程和启动时间通常受可能存在的反向流动的限制,反向流动可能会增加泵送工作量并降低发动机性能。此外,阀升程和启动时间受气阀机构(valve train)动力学和阀冲击的限制。在具有快速作用的交换阀的分开式循环发动机情况中尤其是这样。因此,需要增加分开式循环发动机的交换阀的升程和/或启动持续时间。
发明内容
本发明的分开式循环发动机可以包括:
曲轴,围绕该发动机的曲轴轴线可转动;
压缩活塞,可滑动地容纳在压缩汽缸中,并且可操作地连接至曲轴,使得压缩活塞在曲轴转动一圈期间通过进气冲程和压缩冲程进行往复运动;
膨胀活塞,可滑动地容纳在膨胀汽缸,并且可操作地连接至曲轴,使得膨胀活塞在曲轴转动一圈期间通过膨胀冲程和排气冲程进行往复运动;和
交换通道,互连压缩汽缸和膨胀汽缸,该交换通道包括交换压缩(XovrC)阀和交换膨胀(XovrE)阀,在这两个阀之间限定有压力室;
其中交换压缩阀被定时为当压缩汽缸中的压力小于交换通道中在交换压缩阀处的上游压力时打开。
本发明还公开了一种操作分开式循环发动机的方法,该分开式循环发动机包括:
曲轴,围绕该发动机的曲轴轴线可转动;
压缩活塞,可滑动地容纳在压缩汽缸中,并且可操作地连接至曲轴,使得压缩活塞在曲轴转动一圈期间通过进气冲程和压缩冲程进行往复运动;
膨胀活塞,可滑动地容纳在膨胀汽缸,并且可操作地连接至曲轴,使得膨胀活塞在曲轴转动一圈期间通过膨胀冲程和排气冲程进行往复运动;和
交换通道,互连压缩汽缸和膨胀汽缸,该交换通道包括交换压缩(XovrC)阀和交换膨胀(XovrE)阀,在这两个阀之间限定有压力室;
该方法包括将交换压缩阀定时为当压缩汽缸中的压力小于交换通道中在交换压缩阀处的上游压力时打开的步骤。
附加特征可以包括:
交换压缩阀可以被定时为当压缩汽缸中的压力比交换通道中的上游压力至少小5-15巴时打开。
交换压缩阀可以被定时为在压缩汽缸中的压力达到交换通道中的上游压力之前打开至少1.5-4.5度曲柄角。
根据下文参照附图对本发明进行的详细描述,将会更加充分地本发明的这些和其它特征和优点。
附图说明
图1为与本发明的发动机相关的现有的分开式循环发动机的横向剖面图;
图2为另一个现有技术的分开式循环发动机的图示;
图3为图2的发动机图示的压力图;
图4为根据本发明的示例性的分开式循环发动机的横向剖面图;
图5为沿图4的线5-5截取的图4的具有附加的燃料喷射器的分开式循环发动机的剖面顶视图;
图6为图4和5的在固定峰值升程下具有各种交换压缩(XovrC)阀打开曲柄角的发动机的指示转矩和制动转矩的曲线图;
图7为在固定峰值升程下XovrC阀升程相对原始打开和提前打开交换阀的曲柄角的曲线图;
图8为具有初始反向流动的本发明的提前打开XovrC阀的曲柄角相对空气质量流速的曲线图;
图9为在固定峰值升程下空气流量相对用于各种阀打开定时值的XovrC阀打开曲柄角的曲线图;
图10为在固定峰值升程下各种XovrC阀打开定时角度下的压缩汽缸和膨胀汽缸最大压力的曲线图;
图11为XovrC阀升程相对具有可变峰值升程的原始打开和提前打开交换阀的曲柄角的曲线图;
图12为平均有效汽缸压力的曲线图,比较了在压缩汽缸活塞冲程和排量范围内的基准和增量XovrC阀升程;和
图13为具有本发明的提前打开XovrC阀定时的优化的自然吸气分开式循环发动机的预测压力和定时的曲线图。
具体实施方式
术语表
提供以下在此使用的术语的缩写和定义的术语表供参考:
泵送工作量(或PV工作量):泵送工作量被定义为,在由气体流动中的阀和任何其它限制装置引起的压力降范围内,将进气移入汽缸和将废气移出汽缸所消耗的工作量。它通常被计算为压力降乘以体积流量的积,且因此这种计算值通常缩写为“PV工作量”。
