U.S. patent application number 12/377862 was filed with the patent office on 2010-04-08 for catalyst control for six-cycle engine.
This patent application is currently assigned to JOHO CORPORATION. Invention is credited to Kazou Ooyama.
Application Number | 20100083921 12/377862 |
Document ID | / |
Family ID | 37645029 |
Filed Date | 2010-04-08 |
United States Patent
Application |
20100083921 |
Kind Code |
A1 |
Ooyama; Kazou |
April 8, 2010 |
Catalyst control for six-cycle engine
Abstract
A six-cycle engine has the advantage for the capability of
internal cooling with scavenging air. This advantage enables the
compressive ratio to rise, thereby achieving lower fuel
consumption. However, there has been a critical problem due to
lowered temperature of the exhaust catalyst and excessive volume of
oxygen contained therein caused by the mixing of the scavenging air
with exhaust gas. To solve the problem of lowered temperature, the
invention has thermally insulated the fuel combustion chamber and
the exhausting system, and controlled the aperture degree of the
scavenging port valve relatively to the suction valve to adjust the
scavenging air volume against the suction air, thereby controlling
temperature of the exhaust gas. Further, to solve the problem of
excessive volume of oxygen, the invention has introduced an EGR
(Exhaust Gas Recirculation) system to fully substitute the
scavenging air with circulating exhaust gas and a self EGR system
to open the exhaust valve during the scavenging air introduction
stroke. The present invention has successfully made a naturally
good fuel-efficient six-cycle internal combustion engine be suited
one for practical use such as conventional vehicles.
Inventors: |
Ooyama; Kazou; (Tokyo,
JP) |
Correspondence
Address: |
KIRK HAHN
14431 HOLT AVE
SANTA ANA
CA
92705
US
|
Assignee: |
JOHO CORPORATION
Tokyo
JP
|
Family ID: |
37645029 |
Appl. No.: |
12/377862 |
Filed: |
July 16, 2007 |
PCT Filed: |
July 16, 2007 |
PCT NO: |
PCT/JP2007/064035 |
371 Date: |
February 18, 2009 |
Current U.S.
Class: |
123/64 |
Current CPC
Class: |
Y02T 10/12 20130101;
F02M 26/08 20160201; F02M 35/10203 20130101; F02M 26/23 20160201;
F02M 35/10222 20130101; F02B 2031/006 20130101; F01L 1/38 20130101;
F02M 35/1085 20130101; Y02T 10/142 20130101; F02M 26/17 20160201;
F02B 75/021 20130101; F01L 1/08 20130101 |
Class at
Publication: |
123/64 |
International
Class: |
F02B 75/02 20060101
F02B075/02 |
Foreign Application Data
Date |
Code |
Application Number |
Aug 18, 2006 |
JP |
2006-248694 |
Claims
1-10. (canceled)
11. A six-cycle engine having a suction port and a scavenging port,
comprising a system that can substitute exhaust circulating gas for
the entire volume of scavenging gas.
12. The six-cycle engine of claim 11, further comprising a first
valve disposed to the suction port and an second valve disposed to
the scavenging port, said valves including means for operating in
connection with accelerating operation and means for relatively
varying aperture degrees of the first valve and the second valve by
operation of an actuator.
13. A premix six-cycle engine having an suction port and a
scavenging port comprising a suction valve and a scavenging valve
both being opened during an suction stroke.
14. The six-cycle engine of claim 12, being configured as a
direct-injection six-cycle engine having a suction valve to be open
during a scavenging air introduction stroke, the direct-injection
six-cycle engine further comprising a continuous variable valve
timing system to vary the aperture degree of the suction valve
during the scavenging air introduction stroke.
15. A valve control system for the six-cycle engine of claim 12,
comprising means for detecting temperature of an exhaust catalyst
and means for driving the actuator to relatively control the
aperture degrees of the first valve and the second valve in
accordance with the temperature of the exhaust catalyst.
16. The six-cycle engine of claim 12, further comprising: an
scavenging port valve in the upstream of the scavenging port in
addition to the second valve; and an port disposed to the middle
position between the scavenging port valve and the second valve for
circulating and supplying exhaust gas from an exhaust port.
17. A valve control system for the six-cycle engine of claim 16
having a computer for controlling the scavenging port valve, said
computer comprising: means for detecting the conditions of the
exhaust catalyst; means for detecting the aperture degree of the
first valve; and means for driving an actuator to vary the aperture
degree of the scavenging port valve.
18. A valve control system for the six-cycle engine of claim 14,
comprising means for detecting temperature of an exhaust catalyst
and means for driving the actuator to relatively control the
aperture degrees of the first valve and the second valve in
accordance with the temperature of the exhaust catalyst.
19. The six-cycle engine of claim 14, further comprising: an
scavenging port valve in the upstream of the scavenging port in
addition to the second valve; and an port disposed to the middle
position between the scavenging port valve and the second valve for
circulating and supplying exhaust gas from an exhaust port.
Description
[0001] The present invention relates to a method and a system for
controlling actual condition of an exhaust catalyst installed in a
six-cycle engine.
[0002] There is a known premix combustion type six-cycle engine
consisting of a fuel feeding device, an suction port that feeds
air-fuel mixture, and a scavenging port that solely feeds fresh air
thereto (Refer to the Reference Japanese Patent Publication 1 for
example). Further, there is a known method for operating a
six-cycle engine that does not have the scavenging air feeding
port, but opens an exhaust valve and introduce exhaust gas therein
at scavenging introduction stroke. There is a known fact proving
that the this method was practically applied to fuel saving
competition vehicles and enabled them to score satisfactory results
as cited in a non-patent technical literature 1 listed below for
example. There are a variety of known types in the variable valve
timing mechanism that is operated via switching of a cam that
drives the valve in response to the operating condition of an
engine as cited in the Reference Japanese Patent Publication 2 for
example.
[0003] The continuously variable valve timing mechanism serves as a
substitute for a throttle valve. It is well known that this
mechanism makes pumping loss be lowered as cited in the Reference
Japanese Patent Publication 2 for example.
[0004] Reference Japanese Patent Publications:
1: Laid-Open Japanese Utility Model HEISEI-2-96435 (1990)
2: Laid-Open Japanese Patent HEISEI-5-179913 (1993)
3: Laid-Open Japanese Patent SHOWA-55-137305 (1980)
[0005] (From Page 9 to Page 10)
[0006] Non-Patent Technical Literature 1:
Automobile Technology, 2004, Vol. 58, No. 10, page 27
[0007] Any of conventional six-cycle engines features its
capability to lower temperature of the fuel combustion chamber due
to presence of scavenging air introduction stroke and scavenging
air exhaust stroke so as to realize a higher compression ratio than
that is obtainable by any of four-cycle engines, thereby resulting
in the improved fuel combustion. In order to stably operate an A/F
sensor to detect oxygen density in the exhaust gas, the six-cycle
engine cited in the above patent publication 1 was provided with a
couple of exhaust ports: one was for exhausting combusted gas and
another for exhausting scavenging gas. However, practically,
reaction rate of the catalyst sensor was not quite fast, causing
only a mean value of the oxygen density detected, therefore there
was not any critical problem. Conversely, combusted gas remaining
in the fuel combustion chamber mixes with the scavenging air,
causing a problem of which the combusted gas is discharged without
post treatment. Hence, as in the conventional six-cycle engine
cited in the above patent publication 1, the present invention
takes measures to discharge the whole of exhaust gas and the
scavenging exhaust gas via a catalyst. The present invention
further controls valve aperture degree of the scavenging port to
solve the problems of increased temperature and excess of oxygen in
the catalyst both of which caused by the above measures.
