JP2004340123A - Driving method for hybrid engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve functions of a parallel type hybrid engine to be as good as those of a series and parallel type, and improve intake/exhaust characteristics and combustion performance of an engine. <P>SOLUTION: Based on a program and a signal of a crank angle, an electronic control circuit changes two kinds of driving modes A and B from each other. More than one pair of two kinds of driving mode periods are formed in a crank angle period of a similar length to that from ignition timing of one cylinder to ignition timing of the next cylinder. Total time of a latter half BB of a power generation period B and a front half AA of a driving period A adjoining it is elongated compared to conventional methods. Roughly similar functions to those of a series and parallel type power dividing mechanism are also provided. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to improvement of functions of a parallel type hybrid engine and improvement of thermal efficiency and combustion characteristics.

The duration of a portion of each step during one cycle of the internal combustion engine is determined by the amount of rotational motion energy stored in the crank during that period. If no negative or positive work is added from outside the internal combustion engine to the energy of the rotational motion during that period, the time during one part of each step in one cycle of the internal combustion engine and the time during the other part The ratio with time did not change, and only one part of each step in one cycle could not be made faster or slower than the other part.
Therefore, the internal combustion engine cannot solve the following first to fifth problems.
The first to fourth problems are that the time of a part of the process is short, and the fifth problem is that the time of a part of the process is long.

The first problem will be described.
The first problem relates to intake resistance.
Inertia works because air also has mass. Therefore, the flow of the intake air is stopped before the valve is opened, so that when the intake / exhaust valve is opened, the flow of the intake air into the cylinder is delayed. In addition, the lift curve is gentle in the initial period M1 of the intake and exhaust cams shown in FIG. 12 during the valve opening period, and the lift amount in the vertical axis direction is extremely smaller than M2 after the middle period of the valve opening period. In the four-stroke engine, the higher the rotation speed, the shorter the period of the valve opening period initial period M1 in FIG.
As a result, the pressure in the cylinder during the initial period M1 of the valve opening period becomes lower than the pressure inside the crankcase behind the piston.
In this state, the piston continues to descend against the direction in which the pressure from the inside of the crankcase is applied, so that the negative work increases. The amount of loss due to the intake resistance increases by this negative work amount, and the torque decreases.
In fact, FIG. 11 is a diagram of the output and torque of the 3RZ-FE engine and the 22R-E engine described on page 90 of the magazine "Internal Combustion Engine", November 1995, No. 434, published by Sankaido. In a rotation speed range higher than the maximum torque values L1 and L2, the torque is lower than L1 and L2 at the top of the torque curve. Further, even in a rotation range where the torque curve is gentle on the low speed side adjacent to L1 and L2, the higher the rotation speed, the smaller the increase rate of the torque with respect to the increase rate of the rotation speed.
One of the causes of such a decrease in torque is an increase in the amount of loss due to exhaust resistance, which is described in the second problem.
Further, according to the law of conservation of energy, an increase in the intake loss causes an increase in the intake air temperature flowing into the cylinder. Therefore, the knocking resistance of the spark ignition type is reduced by an increase in the intake air temperature.

The second problem will be described.
Like the intake cam, the lift curve is gentle in the initial period of the valve opening period of the exhaust cam, and the lift amount is extremely smaller than that in the middle of the valve opening period. Then, as the rotation speed increases, the time from the opening of the exhaust valve to the bottom dead center of the exhaust process becomes shorter than at the time of lower rotation. As a result, the pressure value in the cylinder at the bottom dead center becomes higher than that at the time of lower speed rotation. As a result, the amount of loss due to exhaust resistance increases during the exhaust process immediately after the bottom dead center.
In contrast, increasing the opening timing of the exhaust valve can limit the increase in the loss due to exhaust resistance, but this method shortens the period of the positive work in the expansion stroke and reduces the work. I do. That is, since there is a trade-off relationship between the reduction of the exhaust loss and the reduction of the work amount, it is not a fundamental solution.

The third problem will be described.
The energy conversion efficiency during the combustion stroke is mainly defined by the combustion speed of the air-fuel mixture and the descending speed of the biston. The speed of descent of the piston is defined by the burning speed, and the burning speed is defined by the fuel supply amount. For this reason, there is no element that controls the energy conversion efficiency during the combustion stroke other than the fuel supply amount.
The fourth problem will be described.
In a two-stroke engine, the time from opening of the exhaust port to opening of the scavenging port is shorter at high speed rotation than at low speed rotation, even though the amount of air-fuel mixture increases at low speed rotation. Therefore, the pressure value in the cylinder at the start of the scavenging stroke becomes higher than at the time of low-speed rotation. As a result, the scavenging efficiency of the residual exhaust gas in the cylinder due to the scavenging flow decreases as the rotation speed increases. As a result, the filling rate of the air-fuel mixture decreases, and the torque decreases accordingly.

The fifth problem will be described.
When the spark ignition type internal combustion engine is under a high load, the concentration of the air-fuel mixture in the combustion chamber at the time of ignition increases. Therefore, before the flame propagates to the end of the flame propagation path, the pressure history due to the combustion in the burned portion becomes too high, and all the ends of the flame propagation path self-ignite simultaneously. At this time, since the flame-extinguishing layer in contact with the combustion chamber wall is also destroyed, the amount of heat flowing into the combustion chamber wall increases. Then, the combustion chamber wall melts down.
Normally, the compression ratio is set low so that such knocking does not occur. This limits the thermal efficiency.

