Internal combustion engine with spark ignition

FIELD: engines and pumps.

SUBSTANCE: internal combustion engine (ICE) includes variable compression degree mechanism and gas distribution phase control mechanism. Variable compression degree mechanism has the possibility of changing mechanical compression degree. Gas distribution phase control mechanism has the possibility of controlling the inlet valve closing moment. During ICE operation at low load the mechanical compression degree is higher than that during operation at high load. At load increase the mechanical compression degree decreases gradually. At ICE operation the first and the second air-fuel ratios are performed randomly; at that, the second ratio is bigger than the first one. At ICE operation at high load the first air-fuel ratio is performed. At ICE operation at low load, when mechanical compression degree is lower than the pre-defined reference value, combustion is carried out with the first air-fuel ratio, and when mechanical compression degree is higher than reference value, combustion is carried out with the second ratio.

EFFECT: improving combustion process arrangement allowing to obtain high thermal efficiency.

5 cl, 17 dwg

 

The technical field

The present invention relates to an internal combustion engine with spark ignition.

The level of technology

In the field of engineering known internal combustion engine with spark ignition with variable compression, is capable of changing the degree of mechanical compression ratio, and a mechanism for regulating the valve timing, able to control the closing of an inlet valve that performs the action of the pressurization by the compressor during operation of the engine with an average load and engine operating with high load and increasing the degree of mechanical compression ratio and retarding the closing of the intake valve when the engine load becomes lower at the time of engine medium and high load condition, supporting the degree of actual combustion constant (for example, see the publication of the patent application of Japan No. 2004-218522).

However, as will be explained in detail below, it was found that in such internal combustion engines, the ratio of air to fuel, in which thermal efficiency is high, varies according to the degree of mechanical compression, respectively, in order to increase thermal efficiency, it is necessary to select the ratio of the air-fuel according to the degree of mechanical JUA the Oia. However, the above document does not refer at all to this task.

Brief description of the invention

The present invention is the creation of an internal combustion engine with spark ignition, allowing to obtain high thermal efficiency, taking into account the fact that the ratio of air to fuel, in which thermal efficiency is high, varies according to the degree of mechanical compression.

According to the present invention results from the internal combustion engine with spark ignition with variable compression, is capable of changing the degree of mechanical compression ratio, and a mechanism for regulating the valve timing, able to control the moment of closing of the inlet valve, in which the degree of mechanical compression ratio is made higher when the engine is operating with low load than at the time of engine high load, and the degree of mechanical compression ratio is gradually reduced when the engine is running with high load, when the load on the engine is higher, the combustion with the first ratio of air-fuel and combustion with a second ratio of the air-fuel greater than the first ratio the air-fuel selectively performed, the combustion is performed when the first ratio of the air-fuel when the engine is running with high load, when RA is h engine low load combustion is performed with a second ratio of the air-fuel when the degree of mechanical compression ratio lower than a predetermined reference value, and the combustion is performed with the first ratio of the air-fuel when the degree of mechanical compression ratio higher than a predetermined reference value.

I.e. in the present invention, in order to improve thermal efficiency, the first ratio of the air-fuel with high thermal efficiency is used when the engine is running with high load, and a second ratio of the air-fuel with high thermal efficiency is permitted when the engine is operating with low load.

Brief description of drawings

Figure 1 is a General view of the internal combustion engine with spark ignition.

Figure 2 is a view in perspective with the division of parts of the mechanism variable compression.

Figure 3 is a side view in cross section of the illustrated internal combustion engine.

Figure 4 is a view of the mechanism of regulation of timing.

Figure 5 is a view showing the amount of lifting of the intake valve and the exhaust valve.

6 is a view for explaining the degree of mechanical compression ratio, the actual degree of compression and the degree of the extension.

Fig.7 is a view showing the relationship between theoretical thermal efficiency and the degree of the extension.

Fig is in the house to explain the normal cycle with that of the ultra-high degree of expansion.

Fig.9 is a view showing a change in the degree of mechanical compression ratio etc. in accordance with the load on the engine.

Figure 10 is a view explaining theoretical thermal efficiency.

11 is a view for explaining a practical thermal efficiency.

Fig is a view explaining a difference in practical thermal efficiency due to the difference in the ratio of air-fuel.

Fig is a sequence of operations operational control.

Fig is a type of compliance after closing the inlet valve.

Fig is a type of compliance after closing the inlet valve, etc.

Fig is a view explaining a difference in practical thermal efficiency due to the difference in the maximum degree of mechanical compression.

Fig is a sequence of operations operational control.

The best way of carrying out the invention

Figure 1 is a side view in cross section of an internal combustion engine with spark ignition.

In figure 1 reference number 1 marked the crankcase, 2 - cylinder, 3 - cylinder head, 4 a piston, 5 - combustion chamber, 6 - spark plug placed in the top dead center of the combustion chamber 5, 7 - inlet valve, 8 - inlet, 9 - exhaust valve 10 to the outlet. The inlet 8 is connected across the inlet connection 11 to a surge tank 12, while each inlet pipe 11 provided with a fuel injector 13 for the injection of fuel into the corresponding intake port 8. Note that each fuel injector 13 can be placed in each cell 5 combustion instead of attaching to each of the intake branch pipe 11.

Surge tank 12 is connected through the inlet channel 14 with an air filter 15, while the inlet channel 14 provided inside the throttle valve 17 driven by the actuator 16, and 18 gauge volume of intake air using, for example, a wire with a high resistance. On the other hand, the exhaust port 10 is connected through an exhaust manifold 19 with catalytic Converter 20 which can accommodate, for example, a three-component catalyst, while the exhaust manifold 19 is provided inside the sensor 21 quality of air-fuel mixture.

On the other hand, in the embodiment shown in figure 1, the connecting part of the crankcase 1 of the engine and the cylinder block 2 with A variable degree of compression, is capable of changing the relative position of the crankcase 1 of the engine and the cylinder block 2 in the axial direction of the cylinder in order to change the volume of the combustion chamber 5 when the piston 4 is located at the top dead center of compression, and is further provided with mechanism B changes the beginning of the actual day is the major compression, able to change the beginning of the actual steps of compression. Note that in the embodiment shown in figure 1, this mechanism B changes the moment the actual operation of the compression mechanism consists of adjusting the valve timing, able to control the closing of the intake valve 7.

The electronic unit 30 control consists of a digital computer equipped with components connected to each other through a bidirectional bus 31 such as a ROM (permanent memory) 32, RAM (random access memory) 33, CPU (microprocessor) 34, the port 35 to the input port 36 of the output. The output signal of the sensor 18, the amount of intake air and the sensor output 21 of the control of the composition of the mixture air-fuel injected through the respective AC-converters 37 to the port 35 of the input. Additionally, the pedal 40 of the accelerator is connected to a load sensor 41 that generates an output voltage proportional to the magnitude of the pressure L pedal 40 of the accelerator. The output voltage of the load sensor 41 is inserted through the corresponding AC-Converter 37 to the port 35 of the input. In addition, the port 35 input connected to the sensor 42 of the angle of rotation of the crankshaft, forming an output pulse each time the crankshaft is rotated, for example, 30°. On the other hand, the port 36 output is connected via the control the expansion circuit 38 to the spark plug 6 plug, fuel nozzle 13, the actuator 16 of the throttle mechanism of A variable compression ratio mechanism B of the camshaft adjustment.

Figure 2 is a view in perspective with the division of parts of the mechanism A variable compression ratio, shown in figure 1, while figure 3 is a side view in cross section of the illustrated internal combustion engine. According to figure 2 at the bottom of the two side walls of the cylinder block 2 is formed with many protruding parts 50, separated from each other by a certain distance. Each protruding portion 50 is formed with a circular cross-section hole 51 for insertion of the Cam. On the other hand, the upper surface of the crankcase 1 of the engine is formed with a multitude of protrusions 52 that are separated from each other by a certain distance and set between the respective protruding parts 50. These protruding portion 52 is also formed with a circular cross-section holes 53 for insertion of the Cam.

