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    • 专利摘要:
    22 ABSTRACT Herein a four stroke internal combustion engine (2) comprising at least one cylinderarrangement (4), a crankshaft (20), a camshaft (25), and a turbine (8), is disclosed. Thecamshaft (25) is synchronised with the crankshaft (20) to rotate at a same rotational speedas the crankshaft (20). A linkage arrangement (40) is configured to prevent the motion of thevalve head (30) every alternate rotation of the camshaft (25), such that the exhaust opening(28) remains closed during a compression stroke of the piston (10). Also a method forcontrolling a four stroke internal combustion engine (2) is disclosed. Elected for publication: Fig. 2.
    公开号:SE1650792A1
    申请号:SE1650792
    申请日:2016-06-07
    公开日:2017-12-08
    发明作者:Olofsson Eric；dahl Andreas；Linderyd Johan；Höglund Henrik；Eliassen Torbjörn；Stålhammar Per；Aspfors Jonas
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    1 Four Stroke Internal Combustion Engine and thereto-related Method TECHNICAL FIELD The present invention relates to a four stroke internal combustion engine. The presentinvention further relates to a method for controlling a four stroke internal combustion engine.According to further aspects, the invention relates to a computer program for performing amethod for controlling a four stroke internal combustion engine, as well as a computerprogram product for performing a method for controlling a four stroke internal combustion engine.
    BACKGROUND A piston of a four stroke internal combustion engine, ICE, performs four strokes, an intakestroke, a compression stroke, a power stroke, and an exhaust stroke in a cylinder of the ICE.A conventional four stroke ICE has the same geometrical compression ratio and expansionratio, i.e. the compression stroke has the same length as the expansion stroke. The workingmedium is compressed during the compression stroke from bottom dead centre, BDC, of thepiston to top dead centre, TDC, of the piston. A certain amount of energy is added aroundthe TDC as the working medium combusts. Thereafter the working medium is expandedduring the power stroke. Since the working principle of the conventional ICE involves thesame geometrical compression ratio and expansion ratio, there is a lot of power stillremaining in the cylinder when the piston reaches the BDC. This is an intrinsic characteristicof the conventional ICE. The power remaining in the cylinder at high load corresponds toapproximately 30 % of the brake power and can theoretically be extracted in e.g. a turbineconnected to an exhaust arrangement of the cylinder. The brake power of an ICE is thepower available at an output shaft/crankshaft of the ICE.
    The exhaust arrangement of the ICE has to be opened before the piston reaches its BDCduring the power stroke. Othen/vise, if the exhaust arrangement would open later, e.g. whenthe piston reaches the BDC, the internal pressure from the exhaust gases (working medium)inside the cylinder would impede the movement of the piston towards the TDC during theexhaust stroke. Accordingly, available engine power would be reduced.
    The opening of the exhaust arrangement before the piston reaches the BDC during thepower stroke permitting a portion of the exhaust gases to escape through the exhaustarrangement, is referred to as blowdown. The term blowdown may also be used in connection with the exhaust gases escaping through the exhaust arrangement prior to the 2 piston reaching BDC and after the piston has reached BDC, while the pressure inside thecylinder exceeds the pressure in an exhaust system downstream of the exhaust arrangement.
    The exhaust arrangement of a conventional ICE comprises at least one poppet valve. Apoppet valve is a robust and durable solution able to withstand a cylinder pressure of 25 MPaand a cylinder gas temperature of more than 2000 K while remaining gas tight. However, apoppet valve controlled by a camshaft has a drawback in that it is at rest when it starts toopen, which entails a slow initial opening speed of the poppet valve. Thus, the poppet valvethrottles an outflow of exhaust gases through the exhaust arrangement during at least aninitial portion of the blowdown, which reduces the available energy in the exhaust gases in anon-reversible process. Expressed differently, a camshaft controlled poppet valve producesa large percentage of irreversible pressure losses due to throttling of the exhaust gases asthey pass the poppet valve.
    As indicated above, a four stroke ICE may comprise a turbine for utilising exhaust gaspressure to drive a turbine wheel of the turbine. From the discussion above it follows that lowloss of the exhaust gases from the cylinder to a turbine is problematic to achieve.
    US 4535592 discloses a turbo compound engine of internal combustion type havingconventional reciprocally movable pistons, cylinders, manifolds, fuel-oxygen admixingapparatus or fuel injection, firing apparatus or compression ignition, and incorporating theimprovement of respective nozzle means for conveying the hot, moderately high pressurecombustion products (exhaust gases) from the respective cylinders to one or more turbines.The nozzle means have its inlet and discharge ends connected, respectively, with therespective boundary walls of respective combustion chambers or cylinders and with the inletto a turbine. A quick opening nozzle valve admits exhaust gas from the respective cylinder tothe nozzle means. Thus, an efficient use of exhaust gases by a turbine employed with theengine is provided.
    US 6244257 discloses an internal combustion engine having electrically controlled hydrauliclinkages between engine cams and engine cylinder valves. Hydraulic fluid is selectivelyreleased from the associated hydraulic linkage to permit lost motion between an engine camand a relevant engine cylinder valve. Electrically controlled hydraulic fluid valves are used toproduce the selective release of hydraulic fluid from the hydraulic linkages. By means of thehydraulic linkages the response of an engine cylinder valve to a cam lobe may be modified.By means of the hydraulic linkages a cam lobe for opening an intake valve may be skipped. 3 The mode of operation of the engine may be changed e.g., from positive power mode tocompression release engine braking mode or vice versa, or more subtle changes may bemade to modify the timing and/or extent of engine cylinder valve openings to optimize engineperformance for various engine or vehicle operating conditions e.g., different engine or vehicle speeds.
    US 2007/0144467 discloses a valve timing gear of an internal combustion engine havinghydraulic valve clearance adjusting elements. US 5996550 discloses an applied lost motionfor optimization of fixed timed engine brake system of an internal combustion engineincluding a hydraulic linkage used to transfer motion from a valve train element, such as a cam, to an engine valve.
    The purpose of the hydraulic valve devices disclosed in US 6244257, US 2007/0144467, andUS 5996550 is to modify the process of opening and closing of poppet valves. However,none of them discusses the problem of the slow opening of poppet valves, or the problem with low utilisation of blowdown energy.
