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WO2011118030A1 - Dispositif de commande de combustion pour moteur à combustion interne - Google Patents

Dispositif de commande de combustion pour moteur à combustion interne Download PDF

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Publication number
WO2011118030A1
WO2011118030A1 PCT/JP2010/055398 JP2010055398W WO2011118030A1 WO 2011118030 A1 WO2011118030 A1 WO 2011118030A1 JP 2010055398 W JP2010055398 W JP 2010055398W WO 2011118030 A1 WO2011118030 A1 WO 2011118030A1
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Prior art keywords
injection
combustion
amount
premixed
internal combustion
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PCT/JP2010/055398
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English (en)
Japanese (ja)
Inventor
灘　光博
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トヨタ自動車株式会社
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Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2010/055398 priority Critical patent/WO2011118030A1/fr
Priority to JP2011532414A priority patent/JP5126421B2/ja
Publication of WO2011118030A1 publication Critical patent/WO2011118030A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F01N13/0097—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are arranged in a single housing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/0231—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using special exhaust apparatus upstream of the filter for producing nitrogen dioxide, e.g. for continuous filter regeneration systems [CRT]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
    • F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/206—Adding periodically or continuously substances to exhaust gases for promoting purification, e.g. catalytic material in liquid form, NOx reducing agents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/0654—Thermal treatments, e.g. with heating elements or local cooling
    • F02B23/0657—Thermal treatments, e.g. with heating elements or local cooling the spray interacting with one or more glow plugs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0672—Omega-piston bowl, i.e. the combustion space having a central projection pointing towards the cylinder head and the surrounding wall being inclined towards the cylinder center axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D2041/3052—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used the mode being the stratified charge compression-ignition mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a combustion control apparatus for a compression ignition type internal combustion engine represented by a diesel engine, and more particularly to a combustion control apparatus for an internal combustion engine that controls the combustion mode of premixed combustion in a combustion chamber.
  • the timing of fuel injection from a fuel injection valve (hereinafter also referred to as an injector), depending on the engine speed, accelerator operation amount, cooling water temperature, intake air temperature, etc. Control of the combustion mode in the combustion chamber is performed by adjusting the fuel injection amount.
  • the combustion of the diesel engine is mainly composed of premixed combustion and diffusion combustion as disclosed in Patent Document 1 below.
  • a combustible air-fuel mixture is first generated by vaporization and diffusion of fuel (ignition delay period).
  • ignition delay period a combustible air-fuel mixture self-ignites almost simultaneously in several places in the combustion chamber, and the combustion proceeds rapidly (premixed combustion).
  • fuel injection into the combustion chamber is continued, and combustion is continuously performed (diffusion combustion). Thereafter, since unburned fuel exists even after the fuel injection is completed, heat generation is continued for a while (afterburn period).
  • An exhaust gas recirculation (EGR: Exhaust Gas Recirculation) device that recirculates part of exhaust gas to an intake passage is known as a means for suppressing the amount of NOx generated (see, for example, Patent Document 2 below).
  • EGR Exhaust Gas Recirculation
  • sub-injection is executed during the compression stroke of the engine, and combustion in this sub-injection is premixed combustion to eliminate oxygen shortage in the combustion field. Is known (see, for example, Patent Document 3 below).
  • Patent Document 1 it has been proposed to control the combustion mode in the combustion chamber for the purpose of suppressing both the generation amount of NOx and the generation amount of smoke.
  • the appropriate fuel injection mode fuel injection pattern
  • each operation state for each grid point of the operation state map using the engine speed and the required torque as parameters
  • the number and the required engine torque such as the number and the required engine torque.
  • the present invention has been made in view of such circumstances, and provides a combustion control device for an internal combustion engine capable of continuously controlling an appropriate combustion mode in accordance with the operating state of the internal combustion engine. Objective.
  • the solution principle of the present invention taken in order to achieve the above object is that the combustion mode in the combustion chamber is divided into a premixed combustion region and a main combustion region (diffusion combustion region), and the premixed combustion region is considered.
  • the premixed combustion amount premixed combustion degree
  • the fuel injection mode fuel injection pattern
  • the present invention relates to a compression self-ignition type in which fuel injected from a fuel injection valve is combusted in a combustion chamber by “premixed combustion” and “main combustion” started after this “premixed combustion”.
  • An internal combustion engine combustion control device is premised.
  • the injection form adjusting means capable of adjusting the fuel injection form in the premixed combustion region, and the required heat quantity in the premixed combustion region are The same technical feature is that it includes combustion control means for increasing or decreasing the premixed combustion amount by adjusting the fuel injection mode in the premixed combustion region.
  • the fuel injection pattern is adjusted using only the fuel injection mode (fuel injection pattern) in the premixed combustion region as a parameter, thereby increasing or decreasing the premixed combustion amount (premixed combustion degree) in the premixed combustion region.
  • fuel injection in the premixed combustion region can be executed by the first injection and the second injection, and the fuel injection amount ratio between the first injection and the second injection is determined based on the operating state of the internal combustion engine (engine operation). The amount of premixed combustion is continuously increased or decreased by changing it according to the state.
  • the fuel injection amount of the first injection in the premixed combustion region is increased,
  • the premixed combustion amount (premixed combustion degree) in the premixed combustion region the NOx generation amount and the smoke generation amount are suppressed.
  • the fuel injection amount of the first injection in the premixed combustion region is reduced and the fuel injection amount of the second injection is reduced.
  • Increase to decrease the amount of premixed combustion in the premixed combustion region increase the degree of diffusion combustion in the premixed combustion region.