As shown in figure 2, has a pair of Cam shafts 54, 55. Each of the camshafts 54, 55 has Cams 56, fixed on them, made with the possibility of rotating the image to be inserted into the holes 51 for insertion of Cams in each second position. These Cams 56 are coaxial with the axes of rotation of the Cam shafts 54, 55. With the another hand, between the circular Cams 56, as shown by shading in figure 3, the eccentric shafts 57 posted by eccentric relative to the axes of rotation of the Cam shafts 54, 55. Each eccentric shaft 57 has other Cams 58, rotating the image attached to them eccentric. As shown in figure 2, the Cams 58 are placed between the circular Cams 56. Cams 58 rotating image inserted into the corresponding holes 53 for insertion of Cams.

When the Cams 56, attached to the Cam shafts 54, 55 rotate in opposite directions as shown by arrows of solid line in figure 3(A), from a state shown in figure 3(A), the eccentric shafts 57 are moving towards the lowest point, thus, the Cams 58 are rotated in opposite directions from the disk Cam 56 in the holes 53 for inserting the Cam, as shown by the arrows dashed lines in figure 3(A). As shown in figure 3(B), when the eccentric shafts 57 are moving towards the lowest point, the centers of disk Cams 58 are moving below the eccentric shafts 57.

As will be clear from a comparison of figure 3(A) and figure 3(B), the relative position of the crankcase 1 of the engine and the cylinder block 2 are determined by the distance between the centers of the disk Cams 56 and the centers of the disk Cams 58. The greater the distance between the centers of the disk Cams 56 and centers dis the new Cams 58, the farther the unit 2 cylinders from the crankcase 1 of the engine. If the cylinder block 2 moves from the crankcase 1 of the engine, the volume of the combustion chamber 5 when the piston 4 is located at the top dead point of compression is increased, therefore, creating a rotation of the camshafts 54, 55, the volume of the combustion chamber 5 when the piston 4 is located at the top dead point of compression may vary.

As shown in figure 2, to create the rotation of the camshafts 54, 55 in opposite directions, the shaft of a drive motor 59 provided with a pair of worm gears 61, 62 with opposite directions of thread. Gears 63, 64, mating with these worm gears 61, 62 attached to the ends of the Cam shafts 54, 55. In this embodiment, the drive motor 59 may be operated to vary the volume of the combustion chamber 5 when the piston 4 is located at the top dead center of compression, in a large range. Note that the mechanism of A variable compression ratio, shown in Fig.1-3, is an example. Can be used by any type of mechanism variable compression.

On the other hand, figure 4 shows the mechanism B of the camshaft adjustment, attached to the end of the Cam shaft 70 for driving the intake valve 7 in figure 1. According to figure 4, this mechanism B of the camshaft adjustment fitted with a toothed pulley 7, rotate the crankshaft through the timing belt in the direction of the arrow, the cylindrical housing 72, rotating together with the timing pulley 71, the shaft 73, is able to rotate together with the Cam shaft 70 of the drive inlet valve and rotate relative to the cylindrical housing 72, a lot of parts 74, passing from the inner circumference of the cylindrical housing 72 to the outer circumference of the shaft 73, and the blades 75, passing between the parts 74 from the outer circumference of the shaft 73 to the inner circumference of the cylindrical housing 72, and two sides of the blade 75 is formed with a hydraulic chambers 76 to lead and use the hydraulic chamber 77 to lag.

The flow of the operating fluid oil-based hydraulic chambers 76, 77 is controlled by a valve 78 controls the flow of operating fluid is oil-based. This valve 78 controls the flow of operating fluid oil-based with openings 79, 80 for liquid connected to the hydraulic chambers 76, 77, bore 82 of the working fluid oil-based, released from the hydraulic pump 81, a pair of drain holes 83, 84 and Bolotnikova valve 85 for controlling connection and disconnection of holes 79, 80, 82, 83 and 84.

To move in the direction of advancing the phase of the Cams of the Cam shaft 70 of the drive inlet valve on IG, spool valve 85 is made of moving to the right, the working fluid is oil-based, supplied from the feed holes 82, is fed through the hydraulic hole 79 to the hydraulic chambers 76 to advance, and the working fluid is oil-based hydraulic chambers 77 for lagging flows out of the drain hole 84. At this time, the shaft 73 is rotated relative to the cylindrical housing 72 in the direction of the arrow.

In contrast, in order to delay the phase of the Cams of the Cam shaft 70 of the drive inlet valve, figure 4, the spool valve 85 is made of moving to the left, the working fluid is oil-based, supplied from the feed holes 82, is fed through the hydraulic hole 80 to the hydraulic chambers 77 to lag, and the working fluid is oil-based hydraulic chambers 76 to lead flows out of the drain hole 83. At this time, the shaft 73 is rotated relative to the cylindrical housing 72 in a direction opposite to the arrows.

When the shaft 73 is rotated relative to the cylindrical housing 72, if the spool valve 85 is returned to the neutral position shown in figure 4, the operation of the relative rotation of the shaft 73 ends, and the shaft 73 is held in a relative rotating position at this time. Therefore, it is possible to use the mechanism B regulation of f the h timing with the to move in the direction of advance or delay the phase of the Cams of the Cam shaft 70 of the drive inlet valve on the exact required value.

Figure 5 the solid line shows when the mechanism B of the camshaft adjustment is used to best move in the direction of advance of the phase of the Cams of the Cam shaft 70 of the drive inlet valve, while the dashed line shows when he used to move in the direction of the lag phase of the Cams of the Cam shaft 70 of the drive inlet valve. Therefore, the moment of opening of the intake valve 7 can be freely selected between the range shown by the solid line in figure 5, and the range, shown in broken lines, therefore, the closing of the intake valve 7 can be installed in any angle of rotation of the crankshaft in the range shown by the arrow C in figure 5.

Mechanism B of the camshaft adjustment, shown in figure 1 and figure 4, is one example. For example, this may be a mechanism for regulating the valve timing or various other types of mechanisms regulating valve timing, can only change the time of closing of the inlet valve, at the same time keeping constant the time of opening of the intake valve.

Further, the meaning of the terms used in the present for what VCE, will be explained with reference to Fig.6. Note that 6(A), (B) and (C) show explanatory purposes, engine displacement of combustion chambers in 50 ml working volume of the cylinder above the piston in 500 ml. On these Fig.6(A), (B) and (C) the volume of the combustion chamber shows the volume of the combustion chamber when the piston is at top dead center of compression.

6(A) explains the degree of mechanical compression. The degree of mechanical compression ratio is a value determined mechanically from the working volume of the cylinder and the volume of the combustion chamber at the time of the compression stroke. This degree of mechanical compression ratio is expressed by the value (the volume of the combustion chamber + working volume)/volume of the combustion chamber. In the example shown in Fig.6(A), the degree of mechanical compression ratio is (50 ml + 500 ml)/50 ml=11.

6(B) explains the actual degree of compression. This degree the actual compression ratio is a value determined from the actual working volume of the cylinder when the action of the compression actually began before the moment when the piston reaches the upper dead point, and the volume of the combustion chamber. This degree the actual compression ratio is expressed by the value (the volume of the combustion chamber + actual working volume)/volume of the combustion chamber. I.e. as shown in Fig.6(B), even if the piston begins to rise during compression, the compression is not performed until the open inlet valve. The actual the effect of compression begins after as the inlet valve closes. Therefore, the actual degree of compression is expressed as follows by using the actual working volume. In the example shown in Fig.6(B), the degree of the actual compression ratio is (50 ml + 450 ml)/50 ml=10.