    SUMMARY lt is an object of the present invention to provide a four stroke internal combustion enginethat enables recovering a relatively high percentage of the available energy from the exhaustgases.
    According to an aspect of the invention, the object is achieved by a four stroke internalcombustion engine comprising at least one cylinder arrangement, a crankshaft, a camshaft,and a turbine, wherein the at least one cylinder arrangement forms a combustion chamber andcomprises a cylinder bore, a piston arranged to reciprocate in the cylinder bore, a connectingrod connecting the piston with the crankshaft, and an exhaust arrangement for outflow ofexhaust gas from the cylinder bore to the turbine, wherein the exhaust arrangement comprises an exhaust valve and an exhaust opening,the exhaust valve comprising a valve head configured to seal against a valve seat of theexhaust opening, wherein the camshaft comprises a lobe configured to cause a motion of the valve headfor opening and closing the exhaust opening, wherein an exhaust conduit extends from the exhaust opening to an inlet of the turbine, and wherein 4 the exhaust arrangement comprises a linkage arrangement configured tochange the motion of the valve head caused by the lobe.The camshaft is synchronised with the crankshaft to rotate at a same rotational speed as thecrankshaft, wherein the linkage arrangement is configured to prevent the motion of the valve headevery alternate rotation of the camshaft, such that the exhaust opening remains closedduring a compression stroke of the piston.
    Since the linkage arrangement is configured to prevent the motion of the valve head everyalternate rotation of the camshaft, such that the exhaust opening remains closed during acompression stroke of the piston it is possible to use the defined camshaft beingsynchronised with the crankshaft to rotate at the same rotational speed as the crankshaft,and thus, achieve a quicker opening speed of the exhaust valve than when the camshaft ofthe exhaust valve rotates at half the rotational speed of the crankshaft, as the camshaft doesin a common four stroke internal combustion engine. Accordingly, the exhaust gases aresubjected to less throttling during an initial phase of opening the exhaust valve than ininternal combustion engines wherein the camshaft rotates at half the rotational speed of thecrankshaft. As a result, the above mentioned object is achieved.
    A large portion of the blowdown energy is thus, transferred to the turbine. That is, an initialburst of exhaust gases produced by the blowdown, in an unrestricted manner, passesthrough the exhaust opening and may be utilised in a turbine.
    More specifically, the exhaust gases present in the cylinder, at the end of the power strokeand the beginning of the exhaust stroke, will be available for extraction of the remainingenergy therein with much lower irreversible losses than has been possible in connection withan ICE wherein the camshaft rotates at half the rotational speed of the crankshaft. Thus, inan ICE according to the present invention recovery of energy from the exhaust gases in aturbine arranged downstream of the exhaust arrangement when the piston is around theBDC may be improved. The efficient transfer of the exhaust gases from the cylinder to theturbine is achieved by the fast opening exhaust valve, which considerably reduces theirreversible throttling losses typically occurring across the exhaust valves of an ICE whereinthe camshaft rotates at half the rotational speed of the crankshaft.
    Accordingly, the invention provides for an increased utilization of the energy available in thecylinder at the end of the expansion stroke. The invention entails the possibility to increaserecovery of energy from the exhaust gases compared to an ICE with a camshaft rotating at 5 half the rotational speed of the crankshaft, that would otherwise have been wasted in a non-reversible throttling process across the exhaust valve.
    This increased recovered energy may be used to: - Increase the work transferred from the turbine to a centrifugal compressor in order toimprove the positive pumping work during induction, i.e. increased Open CycleEfficiency, OCE, or increase relative air/fuel ratio, Å, i.e. increased Closed CycleEfficiency, CCE.
    - Drive a specific turbine that delivers power to an electrical motor/generator unit, l/IGUattached to a shaft of the turbine, or to the crankshaft of the ICE, i.e. turbo compounding, or to auxiliary devices of e.g. a relevant vehicle.
    A number of the above mentioned alternatives for utilising the increased recovered energymay be employed simultaneously, e.g. the combination of turbo charging along with turbocompounding (electrical or mechanical), implemented with the use of a turbine. Furthermore,the negative piston pumping work during the exhaust stroke will be eliminated or at leastsignificantly reduced, resulting in increased OCE. ln summary, the present invention willresult in an increase in Brake Thermal Efficiency, BTE, compared to an ICE wherein thecamshaft of the exhaust valve rotates at half the speed of the crankshaft.
    Since a timing of a valve is essential, the camshaft has to rotate synchronised with thecrankshaft, e.g.at half the rotational speed, the same rotational speed, twice the rotationalspeed, etc. of the crankshaft. The inventors have realised that a camshaft rotating at thesame rotational speed as the crankshaft provides a fast opening of the valve while the timingof the opening and closing of the valve controlled by an accordingly adapted lobe may still beutilised. The opening speed of the valve, v, may be expressed as v = w * r, where w is theangular velocity of the camshaft, and r is the distance between the contact point betweenvalve and the lobe of the camshaft and a neutral contact point between valve and thecamshaft when the lobe is not lifting the valve. Instead of increasing the distance r, whichwould have been the intuitive choice, the inventors now have increased the angular velocitym. An even higher rotational speed of the camshaft is not physically possible since it wouldrequire a lobe having a circumferential length exceeding the available circumferential spaceon the camshaft if the lobe is to control the opening and closing of the valve in situationswhere the valve is to be maintained open close to 180 degrees CA (Crankshaft Angle) orexceeding 180 degrees CA. 6 Further, it has been realised by the inventors that a valve arrangement comprising a linkagearrangement may be utilised for neutralising the motion of the exhaust valve every alternateturn of the camshaft, which motion of the exhaust valve would otherwise be caused by the|obe during the compression stroke. Thus, a fast rotating camshaft may be utilised, whichincreases opening speed of the valve.
    The four stroke ICE may comprise more than one cylinder arrangement, each cylinderarrangement forming a combustion chamber and comprising a cylinder bore, a pistonarranged to reciprocate in the cylinder bore, a connecting rod connecting the piston with thecrankshaft, and an exhaust arrangement for outflow of exhaust gas from the cylinder bore toa turbine. The four stroke ICE may comprise more than one turbine, such as e.g. twoturbines, or one turbine for each cylinder arrangement of the ICE. ln case of two turbines, theexhaust arrangements of a number of cylinder arrangements are connected to one turbine,and the exhaust arrangements of the remaining cylinder arrangements may be connected tothe other turbine. The turbine may for instance form part of a turbocharger, the ICE may be aturbo compound engine, to which the turbine may be connected via the crankshaft, or the turbine may drive an electric generator.
