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WO2010036094A1 - Stratégie de synchronisation d'ouverture d'une soupape d'échappement et de course de la tige de soupape - Google Patents

Stratégie de synchronisation d'ouverture d'une soupape d'échappement et de course de la tige de soupape Download PDF

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Publication number
WO2010036094A1
WO2010036094A1 PCT/MY2009/000157 MY2009000157W WO2010036094A1 WO 2010036094 A1 WO2010036094 A1 WO 2010036094A1 MY 2009000157 W MY2009000157 W MY 2009000157W WO 2010036094 A1 WO2010036094 A1 WO 2010036094A1
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WO
WIPO (PCT)
Prior art keywords
exhaust valve
engine
fuel
cylinder
exhaust
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/MY2009/000157
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English (en)
Inventor
Azmi Osman
M. Amirruddin Esa
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Petroliam Nasional Bhd Petronas
Original Assignee
Petroliam Nasional Bhd Petronas
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Filing date
Publication date
Priority claimed from MYPI20084593A external-priority patent/MY173414A/en
Application filed by Petroliam Nasional Bhd Petronas filed Critical Petroliam Nasional Bhd Petronas
Publication of WO2010036094A1 publication Critical patent/WO2010036094A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/04—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only
    • F02B47/06—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only the substances including non-airborne oxygen
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0242—Variable control of the exhaust valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
    • F02D35/026—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures using an estimation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/0227—Control aspects; Arrangement of sensors; Diagnostics; Actuators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/025—Adding water
    • F02M25/03—Adding water into the cylinder or the pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
    • F02M43/04—Injectors peculiar thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2340/00—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the exhaust apparatus; Spatial arrangements of exhaust apparatuses
    • F01N2340/02—Distance of the exhaust apparatus to the engine or between two exhaust apparatuses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/005—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for draining or otherwise eliminating condensates or moisture accumulating in the apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F02B33/36—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/95—Fuel injection apparatus operating on particular fuels, e.g. biodiesel, ethanol, mixed fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention is directed to an internal combustion engine and in particular to the exhaust valve opening timing and lift strategy for 2-stroke internal combustion engine.
  • SI engine normally involves the use of gasoline fuel whereas compression ignition involves the use of diesel fuel.
  • Both SI and CI engines can be operated using 4-stroke or 2-stroke. With the increasingly stringent tailpipe emission regulations, the market share of the 2-stroke engines has dropped significantly. Some countries have even banned the use of 2- stroke engines in order to reduce the emissions of hydrocarbon (HC) and carbon monoxide (CO) from motor vehicle.
  • HC hydrocarbon
  • CO carbon monoxide
  • 2-stroke engines are known to have higher power output, lighter engine weight and simpler overall engine construction. Such advantages have motivated many researchers around the world to continue developing the 2-stroke engine with the main objective of reducing the HC and CO emissions to below the current and future emission limits.
  • a 2-stroke internal combustion engine comprising: a cylinder; a piston located in the cylinder and connected to a crankshaft for reciprocal motion with respect to the cylinder, and defining a combustion chamber with the cylinder; a fuel injector to selectively inject fuel into the combustion chamber; at least one inlet valve to selectively deliver pressurised oxidising agent into the combustion chamber; at least one exhaust valve to selectively open and allow exhaust gases to be expelled from the combustion chamber and means for varying the exhaust valve operating characteristic.
  • Such an arrangement makes it possible for the effective compression ratio and residual gas content to be optimally varied for maximum efficiency across various engine rpm and loads covering start up, idle, part load, and full load engine operations. Furthermore, such strategy makes it possible for the cylinder temperature (combustion chamber temperature) as the piston nears TDC to be accurately controlled thereby allowing various fuels and combustion modes to be used using the same engine.
  • the effective compression ratio of the engine in varying the exhaust valve timing, can be changed throughout the engine operation, hi advancing the points where the exhaust valve will open and close, the points where exhaust stroke will start and end can be optimally adjusted. Once the exhaust valve is fully closed, compression stroke starts and the charge in the cylinder will be compressed causing the charge temperature to rise significantly. Advancing the exhaust valve closing point will raise the charge temperature further whereas retarding the exhaust valve closing point will reduce the charge temperature.
  • Varying the effective compression ratio benefits the engine because the cylinder temperature can be accurately determined as the piston approaches TDC.
  • Li another embodiment the effect of exhaust valve timing variation can be further enhanced by combining the timing variation with variation of exhaust valve lift.
