• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Sammand ragThe invention relates to a four-stroke type internal combustion engine, comprising a first ventcontrol means (21), which is arranged to control the first valve (18) to open at alower clod point (BDC) for the piston (P1) in a first cylinder (C1), between an expansion stroke and an exhaust stroke, and to bar at an upper dead center (TDC) for the piston (P1) in the first cylinder (C1) between the exhaust stroke and and inlet stroke. A second valve control means (22) is arranged to control a second valve (19) to open at a timewhen the first valve (18) closes, and to close at the lower dead center (BDC)between the inlet rate and a compression rate. A deactivation device (34) is arranged to control a third valve (24) so that it remains closed during all strokes of the engine (2). The invention also relates to a vehicle (1), which comprises such an internal combustion engine (2) and a method for controlling an internal combustion engine (2).
    公开号:SE1450259A1
    申请号:SE1450259
    申请日:2014-03-07
    公开日:2015-09-08
    发明作者:Eric Olofsson；Ola Stenlåås；Johan Linderyd；Andreas Dahl；Håkan Sarby
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    1Internal combustion engine, vehicle comprising a skim internal combustion engine and method of controlling such an internal combustion engineBACKGROUND OF THE INVENTION AND KNOWLEDGE TECHNOLOGYThe present invention relates to an internal combustion engine according to the preamble of claim 1, a vehicle comprising such an internal combustion engine according to the preamble of claim 1.claim 7 saint a method of controlling an internal combustion engine according to the preamble ofclaim 8.
    In certain operating conditions, such as low load and speed of four-stroke and diesel-type internal combustion engines, it is advisable to switch off the fuel supply to some of the internal combustion engine cylinders in order to reduce fuel consumption.thereby reducing the environmental impact. However, the engine's exhaust after-treatment system will be cooled by the air passing through the cylinders where the fuel supply is shut off. This cooling of the after-treatment system arises from the fact that inlet air supplied to the deactivated cylinders through the inlet valves passes through the combustion chamber of the cylinders and further through the exhaust valves with noburning. As a result, the inlet air temperature will be kept relatively lowit is transported on to the finishing system, which leads to the inlet air cooling down the finishing system.
    In order for the after-treatment system to be able to satisfactorily after-treat the exhaust gases of the internal combustion engine and thereby reduce emissions in the exhaust gases, the after-treatment system must reach an operating temperature in the range 300 ° C - 600 ° C.
    A problem that also arises when one or more cylinders are deactivated and the Other cylinders are activated by compression, fuel supply and expansionis that vibrations occur in the internal combustion engine as a result of reduced frequency ofdental pulses of the engine and that torque pulses Than the pressure in the deactivated cylinders becomes lower. When cylinder deactivation of, for example, 3 out of 6 cylinders on a six-cylinder engine, vibrations of the order 1.5 occur, which are perceived as disturbing to drivers and passengers in a vehicle which is driven by the internal combustion engine. If only2the fuel is throttled to deactivated cylinders no change in nasal flow or exhaust temperature is achieved. This applies provided that the fuel for the active cylinders is doubled, ie the load for the engine is kept constant.
    To reduce the mass flow and increase the exhaust gas temperature, exhaust and inlet valves can bethe rod gas on deactivated cylinders. The pressure in deactivated cylinders then gives rise to a torque pulse per vary per cylinder until the pressure is so applied in these cylinders that no significant torque is obtained from the compression pressure. The pressure in deactivated cylinders is applied due to leakage in the cylinder. This leads to even greater vibration.ration problems and that oil can be sucked up from the crankcase when it at the lower part ofafter a certain amount of deactivation in parts of the motorcycle, negative pressure arises in the deactivated cylinders.
    The vibrations can be reduced if either the exhaust or inlet valves are kept closedand the active valves Or both the exhaust and inlet opening. Then torque pulses will be obtained from the compression / expansion pressure in the deactivated cylinders. This gives basically the same vibration problem as just shutting off the fuel to the deactivated cylinders. In addition, at least a halved mass flow is obtained for the exhaust aftertreatment.
    The compression / expansion pressure in the deactivated cylinders reduces vibrationsby partially canceling arrangements lower than the tooth frequency. By tooth frequency is meant having tooth frequency without cylinder deactivation.
    By controlling the exhaust or inlet valves of the deactivated cylinders, saidthat the halls are closed, the engine exhaust aftertreatment system will not be cooled because no air is supplied to the deactivated cylinders and that no air is passed on to the engine aftertreatment system Than the deactivated cylinders.
    Deactivation with closed exhaust or inlet valves may also be relevant duringdriving a vehicle when such load cases occur that the exhaust temperature becomes so low that the exhaust after-treatment system cools so much that it falls below the critical temperature where its conversion ceases in whole or in part. This avoids3The parts during part of the vehicle's short cycle pass through the exhaust after - treatment system completely uncleaned.