提前打开XovrC阀:提前打开交换压缩阀通常被定义为在阀上的压力降为正值之前打开的任何阀。
发动机满负荷或100%发动机负荷:发动机在给定的速度下能产生的最大扭矩。
指示扭矩:在发动机机械磨擦损失和辅助***损耗起作用之前计算的发动机活塞顶处的扭矩输出。
制动扭矩:在发送机输出轴处的扭矩输出。
自然吸气发动机:自然吸气发动机为具有不由涡轮增压器、增压器或类似的机构推进的进气冲程的发动机。
制动平均有效压力:按照平均有效压力值表示的发动机的制动扭矩输出。它等于发动机制动扭矩除以发动机汽缸排量。
指示平均有效压力:它等于发动机指示扭矩除以发动机汽缸排量。
上止点:活塞在整个循环中所到达的最靠近汽缸盖的位置,提供了最低的汽缸容积。
阀门开度:对于在此使用的目的,阀门开度将被认为是至少0.06毫米的阀升程。
曲柄角:曲轴转动的角度。
现在详细地参照附图中的图4和5,数字50大致表示本发明的分开式循环发动机的示例性实施方式,在该分开式循环发动机的交换通道78中具有提前打开交换压缩(XovrC)阀84。如在此将更详细地讨论的那样,当压缩汽缸66中的压力小于交换通道78中的压力(即,XovrC阀84上具有负的压力差)时,提前打开XovrC阀84定时打开。有利的是,提前打开XovrC阀84提供了更长的阀门启动时间和更大阀门升程,这导致分开式循环发动机50性能增强。
发动机50包括可以沿如图所示的顺时针方向围绕曲轴轴线54旋转的曲轴52。曲轴52包括相邻的成角度地错开的引导曲柄56和从动曲柄58,它们分别连接至连杆60、62。
发动机50还包括限定一对相邻的汽缸的气缸体64。特别地,发动机50包括压缩汽缸66和膨胀汽缸68,压缩汽缸66和膨胀汽缸68由气缸盖70在与曲轴52相对的汽缸的顶端处封闭。
压缩活塞72容纳在压缩汽缸66中,并连接至连杆62,用于使活塞72在上止点(TDC)和下止点(BDC)位置之间进行往复运动。膨胀活塞74容纳在膨胀汽缸68中,并连接至连杆60,用于类似的TDC/BDC往复运动。
汽缸盖70提供了用于气体流入、流出汽缸66、68和它们之间的结构。为了气体流动,气缸盖包括进气通道(或端口)76、一对交换(Xovr)通道78和排气通道80,其中,进口空气通过进气通道76吸入压缩汽缸66,压缩空气通过该对交换(Xovr)通道78从压缩汽缸66传输至膨胀汽缸68,废气通过排气通道80从膨胀汽缸排出。每个交换通道78还限定了压力室81,当交换阀关闭时,压缩气体储存在压力室81中。
进入压缩汽缸66的气流由向内打开提升型进气阀82控制。进出每个交换通道78的气流可以由一对向外打开提升阀控制,即由该交换通道入口端处的交换压缩(XovrC)阀84和该交换通道出口端处的交换膨胀(XovrE)阀86控制。流出排气通道80的废气由向内打开提升型排气阀88控制。这些阀82、84、86和88可以以任何合适的方式启动,例如通过机械传动凸轮、可变阀门启动技术或类似的技术来启动。
每个交换通道具有设置在其中的至少一个高压燃料喷射器90。高压燃料喷射器90是可操作的,以将燃料喷射到交换通道78的压力室81中的压缩空气的供送中。
发动机50还包括一个或多个火花塞92或其它点火装置。火花塞92位于膨胀汽缸68的端部上的合适位置处的,其中混合燃料和空气供送可以被点燃,并且在膨胀冲程期间燃烧。
计算机研究被用来优化分开式循环发动机50的各种几何参数,包括向外打开XorvC提升阀84的定时。关于XovrC阀84的优化,事实上所有的分开式循环发动机技术都教导防止反向流动是性能优化所需要的,如在先前讨论的现有技术Scuderi和Suh专利中举例说明的那样。
