EP1065356B1 - Four-stroke cycle engine - Google Patents

Four-stroke cycle engine Download PDF

Info

Publication number: EP1065356B1
Authority: EP; European Patent Office
Prior art keywords: passage; valve; stroke cycle; cycle engine; control valve
Prior art date: 1999-05-24
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.): Expired - Lifetime

Application number

EP00111188A

Other languages

German (de)

English (en)

French (fr)

Other versions

EP1065356A3 (en

EP1065356A2 (en

Inventor

Lida Yoshikatsu

Fujiwara Yasunobu

Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

Yamaha Motor Co Ltd

Original Assignee

Yamaha Motor Co Ltd

Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)

1999-05-24

Filing date

2000-05-24

Publication date

2005-09-28

2000-05-24 Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd

2001-01-03 Publication of EP1065356A2 publication Critical patent/EP1065356A2/en

2001-03-28 Publication of EP1065356A3 publication Critical patent/EP1065356A3/en

2005-09-28 Application granted granted Critical

2005-09-28 Publication of EP1065356B1 publication Critical patent/EP1065356B1/en

2020-05-24 Anticipated expiration legal-status Critical

Status Expired - Lifetime legal-status Critical Current

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Classifications

- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M13/00—Crankcase ventilating or breathing
- F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
- F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
- F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction

Definitions

This invention relates to a four-stroke cycle engine according to the preamble portion of claim 1 having an intake passage and an exhaust passage both opening to a combustion chamber, and having an intake valve for opening and closing the intake passage and an exhaust valve for opening and closing the exhaust passage, with blowby leaking from the combustion chamber into a crank chamber returned to the intake passage through a circulation passage and with the circulation passage.
Another arrangement for increasing the combustion efficiency by producing turbulence in the combustion chamber in the cylinder is provided with a sub-intake passage.
the intake flow rate through the sub-intake passage is determined with the main intake passage flow rate or the intake pressure and therefore combustion chamber internal turbulence required for stabilized combustion varies with the engine load. However, the variation cannot satisfy the requirement.
crankcase ventilation system for internal combustion engines comprising a blow-by gas recirculation passage being adapted to return blow-by gases, i.e. the gases leaking from the combustion chamber through the gap between the piston and the cylinder bore, to the intake passage.
This gas recirculation passage is split up into two sub-passages, said sub-passages leading to different sections of the intake passage. Namely, one of the sub-passages returns gas to the downstream side of the air cleaner, and the other one of the sub-passages returns gas to the carburettor being arranged downstream of the throttle valve.
a fresh air inflow passage is provided which connects the crankcase to an upstream side of the air cleaner of the intake passage.
one of the sub-passage of the recirculation passage and the fresh air inflow passage are respectively provided with check valves and the further sub-passage of the recirculation passage is provided with an orifice.
controllable valves for crankcase systems are known from US 5,697,351 and WO 97/29278, same controllable valves being provided in the respective recirculation passages.
the circulation passage has a return flow rate control valve.
a check valve is provided in the circulation passage to prevent reverse flow from the intake passage toward the crank chamber. Since the check valve is provided in the circulation passage to prevent reverse flow from the intake passage toward the crank chamber, reverse flow from the intake passage toward the crank chamber is prevented in the high load range.
a control means is provided to produce negative pressures in the crank chamber over the entire range from low to high loads by controlling the fresh air inflow control valve and the return flow rate control valve. Since the internal pressure in the crank chamber is made negative over the entire range from low to high loads by controlling the fresh air inflow control valve and the return flow rate control valve, internal soil of the engine and deterioration of oil are all the more reduced, pulsation loss is reduced, and fuel economy is improved.
the four-stroke cycle engine 1 of this embodiment is of any type; with a single cylinder, two cylinders, three cylinders, or multiple cylinders arranged in V-banks, in which the crankcase internal pressure pulsates with the movement of a piston or pistons.
the main body 2 of the four-stroke cycle engine 1 comprises a cylinder block 3, a crankcase 4, an oil pan 5, a cylinder head 6, a head cover 7, and others.
a crankshaft 9 disposed in a crank chamber 8 defined with the cylinder block 3, crankcase 4, and the oil pan 5 is shaft-supported between the cylinder block 3 and the crankcase 4.
a piston 11 is disposed for reciprocal movement in a cylinder bore 10 in the cylinder block 3. The piston 11 is connected through a connecting rod 12 to the crankshaft 9.
the crankcase 4 is provided with a crank angle sensor S1, an oil pressure sensor S2, and a knocking sensor S3. Signals from those sensors are sent to a controller 24.
the cylinder block 3 and the cylinder head 6 are provided with water jackets.
a temperature sensor S4 is disposed in the cylinder head 6, from which engine temperature signals are sent to the controller 24.
an exhaust passage 13 and an intake passage 14 with their openings to the combustion chamber 15 are opened and closed with an exhaust valve 16 and an intake valve 17, respectively.
the exhaust valve 16 and the intake valve 17 are driven with cams 20 and 21 formed on camshafts 18 and 19, respectively.
the camshafts 18 and 19 are rotated by way of cam chains (not shown) with the crankshaft 9.
a cam sensor S5 is provided on the head cover 7 to send cam angle signals to the controller 24.
the cam 21 provided on the intake side of the camshaft 19 is adapted to control by way of the controller 24 a variable valve drive mechanism 99 to change the cam position responsive to operating conditions of the engine (1).
An ignition plug 22 is disposed in the cylinder head 6 with its tip facing the combustion chamber 15.
the ignition plug 22 is connected to an ignition coil 23 for producing a high voltage responsive to an ignition signal from the controller 24, and produces sparks for ignition.
the cylinder head 6 is connected through the exhaust passage 13 to an exhaust pipe 30, and provided with catalyst devices 31 and 32 in two positions to purify emissions.
the catalyst device 31 is provided with an exhaust temperature sensor S6 to send exhaust temperature signals to the controller 24.
An intake pipe 33 is connected by way of the intake passage 14 to the cylinder head 6, and further connected to an air flow meter 34, and an air cleaner 35.
the intake pipe 33 is further provided with a surge tank 36 and a throttle valve 37.
the air flow meter 34 is provided with a mass flow sensor S7, and the air cleaner 35 is provided with an intake air temperature sensor S8, to send respective signals to the controller 24.
the cylinder head 6 is also provided with a fuel injection valve 50 for injecting fuel into the intake passage 14.
Fuel in a fuel tank 51 is supplied to the fuel injection valve 50 by way of a fuel supply pipe 53 as a fuel pump 52 is driven.
Surplus fuel is returned from the fuel injection valve 50 to the fuel tank 51 by way of a fuel return pipe 54.
the fuel injection valve 50 is controlled with the controller 24.
the fuel tank 51 is connected to a vapor separator 55 to separate air content from fuel content.
the air content is sent to an intake passage 70 of an intake pipe 33 on the downstream side of the surge tank 36 by way of an air supply passage 57 as a supply pump 56 is driven.
the supply pump 56 is controlled with the controller 24.
the blowby leaking from the combustion chamber 15 through the gap between the piston 11 and the cylinder bore 10 as the piston 11 reciprocates is returned by way of a circulation passage 60 to the intake passage 70 of the intake pipe 33 on the downstream side of the surge tank 36.
the circulation passage 60 is provided with a return flow rate control valve 61 for controlling the return flow rate.
the return flow rate control valve 61 is constituted with a pressure control valve (PCV).
a fresh air inflow passage 71 is provided to make fluid interconnection between part of the intake passage 70 on the upstream side of the throttle valve 37 and the crank chamber 8.
a fresh air inflow control valve 72 is disposed in the fresh air inflow passage 71.
the flow rate through the fresh air inflow control valve 72 is controlled to be smaller than that through the return flow rate control valve 61. This makes it possible to maintain the internal pressure of the crank chamber 8 negative, as fresh air flows from the fresh air inflow passage 71 as the piston 11 reciprocates and mixes with the blowby leaking through the gap between the piston 11 and the cylinder bore 10 and is returned by way of the circulation passage 60 to the intake passage 70, on the downstream side of the surge tank 36, of the intake pipe 33.
the fresh air inflow control valve 72 and the return flow rate control valve 61 are controlled with a controller 24 constituting a control means using a control map associated with pre-stored valve opening degrees and engine operating conditions over the entire range from low to high loads to maintain the interior of the crank chamber 8 at negative pressures.
This control further makes it possible to reduce soil in the engine interior, reduce oil deterioration, lower the crank chamber internal pressure, and improve fuel economy.
FIG. 2 is a general constitution drawing of another embodiment of the four-stroke cycle engine.
the same parts as those in the first embodiment shown in FIG. 1 are provided with the same reference numerals and their descriptions are omitted.
a check valve 80 and the return flow rate control valve 61 are provided in the circulation passage 60 to prevent reverse flow from the intake passage 14, which is open to the combustion chamber 15, toward the crank chamber.
the return flow rate control valve 61 is constituted with a duty valve.
the return flow rate control valve 61 makes it possible to freely control the flow rate through the intake passage 14; for example toward closing side at low loads and toward opening side at high loads. In this way, it is possible to produce intake turbulence commensurate with requirement according to loads, to stabilize combustion when the engine is cold, to improve ease of drive, and to improve fuel economy.
the fresh air inflow control valve is disposed in the fresh air inflow passage and the return flow rate control valve is disposed in the circulation passage, and the flow rate through the fresh air inflow control valve is made smaller than the flow rate through the return flow rate control valve, to make it possible to maintain the internal pressure of the crank chamber 8 low, reduce soil in the interior of the engine, reduce oil deterioration, lower crank chamber internal pressure, and improve fuel economy.
the check valve is provided in the circulation passage to prevent reverse flow from the intake passage to the crank chamber side, the reverse flow from the intake passage side is prevented in the high load range.
the return port of the circulation passage is disposed in the opening area of the intake passage opening to the combustion chamber, it is possible to freely control the flow rate through the intake passage utilizing the pulsation of the crank chamber internal pressure, produce intake turbulence meeting requirement according to the load, stabilize cold engine combustion, improve driveability and fuel economy.
crank chamber internal pressure is made negative over the entire range from low to high loads by controlling the fresh air inflow control valve and the return flow rate control valve, it is further possible to reduce soil in the engine interior, reduce oil deterioration, lower the crank chamber internal pressure, reduce pulsation loss, and improve fuel economy.

