V-type uneven ignition engine

Abstract

The present invention belongs to the technical field of engines and discloses a V-type uneven ignition engine. The V-type uneven ignition engine includes a left-row cylinder, a right-row cylinder, and a crankshaft. The V-angle between the center lines of the left-row cylinder and the right-row cylinder is α, where α=90°. The crankshaft is provided with a plurality of crankpins. The staggered angle between the lines connecting the axis projection points of two adjacent crankpins to the center line projection points of the main journal of the crankshaft is θ. The sum of the staggered angle and the V-angle is less than a conventional ignition advance angle of 120°. By optimizing the crankshaft staggered angle design, the crankshaft strength is improved without increasing the crankshaft connecting rod journal, thereby reducing friction work to achieve reduced fuel consumption without sacrificing power performance, thereby improving the safety factor.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, in particular to a V-type uneven ignition engine. Background Art

[0002] When engine cylinders are not coplanar, the angle between the centerlines of two adjacent cylinders is called the cylinder angle, also known as the V-angle. The most common V-angle in automotive engines often refers to V-type engines. The angle between the axes of two adjacent connecting rod journals on the crankshaft and the line connecting the crankshaft journals is the crankshaft stagger angle. In conventional designs, the sum of the V-angle and the crankshaft stagger angle equals the firing interval angle of 120 degrees.

[0003] In order to cope with the ever-increasing fuel consumption regulations, the choice is to reduce the power of the car to ensure the fuel consumption of the whole vehicle, that is, to maintain a small crankshaft journal and relatively low power, or to increase the power of the car, that is, to increase the strength of the crankshaft journal and other components, but this will sacrifice the economy of the car, and it is necessary to rely on energy such as batteries to compensate for the economy, making it impossible for the engine to strike a good balance between economy and power.

[0004] Therefore, there is an urgent need for a V-type uneven ignition engine to solve the above problems. Summary of the Invention

[0005] The purpose of the present invention is to provide a V-type uneven ignition engine, optimize the crankshaft staggered angle design, and improve the crankshaft strength without increasing the crankshaft connecting rod journal. It can reduce friction work to achieve lower fuel consumption without sacrificing power, and the safety factor can be improved.

[0006] In order to solve the above problems existing in the prior art, the present invention adopts the following technical solutions:

[0007] A V-type uneven firing engine comprising a left bank of cylinders, a right bank of cylinders and a crankshaft;

[0008] The V angle between the center line of the left column cylinder and the center line of the right column cylinder is α, where

[0009] α=90°;

[0010] The crankshaft is provided with multiple crank pins, and the staggered turning angle between the lines connecting the axis projection points of two adjacent crank pins to the center line projection points of the main journal of the crankshaft is θ, and the sum of the staggered turning angle and the V angle is less than the conventional ignition advance angle of 120°.

[0011] Preferably, the stagger angle θ of the crankshaft is 26°.

[0012] Preferably, it also includes a target wheel, a left column ECU, a left column position sensor, a right column ECU and a right column position sensor, the left column ECU and the left column position sensor are both arranged outside the left column cylinder, the right column ECU and the right column position sensor are both arranged outside the right column cylinder, the left column ECU is connected to the left column position sensor signal, the right column ECU is connected to the right column position sensor signal, the target wheel is arranged on the crankshaft, and the target wheel is connected to the left column position sensor and the right column position sensor signal.

[0013] Preferably, the left column ECUs and the right column ECUs are arranged symmetrically in two rows.

[0014] Preferably, the left column position sensors and the right column position sensors are symmetrically arranged in two rows.

[0015] Preferably, the target wheel has a double-layer structure, comprising a first code disc and a second code disc, the first code disc and the second code disc being stacked, the first code disc being connected to the left column position sensor signal, and the second code disc being connected to the right column position sensor signal.

[0016] Preferably, the left column ECU reads the signal of the first code disk through the left column position sensor to operate the left column cylinders, and the right column ECU reads the signal of the second code disk through the right column position sensor to operate the right column cylinders.

[0017] Preferably, when the first encoder or the left bank position sensor fails, the left bank ECU reads the position information of the crankshaft and determines the position of the crankshaft to operate the left bank cylinders.

[0018] Preferably, when the second encoder or the right bank position sensor fails, the right bank ECU reads the position information of the crankshaft and determines the position of the crankshaft to operate the right bank cylinders.