    To try to avoid cooling the finishing system and at the same time trysmooth out the vibrations that occur can a zero flow of air through the deactivatedthe cylinders are created. This will prevent air from passing through the deactivated cylinders and on to the finishing system. Thus, the finishing system will not cool. The zero flow must be achieved in an efficient manner so that pressure pulses, noise and mechanical packing are minimized or eliminated.race.
    Document US 6431154 B1 shows how the air flow is reduced by deactivated cylinders in an internal combustion engine in order to avoid emissions and vibrations.
    SUMMARY OF THE INVENTIONDespite known solutions, there is a need to further develop an internal combustion engine in which vibrations resulting from the deactivation of cylinders are effectively equalized. There is also a need to further develop an internal combustion engine, which saves fuelby deactivating one or more cylinders, and in which internal combustion engine cooling ofthe exhaust after-treatment system is avoided when deactivating one or more cylinders, and where an efficient zero flow of gases through the deactivated cylinders is achieved.
    The object of the present invention is thus to provide a combustion modeat which an efficient zero flow of gases is achieved through deactivated cylinders.
    Another object of the invention is to provide an internal combustion engine in whichvibrations due to the deactivation of cylinders are effectively equalized.
    A further object of the invention is to provide an internal combustion engine which avoids cooling of the exhaust aftertreatment system when deactivating one or more cylinders.4A further object of the invention is to prevent oil from being sucked up into the crankcase, since at the lower part of the stroke a negative pressure arises in the deactivated cylinders after a certain time from deactivation.
    A further object of the invention is to provide an internal combustion engine whichsaves fuel by deactivating one or more cylinders.
    These objects are achieved with an internal combustion engine of the type mentioned in the introduction, which can be characterized by the features stated in claim 1.
    In such an internal combustion engine, an efficient zero flow of gases is achieved through the deactivated cylinders. Such an internal combustion engine will also save fuel, avoid cooling of the exhaust after-treatment system and ensure that vibrations to -160 of the deactivation of cylinders are effectively equalized. By controllingthe first and second valves said that they alternately open and close the same channel,which is connected to the cylinder, a pressure pulse can be avoided when switching between the rod and the opening of the channel. Such a pressure pulse could give rise to sounds and vibrations of the combustion notch. Since the first and second valves are controlled so that they alternately open and close the same channel, noextremely high accelerations and decelerations of the valves, which means that 'Akan-connections on the valves are limited, which increases the life of the valves.
    According to one embodiment, the first duct is connected to an inlet system provided for the engine and the second duct is connected to an exhaust system arranged with the engine.system. Thereby, the engine inlet valves will alternately open and close the inlet duct in the deactivated cylinders at the same time as the exhaust valves hail the exhaust duct to the deactivated cylinders closed.
    According to a further embodiment, the first channel is connected to one for the motorexhaust system and the second duct is connected to an enginewet inlet system. Thus, the nnotor's exhaust valves will alternately open and close the exhaust duct in the deactivated cylinders at the same time as the inlet valves hail the inlet duct to the deactivated cylinders closed.
    By controlling the combustion notor so that the air mass sucked into the second cylinder decreases in relation to the air mass sucked into the first cylinder, the pressure in the active cylinders will be reduced and adapted to a pressure level which substantially corresponds to the pressure in the deactivated cylinders. Thus, the vibrationto be effectively leveled. The normal operating condition of the engine means operation at normallast cla opening and closing times for valves are set in an output position.
    When cylinder deactivation of, for example, 3 of 6 cylinders in a straight six-cylinder engine, vibrations of the order 1.5 occur. With the invention, the vibrations of others changeorder 3 by maintaining the compression and expansion pressure in the deactivationthe cylinders. By controlling the internal combustion engine so that the intake air volume in the active cylinders decreases in relation to a normal operating state, the difference in the torque pulses between the active and deactivated cylinders decreases. The invention is particularly effective for smoothing out the law-frequency vibrations which arecomes at idle operation of the nnotor.
    In order to minimize the excitation of vibrations of the order 1.5, the sum of the momentary pulses obtained from the pressure in the cylinders shall not contain order 1.5. In order to achieve this as much as possible, the differences between the torque pulses from are reducedthe deactivated and the active cylinders, respectively, by reducing the compression pressure in the active cylinders, at the same time as the pressure in the deactivated cylinders may be increased. The size of the cylinder pressure reduction required in the active cylinders becomes load-dependent and is advantageously controlled so that vibrations for idle loads are compensated. The torque pulses Than the active cylinders are a function of the sea arm thatcomes from connecting rod, crank hose at crankshaft and crankshaft angle, and cylinder pressure.
    The size of the sea arm is fixed by the geometries of the connecting rod and the connecting hose and cannot be affected, so the cylinder pressure is used to optimize the torque pulses. Of special importance is the area around 20 degrees before and after the upper dead center of the piston as the combination of high cylinder pressure and sea arm gives high torque.
