WO2014205809A1 - Procédé de taux de compression variable et de rapport air/carburant variable pour moteur à combustion interne - Google Patents

Procédé de taux de compression variable et de rapport air/carburant variable pour moteur à combustion interne Download PDF

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WO2014205809A1
WO2014205809A1 PCT/CN2013/078444 CN2013078444W WO2014205809A1 WO 2014205809 A1 WO2014205809 A1 WO 2014205809A1 CN 2013078444 W CN2013078444 W CN 2013078444W WO 2014205809 A1 WO2014205809 A1 WO 2014205809A1
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internal combustion
combustion engine
variable
air
compression ratio
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Chinese (zh)
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杨增利
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/152—Digital data processing dependent on pinking
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an internal combustion engine, and more particularly to a method of variable compression ratio and variable air-fuel ratio of an internal combustion engine. Background technique
  • Conventional internal combustion engines always seek to increase the combustion temperature and increase the combustion pressure by increasing the combustion temperature. However, the higher the combustion temperature, the greater the heat loss.
  • the combustion temperature of the conventional internal combustion engine is as high as 220 CTC - 2500 ° C, and the exhaust temperature is as high as 1000 ° C - 1200 ° C.
  • the exhaust gas must be discharged in the form of a flame, and the exhausted flame carries a lot of heat energy. Therefore, the thermal efficiency of the conventional internal combustion engine is only about 30%, which means that 70% of the heat of combustion is directly discharged into the atmosphere without participating in the work.
  • Chinese patent CN200580008399. 7 discloses an internal combustion engine that realizes super-expansion work.
  • the super-expansion work increases the expansion volume to reduce the exhaust pressure, but the exhaust temperature cannot be further reduced.
  • the root cause lies in the inherent defect of the high combustion temperature of the conventional internal combustion engine. Summary of the invention
  • the present invention provides a method of variable compression ratio and variable air-fuel ratio of an internal combustion engine, the purpose of which is to reduce combustion temperature, increase combustion pressure, and increase utilization of combustion heat energy.
  • a method of variable compression ratio and variable air-fuel ratio of an internal combustion engine comprising the steps of:
  • the system electronic control unit corrects the ignition time in real time according to the knocking signal fed back by the knock sensor, and controls the fuel injection amount in real time to ensure the compression density required for the lean mixed steam combustion.
  • the designed compression ratio is a compression ratio of the internal combustion engine in a low power operating condition
  • the first intake air volume is an intake air volume of the internal combustion engine in a low power operating condition
  • the second intake air volume is The intake air volume of an internal combustion engine under high power conditions.
  • the second intake air volume is greater than the first intake air volume.
  • the internal combustion engine is a 4-stroke ignition type internal combustion engine, and the variable ratio of the compression ratio of the 4-stroke ignition type internal combustion engine The circumference is 10: 1—26. 7: 1.
  • the variable range of the air-fuel ratio is 15: 1—32: 1.
  • the internal combustion engine is a 4-stroke ignition type internal combustion engine
  • the variable range of the compression ratio of the 4-stroke ignition type internal combustion engine is 14:1-40: 1.
  • the variable range of the air-fuel ratio is 18:1-50: 1 .
  • the internal combustion engine is a 4-stroke compression-ignition internal combustion engine
  • the variable range of the compression ratio of the 4-stroke compression ignition internal combustion engine is 20:1 - 48:1
  • the variable range of the air-fuel ratio is 16:1 - 60: 1.
  • the internal combustion engine is a 2-stroke compression-ignition internal combustion engine
  • the compression ratio of the 2-stroke compression-ignition internal combustion engine has a variable range of 25:1 to 60:1, and the variable range of the air-fuel ratio is 30:1 to 70: 1.
  • the method for variable compression ratio and variable air-fuel ratio of an internal combustion engine of the present invention is to divide a cylinder intake air volume into a first intake air volume and a second intake air volume, and design a compression ratio according to the first intake air volume, the second input
  • the gas volume exceeds the first intake air volume, because the combustion chamber volume does not change, so the compression ratio increases, the compression density of the mixed steam increases, the air-fuel ratio decreases, and the combustion temperature decreases, so the exhaust gas temperature decreases, and the exhaust gas temperature is reduced by the conventional internal combustion engine.