此外,反向流动(尤其是XovrC阀84上的反向流动)和分开式循环发动机性能(如扭矩、压力、质量流量等)之间的关系先前是不知道的。而且,因为发动机50包括远离压缩汽缸66打开的向外打开XovrC阀84,而其它分开式循环发动机的现有技术利用止回阀(如在Scuderi中)或向内打开提升阀(如在Suh中)作为XovrC阀,反向流动对分开式循环发动机50性能的影响的不确定度是多方面的。相应地,由于这些未知情况,所述计算机研究包括用于XovrC阀84的各种提前打开定时的扫描,而这会引起反向流动。所述计算机研究产生了希望的结果,它们将在此详细描述。
参照图6,曲线图100示出了对于在4000RPM和100%发动机负荷下的自然吸气分开式循环发动机50循环模拟,分开式循环发动机50的“指示扭矩”和“制动扭矩”与交换压缩阀84在固定峰值升程下的打开曲柄角相比的计算机研究预测结果。绘制线102表示以牛顿-米为单位的指示扭矩,且绘制线104表示以牛顿-米为单位的制动扭矩。对于从相对于膨胀活塞74的TDC位置的在上止点前(BTDC)的18.5度曲柄角(CA)(即,在上止点后(ATDC)的-18.5度曲柄角)至在上止点后的5度曲柄角之间的每个1.5度曲柄角增加都计算出扭矩。
交换压缩阀84打开的基准定时为膨胀活塞的在上止点前的9.5度曲柄角(即,指示扭矩的参考点106和制动扭矩的参考点108)。即,在上止点前的9.5度曲柄角处,XovrC阀84被定时为稍微提前打开,其中,XovrC阀84上的反向流动最小但是可检测。
如同所希望的那样,较迟的定时导致扭矩的减小。然而,意外的是,较早的定时具有可忽略的影响,除非早于膨胀活塞74的14度BTDC(参考数字118和120)。也就是说,当XovrC阀84相对于膨胀活塞74的9.5度CABTDC基准线早打开至少1.5度曲柄角(参考点110和112)、至少3.0度曲柄角(参考点114和116)、或至少4.5度曲柄角(参考点118和120)时,所预测的指示扭矩和制动扭矩不会明显改变。
参照图7,曲线图122示出了当在9.5度CA BTDC的基准线点(曲线124)开始启动和在提前4.5度CA(曲线126)开始启动时在XovrC阀84的固定峰值升程处的阀门升程轮廓。注意到曲线126下的面积比曲线124下的面积大很多,这意味着在较早启动的XovrC阀84的较长启动周期期间有更大的可用体积用于空气质量流量流过。
参照图8,曲线图128为质量流量与具有提前4.5度曲柄角的提前打开定时的XovrC阀84的曲柄角相比的曲线图。如曲线130所描绘的那样,在膨胀活塞74的14度和9.5度CA BTDC之间存在明显的反向流动,其中,XorvC阀84上的压力增量为负的(即,压缩汽缸68中压力小于交换通道78中的压力)。一旦达到9.5度CA BTDC点,压力增量变为正的(即,压缩汽缸68中压力大于交换通道78中的压力),并且质量流量恢复向前方面。
参照图9,曲线图132为空气流量与固定峰值升程下的XovrC阀84打开定时相比的曲线图。再一次,如曲线134所示,XovrC阀以1.5度的增量从膨胀活塞74的5度CA BTDC向18.5度CA BTDC步进。曲线134示出,尽管在提前的阀打开定的情况下初始反向流量,整个空气流量与9.5度CA BTDC基准线定时(参考点136)是一样的。也就是说,不管XovrC阀84是否刚好提前(参考点136)、提前1.5度CA(参考点138)、提前3.0度CA(参考点140)或提前4.5度CA(参考点142)打开,空气流量都近似为132千克/小时。