Landscapes

Engineering & Computer Science (AREA)
Mechanical Engineering (AREA)
General Engineering & Computer Science (AREA)
Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
Output Control And Ontrol Of Special Type Engine (AREA)

EP00111188A 1999-05-24 2000-05-24 Four-stroke cycle engine Expired - Lifetime EP1065356B1 (en)

Applications Claiming Priority (2)

Application Number	Priority Date	Filing Date	Title
JP11142674A JP2000337218A (ja)	1999-05-24	1999-05-24	４サイクルエンジン
JP14267499		1999-05-24

Publications (3)

Publication Number	Publication Date
EP1065356A2 EP1065356A2 (en)	2001-01-03
EP1065356A3 EP1065356A3 (en)	2001-03-28
EP1065356B1 true EP1065356B1 (en)	2005-09-28

Family

ID=15320879

Family Applications (1)

Application Number	Title	Priority Date	Filing Date
EP00111188A Expired - Lifetime EP1065356B1 (en)	1999-05-24	2000-05-24	Four-stroke cycle engine

Country Status (3)

Country	Link
EP (1)	EP1065356B1 (ja)
JP (1)	JP2000337218A (ja)
DE (1)	DE60022827T2 (ja)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
JP4502737B2 (ja) *	2003-08-29	2010-07-14	本田技研工業株式会社	内燃機関のブローバイガス換気装置
FR2864156B1 (fr) *	2003-12-18	2006-02-03	Renault Sas	Dispositif de controle moteur
JP2008267273A (ja) *	2007-04-20	2008-11-06	Aisan Ind Co Ltd	ブローバイガス還元装置
KR102157828B1 (ko) *	2018-10-25	2020-09-21	콘티넨탈 오토모티브 시스템 주식회사	내연기관 엔진의 브리더 제어 밸브 제어 장치 및 방법

Citations (2)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
WO1997029278A1 (en) *	1996-02-12	1997-08-14	Serge Vallve	Crankcase ventilation system
US5697351A (en) *	1996-11-12	1997-12-16	Miniature Precision Components, Inc.	Positive crankcase ventilation valve for motor vehicle

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
US2252974A (en) *	1938-05-27	1941-08-19	Donaldson Co Inc	Crankcase ventilating system
GB661649A (en) *	1949-12-13	1951-11-21	Fiat Spa	Improvements in or relating to the ventilation of internal combustion engine crankcases
GB1258511A (ja) *	1968-07-17	1971-12-30
DE2006233A1 (de) *	1969-02-14	1970-09-03	Ford-Werke AG, 5000 Köln-Deutz	Geschlossene Ventilationseinrichtung für das Schmiersystem einer Verbrennungskraftmaschine

1999
- 1999-05-24 JP JP11142674A patent/JP2000337218A/ja active Pending
2000
- 2000-05-24 EP EP00111188A patent/EP1065356B1/en not_active Expired - Lifetime
- 2000-05-24 DE DE2000622827 patent/DE60022827T2/de not_active Expired - Fee Related

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
WO1997029278A1 (en) *	1996-02-12	1997-08-14	Serge Vallve	Crankcase ventilation system
US5697351A (en) *	1996-11-12	1997-12-16	Miniature Precision Components, Inc.	Positive crankcase ventilation valve for motor vehicle

Also Published As

Publication number	Publication date
JP2000337218A (ja)	2000-12-05
EP1065356A3 (en)	2001-03-28
DE60022827D1 (de)	2006-02-09
EP1065356A2 (en)	2001-01-03
DE60022827T2 (de)	2006-07-13

Publication	Publication Date	Title
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US8118007B2 (en)	2012-02-21	Air intake device for internal combustion engine
US5000131A (en)	1991-03-19	Exhaust port control valve for two stroke engine
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US5678525A (en)	1997-10-21	Fuel supply device for crankcase chamber supercharged engine
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US20190093571A1 (en)	2019-03-28	Engine control device
US7980232B2 (en)	2011-07-19	Four stroke internal combustion engine
US6227165B1 (en)	2001-05-08	Engine control strategy and system
AU608368B2 (en)	1991-03-28	Multi-cylinder two-stroke engine with reduced cost and complexity
JPH08232702A (ja)	1996-09-10	燃料噴射式２サイクルエンジンの運転制御装置
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JP2010223173A (ja)	2010-10-07	排気ガス再循環装置

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