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首页> 外文会议>2003 Fall Technical Conference of the ASME Internal Combustion Engine Division; Sep 7-11, 2003; Erie, Pennsylvania >INTEGRATION OF A CAM PHASER ON AN ENGINE TO REDUCE FUEL CONSUMPTION: A COMPREHENSIVE APPROACH TO THE SYSTEM
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INTEGRATION OF A CAM PHASER ON AN ENGINE TO REDUCE FUEL CONSUMPTION: A COMPREHENSIVE APPROACH TO THE SYSTEM

机译：将CAM相位器集成到引擎上以减少燃油消耗：系统的一种综合方法

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The paper presented describes the application of a Continuously Variable Cam Phaser (CVCP) to an existing engine, with the scope of reducing significantly the engine specific fuel consumption at part load, through the reduction of pumping losses. A single vane-type cam phaser was adopted, which controls both intake and exhaust cam events simultaneously, thanks to the particular cam timing assembly used on the base engine (FIAT-GM Powertrain FIRE 1,4 16v). The cam phaser itself is powered by the same oil which lubricates the engine, through a three-way solenoid valve controlled by the Engine Management System (EMS) with an on-offduty cycle signal. The design and experimental activity done to introduce the CVCP on an existing engine is described, which must comply with a number of key features needed (advance and retard travel speed, precision in actuation, minimum oil leakage, no increase of oil pressure required, minimum additional oil mass flow required) and constraints required (reduced modifications of base engine and of production line, system cost). hi particular the base engine structure, which features cam timing command through toothed belt, limited room in the cylinder head for oil and blow-by gases, hydraulic tappets, wide camshaft bearing diameter, no external oil/gas separator, determined the need to limit the overall oil mass flow within the cylinder head: this was required to avoid possible oil re-circulation into the intake manifold through the crankcase venting system. For this and other reasons, an accurate and comprehensive optimization of all the components involved in the above described system was needed. An extensive experimental activity was performed, which included the cam phaser design optimization, the re-definition of camshaft bearing and hydraulic tappet clearances, the re-design of piston rings, some prescriptions for the cam phaser control strategies and calibration of the EMS. This development work achieved a system definition which solves all the main problems described above, with no additional costs with respect to (w.r.t.) the first version of the CVCP engine, since no additional parts have been required nor particular material or machining or configurations were prescribed. The described engine is currently in its industrialization phase: it is planned to produce about 1000 engines/day in the Italian FIRE engine manufacturing plant (Termoli).
机译：提出的论文描述了无级变速凸轮相位器（CVCP）在现有发动机上的应用，其范围是通过减少泵送损失来显着降低部分负荷下发动机的比油耗。采用了单个叶片式凸轮移相器，这要归功于基本发动机上使用的特殊凸轮正时组件（FIAT-GM动力总成FIRE 1,4 16v），可同时控制进气和排气凸轮事件。凸轮移相器本身通过由发动机管理系统（EMS）控制的三通电磁阀以开/关周期信号通过润滑发动机的相同机油提供动力。描述了在现有发动机上引入CVCP的设计和实验活动，这些活动必须符合所需的许多关键特征（前进和后退行驶速度，致动精度，最小机油泄漏，无需增加机油压力，最小所需的额外油质量流量）和所需的约束条件（减少了对基础发动机和生产线的改动，降低了系统成本）。特别是基本发动机结构，其特征在于通过齿形带进行凸轮正时指令，气缸盖中的机油和窜气空间有限，液压挺杆，宽凸轮轴轴承直径，没有外部油气分离器，因此需要限制气缸盖内的总体油质量流量：这是需要进行的操作，以避免可能的机油通过曲轴箱通风系统再循环到进气歧管中。由于这个和其他原因，需要对上述系统中涉及的所有组件进行准确而全面的优化。进行了广泛的实验活动，包括凸轮相位器设计优化，凸轮轴轴承和液压挺杆间隙的重新定义，活塞环的重新设计，凸轮相位器控制策略和EMS校准的一些规定。这项开发工作实现了解决上述所有主要问题的系统定义，而无需为CVCP发动机的第一个版本支付任何费用，因为不需要额外的零件，也无需规定特殊的材料或加工或配置。所描述的发动机目前处于工业化阶段：计划在意大利FIRE发动机制造厂（Termoli）每天生产约1000台发动机。

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