ENGINE GENERAL 1-1 SECTION 1 ENGINE CONTENTS

Transcription

1 ENGINE GENERAL 1-1 SECTION 1 ENGINE CONTENTS General information Major specifications Engine Performance Curve Base Engine Timing belt cover Piston Oil ring Cylinder head Variable Valve Timing (VVT) Control System VVT sprocket Cam shaft Oil control (OCV) Cooling Equipment Intake and Exhaust Equipment Air intake system Exhaust system Fuel System Control System Sensors Actuators Fuel injection control Idle speed control Ignition timing and distribution control Variable Valve Timing Control System (MIVEC) Purge control Self-diagnosis system Electrical equipment Emission Control System Throttle Throttle pedal General information MIVEC has been adopted on the 4G63 engine installed on the Evolution IX. With Variable Valve Timing (VVT), as well as increasing torque in the low rev range, there are major improvements in fuel consumption and emissions performance Magnesium alloy has been used for the turbocharger compressor wheel a world first. This has resulted in improved response. (GSR : option, GT/RS : standard) Measures to cope with the increased output include higher levels of durability and reliability. Other changes: Timing belt cover shape change Use of high strength pistons 2-piece oil rings Change to shape of cooling water tank using long reach plugs Finer cooling water temperature control using bottom by-pass type mechanism Use of long reach type spark plugs

2 1-2 ENGINE GENERAL 1. Main Specifications Item GSR GT, RS Total displacement cc 1,997 Combustion chamber Pent roof type Bore and stroke mm 85.0 x 88.0 Compression ratio 8.8 Camshaft arrangement DOHC-16 Fuel used Unleaded premium Maximum output (kw/rpm) 206/6 500 Maximum torque (Nm/rpm) 400/ /3 000 Fuel system Electronically controlled multi-point fuel injection Ignition system Electronically controlled two-coil Lash adjuster Fitted 2. Engine Performance Curve Lancer Evolution IX RS.GT --- Lancer Evolution IX GSR Shaft ouput (kw) Shaft torque (N m) Engine r.p.m.

3 ENGINE BASE ENGINE 1-3 BASE ENGINE 1. Timing belt cover The timing belt front upper cover now has a V.V.T. (Variable Valve Timing) sprocket, and so the shape has been changed to maintain the correct gap. New (Lancer Evolution IX) Base model (Lancer Evolution VIII MR) 2. Pistons Durability and reliability have been improved as a result of having used stronger piston material. 3. Oil rings Oil consumption is decreased as a result of having used 2-piece oil rings. New (Lancer Evolution IX) 2-piece Base model (Lancer Evolution VIII MR) 3-piece

4 1-4 ENGINE BASE UNIT 4. Cylinder head Cooling performance has been improved as a result of increasing the size of the cooling water chamber in the area of high temperature in the combustion chamber around the plugs. Enlarged cooling water chamber 5. Variable Valve Timing (VVT) control system The VVT control system is shown below: VVT sprocket Camshaft Oil control (OCV) Eye bolt Oil pipe joint OCV filter

5 6. VARIABLE VALVE TIMING (VVT) sprocket ENGINE BASE UNIT 1-5 The V.V.T. sprocket changes timing using hydraulic pressure from the oil control to move the vane rotors. Advance angle Maximum retard angle position Oil chamber Advance angle operating oil passage Seal Bolts Vane rotor Washer V.V.T. sprocket bolt Spring Washer Sprocket Base plate Plug cap Housing Retard angle operating oil passage O-ring 7. Camshaft Passages have been created in the camshaft to allow hydraulic pressure to be transmitted from the oil control to the V.V.T. sprocket. For advance angle For retard angle

6 1-6 ENGINE - BASE ENGINE, COOLING EQUIPMENT 8. Oil control (OCV) An electromagnetic has been used for the oil control, to switch hydraulic pressure driven by the V.V.T. sprocket ASSY vane rotors. Spring Spool Drain Hydraulic pressure Drain O-ring Boss Coil Plunger Terminal Cover O-ring Spring holder Spacer Core C-shaped retaining ring Housing Advance angle side Retard angle side Sleeve Rod Case Sleeve Bobbin COOLING SYSTEM Water pipes and hoses As a measure to deal with the increased engine output, a bottom by-pass type has been used, resulting in more effective cooling water temperature control. New (Lancer Evolution IX) Base model (Lancer Evolution VIII MR) Bottom by-pass pipe added

7 Intake and Exhaust Equipment 1. Intake system Intercooler water spray ENGINE - INTAKE AND EXHAUST EQUIPMENT 1-7 This is basically the same as on the previous Lancer Evolution VIII MR, but the changes which have been made have been accompanied by changes to the front bumper. change to water spray hose ASSY water spray nozzle bracket added New (Lancer Evolution IX) Washer tank Intercooler Water spray nozzle bracket Water spray hose ASSY Basic model (Lancer Evolution VIII MR) Intercooler Washer tank Water spray hose ASSY

