JP2005180458A - 可変駆動バルブを備えたマルチシリンダディーゼルエンジン - Google Patents
可変駆動バルブを備えたマルチシリンダディーゼルエンジン Download PDFInfo
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- JP2005180458A JP2005180458A JP2005081920A JP2005081920A JP2005180458A JP 2005180458 A JP2005180458 A JP 2005180458A JP 2005081920 A JP2005081920 A JP 2005081920A JP 2005081920 A JP2005081920 A JP 2005081920A JP 2005180458 A JP2005180458 A JP 2005180458A
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- cylinder
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- 238000000034 method Methods 0.000 claims abstract description 35
- 230000008569 process Effects 0.000 claims abstract description 35
- 239000007789 gas Substances 0.000 claims abstract description 28
- 239000000446 fuel Substances 0.000 claims abstract description 9
- 238000002485 combustion reaction Methods 0.000 claims description 13
- 238000007906 compression Methods 0.000 claims description 10
- 230000006835 compression Effects 0.000 claims description 9
- 239000012530 fluid Substances 0.000 claims description 6
- 238000002347 injection Methods 0.000 claims description 4
- 239000007924 injection Substances 0.000 claims description 4
- 230000009471 action Effects 0.000 claims description 3
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims description 3
- 229910052760 oxygen Inorganic materials 0.000 claims description 3
- 239000001301 oxygen Substances 0.000 claims description 3
- 239000003054 catalyst Substances 0.000 claims description 2
- 230000008859 change Effects 0.000 claims description 2
- 238000002156 mixing Methods 0.000 claims description 2
- 239000002245 particle Substances 0.000 claims 1
- 238000013517 stratification Methods 0.000 claims 1
- 239000000779 smoke Substances 0.000 abstract description 3
- 230000000694 effects Effects 0.000 description 9
- MWUXSHHQAYIFBG-UHFFFAOYSA-N Nitric oxide Chemical compound O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 8
- 239000000567 combustion gas Substances 0.000 description 8
- 230000008901 benefit Effects 0.000 description 7
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 2
- 239000004215 Carbon black (E152) Substances 0.000 description 2
- 229910052799 carbon Inorganic materials 0.000 description 2
- 239000011203 carbon fibre reinforced carbon Substances 0.000 description 2
- 229930195733 hydrocarbon Natural products 0.000 description 2
- 150000002430 hydrocarbons Chemical class 0.000 description 2
- 239000000243 solution Substances 0.000 description 2
- 230000002411 adverse Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000010790 dilution Methods 0.000 description 1
- 239000012895 dilution Substances 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000029058 respiratory gaseous exchange Effects 0.000 description 1
- 230000000153 supplemental effect Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