参照图10,曲线图144示出,在固定峰值升程下从9.5度至14度BTDC提前定时也较低了在两个汽缸中的峰值汽缸压力,其中,对压缩汽缸的影响更大。也就是说,当定时从9.5度BTDC提前至14度BTDC时,压缩汽缸的峰值压力(如曲线145所示)从52巴下降至约48.5巴,同时膨胀汽缸的峰值压力(如曲线146所示)从约44.5巴下降至43巴。汽缸压力的降低减小了汽缸摩擦,这可以解释为什么定时提前时没有扭矩损失,即使出现增加的初始反向流动泵送。
参照图11,曲线图147示出,交换压缩阀84打开持续时间的增加还允许峰值阀门升程从2.43mm(曲线148)另外增加至2.60mm(曲线149)。也就是说,假设阀门升程曲线148和149具有相同的加速率和减速率,在具有较长的打开持续时间的提前打开阀曲线149中可以获得比基准阀曲线148的2.43mm的峰值升程高的2.60mm的峰值升程。
参照图12,由于更高的2.60mm的峰值升程所带来的限制因素的减少降低了泵送工作量,并增加了平均有效压力,这种增加扩展至较长的压缩汽缸活塞冲程和较大的排量。这在曲线图150中示出,该曲线图150绘制了用于2.43阀门升程(曲线152)和2.60阀门升程(曲线154)的制动平均有效压力与压缩汽缸活塞冲程的比较,并且绘制了用于2.43阀门升程(曲线156)和2.60阀门升程(曲线158)的指示平均有效压力与压缩汽缸活塞冲程的比较。汽缸压力的降低和由此产生的往复活塞的摩擦的降低(没有空气流量和最大扭矩的损失)提供了意外的好处,即增强了本发明的分开式循环发动机50的运转性能。
参照图12,曲线图160示出了在4000RPM、100%(满)发动机负荷情况下自然吸气的优化的分开式循环发动机50循环模拟,预测交换通道78压力、压缩汽缸66压力和膨胀汽缸68压力与曲柄角的比较。XovrC阀84、XovrE阀86、火花塞92点火、喷射器90的喷射开始(SOI)范围、喷射器90的喷射结束(EOI)范围和压缩冲程的结束的定时也被示出。线162表示压缩汽缸66压力。线164表示交换通道上游压力(Xovr上游压力),即,在交换通道78中的刚好设置为靠近XovrC阀84提升盖(poppet head)的点处得到的压力。线166表示交换通道下游压力(Xov下游压力),即,在交换通道中的刚好设置为靠近XovrE阀提升盖的点处得到的压力。最后,线168表示膨胀汽缸68压力。
注意到在其中XovrC阀提前打开的定时线170上,在XovrC阀84阀上存在约20巴的负压力差。也就是说,在膨胀汽缸活塞的14度CABTDC(即,-14度CAATDC)处(定时线170),压缩汽缸压力162比交换通道上游压力164小约20巴。
因此,较佳的是,当压缩汽缸压力162至少比交换通道在XovrC阀处的上游压力164至少小5巴时(定时线170上的参考点172),XovrC阀84打开。此外,更为较佳的是,当压缩汽缸压力162至少比交换通道在XovrC阀处的上游压力164至少小10巴时(定时线170上的参考点174),XovrC阀84打开。而且,最佳的是,当压缩汽缸压力162至少比交换通道在XovrC阀处的上游压力164至少小15巴时(定时线170上的参考点176),XovrC阀84打开。
再次参照图6和9,其中示出,当XovrC阀打开定时保持在从膨胀汽缸的9.5度BTDC至14度BTDC范围中时,发动机扭矩和空气流量都基本保持恒定。如上所述,加快XovrC阀的定时具有由XovrC阀打开时间增加带来的好处。
相应地,明显较佳的是,XovrC阀84在压缩汽缸中的压力162达到交换通道在XovrC阀84处的上游压力164之前至少打开1.5度曲柄角。此外,更为较佳的是,XovrC阀84在压缩汽缸中的压力162达到交换通道在XovrC阀84处的上游压力164之前至少打开3.0度曲柄角。而且,最佳的是,XovrC阀84在压缩汽缸中的压力162达到交换通道在XovrC阀84处的上游压力164之前至少打开4.5度曲柄角。