    The above objects are also achieved with a vehicle of the kind mentioned in the introduction, which is characterized by the features stated in claim 7. A vehicle with such an internal combustion engine will save fuel, avoid cooling of the exhaust after-treatment system and ensure that vibrations to 'Ad of the deactivation6of cylinders is effectively ironed out. By controlling the first and second valves so that they alternately open and close the same channel, which is connected to the cylinder, a pressure pulse can be avoided when changing between the closing and the opening of the channel. Such a pressure pulse could give rise to sounds and vibrations of the combustionthe engine. The comfort of the people traveling in the vehicle Increases by reducing vibrations and noise in the vehicle.
    The above objects are also achieved by a method for controlling a combustionengine of the kind mentioned at the outset, which may be characterized by the features whichstated in claim 8.
    The process of the present invention results in an efficient zero flow of gases through the deactivated cylinders. The process also means that the internal combustion engine will be able to save fuel by avoiding coolingof the exhaust after-treatment system and ensure that vibrations to 1'60 of deactivationthe ring of cylinders is effectively leveled. By controlling the first and second valves so that they alternately open and close the same channel, which is connected to the cylinder, a pressure pulse can be avoided when changing between the closing and the opening of the channel. Such a pressure pulse could give rise to sounds and vibrations ofthe combustion engine. Because the first and second valves are controlled so that they alternatelyIf the same channel opens and closes, extremely high accelerations and decelerations of the valves do not occur, which means that packings on the valves are limited, which increases the life of the valves.
    According to one embodiment, the first channel is connected to an inlet arranged for the engine.system and the second duct is connected to an exhaust system provided with the engine. Thereby the engine inlet valves will alternately open and close the inlet duct in the deactivated cylinders at the same time as the exhaust valves hail the exhaust duct to the deactivated cylinders closed.
    According to a further embodiment, the first channel is connected to an exhaust system arranged for the engine and the second channel is connected to an inlet system arranged with the engine. As a result, the engine's exhaust valves will alternately open and shut off the exhaust.7the duct in the deactivated cylinders at the same time as the inlet valves hail the inlet duct to the deactivated cylinders closed.
    According to a further embodiment, fuel is supplied only to some of the engine cylindersand that the air mass drawn into the second cylinder decreases in relation to that inthe first cylinder sucked in the air mass. The process means that fuel is saved, cooling of the exhaust after-treatment system is avoided and vibrations as a result of the deactivation of cylinders are effectively equalized.
    According to a further embodiment, the internal combustion engine is powered by diesel. Since aengine driven by diesel works with compression ignition, cylinders, combustion chambers, pistons and valves can be designed while a control of the valve times and a light geometry of the components of the engine co-operating are allowed, so that a working interaction between pistons and valves is obtained.
    Since essentially no negative pressure develops in the deactivated cylinders,no oil pumping tan the crankcase to the combustion chamber in the cylinders, above the pistons.
    The internal combustion engine according to the invention comprises a crankshaft, preferably a pluralitycylinders each having a reciprocating piston mounted therein and connected to the crankshaft for reciprocating motion, as well as a plurality of inlet and exhaust valves of the plate type to allow inlet air to enter the cylinders and to allow exhaust gases to escape the cylinders.The inlet and exhaust valves are controlled and driven by separate valve control means, which in turn are driven by the crankshaft via a control shaft. At each valve control means there is a control device, which controls the valve control means and thus the opening and closing times of the valves. The control device is preferably connected to a control unit which controls the control deviceto a position adapted to the operating condition of the internal combustion engine. The control unit controlsalso a fuel injection device that supplies fuel to the cylinders. The valve control means are preferably camshafts, but it is possible to use other types of valve control means, for example hydraulic, pneumatic or electric valve control means.8When the engine and vehicle of the present invention are continued in an operating statecertain cylinders are to be deactivated, the control unit will switch off or reduce fuel to the cylinders to be deactivated and control the valve control device.controls, said that there is no net flow of air through the deactivated cyclesrelieves.
    The internal combustion engine according to the invention preferably has separate valve control means for the respective valves. In the case of an operating condition of the internal combustion engine that corresponds tonormally the control device is controlled so that the exhaust valves open at the lowerthe point for terminating the rate of expansion and said that they close at the upper clod point for starting the inlet stroke, and that the inlet valves open at the upper dead center when the inlet stroke is started and close at the lower dead center when the compression stroke is started.
    Further advantages of the invention will become apparent from the following detailed description.
    BRIEF DESCRIPTION OF THE DRAWINGSIn the following, by way of example, preferred embodiments of the invention are describedwith reference to the accompanying drawings, in which:Fig. 1 shows in a side view a schematically shown vehicle with an internal combustion engine according to the present invention,Fig. 2 is a plan view of a schematically shown internal combustion engine according to the present invention,Fig. 3 is a cross-sectional view taken along the line II-II in Fig. 2,Fig. 4 is a plan view in detail of a first and a second cylinder.