  • the premixed combustion region is managed by the required heat amount, and only the fuel injection pattern in the premixed combustion region is adjusted, so that the combustion mode (premixed combustion amount) in the premixed combustion region is continuous Therefore, it is possible to realize an appropriate combustion mode according to the engine operating state, and to improve exhaust emission and secure engine torque.
  • the injection end timing of the second injection is fixed at a timing (crank angle) close to TDC (piston compression top dead center).
  • the combustion by the second injection is diffusion combustion, it can be defined as “minimum ignition delay” of the combustion by the second injection, and if the ignition delay is minimum, the second Since the combustion end timing is uniquely determined by the injection end timing of the injection, if the injection end timing of the second injection is fixed and the injection start timing of the second injection is advanced, the end timing of the premixed combustion region is reached. It is possible to supply the required heat amount ( ⁇ the fuel injection amount in the premixed combustion region), and the injection end timing of the second injection is fixed in consideration of such points. When the fuel injection amount of the second injection is increased, the injection start timing is advanced. Conversely, when the fuel injection amount of the second injection is decreased, the injection start timing is retarded.
  • the injection end timing is fixed at a timing (crank angle) at which the minimum premixed combustion for fixing the ignition timing of the combustion by the second injection can be realized, and the fuel injection amount of the first injection Is increased, the injection start timing is advanced. Conversely, when the fuel injection amount of the first injection is decreased, the injection start timing is delayed.
  • the degree of premixed combustion (premixed combustion amount) in the premixed combustion region may be increased by adjusting the in-cylinder gas state before fuel injection.
  • the exhaust gas recirculation device that recirculates a part of the exhaust gas discharged to the exhaust system of the internal combustion engine to the intake system increases the recirculation amount (EGR amount) of the exhaust gas to the intake system.
  • the oxygen concentration may be reduced to increase the degree of premix combustion in the premix combustion region.
  • the degree of premixed combustion in the premixed combustion region increases due to the reduction in the in-cylinder oxygen concentration, and the combustion center of gravity (combustion by the first injection) occurs in the premixed combustion region. If the combustion center of gravity) approaches TDC (compression top dead center of the piston), it is less necessary to set the ignition timing of the main combustion region to TDC, so the main combustion is retarded (the main injection is retarded). . When the retardation of the main injection is performed, the amount of NOx can be reduced.
  • the pre-ignition pressure in the cylinder may be reduced to increase the premixed combustion degree in the premixed combustion region.
  • the premixed combustion degree in the premixed combustion region is increased due to the reduction in the pre-ignition pressure in the cylinder, and the combustion center of gravity in the premixed combustion region is increased.
  • TDC compression top dead center of the piston
  • the intake air amount may be decreased by an intake throttle valve (throttle valve) to reduce the pre-ignition pressure in the cylinder, the intake air amount may be reduced by the supercharging device, and the intake throttle valve The pressure before ignition in the cylinder may be lowered in combination with the reduction of the intake air amount due to the above.
  • an intake throttle valve throttle valve
  • the in-cylinder oxygen concentration is reduced by increasing the EGR amount to increase the premixed combustion degree in the premixed combustion region
  • the reduction in the in-cylinder oxygen concentration results in the premixed combustion region.
  • the degree of premixed combustion increases, the center of combustion of the premixed combustion region (the center of combustion of the combustion by the second injection) approaches TDC (piston compression top dead center), and premixed combustion is completed by TDC.
  • TDC iston compression top dead center
  • both the first injection and the second injection of the premixed combustion injection are advanced (the entire premixed combustion region is Advance) so that combustion in the premixed combustion region can be completed by TDC.
  • the premixing is performed by reducing the in-cylinder oxygen concentration.
  • the degree of premixed combustion in the combustion region becomes high, the combustion center of gravity in the premixed combustion region (combustion center of gravity in the combustion by the second injection) approaches TDC (piston compression top dead center), and premixed combustion becomes TDC.
  • both the first injection and the second injection of the premix combustion injection are advanced (premix combustion region).
  • the combustion of the premixed combustion region can be completed by TDC.
  • the combustion center of gravity means that fuel injected into the combustion chamber (for example, fuel injected by fuel injection for premixed combustion, fuel injected by fuel injection for diffusion combustion) burns in the combustion chamber.
  • fuel injected into the combustion chamber for example, fuel injected by fuel injection for premixed combustion, fuel injected by fuel injection for diffusion combustion
  • the combustion degree reaches “50%”.
  • the cumulative heat generation amount in the combustion chamber reaches “50%” with respect to the heat generation amount when the entire injected fuel burns.
  • the combustion mode in the combustion chamber is considered to be separated into the premixed combustion region and the main combustion region, the premixed combustion region is managed by the required heat amount, and the fuel injection mode of the premixed combustion region is By adjusting, it is possible to continuously change the degree of premixing (premixed combustion amount) in the premixed combustion region, so it is possible to realize an appropriate combustion mode according to the engine operating state, and to improve exhaust emission The engine torque can be secured.
  • FIG. 1 is a schematic configuration diagram of an engine to which the present invention is applied and a control system thereof. It is sectional drawing which shows the combustion chamber of a diesel engine, and its peripheral part. It is a block diagram which shows the structure of control systems, such as ECU. It is the figure which illustrated the fuel injection pattern. It is a figure which shows each fuel injection amount of the 1st injection of a premix combustion area
  • FIG. It is a figure which shows the example in the case of retarding the main combustion at the time of cylinder oxygen concentration reduction. It is a figure which shows the example in the case of advancing premixed combustion in the case of cylinder oxygen concentration reduction.