    The combustion chamber is arranged inside the cylinder arrangement, above the piston.lntake air enters the combustion chamber through an intake arrangement of the cylinderarrangement during the intake stroke of the piston. The intake air may be compressed by aturbocharger. The internal combustion engine may be e.g. a compression ignition (Cl)engine, such as a Diesel type engine, or a spark ignition engine, such as an Otto type engineand comprises in the latter case a sparkplug or similar device in the cylinder arrangement.Fuel may be injected into the combustion chamber during part of the compression stroke orintake stroke of the piston, or may be entrained with the intake air. The fuel may ignite nearthe TDC between the compression stroke and the power stroke of the piston. The camshaftbeing synchronised with the crankshaft to rotate at a same rotational speed as the crankshaft means that the camshaft and the crankshaft have the same angular velocity, m.
    According to a further aspect of the invention there is provided a method for controlling a fourstroke internal combustion engine, the four stroke internal combustion engine comprising atleast one cylinder arrangement, a crankshaft, a camshaft, and a turbine, wherein the at leastone cylinder arrangement forms a combustion chamber and comprises a cylinder bore, apiston arranged to reciprocate in the cylinder bore, a connecting rod connecting the pistonwith the crankshaft, and an exhaust arrangement for outflow of exhaust gas from the cylinder 7 bore to the turbine, wherein the exhaust arrangement comprises an exhaust valve and anexhaust opening, the exhaust valve comprising a valve head configured to seal against avalve seat of the exhaust opening, wherein the camshaft comprises a lobe configured tocause a motion of the valve head for opening and closing the exhaust opening, wherein anexhaust conduit extends from the exhaust opening to an inlet of the turbine, wherein theexhaust arrangement comprises a linkage arrangement configured to change the motion ofthe valve head caused by the lobe. The method comprises steps of: - rotating the camshaft at a same rotational speed as the crankshaft, and - preventing, by means of the linkage arrangement, the motion of the valve head everyalternate rotation of the camshaft, such that the exhaust opening remains closed during acompression stroke of the piston.
    Further features of, and advantages with, the present invention will become apparent whenstudying the appended claims and the following detailed description.
    BRIEF DESCRIPTION OF THE DRAWINGS Various aspects of the invention, including its particular features and advantages, will bereadily understood from the example embodiments discussed in the following detaileddescription and the accompanying drawings, in which: Fig. 1 schematically illustrates a four stroke internal combustion engine according toembodiments, Fig. 2 schematically illustrates one cylinder arrangement of the four stroke internalcombustion engine of Fig. 1, Figs. 3 and 4 schematically illustrate embodiments of linkage arrangements comprisinghydraulic linkages, Fig. 5 illustrates embodiments of a linkage arrangement comprising a mechanical linkage,Figs. 6 and 7 illustrate alternative embodiments, wherein more than one cylinderarrangement connects to a turbine, Fig. 8 illustrates a method for controlling a four stroke internal combustion engine, andFig. 9 illustrates an example of a turbine map of a turbocharger.
    DETAILED DESCRIPTION Aspects of the present invention will now be described more fully. Like numbers refer to likeelements throughout. Well-known functions or constructions will not necessarily be describedin detail for brevity and/or clarity. 8 Fig. 1 schematically illustrates a four stroke internal combustion engine, ICE, 2 according toembodiments. The ICE 2 comprises at least one cylinder arrangement 4, an exhaust conduit6, and at least one turbine 8. Fig. 1 also illustrates a vehicle 1 comprising a four strokeinternal combustion engine (2) according to any one aspect and/or embodiment disclosedherein. The vehicle (1) may be e.g. a heavy vehicle such as a truck or a buss.
    The at least one cylinder arrangement 4 comprises a piston 10, a cylinder bore 12, anexhaust arrangement 14, an inlet arrangement 16, and a fuel injection arrangement 18,and/or an ignition device. The piston 10 is arranged to reciprocate in the cylinder bore 12. lnFig. 1 the piston 10 is illustrated with continuous lines at its bottom dead centre, BDC, andwith dashed lines at its top dead centre, TDC. The cylinder arrangement 4 has a maximumvolume, VMAX, between the BDC of the piston 10 and an upper inner delimiting surface 24 ofa combustion chamber 23. The combustion chamber 23 is formed above the piston 10 insidethe cylinder arrangement 4. A connecting rod 22 connects the piston 10 with a crankshaft 20of the ICE 2.
    The cylinder arrangement 4 has a total swept volume, Vs, in the cylinder bore 12 betweenthe BDC and the TDC. The cylinder arrangement 4 has a compression ratio, s. VMAX may beexpressed as: VMAX = VS * (e/(e-1)).
    The exhaust arrangement 14 comprises an exhaust valve and an exhaust opening as will bediscussed below with reference to Fig. 2. The exhaust arrangement 14 is arranged foroutflow of exhaust gases from the cylinder bore 12 to the turbine 8. The exhaustarrangement 14 is configured to open and close an exhaust flow area, ACYL, of the exhaustopening during an exhaust sequence of the piston reciprocation. The exhaust sequence maystart before the piston 10 reaches its BDC during the power stroke and ends around the TDCof the piston between the exhaust stroke and the intake stroke.
    Fig. 2 schematically illustrates the at least one cylinder arrangement 4 of the ICE 2 of Fig. 1.ln particular, the exhaust arrangement 14 is shown in more detail. The exhaust arrangement14 comprises an exhaust valve 26 and an exhaust opening 28. The exhaust gases escapefrom the combustion chamber 23 through the exhaust opening 28 when the exhaust valve 26is open. The exhaust conduit 6 extends from the exhaust opening 28 to the inlet 29 of theturbine 8. The exhaust valve 26 comprising a valve head 30 configured to seal against avalve seat 32 extending around the exhaust opening 28. The valve seat 32 may be provided 9 in the cylinder arrangement 4 e.g. at the upper inner delimiting surface 24 of the combustionchamber 23.