The sixth problem will be described.
Since the series-parallel hybrid engine has a power split mechanism, one can directly drive the wheels while the other can be used for power generation, and the usage ratio can be freely controlled.
However, an extra generator needs to be provided, and a power split mechanism is also required, and the configuration is more complicated than in the parallel system.

Since there are two types of mode periods A and B during a short time in one cycle of the internal combustion engine, the basic configuration described below approximates that the power generation operation and the drive operation are performed simultaneously. Since the control circuit 4 is electronically controlled, the ratio between the two types of mode periods A and B can be freely changed in a short period of less than one cycle. In this regard, it can be said that this is almost the same as the power split mechanism of the series / parallel system. Therefore, when compared with the conventional parallel type example in which the power generation operation mode is continued over a plurality of cycles, when the power generation operation is continued during high-speed rotation, the internal combustion engine is accelerated in the drive operation mode before and after the power generation operation mode, The upper limit of the rotation speed is higher in the configuration of the present application.
Moreover, since the basic configuration is a parallel system, the components can be simplified as compared with the series-parallel system.
In addition, in the basic configuration described later, the ratio of time between a part in each step in one cycle and another part in the same step can be arbitrarily changed regardless of the number of cylinders. Can be reproduced in a continuous cycle. As a result, the preconditions for solving the first to fifth problems are set.

  It is an object of the present invention to improve the function of a parallel type hybrid engine to the level of a series / parallel type engine and to improve the intake / exhaust characteristics and combustion characteristics of the engine.

Means to solve the problem

An electronic control circuit and a crank that control the electrical switching between the two types of operation modes in addition to installing an electric motor that can be electrically switched between the driving operation mode and the power generation operation mode in connection with the crankshaft. In a parallel hybrid engine equipped with a sensor for detecting the angle,
The electronic control circuit switches the periods of the two types of operation modes according to a program created in advance and a signal from the sensor for detecting the crank angle, and the ignition is performed from one cylinder ignition to the next. During the period of the crank angle having the same length as that before the ignition of the cylinder, a period of one or more of the above-mentioned two types of operation modes is made, and the operations of the above-mentioned two types of operation modes are alternately continued.

An electric motor capable of electrically switching between a drive operation mode and a power generation operation mode is used to change the ratio between the time of a part of each process in one cycle of the internal combustion engine and the time of another part of the process. It is effective to use the internal combustion engine together to add a positive work or a negative work by the electric motor to the internal combustion engine in a short period of time.
However, it is not sufficient to simply change the ratio of time between the two types of periods. If the same operation mode as the operation mode performed by the electric motor during a certain part of each step in a certain cycle cannot be set to the same operation mode as that in the other cycle, the same operation is performed over a plurality of cycles. Cannot be continuously applied to the same part in one cycle.
To satisfy those conditions, the following basic configuration is required.
The following basic configuration also solves the sixth problem.

First, a basic configuration of the present invention will be described with reference to FIGS.
FIG. 1 is a diagram of a parallel type hybrid engine to which the operating method of the present invention is applied.
1 is an engine,
2 is an engine crankshaft,
3 is an electric motor, 4 is an electronic control circuit,
Reference numeral 5 denotes a sensor for detecting a crank angle.
An electric motor 3 is connected to a crankshaft 2 of the engine 1 or a shaft connected thereto. The electric motor 3 doubles as a drive motor and a generator. A circuit 4 for electronically controlling the switching between the driving operation mode and the power generation operation mode and a sensor 5 for detecting a crank angle are provided.
Then, the electric motor 3 is controlled as follows.
During the period of the crank angle of the same length from the time of ignition of one cylinder to the time of ignition of the cylinder to be ignited, electronic control is performed by a program created in advance and a signal from the sensor 5 for detecting the crank angle. The circuit 4 creates one or more pairs of the drive / acceleration operation mode period A of FIG. 2 and the power generation operation mode period B of FIG.
In the following embodiments, for the sake of convenience, a pair of two types of mode periods A and B are formed during the period of the crank angle having the same length from the time of ignition of one cylinder to the time of ignition of the next cylinder to be ignited. I will explain it as something to make.
The period of the crank angle having the same length from the time of ignition of one cylinder to the time of ignition of the cylinder to be ignited differs depending on the number of cylinders. Therefore, the length of the period obtained by adding the drive operation mode period A and the power generation operation mode period B of the electric motor 3 also differs depending on the number of cylinders. When a pair of drive / acceleration operation mode period A and power generation operation mode period B are created, the period is a crank angle period obtained by dividing 720 ° by the number of cylinders in a four-cycle engine, and is 360 in a two-cycle engine. This is the crank angle period obtained by dividing ° by the number of cylinders.
The ratio between the drive / acceleration operation mode period A of the electric motor 3 and the power generation operation mode period B is arbitrary.
Then, the operation in the driving operation mode period A and the operation in the power generation operation mode period B are alternately continued.
Hereinafter, the drive / acceleration operation mode period A and the power generation operation mode period B will be referred to as two types of operation mode periods A and B.
-