  • FIG. 1 is a schematic configuration diagram of the engine 1 and its control system.
  • FIG. 2 is a cross-sectional view showing the combustion chamber 3 of the diesel engine and its periphery.
  • the engine 1 of this example is configured as a diesel engine system having a fuel supply system 2, a combustion chamber 3, an intake system 6, an exhaust system 7 and the like as main parts.
  • the fuel supply system 2 includes a supply pump 21, a common rail 22, an injector (fuel injection valve) 23, a shutoff valve 24, a fuel addition valve 26, an engine fuel passage 27, an addition fuel passage 28, and the like.
  • the supply pump 21 pumps fuel from the fuel tank, makes the pumped fuel high pressure, and supplies it to the common rail 22 via the engine fuel passage 27.
  • the common rail 22 has a function as a pressure accumulation chamber that holds (accumulates) the high-pressure fuel supplied from the supply pump 21 at a predetermined pressure, and distributes the accumulated fuel to the injectors 23.
  • the injector 23 includes a piezoelectric element (piezo element) therein, and is configured by a piezo injector that is appropriately opened to supply fuel into the combustion chamber 3. Details of the fuel injection control from the injector 23 will be described later.
  • the supply pump 21 supplies a part of the fuel pumped up from the fuel tank to the fuel addition valve 26 via the addition fuel passage 28.
  • the added fuel passage 28 is provided with the shutoff valve 24 for shutting off the added fuel passage 28 and stopping fuel addition in an emergency.
  • the fuel addition valve 26 is configured so that the fuel addition amount to the exhaust system 7 becomes a target addition amount (addition amount that makes the exhaust A / F become the target A / F) by an addition control operation by the ECU 100 described later.
  • it is constituted by an electronically controlled on-off valve whose valve opening timing is controlled so that the fuel addition timing becomes a predetermined timing. That is, a desired fuel is injected and supplied from the fuel addition valve 26 to the exhaust system 7 (from the exhaust port 71 to the exhaust manifold 72) at an appropriate timing.
  • the intake system 6 includes an intake manifold 63 connected to an intake port 15a formed in the cylinder head 15 (see FIG. 2), and an intake pipe 64 constituting an intake passage is connected to the intake manifold 63.
  • an air cleaner 65, an air flow meter 43, and a throttle valve (intake throttle valve) 62 are arranged in this intake passage sequentially from the upstream side.
  • the air flow meter 43 outputs an electrical signal corresponding to the amount of air flowing into the intake passage via the air cleaner 65.
  • the exhaust system 7 includes an exhaust manifold 72 connected to an exhaust port 71 formed in the cylinder head 15, and exhaust pipes 73 and 74 constituting an exhaust passage are connected to the exhaust manifold 72. .
  • a maniverter (exhaust gas purification device) 77 including a NOx storage catalyst (NSR catalyst: NOx Storage Reduction catalyst) 75 and a DPNR catalyst (Diesel Particle-NOx Reduction catalyst) 76 is disposed in the exhaust passage. Yes.
  • NSR catalyst 75 and the DPNR catalyst 76 will be described.
  • the NSR catalyst 75 is an NOx storage reduction catalyst.
  • alumina Al 2 O 3
  • potassium (K) sodium (Na), lithium (Li), cesium (Cs) is supported on the carrier, for example.
  • Alkali metals such as barium (Ba) and calcium (Ca)
  • rare earths such as lanthanum (La) and yttrium (Y)
  • noble metals such as platinum (Pt) are supported. It becomes the composition.
  • the NSR catalyst 75 occludes NOx in a state where a large amount of oxygen is present in the exhaust gas, has a low oxygen concentration in the exhaust gas, and a large amount of reducing component (for example, an unburned component (HC) of the fuel).
  • reducing component for example, an unburned component (HC) of the fuel.
  • NOx is reduced to NO 2 or NO and released.
  • NO NOx released as NO 2 or NO the N 2 is further reduced due to quickly reacting with HC or CO in the exhaust.
  • HC and CO are oxidized to H 2 O and CO 2 by reducing NO 2 and NO. That is, by appropriately adjusting the oxygen concentration and HC component in the exhaust gas introduced into the NSR catalyst 75, HC, CO, and NOx in the exhaust gas can be purified.
  • the oxygen concentration and HC component in the exhaust gas can be adjusted by the fuel addition operation from the fuel addition valve 26.
  • the DPNR catalyst 76 is, for example, a NOx occlusion reduction catalyst supported on a porous ceramic structure, and PM in the exhaust gas is collected when passing through the porous wall. Further, when the air-fuel ratio of the exhaust gas is lean, NOx in the exhaust gas is stored in the NOx storage reduction catalyst, and when the air-fuel ratio becomes rich, the stored NOx is reduced and released. Further, the DPNR catalyst 76 carries a catalyst that oxidizes and burns the collected PM (for example, an oxidation catalyst mainly composed of a noble metal such as platinum).
  • a cylinder block 11 constituting a part of the engine body is formed with a cylindrical cylinder bore 12 for each cylinder (four cylinders), and a piston 13 is formed inside each cylinder bore 12. Is accommodated so as to be slidable in the vertical direction.
  • the combustion chamber 3 is formed above the top surface 13 a of the piston 13. That is, the combustion chamber 3 is defined by the lower surface of the cylinder head 15 attached to the upper part of the cylinder block 11 via the gasket 14, the inner wall surface of the cylinder bore 12, and the top surface 13 a of the piston 13.
  • a cavity (concave portion) 13 b is formed in a substantially central portion of the top surface 13 a of the piston 13, and this cavity 13 b also constitutes a part of the combustion chamber 3.