    The ICE 2 comprises a camshaft 25 for controliing movement of the exhaust valve 26, andopening and closing of the exhaust valve 26. Namely, the camshaft 25 comprises a lobe 34configured to cause a motion of the valve head 30 for opening and closing the exhaustopening 28. Put differently, the lobe 34 provides an input to the valve head 30, i.e. the lobe34 forms a cam, which is followed by an end portion 36 of the exhaust valve 30. The lobe 34is eccentrically arranged on the camshaft 25. The end portion 36 of the exhaust valve 26abuts against the lobe 34. As the camshaft 25 rotates, the end portion 36 of the exhaustvalve 26 follows the lobe 34, causing the motion of the valve head 30. The exhaust valve 26may be biased towards its closed position, as known in the art, e.g. by means of a spring.
    The exhaust arrangement 14 comprises a linkage arrangement 40 configured to change themotion of the valve head 30 caused by the lobe 34.
    The camshaft 25 is synchronised with the crankshaft 20 to rotate at a same rotational speedas the crankshaft 20, i.e. the camshaft 25 has the same angular velocity, m, as the crankshaft20. The linkage arrangement 40 is configured to prevent the motion of the valve head 30every alternate rotation of the camshaft 25, such that the exhaust opening 28 remains closedduring a compression stroke of the piston 10.
    The inlet arrangement 16 may comprise an inlet valve 42, the movements of which are controlled by a camshaft 44 rotating at half the angular velocity, w/2, of the crankshaft 20.
    According to embodiments, the lobe 34 may have a maximum steepness of 0,5 mm /degreeCA. ln this manner suitable input to the valve head 30 may be provided while contact forcesbetween the exhaust valve 26 and the lobe 34 may be maintained within manageable limits.
    According to embodiments, the motion of the valve head 30 may have a maximumlongitudinal opening speed within a range of 3 - 5 m/sec when the four stroke internalcombustion engine (2) runs at a rotational speed within a range of 800 -1500 rpm. ln hismanner a suitably high opening speed of the valve head 30 may be provided. A longitudinalopening speed is the speed of the valve along its longitudinal extension, often extendingsubstantially perpendicularly to the valve head 30 and the valve seat 32.
    According to embodiments, the motion of the valve head 30 may cause a maximum areaopening speed of the exhaust opening 28 within a range of 0,75 - 1,25 m2/sec. ln thismanner a fast opening of the exhaust valve 26 may be provided and efficient recovery ofenergy from the exhaust gases in a turbine arranged downstream of the exhaustarrangement may be achieved.
    Returning to Fig. 1, the turbine 8 has an in|et 29 and comprises a turbine wheel 27. The in|et29 of the turbine 8 has a turbine in|et area, Ann, wherein the at least one cylinderarrangement 4 forms a combustion chamber 23. The cylinder arrangement 4 has a maximumvolume, VMAX, between a bottom dead centre, BDC, of the piston 10 and an upper innerdelimiting surface 24 of the combustion chamber 23. The exhaust conduit 6 may have an exhaust conduit volume, VEXH, s 0.5 times the maximum volume, VMAX.
    The turbine wheel in|et area, Ann, is provided at an opening of a housing of the turbine wherethe exhaust gases are admitted to the turbine wheel 27. The turbine wheel in|et area, Ann,may suitably be the nozzle throat area of the turbine 8. The nozzle throat area may also bereferred to as turbine house throat area, turbine house critical area, or similar and may oftenbe specified for a specific turbine. ln cases the nozzle throat is not specified for a specificturbine, and/or the position of the nozzle throat area is not specified, the turbine wheel in|etarea, Ann, extends perpendicularly to a flow direction of the exhaust gases. ln embodimentsof turbines where the exhaust conduit extends along a portion of the turbine wheel e.g. in avolute, such as e.g. in a tvvin scroll turbocharger, the turbine wheel in|et area, Ann, is definedat the section of the exhaust conduit where the turbine wheel is first exposed to the exhaust gases emanating from the relevant cylinder arrangement.
    The exhaust conduit 6 connects the exhaust arrangement 14 with the turbine 8. The exhaustconduit 6 has an exhaust conduit volume, VEXH. ln Fig. 1 the exhaust conduit volume, VExn, isillustrated as a box. ln practice, the exhaust conduit 6 extends between the exhaust flowarea, ACYL, and the turbine wheel in|et area, Ann. Accordingly, the exhaust conduit volume,VEXH is formed by the volume of the exhaust conduit between the exhaust flow area, Acvt, ofthe exhaust opening 28 and the turbine wheel in|et area, Ann. ln these embodiments theexhaust conduit 6 fluidly connects only the exhaust opening 28 with the in|et 29 of the turbine8. That is, the exhaust conduit 6 forms a separate conduit extending between the exhaustflow area, ACYL, and the turbine wheel in|et area, Ann. The separate conduit does not haveany other inlets or outlets for exhaust gases. Thus, the turbine wheel in|et area, Ann, is adedicated in|et area of the turbine 8 for the particular exhaust flow area, Acvt, connectedthereto via the exhaust conduit 6. 11 As mentioned above, the exhaust conduit volume, VEXH, may be s 0.5 times the maximumvolume, VMAX, i.e. VEXH s 0.5 * VMAX. ln this manner the blowdown energy of the exhaustgases may be efficiently utilised in the turbine 8.
    According to some embodiment, the exhaust arrangement 14 may be configured to exposethe exhaust flow area, ACYL, at a size of at least 0.22 times the maximum volume, VMAX, i.e.Acvt 2 0.22 * VMAX, when the piston 10 is at the BDC. Accordingly, the criterion: Acvt / ViviAX 2 0.22 m* may be fulfilled when the piston 10 is at the BDC. Such a criterion mayfurther improve efficient transfer of blowdown energy from the cylinder arrangement to theturbine 8.
    The turbine wheel 27 of the turbine 8 may be connected to an impeller (not shown) forcompressing and transporting intake air to the inlet arrangement 16. According to someembodiments, the turbine wheel 27 may be an axial turbine wheel. A turbine 8 comprising anaxial turbine wheel may provide the low back pressure discussed herein. However, accordingto alternative embodiments the turbine wheel may be a radial turbine wheel, which also mayprovide the low back pressure discussed herein.