  • the 120CTC is reduced to 180 ° C - 300 ° C, and the thermal efficiency of the internal combustion engine is greatly improved.
  • FIG. 1 is a schematic structural view of a method for variable compression ratio and variable air-fuel ratio of an internal combustion engine according to the present invention
  • FIG. 2 is a schematic view showing the density of a conventional theoretical air-fuel ratio fuel molecule
  • Figure 3 is a schematic diagram showing the density of the dilute mixed fuel molecules
  • FIG. 4 is a schematic view showing the density of a high compression density lean mixed fuel fuel molecule according to the present invention.
  • Fig. 5 is a flow chart showing the control method of the variable compression ratio and the variable air-fuel ratio of the internal combustion engine of the present invention. detailed description
  • the internal combustion engine includes a cylinder 1, a piston 2, wherein the cylinder 1 includes a working volume V and a combustion chamber volume VI, and the working volume V includes a low power working condition intake air volume V2 and a high power working condition intake air volume V3, which is large.
  • the power condition intake volume V3 is greater than the low power condition intake volume V2.
  • the traditional internal combustion engine designs the compression ratio according to the working volume V of the cylinder, that is, V: V1.
  • the actual intake volume of the conventional ignition type internal combustion engine is small, the actual compression ratio is low, the thermal efficiency is very low, and the intake volume of the high-power working condition is large, practical.
  • the compression ratio is high and the thermal efficiency is high.
  • the conventional compression ignition type internal combustion engine has a large intake volume in a small power working condition, consumes a large compression force, and is difficult to start. Due to nature The inflating coefficient of the inhaled internal combustion engine can only reach about 0.8, can not reach the design compression ratio, then, how can we let the inflation coefficient of 0.8 to reach the design compression ratio.
  • the invention is designed according to the inflation coefficient of 0.8 (depending on the cylinder volume is 0.8), as long as the inflation coefficient reaches 0.8, it is regarded as reaching the designed intake volume, which is equivalent to achieving the design compression ratio. Assuming that the inflation factor is greater than 0.8, as long as the inflation factor is greater than 0.8. It is considered that the design of the intake air volume is more than the design compression ratio, and the variable compression ratio is achieved. However, this assumption cannot be achieved because the inflation coefficient cannot exceed 0.8.
  • the compression ratio can be designed according to the inflation coefficient of 0.8, the compression ratio can also be designed according to the intake volume V2 of the low power condition, which is V2. As long as the intake air volume reaches the low-power working condition intake volume V2, it is considered that the designed intake air volume is reached, which is equivalent to achieving the design compression ratio.
  • the core of the variable compression ratio and variable air-fuel ratio method of the present invention is to design a compression ratio according to the intake capacity V2 of the low power condition, that is, V2: V1. Therefore, as long as the intake volume of the cylinder reaches the intake volume V2 of the low-power working condition, it is considered that the designed intake air volume is reached, which is equivalent to the design compression ratio, as long as the intake air volume exceeds the intake capacity V2 of the low-power working condition. It is considered to exceed the design intake volume, which is equivalent to exceeding the design compression ratio.
  • the intake volume of the ignition and compression-ignition internal combustion engines in low-power conditions only needs to reach V2. Because the compression ratio is designed according to the intake capacity V2 of the low-power working conditions, it is considered to achieve the design intake.
  • the volume is equivalent to the design compression ratio, so that a low compression ratio can be achieved in a low power condition, and the compression work is reduced in a small power condition, and the startup is easy.
  • the technical solution of the present invention realizes a variable compression ratio, and the burning speed of the lean mixed steam is increased, but the combustion speed is increased to cause knocking.
  • the conditions for deflagration are: 1. Higher operating temperature; 2. Higher compression ratio; 3. Higher mixing vapor concentration. If the above three conditions are reduced, the knocking can be eliminated. Obviously, a higher operating temperature and a higher compression ratio are beneficial to improve the thermal efficiency.
  • the invention eliminates the detonation by reducing the concentration of the mixed steam, the variable compression ratio is realized, and the compression ratio is increased as the intake volume V3 of the high-power working condition is increased, which is equivalent to the compression ratio. Increasingly, the air-fuel ratio of high-power conditions decreases as the compression ratio increases, thereby achieving a variable air-fuel ratio.