    Figs. 5a-d show a diagram of the torque in the cylinders of an internal combustion engine according to the present invention.9Fig. 6 shows a diagram of the pressure in a cylinder of an internal combustion engine according to the present invention, andFig. 7 shows a flow chart of a method for controlling an internal combustion engineaccording to the present invention.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTIONFig. 1 shows a vehicle 1 in a schematic side view, which vehicle 1 is provided with an internal combustion engine 2 according to the present invention. Preferably, the internal combustion engine 2 is a diesel engine. The vehicle 1 is also provided with a gearbox 4, which is connected to the internal combustion engine 2, which drives the drive wheels 6 of the vehicle 1 via the gearbox 4 anda PTO shaft 8.
    The internal combustion engine 2 according to the invention will be described in the following with reference to Figs. 2, 3 and 4. Fig. 2 shows a schematic top view of a straight combustion engine 2 of the four-stroke type. The embodiment refers to a diesel engine that is powered by diesel fuel.
    The internal combustion engine 2 comprises at least one first and second cylinder C1, C4. CombustionThe engine 2 according to the embodiment of Fig. 2 comprises six cylinders C1 - C6, which are arranged in a row where a piston P1 - P6 is arranged in each cylinder C1 - C6 of the engine 2.
    At least one first valve 18 is arranged in the first cylinder C1, which first valve 18according to the embodiment, an inlet valve which communicates with an inlet system 20. At least one second valve 19 in the form of an inlet valve is arranged in the first cylinder C1, which second inlet valve 19 is connected to the inlet system 20. At least one third valve 24 in in the form of an exhaust valve is arranged in the first cylinderCl, which third valve 24 is connected to an exhaust system 26. At least one fourthvalve 25 in the form of an exhaust valve is arranged in the first cylinder C1, which fourth valve 25 is connected to the exhaust system 26. Correspondingly, valves are arranged in the other cylinders C2-C6. However, it is possible to arrange twoinlet valves and an exhaust valve in a cylinder, or to provide an inlet valve and two exhaust valves in the cylinder.
    According to an embodiment, a damper 23 can be arranged in the inlet system 20, which damper 23can be installed so that it limits the air supply to the engine's 2 cylinders C4-C6.
    Fig. 3 shows a cross-sectional view of the internal combustion engine 2 through the line II-II in Fig. 2. The piston P1 is connected via a connecting rod 14 to a crankshaft 16, which on rotation of the piston P1 back and forth in the cylinder C1. At least one first and second valve control means 21, 22 are used.arranged to control the first and second valves 18, 19. At least one third and fourth valvescontrol means 28, 29 are arranged to control the third and fourth valves 24, 25. A first and second channel 39, 40 which conduct gases between the inlet system 20, the cylinder C1 and the exhaust system 26 are connected to the first cylinder C1. According to the embodiment shown, the valve control means consist of camshafts 21, 22, 28, 29, but it is neverthelesspossible to use other types of valve control means, for example hydraulic, pneumaticor electric valve control means.
    The crankshaft 16 is arranged to guide each camshaft 21, 22, 28, 29 via a first and second guide shaft 31, 33. At least one guide device 34 is arranged between the crankshaft 16and each steering shaft 31.33 respectively. camshaft 21, 22, 28, 29 to control the first andthe second valve 18, 19 and the third and fourth valves 24,25 said that no air is supplied to the exhaust system 26 from the first cylinder C1 when the first piston P1 moves back and forth in the first cylinder C1. The control device 34 can also function as a deactivation device for controlling the valves 18, 19, 24, 25 to a closed position.
    The control device 34 is also arranged to control the internal combustion engine 2 so that the air mass sucked into the second cylinder C4 decreases in relation to the air mass sucked into the first cylinder C1. The normal operating condition of the motor 2 refers to operation at normal load when opening and closing times for valves 18, 19, 24, 25 are set ina starting point. In an operating condition of the internal combustion engine 2 corresponding to oneIn the normal state, the control device 34 is controlled so that the valves 24, 25 open at the lower dead center BDC to end the expansion stroke and so that they close at the upper dead center TDC to start the inlet stroke, and the valves 18, 19 open at the upper dead center TDC when the inlet stroke is pierced and rods at it11lower dead center BDC when the rate of compression is increased. The valves 24, 25 then function as exhaust valves and the valves 18, 19 function as inlet valves.
    A camshaft guide 30 is provided on the internal combustion engine 2 according to the presentinvention. The crankshaft 16 drives the usual camshaft 21, 22, 28, 29 via the guide shafts 31, 33and a camshaft transmission 32. At least one guide device 34 is arranged between the respective guide shaft 31, 33 and resp. camshaft 21, 22, 28, 29, so that the valves 18, 19, 24, 25 can be controlled to a low where the valves 18, 19, 24, 25 are controlled so that no air is supplied to the exhaust system 26 when the pistons P1 - P3 move back and forth in cylinders C1 - C3.