    According to some embodiments, the cylinder arrangement 4 may have a total sweptvolume, Vs, in the cylinder bore 12 between the bottom dead centre, BDC, and the top deadcentre, TDC, of the piston 10, wherein 0.3 < Vs < 4 litres. Mentioned purely as an example, inthe lower range of Vs, the cylinder arrangement 4 may form part of an internal combustionengine for a passenger car, and in the middle and higher range of Vs, the cylinderarrangement 4 may form part of an internal combustion engine for a heavy load vehicle suchas e.g. a truck, a bus, or a construction vehicle. Also in the higher range of Vs, the cylinderarrangement 4 may form part of an internal combustion engine for e.g. a generator set (genset), for marine use, or for rail bound (train) use.
    Figs. 6 and 7 illustrate alternative embodiments, wherein more than one cylinderarrangement may connect to a turbine 8. Fig. 6 illustrates embodiments wherein two cylinderarrangements 4 are connected to a turbine 8 via one turbine wheel inlet area, ATiN, i.e. thetwo cylinder arrangements 4 share the same turbine wheel inlet area, ATiN. Accordingly, theexhaust conduit branches 6', 6” from the exhaust port arrangements 14 of the two cylinderarrangements 4 are connected to form a common exhaust conduit 6 leading to the turbine 8and the turbine wheel inlet area, Ann. Since there exists a certain degree of crossflowbetween the two exhaust conduit branches 6', 6” as exhaust gases flow from one of thecylinder arrangements 4 to the turbine wheel inlet area, Ann, the above discussed criteria: 12 VExn s 0.5 * VnAx may be valid for the collective exhaust conduit volume, VExn, of bothexhaust conduit branches 6', 6” and the common exhaust conduit 6. Fig. 7 illustratesembodiments wherein two cylinder arrangements 4 are connected to a turbine 8 via twoseparate exhaust conduits 6, each leading to one turbine wheel inlet area, Ann. The turbinewheel inlet areas, Ann, are positioned adjacent to each other such that they may beconsidered to be connect to the turbine 8 at one position of the turbine 8. The crossflowbetween two turbine wheel inlet areas, Ann, is negligible. Accordingly, for each of the exhaustconduits 6 the above discussed criteria: VEXH s 0.5 * VMAX may be valid. ln general, volumes of connections to/from the exhaust conduits 6 are not considered to formpart of the exhaust conduit volume, VExH, if such connections have a cross sectional areabelow a limit value. According to embodiments According to embodiments, the exhaustconduit volume, VExn, may exclude all volumes connected to the exhaust conduit via aconnection having a minimum connection cross section area, Aeon, s 0.022 times themaximum volume, VMAX, i.e. Aeon s 0.022 * VMAX. With such a small cross sectional area,Aeon, any crossflow of exhaust gases through a connection is negligible. ln Fig. 7 twoexample connections 7 with minimum connection cross section areas, Aeon, have beenindicated. Mentioned purely as an example, such connections 7 may form part of an exhaustgas recirculation (EGR) system, or may connect to sensors, etc.
    For a particular turbine, turbine rig test results are plotted in a turbine map. Based on suchturbine maps a suitable turbine may be selected for a particular four stroke internalcombustion engine. ln one type of turbine map a number of turbine speed lines may beplotted against a corrected flow and pressure ratios over the turbine. Such turbine speedlines may represent e.g. so-called reduced turbine rotational speeds, RPMRED. The correctedflow may be represented e.g. by a reduced mass flow, mfiED. The standards SAE J1826 andSAE .1922 relate to test procedures, nomenclature and terminology of turbochargers, and areincorporated herein by reference for further details of turbine maps and parameters related toturbochargers. mfiED = m' * (T)”2 / P, wherein m' is an actual mass flow rate through the turbine wheel, T is the exhaust gastemperature before the turbine wheel, and P is the exhaust gas pressure before the turbinewheel. ln Fig. 9 a schematic example of a turbine map of turbine, such as a turbocharger isillustrated. 13 For a relevant turbine a normalised effective flow area, y, may be defined as y = ATunB/VMAX _Thus, the turbine wheel inlet area, Ann, may be defined in relation to the maximum volume,ViviAx, of the cylinder arrangement. Namely, ÅTunB = (ÅtiN/ÅTOT) * fTfRED * (R/(Kæ/(K +1)X)))1/2 , wherein X = (K + 1)/(K -1). As mentioned above, Ann, is the turbine wheel inlet areaconnected to the exhaust flow area, ACYL, of a cylinder arrangement. The turbine may havemore than one inlet area. Accordingly, Ann is a total inlet area of the turbine, i.e. Ann andany additional turbine wheel inlet areas, Annx, etc. (Atot = Ann + AnNx + ...). R is the specificgas constant. An example value of R may be 287. K = Cp / CV , where Cp is the specific heatcapacity at constant pressure of the exhaust gases and CV is the specific heat capacity of theexhaust gases at constant volume. An example value of K may be 1.4 at a temperature of293 K. Åtunß may be obtained at a reduced mass flow, mhED, of the turbine at e.g. 2.5 - 3.5pressure ratio between an inlet side and an out|et side of the turbine and at a tip speed ofe.g. 450 m/S Of the 'turbine Wheel. Åtunß for a particular turbine may be obtained e.g. byextracting the reduced mass flow, mfiED, from a relevant turbine map for a turbine speedcorresponding to the relevant tip speed at the relevant pressure ratio, and calculating Aninewith relevant data for the turbine and its operating conditions. Thereafter, y may be calculated. According to embodiments herein y > 0.22 mi.
    According to some embodiments, the turbine 8 has a normalised effective flow area, y,defined as y = ATunB/VMAX , wherein y > 0.22 m* , wherein ATURB = (Ann/Ann) * mhED * (Fï/(K(2/(K +1)X)))”2 , wherein X = (K + 1)/(K -1), wherein ATOT is atotal inlet area of the turbine 8, and wherein ATURB is obtained at a reduced mass flow, mhED,of the turbine 8 at 2.5 - 3.5 pressure ratio between an inlet side and an out|et side of theturbine 8 and at a tip speed of 450 m/s of the turbine wheel. ln such a turbine 8 efficiently transferred blowdown energy from the fast opening exhaustopening may be utilised. Accordingly, a low pressure drop may be provided as the exhaustgases are transferred from the cylinder arrangement to the turbine and the blowdown energymay be transformed into useful work as the exhaust gases expand over the turbine wheel ofthe turbine 8.