8 1-8 ENGINE INTAKE AND EXHAUST EQUIPMENT, FUEL SYSTEM 2. Exhaust system Turbocharger A magnesium compressor turbocharger has been introduced - a world first for a mass production car. (GSR : option GT/RS : standard) The result is even better throttle response. Furthermore, the shape of the compressor housing has been changed, making intake smoother, and improved mid and low speed torque. New (Lancer Evolution IX) Base model (Lancer Evolution VIII MR) FUEL SYSTEM The fuel system is basically the same as that on the previous Lancer Evolution VIII MR, but the GT fuel tank capacity is now 55dm 3 Specifications Item Specifications Fuel tank capacity dm 3 RS 50 GT / GSR 55

9 ENGINE CONTROL SYSTEM 1-9 Control system Engine control systems in the 4G63-MIVEC-T/C engine installed on the Lancer Evolution IX are based on the controls in the Lancer Evolution VIII MR s 4G63-T/C engine, with the following changes. A variable timing control system (MIVEC) has been adopted. This has been accompanied by the addition of an oil feeder control (OCV) and intake cam position The addition of a Manifold Absolute Pressure (MAP). The addition of a air temperature. System block diagram Air flow (AFS) Manifold Absolute Pressure (MAP) Intake air temperature Air temperature Atmospheric pressure Water temperature Throttle position (TPS) A/C switch A/C load signal Intake cam position Exhaust cam position Crank angle Alternator FR terminal Vehicle speed Power steering fluid pressure switch Knock Intercooler water spray switch (auto) Intercooler water spray (manual) O 2 Ignition switch IG Ignition switch ST Power supply Engine ECU Fuel injection control Idle speed control (ISC) Ignition timing control Engine control relay control Fuel pump relay control A/C relay control Fan motor control (radiator) Fan relay control (A/C condenser) Variable timing control Alternator control Air flow filter reset control Fuel pressure control Supercharging pressure control Secondary air pressure control Intercooler water spray control Engine warning light control O 2 heater control Purge control Diagnosis output RAM data transmission No.1 injector No.2 injector No.3 injector No.4 injector Idle speed control (ISC) servo (stepper motor) Ignition coil A (No.1, No. 4) Ignition coil B (No.2, No.3) Engine control relay Fuel pump relay 2 (ON/OFF) Fuel pump relay 3 (HI/LO switch) A/C relay Fan controller (radiator fan) Condenser relay fan (HI, LOW) Oil feeder control (OCV) Alternator G terminal Air flow (AFS) Fuel pressure control solenoid No. 1 Waste gate solenoid No. 2 Waste gate solenoid Secondary air control solenoid Intercooler water spray relay Intercooler water spray lamp Tachometer Engine warning lights (check engine lamp) O 2 heater Purge control solenoid Diagnosis output terminal

10 1-10 ENGINE CONTROL SYSTEM Control system diagram 1 Oxygen 2 Air flow 3 Intake air temperature 4 Throttle position 5 Intake cam position 6 Exhaust cam position 7 Crank angle 8 Atmospheric pressure 9 Water temperature 10 Knock 11 Manifold absolute pressure (MAP) 12 Air temperature Power supply Ignition switch-ig Ignition switch-st Vehicle speed A/C switch A/C load signal Power steering fluid pressure switch Alternator FR terminal Intercooler water spray switch (Auto) Intercooler water spray switch (Manual) Engine -ECU 1 Injector 2 Idle speed control (ISC) servo (stepper motor) 3 Fuel pressure control solenoid 4 No. 1 Waste gate solenoid 5 No. 2 Waste gate solenoid 6 Purge control solenoid 7 Secondary air control solenoid 8 Oil feeder control Engine control relay Fuel pump relay 2, (ON/OFF) Fuel pump relay 3, (HI/LO switch) A/C relay Ignition coil Fan controller Condenser fan relay (HI) Condenser fan relay (LO) Engine warning light Diagnosis output terminal Alternator G terminal Intercooler water spray relay Intercooler water spray lamp O 2 heater 7 Secondary air control solenoid 6 Purge control solenoid Check By-pass Canister From fuel tank 4 Throttle position 12 Air temperature 2 ISC servo 11 MAP Vacuum tank Secondary air 8 Atmospheric pressure 3 Fuel pressure control solenoid To fuel tank 6 Exhaust cam position 8 Oil feeder control Fuel pressure regulator From fuel pump 2 Air flow 3 Air intake temperature Air intake Wastegate actuator 1 Injector 9 Water temperature 10 Knock 5 No. 2 wastegate solenoid 4 No. 1 wastegate solenoid 1 O 2 5 Intake cam position 7 Crank angle Catalyst

