| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 1 | 内燃机的控制方法 | CN02819896.4 | 2002-09-04 | CN1564909A | 2005-01-12 | 朝井豪; 今森敏一; 增田宏司 |
| 一种能实现在增压内燃机中利用阿特金森循环化使热效率提高及充填效率提高、并使增压器效率提高及凸轮设计自由度的增大的控制方法。尤其是涉及带有增压器的内燃机的阀开闭控制方法。通过在压缩行程前期将排气阀暂时再开启，能降低有效压缩比，由此能使缸内压力不过度上升，提高热效率。最好将排气阀再开启时期设定为使有效压缩比/膨胀比在0.5～0.9的范围内。另外，在起动时或低负荷运行时，在压缩行程前期暂时不打开排气阀，以获得在高负荷运行时利用所述排气阀再开启所进行的阿特金森循环化。 | ||||||
| 2 | 一种增压活塞 | CN201410852802.5 | 2014-12-17 | CN104533655A | 2015-04-22 | 邵宏 |
| 一种增压活塞，包括活塞机构、贮存机构、控制机构，所述活塞机构的活塞1中设置有气门杆孔6，活塞1前端设置有气门口5，连杆腔11前端的活塞壁内设置有贮气腔4；所述控制机构的活塞前端设置有气门7，气门7的气门杆8尾部设置有复位弹簧9、后端设置有压盖10；本发明利用活塞运动到后至点时触压压盖顶开气门让作功后期的高压燃气进入设置于连杆腔前端的贮存腔中，储存作功后期的高压燃气；采用吸气冲程时活塞运动到后至点时触压压盖顶开气门放出储存的高压燃气加压吸入的空气，使缸内得到更高的压缩比，充分利用燃气高压提高发动机的动力性和经济性。 | ||||||
| 3 | 大型往复活塞式燃烧发动机及其控制设备和控制方法 | CN201310244297.1 | 2013-06-19 | CN103541819A | 2014-01-29 | L·克尼普斯特罗姆; R·舒尔茨; P·施米茨; G·苏得沃伊 |
| 本发明提供一种大型往复活塞式燃烧发动机及其控制设备和控制方法。所述往复活塞式燃烧发动机（1）包括：配备有缸套（4）的至少一个缸体；至少一个活塞（6），所述活塞以可动的方式布置在所述缸套内；以及曲轴（2），所述曲轴以可旋转的方式布置在曲轴壳体中，其中每个活塞都经由活塞杆（7）连接到十字头（8），并且所述十字头经由连杆（9）连接到所述曲轴（2）以驱动所述曲轴，其中，每个十字头（8）都设置有用于控制所述往复活塞式燃烧发动机的压缩比的控制设备（10）。 | ||||||
| 4 | 大型往复活塞式燃烧发动机及其控制设备和控制方法 | CN201310244297.1 | 2013-06-19 | CN103541819B | 2017-08-08 | L·克尼普斯特罗姆; R·舒尔茨; P·施米茨; G·苏得沃伊 |
| 本发明提供一种大型往复活塞式燃烧发动机及其控制设备和控制方法。所述往复活塞式燃烧发动机（1）包括：配备有缸套（4）的至少一个缸体；至少一个活塞（6），所述活塞以可动的方式布置在所述缸套内；以及曲轴（2），所述曲轴以可旋转的方式布置在曲轴壳体中，其中每个活塞都经由活塞杆（7）连接到十字头（8），并且所述十字头经由连杆（9）连接到所述曲轴（2）以驱动所述曲轴，其中，每个十字头（8）都设置有用于控制所述往复活塞式燃烧发动机的压缩比的控制设备（10）。 | ||||||
| 5 | 电动复合增压可变压缩比汽油发动机系统 | CN201610486612.5 | 2016-06-28 | CN106089454A | 2016-11-09 | 张力; 陈斌; 罗求顺 |
| 本发明公布了一种电动复合增压可变压缩比汽油发动机系统。该系统主要功能部件包括：进气管道、旁通阀、电动增压器、中冷器、可变气门正时机构、可变气门升程机构、发动机体、排气管道、涡轮增压器。该汽油发动机采用大几何压缩比结构设计。在中小负荷工况以自然吸气、大压缩比方式运行，有利于提高中小负荷工况下的燃油消耗率。在大负荷工况，通过减小进气门升程、提前进气门关闭时刻，变更为小压缩比方式运行；同时利用电动增压和废气涡轮增压的复合增压，形成快速响应的高比增压能力，在进气门流通能力减小情况下通过高比增压满足大负荷工况对进气充量的要求；小压缩比、高比增压进气节流冷效应有助于大负荷工况下汽油机爆震燃烧的抑制。 | ||||||
| 6 | 内燃机的控制方法 | CN02819896.4 | 2002-09-04 | CN1314890C | 2007-05-09 | 朝井豪; 今森敏一; 增田宏司 |
| 一种能实现在增压内燃机中利用阿特金森循环化使热效率提高及充填效率提高、并使增压器效率提高及凸轮设计自由度的增大的控制方法。尤其是涉及带有增压器的内燃机的阀开闭控制方法。通过在压缩行程前期将排气阀暂时再开启，能降低有效压缩比，由此能使缸内压力不过度上升，提高热效率。最好将排气阀再开启时期设定为使有效压缩比/膨胀比在0.5～0.9的范围内。另外，在起动时或低负荷运行时，在压缩行程前期暂时不打开排气阀，以获得在高负荷运行时利用所述排气阀再开启所进行的阿特金森循环化。 | ||||||
| 7 | Large reciprocating piston combustion engine, and control apparatus and method for controlling such engine | JP2013146160 | 2013-07-12 | JP2014020375A | 2014-02-03 | LEIF KNIPSTROEM; SCHULZ REINER; PETER SCHMITZ; GREGORY SUDWOJ |
| PROBLEM TO BE SOLVED: To provide a large reciprocating piston combustion engine in which controlling a variable compression ratio requires little or no external space.SOLUTION: A large reciprocating piston combustion engine has: at least one cylinder having a cylinder liner; at least one piston movably arranged in the cylinder liner; and a crank shaft rotatably arranged in a crank shaft housing. The piston is connected to a cross head via a piston rod. The cross head is connected to the crank shaft via a connection rod and the crank shaft is driven. The cross head is provided with a control apparatus and a compression ratio of the reciprocating piston combustion engine is controlled. | ||||||
| 8 | METHOD OF CONTROLLING INTERNAL COMBUSTION ENGINE | EP02762997.1 | 2002-09-04 | EP1424474A1 | 2004-06-02 | ASAI, Gou; IMAMORI, Toshikazu; MASUDA, Hiroshi |
