Spark-ignition gasoline engine

Abstract

Disclosed is a spark-ignition gasoline engine, which comprises control means operable, when an engine operation zone is a high-load operation zone including a WOT region within at least a low speed range, to adjust a closing timing of an intake valve in such a manner as to maintain an effective compression ratio at 13 or more, and retard an ignition timing to a point within a predetermined stroke range just after a top dead center of a compression stroke, wherein the effective compression ratio is calculated based on an intake-valve closing timing defined by a valve lift amount of 1 mm. The present invention can provide a spark-ignition gasoline engine having both a low-cost performance and a high engine-power performance even in a high-load operation zone (particularly WOT region) in a low speed range.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a graph showing one example of an ignition retarding control during a high-load operation.

FIG. 2 is a graph showing a relationship between a crank angle and a torque to explain a hypothesis in a development process concerning the present invention.

FIG. 3 is a graph showing a simulation result presenting a relationship between an ignition timing and an indicated mean effective pressure (IMEP).

FIG. 4 is a graph showing a relationship between a heat generation rate and a crank angle in various engines having compression ratios of 11, 13, 14 and 15, wherein an ignition timing is set at 8 CA degrees after a compression TDC.

FIG. 5 is graphs obtained by simulating a combustion process after a compression TDC in an engine with a high compression ratio, wherein an upper graph shows a relationship between an in-cylinder pressure and an elapsed time, and a lower graph shows a relationship between a mol-number increase rate and an elapsed time.

FIG. 6 is a contour map showing a temperature distribution in a combustion chamber at a time when a piston reaches a compression TDC.

FIG. 7 is graphs showing an in-cylinder pressure and an adiabatic compression temperature history in an end-gas region (i.e., peripheral region) of a combustion chamber, during combustion, wherein an upper graph shows a relationship between an in-cylinder pressure and a crank angle, and a lower graph shows a relationship between an end-gas temperature and a crank angle.

FIG. 8 is a graph showing a relationship between a heat generation rate and a crank angle in an engine with a compression ratio of 14.

FIG. 9 is a PV diagram in an engine with a compression ratio of 14, based on numerical simulation.

FIG. 10 is a graph showing a relationship between a compression ratio and a cold-flame reaction-generated heat amount with respect to each octane number.

FIG. 11 is a graph showing a relationship between a compression ratio and an IMEP with respect to each octane number, which is calculated based on the graph in FIG. 10.

FIG. 12 is a graph showing a relationship between a geometrical compression ratio and an effective compression ratio in an engine employing a variable valve timing system.

FIG. 13 is a schematic diagram showing a control system of a four-stroke spark-ignition gasoline engine according to one embodiment of the present invention.

FIG. 14 is a schematic sectional view showing one cylinder of the engine in FIG. 13.

FIG. 15 is a schematic enlarged top plan view of the cylinder in FIG. 14.

FIG. 16A is an explanatory diagram showing a gas flow in a combustion chamber of the engine in FIG. 13, in an initial stage of a compression stroke.

FIG. 16B is an explanatory diagram showing a gas flow in the combustion chamber in FIG. 16A, in an initial stage of an expansion stroke.

FIG. 17 is a perspective view showing a specific structure of a valve operating mechanism of the engine in FIG. 13.

FIG. 18A is a fragmentary sectional view showing the valve operating mechanism in FIG. 17, in a position where a lift amount is zero in a high-lift control mode.

FIG. 18B is a fragmentary sectional view showing the valve operating mechanism in FIG. 17, in a position where the lift amount is maximized in the high-lift control mode.

FIG. 18C is a fragmentary sectional view showing the valve operating mechanism in FIG. 17, in a position where the lift amount is zero in a low-lift control mode.

FIG. 18D is a fragmentary sectional view showing the valve operating mechanism in FIG. 17, in a position where the lift amount is maximized in the low-lift control mode.

FIG. 19A is a schematic diagram showing the valve operating mechanism in FIG. 18B at a maximum lift position in the high-lift control mode.

FIG. 19B is a schematic diagram showing the valve operating mechanism in FIG. 18D at a maximum lift position in the low-lift control mode.