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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
- F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
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- 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
- F01L1/08—Shape of cams
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- 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
- F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
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- 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
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/0005—Deactivating valves
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- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
- F01L9/11—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
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- F01L9/11—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column
- F01L9/12—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem
- F01L9/14—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
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- F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
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- F02B31/04—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors
- F02B31/042—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors induction channel having a helical shape around the intake valve axis
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- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
- F02B31/085—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having two inlet valves
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- 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
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- F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
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- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0257—Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
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- F02D13/0273—Multiple actuations of a valve within an engine cycle
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- 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
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- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
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- F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
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- F02F1/24—Cylinder heads
- F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
- F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
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- 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
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- 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
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Abstract
【解決手段】 可変駆動バルブを備えたディーゼルエンジンにおいて、吸気バルブを制御するカムを特定の形状とする。その形状により、エンジンの通常の排気過程において、各吸気バルブが開かれて、エンジン内側での排気ガスの再循環(EGR)が実現される。それは、通常の排気過程においては、排気ガスの一部がシリンダから吸気ポート内に移動し、その後、次の吸気過程でシリンダ内に戻る、という事実に基いている。このエンジンは、エンジン外側での排気ガスの再循環を実現する手段をさらに備え、エンジン内側および外側での排気ガスの再循環を用いて、シリンダ内に引き込まれたチャージの温度を制御する。
【選択図】図8
Description
すなわち、そのエンジンは、複数のシリンダを備えるディーゼルエンジンである。当該エンジンは、各シリンダに対して、2つの吸気バルブと2つの排気バルブとを備え、各バルブは、自身を閉止位置へと戻すための復帰用弾性手段を備え、各シリンダに係る吸気ポートおよび排気ポートを制御する。
さらに当該エンジンは、少なくとも1つのカムシャフトを備えていて、このカムシャフトが、シリンダの吸気バルブおよび排気バルブを、バルブリフタを介して作動させ、各吸気バルブおよび2つの排気バルブは、カムシャフト上の各カムによって制御される。
上記バルブリフタのそれぞれは、加圧流体チャンバを含む流体圧手段を介在して、上記復帰用弾性手段の作用に抗して、各吸気バルブまたは排気バルブを制御する。
各吸気バルブまたは2つの排気バルブに関連する上記加圧流体チャンバは、ソレノイドバルブを介して排気流路に接続するのに適していて、当該接続は、バルブをバルブリフタから離脱させて、上記復帰用弾性手段によってバルブを迅速に閉止させることを目的として行なわれる。
当該エンジンは、電子制御手段をさらに備え、電子制御手段は、1または2以上のエンジンの作動パラメータに従って、各ソレノイドバルブを制御して、各吸気バルブまたは排気バルブのタイミングや移動を変更する。
各吸気バルブを制御するカムは特定の形状をしていて、その形状により、エンジンの通常の排気過程において、各吸気バルブが開かれてエンジン内側での排気ガスの再循環(EGR)が実現され、
それは、通常の排気過程においては、排気ガスの一部がシリンダから吸気ポート内に移動し、その後、次の吸気過程でシリンダ内に戻る、という事実に基いていて、
エンジン外側での排気ガスの再循環を実現する手段をさらに備え、エンジン内側および外側での排気ガスの再循環を用いて、シリンダ内に引き込まれたチャージの温度を制御することである。
さらに、好ましい特徴を従属請求項に記載している。
図8(B)は、排気過程の最初の部分を示していて、吸気バルブは閉じているが、排気バルブは開いている。この過程では、ピストンが上方に移動して、燃焼ガス“B”を排気ポートから押し出す。
図8(C)は、排気過程に続く状態を示している。吸気バルブが開くと、それに続いて、燃焼ガスの一部分BAが吸気ポートおよび吸気マニホルドに入る。
図8(D)は、排気過程において吸気バルブが閉じた直後の状態を示している。この過程では、排気バルブが常に開いて燃焼ガスの排出を許容しているが、燃焼ガスBAは吸気ポートに捕獲されたままである。
図8(E)は、後続する通常の吸気過程を示していて、排気バルブが閉じられ、吸気バルブが開いている。この過程において、吸気ポートに捕獲されていた燃焼ガスBAがシリンダ内にサイド進入する。排気バルブは閉じられている。通常の吸気過程の最終部分において、排気バルブが補足的に開き(図8(F)参照)、既に排気ポートに存在していた燃焼ガスBSは、シリンダ内の減圧効果によってシリンダ内に再度進入する(第2充填)。
図8(G)は、吸気バルブが閉止した後であって、排気バルブの補足的な開口が終了した状態を示している。この過程では、排気ガスBAおよびBSは、シリンダ内に閉じ込められていて、そこに新しい空気が充填される。
このように、燃焼ガスBAおよびBSは、次の燃焼過程にも関与し、これによって、エンジン内での排気ガス循環(exhaust gas recirculation、EGR)が実現される。
2 ポート
3 シリンダヘッド
4 スプリング
5 ピストン
6 チャンバ
7 ピストン
8 スプリングカップ
9 カム
10 カムシャフト
12 ポート
13 圧力アキュームレータ
14 シャッタ
15 ソレノイドバルブ
17 シリンダ軸
18 軸17と平行な軸
Claims (11)
- 複数のシリンダを備えるディーゼルエンジンであって、当該エンジンは、
各シリンダに対して、2つの吸気バルブ(VI)と2つの排気バルブ(VE)とを備え、各バルブは、自身を閉止位置へと戻すための復帰用弾性手段を備え、各シリンダに係る吸気ポート(I)および排気ポート(E)を制御し、
さらに当該エンジンは、少なくとも1つのカムシャフト(10)を備えていて、このカムシャフトが、シリンダの吸気バルブおよび排気バルブを、バルブリフタ(7)を介して作動させ、各吸気バルブおよび2つの排気バルブは、カムシャフト(10)上の各カム(9)によって制御され、
上記バルブリフタ(7)のそれぞれは、加圧流体チャンバ(6)を含む流体圧手段を介在して、上記復帰用弾性手段(4)の作用に抗して、各吸気バルブ(VI)または排気バルブ(VE)を制御し、
各吸気バルブ(VI)または2つの排気バルブ(VE)に関連する上記加圧流体チャンバ(6)は、ソレノイドバルブ(15)を介して排気流路(12)に接続するのに適していて、当該接続は、バルブをバルブリフタから離脱させて、上記復帰用弾性手段(4)によってバルブを迅速に閉止させることを目的として行なわれ、
当該エンジンは、電子制御手段をさらに備え、電子制御手段は、1または2以上のエンジンの作動パラメータに従って、各ソレノイドバルブ(15)を制御して、各吸気バルブ(VI)または排気バルブ(VE)のタイミングや移動を変更し、
当該エンジンの特徴は、
各吸気バルブ(VI)を制御するカム(9)は特定の形状をしていて、その形状により、エンジンの通常の排気過程において、各吸気バルブ(VI)が開かれてエンジン内側での排気ガスの再循環(EGR)が実現され、
それは、通常の排気過程においては、排気ガスの一部(BA)がシリンダから吸気ポート(I)内に移動し、その後、次の吸気過程でシリンダ内に戻る、という事実に基いていて、
エンジン外側での排気ガスの再循環を実現する手段をさらに備え、エンジン内側および外側での排気ガスの再循環を用いて、シリンダ内に引き込まれたチャージの温度を制御することである、エンジン。 - 上記カムシャフト(10)上の各カム(9)は、特定のプロファイルを有していて、当該プロファイルにより、各吸気バルブ(VI)または排気バルブ(VE)が開口し、それは、エンジンの通常の作動サイクルの通常の開口過程だけでなく、ある別の追加的なサイクルにおいても制御を行ない、