The invention provides a control method of intending to improve a heat efficiency by an Atkinson cycle, improve a charging efficiency, improve an efficiency of a supercharger and increase a freedom of cam design. In particular, the invention relates to a control method of opening and closing a valve in an internal combustion engine with supercharger. An effective compression ratio is decreased by temporarily re-opening an exhaust valve in a compression stroke first stage, whereby a heat efficiency is improved without excessively increasing a cylinder internal pressure. Preferably, an exhaust valve re-opening time is set such that the effective compression ratio/expansion ratio is within a range from 0.5 to 0.9. Further, an exhaust valve is not temporarily opened in a compression stroke first stage, at a time of starting or driving under a low load, and the Atkinson cycle in accordance with the re-opening of the exhaust valve is achieved at a time of driving under a high load. |
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| 9 | 内燃機関の制御装置 | JP2015038830 | 2015-02-27 | JP2016160803A | 2016-09-05 | 高橋 真知子 |
| 【課題】適合工数の増大を抑制しつつ吸気圧および大気圧からポンピングロストルクを算出できるようにした内燃機関の制御装置を提供する。 【解決手段】補正係数算出処理部M21は、大気圧Paを基準大気圧Pa0で除算して補正係数ekpaを算出する。規格化処理部M22は、目標吸気圧Pm*を補正係数ekpaで除算することで、規格化吸気圧Pm*/ekpaを算出する。規格化値算出処理部M24は、規格化吸気圧Pm*/ekpaと、回転速度NEとに基づき、規格化ポンピングロストルクPump0を算出する。非規格化値算出処理部M25は、規格化ポンピングロストルクPump0に、補正係数ekpaを乗算することで、ポンピングロストルクPumpを算出する。 【選択図】図6 |
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| 10 | 内燃機関の制御装置 | JP2013123069 | 2013-06-11 | JP2014240623A | 2014-12-25 | SHIMIZU HIROKAZU |
| 【課題】吸気バルブの閉時期を変更する可変動弁機構と、ピストンの上死点位置を変更して圧縮比を変更する圧縮比可変機構と、を備えた内燃機関において、有効圧縮比が過渡状態で一時的に過大若しくは過小になることを抑制する。【解決手段】可変動弁機構による圧縮比の変化方向と圧縮比可変機構による圧縮比の変化方向とが異なるときに、可変動弁機構による圧縮比変化の応答を遅らせる。これにより、可変動弁機構による圧縮比変化の応答が圧縮比可変機構に比べて速い場合に、可変動弁機構による圧縮比の変化が圧縮比可変機構による圧縮比の変化に同調し、有効圧縮比が過渡状態で一時的に過大若しくは過小になることが抑制される。【選択図】図13 | ||||||
| 11 | CONTROL APPARATUS AND CONTROL METHOD FOR INTERNAL COMBUSTION ENGINE | US15054967 | 2016-02-26 | US20160252020A1 | 2016-09-01 | Machiko TAKAHASHI |
| A control apparatus for an engine, the control apparatus includes an ECU. The ECU is configured to: calculate a normalized intake pressure; calculate a pumping loss torque based on the normalized intake pressure; calculate a first value or a value of a linear function as the normalized intake pressure, the first value is obtained by dividing the intake pressure by the atmospheric pressure; calculate the output value based on the normalized intake pressure and a relational data that associate a normalized output value with the normalized intake pressure; the output value is one of a second value obtained by dividing the pumping loss torque by the atmospheric pressure, a normalized pumping loss torque, a third value obtained by dividing an exhaust pressure by the atmospheric pressure, and a normalized exhaust pressure; and calculate one of the pumping loss torque and the exhaust pressure. | ||||||
| 12 | Cam motion control unit | US29716072 | 1972-10-12 | US3817228A | 1974-06-18 | BYWATER J |
