動(dòng)力總成及環(huán)保技術(shù)-ct先進(jìn)汽油機(jī)-iee

機(jī)停缸技術(shù)研究THE

RESEARCH

OF

CYLINDERDEACTIVATION

TECHNOLOGY

ONGASOLINE

ENGINEJinqiang

Ma吉利動(dòng)力總成Geely

Powertrain

Research

Institute/Mobile：電子郵件/ :

ma

項(xiàng)目背景/PROJECT

BACKGROUND1仿真計(jì)算/CAE2試驗(yàn)測(cè)試/TEST3結(jié)論/CONCLUSIONS4趨勢(shì)/Regulations

Trends當(dāng)前技術(shù)路線/Current

Technical

Route停缸技術(shù)方案/CDA

TechnicalProject項(xiàng)目背景/PROJECT

BACKGROUND油耗 趨勢(shì)/Fuel

Consumption

Standard

Trends乘用車燃油限值呈逐年加嚴(yán)趨勢(shì)，根據(jù)國家發(fā)布的《節(jié)能與新能源汽車技術(shù)路線圖》，乘用車新車平均油耗將分別達(dá)到2020年5.0L/100Km，2025年4.0L/100Km，2030年3.2L/100Km。The

fuel

consumption

standard

is

increasingly

strict

，F(xiàn)igure

as

below

shows

the

fuel

consumption is

5.0L/100KM@2020，4.0L/100KM@2025

,

3.2L/100KM@2030

that

vehicle

lightweight

isconsidered.4.003.002.005.006.007.0010.009.008.007508509501050115012501350145015501650175018501950205021502250235024502550201620172018201920202025

值2030

值車重：KgVehicle

Weight

:

Kg燃油消耗量L/100KmFuel

Consumption

L/100Km*DATA

FROM

AVL

@AVL

PC

ELE

TECH

DAY

2017油耗 趨勢(shì)/Fuel

Consumption

Standard

Trends當(dāng)前技術(shù)路線/Current

Technical

Route小型化（down

sizing）、downspeeding、降摩擦（low-friction）、混動(dòng)（hybrid）、BSG、

STT、能量回收CVVL、停缸(CDA)、排氣廢熱利用2015年2020年2025年空氣管理Air

control發(fā)

概念Engine

concept燃燒combustion電子增壓器(e-turbo）、兩級(jí)增壓（twostageturbocharging）米勒循環(huán)(Miller）、深度 循環(huán)(Deep-miller）、冷卻EGR、側(cè)置/中置DI