    Preferably, a guide device 34 is provided for each camshaft 21, 22, 28, 29. Acontrol unit 36 receives signals from a variety of sensors (not shown) such as absolute pressure in the inlet manifold, charge air temperature, mass air flow, throttle control, engine speed, engine load. The control unit 36 influences the control devices 34, which adjust the opening and closing times of the valves 18, 19, 24, 25 in relation tocrankshaft 16 angular bearing.
    A fuel pump 41 is connected to an injection device 43 arranged in the usual cylinder C1 - C6 for injecting fuel into the cylinder C1 - 06.
    Fig. 4 shows a top view in detail of a first and second cylinder C1, C4. A first pistonP1 is arranged in the first cylinder C1 and a second piston P4 is arranged in the second cylinder C4. The first and second channels 39, 40 are connected to the first cylinder C1. The first and second valves 18, 19 are arranged to open and close the connection between the first channel 39 and the first cylinder C1. Thethe third and fourth valves 24, 25 are arranged to open and close the connection between theIn the second channel 40 and the first cylinder C1. A first camshaft 21 is arranged to control the first valve 18 to open at a lower dead center BDC of the piston P1 in the first cylinder C1, between an expansion stroke and an exhaust stroke, and to close at an upper dead center TDC of the piston P1 in the first cylinder Cl between aexhaust rate and an inlet rate. A second camshaft 22 is arranged to guide the secondvalve 19 to open when the first valve 18 closes, and to close at the lower dead center BDC between the inlet rate and the compression rate. A deactivation device is arranged to control the third and fourth valves 24, 25, so that they remain closed during all strokes of the engine 2.12The first duct 39 is connected to an inlet system 20 provided for the engine 2 and the second duct 40 is connected to an exhaust system 26 provided with the engine 2. Alternatively, the first duct 39 may be connected to an exhaust system arranged for the engine 2.system 26 and the second channel 40 may be connected to one provided by the motor 2inlet system 20.
    Fig. 5 a - d show graphs of torque as a function of crankshaft angle of an internal combustion engine 2 with six cylinders C1 - C6. The Y-axis represents the torque Tfrom the cylinders Cl -06. The x-axis represents the crankshaft layer p of the crankshaft 16and thus the P1 movement of the piston. Each positive torque pulse in Fig. 5a represents an expansion for each cylinder C1 - 06. Each negative torque pulse represents the compression for each cylinder C1 - C6.
    In Fig. 5b, three of the engine's six cylinders C1 - C3 have been deactivated while the remaining onesthree cylinders C4 - 06 are still activated. All valves in the three deactivated cylinders C1 - C3 are closed and the cylinders C1 - C3 have been successively turned on air. A problem which arises when one or more cylinders C1-03 is deactivated and the other cylinders C4 - C6 are activated is that vibrations occur in the combustion chamber.2 to 160 of reduced frequency of expansions of the motor 2, nonetorque pulses phase from the pressure in the deactivated cylinders C1 - C3.
    In Fig. 5c, the vibrations have been reduced to some extent by controlling the internal combustion engine 2 so that a zero flow of air is created over the deactivated cylinders C1-03, sothat the air trapped in the deactivated cylinders C1-03 will be compressedrace and expanded. This reduces the order 1.5 to -Forman for the 3 order. However, Fig. 5c shows that the positive torque pulse in the active cylinders 04 - C6 is higher than the positive torque pulse which is built up in the deactivated cylinders C1 - C3. This torque difference will cause vibrations inthe motor 2, which becomes particularly disturbing when the motor 2 is driven at idle speed. Vibra-the ions are generated by lateral forces on pistons P1 - P3 and cylinder C1-03 and in bearings for the crankshaft 16.13According to the invention, by reducing the air mass sucked into the active cylinders C4 - C6 in relation to the air mass sucked into the deactivated cylinders C1 - 03, the torque T in the active cylinders 04-06 will be reduced and adapted to a pressure level which substantially corresponds to the torque. in the disabledcylinders C1 - C3, as shown by the graph in Fig. 5d. With that comes the vibrationsto be effectively leveled.
    When cylinder deactivation of, for example, 3 of 6 cylinders Cl - 03 at the straight six-cylinder engine in the exemplary embodiment above, vibrations of the order 1.5 arise.
    With the invention, the vibrations to the order 3 are reduced by maintaining thepressure and expansion pressure in the deactivated cylinders C1 - C3. By controlling the internal combustion engine 2 so that the intake air mass decreases in relation to the air mass sucked into the deactivated cylinders C1-03, the mass flow of air to the active cylinders 04-06 is reduced. According to one embodiment, the inlet valves are controlled19 in the active cylinders 04 - C6 to reduce it to the active cylinders C4 -C6 suction air mass. This is achieved by controlling the valves 18, 19 connected to the inlet duct in the active cylinders 04-06 to close before or after the time of closing the valves 18, 19 during normal operation of the internal combustion engine 2.