  • the concave dimension is small in the central portion (on the cylinder center line P), and the concave dimension is increased toward the outer peripheral side. That is, as shown in FIG. 2, when the piston 13 is in the vicinity of the compression top dead center, the combustion chamber 3 formed by the cavity 13b is a narrow space with a relatively small volume in the central portion, and on the outer peripheral side. The structure is such that the space is gradually expanded toward the expansion space.
  • the piston 13 has a small end portion 18a of a connecting rod 18 connected by a piston pin 13c, and a large end portion of the connecting rod 18 is connected to a crankshaft which is an engine output shaft.
  • a glow plug 19 is disposed toward the combustion chamber 3.
  • the glow plug 19 functions as a start-up assisting device that is heated red when an electric current is applied immediately before the engine 1 is started and a part of the fuel spray is blown onto the glow plug 19 to promote ignition and combustion.
  • the cylinder head 15 is formed with an intake port 15a for introducing air into the combustion chamber 3 and an exhaust port 71 for discharging exhaust gas from the combustion chamber 3, and an intake valve for opening and closing the intake port 15a. 16 and an exhaust valve 17 for opening and closing the exhaust port 71 are provided.
  • the intake valve 16 and the exhaust valve 17 are disposed to face each other with the cylinder center line P interposed therebetween. That is, the engine 1 of this example is configured as a cross flow type.
  • the cylinder head 15 is provided with the injector 23 that directly injects fuel into the combustion chamber 3.
  • the injector 23 is disposed at a substantially upper center of the combustion chamber 3 in a standing posture along the cylinder center line P, and injects fuel introduced from the common rail 22 toward the combustion chamber 3 at a predetermined timing. It has become.
  • the engine 1 is provided with a supercharger (turbocharger) 5.
  • the turbocharger 5 includes a turbine wheel 52 and a compressor impeller 53 that are connected via a turbine shaft 51.
  • the compressor impeller 53 is arranged facing the inside of the intake pipe 64, and the turbine wheel 52 is arranged facing the inside of the exhaust pipe 73. Therefore, the turbocharger 5 performs a so-called supercharging operation in which the compressor impeller 53 is rotated using the exhaust flow (exhaust pressure) received by the turbine wheel 52 to increase the intake pressure.
  • the turbocharger 5 in this example is a variable nozzle type turbocharger (VNT), and a variable nozzle vane mechanism 54 is provided on the turbine wheel 52 side, and an opening degree (VN opening degree) of the variable nozzle vane mechanism 54 is adjusted. By doing so, the supercharging pressure of the engine 1 can be adjusted.
  • VNT variable nozzle type turbocharger
  • VN opening degree opening degree
  • the intake pipe 64 of the intake system 6 is provided with an intercooler 61 for forcibly cooling the intake air whose temperature has been raised by supercharging in the turbocharger 5.
  • the throttle valve 62 is provided further downstream than the intercooler 61.
  • the throttle valve 62 is an electronically controlled on-off valve whose opening degree can be adjusted in a stepless manner. The throttle air flow area of the intake air is reduced under a predetermined condition, and the supply amount of the intake air is adjusted (reduced). ) Function.
  • the engine 1 is provided with an exhaust gas recirculation passage (EGR passage) 8 that connects the intake system 6 and the exhaust system 7.
  • the EGR passage 8 is configured to reduce the combustion temperature by recirculating a part of the exhaust gas to the intake system 6 and supplying it again to the combustion chamber 3, thereby reducing the amount of NOx generated.
  • the EGR passage 8 is opened and closed steplessly by electronic control, and the exhaust gas passing through the EGR passage 8 (recirculating) is cooled by an EGR valve 81 that can freely adjust the exhaust flow rate flowing through the passage.
  • An EGR cooler 82 is provided.
  • the EGR passage 8, the EGR valve 81, the EGR cooler 82, and the like constitute an EGR device (exhaust gas recirculation device).
  • the air flow meter 43 outputs a detection signal corresponding to the flow rate (intake air amount) of the intake air upstream of the throttle valve 62 in the intake system 6.
  • the intake air temperature sensor 49 is disposed in the intake manifold 63 and outputs a detection signal corresponding to the temperature of the intake air.
  • the intake pressure sensor 48 is disposed in the intake manifold 63 and outputs a detection signal corresponding to the intake air pressure.
  • the A / F (air-fuel ratio) sensor 44 outputs a detection signal that continuously changes in accordance with the oxygen concentration in the exhaust gas downstream of the manipulator 77 of the exhaust system 7.
  • the exhaust temperature sensor 45 outputs a detection signal corresponding to the temperature of the exhaust gas (exhaust temperature) downstream of the manipulator 77 of the exhaust system 7.
  • the rail pressure sensor 41 outputs a detection signal corresponding to the fuel pressure stored in the common rail 22 (hereinafter also referred to as fuel pressure).
  • the throttle opening sensor 42 detects the opening of the throttle valve 62.
  • the ECU 100 includes a CPU 101, a ROM 102, a RAM 103, a backup RAM 104, and the like.
  • the ROM 102 stores various control programs, maps that are referred to when the various control programs are executed, and the like.
  • the CPU 101 executes various arithmetic processes based on various control programs and maps stored in the ROM 102.
  • the RAM 103 is a memory that temporarily stores calculation results in the CPU 101, data input from each sensor, and the like.
  • the backup RAM 104 is a non-volatile memory that stores data to be saved when the engine 1 is stopped, for example.
  • the CPU 101, the ROM 102, the RAM 103, and the backup RAM 104 are connected to each other via the bus 107 and to the input interface 105 and the output interface 106.
