EP1759101A4 - Strategie d'alimentation d'un moteur diesel par utilisation selective de schemas etendant les possibilites de la combustion hcci - Google Patents

Strategie d'alimentation d'un moteur diesel par utilisation selective de schemas etendant les possibilites de la combustion hcci

Info

Publication number
EP1759101A4
EP1759101A4 EP05758647A EP05758647A EP1759101A4 EP 1759101 A4 EP1759101 A4 EP 1759101A4 EP 05758647 A EP05758647 A EP 05758647A EP 05758647 A EP05758647 A EP 05758647A EP 1759101 A4 EP1759101 A4 EP 1759101A4
Authority
EP
European Patent Office
Prior art keywords
engine
mode
fueling
zone
combustion chamber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP05758647A
Other languages
German (de)
English (en)
Other versions
EP1759101A2 (fr
Inventor
Zhengbai Liu
Puning Wei
Dennis Kelly Sullivan
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
International Engine Intellectual Property Co LLC
Original Assignee
International Engine Intellectual Property Co LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US10/874,668 external-priority patent/US6957640B1/en
Application filed by International Engine Intellectual Property Co LLC filed Critical International Engine Intellectual Property Co LLC
Publication of EP1759101A2 publication Critical patent/EP1759101A2/fr
Publication of EP1759101A4 publication Critical patent/EP1759101A4/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0242—Variable control of the exhaust valves only
    • F02D13/0249—Variable control of the exhaust valves only changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • 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
    • F02D41/0002—Controlling intake air
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • 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
    • F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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

  • This invention relates generally to internal combustion engines. More specifically it relates to a control strategy for selectively utilizing homogeneous-charge compression-ignition (HCCI) in a way that takes advantage of HCCFs attributes in different ways during different modes of operation of an engine that has variable valve timing.
  • HCCI homogeneous-charge compression-ignition
  • HCCI is a known process for fueling a cliesel engine in a manner that creates a substantially homogeneous air-fuel charge inside an engine cylinder during a compression upstroke of an engine cycle. After a desired quantity of fuel for the charge has been injected into the cylinder to create a substantially homogeneous air-fuel mixture, the increasing compression of the charge by the upstroking piston creates sufficiently large pressure to cause auto-ignition of the charge.
  • the HCCI mode of operation of a diesel engine may be said to comprise 1) injecting a desired amount of fuel into a cylinder at an appropriate time during the compression upstroke so that the injected fuel mixes with charge air that has entered the cylinder during the preceding intake downstroke and early portion of the compression upstroke in a manner that forms a substantially homogeneous mixture within the cylinder, and then 2) increasingly compressing the mixture to the point of auto-ignition near or at top dead center (TDC).
  • Auto-ignition may occur as the substantially simultaneous spontaneous combustion of vaporized fuel at various locations within the mixture. No additional fuel is injected after auto-ignition.
  • HCCI One of the attributes of HCCI is that relatively lean, or dilute, mixtures can be combusted, keeping the combustion temperatures relatively low. By avoiding the creation of relatively higher combustion temperatures, HCCI can yield significant reductions in the generation of NO ⁇ , an undesired constituent of engine exhaust gas.
  • HCCI Another attribute of HCCI is that auto-ignition of a substantially homogeneous air-fuel charge generates more complete combustion and consequently relatively less soot in engine exhaust.
  • HCCI is a subject of active investigation and development by many scientists and engineers in the engine research and design community.
  • HCCI HCCI
  • HCCI HCCI
  • the rate of combustion is difficult to control. Consequently, known engine control strategies may utilize HCCI only at relatively lower speeds and smaller engine loads.
  • the engine is fueled so that the fuel combusts by conventional diesel (CD) combustion upon being injected into charge air that has been compressed within a cylinder to a pressure that is sufficiently great to cause the fuel to combust as it is being injected.
  • CD diesel
  • processor-controlled fuel injection systems capable of controlling fuel injection with precision that allows fuel to be injected at different injection pressures, at different times, and for different durations during an engine cycle over the Ml range of engine operation
  • a diesel engine becomes capable of both CD combustion and HCCI combustion.