    The graphs in Fig. 5 represent an internal combustion engine 2 of the four-stroke type, which means that the crankshaft 16 and thus each piston P1 - P6 will have a row corresponding to 720 ° when all four strokes have been completed.
    Fig. 6 shows graphs of cylinder pressure as a function of crankshaft angle of a fuel2. The y-axis represents the pressure p in the cylinder C1 and in the cylinder C4. The x-axis represents the crankshaft angle 9 of the crankshaft 16 and thus the position of the piston P1 in the cylinder. Graph A in Fig. 6 shows how the pressure in the deactivated cylinder C1 varies with crankshaft angle 9 of the crankshaft 16. Graph B shows how the pressure in the active cylinderThe graph C shows how the trapped air mass - and the armed pressure - in the active cylinder C4 is reduced and varies with the crankshaft angle 9 of the crankshaft 16. The additional pressure increase which occurs after the upper dead center TDC for graphs B and C harran Than expansion in the combustion of fuel. To completely eliminate the excitation of vibrations of14order 1.5 next pressure in all cylinders C1 - C6 be identical. In order to achieve this as far as possible, the differences between the nominal pulses -Iran the deactivated and the active cylinders C1 - C6 are reduced by reducing the compression pressure in the active cylinders C4 - C6, at the same time as the pressure in deactivated cylindersthe reliefs C1 - C3 may be increased. How much cylinder pressure reduction is required in theThe active cylinders C4 - C6 become load-dependent and are advantageously controlled so that vibrations for idle loads are compensated. The torque pulses -In the active cylinders C4 - C6 are a function of the sea arm arising from the connecting rod 14, the crank hose of the crankshaft 16 and the crankshaft angle, and the cylinder pressure. The size of the sea arm is fixed by the connecting rod14 and the geometries of the crank hose and cannot be affected, so the cylinder pressure is usedto optimize the torque pulses. Of particular importance is the area around 20 degrees before and after the upper dead center of the piston TDC as the combination of high cylinder pressure and sea arm gives high torque. According to one embodiment, the valves 18,19 which are connected to the inlet ducts in the active cylinders are controlled to reduce it to the active ones.cylinders C4 - C6 sucked in air volume. This is achieved by the valves 18,19 in the activated cylinders C4 - C6 is controlled to close before or after the time of closing the valves 18, 19 during normal operation of the internal combustion engine 2.
    According to the first embodiment, the inlet valves 19 in the cylinders C4 - C6 are controlled torod in the range corresponding to 0 crankshaft degrees for the lower dead center BDC to 40 °after lower dead center BDC, preferably 0 crankshaft degrees after lower dead center BDC.
    According to the second embodiment, the inlet valves 19 in the cylinders C4 - C6 are controlled tobar in the range corresponding to 40 ° after the lower dead center BDC to 90 ° after the lowerdOdpoint BDC, preferably 60 ° crankshaft degrees after lower deidpoint BDC.
    According to a third embodiment, the damper 23, which is arranged in the inlet system 20, is used. By adjusting the damper 23 so that it limits the air supply of the active cycles of the engine 2,relieves C4 - C6, the air volume drawn into the active cylinders C4 - C6 willreduce. The damper 23 can be used in combination with the control of the valves 18, 19 of the active cylinders C4 - C6.
    To control the valves 18, 19, 24, 25 of the deactivated cylinders C1 - C3, so that no air is supplied to the exhaust system 26 from the deactivated cylinders C1 - 03 when the pistons P1 - P3 move forward and again in the deactivated cylinders C1 - C3 they are controlled first valves 18 in the deactivated cylinders C1 - C3 to open at the exhaust rate andthe second valves 19 to open below the inlet rate, while the third and remotethe valves 24, 25 in the deactivated cylinders C1 - C3 are controlled to a rod bearing at all strokes.
    Thus, the resulting flow to the exhaust system 26 will be zero. Because nothingnet flow of air through the 2 cylinders C1 - 03 of the internal combustion engine is avoidedcooling and oxygenation of the exhaust after-treatment system 38, while no fuel is supplied to the cylinders C1 - C3. As a result, there is no increase in emissions from the internal combustion engine 2 at the same time as the industry economy is improved. Since essentially no negative pressure develops in the cylinders C1 - 03, no oilpumping the crankcase to the cylinders C1 - 03, which reduces oil consumption andwhich leads to a reduced environmental impact. It should be mentioned in this context that it is also possible to supply fuel in the deactivated cylinders 01-03, at the same time as a zero flow of air is generated in these cylinders. A combustion then occurs in the deactivated cylinders, which contributes to a reduction of vibrations generated.
    The method of controlling the internal combustion engine 2 according to the present invention will be described in the following together with the flow chart in Fig. 7, which method comprises the steps:controls the first valve 18 to open at a lower dead center BDC of the piston P1 ithe first cylinder C1, between an expansion stroke and an exhaust stroke, and to rodat an upper dead center TDC for the piston P1 in the first cylinder C1 between the exhaust stroke and an inlet stroke,controls the second valve 19 to open at a time when the first valve 18 closes, and to close at the lower dead center BDC between the inlet rate and acompression rate, andcontrols the third valve 24, so that it remains closed during all strokes of the engine 2.