  • the input interface 105 is connected to the rail pressure sensor 41, the throttle opening sensor 42, the air flow meter 43, the A / F sensor 44, the exhaust temperature sensor 45, the intake pressure sensor 48, and the intake temperature sensor 49. Further, the input interface 105 includes a water temperature sensor 46 that outputs a detection signal corresponding to the cooling water temperature of the engine 1, an accelerator opening sensor 47 that outputs a detection signal corresponding to the depression amount of the accelerator pedal, and the engine 1. A crank position sensor 40 that outputs a detection signal (pulse) each time the output shaft (crankshaft) rotates by a certain angle is connected.
  • the injector 23, the fuel addition valve 26, the throttle valve 62, the variable nozzle vane mechanism 54, the EGR valve 81, and the like are connected to the output interface 106.
  • the ECU 100 executes various controls of the engine 1 based on the outputs of the various sensors described above. For example, the ECU 100 performs fuel injection control of the injector 23. As fuel injection control of the injector 23, in this embodiment, fuel injection in a premixed combustion region (premixed injection) and fuel injection in the main combustion region (main injection), which will be described later, are executed.
  • fuel injection control of the injector 23 in this embodiment, fuel injection in a premixed combustion region (premixed injection) and fuel injection in the main combustion region (main injection), which will be described later, are executed.
  • the total fuel injection amount of the fuel injection in the premixed combustion region and the fuel injection in the main combustion region is determined according to operating conditions such as engine speed, accelerator operation amount, cooling water temperature, intake air temperature, and environmental conditions. It is set as the fuel injection amount necessary to obtain the required torque. For example, the higher the engine speed (the engine speed calculated based on the detection value of the crank position sensor 40), the larger the accelerator operation amount (the accelerator pedal depression amount detected by the accelerator opening sensor 47). The higher the required accelerator torque of the engine 1, the higher the accelerator opening.
  • combustion control apparatus for example, injection form adjusting means and combustion control means of the internal combustion engine of the present invention is realized by a program executed by the ECU 100.
  • the fuel injection pressure when executing the fuel injection control is determined by the internal pressure of the common rail 22.
  • the common rail internal pressure generally, the target value of the fuel pressure supplied from the common rail 22 to the injector 23, that is, the target rail pressure, increases as the engine load (engine load) increases and as the engine speed (engine speed) increases. It is supposed to be expensive. That is, when the engine load is high, the amount of air sucked into the combustion chamber 3 is large. Therefore, a large amount of fuel must be injected from the injector 23 into the combustion chamber 3, and therefore the injection from the injector 23 is performed. The pressure needs to be high.
  • the target rail pressure is generally set based on the engine load and the engine speed.
  • the target rail pressure is set according to a fuel pressure setting map stored in the ROM 102, for example. That is, by determining the fuel pressure according to this fuel pressure setting map, the valve opening period (injection rate waveform) of the injector 23 is controlled, and the fuel injection amount during the valve opening period can be defined.
  • the optimum value of the fuel injection parameter in the fuel injection control varies depending on the temperature conditions of the engine 1 and the intake air.
  • the ECU 100 adjusts the fuel discharge amount of the supply pump 21 so that the common rail pressure becomes equal to the target rail pressure set based on the engine operating state, that is, the fuel injection pressure matches the target injection pressure. To measure. Further, the ECU 100 determines the fuel injection amount based on the engine operating state. Specifically, the ECU 100 calculates the engine speed (engine speed) based on the detected value of the crank position sensor 40, and also depresses the accelerator pedal (accelerator opening amount) based on the detected value of the accelerator opening sensor 47. The total injection amount (total injection amount in premixed injection and main injection described later) is determined based on the engine speed, the accelerator opening, and the like.
  • the combustion in the combustion chamber 3 is classified into a premixed combustion region and a main combustion region (diffusion combustion region) in time series.
  • the premixed combustion region is defined as the combustion region where all combustion is completed in the own process. Note that the premixed combustion region is pure self-ignition combustion, so that an ignition delay occurs and the initial combustion is always premixed combustion.
  • the main combustion is basically defined as diffusion combustion whose ignition timing is TDC. As will be described later, the ignition timing of main combustion may be retarded with respect to TDC.
  • premix injection The fuel injection in the premixed combustion region is referred to as “premixed injection”, and the fuel injection in the main combustion region is referred to as “main injection”.
  • premix injection can be divided into two, and the first premix injection (previous injection) is referred to as “first injection”, and the second premix injection (the first injection).
  • first injection is premixed component injection
  • second injection is preheated component injection and fuel injection close to TDC.
  • the feature of this embodiment is that the premixed combustion region is managed by the required heat amount, the fuel injection pattern in the premixed combustion region (see FIG. 4) is adjusted, and the premixed combustion amount in the premixed combustion region is continuously increased.
  • an appropriate combustion mode corresponding to the engine operating state is realized, and exhaust emission is improved and engine torque is secured.
  • the required heat amount ( ⁇ fuel injection amount) in the premixed combustion region is the same (same), and the fuel injection amount ratio between the first injection and the second injection of the premixed injection is continuously set.
  • the premixed combustion degree (premixed combustion amount) in the premixed combustion region can be increased or decreased.
  • the “degree of premix combustion” is the ratio of the heat generation amount of premix combustion to the total heat generation amount in the premix combustion region.