  • the distance between the fuel molecules 10 is L1
  • the density of the fuel in the mixed steam is the density required for combustion, which is easy to ignite and can be normally burned.
  • the distance between the fuel molecules 10 is L2, L2 > L1, and the fuel density does not reach the combustion requirement, so that it cannot be ignited and cannot be normally burned.
  • the compression density allows the dilute mixture to ignite and burn normally.
  • the air can be compressed, and during the further compression, the compression density of the fuel is increased to reach the density required for combustion, and therefore, the lean mixture is only required to be burned.
  • the required compression density allows for normal combustion.
  • Experiment 1 Mixing lg gasoline with 14. 7g of air, the compression ratio is 10: 1, that is, the theoretical air-fuel ratio combustion mode, the combustion temperature after ignition is 2500 ° C, the combustion pressure is 6 Mpa, and it can do work.
  • Experiment 2 Mixing lg gasoline with 14.7 g of oxygen in the air, that is, pure oxygen combustion, compression ratio 10: 1, combustion temperature after ignition is 3000 ° C, combustion pressure is 1 Mpa, combustion temperature is high, deflagration, The combustion pressure is low and it is impossible to do work.
  • Experiment 3 The density of the fuel in the lean mixture does not reach the combustion requirement, because the fuel cannot be ignited, so work cannot be done.
  • Experiment 4 The compression density required for the lean mixture to reach combustion can be normally burned, and a large amount of other gases absorb heat during the combustion process, so the combustion temperature is lowered; a large amount of other gases rapidly expand after absorption, so the combustion pressure is increased and the power is increased. Plus.
  • the internal combustion engine designs the compression ratio according to the intake capacity V2 of the low power working condition; the intake volume V3 of the high power working condition exceeds the intake volume V2 of the small power working condition and increases continuously, and the compression pressure increases continuously;
  • the system electronic control unit controls the injection quantity and the compression density in real time to ensure the compression density required for the combustion of the lean mixture in real time.
  • the change of the throttle opening, the change of the rotation speed and the temperature change are all It can affect the burning speed.
  • the knock sensor detects the knock signal and feeds it back to the ECU in real time
  • the ECU reduces the fuel injection amount in real time until the knock signal is gradually weakened, and it is best to detect the slight knock by the knock sensor.
  • the ECU appropriately increases the fuel injection amount to increase the burning speed until the knock sensor detects a slight knock signal, so that the internal combustion engine always works in the knocking critical state; finally, the low combustion temperature is achieved. High combustion pressure.
  • Strong acceleration function When the internal combustion engine is at maximum power, the combustion temperature is at a minimum, the combustion pressure is at its highest, and the internal combustion engine is working at the highest efficiency point. At this time, the mixed steam is slightly rich or slightly weak and does not deflagrate. According to this characteristic, the injection amount can be appropriately increased to increase the output power and achieve a strong acceleration function.
  • the internal combustion engine is used in automobiles. If it encounters over-speeding, uphill, etc., it needs strong acceleration, and it can start the strong acceleration function without affecting the discharge.
  • strong acceleration function When the throttle opening has reached the maximum and the power has reached the maximum, if strong acceleration is needed, the throttle is quickly jogged by the manual operation, and the throttle position sensor or other method is used to trigger the strong acceleration signal. Appropriately increase the fuel injection amount, start the strong acceleration function, and the strong acceleration function can further improve the practical value of the internal combustion engine.
  • variable compression ratio and variable air-fuel ratio method of the present invention is based on a low power condition intake volume V2 to design a compression ratio; the compression density required for lean mixing combustion is ensured. Therefore, a complicated variable compression ratio and a variable air-fuel ratio are realized in a simple manner, and the variable compression ratio and the variable air-fuel ratio method are simple, practical, and reliable.
  • the invention adopts a combustion mode of a high compression density lean mixed steam, the combustion temperature of the diluted mixed steam is lowered, the oxygen is sufficient, and the combustion is sufficient, so the CO (carbon oxide) and THC (hydrocarbon) emissions are only 1/10 of that of the conventional internal combustion engine. Since the combustion temperature lowers the NOx (nitrogen oxide) loss of high temperature generation conditions, the NOx emission is only 1/6 of that of the conventional internal combustion engine. It can be seen that not only the fuel consumption is greatly reduced, but also the pollution discharge is greatly reduced, which is a major advancement in the combustion of internal combustion engines.