[0008] When only one exhaust port is provided, it will cause the
exhaust gas to mix with the scavenging air, causing lowering
temperature of an exhaust catalyst thus leading to the difficulty
in activation of the catalyst. This problem can be solved by
preserving temperature of the exhaust gas emitted from the
six-cycle engine. Concretely, not only for the fuel combustion
chamber, but also inner wall of the exhaust port including the
catalyst is insulated with heat insulating material in order to
maintain temperature of the exhaust gas. In this case, since
temperature of the exhaust catalyst tends to excessively rise,
sufficient care should be taken to secure a cooling means for
properly adjusting the temperature thereof. The present invention
provides a proper cooling means for adjusting temperature of the
exhaust catalyst.
[0009] Likewise, when scavenging air is composed of fresh air,
catalytic material bears excessive oxygen. This may cause
inactivation of reductive action of the catalyst. To cope with this
problem, in case of four-cycle engines, measures has been taken
such as increasing amount of fuel injection and providing an
"Exhaust Gas Recirculation" (EGR) system to circulate exhaust gas
to intake air. Conversely, in the case of the six-cycle engine,
scavenging air remains even after fuel combustion, leading to the
problem of excess of oxygen persisting even if introducing the
above systems Further, other problems arise such as presence of the
scavenging air obliges the dimension of the above EGR system to be
enlarged and the process for warming up this system inevitably
consumes a longer time.
[0010] The term "Direct Injection Type Engine" specifically cited
in the present invention collectively refers to the compression
ignition engines such as diesel engines and the spark ignition
engines that directly inject fuel such as gasoline into cylinders.
Further, generally, the first and second valves include the
butterfly valves or the slide valves used as throttle valves that
are set to suction and scavenging ports. However, in the present
invention, suction and scavenging poppet valves are also included,
where the suction and scavenging poppet valves respectively operate
with a continuously variable valve timing mechanism that
continuously controls the open angle and the lifting height of the
above valves against the rotations of the engine cranks. By
providing the first and second valves with the continuously
variable valve timing mechanism, when restricting the gas inflow
rate in the suction and scavenging stroke, the above mechanism
eliminates the pressure decline inside the first and second valves,
thereby reducing the pumping loss. Hence, any of the six-cycle
engines incorporating the above mechanism enhances the fuel
combustion efficiency.
[0011] The first means for solving problems consists of a premix
combustion type six-cycle engine comprising: a first valve and a
fuel supplying device disposed in a suction port; and a second
valve disposed in a scavenging port, each of the first and second
valves including means for operating in linkages with an
accelerating operation and another means for relatively varying the
aperture degrees of the first and second valves via operation of an
actuator.
[0012] The second means for solving problems consists of a direct
injection type six-cycle engine comprising: a first valve disposed
in a suction port; a second valve disposed in a scavenging port,
each of the first and second valves including means for operating
in linkages with an accelerating operation and another means for
relatively varying the aperture degrees of the first and second
valves via operation of an actuator; and a system for totally
substituting scavenging air with circulating exhaust gas.
[0013] The third means for solving problems consists of the
six-cycle engine according to the first means for solving problems,
comprising a system for totally substituting scavenging air with
circulating exhaust gas.
[0014] The fourth means for solving problems consists of the
six-cycle engine according to the first means for solving problems,
comprising a suction valve and a scavenging valve both opened in a
suction stroke.
[0015] The fifth means for solving problems consists of the
six-cycle engine according to claim 2, comprising a mechanism for
opening a suction valve in a scavenging air introducing stroke,
said mechanism further continuously varying the open angle of said
suction valve in the scavenging air introducing stroke.
[0016] The sixth means for solving problems consists of a valve
controlling system for the six-cycle engine according to the first
to fifth means for solving problems comprising means for sensing
actual temperature of an exhaust catalyst itself and means for
driving an actuator that relatively controls the aperture degrees
of the first valve and the second valve in accordance with the
actual temperature of the exhaust catalyst.
[0017] The seventh means for solving problems consists of the
six-cycle engine according to claims 1 to 5, comprising a variable
valve timing mechanism disposed in an exhaust valve, said variable
valve timing mechanism including: the normal mode to open the
exhaust valve during an exhaust stroke and a scavenging air
introducing stroke; and the warm-up mode to open the exhaust valve
during the exhaust stroke, the scavenging air introducing stroke
and a scavenging air exhausting stroke, said modes being capable of
shifting itself between the normal mode and the warm-up mode.
[0018] The eighth means for solving problems consists of a valve
controlling system having a computer for the variable valve timing
mechanism built in the six-cycle engine according to the seventh
means for solving problems, said computer comprising means for
sensing actual condition of the exhaust catalyst and means for
driving an actuator to vary the open angle of the exhaust valve of
the variable valve timing mechanism.
[0019] The ninth means for solving problems consist of the
six-cycle engine according to the first to fifth means for solving
problems, comprising: a scavenging port valve that is disposed on
the upper stream side of the scavenging port independently of the
second valve; and an independent port that is disposed between the
scavenging port valve and the second valve so as to enable an
exhaust port to circularly supply exhaust gas thereto.
[0020] The tenth means for solving problems consists of a valve
controlling system having a computer for the scavenging port valve
of the six-cycle engine according to the ninth means for solving
problems, said computer comprising means for sensing the actual
condition of the exhaust catalyst, means for sensing aperture
degree of the first valve, and means for driving an actuator to
vary the aperture degree of the scavenging port valve.
[0021] The first means for solving problems according to the
present invention has an advantage of properly controlling
temperature of exhaust gas emitted from a premix combustion type
six-cycle engine. For example, when temperature of an exhaust
catalyst remains low, aperture degree of the second valve is
narrowed relatively to the aperture degree of the first valve for a
normal load so as to decrease the scavenging air rate. Whenever
necessary, the second valve is closed. In this way, it is possible
to decrease the scavenging air rate, raise the temperature of
exhaust gas and the exhaust catalyst. This action is also effective
for contracting the time required for warming up the engine and
raising the catalyst temperature faster. Conversely, if the
temperature of the exhaust catalyst remains high, relatively
increasing the aperture degree of the second valve can raise the
proportion of the scavenging air and lower the temperature of the
exhaust gas and the catalyst. Concurrently, resistance in the
exhaust path is decreased in the scavenging air introducing stroke,
thereby decreasing the pumping loss. This is because the aperture
degree of the second valve can be controlled independently of the
first valve although the second valve operates in association of
the first valve that serves as the throttle valve for control of
exhaust temperature. This can be done because, unlike the first
valve that affects the amount of intake air, the opening and
closing operations of the second valve hardly affect the engine
output power.