  • the fuel injection amount of the second injection in the premixed combustion region is decreased (the advance amount of the injection start timing of the second injection is decreased), and the first If the injection end timing of one injection is the same and the fuel injection amount is increased by advancing the injection start timing of the first injection, the temperature in the combustion chamber can be kept low due to an increase in the interference cooling effect. Is promoted, and the degree of premixing in the premixed combustion region increases. When the premixing degree in the premixed combustion region is increased in this way, the NOx generation amount and the smoke generation amount can be suppressed.
  • the spray interference cooling is a phenomenon in which the spray of the fuel injected earlier is cooled by the endothermic reaction of the fuel injected subsequently, and as the fuel injection amount increases, the spray interference is increased as described later. The cooling effect is increased.
  • the fuel injection amount of the first injection of the premixed injection is reduced (the advance amount of the injection start timing of the first injection is reduced), and the second injection If the injection end timing is the same and the injection start timing of the second injection is advanced to increase the injection amount, the combustion mode by the second injection shifts to diffusion combustion, so in the premixed combustion region A preheating function and a torque increase can be realized.
  • the premixed combustion degree in the premixed combustion region The (premixed combustion amount) can be continuously changed.
  • an appropriate combustion mode corresponding to the engine operating state for example, engine speed / load
  • exhaust emission can be improved and engine torque can be secured.
  • the above fuel injection control is executed by the ECU 100.
  • the opening area of the injection hole of the injector 23 has a correlation with the flight distance of the fuel (spray) injected from the injection hole. That is, when fuel is injected with a small opening area of the injection hole, the size of the droplet of fuel injected from the injection hole is also small, so that the kinetic energy is also small (penetration force is small). ing. For this reason, the flight distance of this fuel droplet is also short. On the other hand, when fuel is injected in a state where the opening area of the injection hole is large, the size of the droplet of fuel injected from the injection hole is also large, so that the kinetic energy is also large (the penetration force is large). Yes. For this reason, the flight distance of this fuel droplet becomes long.
  • the opening area of the injection hole of the injector 23 there is a correlation between the opening area of the injection hole of the injector 23 and the flight distance of the fuel (spray) injected from the injection hole, and the opening area of the injection hole becomes large in the valve opening process of the injector 23.
  • the kinetic energy of the fuel (droplet) injected from the injection hole increases, and the flight distance of the subsequently injected fuel becomes longer than the fuel injected previously.
  • the longer the valve opening period of the injector 23 is set in other words, the more the injection amount per injection is set), the more the fuel injected subsequently in the preceding injected spray becomes. The amount passing through increases.
  • the degree to which the spray of fuel injected earlier is cooled by the endothermic reaction of the subsequently injected fuel as the injection amount in the first injection of the premixed combustion injection is set larger. Becomes higher and the above-described spray interference cooling effect is increased.
  • the fuel injection pattern for realizing such control will be specifically described below.
  • the injection end timing of the second injection is fixed at a timing (crank angle) close to TDC (compression top dead center of the piston 13).
  • the combustion by the second injection is diffusion combustion, it can be defined as “minimum ignition delay” of the combustion by the second injection, and if the ignition delay is minimum, the second Since the combustion end timing is uniquely determined by the injection end timing of injection, if the injection end timing of the second injection is fixed and the injection start timing is advanced, the required heat amount ( ⁇ In consideration of such points, the injection end timing of the second injection is fixed. When the fuel injection amount of the second injection is increased, the injection start timing is advanced. Conversely, when the fuel injection amount of the second injection is decreased, the injection start timing is retarded.
  • the injection end timing is fixed at a timing (crank angle) at which the minimum premixed combustion for fixing the ignition timing of the combustion by the second injection can be realized, and the fuel injection amount of the first injection is increased. If so, the injection start timing is advanced. Conversely, if the fuel injection amount of the first injection is decreased, the injection start timing is retarded.
  • the premixed combustion region is managed by the required heat amount (required heat energy)
  • the required heat amount that is, the fuel injection amount in the premixed combustion region is made the same (without changing the fuel injection amount), and the premixing is performed.
  • the fuel injection pattern in the premixed combustion region is set and fuel injection is performed.
  • the fuel injection amount ratio [first injection: second injection] is set to [2 mm 3 : 4 mm 3 ].
  • the fuel injection amount ratio [first injection: second injection] is [3 mm 3 : 3 mm 3 ]
  • the target combustion mode is small / medium premixed combustion
  • the fuel injection amount ratio [first injection: second injection] is set to [4 mm 3 : 2 mm 3 ].
  • the fuel injection amount ratio [first injection: second injection] is set to [6 mm 3 : 0 mm 3 ].
  • FIG. 6A shows a fuel injection pattern in which the combustion mode in the premixed combustion region is the minimum premixed combustion and the fuel injection pattern of the main injection.
  • FIG. 6A shows the heat generation rate waveform and the amount of generated heat (required heat amount) obtained by these fuel injection patterns.
  • the premixed combustion degree in the premixed combustion region can be set low.
  • the premixed combustion degree (ratio) can be set to 20 to 60%.
  • the delay of the combustion center of gravity with respect to the injection start timing of the first injection is referred to as “reference ignition delay”.
  • FIG. 6B shows a fuel injection pattern in which the combustion mode in the premixed combustion region is the above-described small / medium premixed combustion and a fuel injection pattern of the main injection.
  • FIG. 6B shows the heat generation rate waveform and the amount of generated heat (required heat amount) obtained by these fuel injection patterns.
  • the combustion injection amount of the first injection is increased with respect to the fuel injection pattern of the premixed injection shown in FIG. The injection amount is reduced.
  • the ignition delay of the first injection is increased and the degree of premixed combustion in the premixed combustion region is higher than in the combustion mode of FIG. 6A.
  • the premixed combustion degree (ratio) can be set to 30 to 70%, for example.