[0019] Preferably, when the target wheel, the left column position sensor and the right column position sensor all fail, the vehicle is in a limp home mode.

[0020] The beneficial effects of the present invention are:

[0021] The V-shaped uneven ignition engine provided by the present invention has a V-angle α between the centerlines of the left and right cylinder banks, where α = 90°. The crankshaft is provided with multiple crankpins, and the stagger angle θ between the lines connecting the axis projections of two adjacent crankpins to the centerline projections of the crankshaft main journals is less than the conventional ignition advance angle of 120°. By optimizing the crankshaft stagger angle design, crankshaft strength is increased without increasing the number of crankshaft connecting rod journals. This reduces friction work, thereby lowering fuel consumption, without sacrificing power performance, and improving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 Schematic diagram of the structure of a V-type uneven ignition engine according to an embodiment of the present invention;

[0023] Figure 2 Schematic diagram of the structure of the left and right cylinders in an embodiment of the present invention;

[0024] Figure 3 Schematic diagram of the crankshaft structure in the embodiment of the present invention Figure 1 ;

[0025] Figure 4 Schematic diagram of the crankshaft structure in the embodiment of the present invention Figure 2 ;

[0026] Figure 5 Schematic diagram of the structure of the target wheel in an embodiment of the present invention.

[0027] Reference numerals:

[0028] 1. Left bank cylinders;

[0029] 2. Right bank of cylinders;

[0030] 3. Crankshaft; 31. Crankpin; 32. Main journal

[0031] 4. Target wheel; 41. First code disk; 42. Second code disk;

[0032] 5. Left column ECU;

[0033] 6. Left column position sensor;

[0034] 7. Right column ECU;

[0035] 8. Right column position sensor;

[0036] 9. Intake manifold;

[0037] 10. Cylinder head;

[0038] 11. Throttle;

[0039] 12. Intercooler;

[0040] 13. Supercharger. DETAILED DESCRIPTION

[0041] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0042] In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention in specific circumstances.

[0043] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0044] In the description of this embodiment, terms such as "upper," "lower," "left," and "right" are used to refer to positions or locations based on those shown in the accompanying drawings. These terms are intended solely to facilitate description and simplify operation, and are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used solely for descriptive purposes and have no special meaning.

[0045] To meet evolving fuel consumption regulations, one option is to reduce vehicle power to maintain overall fuel consumption, i.e., maintain a small crankshaft journal and relatively low power. Alternatively, one option is to increase vehicle power by increasing the crankshaft journal and other component strengths. However, this sacrifices vehicle economy, requiring the use of batteries and other energy sources to compensate for this, making it difficult for the engine to achieve a good balance between economy and power. To address this, this embodiment provides a V-type uneven ignition engine with an optimized crankshaft stagger angle design, increasing crankshaft strength without increasing the crankshaft connecting rod journal. This reduces friction work to achieve lower fuel consumption without sacrificing power, thereby improving safety.

[0046] like Figure 1-Figure 5 As shown, in this embodiment, a V-type uneven ignition engine includes a left-bank cylinder 1, a right-bank cylinder 2, and a crankshaft 3. The V-angle between the centerlines of the left-bank cylinder 1 and the right-bank cylinder 2 is α, where α = 90°. The crankshaft 3 is provided with multiple crankpins 31. The staggered angle between the lines connecting the axis projections of two adjacent crankpins 31 to the centerline projections of the main journal 32 of the crankshaft 3 is θ. The sum of the staggered angle and the V-angle is less than the conventional ignition advance angle of 120°. Specifically, α is the V-angle between the left-bank cylinder 1 and the right-bank cylinder 2, which is 90°. θ is the stagger angle of crankshaft 3. The sum of the stagger angle θ and the V-angle α is less than the conventional ignition advance angle, which is 120°. Preferably, the stagger angle θ is 26°. By optimizing the stagger angle design of crankshaft 3, the strength of crankshaft 3 is improved without increasing the connecting rod journal of crankshaft 3, thereby reducing friction work and achieving lower fuel consumption without sacrificing power, thereby improving the safety factor. Optionally, the stagger angle θ can be less than 30°, and the final choice depends on the engine's structural layout and electronic control scheme.