FIG. 20 is a graph showing a relationship between an engine speed and a required torque, which serves as a basis for a control map of the control system in FIG. 13.

FIG. 21 is a timing chart showing one example of an effective compression ratio control, which serves as a basis for a control map of the control system in FIG. 13.

FIG. 22 is a graph showing one example of an ignition timing which serves as a basis for a control map of the control system in FIG. 13.

FIG. 23A is a graph showing one example of a split injection for forming a weakly-stratified air-fuel mixture which is a fuel injection timing serving as a basis for a control map of the control system in FIG. 13.

FIG. 23B is a graph showing one example of a split injection for forming a stratified air-fuel mixture which is a fuel injection timing serving as a basis for a control map of the control system in FIG. 13.

FIG. 24 is a flowchart showing a control process of the control system in FIG. 13.

FIG. 25 is a flowchart showing a control process of the control system in FIG. 13.

FIG. 26 is a PV diagram relating to the engine in FIG. 13.

FIG. 27 is a graph showing one example of a control using a valve operating mechanism with a lost motion function.

FIG. 28 is a schematic diagram showing an intake-air heating system serving as intake-air heating means, in a spark-ignition gasoline engine according to another embodiment of the present invention.

FIG. 29 is a schematic diagram showing the structure of the intake-air heating system in FIG. 28, which serves as the intake-air heating means.

FIG. 30 is a schematic sectional view showing one cylinder of a port fuel injection-type four-stroke spark-ignition gasoline engine according to another embodiment of the present invention.

FIG. 31 is a schematic enlarged top plan view showing the cylinder in FIG. 30.

FIG. 32A is an explanatory diagram showing a gas flow in a combustion chamber of the engine in FIG. 30, in an initial stage of a compression stroke.

FIG. 32B is an explanatory diagram showing a gas flow in the combustion chamber in FIG. 32A, in an initial stage of an expansion stroke.

FIG. 33 is a graph showing a relationship between an engine speed and a required torque, which serves as a basis for a control map of a control system of a four-stroke spark-ignition gasoline engine according to another embodiment of the present invention.

Claims

1. A spark-ignition gasoline engine having at least a spark plug, comprising: an engine body having a geometrical compression ratio set at 14 or more;an intake valve and an exhaust valve which are provided, respectively, in intake and exhaust ports connected to each of a plurality of cylinders of said engine body, said intake and exhaust valves being adapted to open and close corresponding ones of said intake and exhaust ports;operation-state detection means adapted to detect an operation state of said engine body; andcontrol means adapted, based on detection of said operation-state detection means, to perform at least an adjustment control of an ignition timing of said spark plug, and an adjustment control of an effective compression ratio by means of and an adjustment control of a closing timing of said intake valve, said control means being operable, when an engine operation zone is a high-load operation zone including a wide open throttle region within at least a low speed range, to adjust a closing timing of said intake valve in such a manner as to maintain said effective compression ratio at 13 or more, and retard said ignition timing to a point within a predetermined stroke range just after a top dead center of a compression stroke, wherein said effective compression ratio is calculated based on an intake-valve closing timing definer by a valve lift amount of 1 mm.

2. The spark-ignition gasoline engine as defined in claim 1, wherein said engine body is operated using a fuel having a research octane number (RON) of 96 or more.

3. The spark-ignition gasoline engine as defined in claim 2, wherein an upper limit of the geometrical compression ratio of said engine body is 16.

4. The spark-ignition gasoline engine as defined in claim 1, wherein said engine body is operated using a fuel having a research octane number (RON) of 100 or more, wherein an upper limit of the geometrical compression ratio of said engine body is 16.5.