  • the present invention takes advantage of the capabilities of those fuel injection and processing systems to control fuel injections in different ways depending on certain aspects of engine operation. Exactly how any particular fuel injection system will be controlled by an associated processing system in any given engine will depend on specifics of the engine, the fuel injection system, and the processing system.
  • An associated processing system processes data indicative of parameters such as engine speed and engine load to develop control data for setting desired engine fueling for particular operating conditions that will assure proper control of the fuel injection system for various combinations of engine speed and engine load.
  • Pending U.S. Patent Application No. 10/809,254, filed 25 March 2004 discloses a diesel engine and associated processor-controlled fuel injection system that processes certain data to select one of plural fueling modes for operating the engine.
  • a result of the processing selects a first fueling mode (HCCI mode)
  • the engine is fueled during an engine cycle to create a substantially homogeneous air-fuel charge within one or more combustion chambers. That charge is compressed to combust by auto-ignition, with no more fuel being introduced after auto-ignition.
  • HCCI-CD mode a second fueling mode
  • the engine is fueled during an engine cycle to create a substantially homogeneous air-fuel charge within the one or more combustion chambers.
  • That charge is compressed to combust by auto- ignition (HCCI), after which more fuel is introduced into the one or more combustion chambers to provide additional combustion (CD).
  • HCCI auto- ignition
  • CD additional combustion
  • That engine utilizes HCCI combustion at relatively smaller loads and relatively smaller speeds and what is referred to as HCCI-CD combustion at relatively larger loads and relatively higher speeds.
  • the present invention relates to an engine and method of operation for enhancing the use of HCCI combustion in a diesel engine toward objectives that include reducing the generation of undesired constituents in engine exhaust, especially soot and NO ⁇ , and improving thermal efficiency.
  • the invention is embodied in the fuel injection control strategy, a strategy that is programmed in an associated processing system.
  • a first disclosed embodiment of the present invention comprises three distinct modes of engine operation: 1) an HCCI+RVT mode; 2) an HCCI+WT mode; and 3) a CD+RVT mode.
  • the HCCI+RVT mode is utilized at relatively smaller loads and relatively lower speeds.
  • the HCCI+WT mode is utilized at relatively larger loads than those of the HCCI+RVT mode and at relatively higher speeds than those of the HCCI+RVT mode.
  • the CD+RVT mode is utilized at still relatively larger loads than those of the HCCI+WT mode and at still relatively higher speeds than those of the HCCI+WT mode.
  • the HCCI+WT mode enables the benefits of HCCI to be obtained in a portion of the engine operating range between the portion of the range where HCCI+RVT is exclusively used and the portion of the range where CD+RVT is exclusively used.
  • intake valve closing is delayed in relation to intake valve closing in the HCCI+RVT mode.
  • a second embodiment of the present invention provides what may be considered an enhancement to the HCCI+WT mode.
  • One way of considering the enhancement is by defining the HCCI+WT mode to comprise two modes rather than a single mode. Such a definition should not necessarily be construed to mean that the limits, or boundaries, of the HCCI+WT mode remain unchanged. To the contrary, by providing two distinct modes instead of a single mode, it is believed possible to further extend the useful range of HCCI combustion, especially in the direction of higher speeds and loads.
  • HCCI+RVT mode the engine is fueled and valves are operated as in the first embodiment for that same mode.
  • HCCI+IVC mode the engine is fueled and valves are operated for the HCCI+WT mode of the first embodiment where intake valve closing is delayed from intake valve closing in the HCCI+RVT mode to reduce effective compression ratio.
  • CD+RVT mode the engine is fueled and valves are operated as in the first embodiment for that same mode.
  • the second embodiment differs from the first embodiment by having the HCCI+IVC+EVC mode.
  • the variable valve timing system operates to delay the closing of the exhaust valves in comparison to the timing of their closing during the HCCI+IVC mode. By retarding exhaust valve closing, the percentage of residual hot gases in the cylinders can be reduced, thereby providing decreased cylinder temperature and pressure, a result beneficial to reducing certain engine emissions like NO ⁇ .