虽然已经参照具体实施方式描述了本发明,但应当理解的是,在所描述的创造性想法的精神和范围内可以进行各种改变。相应地,不是要将本发明限定为所描述的实施方式,而是说它具有由随附的权利要求的文字限定的全部范围。
Claims (14)
1.一种分开式循环发动机,包括:
曲轴,所述曲轴能够围绕该发动机的曲轴轴线转动;
压缩活塞,所述压缩活塞能够滑动地容纳在压缩汽缸中,并且能够操作地连接至所述曲轴,使得所述压缩活塞在所述曲轴转动一圈期间通过进气冲程和压缩冲程进行往复运动;
膨胀活塞,所述膨胀活塞能够滑动地容纳在膨胀汽缸中,并且能够操作地连接至曲轴,使得所述膨胀活塞在所述曲轴转动一圈期间通过膨胀冲程和排气冲程进行往复运动;和
交换通道,将所述压缩汽缸和所述膨胀汽缸相互连接,该交换通道包括交换压缩阀和交换膨胀阀,在所述交换压缩阀和所述交换膨胀阀之间限定有压力室;
其中,所述交换压缩阀被定时为当所述压缩汽缸中的压力小于所述交换通道中在所述交换压缩阀处的上游压力时从所述压缩汽缸向外打开。
2.根据权利要求1所述的分开式循环发动机,其中,所述交换压缩阀被定时为当所述压缩汽缸中的压力比所述交换通道中在所述交换压缩阀处的上游压力至少小5巴时打开。
3.根据权利要求2所述的分开式循环发动机,其中,所述交换压缩阀被定时为当所述压缩汽缸中的压力比所述交换通道中在所述交换压缩阀处的上游压力至少小10巴时打开。
4.根据权利要求3所述的分开式循环发动机,其中,所述交换压缩阀被定时为当所述压缩汽缸中的压力比所述交换通道中在所述交换压缩阀处的上游压力至少小15巴时打开。
5.根据权利要求1所述的分开式循环发动机,其中,所述交换压缩阀被定时为在所述压缩汽缸中的压力达到所述交换通道中在所述交换压缩阀处的上游压力之前打开至少1.5度曲柄角。
6.根据权利要求5所述的分开式循环发动机,其中,所述交换压缩阀被定时为在所述压缩汽缸中的压力达到所述交换通道中在所述交换压缩阀处的上游压力之前打开至少3.0度曲柄角。
7.根据权利要求6所述的分开式循环发动机,其中,所述交换压缩阀被定时为在所述压缩汽缸中的压力达到所述交换通道中在所述交换压缩阀处的上游压力之前打开至少4.5度曲柄角。
8.一种操作分开式循环发动机的方法,该分开式循环发动机包括:
曲轴,所述曲轴能够围绕该发动机的曲轴轴线转动;
压缩活塞,所述压缩活塞能够滑动地容纳在压缩汽缸中,并且能够操作地连接至所述曲轴,使得所述压缩活塞在所述曲轴转动一圈期间通过进气冲程和压缩冲程进行往复运动;
膨胀活塞,所述膨胀活塞能够滑动地容纳在膨胀汽缸中,并且能够操作地连接至所述曲轴,使得所述膨胀活塞在所述曲轴转动一圈期间通过膨胀冲程和排气冲程进行往复运动;和
交换通道,将所述压缩汽缸和所述膨胀汽缸相互连接,该交换通道包括交换压缩阀和交换膨胀阀,在所述交换压缩阀和所述交换膨胀阀之间限定有压力室;
该方法包括:
将所述交换压缩阀定时为当所述压缩汽缸中的压力小于所述交换通道中在所述交换压缩阀处的上游压力时从所述压缩汽缸向外打开。
9.根据权利要求8所述的方法,包括将所述交换压缩阀定时为当所述压缩汽缸中的压力比所述交换通道中在所述交换压缩阀处的上游压力至少小5巴时打开的步骤。
10.根据权利要求9所述的方法,包括将所述交换压缩阀定时为当所述压缩汽缸中的压力比所述交换通道中在所述交换压缩阀处的上游压力至少小10巴时打开的步骤。
11.根据权利要求10所述的方法,包括将所述交换压缩阀定时为当所述压缩汽缸中的压力比所述交换通道中在所述交换压缩阀处的上游压力至少小15巴时打开的步骤。