FP≤200bar

側(cè)置/中置

DI

FP（燃油壓力）≥200bar稀薄燃燒、 壓燃(HCCI/CAI)5L/100km

4L/100km發(fā) 與變速器深度集成、High

CR、VCR油耗目標(biāo)Fuelconsumption停缸技術(shù)方案/CDA

Technical

Project功能要求Function

Requirement切換轉(zhuǎn)速Switching

speed1200rpm～3000rpm切換油壓Switching

oil

pressure＞1.5bar切換周期Switching

period一個(gè)循環(huán)Onecycle~停缸技術(shù)方案/CDA

Technical

Project停缸機(jī)構(gòu)系統(tǒng)構(gòu)造CDA

System

ConstructionThere

are

two

OCV

and

four

SRFF

to

make

surethe

switchingfunctionThe

cam

lobe

ofcylinder

2th

and3th

is

redesignedwhich

has

3

lobeseach

valveRedesign

the

oilgallery

of

cylinderhead停缸技術(shù)方案/CDA

Technical

Project進(jìn)氣側(cè)INTAKE缸蓋主油道進(jìn)油口

MAIN

OIL

GALLERY

TOCYLINDER

HEAD排氣側(cè)EXHAUST停缸技術(shù)方案/CDA

Technical

Project缸蓋油路設(shè)計(jì)Oil

Gallery

OfCylinder

Head仿真計(jì)算/CAE氣門閥系動(dòng)力學(xué)計(jì)算/Valvetrain

System

Kinematic

Calculation凸輪軸軸承蓋強(qiáng)度計(jì)算/Camshaft

Bearing

Cover

Strength

Calculation一維潤滑系統(tǒng)計(jì)算/1D

Lubrication

System

ysis一維性能及油耗計(jì)算/1D

Performance

And

Fuel

Consumption

ysis氣門閥系動(dòng)力學(xué)計(jì)算/Valvetrain

System

Kinematic

Calculation優(yōu)化彈簧結(jié)構(gòu)和力值Optimize

The

Valve

Spring

Structure

And

Force優(yōu)化進(jìn)氣門升程Optimize

The

Intake

Valve

Lift經(jīng)過優(yōu)化，氣門機(jī)構(gòu)動(dòng)力學(xué)滿足設(shè)計(jì)要求，氣門升程也與原機(jī)狀態(tài)一致After

the

optimization，The

valvetrain

system

satisfy

all

therequirements

.凸輪軸軸承蓋強(qiáng)度計(jì)算/Camshaft

Bearing

Cover

Strength

CALCULATION為了避讓搖臂，

降低了凸輪軸承蓋的寬度，所以進(jìn)行了強(qiáng)度分析，分析結(jié)果顯示滿足使用要求。To

avoid

the

SRFF，we

reduced

the

width

of

camshaft

bearing

cover

,so

we

did

someyzation

to

make

sure

the

modification

satisfy

the

use

requirement

.一維潤滑系統(tǒng)計(jì)算/1D

LubricationSystemysis泵后及油道機(jī)油壓力對(duì)比分析After

Pump

An l

Gallery

Pressure

Contrastive

ysis增壓器機(jī)油壓力對(duì)比分析Oil

Pressure

Of

The

TurboContrastiveysis一維潤滑系統(tǒng)計(jì)算/1D

LubricationSystemysis缸蓋末端機(jī)油壓力對(duì)比Of

The

Cylinder

Head

ContrastiveOil

Pressure

Atysis一維潤滑系統(tǒng)計(jì)算/1D

LubricationSystemysis83.3

84.479.887.212211913101001502502003503001000

1500

1750

2000

2500

3000

3500

4000

4500

5000

5500full‐load

torqueoriginal

engineCDA

engineN.mrpmCDA

mode99.3兩缸和四缸狀態(tài)的全負(fù)荷扭矩The

Full

Load

Torque

For

Two

Cylinder

And

Four

Cylinder

State一維性能及油耗計(jì)算/1D

Performance

And

Fuel

Consumptionysis3873322562942771501005002503372003002763504504002357

original

engine279CDA

engine2000rpm下兩缸和四缸狀態(tài)的油耗2000rpm

Fuel

Consumption

For

Two

Cylinder

And

Four

Cylinder

State一維性能及油耗計(jì)算/1D

Performance

And

Fuel

Consumptionysis停缸系統(tǒng)切換試驗(yàn)/SYSTEM

SWITCHING

TEST耐久測(cè)試/DURABILITY發(fā) 油耗和性能/ENGINE

FUEL

CONSUMPTION

AND

PERFORMANCE試驗(yàn)測(cè)試/TEST停缸系統(tǒng)切換試驗(yàn)/SYSTEM

SWITCHING

TEST搖臂鎖銷響應(yīng)測(cè)試試驗(yàn)原理The

Principle

Of

The

Test

Of

Rocker

Lock

Pin

Response停缸系統(tǒng)切換試驗(yàn)/SYSTEM

SWITCHING

TEST結(jié)論：1、機(jī)油壓力恒定時(shí)，機(jī)油溫度越高，鎖銷

與鎖止動(dòng)作時(shí)間越短2、當(dāng)機(jī)油壓力大于2bar后，其對(duì)鎖銷動(dòng)作時(shí)間影響較小Conclusion：1、when