6(C) explains the degree of expansion. The degree of expansion is calculated from the working volume of the cylinder during the stroke extension and volume of the combustion chamber. This degree of expansion is expressed by the value (the volume of the combustion chamber + working volume)/volume of the combustion chamber. In the example shown in Fig.6(C), the degree of expansion is (50 ml + 500 ml)/50 ml=11.

Next, the most important features of the present invention will be explained with reference to Fig.7 and Fig. Note that the Fig.7 shows the relationship between theoretical thermal efficiency and the degree of expansion, while Fig shows a comparison between the normal cycle and cycle ultra-high degree of expansion, used selectively in accordance with the load in the present invention.

Fig(A) shows a typical cycle when the intake valve closes near the bottom dead point, and the action of the compression by the piston begins close essentially from the bottom dead point of compression. In the example, also shown in Fig(A), in the same way as in the examples shown in Fig.6(A), (B) and (C), the volume of the combustion chamber R of the vein 50 ml and the working volume of the cylinder is equal to 500 ml. As will be clear from Fig(A), in the normal cycle, the degree of mechanical compression ratio is equal to (50 ml+500 ml)/50 ml=11, the degree of the actual compression ratio is also equal to about 11, and the expansion rate is also equal to (50 ml+500 ml)/50 ml=11. I.e. in the usual internal combustion engine, the degree of mechanical compression and the actual degree of compression and the degree of expansion become essentially the same.

The solid line figure 7 shows the change in theoretical thermal efficiency in the case when the actual degree of compression and the degree of expansion essentially equal, i.e. in the normal cycle. In this case studied, the greater the degree of expansion, i.e. the higher the degree of the actual compression ratio, the higher theoretical thermal efficiency. Therefore, in the conventional cycle, to improve theoretical thermal efficiency, the actual degree of compression should be higher. However, due to restrictions on the knock during engine operation at high load, the actual degree of compression can be increased only evenly to a maximum of approximately 12, respectively, in the normal cycle, theoretical thermal efficiency cannot be made sufficiently high.

On the other hand, in this situation, the inventors strictly distinguish between the degree of mechanical compression and the degree of the actual compression ratio, and the target is the first theoretical thermal efficiency and as a result found in theoretical thermal efficiency degree of the expansion is dominant, and theoretical thermal efficiency is almost not affected by the actual degree of compression. I.e. if the degree of the actual compression ratio increases, the explosive force is increasing, but the compression requires a lot of energy, respectively, even if the actual degree of compression increases, theoretical thermal efficiency is almost no will to rise.

In contrast, if the degree of expansion, the longer the period during which the force acts as a force pridavlivaya the piston at the moment of quantum extensions, the longer the time during which the piston transfers the force of rotation of the crankshaft. Therefore, the greater the degree of expansion, the higher becomes theoretical thermal efficiency. Dashed line : ε=10 figure 7 shows theoretical thermal efficiency in the case of fixing the degree of the actual compression ratio at the value of 10 and increasing the degree of expansion in this state. Thus understood, the magnitude of the growth of theoretical thermal efficiency with increasing degree of expansion in a state where the degree of the actual compression ratio is maintained at a low value, and the amount of growth theoretical thermal efficiency in the case when the degree of the actual compression ratio increases with the degree of expansion to which it is shown by the solid line of figure 7, almost will not be different.

If the degree of the actual compression ratio is held at a low value in this way, detonation will not occur. Therefore, the increase of the degree of expansion in a state where the degree of the actual compression ratio is held at a low value, the knock can be prevented, and theoretical thermal efficiency can be significantly increased. Fig(B) shows an example of a case when the mechanism is used, A variable compression ratio and the mechanism B of the camshaft adjustment, in order to maintain the degree of actual compression ratio at a low value and increase the degree of the extension.

According Fig(B) this example uses the mechanism of A variable compression to reduce the volume of the combustion chamber from 50 ml to 20 ml on the other hand, the mechanism B of the camshaft adjustment is used to delay the closing of the intake valve up until the actual working volume of the piston will not change with 500 ml to 200 ml In this example, the actual degree of compression is equal to (20 ml + 200 ml)/20 ml=11, and the degree of expansion is equal to (20 ml + 500 ml)/20 ml=26. In a normal cycle, shown in Fig(A), as explained above, the actual degree of compression is equal to about 11 and the degree of expansion is equal to 11. Compared with this case, in the case shown in Fig(B), studied that only the degree of expansion increases to 26. For this reason, the cycle is called the "cycle of ultra-high degree of expansion".

As explained above, generally speaking, in the internal combustion engine, the lower the engine load, the worse thermal efficiency. Therefore, in order to increase thermal efficiency during operation of the vehicle, i.e. to improve fuel consumption, it becomes necessary to increase thermal efficiency during engine operation at low load. On the other hand, in the cycle of ultra-high degree of expansion, shown in Fig(B), the actual working volume of the piston during the compression stroke is made smaller, thus, the amount of intake air, which may be filed in camera 5 combustion becomes smaller, therefore, this cycle ultra-high degree of expansion can be used only when the load on the engine relative small. Therefore, in the present invention during operation of the engine at low load is set cycle ultra-high degree of expansion, shown in Fig(B), while during operation of the engine under high load is set to the normal cycle, shown in Fig(A).

Next, the operational management in General will be explained with reference to Fig.9.

Fig.9 shows the changes in the degree of mechanical compression, expansion, closing the intake valve 7, the degree of the actual the ski compression, the amount of intake air, the degree of opening of the throttle valve 17 and the pumping loss together with the load on the engine at a certain speed of rotation of the engine. Note that figure 9 illustrates the case where the average ratio of air to fuel in the chamber 5 combustion is feedback controlled to the stoichiometric ratio of the air-fuel based on the output signal of the sensor 21 to control the composition of the mixture air-fuel so that a three-component catalyst in the catalytic Converter 20 of the exhaust gas may simultaneously reduce the unburned CH, CO, and NOXin the exhaust gas.

Now, as explained above, during operation of the engine under high load runs normal cycle, shown in Fig(A). Therefore, as shown in Fig.9, at the same time, since the degree of mechanical compression ratio is lowered, the degree of expansion is reduced. As shown by the solid line at the bottom of figure 9, the closing of the intake valve 7 is shifted in the direction of advance, as shown by the solid line in figure 5. In addition, at this time, the amount of intake air is large. At the same time, the degree of opening of the throttle valve 17 is fully open or substantially fully open, thus, the pumping loss becomes zero.

On the other hand, as shown by the solid line in figure 9, when the downloading of the engine becomes lower the closing of the intake valve 7 is delayed so as to reduce the amount of intake air along with the load. Additionally at this time, the degree of mechanical compression ratio is increased when the engine load becomes lower, as shown in figure 9, so that the degree of the actual compression ratio is maintained essentially constant. Therefore, the expansion rate also increases as the engine load becomes lower. Note that it is also at this time, the throttle valve 17 is held in the fully open or substantially fully open state. Therefore, the amount of intake air supplied into the chamber 5 of the combustion can be controlled by changing the closing of the intake valve 7 regardless of throttle valve 17. Also at this time, the pumping loss becomes zero.

In this way, when the engine load becomes lower from the operating condition of the engine under high load, the degree of mechanical compression ratio increases with decrease in the volume of intake air, essentially at a constant degree of the actual compression ratio. I.e. the volume of the combustion chamber 5 when the piston 4 reaches the upper dead point of compression is reduced in proportion to the reduction in the volume of intake air. Therefore, the volume of the combustion chamber 5 when the piston 4 reaches the top dead center that is key compression, changes in proportion to the amount of intake air. Note that the ratio of air to fuel in the chamber 5 combustion at this time in the example shown in Fig.9, becomes stoichiometric, thus, the volume of the combustion chamber 5 when the piston 4 reaches the upper dead point of compression is proportional to the amount of fuel.

