JP6123633B2 - 圧縮着火式エンジンの制御装置 - Google Patents
圧縮着火式エンジンの制御装置 Download PDFInfo
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- 238000007906 compression Methods 0.000 title claims description 153
- 239000000446 fuel Substances 0.000 claims description 101
- 238000002485 combustion reaction Methods 0.000 claims description 97
- CBENFWSGALASAD-UHFFFAOYSA-N Ozone Chemical compound [O-][O+]=O CBENFWSGALASAD-UHFFFAOYSA-N 0.000 claims description 72
- 239000007924 injection Substances 0.000 claims description 62
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- 239000003054 catalyst Substances 0.000 description 11
- 230000015572 biosynthetic process Effects 0.000 description 8
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 4
- 238000001816 cooling Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
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- 229910052760 oxygen Inorganic materials 0.000 description 4
- 238000004904 shortening Methods 0.000 description 4
- 238000011144 upstream manufacturing Methods 0.000 description 4
- 238000006243 chemical reaction Methods 0.000 description 3
- 239000003502 gasoline Substances 0.000 description 3
- 239000008240 homogeneous mixture Substances 0.000 description 3
- 230000035484 reaction time Effects 0.000 description 3
- 239000007921 spray Substances 0.000 description 3
- 239000002826 coolant Substances 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 239000002828 fuel tank Substances 0.000 description 2
- 238000000746 purification Methods 0.000 description 2
- 230000005855 radiation Effects 0.000 description 2
- 230000000087 stabilizing effect Effects 0.000 description 2
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 230000020169 heat generation Effects 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 239000003921 oil Substances 0.000 description 1
- 230000002028 premature Effects 0.000 description 1
- 230000000979 retarding effect Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
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- 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
- F02M26/33—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 controlling the temperature of the recirculated gases
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Description
切替負荷T3よりも負荷の高い領域はSIモードに相当する。このSI領域では、前述したように、クールドEGRガスのみを気筒18内に導入する。すなわち、スロットル弁36の開度は全開に維持されると共に、EGR弁511は、全開負荷では閉弁している一方で、エンジン負荷の低下に従い次第に開く。こうして、SIモードにおいては、混合気の空燃比を理論空燃比(λ≒1)に設定する条件下でEGR率を最大に設定している。これは、ポンプ損失の低減に有利である。また、混合気の空燃比を理論空燃比に設定することは、三元触媒の利用を可能にする。エンジン負荷の低下に従い燃料噴射量が低下するため、EGR率は連続的に高くなる。このことは、エンジン負荷が連続的に変化するようなときには、気筒18内のガス組成を連続的に変化させることになるから、制御性の向上に有利である。