  • One generic aspect of the present invention relates to a method of operating a compression ignition engine, the method comprising: a) processing certain data to select one of plural fueling modes for operating the engine; b) when a first mode is selected, fueling one or more combustion chambers to create a substantially homogeneous air-fuel charge within each such combustion chamber during a corresponding engine cycle and compressing each such charge to auto-ignition without introducing any additional fuel after auto-ignition during that corresponding engine cycle, and c) when a second mode is selected, decreasing the effective compression ratio of each such combustion chamber relative to that for the first mode, fueling each such combustion chamber with increased fueling relative to that for the first mode to create a substantially homogeneous air-fuel charge within each such combustion chamber during a corresponding engine cycle, and compressing each such charge to auto-ignition without introducing any additional fuel after auto- ignition during that corresponding engine cycle.
  • a compression ignition engine that comprises: a control system for processing data; one or more combustion chambers; and a fueling system for injecting fuel into the one or more combustion chambers; wherein the control system controls the fueling system, a) by processing certain data to select one of plural fueling modes for operating the engine, b) when a first mode is selected, by fueling one or more combustion chambers to create within each such combustion chamber during a corresponding engine cycle a substantially homogeneous air-fuel charge that is compressed to auto-ignition without introduction of any additional fuel after auto-ignition during that corresponding engine cycle, and c) when a second mode is selected, by decreasing the effective compression ratio of each such combustion chamber relative to that for the first mode, and by fueling each such combustion chamber with increased fueling relative to that for the first mode to create within each such combustion chamber during a corresponding engine cycle a substantially homogeneous air-fuel charge that is compressed to auto-ignition without introduction of any additional fuel after auto-ignition during that corresponding engine cycle.
  • the data that is processed to select the particular mode comprises engine speed data and engine load data. Injection pressure, duration, and timing may differ from mode to mode. Data for the various modes are contained in maps in the engine control system.
  • Figure 1 is a representative graphic portrayal of fueling strategy in accordance with principles of a first embodiment of the present invention comprising an HCCI+RVT combustion mode for some speed-load conditions, an HCCI+WT combustion mode for other speed-load conditions, and a CD+RVT combustion mode for still other speed-load conditions.
  • Figure 2 is a general schematic diagram of portions of an exemplary diesel engine relevant to certain principles of the present invention.
  • Figure 3 is a flow diagram illustrating strategy according to the first embodiment as utilized in the engine of Figure 2.
  • Figure 4A illustrates a generic fuel injection according to a generic fueling map used for HCCI+RVT combustion.
  • Figure 4B illustrates a generic fuel injection according to a generic fueling map used for HCCI+WT combustion.
  • Figure 4C illustrates a generic fuel injection according to a generic fueling map used for CD+RVT combustion.
  • Figure 5 is a graphic portrayal similar to that of Figure 1 for the second embodiment of the invention.
  • Figure 6 is a flow diagram illustrating strategy according to the second embodiment as utilized in an engine.
  • Figure 1 is a graph whose vertical axis represents engine load and whose horizontal axis represents engine speed. At the origin of the graph, engine load is zero, and engine speed is zero.
  • Respective solid lines 50, 52, and 54 demarcate three zones labeled HCCI+RVT, HCCI+VVT, and CD+RVT.
  • RVT stands for regular valve timing of the engine intake valves
  • WT variable valve timing of the engine intake valves.
  • Zone HCCI+RVT covers an area that encompasses various combinations of relatively smaller engine loads and relatively lower engine speeds.
  • Zone HCCI+VVT covers an area that encompasses various combinations of relatively larger engine loads and relatively higher engine speeds than those of zone HCCI+RVT.
  • Zone CD+RVT covers an area that encompasses various combinations of still relatively larger engine loads and still relatively higher engine speeds than those of zone HCCI+WT.
  • FIG 2 shows schematically a portion of an exemplary diesel engine 60 operating in accordance with the inventive strategy defined by Figure 1 for powering a motor vehicle.
  • Engine 60 comprises cylinders 62 within which pistons reciprocate. Each piston is coupled to a respective throw of a crankshaft by a corresponding connecting rod. Intake air is delivered to each cylinder through an intake system when a respective intake valve is open.
  • the engine has a fueling system that comprises fuel injectors 64 for the cylinders 62.
  • the engine also has a processor-based engine control unit (ECU) 66 that processes data from various sources to develop various control data for controlling various aspects of engine operation.
  • the data processed by ECU 66 may originate at external sources, such as various sensors 68, and/or be generated internally. Examples of data processed may include engine speed, intake manifold pressure, exhaust manifold pressure, fuel injection pressure, fueling quantity and timing, mass airflow, and accelerator pedal position.