If the engine load becomes lower, the degree of mechanical compression ratio increases additionally. When the engine load falls to an average load L1closer to the low load, the degree of mechanical compression ratio reaches the limit the degree of mechanical compression, forming a structural limitation of the combustion chamber 5. In the field of load lower than the load L1on the engine, where the degree of mechanical compression ratio reaches the limit the degree of mechanical compression ratio, the degree of mechanical compression ratio is held at the limit of the degree of mechanical compression. Therefore, during operation of engine medium load low load and during operation of engine low load, i.e. from the side of the engine operation with low load, the degree of mechanical compression ratio becomes maximum, and the expansion ratio also becomes maximum. In other words, the operation of the engine with a low level of mechanical load is pressing becomes maximum, so you get the maximum degree of the extension.

On the other hand, in the embodiment shown in Fig.9, even when the load on the engine becomes lower than the L1as shown by the solid line in figure 9, the closing of the intake valve 7 is delayed when the engine load becomes lower. When the engine load falls to L2the closing of the intake valve 7 becomes the ultimate closing, where the amount of intake air supplied into the chamber 5 of the combustion can be controlled. When closing the intake valve 7 reaches the limit closing, in the region where the load is lower than the load L2on the engine, when the moment of closing of the intake valve 7 reaches the limit closing, the closing of the intake valve 7 is held at the limit closing.

When closing the intake valve 7 is held at the limit closing, the amount of intake air can no longer be controlled by changing the closing of the intake valve 7. In the embodiment shown in Fig.9, at the same time, i.e. in the region where the load is lower than the load L2on the engine, where the closing of the intake valve 7 reaches the limit closing, the amount of intake air supplied into the chamber 5 of the combustion UE is assetsa throttle valve 17. However, if the amount of intake air is controlled by the throttle valve 17, the pumping loss increases, as shown in Fig.9.

On the other hand, as shown in Fig.9, the engine operation with high load, where the load on the engine is higher than the L1the degree of the actual compression ratio is maintained essentially at the same level of the actual compression ratio for the same engine speed. In contrast, when the engine load is lower than the L2i.e. when the degree of mechanical compression ratio is held at the limit of the degree of mechanical compression ratio, the actual degree of compression is determined by the moment of closing of the inlet valve 7. If the closing of the intake valve 7 is delayed in such a state that the load on the engine falls between the L1and L2the degree of the actual compression ratio falls. If the closing of the intake valve 7 is held at the limit closing, as in the workspace with the load on the engine is lower than the L2the degree of the actual compression ratio is maintained constant.

Next, theoretical thermal efficiency and practical thermal efficiency will be explained with reference to figure 10 and 11. Figure 10 the solid line A shows the case when the degree of mechanical compression ratio is increased without limit. When the degree of A mechanical compression ratio becomes Bo is the more, that is, when the expansion rate becomes larger at the end of the stroke of the expansion, i.e. during the opening of the exhaust valve 9, the pressure in the chamber 5 of the combustion gradually decreases and becomes atmospheric pressure at the end. This is shown by a line B in figure 10.

On the other hand, figure 10, solid line C shows the change in theoretical thermal efficiency when the degree of A mechanical compression ratio is increased without limit. As shown in figure 10, theoretical thermal efficiency C increases with the degree of A mechanical compression ratio, i.e. increases with increasing degree of expansion, but it is a theoretical value C air-fuel drops, if the point B is passed. I.e. if the degree of A mechanical compression passes point B, the pressure in the combustion chamber at the end of the stroke of the expansion will be not less than the atmospheric pressure, resulting in the fall of theoretical thermal efficiency C.

Therefore, in order to obtain high thermal efficiency, it is necessary to retain A degree of mechanical compression of a substantial excess of point B, so the normal maximum mechanical compression ratio is equal to a value that does not exceed the point B. Additionally, in the example shown in figure 10, the maximum mechanical compression ratio is equal to the value shown in broken line D.

On the other hand, figure 10 is revista line E shows the change in the degree of the actual compression ratio when controlling the volume of intake air by changing the moment of closing of the intake valve 7 at a time when the degree of A mechanical compression ratio becomes the maximum degree D of the mechanical compression ratio and the dashed line F shows the change in the degree of the actual compression ratio when controlling the volume of intake air through the throttle valve 17 at the time when the degree of A mechanical compression ratio becomes maximum degree D mechanical compression.

Additionally, figure 10, the dashed line G shows the change in theoretical ratio of the air-fuel when the control amount of the intake air by changing the moment of closing of the inlet valve 7, when the degree of A mechanical compression ratio becomes the maximum degree D of the mechanical compression ratio and the dashed line H shows the change in theoretical ratio of the air-fuel when the control amount of the intake air through the throttle valve 17, when the degree of A mechanical compression ratio becomes maximum degree D mechanical compression.

When controlling the volume of intake air by changing the moment of closing of the inlet valve 7 the lower the engine load, the lower the degree E of the actual compression ratio, thus, the lower the engine load, the lower theoretical thermal efficiency of G. In contrast, when the control amount of the intake air through the throttle 17 degree F is aktionscode compression ratio is held constant, despite the load on the engine, thus, theoretical thermal efficiency H is held constant, despite the load on the engine.

11 shows, in addition to theoretical thermal efficiency, shown in figure 10, the pumping loss and the practical thermal efficiency. When the degree of mechanical compression ratio is held at the maximum degree D of the mechanical compression ratio, theoretical thermal efficiency H, when the throttle valve 17 is used to control the amount of intake air becomes higher than theoretical thermal efficiency G. However, when the throttle valve 17 controls the amount of intake air, pumping losses occur, as shown by the line I figure 11.

If these pumping losses are taken into account, as shown in figure 11, the practical thermal efficiency J controlling the volume of intake air by changing the moment of closing of the intake valve 7 becomes higher than the practical thermal efficiency K when the control amount of the intake air throttle valve 17. In the example shown in figure 9, if the engine load falls while holding the degree of mechanical compression on the maximum degree D of the mechanical compression ratio, the control amount of the intake air is switched from the control by changing the moment of closing of the inlet Klah is Ana 7 on the throttle valve 17, thus, practical thermal efficiency varies as shown by the solid line L.

Fig shows changes in the degree of mechanical compression ratio, the closing of the intake valve 7, the extent of actual compression ratio, theoretical thermal efficiency and practical thermal efficiency when performing combustion with the first ratio of air-fuel and combustion with a second ratio of the air-fuel greater than the first ratio of air-fuel. Note that the first ratio of air-fuel is, for example, stoichiometric and is shown in broken lines on Fig, while the second ratio of air-fuel is, for example, depleted and shown by the solid line in Fig.

The example shown in figure 9, shows the case of combustion with stoichiometric ratio of air to fuel. Therefore, changes figure 11, shown in broken lines, the degree of mechanical compression ratio, the closing of the intake valve 7 and the extent of actual compression ratio are the same as changes to figure 9, shown as a solid line in the degree of mechanical compression ratio, the closing of the intake valve 7 and the actual degree of compression. Note that the changes, which is shown in broken lines on Fig, in theoretical thermal efficiency and practical thermal efficiency, when combustion is performed when stagione the practical ratio of the air-fuel easily understood from explanations based on figure 10 and 11.

Next on Fig load on the horizontal axis represents an amount of fuel injection. In operation, assuming that the load is the same, i.e. the amount of fuel injection is the same when the ratio of air to fuel is stoichiometric and when it is depleted, the amount of intake air, when it is depleted, must be greater than when it is stoichiometric. Therefore, as shown in Fig, with the same loading time of closing of the inlet valve 7, when the ratio of air to fuel is depleted, as shown by the solid line, is shifted in the direction of advance compared with when the ratio of air to fuel is stoichiometric, as shown in broken lines, in order to increase the amount of intake air.

