JP3323523B2 - Engine combustion control device and control method - Google Patents
Engine combustion control device and control methodInfo
- Publication number
- JP3323523B2 JP3323523B2 JP24523591A JP24523591A JP3323523B2 JP 3323523 B2 JP3323523 B2 JP 3323523B2 JP 24523591 A JP24523591 A JP 24523591A JP 24523591 A JP24523591 A JP 24523591A JP 3323523 B2 JP3323523 B2 JP 3323523B2
- Authority
- JP
- Japan
- Prior art keywords
- combustion chamber
- combustion
- air
- center
- engine
- 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.)
- Expired - Fee Related
Links
Landscapes
- Combined Controls Of Internal Combustion Engines (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明はエンジンの燃焼制御装置
および制御方法に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine combustion control device and control method.
【０００２】[0002]
【従来技術】エンジンのなかには、１つの燃焼室に対し
て複数の点火ギャップを設けた多点点火式のものがあ
る。特開昭５７−１４８０２１号公報には、シリンダヘ
ッドとシリンダブロックとの間に環状の保持板を介在さ
せて、この保持板に多数の点火プラグを保持させて、燃
焼室の外周縁部にシリンダ周方向に間隔をあけて複数の
点火ギャップを位置させるようにしたものが開示されて
いる。これにより、多数の点火ギャップによる同時着火
によって急速燃焼を行なって、オット−式エンジンにお
いて理想的な等容燃焼を得ようとするものである。2. Description of the Related Art Some engines have a multi-point ignition system in which a plurality of ignition gaps are provided for one combustion chamber. Japanese Patent Application Laid-Open No. S57-148022 discloses an annular holding plate interposed between a cylinder head and a cylinder block. The holding plate holds a number of spark plugs. A configuration in which a plurality of ignition gaps are located at intervals in the circumferential direction is disclosed. In this way, rapid combustion is performed by simultaneous ignition by a large number of ignition gaps to obtain ideal equal-volume combustion in an Otto-type engine.
【０００３】[0003]
【発明が解決しようとする問題点】ところで最近では、
排気ガス浄化等の観点から、それぞれ燃焼室外周縁部に
燃焼室周方向に間隔をあけて複数の点火ギャップ位置さ
せることが望まれている。これは、燃焼室の周辺から点
火を行なうことにより、燃焼室外周縁部での燃焼性を向
上させてＨＣを低減させると共に、火炎を燃焼室周方向
で先ず合致させた後燃焼室中心で合致させることにより
火炎の成長を抑制して、所定期間内での燃焼割合を極力
均一化すなわち燃焼速度のピ−ク値を極力小さくして、
ＮＯｘの低減を図ろうとするものである。[Problems to be solved by the invention] By the way, recently,
From the viewpoint of exhaust gas purification and the like, it is desired that a plurality of ignition gaps be located at an outer peripheral edge of the combustion chamber at intervals in the circumferential direction of the combustion chamber. This is because by igniting from the periphery of the combustion chamber, the combustibility at the outer peripheral edge of the combustion chamber is improved to reduce HC, and the flame is first matched in the circumferential direction of the combustion chamber, and then is matched at the center of the combustion chamber. By suppressing the growth of the flame, the combustion rate within a predetermined period is made as uniform as possible, that is, the peak value of the combustion speed is made as small as possible,
It is intended to reduce NOx.
【０００４】上述のように、燃焼室外周縁部でかつ燃焼
室周方向に間隔をあけて複数の点火ギャップを設けるこ
とは、点火プラグの数が多くなり得策でない。このた
め、燃焼室構造として極めて一般的な燃焼室中心部に点
火ギャップを設けた場合に、燃焼割合を均一化すること
ができれば、ＨＣおよびＮＯｘ低減の上で好ましいもの
となる。As described above, it is not advisable to provide a plurality of ignition gaps at the periphery of the combustion chamber and at intervals in the circumferential direction of the combustion chamber because the number of ignition plugs increases. For this reason, when the ignition gap is provided at the center of a very common combustion chamber as a combustion chamber structure, if the combustion ratio can be made uniform, it is preferable in terms of reducing HC and NOx.
【０００５】したがって、本発明の目的は、燃焼室中心
部に点火ギャップを配置したエンジンにおいて、ＨＣお
よびＮＯｘを共に大幅に低減し得るようにしたエンジン
の燃焼制御装置および制御方法を提供することにある。Accordingly, it is an object of the present invention to provide an engine combustion control apparatus and control method which can greatly reduce both HC and NOx in an engine in which an ignition gap is arranged at the center of a combustion chamber. is there.
【０００６】[0006]
【発明の構成】上記目的を達成するため、本発明装置に
あっては、次のような第１の構成を採択してある。すな
わち、特許請求の範囲における請求項１に記載のよう
に、燃焼室の中心部に点火ギャップを位置させたエンジ
ンにおいて、前記点火ギャップにより着火されることに
より生じる火炎が燃焼室外周縁部に到達するまでの間に
おける燃焼割合が均一化するようにすべく、該燃焼室中
心部と該燃焼室外周縁部との間の中間領域における火炎
伝播が該燃焼室中心部および該燃焼室外周縁部の火炎伝
幡よりも抑制されるように混合気の空燃比を制御する制
御手段を備え、前記混合気の空燃比は、リッチ領域にお
いて、吸気スワールが強いときは該吸気スワールが弱い
ときに比して狭く且つリッチとなるように設定されてい
る、ような構成としてある。上記第１の構成を前提とし
た好ましい構成は、特許請求の範囲における請求項４に
記載のとおりである。In order to achieve the above object, the present invention adopts the following first configuration. That is, in an engine in which the ignition gap is located at the center of the combustion chamber, the flame generated by being ignited by the ignition gap reaches the outer peripheral edge of the combustion chamber. The flame propagation in the intermediate region between the center of the combustion chamber and the outer peripheral edge of the combustion chamber is caused by the flame propagation at the center of the combustion chamber and the outer peripheral edge of the combustion chamber so that the combustion ratio until the combustion chamber becomes uniform. Control means for controlling the air-fuel ratio of the air-fuel mixture so that the air-fuel ratio of the air-fuel mixture is controlled to be smaller than that of the air swirl. In addition, the configuration is such that it is set to be rich. A preferable configuration based on the first configuration is as described in claim 4 of the claims.