  • the low valve lift can also be combined with exhaust valve deactivation in which 1 out of 2 exhaust valves can be deactivated. This feature is useful for a high performance engines that require large exhaust valve cross section area opening for high speed engine operation but at the same time requiring much smaller opening for idle or part load operation.
  • Figure 1 shows a schematic view of an internal combustion engine according to the present invention
  • Figure 2 is a diagram of the exhaust valve opening and closing during engine start up operation
  • Figure 3 is a diagram of exhaust valve opening and closing during engine idle operation
  • Figure 4 is a diagram of exhaust valve opening and closing during engine full load operation
  • Figure 5 shows the graph of the exhaust valve lift vs. crank angle.
  • Figure 1 shows an internal combustion engine 10 having a cylinder 12, a piston 14, a connecting rod 16 and a crank shaft 18.
  • the piston reciprocates within the cylinder to drive the crank shaft via the connecting rod in a manner well known in the art.
  • the internal combustion engine 10 further includes an exhaust valve 20 which can be selectively opened and closed to allow exhaust gases to pass from the combustion chamber 22 into the exhaust port 24.
  • An actuation means 26 operates to open and close exhaust valves 20 as will be further described below.
  • a fuel injector 28 is provided to selectively inject fuel into the combustion chamber 22.
  • An inlet valve 30 is operable to selectively deliver a pressurised oxidising agent into the combustion chamber.
  • the actuation means 26 allows the exhaust valve operating characteristics to be varied. Typically the actuation means 26 will allow a variation in one or more of the exhaust valve operating characteristics, such as a variation in one or more of the exhaust valve opening point, the exhaust valve closing point, the exhaust valve lift, the exhaust valve opening profile, the exhaust valve closing profile.
  • the exhaust valve lift may be varied between a minimum and a maximum. The minimum exhaust valve lift can be zero.
  • the exhaust valve opening profile equates to the speed at which the valve opens relative to the axial position of the piston in the cylinder, and where the valve is opened via a cam, the exhaust valve opening profile equates to the opening ramp profile of the exhaust cam.
  • the exhaust valve closing profile equates to the speed at which the valve closes relative to the axial position of the piston in the cylinder and, where the exhaust valve is cam operated, it is the equivalent of the closing ramp profile of the cam.
  • FIG. 2 shows the valve opening and closing strategy used during start up operation.
  • the exhaust valve opening (EVO) is advanced as close as possible to TDC in this case 45° after TDC. This enables the exhaust valve to function as an inlet valve during engine start up.
  • the vacuum created when the piston moves down will make it possible for ambient air in the exhaust pipe to be sucked into the cylinder, hi making sure that there will no foreign materials being sucked into the cylinder through the exhaust valve, a catalytic converter, when fitted, will function as air filter during start up.
  • the inlet valve involves the use of electronically control gas injector or solenoid control poppet valve to control the delivery of pressurised oxidising agent or air into the combustion chamber, and as such an ECU (electronic control unit) controlling the inlet valve can be arranged to ensure the inlet valve stays shut until after the first revolution of successful engine fire up has occurred.
  • the inlet valve may be operated during start up to selectively deliver the pressurised oxidising agent into the combustion chamber to increase the charge mass.
  • the exhaust valve opening must be retarded as soon as possible so that the exhaust valve opening point is moved to just before the BDC (see figure 3).
  • the use of motorized WT requires some time before the exhaust valve opening point can be returned to the normal position as it may to be several engine revolutions before the exhaust valve opening nears BDC.
  • the inlet valve must start to be operated to allow the oxidizing agent or air into the cylinder.
  • the start up operation requires lean air-to-fuel ratio right until the exhaust valve opening point is retarded close to BDC.
  • Lean air-to-fuel ratio will continue to be used if the engine idle stability is still not up to the required standard, hi general, the lean air-to-fuel ratio is required to ensure that there will be more than enough oxygen available for. combustion to take place.
  • WT motorized variable valve timing
  • camless valvetrain system involving solenoid, hydraulic or pneumatic operation will give greater flexibility during start up operation because the exhaust valve can be opened as early as 0° after TDC. At the same time, the exhaust valve opening can be returned back to the "normal" position near the BDC right after the first successful fire up.
  • FIG. 2 shows the exhaust valve timing and lift strategy for engine idle operation.
  • the exhaust valve closing point will be retarded relatively close to TDC.
  • the exhaust valve closing point (EVC) is 60° before TDC but can range from 45°-70° before TDC depending on how many exhaust valves are used and how low the valve lift is.
  • the exhaust valve opening point (EVO) is 1° before BDC but can range from l°-8° before BDC depending on how many exhaust valves are used and how low the valve lift is.
  • the oxidiser agent or air will only be delivered into the cylinder after the exhaust valve is almost closed or fully closed.
  • the inlet valve opens (IVO) at 35° before TDC and closes at 25° before TDC.
  • exhaust valve opening As the exhaust valve opening is retarded during idle, the compression work may not be sufficient to increase the cylinder temperature to optimum temperature for fuel auto-ignition. Furthermore, exhaust gas at idle is known to have a much lower gas temperature than compared to the gas temperature at full load.
  • the exhaust valve lift can be lowered as low as lmm lift.