  • This embodiment is a 4-stroke ignition type internal combustion engine
  • the cylinder working volume is 400ml and the combustion chamber volume VI is designed to be 15ml;
  • the intake volume V2 of the low power working condition is 150ml
  • the compression ratio of the low power working condition is 10:1;
  • the air-fuel ratio in low power conditions is 15:1;
  • the intake volume V3 of high power working condition is 250ml
  • the compression ratio is designed according to the intake volume V2 of the low power working condition, and as long as the intake air volume reaches V2, it is considered that the design compression ratio is achieved.
  • the intake volume V2 of the low-power working condition is 150ml
  • the volume VI of the combustion chamber is designed to be 15ml
  • the compression ratio of the low-power working condition is 10:1
  • the air-fuel ratio is 15:1.
  • the internal combustion engine can achieve a higher compression ratio in low power conditions, the actual pressure in the low power working condition is improved, the compression work is reduced, and the starting is easy.
  • the internal combustion engine transitions from a small power condition to a high power condition, and increases the throttle opening.
  • the high-power working condition intake volume V3 exceeds the low-power working condition intake volume V2, and the intake volume increases due to the constant combustion chamber volume VI.
  • the compression ratio is increased with the increase of the intake volume V3 of the high-power condition, and the compression ratio can be varied from 10:1 to 26. 7:1.
  • the actual compression pressure of the internal combustion engine is increased under high power conditions, the compression density of the mixed steam is increased, and the combustion speed is increased.
  • the ECU reduces the fuel injection amount, reduces the concentration of the mixed vapor in real time according to the feedback signal of the knock sensor, and maintains the mixed vapor concentration in real time. Matches the compression density and controls the ignition time in real time.
  • the air-fuel ratio decreases as the compression ratio increases, and the air-fuel ratio ranges from 15:1 to 32:1.
  • the present embodiment applies a variable compression ratio and a variable air-fuel ratio method to ensure the compression density required for the lean mixture combustion and maintain the combustion speed required for the operation.
  • High compression density produces high combustion pressure to increase power, and dilute mixture produces low combustion temperature to reduce pollution emissions, which is an effective measure to improve the thermal efficiency of internal combustion engines.
  • the exhaust gas temperature is lowered to 300 ° C, so the thermal efficiency is greatly improved.
  • This embodiment is a 4-stroke ignition type internal combustion engine
  • the cylinder working volume is 600ml, and the combustion chamber volume VI is designed to be 15ml;
  • the intake volume V2 of the low power working condition is 210ml
  • the compression ratio of low power working conditions is 14:1;
  • Air-fuel ratio of low power conditions is 18: 1;
  • the intake volume V3 of the high power working condition is 360ml;
  • the compression ratio is designed according to the intake volume V2 of the low power working condition, and as long as the intake air volume reaches V2, it is considered that the design compression ratio is achieved.
  • the intake volume V2 of the low-power working condition is 210ml
  • the volume VI of the combustion chamber is designed to be 15ml
  • the compression ratio of the low-power working condition is 14:1
  • the air-fuel ratio is 18:1.
  • the internal combustion engine can achieve a higher compression ratio in low power conditions, the actual pressure in the low power working condition is improved, the compression work is reduced, and the starting is easy.
  • the internal combustion engine transitions from a small power condition to a high power condition, and increases the throttle opening.
  • the high-power working condition intake volume V3 exceeds the low-power working condition intake volume V2, and the intake volume increases due to the constant combustion chamber volume VI.
  • the compression ratio is increased with the increase of the intake volume V3 of the high-power condition, and the compression ratio can be varied from 14:1 to 40:1.
  • the actual compression pressure of the internal combustion engine increases under high power conditions, the compression density of the mixed steam increases, and the combustion speed increases.
  • the ECU reduces the fuel injection amount, reduces the concentration of the mixed steam in real time according to the feedback signal of the knock sensor, and maintains the mixed vapor concentration and compression in real time. Density matching and real-time control of ignition time.
  • the air-fuel ratio decreases as the compression ratio continues to increase, and the air-fuel ratio has a variable range of 18:1 to 50:1.