5. A spark-ignition gasoline engine having at least a spark plug and using a fuel having a research octane number (RON) of 91 or more, comprising: an engine body having a geometrical compression ratio set at 13.5 or more, said engine body being operated using a fuel having a research octane number (RON) of 91 or more;an intake valve and an exhaust valve which are provided, respectively, in intake and exhaust ports connected to each of a plurality of cylinders of said engine body, said intake and exhaust valves being adapted to open and close corresponding ones of said intake and exhaust ports;operation-state detection means adapted to detect an operation state of said engine body; andcontrol means adapted, based on detection of said operation-state detection means, to perform at least an adjustment control of an ignition timing of said spark plug, and an adjustment control of an effective compression ratio by means of an adjustment control of a closing timing of said intake valve, said control means being operable, when the engine operation zone is a high load operation zone including a wide open throttle region, within at least a low speed range, to adjust a closing timing of said intake-valve in such a manner as to maintain the effective compression ratio at 12.5 or more, and retard said ignition timing to a point within a predetermined stroke range just after a top dead center of a compression stroke, wherein said effective compression ratio is calculated based on an intake-valve closing timing defined by a valve lift amount of 1 mm.

6. The spark-ignition gasoline engine as defined in claim 5, wherein an upper limit of the geometrical compression ratio of said engine body is 15.5.

7. The spark-ignition gasoline engine as defined in claim 1, wherein said control means is operable, when the operation zone of said engine body is determined as a low-speed/low-load operation zone, to reduce said effective compression ratio to less than 13, and activate said spark plug at a timing advanced relative to a top dead center of a compression stroke by a predetermined amount, wherein said predetermined stroke range is set to be less than said amount of ignition timing advance relative to the top dead center of the compression stroke in said low-speed/low-load operation zone.

8. The spark-ignition gasoline engine as defined in claim 1, wherein said low speed range to be set in said control means corresponds to a low speed level determined by dividing an entire engine speed range into three levels: low, medium and high, wherein said predetermined stroke range is within 10% of an entire expansion stroke just after a piston of the cylinder passes beyond the top dead center of the compression stroke.

9. The spark-ignition gasoline engine as defined in claim 8, wherein said control means is operable, in the engine speed zone equal to or higher than said medium speed range, to change the ignition timing to a point before the top dead center of the compression stroke.

10. The spark-ignition gasoline engine as defined in claim 1, which includes combustion-time reduction means adapted, when the ignition timing is retarded to a point after a top dead center of a compression stroke, to reduce a combustion time of an air-fuel mixture.

11. The spark-ignition gasoline engine as defined in claim 10, wherein said combustion-time reduction means includes turbulence generation means for generating turbulences in each of the cylinders.

12. The spark-ignition gasoline engine as defined in claim 10, wherein said spark plug is provided in a plural number to each of said cylinders, and said combustion-time reduction means includes multipoint ignition means adapted to activate said plural number of spark plugs.

13. The spark-ignition gasoline engine as defined in claim 1, which includes a fuel injection valve adapted to variably change a fuel injection liming according to control of said control means, wherein said control means is operable, when the engine operation zone is a medium/high-load operation zone ranging from at least a given medium-load operation zone to the wide open throttle region within the low speed range, to perform a split injection control of allowing said fuel injection valve to inject fuel at a plurality of times at predetermined timings within an intake stroke and a subsequent compression stroke.

14. The spark-ignition gasoline engine as defined in claim 1, which includes an external EGR system adapted to adjustably change an amount of external EGR gas to be introduced into each of the cylinders according to control of said control means, wherein said control means is operable, when the engine operation zone is the high-load operation zone including the wide open throttle region within at least the low speed range, to allow said external EGR system to introduce external EGR gas.

15. The spark-ignition gasoline engine as defined in claim 14, wherein said control means is operable, in at least a low-speed/low-load operation zone, to allow said external EGR system to introduce external EGR gas.

16. The spark-ignition gasoline engine as defined in claim 1, wherein said control means is operable, in at least a low-speed/low-load operation zone, to shift the close timing of said intake valve relative to a bottom dead center of an intake stroke by a predetermined amount so as to reduce said effective compression ratio.

17. The spark-ignition gasoline engine as defined in claim 16, which includes an EGR system adapted to introduce EGR gas into each of the cylinders according to control of said control means, wherein said control means is operable, in at least said low-speed/low-load operation zone, to allow said EGR system to introduce EGR gas.

18. The spark-ignition gasoline engine as defined in claim 16, wherein said control means is operable, in said low-speed/low-load operation zone, to set an air/fuel ratio at a stoichiometric value.

19. The spark-ignition gasoline engine as defined in claim 16, wherein said low-speed/low-load operation zone to be set in said control means includes an idling operation zone.