11 ENGINE CONTROL SYSTEM Sensor Intake cam position 1-1 Intake cam position The intake cam position is fitted to the rear of the cylinder head. The actual intake cam shaft position is detected by a Hall, composed of a Hall device and a magnet, using a notch cut into cam position sensing cylinder, and sent to the engine ECU. Intake cam position Notch Cam position sensing cylinder Manifold absolute pressure 1-2 Manifold absolute pressure (MAP) This detects the pressure inside the intake manifold and inputs it to the engine ECU. The engine ECU adjusts the volume of injected fuel using the voltage output from this. 1-3 Air temperature The air temperature inside the intake manifold is detected using a thermistor. The engine ECU adjusts the volume of injected fuel using the voltage output from this. Air temp.

12 1-12 ENGINE CONTROL SYSTEM 2. Actuator Oil feeder control 2-1. Oil feeder control (OCV) The oil feeder control is fitted to the cylinder head. It controls the spool position, receiving engine ECU duty signals, and delivering hydraulic pressure from the cylinder block to the V.V.T. (Variable Valve Timing control system) sprocket advance and retard chambers. It also sets the spool to the maximum retard position condition, by means of a spring, when the engine is stopped. Spool movement Advance angle Retard angle Spool Spring Drain Drain Hydraulic pressure Coil Plunger 3. Fuel injection control These controls are basically the same as on the 4G63-T/C engine mounted in the Lancer Evolution VIII MR. However, we have made the following improvements. The quantity of fuel injected is adjusted based on the pressure inside the manifold measured by the manifold absolute pressure (MAP) and the air temperature inside the manifold System configuration Air flow (AFS) Fuel pressure control solenoid Manifold Absolute Pressure (MAP) Intake air temperature Fuel pressure regulator Air pressure Water temperature From fuel tank To fuel tank Engine ECU Throttle position (TPS) Intake cam position Exhaust cam position Injector Crank angle Vehicle speed Knock O 2 Ignition switch ST

13 ENGINE CONTROL SYSTEM Idling speed control This is basically the same as the control system on the 4G63-T/C engine installed in the Lancer Evolution VIII MR. System configuration Air flow ISC servo (stepper motor) Intake air temperature Water temperature Air pressure Throttle position (TPS) Engine ECU A/C switch A/C load signal To intake manifold From air cleaner Crank angle Alternator FR terminal Vehicle speed Power steering fluid pressure switch Speed adjusting screw (SAS) Ignition switch IG Ignition switch -ST 5. Ignition timing and distribution control This is basically the same as the control system on the 4G63-T/C engine installed in the Lancer Evolution VIII MR. System configuration Air flow (AFS) Intake air temperature Air pressure Ignition coil B Ignition coil A Ignition switch Water temperature Intake cam position Exhaust cam position Crank angle Engine ECU Battery Vehicle speed Knock Spark plug Ignition switch ST Cylinder No.

14 1-14 ENGINE CONTROL SYSTEM 6. Variable Valve Timing control system (MIVEC) Exhaust Closed Open Variable angle Open Closed Intake 6-1 Effects Valve timing is, in general, fixed, but it is possible (as shown in the diagram) to have continuously variable control of the intake timing. Using the MIVEC control system the most appropriate timing control can be set for the engine running condition, with the following results: Increased torque and output in all ranges Increased idle stability Improved fuel consumption and emissions performance Closed Open V.V.T. volumetric efficiency General volumetric efficiency Intake Intake air Intake port (1) Low and middle speed torque improvement By making the intake close more quickly in the low and middle engine speed ranges, it is possible to control the mixture taken in being blown back to the intake port, improve the volumetric efficiency of the intake air, and increase low and midrange torque. Making the intake s open quickly means that there is greater overlap, and the combustion gases inside the cylinder are expelled by the fresh air flowing in. The introduction of fresh air into the cylinders is promoted by this scavenging effect, and volumetric efficiency is improved. (2) Improvements in high speed output performance Volumetric efficiency is improved by delaying the closing of the intake, and using the inertial forces of the intake air. (3) Increased idling stability By reducing overlap, combustion can be stabilized by controlling the intake gases being blown back to the intake port.