  • the low exhaust valve lift is effective in retaining as much exhaust gas as possible once the exhaust valve is fully closed. The retained exhaust gas will provide both residual gas mass and heat to raise the cylinder temperature.
  • Figure 3 shows the exhaust valve lift variation which is accompanied by constant exhaust valve opening duration.
  • Figure 4 shows the valve timing and lift strategy for full load operation.
  • the exhaust valve lift is at its maximum lift. Maximum valve lift will enable maximum exhaust gas to be discharged into the exhaust port.
  • the exhaust valve opens and closes earlier than at idle (figure 3).
  • the exhaust valve closing point (EVC) is adjusted to ensure that the cylinder temperature is high enough for auto ignition.
  • Maximum cylinder pressure of the exemplary embodiment is only about 80 Bar if compared to maximum cylinder pressure of conventional diesel engines that can be as high as 180 Bar. With the method to operate the engine established for start up, idle and full load operations, it is assumed that valve strategy for part load operation which lay in between idle and full load can be interpolated.
  • the means for varying the exhaust of valve operating characteristic could be an ECU controlling a solenoid which opens the exhaust valve, an ECU controlling a hydraulically operated exhaust valve or an ECU controlling a pneumatically operated exhaust valve.
  • the means for varying the exhaust valve operating characteristic could be a cam system such as is shown in EP1300551, or in US5636603 or any other known type of cam operated variable valve system.
  • valve lift the invention can utilise variable valve lift cam systems or alternatively it can utilise valve lift systems where there are only two or more discreet valve lift settings.
  • the inlet valve closes at approximately 10° before TDC and this is following approximately 170° of compression (the exhaust valve closes approximately 170° before the inlet valve closes) during engine start up conditions.
  • the inlet valve closes approximately 25° before TDC following a compression stroke of approximately 30° during idle operation.
  • the inlet valve closes approximately 25° before TDC following a compression stroke of approximately 45° during full load operation.
  • the pressure in the combustion chamber will be above atmospheric pressure and will depend upon the design of the engine itself.
  • the oxidising agent In order for the inlet valve to selectively deliver a pressurised oxidising agent to the combustion chamber, the oxidising agent must be at a pressure above the pressure in the combustion chamber.
  • the oxidising agent may be pressurised to 50 bar or more, alternatively 100 bar or more, alternatively 150 bar or more, alternatively 200 bar or more.
  • the invention also provides a method of operating a 2-stroke internal combustion engine including steps of: a) providing a 2-stroke internal combustion engine as defined in any one of claims 1 to 9, b) running the engine.
  • the method includes the steps of: a) monitoring at least one engine parameter, b) varying the exhaust valve operating characteristics so as to create a combustion chamber temperature near TDC sufficient to auto ignite the fuel.
  • the parameter monitored will be a temperature, most typically an exhaust gas temperature.
  • the exhaust gas temperature it is possible to modify the exhaust valve operating characteristic on the following engine cycle to provide a temperature in the combustion chamber which will auto ignite the fuel being used.
  • Typical other parameters will be measured including engine speed, engine power demand, the temperature and/or pressure of the oxidising agent, a cylinder temperature, a fuel temperature. Knowing various parameters, and providing the ECU with a suitable algorithm, will allow the engine to be run in an auto ignition mode.
  • the engine has been described in respect of a single cylinder.
  • multiple cylinders can be used and where such multiple cylinders are used various engine configurations such as in line engines, V engines, W engines, radial engines etc.
  • an oxidising agent is delivered into the combustion chamber.
  • This oxidising agent can be air. Alternatively it can be a gas comprised mainly of oxygen. In particular the gas can be 90% oxygen or above, alternatively 95% oxygen or above.
  • the fuel is injected directly into the combustion chamber.
  • the water is injected directly into the combustion chamber.
  • the oxidising agent is injected directly into the combustion chamber.
  • the injected oxidising agent is the sole source of oxidising agent after start up (e.g. the engine does not include traditional inlet valves).
  • a water temperature sensor can be provided to determine the temperature of the water just prior to injection.
  • two fuel injectors can be provided.
  • a first fuel injector may inject a first fuel of a higher cetane value prior to a second fuel injector injecting a second fuel of a lower cetane value.
  • both fuels are ignited by auto ignition. Injecting a first fuel of a higher cetane value requires a lower auto ignition temperature which allows more energy to be extracted from the previous power stroke.
  • the first fuel Once the first fuel has started to burn the temperature within the combustion chamber, increases, in particular to a temperature at or above the auto ignition temperature of the second fuel, which can then be injected and will auto ignite.
  • the first fuel is injected when the combustion chamber conditions are such as to be below the auto ignition temperature of the second fuel. In this way power can be produced by using low grade fuels, e.g.
  • the first fuel may be a high grade of fuel such as a diesel fuel.
  • the second fuel may be a fuel derived from plants, such as a biomass fuel.
  • the second fuel may be pyrolysis oil.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Toxicology (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