上記電子制御手段によって、各ソレノイドバルブ(15)が開かれて、上記通常の過程、および(または)1または2以上の追加の過程において、吸気バルブ(VI)または各排気バルブ(VE)が閉止状態に維持され、そこでは、各カムによってバルブが開かれる結果、エンジンは、ソレノイドバルブ(15)により制御される異なるモードに従って選択的に作動できる、請求項1記載のエンジン。 - 各シリンダに関連する2つの吸気ポート(I)の端部部分は、一方のポート端部は、エアをほぼ正接方向(F1)にシリンダ内に送り込む一方、螺旋形状をした他方のポート端部は、シリンダ軸(17)と実質的に平行な軸(18)回りに回転する渦(F2)を生じさせるように、形成されていて、
前記電子制御手段は、これらのポート(I)に関連する2つの吸気バルブ(VI)を異なる方式で制御して、シリンダ内の“渦”レベルを調整することを特徴とする、請求項2記載のエンジン。 - 前記電子制御手段は、回転数および負荷が最大である場合には、下死点の後で吸気バルブ(VI)を閉じるようにセットアップすることができるし、それに代えて、始動時には、下死点に達する前に吸気バルブを閉じるようにセットアップすることもできることを特徴とする、請求項2記載のエンジン。
- 幾何学的圧縮比(GCR)が17:1またはそれ以下のシリンダを備えたことを特徴とする、請求項4記載のエンジン。
- 上記電子制御手段は、エンジン内を流れる空気量を減じるために、吸気バルブの閉止が先行するように、および(または)低温始動時に排気バルブの開口が先行するようにセットアップされ、その結果、
排ガスに伝達される所定の熱量に対して、排ガスの温度が高まり、触媒および粒子トラップ等の排ガスの前処理システムが起動することを特徴とする、請求項2記載のエンジン。 - 吸気過程の初期段階からのマルチ・インジェクションを介して、燃料を小パケットでシリンダ内に導入する手段を備え、
内部EGR機構による、燃料/空気/残留ガスチャージの層状化を実現して、それにより、自己点火および燃焼を許容することを特徴とする、請求項2記載のエンジン。 - 圧縮過程の最終段階で少量の燃料インジェクション(パイロット)を行なう手段を備え、チャージを局所的に濃厚にして点火および燃焼を確実とすることを特徴とする、請求項2記載のエンジン。
- エンジンの排気上に配置された酸素センサを含んでおり、
前記電子制御手段は、酸素センサからの信号に基いて、バルブ駆動の連続的な補正、および(または)燃料噴射の制御を、閉ループ方式で行ない、各サイクル毎に各シリンダの有効混合強度を補正するようにセットアップされていることを特徴とする、請求項2記載のエンジン。 - 前記電子制御手段は、エンジンがスイッチ・オフ状態にある場合には、吸気バルブ(VI)および(または)排気バルブ(VE)のリフト量を調整するようセットアップされていて、その結果、シリンダ内の圧縮圧力が最小となり、エンジンシャフトのトルク変動も最小となることを特徴とする、請求項2記載のエンジン。
- 前記電子制御手段は、いずれかのシリンダを選択的に排斥して、他のシリンダの負荷を増加させて熱効率を高めるようにセットアップされており、それによって燃料消費を最小限に抑えることを特徴とする、請求項2記載のエンジン。
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Cited By (2)
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JP2012007611A (ja) * | 2010-06-18 | 2012-01-12 | Crf Soc Consortile Per Azioni | 非作動となり得るシリンダを備え、吸気バルブの可変制御で排気再循環を行う、内燃エンジン、及び、内燃エンジンの制御方法 |
JP2012021440A (ja) * | 2010-07-13 | 2012-02-02 | Toyota Industries Corp | 内燃機関の排気装置 |
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EP1508675A3 (en) | 2006-06-07 |
USRE40381E1 (en) | 2008-06-17 |
DE60225350T2 (de) | 2009-02-26 |
DE60225350D1 (de) | 2008-04-10 |
US20030005898A1 (en) | 2003-01-09 |
ATE356282T1 (de) | 2007-03-15 |
EP1508675A2 (en) | 2005-02-23 |
ATE387568T1 (de) | 2008-03-15 |
DE60201711D1 (de) | 2004-12-02 |
EP1273770A3 (en) | 2003-07-09 |
ES2230419T3 (es) | 2005-05-01 |
JP2003074386A (ja) | 2003-03-12 |
EP1508676A3 (en) | 2006-05-31 |
DE60218753D1 (de) | 2007-04-19 |
US6807937B2 (en) | 2004-10-26 |
ATE280894T1 (de) | 2004-11-15 |
JP4170999B2 (ja) | 2008-10-22 |
JP2005180457A (ja) | 2005-07-07 |
ES2281732T3 (es) | 2007-10-01 |
EP1508675B1 (en) | 2007-03-07 |
DE60201711T2 (de) | 2005-04-07 |
DE60218753T2 (de) | 2007-06-28 |
JP4171000B2 (ja) | 2008-10-22 |
EP1273770B1 (en) | 2004-10-27 |
EP1273770A2 (en) | 2003-01-08 |
EP1508676B1 (en) | 2008-02-27 |
ITTO20010660A1 (it) | 2003-01-06 |
JP4037702B2 (ja) | 2008-01-23 |
EP1508676A2 (en) | 2005-02-23 |
ES2300687T3 (es) | 2008-06-16 |
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