【０００７】上記目的を達成するため、本発明装置にあ
っては、次のような第２の構成を採択してある。すなわ
ち、特許請求の範囲における請求項２に記載のように、
燃焼室の中心部に点火ギャップを位置させたエンジンに
おいて、前記点火ギャップにより着火されることにより
生じる火炎が燃焼室外周縁部に到達するまでの間におけ
る燃焼割合が均一化するようにすべく、該燃焼室中心部
と該燃焼室外周縁部との間の中間領域における火炎伝播
が該燃焼室中心部および該燃焼室外周縁部の火炎伝幡よ
りも抑制されるように混合気の空燃比を制御する制御手
段を備え、前記制御手段が、前記混合気の空燃比を、前
記燃焼室中心部および前記燃焼室外周縁部においてリッ
チ、該燃焼室中心部と該燃焼室外周縁部との間の中間領
域においてリーンとなるように設定され、前記混合気の
空燃比は、スキッシュ流方向に対応する領域は、他の領
域に比較してリーン領域を狭くリッチ領域を広くするよ
うに設定されている、ような構成としてある。上記第２
の構成を前提とした好ましい態様は、特許請求の範囲に
おける請求項３、請求項４に記載のとおりである。In order to achieve the above object, the present invention adopts the following second configuration. That is, as described in claim 2 of the claims,
In an engine in which an ignition gap is located at the center of the combustion chamber, the flame generated by the ignition by the ignition gap is made uniform so that the combustion ratio until the flame reaches the outer peripheral edge of the combustion chamber becomes uniform. The air-fuel ratio of the air-fuel mixture is controlled so that flame propagation in an intermediate region between the center of the combustion chamber and the outer peripheral edge of the combustion chamber is suppressed more than the flame propagation at the center of the combustion chamber and the outer peripheral edge of the combustion chamber. Control means, the control means, the air-fuel ratio of the air-fuel mixture, rich in the center of the combustion chamber and the outer peripheral edge of the combustion chamber, in an intermediate region between the center of the combustion chamber and the outer peripheral edge of the combustion chamber. The air-fuel ratio of the air-fuel mixture is set to be lean so that the region corresponding to the squish flow direction has a narrower lean region and a wider rich region than other regions. , There is configured as. The second
Preferred embodiments based on the above configuration are as described in claims 3 and 4 in the claims.
【０００８】上記目的を達成するため、本発明装置にあ
っては、次のような第３の構成を採択してある。すなわ
ち、特許請求の範囲における請求項５に記載のように、
燃焼室の中心部に点火ギャップを位置させたエンジンに
おいて、前記点火ギャップにより着火されることにより
生じる火炎が燃焼室外周縁部に到達するまでの間におけ
る燃焼割合が均一化するようにすべく、該燃焼室中心部
と該燃焼室外周縁部との間の中間領域における火炎伝播
が該燃焼室中心部および該燃焼室外周縁部の火炎伝幡よ
りも抑制されるように燃焼室内へのＥＧＲガスの導入を
制御する制御手段を備えている、ような構成としてあ
る。上記第３の構成を前提とした好ましい構成は請求項
６に記載のとおりである。In order to achieve the above object, the device of the present invention adopts the following third configuration. That is, as described in claim 5 of the claims,
In an engine in which an ignition gap is located at the center of the combustion chamber, the flame generated by the ignition by the ignition gap is made uniform so that the combustion ratio until the flame reaches the outer peripheral edge of the combustion chamber becomes uniform. Introducing EGR gas into the combustion chamber so that flame propagation in an intermediate region between the center of the combustion chamber and the outer peripheral edge of the combustion chamber is suppressed more than the flame propagation at the center of the combustion chamber and the outer peripheral edge of the combustion chamber. And a control means for controlling the A preferable configuration based on the third configuration is as described in claim 6.
【０００９】上記目的を達成するため、本発明方法にあ
っては、次のような構成を採択してある。すなわち、特
許請求の範囲における請求項７に記載のように、燃焼室
の中心部に点火ギャップを位置させたエンジンにおい
て、前記点火ギャップにより着火されることにより生じ
る火炎が燃焼室外周縁部に到達するまでの間における燃
焼割合が均一化するようにすべく、該燃焼室中心部と該
燃焼室外周縁部との間の中間領域における火炎伝播が該
燃焼室中心部および該燃焼室外周縁部の火炎伝幡よりも
抑制されるように燃焼室内へのＥＧＲガスの導入を制御
する、ような構成としてある。In order to achieve the above object, the method of the present invention adopts the following configuration. That is, in an engine in which the ignition gap is located at the center of the combustion chamber, the flame generated by being ignited by the ignition gap reaches the outer peripheral edge of the combustion chamber. The flame propagation in the intermediate region between the center of the combustion chamber and the outer peripheral edge of the combustion chamber is caused by the flame propagation at the center of the combustion chamber and the outer peripheral edge of the combustion chamber so that the combustion ratio until the combustion chamber becomes uniform. The configuration is such that the introduction of the EGR gas into the combustion chamber is controlled so that the EGR gas is suppressed more than in the combustion chamber.
【００１０】[0010]
【発明の効果】本発明によれば、混合気の空燃比あるい
はＥＧＲガスを制御することにより、燃焼室中心部に配
置した点火ギャップにより着火された混合気の燃焼速度
のピ−ク値を小さくして、燃焼割合が燃焼期間全体に渡
って均一化するように制御されるので、ＮＯｘが大幅に
低減され、また燃焼室外周縁部でも十分な燃焼が行なわ
れてＨＣが大幅に低減される。本発明の好ましい態様お
よび利点は以下の実施例の説明から明らかとなる。According to the present invention, by controlling the air-fuel ratio of the air-fuel mixture or the EGR gas, the peak value of the combustion speed of the air-fuel mixture ignited by the ignition gap disposed at the center of the combustion chamber is reduced. Then, since the combustion ratio is controlled to be uniform over the entire combustion period, NOx is significantly reduced, and sufficient combustion is also performed at the outer peripheral portion of the combustion chamber, so that HC is significantly reduced. Preferred aspects and advantages of the present invention will become apparent from the following description of the examples.