The operation of the basic configuration will be described.
Immediately after the electric motor 3 is driven and accelerated in the drive operation mode period A, the electronic control circuit 4 switches to the power generation operation mode period B, and the two types of mode periods A and B are alternately operated. The battery alternates between exhaustion and charging.
When the ratio of the power generation operation mode period B is increased, the amount of charge of the battery increases, but the amount of work generated by the engine 1 decreases, the torque decreases, and the number of revolutions per minute also decreases.
Conversely, when the ratio of the drive operation mode period A is increased, the work generated by the engine 1 is increased, the torque is increased, and the number of revolutions per minute is also increased. However, battery consumption increases.
Further, by adjusting the ratio between the two types of mode periods A and B, the number of rotations per minute can be maintained in the same manner as in the conventional example.

In addition, there are the following important functions as functions of the basic configuration.
By creating an arbitrary number of a pair of two types of mode periods A and B during a crank angle of the same length as from the ignition of one cylinder to the ignition of the next ignition cylinder, An operation mode of the same period as that of the electric motor in another cycle can be set to the same operation mode as the operation mode performed by the electric motor during a certain period of each step in each cycle. Moreover, this is possible regardless of the number of cylinders.
Then, the work amount generated by combustion of the engine 1 is reduced by performing the power generation operation, so that the rotation speed of the crank during the power generation operation mode period B is reduced.
However, actually, there is an influence of the immediately preceding drive operation mode period A.
When the proportions of the two types of mode periods A and B are equal, the time of the first half period BBB of the power generation operation mode period B is represented by the horizontal line H due to the effect accelerated in the second period AAA of the drive operation mode period A. The time is not longer than the time of the conventional example shown, and is a period indicated by a hatched group having a wide interval of the sum of the second half period BB of the power generation operation mode period B and the first half period AA of the driving operation mode period A adjacent thereto. The time is longer than that of the conventional example, and the time in the period indicated by the hatched group of narrow intervals is the sum of the second half period AAA of the driving operation mode period A and the first half period BBB of the power generation operation mode period B adjacent thereto. It is shorter than the conventional example.

Since the ratio between the two types of mode periods A and B can be set freely, the period in which the electric motor 3 can operate for a longer time than in the conventional example by switching the operation between the two types of operation modes is a time axis. , The power generation operation mode period excluding the first half of the power generation operation mode period in which the deceleration effect is canceled by the effect of the acceleration action of the drive operation mode period A immediately adjacent to the power operation mode period A, and the power generation operation mode period immediately before the time axis The effect of the deceleration action of B is within the period that is the sum of the first half of the drive operation mode period in which the acceleration effect is canceled.
Further, the period in which the time can be shorter than the time of the conventional example is the driving operation mode period excluding the first period in which the acceleration effect is canceled out by the effect of the deceleration effect of the power generation operation mode period B immediately adjacent to the time axis. And the driving operation mode period A immediately before the time axis is within the period which is the sum of the acceleration effect and the power generation operation mode period in which the deceleration effect is canceled out.
In the following embodiments, when the end time F of the power generation operation mode period B and the end time G of the drive operation mode period A are specifically described, the ratio between the two types of mode periods A and B is determined. Since it is difficult to explain without them, for convenience, the description will be made assuming that the ratios of the two types of mode periods A and B are equal.
The arrow indicated by I in FIG. 2 indicates the direction in which time passes.
As the capacity of the electric motor 3 increases, the amount of deviation of the time indicated by the vertical axis in FIG. 2 from the conventional example increases.

In addition, if the two types of mode periods A and B are appropriately set as described below in addition to the basic configuration described above, the first to fifth problems in the column of the related art can be solved. The subsequent embodiments differ only in how the two types of mode periods A and B are set, so only the components added to the basic configuration will be described.
The problems of the first to fifth conventional engines are as follows. In addition to the setting of the basic configuration, when a problem occurs due to a short time of a part of the process in one cycle, the problem occurs. If a problem occurs because the time of a part of the process in one cycle is long by changing the time of the period to a long time, the problem can be solved by changing the time of the period in which the problem occurs to a short time. The period in which the electric motor 3 can change the operation time between the two types of operation modes so that the time can be changed to be shorter or longer than that of the conventional example is described in the section of the operation of the basic configuration.
Therefore, when a problem occurs due to a short time of a part of the process in one cycle, the period in which the problem occurs may be set to a period in which the time described later can be changed to be longer. On the other hand, when a problem occurs due to a long time of a part of the process in one cycle, the time may be set within a period that can be changed shortly.
Also, how to set the above two types of mode periods A and B is set by a circuit which is controlled by a program created in advance and information from a sensor for detecting a crank angle. Of course, how to set the two types of mode periods A and B is programmed in advance.
Embodiments that solve the first to fourth problems have in common that the time of a problematic part of the process in one cycle is reduced. Therefore, in the embodiment that solves the second to fourth problems, the end time F of the power generation operation mode period B and the end time G of the drive operation mode period A of each cylinder described later are the first problems. Can be determined by referring to the case of the embodiment that solves the above. Therefore, description is omitted.