If the closing of the intake valve 7 is shifted in the direction of advance, the actual degree of compression increases. Therefore, at this time, as shown in Fig, on the side of the engine operation with high load in order to save the actual degree of compression of the same, compared with when the ratio of air to fuel is stoichiometric, the degree of mechanical compression ratio, when the ratio of air-fuel is the mass is pushed, as shown by the solid line falls more than when the ratio of air to fuel is stoichiometric. If the degree of mechanical compression ratio becomes the incident, the degree of expansion decreases, thus, as shown by the solid line in Fig, theoretical thermal efficiency and practical thermal efficiency drop. I.e. on the side of the engine operation with high load practical thermal efficiency becomes higher when the ratio of air to fuel is stoichiometric, than when the ratio of air to fuel is depleted.

On the other hand, as mentioned above, when the degree of mechanical compression ratio is held at the maximum degree of mechanical compression ratio, the degree of the actual compression ratio falls, the more delayed closing of the intake valve 7. On the other hand, when the degree of mechanical compression ratio is lower than the maximum compression ratio, the degree of mechanical compression ratio is changed so that the degree of the actual compression ratio is a fixed value, regardless of whether the ratio of air to fuel stoichiometric or lean, thus, as shown in Fig, the model changes the degree of mechanical compression ratio during a lean ratio of air-fuel is shifted more to the left than the model changes the degree of mechanical compression during stekhiometricheskogo air-fuel.

Therefore, as shown in Fig, when the engine is operating with low load, when the degree of mechanical compression ratio is the maximum degree of mechanical compression ratio at the same degree of expansion, the actual degree of compression during the depletion ratio of the air-fuel is higher than the degree of the actual compression ratio, when the ratio of air to fuel is stoichiometric. Therefore, when the engine is operating with a low load, theoretical thermal efficiency and practical thermal efficiency when the ratio of air to fuel is depleted, higher than when the ratio of air to fuel is stoichiometric. Therefore, if we consider the practical thermal efficiency, the prohibition combustion depleted ratio of air-fuel, i.e. the second ratio of air-fuel, preferably when the engine is running with high load, the second combustion can be performed only when the engine is operating with low load.

Therefore, in the present invention the combustion with the first ratio of air-fuel and combustion with a second ratio of the air-fuel greater than the first ratio of the air-fuel selectively performed, the combustion with a second ratio of air-fuel is prohibited when the engine is running with high load, and combustion with a second ratio of the air-fuel represets is, when the degree of mechanical compression ratio becomes the maximum mechanical compression ratio.

In the first embodiment according to the present invention, the combustion is performed when the second ratio of the air-fuel when the degree of mechanical compression ratio becomes the maximum mechanical compression ratio. More specifically, in this first embodiment, the combustion is performed with a second ratio of air to fuel in the area of load, where the degree of mechanical compression ratio is maximum when the second ratio of air-fuel. Fig shows the operational program control for the execution of this first variant implementation.

According pig first stage 100 evaluates whether the area load area in which the degree of mechanical compression ratio becomes the maximum mechanical compression ratio with the second ratio of air-fuel, i.e. depleted ratio of air-fuel. When this is not the area of the load, where the degree of mechanical compression ratio becomes the maximum compression ratio, the program proceeds to step 101, where combustion is performed when the first ratio of air-fuel, for example, the stoichiometric ratio of air to fuel.

That is, at step 101 calculates target actual ratio of air-fuel. Next, at step 102 the moment IC closing of the inlet is lapena 7 is calculated from the compliance shown in Fig(A). I.e. the moment IC closing of the inlet valve 7, is required to supply air volume, which is required when the ratio of air to fuel is stoichiometric, the camera 5 combustion, is stored as a function of the load L and engine speed N of rotation of the engine in the form of conformity, as shown in Fig(A)in advance in the ROM 32. The moment IC closing of the intake valve 7 is calculated from this match.

Next, at step 103 calculates the degree of CR mechanical compression. Next, at step 104 calculates the degree of opening of the throttle valve 17. The degree θ of opening the throttle valve 17 during the stoichiometric ratio of air to fuel is stored as a function of the load L and engine speed N of rotation of the engine in the form of conformity, which is shown in Fig(B)in advance in the ROM 32. Next, at step 109, the mechanism of A variable compression ratio is controlled so that the degree of mechanical compression ratio becomes the degree CR mechanical compression mechanism B of the regulating valve timing is controlled so that the closing of the intake valve becomes the moment IC close, and the throttle valve 17 is controlled so that the degree of opening of the throttle valve 17 becomes the degree θ of opening.

In contrast, at step 100, when it is estimated that the area load is an area where the degree of mechanical compression ratio becomes the maximum degree of compression when the second ratio of the air-fuel i.e. depleted the ratio of air to fuel, the program proceeds to step 105, where the combustion is performed at a lean ratio of air-fuel. That is, at step 105 calculates the target degree of PC actual compression. Next, at step 106 the moment IC closing of the intake valve 7 is calculated from the correspondence shown in Fig(A). I.e. the moment IC closing of the inlet valve 7, is required to supply the amount of intake air, which is required when the ratio of air to fuel is depleted, the camera 5 combustion, is stored as a function of the load L and engine speed N of rotation of the engine in the form of conformity, as shown in Fig(A)in advance in the ROM 32. The moment IC closing of the intake valve 7 is calculated from this match.

Next, at step 107 calculates the degree CR' mechanical compression. Next, at step 108 calculates the degree of opening of the throttle valve 17. Degree θ' of the opening of this throttle valve 17 during the depletion ratio of the air-fuel is stored as a function of the load L and engine speed N of rotation of the engine in the form of conformity, which is shown in Fig(B)in advance in the ROM 32. Next, at step 109, the mechanism of A variable compression ratio is controlled so that the degree of mechanical compression ratio becomes the degree CR' mechanical compression mechanism B of the camshaft adjustment is controlled by t is to, the closing of the intake valve 7 becomes the moment IC' close, and the throttle valve 17 is controlled so that the degree of opening of the throttle valve 17 becomes the degree θ' opening.

If the engine speed is high, the perturbations that occur in the chamber 5 combustion, become stronger, and as a result, even if the degree of mechanical compression ratio is high, detonation becomes harder to occur. Therefore, in the embodiment according to the present invention, the higher the engine speed, the higher becomes the maximum mechanical compression ratio. Fig shows the change in the degree of mechanical compression ratio when the engine speed is relatively low. In contrast Fig shows changes in the degree of mechanical compression ratio, theoretical thermal efficiency and practical thermal efficiency during high-speed rotation of the engine. Note that the dashed line on Fig also like Fig, indicates the time of the first ratio of air-fuel, for example, the stoichiometric ratio of air to fuel, and the solid line indicates the time of the second ratio of air-fuel, i.e. depleted ratio of air-fuel.

As follows from Fig, if the maximum degree of mechanical compression ratio is high, the peak theoretical terminology the definition of efficiency is on the low side of the load, and there will be a slight difference between the strain at the maximum theoretical thermal efficiency when the ratio of air to fuel is stoichiometric, and the load at the maximum theoretical thermal efficiency when the ratio of air to fuel is depleted. As a result, as shown in Fig, an area where practical thermal efficiency is high during the depletion ratio of the air-fuel compared to the time of the stoichiometric ratio of the air-fuel will be area of extremely low load. In this case, when practical thermal efficiency is high only in a very narrow region, even if the ratio of air to fuel is changed to a lean ratio, management will only become more difficult, making it meaningless.