【００１１】[0011]
【実施例】図１において、１はシリンダヘッド、２は燃
焼室で、シリンダヘッド１には、それぞれ燃焼室２に開
口する２つの吸気ポ−ト３Ａ、３Ｂと２つの排気ポ−ト
４Ａ、４Ｂとが形成されている。吸・排気ポ−ト３Ａ、
３Ｂ、４Ａ、４Ｂは、既知のようにクランク軸の回転と
同期して、図示を略す吸・排気弁により周知のタイミン
グで開閉される。そして、燃焼室２の中心には、点火ギ
ャップ１０が配置されている。1, a cylinder head 1 and a combustion chamber 2 have two intake ports 3A and 3B and two exhaust ports 4A opening into the combustion chamber 2, respectively. 4B are formed. Intake / exhaust port 3A,
3B, 4A, and 4B are opened and closed at a known timing by an intake / exhaust valve (not shown) in synchronization with the rotation of the crankshaft, as is known. An ignition gap 10 is arranged at the center of the combustion chamber 2.
【００１２】２つの吸気ポ−ト３Ａ、３Ｂは、燃焼室２
の中心を通るクランク軸と平行な直線Ｌ１よりもシリン
ダヘッド１の一側面側において燃焼室２に開口して、互
いにクランク軸方向に並列に形成されている。また、２
つの排気ポ−ト４Ａ、４Ｂは、上記直線Ｌ１よりもシリ
ンダヘッド１の他側面側において燃焼室２に開口して、
互いにクランク軸方向に並列に形成されている。吸気ポ
−ト３Ａ、３Ｂはシリンダヘッドの一側面側に開口し、
排気ポ−ト４Ａ、４Ｂはシリンダヘッド１の他側面側に
開口して、シリンダヘッド１はいわゆるクロスフロ−型
とされている。The two intake ports 3A and 3B are connected to the combustion chamber 2
Are opened in the combustion chamber 2 on one side of the cylinder head 1 with respect to a straight line L1 parallel to the crankshaft passing through the center of the cylinder head, and are formed in parallel with each other in the crankshaft direction. Also, 2
The two exhaust ports 4A, 4B open to the combustion chamber 2 on the other side of the cylinder head 1 beyond the straight line L1, and
They are formed in parallel in the crankshaft direction. The intake ports 3A and 3B open on one side of the cylinder head,
The exhaust ports 4A and 4B are open on the other side of the cylinder head 1, and the cylinder head 1 is of a so-called cross-flow type.
【００１３】２つの吸気ポ−ト３Ａ、３Ｂは、その下流
側端部すなわち燃焼室２近傍部分が、隔壁５により画成
された分岐部３ａ、３ｂとされ、その上流側部分が互い
に集合した集合部３ｃとされている。吸気ポ−ト３Ａ
は、その上流側から下流側に向けてすなわち集合部３ｃ
から分岐部３ａに向けて、クランク軸とほぼ直交するよ
うにほぼストレ−トに形成されている。The downstream ends of the two intake ports 3A and 3B, that is, the portions near the combustion chamber 2 are formed as branch portions 3a and 3b defined by a partition wall 5, and the upstream portions are assembled together. The gathering part 3c is provided. Intake port 3A
From the upstream side to the downstream side, that is, the collecting portion 3c
From the side to the branching portion 3a, it is formed substantially straight so as to be substantially orthogonal to the crankshaft.
【００１４】吸気ポ−ト３Ｂは、その分岐部３ｂから集
合部３ｃに向けて湾曲形成されている。この湾曲につい
て説明すると、燃焼室２の中心を通ってクランク軸と直
交する（直線Ｌ１と直交する）直線Ｌ２を考える。この
とき、隔壁５の上流端は直線Ｌ２上にあり、したがっ
て、分岐部３ｂは、吸気ポ−ト３Ａ側に向けてオフセッ
トするようにして湾曲されているものとなる。The intake port 3B is formed to be curved from the branch portion 3b to the collecting portion 3c. Describing this curvature, a straight line L2 passing through the center of the combustion chamber 2 and orthogonal to the crankshaft (orthogonal to the straight line L1) is considered. At this time, the upstream end of the partition wall 5 is on the straight line L2, and therefore, the branch portion 3b is curved so as to be offset toward the intake port 3A.
【００１５】集合部３ｃには、スワ−ル弁６が配置され
ている。このスワ−ル弁６は、その上流端に設けた回動
軸７を中心に揺動自在とされ、図１中実線で示す状態が
全閉状態であり、一点鎖線で示す状態が全開状態であ
る。回動軸７は、集合部３ｃのうち、吸気ポ−ト３Ｂと
は反対側の側壁直近に位置され、全閉状態では、スワ−
ル弁６の下流端（自由端）が、隔壁５の上流端と小間隔
をあけて位置される。また、スワ−ル弁６の全開状態で
は、クランク軸とほぼ直交する状態すなわちほぼストレ
−ト形状とされた吸気ポ−ト３Ａとほぼ平行に伸びる状
態とされる。なお、スワ−ル弁６は、実施例では、低負
荷時に全閉とされ、中負荷時には負荷が大きくなるほど
その開度が大きくなり、高負荷時には全開とされる。A swirl valve 6 is disposed in the collecting part 3c. The swirl valve 6 is swingable about a rotation shaft 7 provided at an upstream end thereof. A state shown by a solid line in FIG. 1 is a fully closed state, and a state shown by a chain line is a fully open state. is there. The rotating shaft 7 is located immediately adjacent to the side wall of the collecting portion 3c opposite to the intake port 3B.
The downstream end (free end) of the valve 6 is located at a small distance from the upstream end of the partition 5. When the swirl valve 6 is fully open, the swirl valve 6 is in a state substantially perpendicular to the crankshaft, that is, in a state in which the swirl valve 6 extends substantially in parallel with the substantially straight intake port 3A. In the embodiment, the swirl valve 6 is fully closed at a low load, the opening degree increases as the load increases at a medium load, and fully opens at a high load.
【００１６】図２にも示すように、前記集合部３ｃには
第１燃料噴射弁１１が配置され、分岐部３ｂには第２燃
料噴射弁１２が配置されている。この各燃料噴射弁１
１、１２の燃料噴射幅はかなり狭くなるように設定され
ており、吸気弁が開いた所定タイミングで燃料噴射を実
行するようになっている。なお、第１燃料噴射弁１１の
高さ方向の位置設定は、例えば図２中実線で示す位置
と、一点鎖線で示す位置とのいずれでも採択し得る。As shown in FIG. 2, a first fuel injection valve 11 is disposed in the collecting portion 3c, and a second fuel injection valve 12 is disposed in the branching portion 3b. Each fuel injection valve 1
The fuel injection widths 1 and 12 are set so as to be considerably narrow, and the fuel injection is executed at a predetermined timing when the intake valve is opened. The position setting of the first fuel injection valve 11 in the height direction can be adopted, for example, at either the position indicated by the solid line in FIG. 2 or the position indicated by the one-dot chain line.