    Fig. 3 illustrates schematically embodiments of a linkage arrangement 40 comprising ahydraulic linkage 46 arranged between the camshaft 25 and the valve head 30. The 14 hydraulic linkage 46, in a first mode, is configured to transfer an input of the lobe 34 to thevalve head 30 to cause the motion of the valve head 30. The hydraulic linkage 46, in asecond mode, is configured to prevent the motion of the valve head 30. Since hydraulics arewell developed and numerous constructional elements are known in the field of hydraulics, ahydraulic linkage 46 provides basis for a responsive and controllable linkage arrangement40.
    The hydraulic linkage 46 comprises a hydraulic cylinder 48 forming part of a valve stem ofthe exhaust valve 26. As the camshaft 25 rotates at the same speed as the crankshaft of theICE, the hydraulic cylinder 48 is alternately filled with, and at least partially emptied from,hydraulic liquid. An inlet valve 50 and an outlet valve 52 are controlled by a controller 54such that the hydraulic cylinder 48 is filled with hydraulic liquid prior to or during an exhauststroke of the piston 10. Thus, the hydraulic linkage 46 is in the first mode. l/loreover, the inletvalve 50 and the outlet valve 52 are controlled by the controller 54 such that the outlet valve52 is prior to and during a compression stroke of the piston 10. Thus, the hydraulic linkage46 is in the second mode. A pump 56 may pressurise the hydraulic liquid such that when theinlet valve 50 is open, the hydraulic cylinder 48 is filled with hydraulic liquid. A tank 58 for thehydraulic liquid may be provided.
    The hydraulic liquid may be hydraulic oil. The fuel of the ICE may alternative be utilised as ahydraulic liquid for the hydraulic linkage 46. Other hydraulic liquids may be used as a further alternative.
    Fig. 4 schematically illustrates alternative embodiments of a linkage arrangement 40comprising a hydraulic linkage 46 arranged between the camshaft 25 and the valve head 30.These embodiments resemble in much the embodiments of Fig. 3. l/lainly the differencesbetween the two embodiments will be discussed in the following. Again, the hydraulic linkage46, in a first mode, is configured to transfer an input of the lobe 34 to the valve head 30 tocause the motion of the valve head 30. The hydraulic linkage 46, in a second mode, isconfigured to prevent the motion of the valve head 30.
    The hydraulic linkage 46 comprises a hydraulic cylinder 48 connected to a stem of theexhaust valve 26. The hydraulic cylinder 48 comprises a first piston 70 and a second piston72. The first piston 70 abuts against the lobe 34 of the camshaft 25. The second piston 72 isconnected to the exhaust valve 26. Again, the hydraulic cylinder 48 is alternately filled with,and emptied from, hydraulic liquid such that the hydraulic cylinder 48 in the first mode is filledwith hydraulic liquid, and in the second mode is at least partly emptied from hydraulic liquid.
    Thus, in the first mode the motion of the first piston 70, caused by the lobe 34, is transferredto the second piston 72, and in the second mode the first piston 70 does not affect thesecond piston 72.
    According to embodiments, the hydraulic linkage 46 comprises a first piston 70 connected tothe crankshaft 25 and a second piston 72 connected to the valve head 30, and wherein thefirst piston 70 has a larger area than the second piston 72. That is, the first piston 70 has alarger area inside the hydraulic cylinder 48 than the second piston 72. Accordingly, ahydraulic gearing is achieved in the hydraulic cylinder 48. The second piston 72 will travel alonger distance than the first piston 70, proportionately to the area difference between thefirst and second pistons 70, 72. Also the speed of the second piston 72, and thus, theopening speed of the valve head 30 will be proportionately larger than the motion speed ofthe first piston 70 caused by the lobe 34 in the first mode. Accordingly, the opening speed ofthe exhaust opening 28 may be increased above that achieved by a 1:1 gearing. ln alternative embodiments where no gearing is deemed necessary, the first and secondpistons 70, 72 may have the same area inside the hydraulic cylinder 48.
    Various other hydraulic linkages known in the prior art, such e.g. from US 6244257, US 2007/0144467, or US 5996550 may alternatively be utilised to prevent the motion of thevalve head 30 every alternate rotation of the camshaft 25, such that the exhaust opening 28remains closed during a compression stroke of the piston 10. Merely, the control of suchhydraulic linkages, and the stoke length of such hydraulic linkages, have to be adapted toensure that the exhaust valve remains closed during the compression stroke.
    Fig. 5 illustrates embodiments of a linkage arrangement 40 comprising a mechanical linkage60 arranged between the camshaft 25 and the valve head 30. The mechanical linkage 60, ina first mode, may be configured to transfer an input of the lobe 34 to the valve head 30 tocause the motion of the valve head 30. The mechanical linkage 60, in a second mode, maybe configured to prevent the motion of the valve head 30. ln this manner an alternative to ahydraulic linkage may be provided.
    The exhaust valve 26 is connected to first end portion 63 of a lever 62, such as a rocker lever62. The rocker lever 62 is pivoted back and forth about a pivot axis 64 by the camshaft 25and its lobe 34. Thus, the exhaust valve 26 is moved upwardly and downwardly. Again, theexhaust valve 26 may be biased towards its closed position. 16 Since the camshaft 25 rotates at the same rotational speed as the crankshaft of the ICE 2,every alternate downward movement of the exhaust valve 26 is eliminated by the mechanicallinkage 60. For this purpose, a stem of the exhaust valve 26 is slidably arranged in the rockerlever 62 at a second end portion 65 of the lever 62 and the mechanical linkage 60 comprisesa pin 66 extending from the stem of the exhaust valve 26, a blocking member 68, and anactuator 70. When the blocking member 68 is positioned between the pin 66 and the rockerlever 62, as illustrated in Fig. 5, a downward movement of the left-hand side of the rockerlever 62 is transferred to the exhaust valve 26 which accordingly, will follow the downwardmovement of the rocker lever 62 and open the exhaust opening 28. Every alternate rotationof the camshaft 25, i.e. during the compression stroke of the piston 10, the blocking member68 is moved away from the pin 66 by the actuator 70. Thus, during the downward movementof the left-hand side of the rocker lever 62, the stem of the exhaust valve 26 slides within therocker lever 62 and accordingly, the exhaust opening 28 remains closed. A controller 54controls the actuator 70 to move the blocking member 68 in and out of engagement betweenthe pin 66 and the rocker lever 62 every alternate rotation of the camshaft 25.