12.根据权利要求8所述的方法,包括将所述交换压缩阀定时为在所述压缩汽缸中的压力达到所述交换通道中在所述交换压缩阀处的上游压力之前打开至少1.5度曲柄角的步骤。
13.根据权利要求12所述的方法,包括将所述交换压缩阀定时为在所述压缩汽缸中的压力达到所述交换通道中在所述交换压缩阀处的上游压力之前打开至少3.0度曲柄角的步骤。
14.根据权利要求13所述的方法,包括将所述交换压缩阀定时为在所述压缩汽缸中的压力达到所述交换通道中在所述交换压缩阀处的上游压力之前打开至少4.5度曲柄角的步骤。
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CN2008800201111A Expired - Fee Related CN101680355B (zh) | 2007-08-07 | 2008-06-11 | 抗爆震分开循环发动机和方法 |
CN2008800194207A Expired - Fee Related CN101707878B (zh) | 2007-08-07 | 2008-06-11 | 分开式循环发动机的火花塞定位 |
CN2008800197718A Expired - Fee Related CN101680312B (zh) | 2007-08-07 | 2008-07-01 | 用于分开式循环发动机的液压机械阀致动*** |
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CN2008800201111A Expired - Fee Related CN101680355B (zh) | 2007-08-07 | 2008-06-11 | 抗爆震分开循环发动机和方法 |
CN2008800194207A Expired - Fee Related CN101707878B (zh) | 2007-08-07 | 2008-06-11 | 分开式循环发动机的火花塞定位 |
CN2008800197718A Expired - Fee Related CN101680312B (zh) | 2007-08-07 | 2008-07-01 | 用于分开式循环发动机的液压机械阀致动*** |
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US (6) | US7690337B2 (zh) |
EP (5) | EP2173985A4 (zh) |
JP (5) | JP4701318B2 (zh) |
KR (5) | KR101160212B1 (zh) |
CN (5) | CN101688466B (zh) |
AR (5) | AR068093A1 (zh) |
AU (5) | AU2008284440C1 (zh) |
BR (4) | BRPI0811935A2 (zh) |
CA (5) | CA2696036C (zh) |
CL (5) | CL2008002335A1 (zh) |
MX (5) | MX2009011292A (zh) |
MY (4) | MY147061A (zh) |
RU (5) | RU2430246C1 (zh) |
TW (5) | TWI365945B (zh) |
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ZA (5) | ZA200907635B (zh) |
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