【００１７】第１燃料噴射弁１１は、隔壁５の上流端付
近に燃料を噴射して、燃焼室中心部に燃料が供給される
ように指向されている。すなわち、第１燃料噴射弁１１
から噴射された燃料は、両方の吸気ポ−ト３Ａ、３Ｂを
より、開弁状態にある吸気弁と干渉しないようにして、
燃焼室２の中心部に到達される。第２燃料噴射弁１２
は、吸気ポ−ト３Ｂのうち隔壁５とは遠い側の端部を通
して、燃焼室外周縁部に燃料が供給されるように指向さ
れている。すなわち、第２燃料噴射弁１２から噴射され
た燃料は、吸気ポ−ト３Ｂより、開弁状態にある吸気弁
と干渉しないようにして、燃焼室外周縁部に到達され
る。The first fuel injection valve 11 is directed so as to inject fuel near the upstream end of the partition wall 5 and supply the fuel to the center of the combustion chamber. That is, the first fuel injection valve 11
The fuel injected from the fuel injection port makes the two intake ports 3A and 3B less interfere with the intake valve in the open state.
It reaches the center of the combustion chamber 2. Second fuel injection valve 12
Are directed so that fuel is supplied to the outer peripheral portion of the combustion chamber through the end of the intake port 3B farther from the partition wall 5. That is, the fuel injected from the second fuel injection valve 12 reaches the outer peripheral edge of the combustion chamber from the intake port 3B so as not to interfere with the intake valve in the open state.
【００１８】上述のような燃料噴射によって、燃焼室２
内には、点火ギャップ１０による着火直前には、図３、
図４に示すような混合気の空燃比分布状態が形成され
る。すなわち、燃焼室中心部がリッチとされ（これを図
４で符号αで示す）、燃焼室外周縁部もリッチとされ
（これを図４で符号βで示す）、中間領域がリ−ンとさ
れる（これを図４で符号γで示す）。この場合、燃焼室
中心部での空燃比の方が、燃焼室外周縁部での空燃比よ
りもリッチとされる。このような空燃比の分布状態が形
成される課程を、図１１〜図１３に示してある。なお、
一般的な成層化の空燃比の分布状態を、図３において破
線で示す。The fuel injection as described above allows the combustion chamber 2
In FIG. 3, immediately before ignition by the ignition gap 10,
An air-fuel ratio distribution state of the air-fuel mixture is formed as shown in FIG. That is, the center portion of the combustion chamber is made rich (this is indicated by reference numeral α in FIG. 4), the outer peripheral portion of the combustion chamber is also made rich (this is indicated by reference numeral β in FIG. 4), and the intermediate region is made lean. (This is indicated by reference numeral γ in FIG. 4). In this case, the air-fuel ratio at the center of the combustion chamber is made richer than the air-fuel ratio at the outer periphery of the combustion chamber. The process of forming such an air-fuel ratio distribution is shown in FIGS. In addition,
The distribution state of the air-fuel ratio in a general stratification is shown by a broken line in FIG.
【００１９】上述のような空燃比の分布状態によって、
燃焼室中心部には空燃比が特にリッチとされているの
で、良好な着火性が得られる。着火により生じた火炎
は、点火ギャップを中心にして燃焼室外周縁部へ広がっ
ていくが、中間領域での空燃比がリ−ンなので、火炎伝
幡が抑制される（燃焼割合の増大抑制）。そして、燃焼
室外周縁部では再び空燃比がリッチとなっているので、
火炎伝幡が早くなろうとするが、燃焼室外周縁部の壁面
は冷えているので極端に燃焼割合が増加することがな
く、中間領域とほぼ同じような燃焼割合が得られる。こ
のような燃焼の様子を図式的に図２３に示してあり、こ
の図２３には、従来一般的な燃焼の様子を破線で示して
ある。According to the distribution state of the air-fuel ratio as described above,
Since the air-fuel ratio is particularly rich in the center of the combustion chamber, good ignitability can be obtained. The flame generated by the ignition spreads around the ignition gap to the outer peripheral edge of the combustion chamber. However, since the air-fuel ratio in the intermediate region is lean, flame propagation is suppressed (increase in the combustion ratio). And since the air-fuel ratio is rich again at the outer peripheral portion of the combustion chamber,
Although the flame propagation tends to be quicker, the combustion ratio does not increase extremely because the wall surface of the outer peripheral edge portion of the combustion chamber is cold, and a combustion ratio substantially similar to that in the intermediate region is obtained. FIG. 23 schematically shows such a combustion state, and FIG. 23 shows a conventional general combustion state by a broken line.
【００２０】このような燃焼によって、燃焼室中心部で
の燃焼時に燃焼割合がピ−ク値を向かえるが、すぐにリ
−ンとされた中間領域へと火炎面が移行するので、当該
ピ−ク値は小さなものとなり、ＮＯｘが大幅に低減され
る。そして、燃焼室外周縁部では従来に比してはるかに
大きな燃焼割合となるので、発熱量も十分なものとなっ
て、ＨＣが大幅に低減される。Such combustion causes the combustion ratio to reach a peak value at the time of combustion in the center of the combustion chamber. However, since the flame surface immediately shifts to the leaned intermediate region, the peak is reduced. The peak value is small, and NOx is greatly reduced. Since the combustion ratio at the outer peripheral portion of the combustion chamber is much larger than that of the related art, the calorific value is also sufficient, and HC is greatly reduced.