[0022] The second means for solving problems according to the
present invention provides a further advantage by way of solving
problems that cause the exhaust catalyst built in the direct
injection type six-cycle engine to bear excessive volume of oxygen
so as to properly control temperature of the exhaust gas. The
second means properly controls temperature of the catalyst via the
same method as adopted for the first means for solving problems.
Generally, circulating exhaust gas is subject to a cooling process
before being used as scavenging air. Compared to the process for
uniformly mixing circulative gas without discriminating between
suction air and scavenging air, oxygen density of suction air
remains invariable, thereby amount of fuel supply being not
required to decrease. In this way, it becomes possible to properly
control temperature of catalyst without lowering the output power.
Unlike the Exhaust Gas Recirculation for a four-cycle engine, the
second means for solving problems basically substitutes the whole
scavenging air with the circulating exhaust gas. Although the
volume of circulating gas increases, the structure is thus quite
simple. More accurate control of oxygen density is done by properly
adjusting the fuel injection volume against the volume of fresh air
contained in the suction and scavenging air. When deemed necessary,
in the same way as the conventional four-cycle engine, circulation
gas is also supplied to the suction air.
[0023] In the same way as the second means for solving problems,
the third means for solving problems according to the present
invention provides an advantage in decreasing excess of oxygen in
the exhaust catalyst without lowering the output power by properly
substituting scavenging air inside a premix combustion type
six-cycle engine with circulating exhaust gas.
[0024] The fourth means for solving problems according to the
present invention also provides an advantage of enhancing the
maximum output power of the six-cycle engine. In the course of
introducing scavenging air, only the scavenging valve is opened to
introduce scavenging air filled with fresh air into the cylinders.
In the course of suction of air, air-fuel mixture from the suction
port and scavenging air from the scavenging port are simultaneously
introduced into cylinders and mixed with each other therein. In the
course of suction process, independently of the suction gas volume
from the suction port, densely concentrated air-fuel mixture
containing fuel proportional to the sum comprising suction air and
scavenging air are introduced to the cylinders so as to generate
appropriate air-fuel mixture inside cylinders. This mechanism makes
it possible to contract area of the suction valve and relatively
expand area of the scavenging valve. For this reason, the premix
combustion type engine embodied by the fourth means for solving
problems makes it possible to expand the area of the valve aperture
during the introduction of scavenging air stroke to be equal to
that of the suction valve of four-cycle engine with two valves.
Further, during the suction stroke that most affects the output
power, gas is introduced via the suction valve and the scavenging
valve, thereby making it possible to provide the overall valve
aperture area in excess of that of a four-cycle engine with two
valves. These measures make it possible to realize actual
rotational number beyond that is achievable by any of the
four-cycle engines. Larger area of the valves also makes it
possible to effectively lower the resistance of gas passages of
valves and minimize pumping loss as well.
[0025] The fifth means for solving problems according to the
present invention is the "self EGR system" comprising a simple
structure capable of simultaneously executing control over the
temperature of the exhaust catalyst and the oxygen density of the
direct injection type six-cycle engine. Further, the fifth means is
also advantageous due to compact configuration of the external EGR
system and the scavenging means. Since any of conventional engines
mounted on automobiles is rarely driven at the maximum output
power, it is not practical to provide automobiles with the EGR
system having own capacity enough for the maximum output power.
When the engine is driven at a low rotational number, scavenging
air mainly composed of circulative exhaust gas is introduced mainly
via the scavenging port. However, while the engine is driven with a
higher rotational number, fresh air enough to suffice the shortage
is further introduced via the suction valve. This method makes it
possible to compactly build the scavenging port and valve to enable
the dimensions of the air-suction valve and exhaust valve to be
expanded relatively, thereby increasing the engine output power and
minimizing pumping loss. Further, the smaller setting volume of
circulating exhaust gas makes it possible to compactly configure
the external EGR system, especially the cooling system thereof.
When a higher engine output is provisionally required, fresh-air
with lower temperature is introduced via the air-suction valve to
cool off the combustion chamber. In this case, since the engine is
driven with a high output power, there is no fear of causing
temperature of the exhaust catalyst to be lowered excessively.
Although the oxygen density may provisionally become too high,
condition of catalyst can be adjusted by increasing air-fuel
mixture ratio when engine output lowers next time.
[0026] The sixth means for solving problems according to the
present invention advantageously provides a system that
automatically and properly adjusts actual temperature of catalyst
by initially sensing actual temperature of the exhaust catalyst,
followed by actuating the actuator to vary the aperture degrees of
the first and second valves relatively.
[0027] The seventh means for solving problems according to the
present invention advantageously realizes an internal EGR system
with a simple configuration, which directly introduces a large
volume of exhaust gas from the exhaust port in the introduction of
scavenging air stroke into the fuel combustion chamber and then
varies the volume thereof. Further, by combining the internal EGR
system with the controlling system, the seventh means provides
further advantages of automatically controlling actual temperature
of the catalyst and the actual density of oxygen contained therein
as well as warming of the engine being accelerated. When a premix
combustion type four-cycle engine admits fresh air, circulating a
large volume of exhaust gas via the exhaust port without cooling
off it will cause the exhaust gas bearing an extremely high
temperature to contact with air-fuel mixture, leading to failures
such as backfire phenomenon. However, in the case of the six-cycle
engine, only the scavenging air devoid of fuel comes into direct
contact with the exhaust gas, thereby enabling to generate the
above advantageous function.
[0028] A six-cycle engine admits fresh air and scavenging air
consisting of cooled circulating exhaust gas into the fuel
combustion chamber via the scavenging port during the introduction
of scavenging air stroke, thereby cooling off the interior of the
fuel combustion chamber. However, compressive ratio has previously
been set in anticipation of the critical case of the driving
condition to enable the engine mechanism to be normally operable
all the time, thus, not only during the cooled-off condition, but
also even after being warmed to some extent, there may be such a
case in which there is a less need to cool off the engine with a
scavenging air, which depends on the actual temperature, actual
load, and the loaded duration. The above seventh means for solving
problems has been invented upon considering that it is not always
necessary to fully cool off the circulating exhaust gas.
[0029] The eighth means for solving problems provides a further
advantage by way of securing a system that is capable of
maintaining proper condition of the exhaust catalyst via a process
for sensing several conditions such as temperature of the exhaust
catalyst and the density of oxygen to automatically control the
volume of the circulating exhaust gas emitted from the exhaust port
during the introduction of scavenging air stroke.