L’invention concerne un moteur à combustion interne à deux temps qui comprend: un cylindre; un piston logé dans le cylindre et relié à un vilebrequin pour accomplir un mouvement de va et vient par rapport au cylindre avec lequel il délimite une chambre de combustion; un injecteur de carburant pour injecter sélectivement du carburant dans la chambre de combustion; au moins une soupape d'admission pour injecter sélectivement un agent oxydant sous pression dans la chambre de combustion; au moins une soupape d'échappement pour ouvrir sélectivement la chambre de combustion et permettre l'évacuation des gaz d'échappement de celle-ci; et des moyens pour modifier la caractéristique de fonctionnement de la soupape d'échappement.
PCT/MY2009/000157 2008-09-24 2009-09-23 Stratégie de synchronisation d'ouverture d'une soupape d'échappement et de course de la tige de soupape Ceased WO2010036094A1 (fr)

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MAPI20083757 2008-09-24
MYPI20083757 2008-09-24
MYPI20084593 2008-11-14
MYPI20084593A MY173414A (en) 2008-11-14 2008-11-14 Internal combustion engine
MYPI20090760 2009-02-25
MYPI20090759 2009-02-25
MYPI20090759 2009-02-25
MYPI20090760 2009-02-25
MYPI20093044 2009-07-21
MYPI20093044 2009-07-21

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WO2010036094A1 true WO2010036094A1 (fr) 2010-04-01

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PCT/MY2009/000160 Ceased WO2010036097A1 (fr) 2008-09-24 2009-09-23 Moteur à combustion interne
PCT/MY2009/000157 Ceased WO2010036094A1 (fr) 2008-09-24 2009-09-23 Stratégie de synchronisation d'ouverture d'une soupape d'échappement et de course de la tige de soupape
PCT/MY2009/000159 Ceased WO2010036096A1 (fr) 2008-09-24 2009-09-23 Moteur à combustion interne
PCT/MY2009/000156 Ceased WO2010036093A1 (fr) 2008-09-24 2009-09-23 Moteur à combustion interne
PCT/MY2009/000158 Ceased WO2010036095A1 (fr) 2008-09-24 2009-09-23 Moteur à combustion interne

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PCT/MY2009/000159 Ceased WO2010036096A1 (fr) 2008-09-24 2009-09-23 Moteur à combustion interne
PCT/MY2009/000156 Ceased WO2010036093A1 (fr) 2008-09-24 2009-09-23 Moteur à combustion interne
PCT/MY2009/000158 Ceased WO2010036095A1 (fr) 2008-09-24 2009-09-23 Moteur à combustion interne

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WO2010036095A1 (fr) 2010-04-01
WO2010036093A1 (fr) 2010-04-01
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