【００２１】前述の空燃比分布状態は、図２１に示すよ
うな吸気スワ−ルを勘案して設定するのが好ましい。図
５には、吸気スワ−ルが強いときの空燃比分布状態を実
線で、吸気スワ−ルが弱いときの空燃比分布状態を破線
で示してある。このように、吸気スワ−ルが強いときは
弱いときに比して、リッチとされる燃焼室中心部と外周
縁部との領域がそれぞれ狭く、すなわち燃焼室中間領域
が広く設定され、しかもリッチとされる部分はよりリッ
チとされると共にリ−ンされる部分はよりリ−ンとされ
る。このようにすることによって、吸気スワ−ルによっ
て燃料が燃焼室２の径方向に移動されようとするのを考
慮した適切な燃焼が得られる。図１６には、弱スワ−ル
時の空燃比分布状態を、ペントル−フ型燃焼室とした場
合を例に示してある。なお、燃料をスワ−ル方向にスム
−ズに流入させるには、第１燃料噴射弁１１を図２一点
鎖線で示すように配置する方が好ましい。The above-mentioned air-fuel ratio distribution state is preferably set in consideration of the intake swirl as shown in FIG. FIG. 5 shows the air-fuel ratio distribution when the intake swirl is strong by a solid line, and the air-fuel ratio distribution when the intake swirl is weak by a broken line. As described above, when the intake swirl is strong, the area of the center of the combustion chamber and the area of the outer peripheral edge, which are made rich, are narrower than those when the intake swirl is weak, that is, the middle area of the combustion chamber is set to be wide. The part that is referred to is made richer and the part that is leaned is made leaner. In this manner, appropriate combustion can be obtained in consideration of the fact that the fuel is likely to be moved in the radial direction of the combustion chamber 2 by the intake swirl. FIG. 16 shows an example in which the air-fuel ratio distribution state at the time of the weak swirl is a pentle-type combustion chamber. In order to allow the fuel to flow smoothly in the swirl direction, it is preferable to dispose the first fuel injection valve 11 as shown by a dashed line in FIG.
【００２２】燃焼室２の外周縁部一部にスキッシュエリ
アを有する場合があり、図６に矢印Ｙ１でスキッシュ流
を示してある。この場合は、空燃比の分布状態をスキッ
シュ流方向にはリ−ン領域γを狭く、かつリッチ領域α
とβとを広くして、各領域が全体として楕円になるよう
にするとよい（スキッシュ流に対抗した火炎伝幡の促
進）。このスキッシュの影響は、吸気スワ−ルが弱い場
合に顕著になるので、吸気スワ−ルが弱い場合にのみ考
慮するようにしてもよい。図１４には、スキッシュエリ
アの具体的設定例と空燃比分布状態との関係を示してあ
る。図１５、１６には、弱スワ−ル時の空燃比分布状態
を、ペントル−フ型燃焼室（スキッシュエリアなし）と
した場合を例に示してある。弱スワ−ル時は圧縮上死点
近傍で図１５中左右端が狭くなり、この部分に混合気が
入り込みにくく中心方向へ向かう流れが存在する。この
ように、燃焼室２の径方向中心に向かう流れがある場合
は、この流れ方向における中間領域γを狭くするように
空燃比の分布状態を設定する（径方向の流れがある方向
を長軸とする楕円状に領域α、βを設定）。In some cases, a squish area is provided at a part of the outer peripheral edge of the combustion chamber 2, and a squish flow is shown by an arrow Y1 in FIG. In this case, the distribution state of the air-fuel ratio is set such that the lean region γ is narrow in the squish flow direction and the rich region α
And β should be widened so that each region is generally elliptical (promotion of flame propagation against squish flow). Since the influence of the squish becomes significant when the intake swirl is weak, it may be considered only when the intake swirl is weak. FIG. 14 shows the relationship between a specific setting example of the squish area and the air-fuel ratio distribution state. FIGS. 15 and 16 show an example in which the air-fuel ratio distribution state at the time of the weak swirl is a pentle-type combustion chamber (no squish area). At the time of weak swirling, the left and right ends in FIG. 15 become narrow near the compression top dead center, and there is a flow toward the center where air-fuel mixture hardly enters. As described above, when there is a flow toward the radial center of the combustion chamber 2, the distribution state of the air-fuel ratio is set so as to narrow the intermediate region γ in this flow direction (the direction in which the radial flow exists is the long axis). Areas α and β are set in an elliptical shape.
【００２３】図６に示すような空燃比分布状態を得るに
は、燃料噴射弁１１、１２からの燃料噴射を間欠的に行
なうことにより得られる。すなわち、図１８に示すよう
に、弱スワ−ルの場合は実線（第１燃料噴射弁１１）お
よび破線（第２燃料噴射弁１２）で示すように噴射パル
スを間欠的なものとし、強スワ−ルの場合は、一点鎖線
で示すように連続噴射とすればよい。なお、連続噴射と
間欠噴射とを使い分ける場合は、最小噴射パルス幅の関
係から、燃圧も合せて調整するとよい（連続噴射の際の
燃圧を小とする）。An air-fuel ratio distribution state as shown in FIG. 6 is obtained by intermittently performing fuel injection from the fuel injection valves 11 and 12. That is, as shown in FIG. 18, in the case of a weak swirl, the injection pulse is intermittent as shown by a solid line (first fuel injection valve 11) and a broken line (second fuel injection valve 12), and a strong swirl is obtained. In the case of-, continuous injection may be performed as shown by a dashed line. When the continuous injection and the intermittent injection are selectively used, the fuel pressure may be adjusted in accordance with the minimum injection pulse width (the fuel pressure during the continuous injection is made small).
【００２４】図７は、燃焼室形状に応じた空燃比の好ま
しい分布状態を示す。図７では、実線がコ−ン燃焼室
で、燃焼室外周縁部に向くほど燃焼室高さが低くなる場
合を示し、破線がパンケ−キ型で燃焼室高さが燃焼室径
方向でほぼ同一の場合を示す。燃焼室高さを考慮した空
燃比の分布は、低い部分はリッチに、高い部分はリ−ン
にする（火炎面面積変化による燃焼速度の増減調整）。
燃焼室形状を図１５に示すようなペントル−フ型とした
場合の空燃比分布状態を図１７に示してある。なお、図
１７に示すように、領域βをかなり広く設定するとき
は、第２燃料噴射弁１２の噴射角度と燃圧を共に大きく
すればよい。FIG. 7 shows a preferable distribution state of the air-fuel ratio according to the shape of the combustion chamber. In FIG. 7, the solid line indicates a cone combustion chamber, and the height of the combustion chamber becomes lower toward the outer peripheral edge of the combustion chamber. The broken line is a puncture type, and the height of the combustion chamber is substantially the same in the radial direction of the combustion chamber. The case of is shown. The distribution of the air-fuel ratio in consideration of the height of the combustion chamber is such that the low portion is rich and the high portion is lean (adjustment of increase / decrease in combustion speed by changing the flame surface area).