An embodiment that solves the first problem of the related art will be described.
The power generation operation adjacent to the time axis immediately before the time axis and the power generation operation mode period excluding the first half of the power generation operation mode period in which the deceleration effect is canceled by the effect of the acceleration action in the drive operation mode period A immediately before the time axis During the period that is the sum of the first half of the driving operation mode period in which the effect of the deceleration effect in the mode period B cancels the acceleration effect, the lift amount in the initial period of the valve opening period from the opening of the intake process of the four-stroke engine during the opening period. Set a period until a small period.
2 is determined by the number of cylinders, and when the period indicated by the wide diagonal line group and the period indicated by the narrow diagonal line group are the same length, half the value obtained by dividing 720 ° by the number of cylinders. The crank angle is 40 °.
When the period indicated by the wide oblique line group is set to 40 ° in crank angle, one cylinder type to nine cylinder type can be selected. Further, when the period indicated by the wide oblique line group is set to 60 ° in crank angle, one cylinder type to six cylinder type can be selected.

As an example, a case of a four-cycle four-cylinder system will be described with reference to FIG.
Time flows to the right in FIG. Then, the processes of other cylinders at the same time are shown in the downward direction in FIG. 4 in order from the first cylinder.
A point represented by a circle in the 0 o'clock direction of the circumference represents the intake top dead center, and a point represented by a double circle in the 0 o'clock direction of the circumference represents the compression top dead center.
A point represented by a circle at 6 o'clock on the circumference represents the intake bottom dead center, and a point represented by a double circle at 6 o'clock on the circumference represents the exhaust bottom dead center.
It is assumed that a period during which the lift amount of the intake cam is small is a period C from the start of the intake process of the first cylinder indicated by 41A to 25 ° after the top dead center of the intake process. In general, at the start of the intake stroke, it is around 5 ° before the top dead center of the intake stroke. This assumed period is approximately 30 ° in crank angle. Then, assuming that the two types of mode periods A and B in FIG. 2 are equal, in the four-cylinder system, the period indicated by the group of wide-diagonal lines is approximately 90 ° in crank angle.

According to the above assumption, when the end time F of the power generation operation mode period B is 10 ° after the top dead center of the intake process, the amount of deviation of the time on the vertical axis in FIG. In this case, the time when the time on the vertical axis of FIG. 2 starts to be longer, that is, the middle point of the power generation operation mode period B is 45 ° before half of 90 ° from 10 ° after the top dead center of the intake process, It is 35 ° before the top dead center of intake. The last point of the period in which the time on the vertical axis of FIG. 2 is longer, that is, the middle point of the drive operation mode period A is 55 ° after the intake top dead center, which is 10 ° to 45 ° after the intake top dead center. It is.
The end timing F of the power generation operation mode period B can be selected from a crank angle period from 50 ° before the top dead center of the intake process to 70 ° after the top dead center of the intake process and a period in which the crank angle moves by 180 °.
The end timing F of the other cylinder type power generation operation mode period B and the end timing G of the drive operation mode period A can also be determined with reference to the case of the four cylinder type. Therefore, description is omitted.

The operation of the embodiment that solves the first problem will be described.
As the power generation proceeds, the load increases, the crank speed decreases, and at the end of the power generation, the piston speed greatly decreases. Then, the time during which the lift amount is small at the beginning of the valve opening period is lengthened by the amount corresponding to the deceleration. Then, the pressure value in the cylinder at the end of the power generation becomes higher than in the conventional example. Then, the negative work when the piston descends against the pressure from the back side of the piston is reduced as compared with the conventional example. Then, the intake loss decreases.
The effect of this embodiment will be described.
The torque is improved as compared with the conventional example by the decrease in the intake loss. In addition, the rate of improvement of the torque is improved as the speed is increased. Further, the improvement in the torque means an improvement in the conversion efficiency of the engine part in the hybrid engine.
Further, this embodiment can be applied to a spark ignition type and a compression ignition type engine as long as it is a four-cycle engine. When applied to the spark ignition type, the intake air temperature in the cylinder at the time of deceleration is reduced by the reduced amount of the intake loss compared to the conventional example, and the knocking resistance of the spark ignition type is improved.
In this embodiment, it is not necessary to set the opening timing of the intake valve much earlier than the intake top dead center. For this reason, the three-way catalyst can also purify the three components of exhaust gas.

A description of an embodiment that solves the first problem will be added.
In the case of a multi-cylinder type, there are a plurality of pairs of two types of mode periods A and B in one cycle. Therefore, depending on the cylinder type, the initial time of the intake process of one cylinder and the combustion process of the other cylinder may be the same.
In the case of the four-cylinder system, at the same time as 41B in FIG. 4, 43B indicating the third cylinder is at 10 ° after the top dead center of the suction process.
The first cylinder 41B shown in FIG. 4 at the time of the combustion process D of the first cylinder accelerates the rotation of the crankshaft most in one cycle, and at the same time, the third cylinder in the period 43B in which the lift amount of the intake cam is small. Also accelerate. For this reason, in the four-cylinder system, the operation of the present embodiment is limited.
This limiting effect also occurs in the case of an even-numbered cylinder other than the four cylinders. In the case of the six-cylinder system, the period D of 61B and the period D of 64B in FIG. 6 correspond to the period D of 81B and the period D of 85B in the eight-cylinder system at the same time as the combustion process of the first cylinder. This indicates that the initial stage of the suction process exists in the cylinder. The same applies to a two-cylinder type, a ten-cylinder type, a twelve-cylinder type, a fourteen-cylinder type, and a sixteen-cylinder type, but they are not shown.
In addition, even in an even-cylinder system, if the time is set to be longer before the top dead center of the intake process, even if it is accelerated during combustion, it will decelerate before the top dead center of the intake process compared to the conventional example. There is an effect of reducing the intake loss amount by the amount.