I.e. it is important to switch to a lean ratio of the air-fuel when the maximum degree of mechanical compression ratio becomes small to a certain extent, and area loads, in which practical thermal efficiency becomes high when the change ratio of the air-fuel depletion ratio of the air-fuel becomes larger to a certain extent. Therefore, in the second embodiment according to the present invention, when the maximum degree of mechanical compression ratio lower than a predetermined reference value is e CR 0(Fig), the combustion is performed with a second ratio of air-fuel, i.e. depleted ratio of the air-fuel when the degree of mechanical compression ratio becomes the maximum mechanical compression ratio, and when the maximum degree of mechanical compression ratio higher than a predetermined reference value CR0the combustion is performed with the first ratio of air-fuel, for example, the stoichiometric ratio of the air-fuel when the degree of mechanical compression ratio becomes the maximum mechanical compression ratio.

Fig shows the operational program control for the execution of this second variant implementation.

According pig first stage 200 evaluates whether the area load area where the degree of mechanical compression ratio is the maximum degree of mechanical compression ratio with the second ratio of air-fuel, i.e. depleted ratio of air-fuel. If this is not the area of the load, where the degree of mechanical compression ratio is the maximum compression ratio, the program proceeds to step 201, where combustion is performed when the first ratio of air-fuel, for example, the stoichiometric ratio of air to fuel.

I.e. at the stage 201 is calculated target degree of PC actual compression. Next, at step 202 the moment IC closing of the intake valve 7 is calculated from twelve, shown in Fig(A). Next, at step 203 calculates the degree of CR mechanical compression. Next, at step 204 the degree θ of the throttle valve 17 is calculated from the correspondence shown in Fig(B). Next, at step 210 the mechanism of A variable compression ratio is controlled so that the degree of mechanical compression ratio becomes the degree CR mechanical compression mechanism B of the regulating valve timing is controlled so that the closing of the intake valve 7 becomes the moment IC close, and the throttle valve 17 is controlled so that the degree of opening of the throttle valve 17 becomes the degree θ of opening.

In contrast, at step 200, when it is estimated that the area load is the area in which the degree of mechanical compression ratio is the maximum compression ratio with the second ratio of air-fuel, i.e. depleted in the ratio of air to fuel, the program proceeds to step 205, where it is estimated that less than if the maximum degree CRmax mechanical compression ratio than the reference value CR0. At this time, when it is estimated that CRmax≥CR0, the program proceeds to step 201, where combustion is performed when the stoichiometric ratio of air to fuel. In contrast, when it is estimated that CRmax<CR0, the program proceeds to step 206, where the combustion is performed at a lean ratio is asdoh fuel.

That is, at step 206 calculates the specified degree PC' actual compression. Next, at step 207 the moment IC' closing the intake valve 7 is calculated from the correspondence shown in Fig(A). Next, at step 208 calculates the degree CR' mechanical compression. Next, at step 209 the degree θ of the throttle valve 17 is calculated from the correspondence shown in Fig(B). Next, at step 210 the mechanism of A variable compression ratio is controlled so that the degree of mechanical compression ratio becomes the degree CR' mechanical compression mechanism B of the regulating valve timing is controlled so that the closing of the intake valve 7 becomes the moment IC' close, and the throttle valve 17 is controlled so that the degree of opening of the throttle valve 17 becomes the degree θ' opening.

In this regard, as explained above, in the cycle of ultra-high degree of expansion, shown in Fig(B), the degree of expansion is equal to 26. The higher the degree of expansion, the better, but as will be clear from Fig.7, it is possible to obtain significantly high theoretical thermal efficiency when the value of 20 or more for almost used the lower limit of the degree of the actual compression ratio ε=5. Therefore, in the present invention the mechanism of A variable compression formed so that the expansion ratio becomes equal to 20 or more.

On the other hand, the AK is shown in broken lines in figure 9, it is possible to control the amount of intake air regardless of throttle valve 17, moving in the direction of advance of the date of closing of the inlet valve 7, when the engine load becomes lower. Therefore, so to speak, that are covered as the case shown by the solid line in Fig.9, and the case shown in broken lines, in the embodiment of the present invention the closing of the intake valve 7 is shifted, when the engine load becomes lower in the direction from the bottom dead center BDC of the intake to the limit point L2closure that allows you to control the amount of intake air supplied into the combustion chamber.

1. Internal combustion engine with spark ignition, containing the mechanism of the variable compression, made with the possibility of changing the degree of mechanical compression, and the mechanism of the camshaft adjustment made with the ability to control the moment of closing of the inlet valve, and the degree of mechanical compression ratio is made higher when the engine is operating with low load than at the time of engine high load, the degree of mechanical compression ratio is gradually reduced when the engine is running with high load, when the load on the engine is higher, and combustion with the first ratio who is uh-fuel and combustion with a second ratio of the air-fuel greater than the first ratio of the air-fuel selectively performed, and combustion is performed when the first ratio of the air-fuel when working with high load and when the engine is operating with low load combustion is performed with a second ratio of the air-fuel when the degree of mechanical compression ratio lower than a predetermined reference value, and the combustion is performed with the first ratio of the air-fuel when the degree of mechanical compression ratio higher than a predetermined reference value.

2. The engine according to claim 1, in which the degree of mechanical compression ratio becomes the maximum mechanical compression ratio when the engine is operating with low load, and when the degree of mechanical compression ratio is smaller than a predetermined reference value, is combustion with a second ratio of the air-fuel when the degree of mechanical compression ratio becomes the maximum mechanical compression ratio, and when the maximum degree of mechanical compression ratio higher than a predetermined reference value, is burning with the first ratio of the air-fuel when the degree of mechanical compression ratio becomes the maximum mechanical compression ratio.

3. The engine according to claim 1, in which the degree of mechanical compression ratio is increased to the maximum degree mechanical with the Atia, when the load on the engine decreases, and the degree of mechanical compression ratio is held at the maximum degree of mechanical compression ratio when the engine is operating with low load, which is lower than the engine load when the degree of mechanical compression ratio becomes the maximum mechanical compression ratio, and the degree of mechanical compression gradually decreases when the load on the engine increases when the engine is running with high load, which is higher than the load on the engine when the degree of mechanical compression ratio becomes the maximum mechanical compression ratio.

4. The engine according to claim 3, in which the degree of expansion at the time of maximum extent of the mechanical compression ratio is 20 or greater.

5. The engine according to claim 1, in which the first ratio of air-fuel is stoichiometric ratio of air to fuel, and a second ratio of air-fuel is depleted ratio of air-fuel.



 

Same patents:

FIELD: engines and pumps.

SUBSTANCE: ignition control device of general-purpose internal combustion engine (10) supplying the ignition signal in compression stroke and exhaust stroke of four-stroke cycle cuts out (S10, 8108) one of ignitions which shall be performed as per two output ignition signals, and measures engine speed after ignition cutout after the ignition is cut out (S10, S110). For each of two ignition signals it is determined whether it was given out in compression stroke or in exhaust stroke, on the basis of difference of average engine speed and engine speed after ignition cutout (S10, S112-S120). Ignition is controlled as per ignition signal determined as that of two ignition signals, which was output in compression stroke (S12).

EFFECT: longer service life of ignition plug of engine and simpler design.

8 cl, 5 dwg

FIELD: engines and pumps.

SUBSTANCE: ignition control device of general-purpose internal combustion engine (10) supplying the ignition signal in compression stroke and exhaust stroke of four-stroke cycle cuts out (S10, 8108) one of ignitions which shall be performed as per two output ignition signals, and measures engine speed after ignition cutout after the ignition is cut out (S10, S110). For each of two ignition signals it is determined whether it was given out in compression stroke or in exhaust stroke, on the basis of difference of average engine speed and engine speed after ignition cutout (S10, S112-S120). Ignition is controlled as per ignition signal determined as that of two ignition signals, which was output in compression stroke (S12).

EFFECT: longer service life of ignition plug of engine and simpler design.

8 cl, 5 dwg

FIELD: engines and pumps.