  • FIG. 7A shows a fuel injection pattern in which the combustion mode in the premixed combustion region is the above-described medium and small premixed combustion and a fuel injection pattern of the main injection.
  • FIG. 7A shows the heat generation rate waveform and the amount of generated heat (required heat amount) obtained by these fuel injection patterns.
  • the combustion injection amount of the first injection is increased with respect to the fuel injection pattern of the premixed injection shown in FIG.
  • the combustion injection amount is reduced. Accordingly, in FIG. 7A, the ignition delay of the first injection is increased and the degree of premixed combustion in the premixed combustion region is higher than that in the combustion mode of FIG. 6B.
  • the premixed combustion degree (ratio) can be set to 40 to 80%, for example.
  • FIG. 7B shows a fuel injection pattern in which the combustion mode in the premixed combustion region is the maximum premixed combustion and the fuel injection pattern of the main injection.
  • FIG. 7B shows the heat generation rate waveform and the amount of generated heat (required heat amount) obtained by these fuel injection patterns.
  • the fuel injection amount of the first injection is the total injection amount (6 mm 3 ) in the premixed combustion region, and the second injection is “0”.
  • the ignition delay is maximized and the premixed combustion degree is maximized.
  • the premixed combustion degree (ratio) can be set to 50 to 100%, for example.
  • the total injection amount of the first injection and the second injection is the same, the fuel injection amount of the first injection is increased, and the fuel injection amount of the second injection is decreased, so that the premixing is performed.
  • the premixed combustion degree (premixed combustion amount) in the combustion region can be continuously increased.
  • the degree of premix combustion in the premix combustion region is continuously reduced (premix combustion region).
  • the degree of diffusive combustion can be continuously increased).
  • the total required heat amount (total fuel injection amount) is determined with reference to a known map or the like according to the operating conditions such as engine speed, accelerator operation amount, cooling water temperature, intake air temperature, and environmental conditions.
  • the required heat amount in the premixed combustion region is determined.
  • the required amount of heat in this premixed combustion region is variably set depending on whether the engine operating state is focused on preheating or engine torque.
  • the map in FIG. 8 is a map obtained by mapping the total injection amount in the premixed combustion region by experiment / simulation using the required heat amount as a parameter, and is stored in the ROM 102 of the ECU 100, for example.
  • the total fuel injection amount in the premixed combustion region is set to increase as the required heat amount increases.
  • the map in FIG. 9 is a map of values obtained by empirically matching the degree of premixed combustion in the premixed combustion region in advance through experiments and simulations using the engine speed and engine torque as parameters. Stored in the ROM 102.
  • the premixing degree in the premixed combustion region is set to be larger as the engine speed is lower and the required torque is lower.
  • the fuel injection amount ratio between the first injection and the second injection is obtained with reference to the map of FIG. 10 using the premixing degree of the premixed combustion region obtained in the processing of (S2) described above.
  • the fuel injection amount of the first injection is obtained by multiplying the total fuel injection amount by the fuel injection amount ratio by using the fuel injection amount ratio and the total fuel injection amount in the premixed combustion region obtained in the process of (S1).
  • the fuel injection amount of the second injection are obtained.
  • the fuel injection amount ratio map shown in FIG. 10 is a map in which the fuel injection amount ratio between the first injection and the second injection is preliminarily adapted by experiments and simulations, etc., with the degree of premixing as a parameter. And stored in the ROM 102 of the ECU 100.
  • the ratio of the fuel injection amount of the first injection increases as the premixed combustion degree increases (the premixing degree is closer to 100%). 0 ”is also included).
  • the ratio between the fuel injection amount of the first injection and the fuel injection amount of the second injection is set with the total injection amount in the premixed combustion region being “1”.
  • (S4) Referring to the maps shown in FIGS. 11 (a) and 11 (b) using the fuel injection amount of the first injection and the fuel injection amount of the second injection obtained in the process of (S3) described above. Then, the advance angle correction amount of the injection start timing of the first injection and the advance angle correction amount of the injection start timing of the second injection are respectively obtained. Then, the fuel injection pattern in the premixed combustion region as shown in FIG. 4 is determined based on the advance correction amount of the injection start timing of the first injection and the advance correction amount of the injection start timing of the second injection. Then, fuel injection from the injector 23 is executed.
  • advance angle correction amount map for the first injection shown in FIG. 11A and the advance angle correction amount map for the second injection shown in FIG. 11B are respectively prepared in advance by experiments, simulations, or the like. It is stored in the ROM 102 of the ECU 100.
  • the fuel injection amount of the first injection of the premixed injection is reduced and the fuel of the second injection is used.
  • the degree of premixed combustion in the premixed combustion region is reduced (the degree of diffusion combustion in the premixed combustion region is increased). be able to.
  • a preheating function and a torque increase can be realized in the premixed combustion region, and a sufficient engine torque can be secured.
  • the fuel injection amount of the first injection of the premixed injection is increased and the fuel injection amount of the second injection is increased.
  • Is set for example, the fuel injection amount of the second injection is “0”
  • the fuel injection pattern shown in FIG. Can be maximized.
  • the fuel injection amount ratio between the first injection and the second injection in the premixed combustion region is adjusted according to the engine operating state, so that the combustion mode (premixed combustion in the premixed combustion region) is adjusted. Degree) can be continuously changed, which makes it possible to realize an appropriate combustion mode according to the engine operating condition, and to meet various demands such as improvement of exhaust emission and sufficient securing of engine torque. Can do.