The solution to the problem of employing an even-cylinder system is to employ an odd-cylinder system.
In the example of the three-cylinder type, the period D of the same time as the combustion process of the first cylinder 31B in FIG. 3 is the middle stage of the exhaust process of the second cylinder shown in 32B and the middle stage of the intake process shown in 33B, and the intake process. There is no corresponding cylinder in the early stage of
Similarly, in the five-cylinder type, the fourth cylinder indicated by 54B is in the middle stage of the intake stroke, in the seven-cylinder type, the fifth cylinder indicated by 75B is in the middle stage of the intake stroke, and the sixth cylinder indicated by 76B is in the latter half of the intake stroke. Although illustration is omitted for the 9-cylinder type, the fifth cylinder is located at 38 ° to 50 ° after the top dead center of the suction process, indicating that there is no cylinder corresponding to the initial stage of each cylinder-type suction process. ing. The same applies to other odd cylinder types. For this reason, during the power generation operation mode period, the effect of reducing the intake loss amount is larger than that of the even cylinder type.
In the case of a multi-cylinder type, there are a plurality of pairs of two types of mode periods A and B in one cycle. In the embodiment that solves the first to fifth problems, the two types of mode periods A and B are set differently. Therefore, when the embodiments for solving the first to fifth problems are used together, it is sometimes desired that two types of mode periods A and B exist at the same time, but this is impossible. In this case, it is effective means to select the cylinder type described above, to change the ratio between the two types of mode periods A and B, or to shift the phase. In this regard, in the present application, since the control circuit 4 is of an electronic control type, the ratio between the two types of mode periods A and B can be freely changed, which produces an effect of increasing the degree of freedom when using the embodiment together. .

An embodiment for solving the second problem will be described.
The power generation operation adjacent to the time axis immediately before the time axis and the power generation operation mode period excluding the first half of the power generation operation mode period in which the deceleration effect is canceled by the effect of the acceleration action in the drive operation mode period A immediately before the time axis The period from the opening of the exhaust process to the vicinity of the bottom dead center of the exhaust process is set within a period that is the sum of the first half of the drive operation mode period in which the effect of the deceleration action in the mode period B cancels the acceleration effect. .
As an example, a case of a 4-cycle 4-cylinder system will be described.
In the four-cylinder system, a period indicated by a group of wide-diagonal lines in FIG. 2 is approximately 90 ° in crank angle.
Assuming that the opening time of the exhaust valve is 40 ° before the bottom dead center of the exhaust process, the end time F of the power generation operation mode period B in which the amount of time deviation in the vertical axis direction in FIG. The effect is greater when the exhaust process is at 20 ° before the bottom dead center in the middle of E. The end time F of the power generation operation mode period B can be selected from a crank angle period from 85 ° before bottom dead center of the exhaust process to 45 ° after bottom dead center of the exhaust process and a period in which the crank angle moves by 180 °. .
The engine of this embodiment can be applied to either a spark ignition type or a compression ignition type as long as it is a four-cycle type having a piston.

The operation of this embodiment will be described.
In the period set as described above, the rotational speed of the crankshaft decreases and the speed of the piston also decreases with the progress of power generation. Then, the time from the start of opening of the exhaust valve to the time of bottom dead center becomes longer. Then, without shortening the period of the expansion stroke, the pressure in the cylinder at bottom dead center is lower than in the conventional example, and the amount of exhaust loss generated by raising the piston after bottom dead center is reduced. I do.
The effect of the second embodiment will be described.
The torque is improved as compared with the conventional example by the reduced amount of the exhaust loss. In addition, the rate of improvement of the torque is improved as the speed is increased. Further, the improvement in the torque means an improvement in the conversion efficiency of the engine part in the hybrid engine.
The period indicated by the group of oblique lines with a large interval in FIG. 2 is determined by the number of cylinders. Assuming that the opening time of the exhaust valve is 140 ° after the compression top dead center, half of the value obtained by dividing 720 ° by the period of 40 ° until the exhaust bottom dead center is 9 is 9. Therefore, when the present embodiment is applied to the one-cylinder type to the nine-cylinder type, a sufficient effect can be obtained. However, in the case of a cylinder number larger than nine, the time period becomes longer than 40 °. That is, the effect is more limited than the one-cylinder type to the nine-cylinder type.
In this embodiment, similarly to the embodiment that solves the first problem, in the cylinder type in which the period in question and the period accelerated by combustion of the other cylinders exist in parallel at the same time, the effect is small. Limited.