[0047] Further, continue to refer to Figure 1-Figure 5, also includes a target wheel 4, a left row ECU5, a left row position sensor 6, a right row ECU7 and a right row position sensor 8. The left row ECU5 and the left row position sensor 6 are both arranged outside the left row cylinder 1, and the right row ECU7 and the right row position sensor 8 are both arranged outside the right row cylinder 2. The left row ECU5 is signal-connected to the left row position sensor 6, and the right row ECU7 is signal-connected to the right row position sensor 8. The target wheel 4 is arranged on the crankshaft 3, and the target wheel 4 is signal-connected to the left row position sensor 6 and the right row position sensor 8. Specifically, the right bank of cylinders 2 are cylinder 1, cylinder 2 and cylinder 3 from front to back, and the left bank of cylinders 1 are cylinder 4, cylinder 5 and cylinder 6 from front to back. The ignition sequence of the gasoline engine is cylinder 1-cylinder 4-cylinder 3-cylinder 6-cylinder 2-cylinder 5, which conforms to the conventional classic design. The left and right banks can be controlled separately to achieve independent and uniform ignition sequences for the left and right banks. The overall ignition interval angles are 116°, -124°, -116°, -124°, -116° and -124°. The independent ignition interval angles are 124°, -124° and -124° for the right bank, and 116°, -116° and -116° for the left bank. The two ends of the left column position sensor 6 are respectively connected to the target wheel 4 and the left column ECU5 signal, and the two ends of the right column position sensor 8 are respectively connected to the target wheel 4 and the right column ECU7 signal, so that the left column ECU5 can read the signal of the target wheel 4 through the left column position sensor 6, and the right column ECU7 can read the signal of the target wheel 4 through the right column position sensor 8, thereby determining the position of the crankshaft 3.

[0048] Further, continue to refer to Figure 1-Figure 5 The left bank ECU 5 and the right bank ECU 7 are arranged symmetrically in two rows, and the left bank position sensors 6 and the right bank position sensors 8 are arranged symmetrically in two rows. Specifically, this V-type uneven firing engine also includes an intake manifold 9, a cylinder head 10, an intercooler 12, a throttle 11, and a supercharger 13. These components are all arranged symmetrically in two rows. Independent closed-loop control is implemented for the left and right banks of the engine based on independent crankshaft 3 signals, achieving uniform ignition for each of the components in the left and right banks. The left bank cylinder 1 and the right bank cylinder 2 are supplied with intake air by separate throttles 11, exhaust air by separate superchargers 13, and controlled by separate left bank ECU 5 and right bank ECU 7, respectively.

[0049] Further, continue to refer to Figure 1-Figure 5Target wheel 4 has a double-layer structure, comprising a first code disc 41 and a second code disc 42. The first code disc 41 and the second code disc 42 are stacked. The first code disc 41 is connected to the left column position sensor 6, while the second code disc 42 is connected to the right column position sensor 8. Specifically, the first code disc 41 provides signals to the components in the left column, while the second code disc 42 provides signals to the components in the right column. This allows the left and right columns to provide separate signals to the crankshaft 3, resolving the uneven ignition issue caused by crankshaft 3 misalignment optimization and ultimately optimizing both the economy and power of the entire engine.

[0050] Further, continue to refer to Figure 1-Figure 5 The left bank ECU 5 reads the signal from the first code disc 41 via the left bank position sensor 6 to activate the left bank cylinder 1, and the right bank ECU 7 reads the signal from the second code disc 42 via the right bank position sensor 8 to activate the right bank cylinder 2. Specifically, the left bank ECU 5 reads the signal from the first code disc 41 of the target wheel 4 via the left bank position sensor 6 to determine the position of the crankshaft 3, and then issues a command to control the normal operation of the left bank cylinder 1. The right bank ECU 7 reads the signal from the rear second code disc 42 of the target wheel 4 via the right bank position sensor 8 to determine the position of the crankshaft 3, and then issues a command to control the normal operation of the right bank cylinder 2.

[0051] Further, continue to refer to Figure 1-Figure 5 When the first encoder 41 or the left-bank position sensor 6 fails, the left-bank ECU 5 reads and determines the position of the crankshaft 3 to operate the left-bank cylinder 1. Specifically, if the first encoder 41 of the target wheel 4 is damaged or the left-bank position sensor 6 fails, the left-bank ECU 5 reads and converts the position of the crankshaft 3 to determine its position and then issues a command to operate the left-bank cylinder 1. The right-bank ECU 7, however, still reads the signal from the second encoder 42 of the target wheel 4 through the right-bank position sensor 8 to determine the position of the crankshaft 3 and then issues a command to operate the right-bank cylinder 2. Under these operating conditions, the engine output torque is limited to 70% of the target value.