[0030] The ninth means for solving problems according to the
present invention provides an advantage of varying the volume of
fresh air and the volume of circulating gas from an external EGR
relatively to scavenging air by properly controlling the aperture
degree of the second valve and the scavenging port valve via a
simple system. The ninth means has a further advantage because
temperature of the catalyst and density of oxygen can be adjusted
by way of combining the above means with an automatically
controlling system. In particular, when being combined with the
fifth means for solving problems, the ninth means for solving
problems makes it possible to vary the ratio between the volume of
circulating exhaust gas emitted from the exhaust valve via the EGR
(Exhaust Gas Recirculation) process and the volume of the
scavenging air, thereby advantageously accelerating the warming-up
of the engine and precisely controlling actual temperature of the
exhaust gas.
[0031] The tenth means for solving problems according to the
present invention provides a further advantage of properly
maintaining temperature of catalyst and density of oxygen. This can
be done by sensing actual conditions of temperature of the exhaust
catalyst and the density of oxygen contained therein to
automatically control the aperture degrees of the second valve and
scavenging port valve and adjust the ratio of the circulating
volume of exhaust gas contained in the scavenging air via the
external EGR process to fresh air.
[0032] FIG. 1 is a plan view of a portion of a cylinder head built
in a multi cylinder premix combustion type six-cycle engine
according to the first means for solving problems as viewed from
the piston side, which will be described in the first embodiment
for implementing the present invention;
[0033] FIG. 2 is a lateral view of the same as above (the
above-referred cylinder head according to the first embodiment for
implementing the present invention);
[0034] FIG. 3 is a chart illustrating the continuously variable
valve timing driving system serving as the first and second valves
according to the second embodiment for implementing the present
invention;
[0035] FIG. 4 is a chart illustrating the EGR (Exhaust Gas
Recirculation) system built in the direct injection type six-cycle
engine according to the second means for solving problems based on
the third embodiment for implementing the present invention;
[0036] FIG. 5 is a plan view of a cylinder head built in a
six-cycle engine used in the first embodiment as viewed from the
piston side according to the fourth means for solving problems,
which will be described in the fourth embodiment for implementing
the present invention;
[0037] FIG. 6 is a plan view of a cylinder head built in a
six-cycle engine used in the second embodiment as viewed from the
piston side according to the fourth means for solving problems,
which will be described in the fifth embodiment for implementing
the present invention;
[0038] FIG. 7 is a chart illustrating the EGR (Exhaust Gas
Recirculation) system built in the six-cycle engine according to
the fifth means for solving problems, which will be described in
the sixth embodiment for implementing the present invention;
[0039] FIG. 8 is a chart illustrating the continuously variable
valve timing driving system built in the suction valve of the
six-cycle engine, which will be described in as the sixth
embodiment for implementing the present invention;
[0040] FIG. 9 is a cross-sectional view of a cam shaft for driving
the exhaust valve used in the first embodiment according to the
seventh means for solving problems, which will be described in the
seventh embodiment for implementing the present invention;
[0041] FIG. 10 is a graphic chart illustrating the pre-set
accelerating velocity and the valve-lifting height against the
rotational angle of crank of the cam shown in FIG. 9;
[0042] FIG. 11 is a chart illustrating the exhaust valve driving
system according to the second embodiment according to the seventh
means for solving problems, which will be described in the eighth
embodiment for implementing the present invention;
[0043] FIG. 12 is a chart illustrating the valve controlling system
that applies the sixth, eighth, and the tenth means for solving
problems, which will be described in the ninth embodiment for
implementing the present invention;
[0044] FIG. 13 is a flowchart for controlling operation of the
actuator 93 according to the sixth means for solving problems,
which will be described in the ninth embodiment for implementing
the present invention;
[0045] FIG. 14 is a map illustrating aperture degree of the second
valve relative to aperture degree of the first valve according to
the sixth means for solving problems, which will be described in
the ninth embodiment for implementing the present invention;
[0046] FIG. 15 is a map illustrating the method of controlling the
exhaust valve according to the eighth means for solving problems,
which will be described in the ninth embodiment for implementing
the present invention; and
[0047] FIG. 16 is a map illustrating the method of controlling the
scavenging port valve according to the tenth means for solving
problems, which will be described in the ninth embodiment for
implementing the present invention.
REFERENCE NUMERALS
[0048] 1: Six-cycle engine [0049] 16: Fuel feeding device [0050]
17: Ignition plug [0051] 18: Direct injection type injector [0052]
20: Cylinder head [0053] 20A, 20B, 20C: Receptors for inserting
poppet valve formed in the cylinder head unit [0054] 21: Suction
port [0055] 22: Suction valve [0056] 23: The first valve [0057] 24:
A sensor for sensing aperture degree of the first valve [0058] 31:
Exhaust port [0059] 32. Exhaust valve [0060] 41: Scavenging port
[0061] 42: Scavenging valve [0062] 43: The second valve [0063] 43B:
Scavenging port valve [0064] 52: Rotational number sensor [0065]
63: Exhaust catalyst [0066] 68: Catalyst sensor [0067] 81/82: Lever
[0068] 83/84: Rod [0069] 85: Link [0070] 91/91B: Actuator [0071]
92: Actuator rod [0072] 93: Exhaust valve actuator [0073] 94:
Scavenging port valve actuator [0074] 111: Circulation port [0075]
112: Circulating gas cooling unit [0076] 120: Suction valve timing
cam shaft [0077] 121/121B: Suction cam [0078] 123, 123B, 133, 143:
Controlling shaft [0079] 124, 124B, 144: Rod [0080] 126, 126B, 136,
146: Rocker arm [0081] 126CF, 136CF, 146CF: Cam follower [0082]
127, 137, 147: Valve lifter [0083] 127RA: Rush adjuster [0084]
127SH, 137SH: Valve lifter shaft [0085] 128, 128B, 148: Locker arm
shaft [0086] 129, 129B, 149: Locker arm holder [0087] 130: Exhaust
valve timing cam shaft [0088] 131: Normal cam [0089] 131B: Exhaust
cam [0090] 132: Warm up cam [0091] 132B: Scavenging cam for the
exhaust valve [0092] 138: Eccentric wheel [0093] 139: Spring pin
[0094] 141: Scavenging normal cam [0095] 510: Accelerating pedal
[0096] 610: Controlling computer
[0097] The present invention provides a single exhaust port for the
six-cycle engine, wherein the exhaust gas and scavenging exhaust
gas are totally subject to passage through the exhaust catalyst.
Further, in order to deal with a problem of lowering temperature of
the exhaust catalyst, the temperature is controlled via thermal
insulation of combustion chamber and exhaust system and adjustment
of the relative aperture degree of the valve of the scavenging port
against the valve of the suction port. To deal with a problem of
causing the exhaust catalyst to be saturated with an excessive
volume of oxygen, the invention has solved the problem by using the
EGR system that fully substitutes the scavenging air with
circulating exhaust gas. Further, to deal with a problem of causing
the EGR system to be enlarged itself and another problem of
requiring much time for warm up, a self EGR system has been
provided to enable the exhaust valve to open itself in the
introducing of scavenging air stroke.