  • the present embodiment applies a variable compression ratio and a variable air-fuel ratio method to ensure the compression density required for the lean mixture combustion and maintain the combustion speed required for the operation.
  • High compression density produces high combustion pressure to increase power, and dilute mixture produces low combustion temperature to reduce pollution emissions, which is an effective measure to improve the thermal efficiency of internal combustion engines.
  • the exhaust gas temperature is lowered to 250 ° C, so the thermal efficiency is greatly improved.
  • This embodiment is a 4-stroke compression ignition type internal combustion engine, and a throttle valve is required;
  • the cylinder working volume is 1200ml and the combustion chamber volume VI is designed to be 25ml;
  • the intake volume V2 of the low power working condition is 500ml
  • the compression ratio of the low power working condition is 20:1;
  • the air-fuel ratio of low power conditions is 16:1;
  • the intake volume V3 of high power working condition is 700ml
  • the compression ratio is designed according to the intake capacity V2 of the low power working condition, and as long as the intake air volume reaches V2, it is considered that the design compression ratio is reached.
  • the intake volume V2 of the low-power working condition is 500ml
  • the volume VI of the combustion chamber is designed to be 25ml
  • the compression ratio of the low-power working condition is 20:1
  • the air-fuel ratio is 16:1.
  • the internal combustion engine can achieve a higher compression ratio in low power conditions, low power conditions The actual pressure is increased, the compression work is reduced, and the startup is easy.
  • the internal combustion engine transitions from a small power condition to a high power condition, and increases the throttle opening.
  • the high-power working condition intake volume V3 exceeds the low-power working condition intake volume V2, and the intake volume increases due to the constant combustion chamber volume VI.
  • the compression ratio is increased with the increase of the intake volume V3 of the high-power condition, and the compression ratio can be varied from 20:1 to 48:1.
  • the actual compression pressure of the internal combustion engine is increased under high power conditions, the compression density of the mixed steam is increased, and the combustion speed is increased.
  • the ECU reduces the fuel injection amount in real time according to the feedback signal of the knock sensor, reduces the concentration of the mixed vapor, and maintains the mixed vapor concentration in real time. Compressed density matching and real-time control of injection time.
  • the air-fuel ratio decreases as the compression ratio increases, and the air-fuel ratio ranges from 16:1 to 60:1.
  • the present embodiment applies a variable compression ratio and a variable air-fuel ratio method to ensure the compression density required for the lean mixture combustion and maintain the combustion speed required for the operation.
  • High compression density produces high combustion pressure to increase power, and dilute mixture produces low combustion temperature to reduce pollution emissions, which is an effective measure to improve the thermal efficiency of internal combustion engines.
  • the exhaust gas temperature is lowered to 200 ° C, so the thermal efficiency is greatly improved.
  • This embodiment is a high-power marine 2-stroke compression-ignition internal combustion engine, and a throttle valve is required;
  • the cylinder working volume is 420L, and the combustion chamber volume VI is designed to be 7L;
  • the intake volume V2 of the low power working condition is 175L;
  • the compression ratio of low power working conditions is 25:1;
  • the air-fuel ratio in low power conditions is 30:1;
  • the intake volume V3 of the high power working condition is 245L;
  • Variable compression ratio range for high power conditions 25: 1—60: 1;
  • the compression ratio is designed according to the intake volume V2 of the low power working condition, and as long as the intake air volume reaches V2, it is considered that the design compression ratio is achieved.
  • the intake volume V2 is 175L
  • the combustion chamber volume VI is designed to be 7L
  • the low power condition has a compression ratio of 25:1 and an air-fuel ratio of 30:1.
  • the internal combustion engine can achieve a higher compression ratio in low power conditions, the actual pressure in the low power working condition is improved, the compression work is reduced, and the starting is easy.
  • the internal combustion engine transitions from a small power condition to a high power condition, and increases the throttle opening.
  • the high-power working condition intake volume V3 exceeds the low-power working condition intake volume V2, and the intake volume increases due to the constant combustion chamber volume VI.
  • the compression ratio is increased with the increase of the intake volume V3 of the high-power condition, and the compression ratio can be varied from 25:1 to 60:1.
  • the actual compression pressure of the internal combustion engine increases under high power conditions, the compression density of the mixed steam increases, and the combustion speed increases.