FIG. 17 shows an air-fuel ratio distribution state in the case where the shape of the combustion chamber is a pent-roof type as shown in FIG. As shown in FIG. 17, when setting the region β to be considerably large, both the injection angle and the fuel pressure of the second fuel injection valve 12 may be increased.
【００２５】図８は、ＥＧＲガスを供給する場合の燃焼
室内でのＥＧＲガス分布状態を示す。ＥＧＲガスは燃焼
抑制作用があるので、分布状態は、基本的には空燃比の
分布状態と逆になる。このＥＧＲガスを利用した燃焼制
御する場合は、図２０に示すように、燃焼室２の中間領
域（図４のγで示す領域）に向けて指向するＥＧＲガス
導入通路４１を吸気ポ−ト３Ｂに開口させ、この導入通
路４１に対して開閉弁からなる制御弁４２を接続する。
そして、制御弁４２の開時期を、開弁状態にある吸気弁
と干渉しないタイミングで開くようにすればよい（図２
２参照）。勿論、このような導入通路４１と制御弁４２
とは、各気筒毎に設けられる。なお、吸気初期にＥＧＲ
ガスを導入しても、吸気スワ−ルによって、ＥＧＲガス
が燃焼室中心へ向けて拡散するのが防止され、着火性の
点で何等問題を生じない。FIG. 8 shows an EGR gas distribution state in the combustion chamber when the EGR gas is supplied. Since the EGR gas has a combustion suppressing action, the distribution state is basically opposite to the distribution state of the air-fuel ratio. In the case of performing the combustion control using the EGR gas, as shown in FIG. 20, an EGR gas introduction passage 41 directed toward an intermediate region (a region indicated by γ in FIG. 4) of the combustion chamber 2 is provided to the intake port 3B. And a control valve 42, which is an open / close valve, is connected to the introduction passage 41.
Then, the control valve 42 may be opened at a timing that does not interfere with the intake valve in the open state (FIG. 2).
2). Of course, such an introduction passage 41 and the control valve 42
Is provided for each cylinder. Note that EGR is performed at the beginning of intake.
Even if the gas is introduced, the EGR gas is prevented from diffusing toward the center of the combustion chamber by the intake swirl, and there is no problem in terms of ignitability.
【００２６】領域α、βの広さの変更には、前述したよ
うに、例えば燃料噴射弁１１、１２の噴射角度（幅）を
変更することにより行なえばよい。この噴射角度変更の
ためには、例えば図９に示すように、燃料噴射弁１１、
１２に設けられたエアポ−ト１３からのアシストエア量
を調整することにより行なえばよく、スワ−ルの強さと
アシストエア量との関係を図１０に示してある。勿論、
空燃比の分布状態を設定する場合、２つの燃料噴射弁１
１、１２を用いる代りに、図１９に示すように、２噴孔
タイプの１つの燃料噴射弁５１を用いるようにしてもよ
い。As described above, the size of the regions α and β may be changed by changing the injection angles (widths) of the fuel injection valves 11 and 12, for example. In order to change the injection angle, for example, as shown in FIG.
The adjustment may be performed by adjusting the amount of assist air from the air port 13 provided in the air conditioner 12. The relationship between the swirl strength and the amount of assist air is shown in FIG. Of course,
When setting the air-fuel ratio distribution state, two fuel injection valves 1
Instead of using the fuel injection valves 1 and 12, one fuel injection valve 51 of a two injection hole type may be used as shown in FIG.
【００２７】燃焼室壁面温度に差がある場合は、壁面温
度が高いほど火炎伝幡が早くなるという点を考慮して、
空燃比の分布状態等を決定すればよい。より具体的に
は、壁面温度が燃焼室の径方向に変化する場合は、壁面
温度が低い部分の空燃比をリッチに、壁面温度が高いほ
どリ−ンにすればよい。When there is a difference in the wall temperature of the combustion chamber, taking into consideration that the higher the wall temperature, the faster the flame propagation.
What is necessary is just to determine the distribution state of the air-fuel ratio and the like. More specifically, when the wall surface temperature changes in the radial direction of the combustion chamber, the air-fuel ratio in a portion where the wall surface temperature is low may be made richer, and the air-fuel ratio may be made leaner as the wall surface temperature becomes higher.
【図１】図１は燃焼室に対する吸気ポ−トと点火ギャッ
プと燃料噴射方向との設定例を示す図。FIG. 1 is a view showing an example of setting an intake port, an ignition gap, and a fuel injection direction for a combustion chamber.
【図２】図２は図１に示す燃料噴射方向を側方から示し
た図。FIG. 2 is a diagram showing a fuel injection direction shown in FIG. 1 from a side.
【図３】図３は空燃比分布状態の基本形態を示す図。FIG. 3 is a diagram showing a basic form of an air-fuel ratio distribution state.
【図４】図４は空燃比分布状態の基本形態をより具体的
に示す平面図。FIG. 4 is a plan view more specifically showing a basic form of an air-fuel ratio distribution state.
【図５】図５はスワ−ル強さに応じた空燃比分布状態示
す図。FIG. 5 is a diagram showing an air-fuel ratio distribution state according to swirl strength.
【図６】図６はスキッシュ流を加味した空燃比分布状態
を示す図。FIG. 6 is a diagram showing an air-fuel ratio distribution state in which a squish flow is taken into account.
【図７】図７は燃焼室高さに応じた空燃比分布状態を示
す図。FIG. 7 is a view showing an air-fuel ratio distribution state according to the height of a combustion chamber.
【図８】図８はＥＧＲガスの分布状態を示す図。FIG. 8 is a diagram showing a distribution state of EGR gas.
【図９】図９はアシストエアにより噴射角度を調整し得
るようにした燃料噴射弁の一例を示す図。FIG. 9 is a view showing an example of a fuel injection valve capable of adjusting an injection angle by assist air.
【図１０】図１０はアシストエア量とスワ−ル強さとの
関係を示す図。FIG. 10 is a diagram showing a relationship between an assist air amount and swirl strength.
【図１１】図１１は吸気初期の空燃比分布状態を示す
図。FIG. 11 is a diagram showing an air-fuel ratio distribution state at the beginning of intake.
【図１２】図１２は吸気末期の空燃比分布状態を示す
図。FIG. 12 is a diagram showing an air-fuel ratio distribution state at the end of intake.