切替負荷T3は、前述したようにCIモードとSIモードとの切り替えに係り、切替負荷T3以下の低負荷側においてはCIモードとなる。CIモードとSIモードとの切替負荷T3を挟んだ低負荷側と高負荷側とのそれぞれにおいて、混合気の空燃比は理論空燃比(λ≒1)に設定している。このため、EGR率は、CIモードからSIモードにかけて連続的に高まることになる。このことは、燃焼形態の切り替えが行われるCIモードとSIモードとの間の移行に際しては、火花点火の実行、非実行を切り替えること以外に大きな変化はなく、CIモードからSIモードへの切り替え、又は、その逆の切り替えをそれぞれスムースにし、トルクショック等の発生を抑制することが可能になる。
特定負荷T1までは、前述の通り、エンジン1の負荷が低下するに従い、EGR率を連続的に高く設定しているが、特定負荷T1よりもエンジン1の負荷が低いときには、エンジン1の負荷の高低に拘わらず、EGR率を最高EGR率rmaxで一定にする。
図8は、吸気弁21及び排気弁22をそれぞれ駆動する動弁系に関する別の構成を示している。具体的に、排気側には、排気弁22の作動モードを通常モードと特殊モードとに切り替える、例えば油圧作動式の可変機構(以下、VVL(Variable ValveLift)と称する)71と、VVT75と、が設けられている。VVL71は、その構成の詳細な図示は省略するが、カム山を一つ有する第1カムとカム山を2つ有する第2カムとの、カムプロファイルの異なる2種類のカム、及び、その第1及び第2カムのいずれか一方のカムの作動状態を選択的に排気弁に伝達するロストモーション機構を含んで構成されている。第1カムの作動状態を排気弁22に伝達しているときには、図9に実線で例示するように、排気弁22は、排気行程中において一度だけ開弁される通常モードで作動するのに対し、第2カムの作動状態を排気弁22に伝達しているときには、図9に破線で例示するように、排気弁22が、排気行程中において開弁すると共に、吸気行程中においても開弁するような、いわゆる排気の二度開きを行う特殊モードで作動する。VVL71の通常モードと特殊モードとは、エンジンの運転状態に応じて切り替えられる。
10 PCM(制御器)
18 気筒
21 吸気弁
22 排気弁
50 EGR通路(外部EGRシステム)
51 主通路(外部EGRシステム)
511 EGR弁(外部EGRシステム)
52 EGRクーラ(外部EGRシステム)
67 インジェクタ(燃料噴射弁)
71 (排気側)VVL(内部EGRシステム)
72 (吸気側)VVT(内部EGRシステム)
74 (吸気側)VVL(内部EGRシステム)
75 (排気側)VVT(内部EGRシステム)
76 オゾン発生器
Claims (5)
- 気筒を有するエンジン本体と、
前記気筒内に燃料を直接噴射するよう構成された燃料噴射弁と、
前記気筒内に導入する新気にオゾンを添加するよう構成されたオゾン発生器と、
前記エンジン本体の運転状態が、予め設定された圧縮着火領域にあるときには、前記気筒内の混合気を圧縮着火燃焼させることにより、前記エンジン本体を運転するように構成された制御器と、を備え、
前記制御器は、前記エンジン本体の運転状態が前記圧縮着火領域における所定負荷よりも低い低負荷領域内にあるときには、前記燃料噴射弁による燃料噴射時期を圧縮行程前半以前に設定すると共に、前記オゾン発生器によって前記気筒内にオゾンを導入し、
前記制御器はまた、前記エンジン本体の運転状態が前記低負荷領域内にあるときには、高速側においては、低速側よりもオゾン濃度を低くする圧縮着火式エンジンの制御装置。 - 請求項1に記載の圧縮着火式エンジンの制御装置において、
前記エンジン本体の吸気弁及び排気弁の開閉制御によって、前記気筒内に排気ガスを還流させるよう構成された内部EGRシステムをさらに備え、
前記制御器は、前記エンジン本体の運転状態が前記低負荷領域内にあるときには、前記内部EGRシステムによって、前記排気ガスを前記気筒内に還流させると共に、前記気筒内の全ガス量に対する前記排気ガスの量の割合であるEGR率を所定以上にする圧縮着火式エンジンの制御装置。 - 請求項2に記載の圧縮着火式エンジンの制御装置において、
前記内部EGRシステムは、少なくとも前記排気弁の閉弁時期を調整し、それによって、排気上死点を挟んで前記排気弁及び前記吸気弁が共に閉弁した期間を設けることで、前記気筒内に前記排気ガスを還流させるよう構成されている圧縮着火式エンジンの制御装置。 - 請求項2に記載の圧縮着火式エンジンの制御装置において、
前記内部EGRシステムは、前記排気弁を前記吸気弁の開弁期間内において開弁することによって、又は、前記吸気弁を前記排気弁の開弁期間内において開弁することによって、前記気筒内に前記排気ガスを還流させるよう構成されている圧縮着火式エンジンの制御装置。 - 請求項2〜4のいずれか1項に記載の圧縮着火式エンジンの制御装置において、
前記エンジン本体の排気通路と吸気通路とを連通するEGR通路を介して、前記内部EGRシステムよりも低温の前記排気ガスを前記気筒内に還流させるよう構成された外部EGRシステムをさらに備え、
前記制御器は、前記エンジン本体の運転状態が前記圧縮着火領域における前記所定負荷以上の高負荷領域内にあるときには、少なくとも前記外部EGRシステムによって低温の排気ガスを前記気筒内に還流させる圧縮着火式エンジンの制御装置。
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JP6350970B2 (ja) | 2015-09-02 | 2018-07-04 | マツダ株式会社 | エンジンの制御装置 |
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JP6536541B2 (ja) * | 2016-11-16 | 2019-07-03 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
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