    According to embodiments, the mechanical linkage 60 comprises a lever 62 connected at afirst end portion 63 to the camshaft 25 and at a second end portion 65 to the valve head 30,and wherein the lever 62 pivots about an axis 64' arranged such that the second end portion65 has a higher traveling speed than the first end portion 63. Thus, a mechanical gearingmay be achieved which increases the opening speed of the exhaust opening 28 above thatachieved by a 1:1 gearing. As shown in Fig. 5 the axis 64' is offset from a midpoint inbetween the first and second end portions 63, 65 of the lever 62 towards the first end portion63. The traveling speed may be e.g. an angular speed of the lever 62, or e.g. a longitudinalspeed of the exhaust valve 26.
    An alternative mechanical linkage may operate with two parallel arms pivotable about a pivotaxis. One of the arms is fixed to a pivot axle concentric with the pivot axis and abuts againsta lobe of the camshaft. The other arm is freely pivotable about the pivot axis and connectedto the exhaust valve and transfers downward movements of the arm to the exhaust valve.Operated in accordance with embodiments of the present invention, every alternate rotationof the camshaft, the two arms are locked to each other, e.g. by means of a pin extendingthrough both arms, which will cause the lobe of the camshaft to open the exhaust valve, andevery other rotation the two arms are not locked to each other, which will cause the armabutting against the lobe to simply pivot about the pivot axis without affecting the exhaustvalve. Such a mechanical linkage resembles the Vtech (TM) technology by Honda ®. 17 According to some embodiments, the camshaft 25 may be an overhead camshaft 25, e.g. asillustrated in Figs. 2 - 4.
    Fig. 8 illustrates a method 100 for controlling a four stroke internal combustion engine, ICE.The ICE may be an ICE according to any aspect and/or embodiment discussed herein.
    The method 100 comprises steps of: - rotating 102 the camshaft at a same rotational speed as the crankshaft, and - preventing 104, by means of a Iinkage arrangement, a motion of the valve head everyalternate rotation of the camshaft, such that the exhaust opening remains closed during acompression stroke of the piston.
    According to a further aspect of the invention there is provided a computer program forperforming a method for controlling a four stroke internal combustion engine, wherein thecomputer program comprises computer readable code configured to cause a centralprocessing unit of a control unit of the four stroke internal combustion engine to perform amethod according to aspects and/or embodiments disclosed herein.
    According to a further aspect of the invention there is provided a computer program productfor performing a method for controlling a four stroke internal combustion engine, wherein thecomputer program product comprises computer readable code configured to cause a centralprocessing unit of a control unit of the four stroke internal combustion engine to perform amethod according to aspects and/or embodiments disclosed herein. lt is to be understood that the foregoing is illustrative of various example embodiments andthat the invention is defined only by the appended claims. A person skilled in the art willrealize that the example embodiments may be modified, and that different features of theexample embodiments may be combined to create embodiments other than those describedherein, without departing from the scope of the present invention, as defined by theappended claims. For instance, the exhaust arrangement may comprise more than oneexhaust valve, e.g. two exhaust valves, which are controlled in accordance with the presentinvention. The Iinkage arrangement 40 may comprise both a hydraulic Iinkage 46 and amechanical Iinkage 60.
    权利要求:
    Claims (15)
    [1] 1. A four stroke internal combustion engine (2) comprising at least one cylinder arrangement(4), a crankshaft (20), a camshaft (25), and a turbine (8), wherein the at least one cylinder arrangement (4) forms a combustion chamber (23) andcomprises a cylinder bore (12), a piston (10) arranged to reciprocate in the cylinder bore(12), a connecting rod connecting the piston (10) with the crankshaft (20), and an exhaustarrangement (14) for outflow of exhaust gas from the cylinder bore (12) to the turbine (8),wherein the exhaust arrangement (14) comprises an exhaust valve (26) and an exhaustopening (28), the exhaust valve (26) comprising a valve head (30) configured to seal againsta valve seat (32) of the exhaust opening (28), wherein the camshaft (25) comprises a lobe (34) configured to cause a motion of thevalve head (30) for opening and closing the exhaust opening (28), wherein an exhaust conduit (6) extends from the exhaust opening (28) to an inlet of theturbine (8), and wherein the exhaust arrangement (14) comprises a linkage arrangement (40) configuredto change the motion of the valve head (30) caused by the lobe (34),characterised in that the camshaft (25) is synchronised with the crankshaft (20) to rotate at a samerotational speed as the crankshaft (20), wherein the linkage arrangement (40) is configured to prevent the motion of the valvehead (30) every alternate rotation of the camshaft (25), such that the exhaust opening (28)remains closed during a compression stroke of the piston (10).
    [2] 2. The four stroke internal combustion engine (2) according to any one of the precedingclaims, wherein the lobe (34) has a maximum steepness of 0,5 mm /degree CA.
    [3] 3. The four stroke internal combustion engine (2) according to any one of the precedingclaims, wherein the motion of the valve head (30) has a maximum longitudinal openingspeed within a range of 3 - 5 m/sec when the four stroke internal combustion engine (2) runsat a rotational speed within a range of 800 -1500 rpm.
    [4] 4. The four stroke internal combustion engine (2) according to any one of the precedingclaims, wherein the motion of the valve head (30) causes a maximum area opening speed ofthe exhaust opening (28) within a range of 0,75 - 1,25 m2/sec. 19
    [5] 5. The four stroke internal combustion engine (2) according to any one of the precedingclaims, wherein the inlet (29) of the turbine (8) has a turbine inlet area, Ann, wherein the at least one cylinder arrangement (4) forms a combustion chamber (23),wherein the cylinder arrangement (4) has a maximum volume, VMAX, between a bottomdead centre, BDC, of the piston (10) and an upper inner delimiting surface (24) of thecombustion chamber (23), and wherein the exhaust conduit (6) has an exhaust conduit volume, VEXH, s 0.5 times the maximum volume, VMAX.