A description of the second embodiment will be added.
In the case of the two-cylinder system, it is near the bottom dead center of the expansion, in the case of the three-cylinder system, it is around 50 ° after the bottom dead center as shown in FIG. 32B, and in the case of the four-cylinder system, it is the bottom dead center as shown in FIG. In the vicinity of the time point, in the cylinder type of FIG. 5, around 154 ° after the compression top dead center as shown at 52 B in FIG. 5, and in the case of the six cylinder type, around 130 ° after the compression top dead center as shown at 62 B in FIG. In the formula, it is around 113 ° after the compression top dead center as shown at 72B in FIG. 7, and in the 8-cylinder system, it is around 100 ° after the compression top dead center and 190 ° after the compression top dead center as shown at 82B and 83B in FIG. In the vicinity, in the 9-cylinder system, at around 90 ° after the compression top dead center and around 170 ° after the compression top dead center, it is rapidly accelerated by the combustion process of other cylinders.
Therefore, in the two-cylinder system, the three-cylinder system, the four-cylinder system, the six-cylinder system, and the seven-cylinder system, the two types of the problem do not overlap, but the five-cylinder system and the nine-cylinder system have the above-described effects. Is restricted.

An embodiment that solves the third problem of the related art will be described.
The power generation operation adjacent to the time axis immediately before the time axis and the power generation operation mode period excluding the first half of the power generation operation mode period in which the deceleration effect is canceled by the effect of the acceleration action in the drive operation mode period A immediately before the time axis The period of the combustion stroke of the engine is set within a period that is the sum of the period of the first half of the driving operation mode period in which the effect of the deceleration effect in the mode period B cancels the acceleration effect.
The engine which performs this embodiment can be applied to either a 4-cycle type or a 2-cycle type, and can be applied to a spark ignition type or a compression ignition type.
In this embodiment, the effect is not limited by the cylinder type as in the embodiment that solves the first and second problems.
The operation of this embodiment will be described.
When the deceleration timing is set as described above, even when the rotation speed of the crankshaft is accelerated in the combustion stroke, the load increases with the progress of power generation, the rotation speed of the crankshaft decreases, and the piston speed decreases. The descending speed also decreases. Then, the cause of the decrease in the combustion pressure value due to the lowering of the piston decreases, and the pressure value in the cylinder during the combustion stroke increases compared to the conventional example.

The effect of this embodiment will be described.
As the pressure value in the cylinder during the combustion stroke increases, the torque is improved as compared with the conventional example. Further, the improvement in the torque means an improvement in the conversion efficiency of the engine part in the hybrid engine.
In addition to the fuel supply amount, it has an element that controls the energy conversion efficiency during the combustion stroke. -
When the load is high, the combustion speed becomes too fast and knocking is likely to occur, so this embodiment cannot be applied. Therefore, the effect is obtained in cases other than the time of high load.
At the time of high load, the fifth embodiment is preferably applied.

An embodiment that solves the fourth problem of the related art will be described.
The power generation operation adjacent to the time axis immediately before the time axis and the power generation operation mode period excluding the first half of the power generation operation mode period in which the deceleration effect is canceled by the effect of the acceleration action in the drive operation mode period A immediately before the time axis The period from the opening of the exhaust port of the two-cycle engine to the opening of the scavenging port is set within a period that is the sum of the period of the first half of the driving operation mode period in which the effect of the deceleration action in the mode period B cancels the acceleration effect. Set.
The engine that performs this embodiment can be applied to either a spark ignition type or a compression ignition type.
As an example, a case of a two-cycle two-cylinder system will be described with reference to FIG.
The point represented by a circle in the 0 o'clock direction of the circumference is the top dead center.
A point indicated by a circle at 6 o'clock on the circumference indicates a bottom dead center.
The period indicated by the group of wide-diagonal lines in FIG. 2 is approximately 180 ° in crank angle.
The effect is enhanced when the end time F of the power generation operation mode period B is an intermediate point from the time when the exhaust port is opened to the time when the scavenging port is opened. The end timing F of the power generation operation mode period B can be selected from a crank angle period from 90 ° before the exhaust port is opened to 90 ° after the exhaust port is opened and a period in which the crank angle is shifted by 180 °. .
The first cylinder 121A in the combustion process D also accelerates the second cylinder 122A in the period D of the scavenging process immediately after the bottom dead center at the same time, but the exhaust process H just before the bottom dead center, which is the immediately preceding period. The second cylinder 122B in the period is not accelerated.

As another example, a case of a two-cycle three-cylinder system will be described with reference to FIG.
The period indicated by D of 132A of the second cylinder of the same time as the combustion process of the first cylinder indicated by D of 131A is close to the start time of the exhaust process before bottom dead center. Therefore, in the three-cylinder system, the effect of this embodiment is limited.
The operation and effect of the embodiment that solves the fourth problem will be described.
When the deceleration timing is set as described above, the time from the opening of the exhaust port to the opening of the scavenging port becomes longer than in the conventional example. Therefore, the pressure value in the cylinder at the start of the scavenging stroke is lower than in the conventional example. As a result, as the load becomes higher, the scavenging efficiency of the residual exhaust gas in the cylinder by the scavenging flow and the filling rate of the air-fuel mixture are improved as compared with the conventional example, and the torque is improved accordingly.
As shown in the embodiment for solving the fourth problem, not only the period in question is decelerated, but also the embodiment in which the period in question is accelerated as shown in the following embodiment. is there.