| A control unit for varying the length of the reciprocatory stroke of a pushrod or other member reciprocated in response to motion of a cam in which a sliding cylinder has a piston slidably mounted therein. The cylinder acts directly on the pushrod and the cam acts on the piston. The outflow of fluid from a space between a closed end of the cylinder and the piston is regulated by a valve so that lifting movement transmitted to the piston from the cam is not wholly transmitted to the cylinder, when the valve is open, because of the outflow, and therefore the lift of the push rod is reduced.
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| 13 | Internal combustion power plant | US70237733 | 1933-12-14 | US2097883A | 1937-11-02 | ERIK JOHANSSON JOHAN |
| 14 | Controlling means for internal-combustion-engine plants | US1914862922 | 1914-09-22 | US1452561A | 1923-04-24 | EMIL KAGI |
| 15 | Tractor-governor | US29581319 | 1919-05-08 | US1340993A | 1920-05-25 | WENSEL TUMA; MARTIN TUMA |
| 16 | METHOD FOR REALIZING VARIABLE COMPRESSION RATIO AND VARIABLE AIR-FUEL RATIO OF INTERNAL COMBUSTION ENGINE | US15322168 | 2014-06-27 | US20170145941A1 | 2017-05-25 | Zengli Yang |
| A method for realizing a variable compression ratio and a variable air-fuel ratio of an internal combustion engine includes the following steps of: dividing an air intake volume in a cylinder into a first air intake volume and a second air intake volume, designing a compression ratio according to the first air intake volume and opening a throttle to enable the air intake volume to reach the first air intake volume; increasing the opening of the throttle to increase an air inflow to enable the second air intake volume to start intake, and correcting, by an electronic control unit, a duration of ignition in real time according to a detonation signal fed back by a knock sensor, and controlling a fuel-injection quantity in real time to ensure the compression density required by combustion of a lean fuel air mixture. | ||||||
| 17 | Method of controlling internal combustion engine | US10488267 | 2004-03-02 | US20040194748A1 | 2004-10-07 | Gou Asai; Toshikazu Imamori; Hiroshi Masuda |
| The invention provides a control method of intending to improve a heat efficiency by an Atkinson cycle, improve a charging efficiency, improve an efficiency of a supercharger and increase a freedom of cam design. In particular, the invention relates to a control method of opening and closing a valve in an internal combustion engine with supercharger. An effective compression ratio is decreased by temporarily re-opening an exhaust valve in a compression stroke first stage, whereby a heat efficiency is improved without excessively increasing a cylinder internal pressure. Preferably, an exhaust valve re-opening time is set such that the effective compression ratio/expansion ratio is within a range from 0.5 to 0.9. Further, an exhaust valve is not temporarily opened in a compression stroke first stage, at a time of starting or driving under a low load, and the Atkinson cycle in accordance with the re-opening of the exhaust valve is achieved at a time of driving under a high load. | ||||||
| 18 | Gas fueled supercharged four cycle engine | US10285949 | 1949-07-02 | US2670594A | 1954-03-02 | CROOKS WILLIAM R |
| 19 | Speed control for engines | US24145138 | 1938-11-19 | US2281883A | 1942-05-05 | ARTHUR KOSIAN |
| 20 | Air valve for internal-combustion engines | US66613923 | 1923-10-02 | US1513997A | 1924-11-04 | INGRAM GEORGE E |
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