    [6] 6. The four stroke internal combustion engine (2) according to claim 5, wherein the exhaustconduit volume, VEXH, excludes all volumes connected to the exhaust conduit (6) via aconnection (7) having a minimum connection cross section area, ACON, s 0.022 times the maximum volume, VMAX.
    [7] 7. The four stroke internal combustion engine (2) according to claim 5 or 6, wherein theexhaust conduit (6) f|uidly connects only the exhaust opening (28) with the inlet (29) of theturbine (8).
    [8] 8. The four stroke internal combustion engine (2) according to any one of claims 5 - 7,wherein the turbine (8) has a normalised effective flow area, y, defined as y = AtunB/VMAX , wherein y > 0.22 m* ,wherein ATURB = (Am/Amy) * mhED * (R/(1<(2/(1< +1)X)))”2 , wherein X = (K + 1)/(1< -1), wherein ATOT is atotal inlet area of the turbine (8), and wherein ATURB is obtained at a reduced mass flow,mhED, of the turbine (8) at 2.5 - 3.5 pressure ratio between an inlet side and an outlet side ofthe turbine (8) and at a tip speed of 450 m/s of the turbine wheel (27).
    [9] 9. The four stroke internal combustion engine (2) according to any one of the precedingclaims, wherein the cylinder arrangement (4) has a total swept volume, VS, in the cylinderbore (12) between a bottom dead centre, BDC, and a top dead centre, TDC, of the piston(10), and wherein 0.3 < VS < 4 litres.
    [10] 10. The four stroke internal combustion engine (2) according to any one of the precedingclaims, wherein the linkage arrangement (40) comprises a hydraulic linkage (46) arrangedbetween the camshaft (25) and the valve head (30), wherein the hydraulic linkage (46) in afirst mode is configured to transfer an input of the lobe (34) to the valve head (30) to causethe motion of the valve head (30), and wherein the hydraulic linkage (46) in a second modeis configured to prevent the motion of the valve head (30).
    [11] 11. The four stroke internal combustion engine (2) according to claim 10, wherein thehydraulic linkage (46) comprises a first piston (70) connected to the camshaft (25) and asecond piston (72) connected to the valve head (30), and wherein the first piston (70) has alarger area than the second piston (72).
    [12] 12. The four stroke internal combustion engine (2) according to any one of claims 1 - 10,wherein the linkage arrangement (40) comprises a mechanical linkage (60) arrangedbetween the camshaft (25) and the valve head (30), wherein the mechanical linkage (60) in afirst mode is configured to transfer an input of the lobe (34) to the valve head (30) to causethe motion of the valve head (30), and wherein the mechanical linkage (60) in a secondmode is configured to prevent the motion of the valve head (30).
    [13] 13. The four stroke internal combustion engine (2) according to claim 11,wherein themechanical linkage (60) comprises a lever (62) connected at a first end portion (63) to thecamshaft (25) and at a second end portion (65) to the valve head (30), and wherein the lever(62) pivots about an axis (64') arranged such that the second end portion (65) has a highertraveling speed than the first end portion (63).
    [14] 14. A vehicle (1) comprising a four stroke internal combustion engine (2) according to anyone of the preceding claims.
    [15] 15. A method for controlling a four stroke internal combustion engine (2), the four strokeinternal combustion engine (2) comprising at least one cylinder arrangement (4), a crankshaft(20), a camshaft (25), and a turbine (8), wherein the at least one cylinder arrangement (4)forms a combustion chamber (23) and comprises a cylinder bore (12), a piston (10) arrangedto reciprocate in the cylinder bore (12), a connecting rod connecting the piston (10) with thecrankshaft (20), and an exhaust arrangement (14) for outflow of exhaust gas from thecylinder bore (12) to the turbine (8), wherein the exhaust arrangement (14) comprises anexhaust valve (26) and an exhaust opening (28), the exhaust valve (26) comprising a valvehead (30) configured to seal against a valve seat (32) of the exhaust opening (28), wherein 21 the camshaft (25) comprises a lobe (34) configured to cause a motion of the valve head (30)for opening and closing the exhaust opening (28), wherein an exhaust conduit (6) extendsfrom the exhaust opening (28) to an inlet of the turbine (8), wherein the exhaust arrangement(14) comprises a linkage arrangement (40) configured to change the motion of the valvehead (30) caused by the lobe (34), and wherein the method comprises steps of: - rotating the camshaft (25) at a same rotational speed as the crankshaft (20), and - preventing, by means of the linkage arrangement, the motion of the valve head (30) everyalternate rotation of the camshaft (25), such that the exhaust opening (28) remains closedduring a compression stroke of the piston (10).
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    同族专利:
    公开号 | 公开日
    WO2017213566A1|2017-12-14|
    EP3464843B1|2021-03-31|
    BR112018075187A2|2019-03-26|
    US20190153906A1|2019-05-23|
    EP3464843A1|2019-04-10|
    SE541503C2|2019-10-22|
    CN109312643A|2019-02-05|
    KR20190013925A|2019-02-11|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1650792A|SE541503C2|2016-06-07|2016-06-07|Four Stroke Internal Combustion Engine and thereto-related Method|SE1650792A| SE541503C2|2016-06-07|2016-06-07|Four Stroke Internal Combustion Engine and thereto-related Method|
    CN201780035119.4A| CN109312643A|2016-06-07|2017-05-08|Quartastroke engine and its correlation technique|
    EP17727007.1A| EP3464843B1|2016-06-07|2017-05-08|Four stroke internal combustion engine and thereto-related method|
    BR112018075187-1A| BR112018075187A2|2016-06-07|2017-05-08|four-stroke internal combustion engine and related method|
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    KR1020187037682A| KR20190013925A|2016-06-07|2017-05-08|Methods related to 4-stroke internal combustion engine and 4-stroke internal combustion engine|
    PCT/SE2017/050451| WO2017213566A1|2016-06-07|2017-05-08|Four stroke internal combustion engine and thereto-related method|
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