    The first valve 18 is controlled by a first camshaft 21 and the second valve 19 is controlled by a second camshaft 22, which first and second camshafts 21, 22 can be phased.16in step c) the third valve 24 is controlled by a deactivation device 34 connected to the third valve 24. According to one embodiment, a fourth valve 25 is arranged to open and close the connection between the the second channel 40 and the first cylinderC1 and in step c the fourth valve 25 is also controlled by the deactivation device 34,which is also connected to the fourth valve 25.
    According to a first embodiment, the first channel 39 is connected to an inlet system 20 arranged for the motor 2 and the second channel 40 is connected to a inlet arranged for the motor 2.exhaust system 26. According to a second embodiment, the first channel 39 is connected to a furnacethe exhaust system 26 provided with the engine 2 and the second duct 40 are connected to an inlet system 20 provided with the engine 2.
    A method according to an embodiment also comprises the further steps:d) supply fuel only to the second cylinder C4,e) reduce the air mass sucked into the second cylinder 04 in relation to the air mass sucked into the first cylinder C1.
    In step e) an inlet valve 18,19 connected to the second cylinder C4 is controlled to:reduce the air mass sucked into the second cylinder C4. Inlet valves 18,19is controlled to close before or after the time of closing the inlet valve 18,19 during normal operation of the internal combustion engine 2.
    In step e), the inlet valve 18,19 is preferably controlled to reduce it to the othercylinder 04 intake air volume. This can be done by the inlet valve 18,19is controlled to close before or after the time of closing the inlet valve 18,19 during normal operation of the internal combustion engine 2. According to one embodiment, the inlet valve 18,19 is controlled to close in the range corresponding to 0 crankshaft degrees before the lower dead center BDC to 40 ° after the lower dead center BDC. preferably 15 ° crankshaft degrees after lowerdead point BDC. According to another embodiment, the inlet valve 18,19 is controlled to shut inthe range corresponding to 40 ° after lower dead center BDC to 90 ° after lower dead center BDC, preferably 60 ° crankshaft degrees after lower dead center BDC.
    Preferably, it is the supply industry in step d) diesel fuel.17The stated components and features as set forth above may be combined within the scope of the invention between various specified embodiments.18
    权利要求:
    Claims (20)
    [1]
    1. at least one first and second cylinder (C1, C4); a first piston (P1) arranged in the first cylinder (C1); A second piston (P4) arranged in the second cylinder (C4); A first and second channel (39, 40) connected to the first cylinder (C1), 4. a first and second valve, (18, 19) arranged to open and close the connection between the first channel (39) and the first cylinder (C1), a third valve (24), arranged to open and close the connection between the second channel (40) and the first cylinder (C1), can be characterized in that a first valve guide means (21) is arranged to control it. the first valve (18) to open at a lower dead center (BDC) for the piston (P1) in the first cylinder (C1), between an expansion stroke and an exhaust stroke, and to close at an upper dead center (TDC) for the piston (P1) ) in the first cylinder (C1) between the exhaust stroke and an inlet stroke, that a second valve control means (22) is arranged to control the second valve (19) to open at a time when the first valve (18) closes, and to close at the lower dead center (BDC) between the inlet rate and a compression rate, and that a deactivation device (34) is arranged to s drive the third valve (24), so that it remains closed during all strokes of the engine (2).
    [2]
    Internal combustion engine according to claim 1, characterized in that the first duct (39) is connected to an inlet system (20) arranged in front of the engine (2) and the second duct (40) is connected to an exhaust system (26) arranged in the engine (2). ).
    [3]
    Internal combustion engine according to claim 1, characterized in that the first duct (39) is connected to an exhaust system (26) arranged for the engine (2) and the second duct (40) is connected to an inlet system (20) arranged at the engine (2). ).
    [4]
    Internal combustion engine according to any one of the preceding claims, characterized in that a fourth valve (25) is arranged to open and close the connection between the second channel (40) and the first cylinder (C1) and that the deactivation device (34) is arranged to also control the fourth valve (25), so that it remains closed during all strokes of the notor (2).
    [5]
    Internal combustion engine according to one of the preceding claims, characterized in that the internal combustion engine (2) is a diesel engine.
    [6]
    Internal combustion engine according to one of the preceding claims, characterized in that the valve control means are camshafts (21, 22).
    [7]
    Vehicle (1), characterized in that it comprises an internal combustion engine (2) according to claims 1 - 6.