FIRST EMBODIMENT
[0098] The multi cylinder premix combustion type six-cycle engine
shown in FIG. 1 is provided with three kinds of valve in the fuel
combustion chamber, including a suction valve 22, an exhaust valve
32, and a scavenging valve 42. An ignition plug 17 is disposed at a
position apart from the center so that the above valves can
respectively share a wider area. A suction port 21 and a scavenging
port 41 are independently disposed. A fuel feeding device 16 is
linked with the suction port 21 so as to feed air-fuel mixture to
the fuel combustion chamber, whereas fresh scavenging air is led
from the scavenging port 41. The first valve 23 functioning as the
butterfly valve is secured to the suction port 21, whereas the
second valve 43 having the configuration identical to that of the
first valve 23 is secured to the scavenging port 41, where the
first valve 23 and the second valve 43 are respectively secured to
an independently rotating shaft.
[0099] FIG. 2 is a lateral view of a cylinder head 20 as viewed
from the upper side of FIG. 1. FIG. 2 illustrates operations
performed in the periphery of the link of the first and second
valve controlling systems. Generally, as shown in FIG. 12, in a
movable body such as an automobile, by stamping the accelerator
pedal or turning the throttle grip that is linked with the throttle
valve disposed in the suction port of the engine, the built-in
engine is actuated in the direction of opening the throttle valve.
In the first practical embodiment of the present invention, the
six-cycle engine is also provided with a similar linkage mechanism
(not shown) to actuate the first valve 23 corresponding to the
throttle valve in response to the actuating operation performed by
a driver. Further, the second valve 43 is linked with the first
valve via a lever 81, a rod 83, a link 85, another rod 84, and
another lever 82. An actuator 91 is driven to externally vary the
protruding amount of another rod 92 in response to actual
temperature of exhaust gas. While the exhaust catalyst bears an
appropriate temperature, the actuator 91 remains in a condition
shown in FIG. (A), and then, the second valve 43 opens itself to
the same aperture degree as the first valve 23. When the detected
value of temperature of the exhaust gas rises (or when it is
anticipated that temperature of the exhaust catalyst will rise), as
shown in FIG. (B), the actuator 91 is actuated to push a rod 92
that supports the fulcrum of a link 85. In response to this action,
the rod 84 moves in the direction of opening the second valve 43
from the position of the two-dot chained line so as to feed more
scavenging air. Conversely, when the detected value of temperature
of the exhaust gas is lowered (or when it is anticipated that
temperature of the exhaust catalyst will lower), the rod 92 of the
actuator 91 retracts itself to cause the second valve 43 to be
closed relatively to the first valve 23, thereby causing the second
valve 43 to be operated so as to introduce less scavenging air
therein.
[0100] The first means for solving problem according to the present
invention is not limited to such a case where the valve linked with
the accelerator pedal and the throttle grip is the first valve 23.
It is apparent to those skilled in the art that similar effect can
be achieved even when a throttle valve is disposed against the
whole suction port and scavenging port, and in addition, even when
disposing another valve that can be opened and closed by an
actuator on the part of a down-stream side suction port or
scavenging port. Further, it is also allowable to provide an
actuator that can directly operate the second valve in place of the
linkage mechanism in order to operate the actuator in conjunction
with the movement of the first valve via an electronic controlling
means. The above arrangement is also included in the inventive
conception of the first means for solving problems.
SECOND EMBODIMENT
[0101] FIG. 3 illustrates the inventive valve driving system
provided for the six-cycle engine based on the first means for
solving problems, where the valve driving system uses a
continuously variable valve timing system for the suction valve (as
the first valve) and the air scavenging valve (as the second
valve). The cylinder head has been omitted from FIG. 3. The suction
valve 22 and the scavenging valve 42 are configured with dimensions
being equal to each other. The scavenging valve is shown in the
nearer side from viewers. In FIG. 3, component parts (126 to 129)
of the suction variable valve timing mechanism including the
scavenging valve are shown in the state overlapped with the
component parts for scavenging. When adopting the continuously
variable valve timing system into the scavenging valve and the
suction valve, pressure at the valve portion can be prevented from
lowering, making it possible to dispense with pumping loss, thus,
fuel combustion efficiency can be increased for the partial load
conditions in which volume of inflow of intake air and scavenging
air must be limited. Not only for the premix combustion type
engines, but the effect for minimizing pumping loss is also
achievable with the direct fuel injection engines. Further, since
operators are free from using care with the pumping loss, there is
no need to apply the lean burn in which combustion speed is low.
Therefore it is quite effective for economizing the combustion cost
by faster combustion.
[0102] The continuously variable valve timing mechanism applied to
the suction valve 22 and the air scavenging valve 42 are
individually provided with a couple of crank-shaped controlling
shafts 123 and 143, which are further provided with a link
mechanism 85 etc. shown in FIG. 3 with a two-dot chained line as
shown in the first practical embodiment. The continuously variable
valve timing mechanism is capable of relatively controlling
aperture degrees of valves by operating the actuator 91. In this
embodiment, the above-cited controlling shaft and the cam shaft are
disposed on the upper surface of the cylinder head shown with the
two-dot chained line. When the exhaust catalyst bears an
appropriate temperature, the actuator 91 enters into the state
shown in FIG. 3. The suction valve 22 and the scavenging valve 42
are respectively operated by the link mechanism being linked with
both valves so as to provide proportional valve aperture degree.
The actuator 91 is driven so as to externally vary the protruding
amount of the rod 92, and then properly adjusts the aperture degree
of the scavenging valve relatively to the aperture degree of the
suction valve.
[0103] In the above continuously variable valve timing mechanism,
cams 121 and 141 are respectively provided for the corresponding
valve mechanism for a common cam shaft 120. Further, locker arms
126 and 146 provided with cam followers 126CF and 146CF are
respectively installed for the cams 121 and 141. By operating valve
lifters 127 and 147 that individually swing in linkage with the
swinging movement of the above locker arms 126 and 146, each valve
is pushed and opened. Each of the continuously variable valve
timing mechanism employs rotation of each control shaft to move the
locker arms 126 and 146 with locker arm holders 129 and 149 along
the arc-shaped guide formed by the cylinder heads shown by the
two-dot chained line through the rods 124 and 144 in the rotating
direction of the cams. This movement makes it possible to change
the positions of the cam followers relative to the rotating angle
of the cams, the opening/closing timing of the above valves, and
the point of action relative to the valve lifters, thereby changing
the amounts of valve lift.
[0104] The cam shaft according to the practical embodiment of the
present invention is rotated in the counterclockwise direction. By
stamping the accelerator pedal, the shaft 123 for controlling the
suction valve corresponding to the first valve of the mounted
internal combustion engine is rotated in the counterclockwise
direction, forcing the shaft 123 to be rotated in the direction of
expanding the aperture of the valve. FIG. 3 illustrates an actual
condition in which the accelerator pedal has been stamped to the
maximum position where the valve lifting height has become maximum.
When the operator eases up on the accelerator pedal, the
controlling shaft 123 and 143 are rotated in the clockwise
direction against the drawing. As a result, the locker arms 126 and
146 respectively shift to the right. This in turn causes the locker
arms 128 and 148 being the swinging center of the locker arms 126
and 146 to respectively approach the point of action for the valve
lifters to cause the valve-lifting height to decrease.