  • ECU 66 controls the injection of fuel into cylinders 62 by controlling the operation of the fueling system, including controlling the operation of fuel injectors 64.
  • the processing system embodied in ECU 66 can process data sufficiently fast to calculate, in real time, the timing and duration of device actuation to set both the timing and the amount of each injection of fuel into a cylinder. Such control capability is used to implement the inventive strategy.
  • Engine 60 also has a WT system 70 that is controlled by ECU 66.
  • the WT system may be any of various known types such as a "camless" type.
  • the WT system is capable of changing the timing at which the intake valves for the cylinders operate and hence of changing the effective compression ratio of the engine cylinders, as will be more fully explained hereinafter.
  • this particular embodiment of the invention uses instantaneous engine speed and instantaneous engine load to select the particular fueling mode for the. engine, either 1) the HCCI+RVT mode for creating HCCI combustion, 2) the HCCI+WT mode for creating HCCI combustion, or 3) the CD+RVT mode for creating CD combustion, and to then operate the fueling system to fuel the engine according to the strategy of the selected fueling mode. Alternately, only engine load may be used to select the particular mode.
  • Figure 3 shows a flow diagram 71 for the inventive strategy as executed by the processing system of ECU 66.
  • the reference numeral 72 represents the start of the processing executed by the strategy.
  • a step 74 processes engine speed data and engine load data to determine which the three fueling modes of Figure 1 is to be selected.
  • One way of selecting the mode is by providing one or more maps in the processing system to define the three zones and comparing data values for instantaneous engine speed and engine load according to the maps.
  • step 74 selects HCCI+RVT mode
  • Figure 3 discloses that fuel will be injected into each cylinder to create HCCI combustion in all cylinders (reference numeral 76) with regular valve timing RVT (reference numeral 77). The operation continues until completed at which time the processing of the flow diagram iterates.
  • step 74 selects HCCI+WT mode
  • Figure 3 discloses that fuel will be injected into each cylinder to create HCCI combustion in all cylinders (reference numeral 78) with intake valve timing being changed by variable valve timing system 70 (reference numeral 79). The operation continues until completed at which time the processing of the flow diagram iterates.
  • step 74 selects CD+RVT mode
  • Figure 3 discloses that fuel will be injected into each cylinder to create CD combustion in all cylinders (reference numeral 80) with regular valve timing RVT (reference numeral 81).
  • FIG. 4A illustrates a generic example of fueling for the HCCI+RVT mode.
  • the example is characterized by a zone 82 of relatively higher fuel injection pressure and relatively shorter fuel injection duration so that fuel enters the cylinders and mixes well with air before auto-ignition and the resulting products of combustion have low NOx and soot emissions.
  • FIG. 4B illustrates a generic example of fueling for the HCCI+WT mode.
  • the example is characterized by a zone 84 where fuel injection pressure that is relatively higher than that of zone 82 to make more fuel enter the cylinders, as required by the increased load and/or higher speed in comparison to the HCCI+RVT mode, and mix well with air before auto-ignition.
  • WT system 70 is operated to reduce the effective compression ratio from the compression ratio of RVT.
  • the HCCI combustion range is expanded to encompass two zones in Figure 1, with low NOx and soot emissions in both zones.
  • FIG. 4C illustrates a generic example of fueling for the CD+RVT mode.
  • the example shows a zone 86 that is characterized by relatively lower fuel injection pressure, advanced fuel injection timing, and longer fuel injection duration than either zone 82 or 84.
  • engine 60 can meet high speed and high load requirements, with the products of combustion containing typical NOx and soot emissions.
  • V eff _ dls is the effective displacement of engine
  • B is the cylinder bore diameter
  • / is the connecting rod length
  • a is the crank radius
  • ⁇ is the intake valve close timing, i.e., the crank angle before TDC. It is obvious that retarding the intake valve close timing decreases the effective displacement of engine, and vice versa.
  • Delaying the timing of intake valve closing during the HCCI+VVT mode creates a lower effective compression ratio that allows fuel to be injected while in-cylinder pressure is sufficiently low to allow creation of a homogeneous charge that can subsequently ignite by HCCI combustion as the piston nears TDC, while increased fueling provides the additional energy input for the increased load and/or higher speed than during the HCCI+RVT mode.