    [8]
    A method for controlling a four-stroke type internal combustion engine, the internal combustion engine (2) comprising, at least one first and second cylinders (C1, C4); A first piston (P1) arranged in the first cylinder (C1); A second piston (P4) arranged in the second cylinder (04); A first and second channel (39, 40) connected to the first cylinder (Cl), 4. a first and second valve, (18, 19) arranged to open and close the connection between the first channel (39) and the first the cylinder (Cl), 5. a third valve (24), arranged to open and close the connection between the second channel (40) and the first cylinder (Cl), characterized in that the method comprises the following steps: 1. controls the first valve ( 18) Opening at a lower dead center (BDC) of the piston (P1) in the first cylinder (C1), between an expansion stroke and an exhaust stroke, and closing at an Upper dead center (TDC) of the piston (P1) in the first cylinder (Cl) between the exhaust stroke and an inlet stroke, 2. controls the second valve (19) to open at a time when the first valve (18) closes, and to close at the lower dead center (BDC) between the inlet stroke and a compression stroke, and 3 controls the third valve (24) so that it remains closed during all strokes of the engine (2).
    [9]
    Method according to claim 8, characterized in that the first valve (18) is controlled by a first valve control means (21) and the second valve (19) is controlled by a second valve control part (22), which first and second valve control parts (21) 22) can be phase-shifted in relation to the angle of rotation has a crankshaft (16) connected to the piston (P1).
    [10]
    Method according to one of Claims 8 to 9, characterized in that in step c) the third valve (24) is controlled by a deactivation device (34) connected to the third valve (24).
    [11]
    Method according to claims 8 - 10, characterized in that a fourth valve (25) is arranged to open and close the connection between the second channel (40) and the first cylinder (C1) and that in step c the fourth valve ( 25) with the deactivation device (34), which is also connected to the fourth valve (25).
    [12]
    Method according to one of Claims 8 to 10, characterized in that the first channel (39) is connected to an inlet system (20) arranged for the engine (2) and the second channel (40) is connected to an exhaust system arranged at the engine (2). (26).
    [13]
    Method according to any one of claims 8-10, characterized in that the first channel is connected to an exhaust system (26) arranged for the engine (2) and the second channel (40) is connected to an inlet system (20) arranged at the engine (2). .
    [14]
    A method according to any one of claims 8 to 13, characterized by the further steps: 4. supply fuel only to the second cylinder (04), 5. reduce the air mass drawn into the second cylinder (C4) in relation to that in the first the cylinder (Cl) sucks in the air mass.
    [15]
    Method according to claim 14, characterized in that in step e) an inlet valve (18, 19) connected to the second cylinder is controlled to reduce the air mass sucked into the second cylinder (C4).
    [16]
    Method according to claim 15, characterized in that the inlet valve (18, 19) is controlled to close before or after the time of closing the inlet valve (18, 19) during normal operation of the internal combustion engine (2). 21
    [17]
    Method according to claim 16, characterized in that the inlet valve (18, 19) is controlled to close in the range corresponding to 0 crankshaft degrees before the lower dead center BDC to 40 ° after the lower dead center BDC, preferably 15 ° crankshaft degrees after the lower dead center BDC.
    [18]
    A method according to claim 16, characterized in that the inlet valve (18,19) is controlled to close in the range corresponding to 40 ° after lower dead center BDC to 90 ° after lower dead center BDC, preferably 60 ° crankshaft degrees after lower dead center BDC.
    [19]
    Process according to any one of claims 8 to 18, characterized in that the supplied fuel in step a) is diesel fuel.
    [20]
    Method according to one of Claims 8 to 19, characterized in that the valve control means are camshafts (21, 22). 1/7 2/7
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    同族专利:
    公开号 | 公开日
    EP3114339A4|2018-01-03|
    EP3114339B1|2019-05-01|
    EP3114339A1|2017-01-11|
    WO2015133960A1|2015-09-11|
    SE538790C2|2016-11-29|
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    法律状态:
    优先权:
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    SE1450259A|SE538790C2|2014-03-07|2014-03-07|Internal combustion engine, vehicles comprising such internal combustion engine and method for operating such internal combustion engine|SE1450259A| SE538790C2|2014-03-07|2014-03-07|Internal combustion engine, vehicles comprising such internal combustion engine and method for operating such internal combustion engine|
    EP15758607.4A| EP3114339B1|2014-03-07|2015-02-26|Combustion engine and method for controlling a combustion engine during cylinder deactivation|
    PCT/SE2015/050214| WO2015133960A1|2014-03-07|2015-02-26|Combustion engine and method for controlling a combustion engine during cylinder deactivation|
    SE1550267A| SE1550267A1|2014-03-07|2015-03-05|A method for controlling an internal combustion engine, an internal combustion engine controlled by such a method and avehicle comprising such an internal combustion engine.|
    PCT/SE2015/000013| WO2015133957A1|2014-03-07|2015-03-09|A method for controlling an internal combustion engine, an internal combustion engine controlled by such a method and a vehicle comprising such an internal combustion engine.|
    DE112015000774.1T| DE112015000774T5|2014-03-07|2015-03-09|Method for controlling an internal combustion engine, combustion engine controlled by such a method, and vehicle having such an internal combustion engine|
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