Concurrently, the valve opening/closing timing is advanced. The
head portion of each poppet valve has the receptors 20A and 20B
formed in the cylinder head. When the valve heads remain in the
receptors, the aperture area remains 0 to cause the aperture area
of the valve to be opened quickly.
[0105] The continuously variable valve timing mechanism according
to the second practical embodiment is capable of simultaneously
varying the open angle and the timing solely via rotations of the
controlling shafts 123 and 123B. Since the force applied to the
locker arms is opposite to each other, the applied forces
substantially cancel the opposite force to minimize the supporting
torque. Hence, it is possible to operate the continuously variable
timing mechanism in conjunction with the operating system in the
same way as the throttle valve. Even when operating the
continuously variable timing mechanism with the actuator via the
electronic controlling system, this can be executed by applying
less driving force.
THIRD EMBODIMENT
[0106] FIG. 4 is a conceptual diagram of the EGR system built in
the direct injection type three-valve six-cycle engine according to
the second means for solving problem. The cylinder heads 20 are
illustrated as seen from the piston side. The EGR system according
to the present embodiment has an exhaust gas circulating port 111
for circulating exhaust gas from an exhaust port 31 to a scavenging
port 41. The exhaust gas circulating port is equipped with a
cooling unit 112 that cools off the exhaust gas. In the
introduction of scavenging air stroke, cooled circulating exhaust
gas is introduced from the scavenging valve 42. In the suction
stroke, fresh air is introduced from the suction valve 22. In the
present embodiment, the first valve 23 and the second valve 43
respectively act themselves in the same way as in the first
embodiment. When a high degree of temperature has been detected
from the exhaust gas, the second valve 43 opens itself relatively
to the first valve 23. Conversely, when a low degree of temperature
has been detected from the exhaust gas, the second valve 43 closes
itself relatively to the first valve 23.
[0107] The six-cycle engine according to the third means for
solving problem is the premix combustion type engine comprising a
fuel feeding device disposed in the suction port according to the
first means for solving problems.
FOURTH EMBODIMENT
[0108] FIG. 5 is a plan view of the cylinder heads 20 provided for
the premix type six-cycle engine according to the fourth means for
solving problems as viewed from the piston side. In the present
embodiment, the scavenging valve 42 and the exhaust valve 32 are
configured with large dimensions, whereas the suction valve 22 is
configured with relatively small dimensions. Air-fuel mixture is
supplied from the suction port 21, whereas fresh air is supplied
from the scavenging port 41 in the most cases. In the introduction
of scavenging air stroke, only the scavenging valve 42 opens
itself. In the suction stroke, the suction valve 22 opens itself
simultaneously with the scavenging valve 42 so as to introduce
air-fuel mixture and fresh air therein. A certain volume of fuel
required for generating single round of explosion is injected into
the suction port 21 with an air-fuel mixture with a density thicker
than that is fed into any of normal engines. It is so arranged that
the mixture is further mixed with the scavenging air fed from the
scavenging valve 42 during the suction stroke and the compression
stroke so as to fill the cylindrical interior with a predetermined
premix condition. The fourth means for solving problems makes it
possible to provide the area of the scavenging valve 42 to be wider
than in the case of disposing the valves in the six-cycle engine
according to the first embodiment. In particular, since the valve
area in the course of suction that most affects the power output
becomes the sum of the valve areas of the suction valve 22 and the
scavenging valve 42, the valve area during the suction stroke
exceeds that of the four-cycle engines, thus making it possible to
realize the rotational number being equal to or beyond that is
achievable by any of four-cycle engines. Although not being
illustrated, the first valve and the second valve are also present
in the fourth embodiment, thereby making it possible to properly
adjust the air scavenging volume relative to the suction air.
PRACTICAL EMBODIMENT 5
[0109] FIG. 6 is a plan view of the five-valve cylinder head 20
according to the fourth means for solving problems as seen from the
piston side. In the fourth embodiment, actual sizes of valves are
substantially equal to each other. Total area of individual valves
differs via the number of valves including two units of the
scavenging valve 42, single unit of the suction valve, and two
units of exhaust valves. Since individual valves are compactly
configured, valves can be opened to full extent via a minimum
lifting height, thereby enabling to raise the number of the
rotation of the six-cycle engine.
SIXTH EMBODIMENT
[0110] FIG. 7 is a plan view of the cylinder head 20 built in the
six-cycle engine according to the fifth means for solving problem
as viewed from the piston side and also an overall schematic view
including the cylinder head 20. The scavenging valve 42 built in
the six-cycle engine is configured to be smaller than the
dimensions of the exhaust valve 32 and the suction valve 22, which
is disposed adjacent to the exhaust valve 32. Circulating exhaust
gas emitted from the exhaust port 31 is cooled off by a cooling
unit 112 set to an exhaust circulating port 111, which is then led
to the exhaust port 41, and then led into the fuel combustion
chamber via the exhaust valve 32. The capacity of the EGR system
provided for the present embodiment is so arranged that the
capacity becomes short when the six-cycle engine outputs a high
power. Hence, the EGR system is compactly configured due to the
short capacity. When the six-cycle engine outputs low power, the
suction valve does not open itself during the introduction of
scavenging air stroke, but it admits scavenging air only from the
scavenging valve. When the six-cycle engine outputs high power, the
suction valve opens itself during the introduction of scavenging
air stroke so as to feed fresh air into the fuel combustion chamber
to compensate the shortage of the scavenging air. Concretely, the
suction valve is open during the introduction of scavenging air
stroke when the above engine is driven with a more than
predetermined number of the revolution and a more than
predetermined aperture degree of the throttle valve. The aperture
degree is maximized at a point close to the maximum power output
from the six-cycle engine. FIG. 16 illustrates a map for
controlling the aperture degree of the suction valve during the
introduction of scavenging air stroke.
[0111] FIG. 8 is a schematic diagram of the continuously variable
valve timing driving system for driving the suction valve according
to the present embodiment. Although being similar to the system
shown in FIG. 3, the system shown herein is provided with a valve
lifter 127 that follows up a locker arm having a greater operative
angle relative to a couple of locker arms 146 and 146B so as to
solely drive the suction valve 22. The controlling shaft 123 varies
the aperture degree of the suction valve 22 used as the first valve
during the suction stroke. The controlling shaft 123B varies the
aperture degree of the suction valve 22 during the introduction of
air scavenging stroke. In the present embodiment, the controlling
shafts 123 and 123B are not interlinked via the linking mechanism,
but the shaft 123B is solely operated by an actuator 91B that is
independently driven.