【図１３】図１３は圧縮末期の空燃比分布状態を示す
図。FIG. 13 is a diagram showing an air-fuel ratio distribution state at the end of compression.
【図１４】図１４はスキッシュエリアの具体的な設定例
と空燃比分布状態との関係を示す図。FIG. 14 is a diagram showing a relationship between a specific setting example of a squish area and an air-fuel ratio distribution state.
【図１５】図１５はペントルーフ型燃焼室形状を示す
図。FIG. 15 is a view showing a pent roof type combustion chamber.
【図１６】図１６はペントルーフ型燃焼室形状の場合に
スワ−ルが弱くて燃焼室径方向の流れが存在するときの
空燃比分布状態を示す図。FIG. 16 is a view showing an air-fuel ratio distribution state when a swirl is weak and a flow in the radial direction of the combustion chamber exists in the case of a pent roof type combustion chamber.
【図１７】図１７は図１５に示すペントルーフ型燃焼室
形状の場合に燃焼室高さの変化を考慮して設定された空
燃比分布状態を示す図。17 is a view showing an air-fuel ratio distribution state set in consideration of a change in the height of the combustion chamber in the case of the pent roof type combustion chamber shape shown in FIG.
【図１８】図１８は空燃比分布状態の変更のために燃料
噴射のタイミングを変更する場合の例を示す図。FIG. 18 is a diagram showing an example in which the timing of fuel injection is changed to change the air-fuel ratio distribution state.
【図１９】図１９は２噴孔タイプの燃料噴射弁により空
燃比の分布状態を得るようにした例を示す図。FIG. 19 is a diagram showing an example in which a two-hole type fuel injection valve is used to obtain an air-fuel ratio distribution state.
【図２０】図２０はＥＧＲガス導入経路の設定例を示す
図。FIG. 20 is a diagram showing an example of setting an EGR gas introduction path.
【図２１】図２１は吸気スワ−ルを示す図。FIG. 21 is a view showing an intake swirl.
【図２２】図２２はＥＧＲガス導入タイミングを示す
図。FIG. 22 is a diagram showing an EGR gas introduction timing.
【図２３】図２３は燃焼割合が変化する様子を示す図。FIG. 23 is a view showing a state in which the combustion ratio changes.
１ シリンダヘッド ２ 燃焼室 ３Ａ 吸気ポ−ト ３Ｂ 吸気ポ−ト ４Ａ 排気ポ−ト ４Ｂ 排気ポ−ト １０ 点火ギャップ １１ 第１燃料噴射弁 １２ 第２燃料噴射弁 α 燃焼室中心部のリッチ領域 β 燃焼室外周縁部のリッチ領域 γ 燃焼室中心部と外周縁部との間のリ−ン領域 DESCRIPTION OF SYMBOLS 1 Cylinder head 2 Combustion chamber 3A Intake port 3B Intake port 4A Exhaust port 4B Exhaust port 10 Ignition gap 11 First fuel injection valve 12 Second fuel injection valve α Rich region in the center of combustion chamber β Rich area at the outer peripheral edge of the combustion chamber γ Lean area between the center of the combustion chamber and the outer peripheral edge
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ Ｆ０２Ｂ 31/02 Ｆ０２Ｂ 31/02 Ｌ Ｆ０２Ｄ 41/34 Ｆ０２Ｄ 41/34 Ｃ Ｈ 43/00 ３０１ 43/00 ３０１Ｅ ３０１Ｕ Ｆ０２Ｍ 25/07 ５７０ Ｆ０２Ｍ 25/07 ５７０Ａ ５８０ ５８０Ｂ 69/00 ３６０ 69/00 ３６０Ｂ ３６０Ｃ ３６０Ｇ (72)発明者 太田 統之 広島県安芸郡府中町新地３番１号 マツ ダ株式会社内 (56)参考文献 特開 昭63−71513（ＪＰ，Ａ) 特開 昭60−219434（ＪＰ，Ａ) 特開 平１−193080（ＪＰ，Ａ) 実開 平２−144621（ＪＰ，Ｕ) 実開 平３−89936（ＪＰ，Ｕ) 実開 平２−78725（ＪＰ，Ｕ) 実開 昭56−59929（ＪＰ，Ｕ) 実開 昭61−57166（ＪＰ，Ｕ) (58)調査した分野(Int.Cl.7，ＤＢ名) F02B 1/00 - 31/02 F02D 41/00 - 45/00 F02M 25/07 F02M 69/00 ──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. 7 Identification code FI F02B 31/02 F02B 31/02 L F02D 41/34 F02D 41/34 CH 43/00 301 43/00 301E 301U F02M 25/07 570 F02M 25/07 570A 580 580B 69/00 360 69/00 360B 360C 360G (72) Inventor Toshiyuki Ota 3-1, Fuchu-cho, Shinchu, Aki-gun, Hiroshima Prefecture Mazda Corporation (56) References JP 63-71513 (JP, A) JP-A-60-219434 (JP, A) JP-A-1-193080 (JP, A) JP-A-2-144621 (JP, U) JP-A-3-89936 (JP, A) U) Japanese Utility Model 2-78725 (JP, U) Japanese Utility Model 56-59929 (JP, U) Japanese Utility Model Utility Model 61-57166 (JP, U) (58) Fields surveyed (Int. Cl. 7 , DB name) ) F02B 1/00-31/02 F02D 41/00 -45/00 F02M 25/07 F02M 69/00
Claims (7)
たエンジンにおいて、 前記点火ギャップにより着火されることにより生じる火
炎が燃焼室外周縁部に到達するまでの間における燃焼割
合が均一化するようにすべく、該燃焼室中心部と該燃焼
室外周縁部との間の中間領域における火炎伝播が該燃焼
室中心部および該燃焼室外周縁部の火炎伝幡よりも抑制
されるように混合気の空燃比を制御する制御手段を備
え、 前記混合気の空燃比は、リッチ領域において、吸気スワ
ールが強いときは該吸気スワールが弱いときに比して狭
く且つリッチとなるように設定されている、 ことを特徴
とするエンジンの燃焼制御装置。1. An engine in which an ignition gap is located at the center of a combustion chamber, wherein the combustion ratio until the flame generated by the ignition by the ignition gap reaches the outer peripheral edge of the combustion chamber becomes uniform. In order to suppress the flame propagation in the intermediate region between the central portion of the combustion chamber and the outer peripheral edge of the combustion chamber, the mixture of the air-fuel mixture is suppressed more than the flame propagation at the central portion of the combustion chamber and the outer peripheral edge of the combustion chamber. Control means for controlling the air-fuel ratio , wherein the air-fuel ratio of the air-fuel mixture is adjusted to the intake air
When the intake swirl is weak, it is narrower when the intake swirl is weaker.