  • the delay in intake valve closing must however not be so long that the ratio of air to fuel becomes too low.
  • the engine control system typically contains multiple fueling maps correlated with various combinations of speed and load.
  • the maps In the HCCI+RVT zone of Figure 1, the maps would be generally consistent with zone 82 of Figure 4A. In the HCCI+VVT zone, the maps would be generally consistent with zone 84 of Figure 4B. In the CD+RVT zone, the maps would be generally consistent with zone 86 of Figure 4C.
  • the processing system When a cylinder is to be fueled for HCCI combustion in the HCCI+RVT mode, the processing system utilizes a corresponding fueling map that provides fueling parameters suited for causing fuel to be injected consistent with zone 82 for the particular engine speed and load
  • the processing system When a cylinder is to be fueled for HCCI combustion in the HCCI+WT mode, the processing system utilizes a corresponding fueling map or maps that provide fueling parameters suited for causing fuel to be injected consistent with zone 84 for the particular engine speed and load.
  • the processing system When a cylinder is to be fueled for CD combustion in the CD+RVT mode, the processing system utilizes a corresponding fueling map or maps that provide fueling parameters suited for with causing fuel to be injected consistent with zone 86 for the particular engine speed and load.
  • Figure 5 is a graph whose vertical axis represents engine load and whose horizontal axis represents engine speed. At the origin of the graph, engine load is zero, and engine speed is zero.
  • Respective solid lines 100, 102, 104, and 106 demarcate four zones labeled HCCI+RVT, HCCMVC, HCCI+IVC+EVC, and CD+RVT.
  • RVT stands for regular valve timing of the engine intake valves
  • IVC for retarded closing of the engine intake valves
  • EVC retarded closing of the exhaust valves.
  • Zone HCCI+RVT covers an area that encompasses various combinations of relatively smaller engine loads and relatively lower engine speeds.
  • Zone HCCI+rVC covers an area that encompasses various combinations of relatively larger engine loads and relatively higher engine speeds than those of zone HCCI+RVT.
  • Zone HCCI+IVC+EVC covers an area that encompasses various combinations of relatively larger engine loads and relatively higher engine speeds than those of zone HCCI+IVC.
  • Zone CD+RVT covers an area that encompasses various combinations of still relatively larger engine loads and still relatively higher engine speeds than those of zone HCCI+IVC+EVC.
  • HCCI+RVT When a compression ignition engine is operating at a speed and load that falls within Zone HCCI+RVT, fuel is injected into the engine cylinders in a manner that creates HCCI combustion.
  • the engine When the engine is operating at a speed and load that falls within either zone HCCI+IVC or HCCI+IVC+EVC, fuel is injected into the cylinders in a manner that creates HCCI combustion.
  • zone CD+RVT fuel is injected into the cylinders in a manner that creates CD combustion.
  • RVT regular valve timing
  • the engine is fueled and intake valves are operated to create HCCI combustion with intake valve closing being delayed from intake valve closing in the HCCI+RVT mode to reduce effective compression ratio. Exhaust valve closing is not materially changed from RVT.
  • the engine is fueled and intake valves are operated to create HCCI combustion with intake valve closing being delayed from intake valve closing in the HCCI+RVT mode to reduce effective compression ratio and also with exhaust valve closing being delayed from what it was in HCCI+IVC mode.
  • the variable valve timing system operates to delay the closing of the exhaust valves in comparison to the timing of their closing during the HCCI+IVC mode.
  • the engine In the CD+RVT mode, the engine is fueled and valves are operated as described earlier.
  • Figure 6 shows a flow diagram 110 for the second embodiment inventive strategy as executed by the processing system of ECU 66.
  • the reference numeral 112 represents the start of the processing executed by the strategy.
  • a step 114 processes engine speed data and engine load data to determine which the four modes of Figure 5 is to be selected.
  • One way of selecting the mode is by providing one or more maps in the processing system to define the four zones shown in Figure 5 and comparing data values for instantaneous engine speed and engine load according to the maps.