20. The spark-ignition gasoline engine as defined in claim 1, which includes in-cylinder temperature estimation means for estimating an in-cylinder temperature in said engine body, wherein said control means is operable to detect a cold-start operation based on the in-cylinder temperature estimated by said in-cylinder temperature estimation means, and control the closing timing of said intake valve in such a manner to increase the effective compression ratio and ensure a sufficient amount of in-cylinder air.

21. The spark-ignition gasoline engine as defined in claim 1, wherein includes engine-acceleration detection means for detecting an engine-acceleration operation, wherein said control means is operable, based on the detection of said engine-acceleration detection means, to detect a rapid engine-acceleration operation from a low-load operation zone, and retard the ignition timing directly to an allowable maximum point within said predetermined stroke range just after a top dead center of a compression stroke.

22. The spark-ignition gasoline engine as defined in claim 1, which includes a fuel injection valve adapted to variably change a fuel injection timing according to control of said control means, said fuel injection valve being a direct fuel injection-type adapted to inject fuel toward and around an electrode of said spark plug, wherein: said engine body includes a piston with a piston crown surface which has an peripheral area formed as a raised portion to generating a reverse squish flow when said piston is moved from a compression stroke to a subsequent expansion stroke, and a central area formed as a concave portion; andsaid control means is operable to control said fuel injection valve in such a manner as to inject fuel in a compression stroke.

23. The spark-ignition gasoline engine as defined in claim 1, wherein: said intake port is provided with a port fuel injection-type fuel injection valve adapted to variously change a fuel injection timing according to control of said control means; andsaid control means is operable, in a low/medium-load operation zone within the low speed range, to reduce the effective compression ratio to less than 13, and set the ignition timing to a point within said predetermined stroke range just after just after a top dead center of a compression stroke.

24. The spark-ignition gasoline engine as defined in claim 23, wherein: each of said cylinders of said engine body is provided with a piston having a piston crown surface with a central area formed as a concave portion.

25. The spark-ignition gasoline engine as defined in claim 5, which includes combustion-time reduction means adapted, when the ignition timing is retarded to a point after a top dead center of a compression stroke, to reduce a combustion time of an air-fuel mixture.

26. The spark-ignition gasoline engine as defined in claim 25, wherein said combustion-time reduction means includes turbulence generation means for generating turbulences in each of the cylinders.

27. The spark-ignition gasoline engine as defined in claim 25, wherein said spark plug is provided in a plural number to each of said cylinders, and said combustion-time reduction means includes multipoint ignition means adapted to activate said plural number of spark plugs.

28. The spark-ignition gasoline engine as defined in claim 5, which includes a fuel injection valve adapted to variably change a fuel injection timing according to control of said control means, wherein said control means is operable, when the engine operation zone is a medium/high-load operation zone ranging from at least a given medium-load operation zone to the wide open throttle region within the low speed range, to perform a split injection control of allowing said fuel injection valve to inject fuel al a plurality of times at predetermined timings within an intake stroke and a subsequent compression stroke.

29. The spark-ignition gasoline engine as defined in claim 5, which includes an external EGR system adapted to adjustably change an amount of external EGR gas to be introduced into each of the cylinders according to control of said control means, wherein said control means is operable, when the engine operation zone is the high-load operation zone including the wide open throttle region within at least the low speed range, to allow said external EGR system to introduce external EGR gas.

30. The spark-ignition gasoline engine as defined in claim 29, wherein said control means is operable, in at least a low-speed/low-load operation zone, to allow said external EGR system to introduce external EGR gas.

31. The spark-ignition gasoline engine as defined in claim 5, wherein: said intake port is provided with a port fuel injection valve adapted to variously change a fuel injection timing according to control of said control means; andsaid control means is operable, in a low/medium-load operation zone within the low speed range, to reduce the effective compression ratio to less than 13, and set the ignition timing to a point within said predetermined stroke range just after just after a top dead center of a compression stroke.

32. The spark-ignition gasoline engine as defined in claim 31, wherein: each of said cylinders of said engine body is provided with a piston having a piston crown surface with a central area formed as a concave portion.