[0052] Further, continue to refer to Figure 1-Figure 5 When the second encoder 42 or the right bank position sensor 8 fails, the right bank ECU 7 reads and determines the position of the crankshaft 3 to operate the right bank cylinder 2. Specifically, if the second encoder 42 of the target wheel 4 is damaged or the right bank position sensor 8 fails, the right bank ECU 7 reads and converts the position of the crankshaft 3 to determine its position and then issues a command to operate the right bank cylinder 2. The left bank ECU 5 still reads the signal from the first encoder 41 of the target wheel 4 via the left bank position sensor 6 to determine the position of the crankshaft 3 and then issues a command to operate the left bank cylinder 1 normally. Under this operating condition, the engine output torque is limited to 70% of the target value.

[0053] Further, continue to refer to Figure 1-Figure 5 When the target wheel 4, the left column position sensor 6 and the right column position sensor 8 are all faulty, the vehicle is in limp home mode relying on the cam position sensor.

[0054] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention and are not intended to limit the embodiments of the present invention. A person skilled in the art would be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. V-type uneven ignition engine, characterized in that: It comprises a left-row cylinder (1), a right-row cylinder (2) and a crankshaft (3); The V angle between the center line of the left-row cylinder (1) and the center line of the right-row cylinder (2) is α, where α=90°; The crankshaft (3) is provided with a plurality of crankpins (31), the staggered angle between the lines connecting the axis projection points of two adjacent crankpins (31) to the centerline projection points of the main journal (32) of the crankshaft (3) is θ, the sum of the staggered angle and the V angle is less than a conventional ignition advance angle of 120°, and by optimizing the staggered angle of the crankshaft (3), the strength of the crankshaft (3) can be improved without increasing the crankshaft connecting rod journal.

2. The V-type uneven ignition engine according to claim 1, characterized in that: The stagger angle θ of the crankshaft (3) is 26°.

3. The V-type uneven ignition engine according to claim 1, characterized in that: The invention also includes a target wheel (4), a left column ECU (5), a left column position sensor (6), a right column ECU (7) and a right column position sensor (8); the left column ECU (5) and the left column position sensor (6) are both arranged outside the left column cylinder (1); the right column ECU (7) and the right column position sensor (8) are both arranged outside the right column cylinder (2); the left column ECU (5) is connected to the left column position sensor (6) by signal; the right column ECU (7) is connected to the right column position sensor (8) by signal; the target wheel (4) is arranged on the crankshaft (3); and the target wheel (4) is connected to the left column position sensor (6) and the right column position sensor (8) by signal.

4. The V-type uneven ignition engine according to claim 3, characterized in that: The left column ECU (5) and the right column ECU (7) are arranged symmetrically in two rows.

5. The V-type uneven ignition engine according to claim 3, characterized in that: The left column position sensors (6) and the right column position sensors (8) are arranged symmetrically in two rows.

6. The V-type uneven ignition engine according to claim 3, characterized in that: The target wheel (4) has a double-layer structure and comprises a first code disc (41) and a second code disc (42). The first code disc (41) and the second code disc (42) are stacked and arranged. The first code disc (41) is connected to the left column position sensor (6) for signal transmission, and the second code disc (42) is connected to the right column position sensor (8) for signal transmission.

7. The V-type uneven ignition engine according to claim 6, characterized in that: The left column ECU (5) reads the signal of the first code disk (41) through the left column position sensor (6) to operate the left column cylinder (1), and the right column ECU (7) reads the signal of the second code disk (42) through the right column position sensor (8) to operate the right column cylinder (2).

8. The V-type uneven ignition engine according to claim 6, characterized in that: When the first code disk (41) or the left column position sensor (6) fails, the left column ECU (5) reads the position information of the crankshaft (3) and determines the position of the crankshaft (3) to operate the left column cylinder (1).

9. The V-type uneven ignition engine according to claim 6, characterized in that: When the second code disk (42) or the right column position sensor (8) fails, the right column ECU (7) reads the position information of the crankshaft (3) and determines the position of the crankshaft (3) to operate the right column cylinder (2).

10. The V-type uneven ignition engine according to claim 6, characterized in that: When the target wheel (4), the left column position sensor (6) and the right column position sensor (8) all fail, the vehicle is in a limp home mode.

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