  • the ECU reduces the fuel injection amount in real time according to the feedback signal of the knock sensor, reduces the concentration of the mixed steam, maintains the mixed vapor concentration and the compression density in real time, and controls the injection time in real time.
  • the air-fuel ratio decreases as the compression ratio increases, and the air-fuel ratio has a variable range of 30:1 to 70:1.
  • the present embodiment applies a variable compression ratio and a variable air-fuel ratio method to ensure the compression density required for the lean mixture combustion and maintain the combustion speed required for the operation.
  • High compression density produces high combustion pressure to increase power, and dilute mixture produces low combustion temperature to reduce pollution emissions, which is an effective measure to improve the thermal efficiency of internal combustion engines.
  • the exhaust gas temperature is lowered to 180 ° C, so the thermal efficiency is greatly improved.

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Signal Processing (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention porte sur un procédé de taux de compression variable et de rapport air/carburant variable pour un moteur à combustion interne, lequel procédé comprend les étapes suivantes : la division d'un volume d'admission d'air dans un cylindre en un premier volume d'admission d'air et un second volume d'admission d'air; en fonction d'un taux de compression nominal du premier volume d'admission d'air, l'ouverture d'un étranglement, et l'atteinte par le volume d'admission d'air du premier volume d'admission d'air; l'accroissement du degré d'ouverture de l'étranglement, de façon à augmenter l'écoulement d'entrée d'air, le démarrage de l'admission d'air dans le second volume d'admission d'air, le second volume d'admission d'air dépassant le premier volume d'admission d'air, le taux de compression augmentant avec l'accroissement du volume d'admission d'air, la densité de compression d'un mélange de gaz augmentant avec l'accroissement du taux de compression, et le rapport air/carburant diminuant avec l'accroissement de la densité de compression du mélange de gaz; et, en fonction d'un signal de détonation qui est renvoyé par un détecteur de cliquetis, la correction par une unité de commande électronique d'une durée d'allumage en temps réel et le commande de la quantité d'injection de carburant en temps réel, de façon à garantir ainsi la densité de compression requise par la combustion d'un mélange pauvre. Le moteur a une faible température de gaz d'échappement et un rendement thermique élevé.
PCT/CN2013/078444 2013-06-28 2013-06-28 Procédé de taux de compression variable et de rapport air/carburant variable pour moteur à combustion interne Ceased WO2014205809A1 (fr)

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JP2017520723A (ja) * 2014-06-27 2017-07-27 ヤン、ゾンリー 内燃機関における可変圧縮比及び可変空燃比の実現方法
CN111946475A (zh) * 2020-07-24 2020-11-17 东风汽车集团有限公司 一种基于气量密度的排温保护方法

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CN1282837A (zh) * 1999-07-30 2001-02-07 边永安 变量可变压缩比和可变配气相位
GB2411694A (en) * 2004-03-02 2005-09-07 Thomas Tsoi Hei Ma I.c. engine auto-ignition timing calibration and control method
CN101377157A (zh) * 2007-09-02 2009-03-04 边永安 超高压缩比发动机
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CN1934342B (zh) * 2004-05-26 2010-04-14 杨增利 超膨胀四行程内燃机

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CN1282837A (zh) * 1999-07-30 2001-02-07 边永安 变量可变压缩比和可变配气相位
GB2411694A (en) * 2004-03-02 2005-09-07 Thomas Tsoi Hei Ma I.c. engine auto-ignition timing calibration and control method
CN1934342B (zh) * 2004-05-26 2010-04-14 杨增利 超膨胀四行程内燃机
CN101377157A (zh) * 2007-09-02 2009-03-04 边永安 超高压缩比发动机
JP2009191659A (ja) * 2008-02-12 2009-08-27 Toyota Motor Corp 内燃機関の制御装置

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017520723A (ja) * 2014-06-27 2017-07-27 ヤン、ゾンリー 内燃機関における可変圧縮比及び可変空燃比の実現方法
CN111946475A (zh) * 2020-07-24 2020-11-17 东风汽车集团有限公司 一种基于气量密度的排温保护方法
CN111946475B (zh) * 2020-07-24 2021-08-31 东风汽车集团有限公司 一种基于气量密度的排温保护方法

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