SEVENTH EMBODIMENT
[0112] FIG. 9 is a cross-sectional view of a cam shaft 130 built in
the variable valve timing mechanism provided for the six-cycle
engine according to the seventh means for solving problems. All the
valve-driving cam shafts including the present cam shaft 130 make a
full turn while the crank fully rotates three times. The 12 o'clock
direction indicated by the cam shown in FIG. 9 corresponds to the
top dead center point at which the piston starts off the explosion
and expansion stroke, and the cam shaft 130 built in the six-cycle
engine rotates in the counterclockwise direction. The cam shaft 130
is provided with two kinds of cam. The cam 131 shown on the front
side in FIG. 9 is used for driving the exhaust valve 32 in the
normal mode (hereinafter referred to as "normal-mode cam"). The cam
131 causes the exhaust valve 32 to be opened during the exhaust
stroke and the scavenging air exhausting stroke. The other cam
shown on the back of FIG. 9 is a warming-up cam 132, which causes
the exhaust valve to be opened even when the introduction of
scavenging air stroke is underway.
[0113] FIG. 10 is a graphic chart illustrating the accelerating
rate and the valve lifting height of the exhaust valve relative to
the rotating angle of the crank built in the six-cycle engine using
the exhaust valve cam shaft according to the present embodiment.
The longitudinal axis of the graph shown in the upper side shows
the accelerating rate preset of the exhaust valve, where the
acceleration rate in the direction of opening the exhaust valve is
shown in a positive sign. The longitudinal axis of the graph shown
in the lower side shows the valve-lifting height of the exhaust
valve. The lateral axis designates the rotating angle of the crank.
The crank makes a full turn for three times per cycle comprising
six strokes. Of these, based on the point 0 degree that corresponds
to the upper dead center of the piston that sets off the
explosion/expanding stroke corresponding to the third stage stroke,
a total of 900.degree. of the crank angles covering a total of five
stage strokes ranging from the third stage stroke of the
explosion/expansion, discharge of exhaust gas, introduction of
scavenging air, scavenging air exhausting, and the suction, up to
the first stage stroke of the following cycle is designated by way
of dividing 900.degree. into 180.degree. as a scaling unit.
[0114] The dotted line shown in FIG. 10 shows the preset
accelerating velocity and the valve lifting curve of the normal cam
131 for the exhaust valve. There are buffering portions indicated
by slightly tilted straight lines at the initial and ending
portions of the valve lifting curve. The valve lifting movement is
initiated at preset accelerating velocity of the valve at the
ending point of the initial buffering portion. It is so arranged
that the preset acceleration rate continuously lasts in a range
below a certain accelerating rate. Due to continuity of the
accelerating rate, as a whole, the valve lifting curve takes a mild
curve. When analyzing the crank angle at the one-eighth height of
the maximum valve lifting range, not only in the case of the
exhaust stroke, but also in the case of the scavenging air
exhausting stroke, the normal cam has a cam profile configured such
that valve starts opening at 30.degree. before the bottom dead
center and closes at 5.degree. after the top dead center, which
comprises 215.degree. degrees in total.
[0115] The preset accelerating rate and the valve lifting curve of
the warming-up cam 132 according to the present embodiment are
respectively set as shown via solid lines. The valve open angle of
the warming-up cam in the exhaust stroke is identical to that of
the cam for the normal mode. Clearance between the valve and the
piston near the top dead center is the same as that of the normal
cam. However, after passing the top dead center, unlike the normal
cam, the valve does not seat onto the valve seat, but it resumes a
lifting movement. When the valve exceeds the maximum cam lifting
height set by the normal mode, the lifting height provisionally
becomes constant. When the valve approaches the maximum cam lifting
point during the scavenging air discharging stroke in the normal
mode, the valve again accelerates own movement in the seating
direction in same the manner as the normal cam until being seated
in position. The warming-up cam always has the same lifting height
as or a larger lifting height than the normal cam. This arrangement
makes it possible to use the simplified variable valve timing
mechanism as cited in the above-referred Japanese Patent
Publication 2.
[0116] In the present embodiment, the minimum point of lifting the
valve between a couple of cam peaks corresponds to the point at
26.5.degree. after passing the top dead center of the angle of the
crank after initiating the introduction of scavenging air stroke.
Nevertheless, since the piston is apart from the valve at the
bottom dead center, there is no need to close the valve and it
makes it possible to maintain the valve lifting height at the
maximum. Thus, it is possible to fully secure an optimum valve
aperture degree during the introduction of scavenging air stroke,
and yet, it is possible to expand the valve aperture rate during
the introduction of scavenging air stroke. The expanded aperture
degree of the valve reduces effectively the pumping loss.
EIGHTH EMBODIMENT
[0117] FIG. 11 is an overall schematic diagram of the continuously
variable valve timing driving mechanism provided for the exhaust
valve 32 built in the six-cycle engine according to the second
embodiment that has introduced the seventh means for solving
problems, in which illustration of the cylinder head is omitted.
The above mechanism is provided with an exhaust cam 131B that opens
the exhaust valve 32 during the exhaust stroke and a scavenging cam
132B that opens itself during the introduction of scavenging air
stroke and the scavenging air discharging stroke, where the exhaust
cam 131B and the scavenging cam 132B are secured to a cam shaft 130
that is rotated in the clockwise direction. The above continuously
variable valve timing mechanism is provided solely for the
scavenging cam 132B. An eccentric wheel 138 functioning as the
fulcrum of the locker arm 136 is integrally rotated in conjunction
with a controlling shaft 133 and a spring pin 139. Another locker
arm 136B for the exhaust cam 131 is disposed in the inner location
of the locker arm 136, where the fulcrum of the locker arm 136B is
directly secured by a controlling shaft 133. Even when the
controlling shaft 133 rotates, the fulcrum thus does not shift its
position, thereby enabling the locker arm 136B to swing itself with
no difference in the operating conditions at all. The above locker
arms 136 and 136B both swing the valve lifter 137 so as to open the
exhaust valve 32. Although not being illustrated, the locker arms
136 and 136B have a spring means for pressing a cam follower
against the above cams.
[0118] FIG. 11 represents the state of warming up. In this
condition, rotational angle of the controlling shaft 133 causes the
aperture of the exhaust valve 32 to be maximized during the
introduction of scavenging air stroke. By causing the controlling
shaft 133 to be rotated in the clockwise direction, the fulcrum
positions of the locker arms 136 and 136B are shifted in the
rotating direction of the cam 132. This in turn delays the timing
relative to the rotation of the cam 132 to further cause the timing
for opening and closing the exhaust valve 32 to be delayed.
Concurrently, by causing the position of the acting point for a
valve lifter to be apart from a valve lifter shaft 137SH, swinging
movement of the valve lifter decreases to cause the valve lifting
height to be decreased. By causing the controlling shaft 133 to be
rotated to the right shown in FIG. 11, the exhaust valve 32 that
remained open itself during the introduction of scavenging air
stroke and remained closed at the end of the scavenging air
discharging stroke gradually retards the opening point so as to
decrease the aperture degree in the introduction of scavenging air
stroke. In the meantime, the exhaust valve 32 opens and closes
itself in the exhaust stroke.