A combustion control device for an engine , which is set to be rich and rich .
たエンジンにおいて、 前記点火ギャップにより着火されることにより生じる火
炎が燃焼室外周縁部に到達するまでの間における燃焼割
合が均一化するようにすべく、該燃焼室中心部と該燃焼
室外周縁部との間の中間領域における火炎伝播が該燃焼
室中心部および該燃焼室外周縁部の火炎伝幡よりも抑制
されるように混合気の空燃比を制御する制御手段を備
え、 前記制御手段が、前記混合気の空燃比を、前記燃焼室中
心部および前記燃焼室外周縁部においてリッチ、該燃焼
室中心部と該燃焼室外周縁部との間の中間領域において
リーンとなるように設定され、前記混合気の空燃比は、スキッシュ流方向に対応する領
域は、他の領域に比較してリーン領域を狭くリッチ領域
を広くするように設定されている、 ことを特徴とするエンジンの燃焼制御装置。2. An ignition gap is located at the center of the combustion chamber.
In engines, fire caused by being ignited by the spark gap
Combustion ratio until flame reaches outer periphery of combustion chamber
The center of the combustion chamber and the combustion
Flame propagation in the middle area between the outer periphery of the chamber
Suppressed compared to flame propagation at the center of the chamber and at the periphery of the combustion chamber
Control means for controlling the air-fuel ratio of the air-fuel mixture
The control means makes the air-fuel ratio of the air-fuel mixture rich in the central portion of the combustion chamber and the outer peripheral edge of the combustion chamber, and becomes lean in an intermediate region between the central portion of the combustion chamber and the outer peripheral edge of the combustion chamber. The air-fuel ratio of the air-fuel mixture is set in a region corresponding to the squish flow direction.
The area is narrower than the other areas and the rich area
A combustion control device for an engine, wherein the combustion control device is set to widen the engine speed.
に分けて行うように設定されている、 ことを特徴とするエンジンの燃焼制御装置。3. The engine combustion control device according to claim 2 , wherein the control means is set so as to perform fuel injection in a plurality of times during one intake stroke.
室高さが高い部分を低い部分に比べてリーンになるよう
に燃料を噴射するように設定されている、 ことを特徴とするエンジンの燃焼制御装置。4. The claim 1, wherein the control means, the air-fuel ratio is in the rich region, injecting fuel so as to lean compared to the lower portion of the high partial combustion chamber height An engine combustion control device, which is set as follows.
たエンジンにおいて、 前記点火ギャップにより着火されることにより生じる火
炎が燃焼室外周縁部に到達するまでの間における燃焼割
合が均一化するようにすべく、該燃焼室中心部と該燃焼
室外周縁部との間の中間領域における火炎伝播が該燃焼
室中心部および該燃焼室外周縁部の火炎伝幡よりも抑制
されるように燃焼室内へのＥＧＲガスの導入を制御する
制御手段を備えている、 ことを特徴とするエンジンの燃焼制御装置。5. An engine in which an ignition gap is positioned at the center of a combustion chamber, wherein a combustion ratio until a flame generated by the ignition by the ignition gap reaches an outer peripheral portion of the combustion chamber becomes uniform. Into the combustion chamber so that the flame propagation in the intermediate region between the center of the combustion chamber and the outer periphery of the combustion chamber is suppressed more than the flame propagation at the center of the combustion chamber and the outer periphery of the combustion chamber. An engine combustion control device, comprising: control means for controlling the introduction of EGR gas.
通路が設けられている、 ことを特徴とするエンジンの燃焼制御装置。6. The engine combustion control device according to claim 5 , wherein an EGR introduction passage for directing the EGR gas is provided in the intermediate region.
たエンジンにおいて、 前記点火ギャップにより着火されることにより生じる火
炎が燃焼室外周縁部に到達するまでの間における燃焼割
合が均一化するようにすべく、該燃焼室中心部と該燃焼
室外周縁部との間の中間領域における火炎伝播が該燃焼
室中心部および該燃焼室外周縁部の火炎伝幡よりも抑制
されるように燃焼室内へのＥＧＲガスの導入を制御す
る、 ことを特徴とするエンジンの燃焼制御方法。7. An engine in which an ignition gap is positioned at the center of a combustion chamber, wherein a combustion ratio until a flame generated by ignition by the ignition gap reaches an outer peripheral portion of the combustion chamber becomes uniform. Into the combustion chamber so that the flame propagation in the intermediate region between the center of the combustion chamber and the outer periphery of the combustion chamber is suppressed more than the flame propagation at the center of the combustion chamber and the outer periphery of the combustion chamber. Controlling the introduction of EGR gas.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24523591A JP3323523B2 (en) | 1991-08-30 | 1991-08-30 | Engine combustion control device and control method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24523591A JP3323523B2 (en) | 1991-08-30 | 1991-08-30 | Engine combustion control device and control method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0559952A JPH0559952A (en) | 1993-03-09 |
| JP3323523B2 true JP3323523B2 (en) | 2002-09-09 |
Family
ID=17130670
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP24523591A Expired - Fee Related JP3323523B2 (en) | 1991-08-30 | 1991-08-30 | Engine combustion control device and control method |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3323523B2 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0821341A (en) * | 1994-07-01 | 1996-01-23 | Yamaha Motor Co Ltd | Fuel supply device of internal combustion engine |
| JPH0821342A (en) * | 1994-07-07 | 1996-01-23 | Yamaha Motor Co Ltd | Fuel injection type engine |
| JP5263818B2 (en) * | 2007-05-18 | 2013-08-14 | 一般社団法人日本ガス協会 | Sub-chamber gas engine |
| JP4840383B2 (en) * | 2008-03-10 | 2011-12-21 | トヨタ自動車株式会社 | Internal combustion engine |
| JP5126032B2 (en) * | 2008-12-01 | 2013-01-23 | 日産自動車株式会社 | Fuel injection control device for internal combustion engine |
-
1991
- 1991-08-30 JP JP24523591A patent/JP3323523B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0559952A (en) | 1993-03-09 |
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