SUBSTANCE: in control device for internal combustion engine the module (10) of output of requirements outputs various requirements of internal combustion engine characteristics, which is expressed in terms of torque moment, efficiency or composition of air-fuel mixture; adjustment module (22) of torque moment gathers from many values of requirements, which are output from module (10) of requirement output, only the requirement values expressed in terms of torque moment, and adjusts values of requirement in torque moment to one; module (24) of adjustment of efficiency gathers the values of requirements, which are expressed in efficiency terms, and adjusts values of the requirement in efficiency to one; module (26) of adjustment of air-fuel mixture gathers values of requirements, which are expressed in terms of composition of air-fuel mixture, and adjusts the values of requirement included in air-fuel mixture to one; calculation module (30) of control variables calculates control variables of actuators (42), (44) and (46) on the basis of value of the requirement in torque moment, value of requirement in efficiency and value of requirement included in air-fuel mixture, which are output from adjustment modules (22), (24) and (26) accordingly.

EFFECT: providing accuracy of introduction of requirements connected to various characteristics of internal combustion engine to operation of actuators, and proper achievement of those requirements.

9 cl, 10 dwg

FIELD: engines and pumps.

SUBSTANCE: in control device for internal combustion engine the module (10) of output of requirements outputs various requirements of internal combustion engine characteristics, which is expressed in terms of torque moment, efficiency or composition of air-fuel mixture; adjustment module (22) of torque moment gathers from many values of requirements, which are output from module (10) of requirement output, only the requirement values expressed in terms of torque moment, and adjusts values of requirement in torque moment to one; module (24) of adjustment of efficiency gathers the values of requirements, which are expressed in efficiency terms, and adjusts values of the requirement in efficiency to one; module (26) of adjustment of air-fuel mixture gathers values of requirements, which are expressed in terms of composition of air-fuel mixture, and adjusts the values of requirement included in air-fuel mixture to one; calculation module (30) of control variables calculates control variables of actuators (42), (44) and (46) on the basis of value of the requirement in torque moment, value of requirement in efficiency and value of requirement included in air-fuel mixture, which are output from adjustment modules (22), (24) and (26) accordingly.

EFFECT: providing accuracy of introduction of requirements connected to various characteristics of internal combustion engine to operation of actuators, and proper achievement of those requirements.

9 cl, 10 dwg

FIELD: engines and pumps.

SUBSTANCE: internal combustion engine (ICE) control device consists in controlling variable calculation device and drive control device. Controlling variable calculation device calculates many controlling variables that help to control energy generated by ICE. Drive control device influences controls of many executive mechanisms on the base of many controlling variables. Controlling variable calculation device includes required value calculation device that refers to ICE (61) energy, ICE (62) emission, heat losses at ICE (63) cooling and required values summing device (64). Required values summing device summarises every required value to define required summed value. Controlling variables also can be intake air quantity and ignition timing. Controlling variable calculation device can additionally include calculation means of supplied fuel quantity, intake air quantity, ignition timing (67), exhaust gas energy estimation (70) devices, second ignition timing device (68) and corrective device (69).

EFFECT: creation of ICE control device that allows realisation of many functions.

6 cl, 11 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed device comprises control unit connected to feed pipeline between duel tank and ICE, fuel consumption metre, data accumulator, fuel sampler and fuel analyser. Fuel analyser allows continuous analysis. Additionally, said analyser incorporates a number of fuel parametres, and/or assemblage of data on emission quota related to climatic and/or geographic conditions. Assemblage of data on emission quota comprises the data on one or larger amount of gases CO2, NOx, and CO, as well as emission of solid particles. Proposed method of controlling fuel feed into ICE comprises the following stages: connecting control unit to feed pipeline between fuel tank and ICE; recording current fuel consumption at any time interval; determining fuel characteristics related with combustion products emission by continuous or periodical analysis; comparing current emission of combustion products with tolerances. In case the latter are exceeded, correcting fuel feed into ICE. Said correction comprises limiting or terminating fuel feed, adjusting ICE power output, limiting ICE running time and/or running distance.

EFFECT: higher accuracy of analysis.

6 cl, 2 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed engine 1 comprises supercharger 40 consisting of compressor 41 with multiple vanes fitted on the shaft of turbine 42, at least one device 44 providing step motion of multiple vanes 45 and turbine angular speed transducer 62 to recognise rotation of device 44 providing step motion of multiple vanes 45 and rotation of multiple vanes 45, which is connected with MCU 60. Engine 1 incorporates also turbine angular speed computing device to computer turbine angular speed letting multiple pulses per one revolution of turbine shaft.

EFFECT: reduced costs, higher efficiency and reliability.

5 cl, 17 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed device is used to control ICE with universal valve system and compression ratio control mechanism to control compression ratio in combustion chamber. It controls lift adjustment and compression ratio control mechanisms so that, in increasing required engine power output, compression ratio decrease rate is lower that lift increase rate, while in decreasing required power output, lift decrease rate exceeds compression ratio increase rate. In case engine comprises additional valve phase control mechanism to regulate valve phase, then proposed device controls compression ratio control mechanism and phase control mechanism so that, in increasing required engine power output, compression ratio increase rate increases phase lagging rate, while in decreasing power output phase advance rate exceeds compression ratio increase rate.

EFFECT: ruling out collision between valve and piston.

30 cl, 25 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed method comprises direct injection of fuel using at least one intake and discharge element in every cylinder and consists in the following, i.e. determining signal (γ) of accelerator pedal that depends upon the position of said pedal and determining signal (n) of rpm depending upon engine rpm. It comprises also determining the magnitude of load spectrum proceeding from aforesaid signals (γ) and (n), time (tLi) depending upon said spectrum and describing the period during which the gas escape orifice in each cylinder is open in compression stroke and amount (~ti) of fuel injected in each cylinder during one working stroke and depending upon load spectrum. Note also that ignition dwell angle subject to load spectrum is determined. Proposed invention covers also the device implementing proposed method.

EFFECT: reduced emission of harmful gases.

24 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed device comprises microprocessor that allows acting on control mechanisms and memory circuits to be addressed by microprocessor. Memory circuits comprises data making at least one set of parametres and range of torque values corresponding to parametres of above set or to every set, and set of instructions to be executed by microprocessor. Microprocessor receives, in real time, torque values from torque pickup and corrects data in memory is received torque exceeds entered torque corresponding to current parametre value, or adjusts the latter if received torque is lower that entered torque. Proposed method comprises the following steps, i.e. (a) torque value is received from torque pickup, (b) torque chart is corrected if received torque value exceeds that entered torque value corresponding to current parametre value, or the latter is adjusted latter if received torque is lower that entered torque, and (c) steps (a) and (b) are repeated. Invention covers also internal combustion engine comprising the device to control ICE operation and vehicle with such ICE.

EFFECT: higher accuracy of adjustment in dynamic operating conditions.

25 cl, 4 dwg

FIELD: engines and pumps.

SUBSTANCE: in control device for internal combustion engine the module (10) of output of requirements outputs various requirements of internal combustion engine characteristics, which is expressed in terms of torque moment, efficiency or composition of air-fuel mixture; adjustment module (22) of torque moment gathers from many values of requirements, which are output from module (10) of requirement output, only the requirement values expressed in terms of torque moment, and adjusts values of requirement in torque moment to one; module (24) of adjustment of efficiency gathers the values of requirements, which are expressed in efficiency terms, and adjusts values of the requirement in efficiency to one; module (26) of adjustment of air-fuel mixture gathers values of requirements, which are expressed in terms of composition of air-fuel mixture, and adjusts the values of requirement included in air-fuel mixture to one; calculation module (30) of control variables calculates control variables of actuators (42), (44) and (46) on the basis of value of the requirement in torque moment, value of requirement in efficiency and value of requirement included in air-fuel mixture, which are output from adjustment modules (22), (24) and (26) accordingly.