15 ENGINE CONTROL SYSTEM System control details Oil feeder control Retard angle direction Crank angle Air flow Throttle position Engine ECU Spool Spool movement Intake cam position To oil pan Hydraulic pressure To oil pan Advance angle direction Delay angle chamber Advance angle chamber Spring The engine ECU ascertains the engine condition by detecting the various signals, sends a duty signal to the oil feeder control in response to the engine condition, and controls the position of the spool. When the engine is stopped, the spool is set to the maximum retard angle by hydraulic pressure. The oil feeder control delivers hydraulic pressure to either the retard angle chamber or the advance angle chamber, continuously varying the intake cam shaft phases from advance angle to retard angle Basic operation (1) Advance angle Vane rotor V.V.T. sprocket Vane rotor movement (advance angle side) Hydraulic pressure (from cylinder block) Oil feeder control V.V.T. sprocket Spool Advance angle control signal Engine ECU Spool movement (advance angle side) To oil pan Intake cam shaft Advance angle 12V Advance angle chamber 0V ON duty rate : high The oil feeder control spool travels in the advance angle direction on an advance angle control signal from the engine ECU. Hydraulic pressure from the cylinder block is applied to the V.V.T. sprocket advance angle chamber, the vane rotor travels towards the advance angle side, and the angle of the intake cam shaft (fixed to the vane rotor) advances.

16 1-16 ENGINE CONTROL SYSTEM (2) Retard angle Vane rotor V.V.T. sprocket Vane rotor movement (retard angle side) Oil feeder control Retard angle control signal V.V.T. sprocket Spool Advance angle control signal Engine ECU Spool movement (retard angle side) To oil pan Intake cam shaft Retard angle 12V Retard angle chamber 0V ON duty rate : low The oil feeder control spool travels in the retard angle direction on a retard angle control signal from the engine ECU. Hydraulic pressure from the cylinder block is applied to the V.V.T. sprocket retard angle chamber, the vane rotor travels towards the retard angle side, and the angle of the intake cam shaft (fixed to the vane rotor) is delayed. (3) When cam position is maintained Hydraulic pressure (from cylinder block) Maintain signal (fix) Engine ECU Maintain 12V Advance angle chamber Intake camshaft 0V ON duty rate : intermediate fixed Retard angle chamber When the actual phase angle reaches the target phase angle, the advance angle chamber and retard angle chamber hydraulic pressures are maintained, as is the phase angle of the intake cam shaft. When this happens, the oil feeder control is controlled so that the actual phase angle is same as the target phase angle.

17 6-4. Operation under various running conditions ENGINE CONTROL SYSTEM 1-17 The advance and retard angle conditions are controlled in response to running conditions, with the result that low fuel consumption and emissions, and high outputs, can both be achieved. Sketch showing operation Retard angle Load Advance angle Retard angle rpm Running condition Valve timing Operation Effect Idling Small overlap By reducing overlap, exhaust gas being blown back to the intake port is controlled. Idling speed stability Exhaust Intake Low/Middle range Exhaust Intake By making the closing timing of the intake quicker, intake air being blown back to the intake port is controlled, volumetric efficiency is improved, and low/mid range torque is increased. Increase in low/mid range torque. Shut

18 1-18 ENGINE CONTROL SYSTEM Running condition Valve timing Operation Effect High rpm Exhaust Intake The intake shutting timing is retarded to match the engine speed (rpm), and the timing controlled to match the intake air inertial force, resulting in an improvement in volumetric efficiency. Increased output Shut 6-5 Feedback control The engine ECU detects the various signals and computes the most appropriate timing for the running condition, and controls the oil feeder control. The actual timing is detected from the intake cam position signal, and feedback control is done to make this closely match the target timing. Engine ECU Crank angle Air flow Target timing Duty control Oil feeder control Throttle position Feedback Water temperature Intake cam position Actual timing (1) Detecting phase angle Computes the phase angle using the crank angle output and intake cam position output signals. 7. Purge control Please refer to Emission Control System. 8. Self-diagnosis system The engine ECU system check is easy, and has the following functions. a. Engine warning light. b. Diagnosis function c. Service data output d. Actuator test Note Please refer to the maintenance manual for each item.

19 ELECTRICAL EQUIPMENT ENGINE ELECTRICAL EQUIPMENT 1-19 Spark plugs Long reach type plugs have been used in order to reduce the temperature of the combustion chamber walls in the area around the plugs. New (Lancer Evolution IX) Long reach type Base model (Lancer Evolution VIII MR) Standard reach type Hexagonal Width across flat 16mm Hexagonal Width across flat 20.7mm 26.5 mm 19 mm

20 1-20 ENGINE EMISSION CONTROL SYSTEM Emission control system The control system is basically the same as the system used in the 4G63-T/C engine on the Lancer Evolution VIII MR. Emission control system diagram Purge control solenoid Canister From fuel tank Check Fuel pressure control solenoid Fuel pressure regulator To fuel tank From fuel pump PCV Injector Intake Catalytic converter O 2

21 ENGINE THROTTLE 1-21 THROTTLE Throttle pedal The sporty image has been enhanced using aluminium pedal pad plates. <GT,GSR> New (Lancer Evolution IX) Base model (Lancer Evolution VIII MR)

22 Notes