  • the required heat amount in the premixed combustion region can be set variably, and when the engine operating state is regarded as important in preheating, the required heat amount (fuel injection amount) in the premixed combustion region is set to While increasing the amount, the required heat amount (fuel injection amount) of the main combustion amount is reduced.
  • the required heat amount (fuel injection amount) in the premixed combustion region is reduced and the required heat amount (fuel injection amount) of the main combustion amount is increased.
  • the fuel injection pattern of the main injection may be the same, the fuel injection pattern of the main injection can be adjusted, and the fuel injection amount (fuel injection period) of the main injection can be increased or decreased according to the engine operating state. You may comprise.
  • the degree of premixed combustion in the premixed combustion region is increased by adjusting the in-cylinder gas state before fuel injection with the fuel injection pattern of the fuel injected from the injector 23 fixed. May be.
  • the in-cylinder oxygen concentration is reduced to increase the degree of premixed combustion in the premixed combustion region.
  • the premixed combustion region in the premixed combustion region becomes higher due to the reduction in the in-cylinder oxygen concentration, and as shown in FIG.
  • the center of gravity combustion center of gravity (heat generation rate peak) of combustion by the first injection
  • TDC compression top dead center of piston 13
  • the premixed combustion in the premixed combustion region is reduced by reducing the in-cylinder oxygen concentration.
  • the degree increases, as shown in FIG. 13, the combustion center of gravity of the premixed combustion region (combustion center of gravity of combustion by the second injection (heat generation rate peak)) approaches TDC (compression top dead center of the piston 13). Therefore, when the premixed combustion is not completed by TDC, the first injection and the second injection of the premixed combustion injection are performed in order to fix the ignition timing of the main combustion (fixed to TDC ignition).
  • the premixed injection is advanced, if only the first injection is advanced, the combustion by the second injection becomes diffusion combustion and smoke may be generated. As described above, the first injection and the first injection are performed. It is necessary to advance the two injections together.
  • the degree of premixed combustion in the premixed combustion region may be increased by reducing the pre-ignition pressure in the cylinder, which is a parameter for setting the in-cylinder gas state before fuel injection.
  • the pre-ignition pressure in the cylinder is reduced by operating the nozzle vane opening (VN opening) provided in the variable nozzle vane mechanism 54 of the turbocharger 5 to reduce the intake air amount.
  • VN opening nozzle vane opening
  • the degree of premixed combustion in the premixed combustion region may be increased.
  • the degree of premixed combustion in the premixed combustion region may be increased by reducing the intake air amount by reducing the throttle valve (intake throttle valve) 62 and reducing the pre-ignition pressure in the cylinder.
  • the pressure before ignition in the cylinder may be lowered by combining the reduction of the intake air amount by the turbocharger 5 and the reduction of the intake air amount by the throttle valve 62.
  • both the first injection and the second injection of the premixed combustion injection are advanced (the entire premixed combustion region is advanced).
  • the present invention can be used for combustion control of a compression self-ignition internal combustion engine represented by a diesel engine. More specifically, the present invention is effectively used when appropriately controlling the combustion mode of premixed combustion in a combustion chamber. be able to.

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Abstract

L'invention concerne un dispositif de commande de combustion permettant de commander un moteur à auto-allumage par compression d'un mélange homogène pour permettre la création d'une zone de combustion prémélangée et d'une zone de combustion principale (zone de combustion de diffusion). Ce dispositif de commande commande la zone de combustion prémélangée pour ce qui est de la quantité requise de chaleur, et règle le modèle d'injection de carburant pour la zone de combustion prémélangée, à savoir, le rapport de la quantité de carburant injectée entre une première injection et une seconde injection dans la zone de combustion prémélangée, ce qui modifie de manière continue le degré de prémélange (la quantité de combustion prémélangée) dans la zone de combustion prémélangée. Ainsi, il est possible de mettre en oeuvre un modèle de combustion approprié en fonction de l'état actuel du moteur, ce qui permet d'assurer une émission de gaz d'échappement améliorée et un couple moteur suffisant.
PCT/JP2010/055398 2010-03-26 2010-03-26 Dispositif de commande de combustion pour moteur à combustion interne WO2011118030A1 (fr)

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JP2013224599A (ja) * 2012-04-20 2013-10-31 Toyota Motor Corp 内燃機関の燃料噴射制御装置
JPWO2013179487A1 (ja) * 2012-06-01 2016-01-18 トヨタ自動車株式会社 内燃機関の排気浄化装置
CN108571392A (zh) * 2017-03-10 2018-09-25 联合汽车电子有限公司 用于点燃式发动机的稀薄燃烧系统及方法
EP3608526A4 (fr) * 2017-05-17 2020-04-15 Mazda Motor Corporation Procédé de commande d'injection de carburant et dispositif de commande d'injection de carburant pour moteur diesel

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RU2652855C2 (ru) * 2016-10-06 2018-05-03 Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Московский автомобильно-дорожный государственный технический университет (МАДИ)" Способ формирования ступенчатой характеристики впрыскивания топлива

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JP2013224599A (ja) * 2012-04-20 2013-10-31 Toyota Motor Corp 内燃機関の燃料噴射制御装置
JPWO2013179487A1 (ja) * 2012-06-01 2016-01-18 トヨタ自動車株式会社 内燃機関の排気浄化装置
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CN108571392A (zh) * 2017-03-10 2018-09-25 联合汽车电子有限公司 用于点燃式发动机的稀薄燃烧系统及方法
EP3608526A4 (fr) * 2017-05-17 2020-04-15 Mazda Motor Corporation Procédé de commande d'injection de carburant et dispositif de commande d'injection de carburant pour moteur diesel

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