An embodiment that solves the fifth problem of the related art will be described.
The driving operation mode period excluding the first half of the driving operation mode period in which the acceleration effect is canceled by the deceleration effect of the power generation operation mode period B immediately before the time axis and the driving operation mode period A immediately before the time axis The combustion continuation period D of the four-stroke spark ignition engine under a high load is set within a period that is the sum of the first half of the power generation operation mode period in which the effect of the acceleration action cancels the deceleration effect.
Referring to the embodiment that solves the first problem, the end time G of the drive operation mode period A and the end time F of the power generation operation mode period B of each cylinder can be determined.
As an example, a case of a 4-cycle 4-cylinder system will be described.
In the case of the four-cylinder system, the period indicated by the group of narrow hatched lines in FIG. 2 is approximately 90 ° in crank angle.
When the end timing G of the drive operation mode period A is the middle point of the combustion continuation period indicated by D in FIG. The end timing G of the drive operation mode period A can be selected from a crank angle period from 40 ° before the top dead center of the compression process to 50 ° after the top dead center of the compression process.
This embodiment is opposite to the embodiment that solves the third problem. However, the two embodiments differ in the applied load, the present embodiment is applied at a high load, and the embodiment solving the third problem is applied at times other than the high load.

The operation of the embodiment that solves the fifth problem will be described.
With the setting as described above, the rotation speed of the crankshaft during the combustion process can be accelerated as compared with the conventional example in which the number of revolutions per minute is the same. As a result, as the piston descends, the pressure decreasing factor due to the increase in the volume of the combustion chamber increases, and as the engine accelerates at a higher speed, knocking is less likely to occur.
The effect of the embodiment that solves the fifth problem will be described.
As a result, more air-fuel mixture can be burned without knocking than before. Therefore, the torque at high speed is improved.
Further, in the rotation range where the number of revolutions per minute is lower than that of the conventional example, the knocking resistance can be improved.
In this embodiment, since the timing for acceleration is determined, the effect is not limited by the cylinder type.

FIG. 3 is an explanatory diagram of a basic configuration. FIG. 4 is a diagram for explaining a relationship between a period in which a crankshaft is driven by an electric motor, a period in which power generation is performed, and a period in which the time is actually shorter or longer than in the conventional example, and all embodiments of the present invention will be described in common. FIG. In the group of circles for explaining the first to fifth embodiments of the present invention, which process each cylinder is in with the progress of the process of the first cylinder is indicated by the crank angle. The column shows an embodiment which solves the first problem, the middle column B shows an embodiment which solves the third and fifth problems, and the right column C shows an embodiment which solves the second problem. An example is shown. The first line at the top shows the first cylinder, the second line shows the second cylinder, and FIG. 3 is a circle diagram when applied to a four-cycle three-cylinder system. FIG. 4 is an explanatory view substantially similar to FIG. 3 except that the present invention is applied to a four-cycle four-cylinder system. FIG. 4 is an explanatory view substantially similar to FIG. 3 except that the present invention is applied to a four-cycle five-cylinder system. FIG. 3 is an explanatory view substantially similar to FIG. 3, except that the present invention is applied to a four-cycle six-cylinder system. FIG. 3 is an explanatory view substantially similar to FIG. 3 except that the present invention is applied to a 4-cycle, 7-cylinder system. FIG. 4 is an explanatory view substantially similar to FIG. 3, except that the present invention is applied to a 4-cycle, 8-cylinder system. In the group of circles for explaining the fourth embodiment of the present invention, the left column A shows the process of each cylinder at the same time as the combustion stroke of the first cylinder, and the right column B shows the combustion stroke of the first cylinder. FIG. 9 is a circle diagram showing the process of each cylinder at the same time as immediately after the time and applied to a two-cycle two-cylinder system. 9 is an explanatory view substantially similar to FIG. 9 except that the present invention is applied to a two-cycle three-cylinder system. The figure of the conventional example which shows the output and torque of 3RZ-FE engine and 22RE engine. The figure of the prior art example which shows the lift curve of an intake / exhaust cam.

Explanation of reference numerals

1 engine 2 crankshaft 3 electric motor 4 electronic control circuit 5 drive / acceleration operation mode period of FIG. 2 adjacent to sensor AB detecting crank angle
AA First half period of drive operation mode period AAA AAA Power generation operation mode period BB of FIG. 2 adjacent to second half period B A of drive operation mode period A Second half period BBB of power generation operation mode period B First half of power generation operation mode period B Period D of all cylinders at the same time as the combustion process F End time of the power generation operation mode period of FIG. 2 G End time of the drive operation mode period of FIG. 2 H Indicates the amount of time deviation from the conventional example of FIG. Reference horizontal line I Arrow L1 indicating the direction in which time passes in FIG. 2 Maximum torque value L2 of 3RZ-FE engine Maximum torque value M1 of 22R-E engine Initial opening period M2 of intake and exhaust cams in FIG. Intake / exhaust cam valve opening period