  • step 114 selects HCCI+RVT combustion mode
  • Figure 6 discloses that fuel will be injected into each cylinder to create HCCI combustion in all cylinders (reference numeral 116) with regular valve timing RVT (reference numeral 117). The operation continues until completed at which time the processing of the flow diagram iterates.
  • step 114 selects HCCI+IVC combustion mode
  • Figure 6 discloses that fuel will be injected into each cylinder to create HCCI combustion in all cylinders (reference numeral 118) with intake valve timing being retarded by variable valve timing system 70 (reference numeral 119). The operation continues until completed at which time the processing of the flow diagram iterates.
  • step 114 selects HCCI+IVC+EVC combustion mode
  • Figure 6 discloses that fuel will be injected into each cylinder to create HCCI combustion in all cylinders (reference numeral 120) with both intake valve closing and exhaust valve closing being retarded by variable valve timing system 70 (reference numeral 121). The operation continues until completed at which time the processing of the flow diagram iterates.
  • step 114 selects CD+RVT mode
  • Figure 6 discloses that fuel will be injected into each cylinder to create CD combustion in all cylinders (reference numeral 122) with regular valve timing RVT (reference numeral 123). The operation continues until completed at which time the processing of the flow diagram iterates.
  • CD fuel injection during an engine cycle is sometimes described by its particular fueling pulses, such as pilot injection pulses, main injection p ⁇ lses, and post-injection pulses.
  • Any particular fuel injection process typically always comprises at least one main fuel injection pulse, with one or more pilot and/or post-injection pulses being optional possibilities.
  • HCCI fueling may comprise one or more individual pulses.
  • the invention has the following advantages:
  • the invention can be implemented in the processor alone, provided that the processor has sufficient capacity, and this makes the invention quite cost-effective.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention porte sur un moteur à allumage par compression (60) comportant: un système de gestion (66) des données; une ou plusieurs chambres de combustion (62); et des injecteurs (64) injectant le carburant dans les chambres. Dans une première exécution le système de gestion règle les flux de carburant en fonction du régime du moteur et de la charge en sélectionnant l'un des trois modes suivants: (HCCI+RVT, HCCI+VVT, et CD+RVT) (Figure 1). Dans une deuxième exécution, il effectue ce réglage en sélectionnant l'un des quatre modes suivants: (HCCI+RVT, HCCI+IVC, HCCI+IVC+EVC, et CD+RVT) (Figure 5). L'invention étend donc les possibilités d'utilisation de la combustion HCCI.
EP05758647A 2004-06-23 2005-06-14 Strategie d'alimentation d'un moteur diesel par utilisation selective de schemas etendant les possibilites de la combustion hcci Withdrawn EP1759101A4 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US10/874,668 US6957640B1 (en) 2004-06-23 2004-06-23 Strategy for fueling a diesel engine by selective use of fueling maps to provide HCCI+RVT, HCCI+VVT, and CD+RVT combustion modes
US11/140,627 US7121255B2 (en) 2004-06-23 2005-05-31 Strategy for fueling a diesel engine by selective use of fueling maps to provide HCCI+RVT, HCCI+IVC, HCCI+IVC+EVC, and CD+RVT combustion modes
PCT/US2005/020958 WO2006009693A2 (fr) 2004-06-23 2005-06-14 Strategie d'alimentation d'un moteur diesel par utilisation selective de schemas etendant les possibilites de la combustion hcci

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EP1759101A2 EP1759101A2 (fr) 2007-03-07
EP1759101A4 true EP1759101A4 (fr) 2008-09-03

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EP (1) EP1759101A4 (fr)
JP (1) JP5086071B2 (fr)
BR (1) BRPI0512371A (fr)
CA (1) CA2570752A1 (fr)
WO (1) WO2006009693A2 (fr)

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KR102383250B1 (ko) * 2017-10-25 2022-04-05 현대자동차 주식회사 차량 시스템 및 이를 이용하여 매연 필터를 가열하는 방법

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Also Published As

Publication number Publication date
BRPI0512371A (pt) 2008-03-11
EP1759101A2 (fr) 2007-03-07
JP2008504481A (ja) 2008-02-14
WO2006009693A2 (fr) 2006-01-26
JP5086071B2 (ja) 2012-11-28
CA2570752A1 (fr) 2006-01-26
WO2006009693A3 (fr) 2006-04-27

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