EFFECT: providing accuracy of introduction of requirements connected to various characteristics of internal combustion engine to operation of actuators, and proper achievement of those requirements.

9 cl, 10 dwg

FIELD: engines and pumps.

SUBSTANCE: ICE specific fuel consumption is minimised by control using feedback with transmission elements and consists in power recuperation in vehicle incorporating ICE 3, AC generator 5, rectifier 7, controlled power accumulator 10 and traction motor 13. With braking pedal depressed or motor shaft rpm exceeding electromagnetic field revolution frequency, ICE is switched over into reduced rpm conditions. Traction motor 13 is switched over to generator conditions to charge electric power accumulator 13. With running speed and accumulator 10 charge current reducing, signal is fed in accumulator control system 10.2 to change pattern of connecting single elements. Voltage fed to each elements of accumulator 10 is increased. Accumulator charge current is increased. Proposed fuel consumption minimising device comprises traction motor shaft rpm transducer 14, capacitor unit charge pickup 11, voltage comparators (18), power absorption comparator 9 and logical unit 20, fuel feed cutoff control unit 17, controller power accumulator 10, braking pedal position transducer and three-level comparator 19.

EFFECT: optimum use of electric power accumulators, reduced costs and specific fuel consumption.

2 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed ICE runs on different fuels that differ by air-to-fuel amount ratio stoichiometric relationships. Control device comprises exhaust gas sensor arranged ICE exhaust channel to generate output signal in compliance with air-to-fuel amount ratio, control device with feedback circuit to control air-to-fuel amount ratio in compliance with exhaust gas sensor signal, device for adapting to different fuels so as to correct an error originating due to fuel type in compliance with correction magnitude fed by feedback signals in response to feedback signals calculated during feedback control by air-to-fuel amount ratio, device to recognise refueling to reveal fuel fed into fuel tank and air amount limiter to limit air amount sucked in by ICE unless adapting to fuel is complete. In compliance with the second version, engine control device comprises fuel property sensor arranged in fuel tank or fuel pipe line to define fuel properties, and air amount limiter to limit air amount sucked in by ICE when fuel properties differ as defined by aforesaid fuel properties sensor. In compliance with the third version, control device comprises: fuel property sensor arranged in fuel tank or fuel pipe line to define fuel properties, and air amount limiter to limit air amount sucked in by ICE when fuel properties differ as defined by aforesaid fuel properties sensor.

EFFECT: reliable protection of fuel feed system.

6 cl, 5 dwg

FIELD: mechanical engineering; engines.

SUBSTANCE: according to proposed method of control of vehicle engine unit depending on preset value of an output parameter of unit, at least one adjustable parameter of engine unit is regulated. Together with preset value, setting time is set during which output parameter should settle at this value. Setting time is preset irrespective of control section used for regulation of at least one adjustable parameter. Vehicle engine unit control device has control unit which regulates at least one adjustable parameter of engine unit depending of preset value of an output parameter of engine unit. Means for regulating adjustable parameter are provided to input of which preset value of output parameter and setting time are supplied as preset values during which output parameter should settle at this value. Setting time of engine unit is preset irrespective of control section used for regulation of at least one adjustable parameter.

EFFECT: provision of matching of different requests for changing any operating parameter of engine unit irrespective of control sections of engine.

11 cl, 10 dwg

The invention relates to a method of regulating the amounts of air and fuel for a multi-cylinder internal combustion engines with individual injection for each cylinder and the Executive body of the air regulator controlled by electronics

FIELD: engines and pumps.

SUBSTANCE: system includes variable compression degree mechanism and gas distribution phase control mechanism. When the required engine output power is boundary output power or less, control is performed in order to maintain minimum fuel flow level. When the required engine output power increases above boundary output power, mechanical compression degree decreases to minimum mechanical compression degree, and then the engine output power increases.

EFFECT: reducing fuel flow at increase in the required engine power.

9 cl, 37 dwg

FIELD: engines and pumps.

SUBSTANCE: internal combustion engine is equipped with mechanism (A) that provides changeable compression degree and mechanism (B) that provides changing of time start moment of actual compression by means of adjusting the moment of input valve closing 7. The quantity of intake air corresponding to required load is directed to combustion chamber (5). The pressure, temperature and density in combustion chamber (5) is maintained at the end of compression stroke essentially stable or unstable notwithstanding engine load by means of control of input valve (7) closing moment and control of mechanical compression degree.

EFFECT: improvement of engine operation security without reliability decrease.

FIELD: engines and pumps.

SUBSTANCE: rotary ICE comprises expansion piston, compression piston, combustion and expansion chamber 1, compression chamber 2α, 2β and pressure chamber 3α, 3β. Combustion and expansion chamber 1 may receive expansion piston. Compression chamber 2α, 2β may receive compression piston. Expansion piston circular trajectory radius exceeds that of compression piston. Expansion piston circular trajectory radius is selected to be maximum possible proceeding from engine size. Compression piston circular trajectory radius is selected to be minimum possible proceeding from engine shaft radius. Pressure chamber 3α, 3β is arranged to allow fluid to pass between compression chamber 2α, 2β and combustion and expansion chamber 1. Pressure chamber 3α, 3β may communicate compression chamber 2α, 2β and combustion and expansion chamber 1 by intaking air or fuel-air mix under pressure.

EFFECT: higher engine torque.

14 cl, 25 dwg

Axial-piston engine // 2410555

FIELD: engines and pumps.

SUBSTANCE: invention refers to engine building industry, to axial-piston engines of inner combustion with cylinder axes located in the same plane with drive shaft axis and swinging tilting washer. Axial-piston engine includes cylinder blocks of working (1) and compressor (7) chambers, engine shaft (13) with tilting plates (14, 15), camshaft (16), swinging washers (18, 19), supports (24) with levers (25), cylinder head of working chamber (26) with combustion chambers of variable volume (27), cylinder head of compressor chamber (39), intake manifolds (43), compressor (44), fuel pump (45) and back-pressure chambers (47). Cylinder blocks (1 and 7) contain pairs of opposed cylinders (2, 8). Swinging washes (18, 19) are installed one for every pair of cylinders (2, 8) with journals (20, 21.) Combustion chambers of variable volume (27) include back-pressure (28), output (30) and input (31) valves. Input valves (31) have balance chambers (32). Balance chambers (32) are connected to discharge manifolds (33) by channels (34). Compressor chamber cylinder head (39) contains back-pressure valves at the input (41) and air forcing (41). At air forcing (41) the valves are connected by pipelines (42) with back-pressure valves (28) at air intake of combustion chamber (27). The levers (25) swinging in supports (24) are rigidly connected to hinge joints (5, 11). Back-pressure chambers (47) are located in working chamber cylinder head (26) and interconnected via channels (48). The pistons (46) moving inside back-pressure chambers (47) increase combustion chambers' (27) volume and return to initial position at pressure reduction in combustion chambers (27).

EFFECT: reduction of engine components load at power preservation.

4 dwg

FIELD: engines and pumps.

SUBSTANCE: internal combustion engine incorporates mechanism to vary compression ration and mechanism to vary actual compression ratio start point. Mechanical compression ratio is set to maximum so that compression ratio equals or exceeds 20 in engine operation at low load, while actual compression ratio in engine operation at low load is set at the level of actual compression ratio, in fact, equal to that in engine operation at high load.

EFFECT: increased thermal efficiency.

FIELD: engines and pumps.

SUBSTANCE: internal combustion engine incorporates mechanism to vary compression ration and mechanism to vary actual compression ratio start point. Mechanical compression ratio is set to maximum so that compression ratio equals or exceeds 20 in engine operation at low load, while actual compression ratio in engine operation at low load is set at the level of actual compression ratio, in fact, equal to that in engine operation at high load.

EFFECT: increased thermal efficiency.

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