Claims (11)

In addition to installing an electric motor that can be electrically switched between two types of operation modes, the drive operation mode and the power generation operation mode, in connection with the crankshaft, a circuit that controls the electric switch and detects the crank angle In a parallel hybrid engine equipped with a sensor,
Based on a program created in advance and information from the sensor for detecting the crank angle, the control circuit switches the periods of the two types of operation modes, and the ignition is performed from one cylinder ignition to the next. During the period of the crank angle having the same length as that before the ignition of the cylinder, a period of one or more of the above two types of operation modes is created, and the operations of the two types of operation modes are alternately continued. How to operate a hybrid engine.   Immediately before the time axis and the period of the power generation operation mode except for the first half of the period of the power generation operation mode in which the deceleration effect is canceled by the effect of the acceleration action during the period of the drive operation mode immediately adjacent to the time axis. The pre-created program within a period that is the sum of the previous period of the drive operation mode period in which the effect of the deceleration effect in the period of the power generation operation mode adjacent to the side cancels the acceleration effect; Based on the information from the sensor for detecting the crank angle, the control circuit sets a period from the time when the valve is opened in the intake process of the engine to a time when the lift amount is small at the beginning of the valve opening period. The method according to claim 1, wherein the method is applied to a four-stroke engine.   Immediately before the time axis and the period of the power generation operation mode except for the first half of the period of the power generation operation mode in which the deceleration effect is canceled by the effect of the acceleration action during the period of the drive operation mode immediately adjacent to the time axis. The pre-created program within a period that is the sum of the previous period of the drive operation mode period in which the effect of the deceleration effect in the period of the power generation operation mode adjacent to the side cancels the acceleration effect; Based on the information from the sensor for detecting the crank angle, the control circuit sets a period from near the valve opening of the exhaust process to near the bottom dead center of the exhaust process. 2. The method for operating a hybrid engine according to claim 1, wherein the method is applied to:   Immediately before the time axis and the period of the power generation operation mode except for the first half of the period of the power generation operation mode in which the deceleration effect is canceled by the effect of the acceleration action during the period of the drive operation mode immediately adjacent to the time axis. The pre-created program within a period that is the sum of the previous period of the drive operation mode period in which the effect of the deceleration effect in the period of the power generation operation mode adjacent to the side cancels the acceleration effect; 2. The method according to claim 1, wherein the control circuit sets the combustion duration of the four-cycle engine based on the information from the sensor for detecting the crank angle.   Immediately before the time axis and the period of the power generation operation mode except for the first half of the period of the power generation operation mode in which the deceleration effect is canceled by the effect of the acceleration action during the period of the drive operation mode immediately adjacent to the time axis. The pre-created program within a period that is the sum of the previous period of the drive operation mode period in which the effect of the deceleration effect in the period of the power generation operation mode adjacent to the side cancels the acceleration effect; Based on the information from the sensor for detecting the crank angle, the control circuit sets a period from the time when the exhaust port is opened to the time when the scavenging port is opened, and applies this operation method to a two-cycle system. The method for operating a hybrid engine according to claim 1, characterized in that:   The period of the driving operation mode and the period immediately before the time axis excluding the first half of the period of the driving operation mode in which the acceleration effect is canceled by the effect of the deceleration during the power generation operation mode immediately before the time axis. The program created beforehand in a period that is the sum of the previous period and the period of the power generation operation mode in which the effect of the acceleration effect in the period of the drive operation mode adjacent to the side cancels the deceleration effect. 2. The operation of the hybrid engine according to claim 1, wherein the control circuit sets the combustion duration of the four-cycle spark ignition engine based on the information from the sensor for detecting the crank angle. Method.  3. The hybrid engine operating method according to claim 2, wherein the operating method is applied to an odd cylinder type.  3. The hybrid engine operating method according to claim 2, wherein said operating method is applied to an even cylinder compression ignition type.   4. The hybrid engine operating method according to claim 3, wherein said operating method is applied to a two-cylinder system, a three-cylinder system, a four-cylinder system, a six-cylinder system, or a seven-cylinder system. In the case where a problem occurs due to a short time of a part of the process in one cycle, the power generation operation in which the deceleration effect is canceled by the effect of the acceleration action in the driving operation mode period immediately adjacent to the time axis. The driving operation mode period in which the effect of the deceleration effect in the period of the power generation operation mode excluding the former period of the mode period and the period of the power generation operation mode immediately adjacent to the time axis cancels the acceleration effect 2. The method according to claim 1, wherein a period during which the control circuit causes the problem is set within a period that is the sum of the first period and the second period. In the case where a problem occurs due to a long time of a part of the process in one cycle, the driving operation in which the acceleration effect is canceled out by the effect of the deceleration effect in the period of the power generation operation mode immediately adjacent to the time axis. The period of the power generation operation mode in which the influence of the acceleration action in the period of the drive operation mode excluding the former period of the mode period and the period of the drive operation mode immediately adjacent to the time axis cancels the deceleration effect 2. The method according to claim 1, wherein a period during which the control circuit causes the problem is set within a period that is the sum of the first period and the second period.