the

oil

pressure

is

constant，with

the

increasing

of

oil

temperature

the

pin

lock

and

unlock

time

is

shorter;2、when

the

oil

pressure

is

higher

than

2bar，it

has

less

influence

on

the

pin

switching

time.停缸系統(tǒng)切換試驗(yàn)/SYSTEM

SWITCHING

TESTEngine

speed凸輪軸轉(zhuǎn)速Camspeed主油道溫度Oil

gallerytemperature試驗(yàn)控制油壓Oil

pressure鎖銷

動(dòng)作時(shí)間Unlock

time鎖銷鎖止動(dòng)作時(shí)間Lock

time系統(tǒng)響應(yīng)時(shí)間system

responsetime一個(gè)循環(huán)時(shí)間One

cycle

timer/minr/min℃kPamsmsmsms120062592.5915027.612.248.4096.00150075092.1120012.512.132.9080.00175087590.5320012.512.132.9068.572000100090.9520012.512.132.9060.002250112591.1625011.812.129.3053.332500125092.123009.511127.8048.002750137592.183009.511127.8043.643000150091.133508.710.827.8040.003250162591.183508.710.827.7036.923500175091.513508.710.827.7034.29停缸全工作轉(zhuǎn)速范圍內(nèi)，鎖銷動(dòng)作時(shí)間均滿足一個(gè)周期切換要求During

all

theswitching

speed，lockpin

response

time

satisfied

the

requirement

of

finishing

switching

within

one

cycle耐久測(cè)試/DURABILITY切換耐久試驗(yàn)Switching

Durability配氣機(jī)構(gòu)動(dòng)力學(xué)測(cè)試臺(tái)架Valve

train

system

dynamic

test

bench發(fā)

轉(zhuǎn)速Engine

speed3500rpm3500rpm切換次數(shù)Switching

times235萬次2.35million次數(shù)False

times5次5

times率False

rate2.13ppm2.13ppm發(fā) 臺(tái)架測(cè)試/ENGINE

TEST

BENCH

TEST發(fā)

油耗收益Engine

FuelConsumptionbenefitEngine

Fuel

Consumptionbenefit2000rpm油耗數(shù)據(jù)Fuel-efficient

MAP

figure

at2000rpm565.000244

380.3479

277.045929461.034698330.960663320.774384283.650391291.567078269.503815270.1707761.012.003.034.015.040.0100.0200.0300.0400.0500.0600.0g/Kwh、bar4_cylinder_BSFC2_cylinder_BSFC發(fā) 臺(tái)架測(cè)試/ENGINE

TEST

BENCH

TEST發(fā)

油耗收益發(fā) 臺(tái)架測(cè)試/ENGINE

TEST

BENCH

TEST發(fā)

油耗收益Engine

Fuel

Consumptionbenefit8.357.98發(fā) 臺(tái)架測(cè)試/ENGINE

TEST

BENCH

TEST發(fā)

油耗收益Engine

Fuel

ConsumptionBenefit8.387.87OriginalModeCDA

ModeCDA

Mode發(fā) 臺(tái)架測(cè)試/ENGINE

TEST

BENCH

TEST切換測(cè)試Switching

Test發(fā) 臺(tái)架測(cè)試/ENGINE

TEST

BENCH

TEST2000rpm發(fā)

主要排放物測(cè)試Emission

Of

The

Engine

At

2000

rpm/Min發(fā) 臺(tái)架測(cè)試/ENGINE

TEST

BENCH

TEST2000rpm時(shí)發(fā)

燃燒情況Combustion

Condition

Of

The

Engine

At

2000

rpm/Min結(jié)論/CONCLUSIONS在4

~

5bar負(fù)荷以下停缸技術(shù)能有效降低燃油消耗，在2000rpm@1bar油耗收益率能達(dá)到18.4%Cylinder

deactivation

can

effectively

reduce

the

fuel

consumption

under

4

~

5

bar,

and

the

fuel‐benefitrate

reached

to

18.40%

at

2000rpm@

1bar.相比4缸狀態(tài)小負(fù)荷下停缸技術(shù)應(yīng)用能增大點(diǎn)火提前角，以獲得更佳的油耗收益The

ignition

advance

angle

is

more

aheadcompa