NINTH EMBODIMENT
[0119] FIG. 12 is an overall schematic diagram of the valve
controlling system that has adopted the sixth, eighth, and the
tenth means for solving problems. The six-cycle engine 1 according
to the ninth embodiment is provided with the first and second
valves, which individually correspond to the suction valve 22 and
the scavenging valve 42 respectively equipped with a continuously
variable valve timing mechanism shown in FIG. 3. The valve
controlling system is further provided with a scavenging port valve
43B according to the ninth means for solving problems. The suction
port is disposed on the opposite side of the scavenging port, which
is not illustrated in FIG. 12. The exhaust valve is provided with
the continuously variable valve timing driving system shown in FIG.
11. An exhaust gas circulating port 111 is disposed between the
exhaust port and the scavenging port. A cooling device 112 is
disposed at the port 111.
[0120] The controlling computer 610 comprises the following: the
first valve aperture sensor 24 that is mounted to the control shaft
of the first valve that is operated according to the accelerator
pedal that driver operates, a means for receiving signal from a
catalyst sensor 68 that senses temperature of exhaust gas and
actual density of oxygen, and a means for driving an actuator 91
that controls relative aperture degrees of the first and second
valves according to the actual exhaust condition. The catalyst
sensor is disposed at a position at which the sensing delay rate of
the sensor is substantially equal to the delay rate in the
conditional variation of catalyst against the variation of exhaust
gas. Delay in the sensing operation committed by the sensor is
physically corrected. The controlling computer 610 is further
provided with a sensor 52 that detects the actual number of the
rotation of the six-cycle engine. The controlling computer 610 is
further provided with a function that drives another actuator 94
that opens and closes valve 43B so as to provide the scavenging
port with fresh air enough to suffice shortage of circulating
exhaust gas needed for admitting scavenging air. The above
controlling computer 610 is further provided with a function that
drives another actuator 93 that causes the controlling shaft of the
exhaust valve to be rotated.
[0121] FIG. 13 is an operational flowchart that illustrates control
of drive of the actuator 91 according to the present embodiment.
After completing a warming-up process, when the exhaust gas
temperature value detected reaches an appropriate level, the
actuator 91 is set to a normal position, where the first and second
valves are respectively provided with a proportional aperture
degrees. If a high temperature has been detected from the exhaust
gas or if it is anticipated that temperature of the exhaust
catalyst will rise, the actuator will push the controlling rod
forward to cause the aperture degree of the second valve to
increase relatively. If a low temperature has been detected from
the exhaust gas, or if it is anticipated that temperature of the
exhaust catalyst will lower, the actuator will pull the controlling
rod so as to decrease the aperture degree of the second valve.
Since the logic of the control is simple, it is not always
necessary to use a computing means. For example, it is also
practicable to control such a system that drives the actuator by
applying thermally expansible fluid.
[0122] FIG. 14 is a graphical map that illustrates aperture degree
of the second valve relative to that of the first valve in
proportion to the value of the detected temperature of exhaust gas
according to the present embodiment Whenever executing an
electronic controlling method, the present map is applicable in
order that the second valve shall constantly remain within an
operable range.
[0123] FIG. 15 is a controlling map that illustrates the practical
timing for causing the exhaust valve 32 to be opened in response to
the actual value of the detected temperature of the exhaust gas.
The numerical angular values shown therein designates the crank
angles to show the actual angular point at which the exhaust valve
is opened from the bottom dead center of the piston that
corresponds to the terminating point of the introduction of
scavenging air stroke. Basically, when temperature remains below a
predetermined degree, the open angle widens in the scavenging
stroke. When temperature remains above a predetermined degree, the
open angle is gradually decreased. When the first valve is closed,
since it is not necessary to open the exhaust valve 32 during the
introduction of scavenging air stroke, open angle is also
decreased. Even when the open angle has the minimum value, the
first valve is closed at a point corresponding to 10.degree. after
passing the bottom deal center in order to secure the valve lifting
height in the scavenging stroke. The controlling computer 610
computes an operational target value of the actuator 93 via the
present map for individually detected values to drive the actuator
to an optimal position. Since the present embodiment applies the
continuously variable valve timing mechanism, the valve aperture
degree is continuously varied. In such a variable valve mechanism
that switches the cam as shown in FIG. 9; however, when the
aperture and temperature of the first valve exceed a predetermined
line, a switching operation is executed to shift the warming-up cam
over to the standard cam. In the present embodiment, oxygen density
is adjusted by adjusting the fuel supplying volume. However,
whenever opening the exhaust valve 32 in the course of admitting
the scavenging air, the opening process is executed in
consideration of the decrease of the volume of the scavenging air
to be introduced equivalent to the volume of the incoming exhaust
gas.
[0124] FIG. 16 illustrates a map for controlling the aperture
degree of the scavenging port valve 43B for the detected value of
the rotational number of the six-cycle engine and also against the
engine torque according to the present embodiment. Initially, the
controlling computer 610 estimates a practical torque by referring
to the detected values of the engine rotational number and the
aperture degree of the first valve. Next, the computer 610 reads
the target aperture degree of the scavenging port valve from the
map by referring to the engine torque and the detected value of the
rotational number of the engine before driving the actuator 94 to a
proper position. Basically, it is so arranged that the scavenging
port valve 43B is opened in a range being short of scavenging air
for the volume of circulating gas that can be supplied so as to
admit fresh air being short. For this reason, the same effect can
be achieved by detecting the decreased pressure of the scavenging
port 41 to control the scavenging port valve to be opened. In the
event where lowered density of oxygen of the catalyst generates
reductive atmosphere or the temperature of the exhaust is
excessively high, the controlling computer 610 executes a
corrective operation in the direction to increasing the proportion
of fresh air, in other words, in the direction to opening the
scavenging port valve 43B.
[0125] It is reported that the six-cycle engines have been used for
fuel consumption racing cars. The results evidenced that the
six-cycle engines have high potentials in economy of fuel
consumption. However, concrete details of the six-cycle engines
used for the racing cars have not been disclosed to the concerned.
On the other hand, the four-cycle engines have thus far been
consummated technologically in the market. Compared to the
four-cycle engines, it was anticipated that the six-cycle engines
generates a less number of internal explosion in an identical
number of the rotation, leading to lowering power output. Hence,
there has been no sign of positive study thus far made so as to
prepare a full-scale mass production of the six-cycle engines.
Nevertheless, as a result of practical study, a variety of
advantages cited below have been realized, which include the
following.
1: Fuel consumption efficiency is improved because compression
ratio can be increased, 2: Charging efficiency is improved because
temperature inside the fuel combustion chamber of the six-cycle
engine during the suction stroke is lower than that of the
four-cycle engines, 3: Denser air-fuel mixture can be used because
when the fresh-suction stroke is set off, scavenging gas remains in
the fuel combustion chamber, in other words, oxygen still remains
therein.
[0126] Due to the above reasons, it has become obvious that the
six-cycle engine is essentially capable of generating an output
power close to that can be generated by the four-cycle engines with
the same displacement.
[0127] Further, the means for solving problems embodied by the
present invention has successfully established various means for
precisely controlling actual condition of built-in catalyst thus
far being apprehensive. In consequence, all the apprehensive
problems have fully been solved. In summary, the six-cycle engine
according to the present invention is applicable to all the
applications requiring fuel-economy internal combustion
engines.
* * * * *