WO2000028197A1 - Method of controlling the process of combustion in an internal combustion engine, and engine with means for controlling the engine valves - Google Patents

Method of controlling the process of combustion in an internal combustion engine, and engine with means for controlling the engine valves Download PDF

Info

Publication number
WO2000028197A1
WO2000028197A1 PCT/SE1999/001928 SE9901928W WO0028197A1 WO 2000028197 A1 WO2000028197 A1 WO 2000028197A1 SE 9901928 W SE9901928 W SE 9901928W WO 0028197 A1 WO0028197 A1 WO 0028197A1
Authority
WO
WIPO (PCT)
Prior art keywords
valve
engine
rpm
combustion chamber
piston
Prior art date
Application number
PCT/SE1999/001928
Other languages
French (fr)
Inventor
Ingemar Denbratt
Original Assignee
Ab Volvo
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
Application filed by Ab Volvo filed Critical Ab Volvo
Priority to EP99971893A priority Critical patent/EP1133625B1/en
Priority to US09/830,316 priority patent/US6536407B1/en
Priority to DE69925502T priority patent/DE69925502T2/en
Priority to JP2000581349A priority patent/JP4478334B2/en
Publication of WO2000028197A1 publication Critical patent/WO2000028197A1/en

Links

Classifications

    • 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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • 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
    • F02D13/0261—Controlling the valve overlap
    • F02D13/0265—Negative valve overlap for temporarily storing residual gas in the cylinder
    • 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
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • 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
    • F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating 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
    • F02D41/3011—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
    • 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
    • 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
    • F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/02—Four-stroke combustion engines with electronic control
    • 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 method of controlling the combustion process in the combustion chamber in a four-stroke internal combustion engine with at least one cylinder having at least one inlet valve and at least one exhaust valve, comprising supply of a homogeneous fuel/air mixture to the combustion chamber and compression of the mixture to self-ignition.
  • the invention also relates to a four-stroke internal combustion engine with at least one cylinder having at least one inlet valve and one exhaust valve, means for supplying a homogeneous fuel/air mixture to the cylinder combustion chamber and control means for at least varying the degree of opening of the exhaust valve.
  • HCCI Homogeneous Charge Compression Ignition
  • the purpose of the present invention is to achieve a method of controlling the tem- perature in the cylinders in an HCCI engine, so that the ignition time will be correct at various engine speeds and loads, thereby making it practically possible to use HCCI engines in motor vehicles, thereby reducing their fuel consumption and emissions.
  • the exhaust valve during the exhaust stroke of the piston is controlled so that it, at least within a lower rpm range, closes before the piston has reached its upper dead center point, the degree of opening of the valve being varied, depending on engine load and rpm so that the amount of residual gas at closing of the valve is greater at low loads and high rpm than at high loads and low rpm, to thereby vary the ignition delay by varying the degree of dilution of the fuel/air mixture with residual gases in the combustion chamber.
  • the inlet valve is so controlled during the inlet stroke of the piston, that, at least within said lower rpm range, it opens a certain number of crankshaft degrees after the upper dead center point of the piston, the degree of opening being varied relative to the degree of opening of the exhaust valve, to reduce residual gas pressure in the combustion chamber to the inlet air pressure.
  • An HCCI engine which must be able to operate within a wide rpm range, e.g. with an upper limit of about 6000 rpm, is preferably equipped with an ignition system which is controlled so that it is deactivated within said lower rpm range, the upper limit of which can lie between 3000 and 4000 rpm.
  • the ignition system is activated at the same time as the control of the exhaust and inlet valves is changed to normal engine operation, i.e. the exhaust valve is controlled so that it closes after the piston, during the exhaust stroke, has reached its upper dead center, at the same time as the inlet valve is controlled so that it begins to open before the exhaust valve is completely closed.
  • An internal combustion engine of the type described by way of introduction which is to be controlled in the above described manner, is characterized in that the control means are so arranged to control the exhaust valve during the exhaust stroke of the piston, that the valve, at least within a lower rpm range, closes before the piston has reached its upper dead center point, and that the degree of opening of the valve is varied, depending on the engine load and rpm, so that the amount of residual gases in the combustion chamber at the closing of the valve is greater at lower loads and higher rpm than at higher loads and lower rpm.
  • Figs. 1- 4 show schematically a cylinder with associated piston in a four-stroke internal combustion engine
  • Figs. 5-7 show various valve control diagrams.
  • Fig. 1, 1 designates a cylinder in the engine block of a four-stroke internal combustion engine, which in the example shown is an Otto-engine, having a sparkplug 2 projecting into the combustion chamber 3.
  • the cylinder 1 has a piston 4, which is connected via a connecting rod 5 to a throw 6 on the crankshaft 7.
  • the combustion chamber 3 has an inlet 8 for supply of fuel/air mixture.
  • An inlet valve 9 is arranged in the inlet port of the combustion chamber.
  • An exhaust valve (not shown) is arranged in an outlet port to the exhaust conduit.
  • the opening and closing of the inlet and exhaust valves 9 and 11 are electromag- netically controlled with the aid of electromagnetic devices 12 and 13, respectively.
  • the valves can be of a type which is known per se with a valve spindle, joined to a metal disc located between two electromagnets. The electromagnets are magnetized alternatingly and the metal disc is drawn towards that magnet which is momentarily magnetized. With electromagnetically controlled valves of this known type, the degree of opening of the valves can be freely controlled, both from cycle to cycle and for individual cylinders.
  • the sparkplug 2 is joined to an ignition system 14 with a control unit, into which, La., signals representing engine rpm and accelerator pedal position are fed for controlling the ignition as a function of engine rpm and load.
  • the electromagnets of the valves 9,11 are controlled by a control unit 15, into which there is fed a signal from a sensor (not shown), which directly or indirectly measures the pressure P in the cylinder chamber, and/or a signal representing the ion flow. This signal can be obtained with the sparkplug as a sensor.
  • Figs. 1- 4 show HCCI operation, i.e. the ignition system is deactivated and ignition of the fuel/air mixture supplied to the combustion chamber 3 is effected by self- ignition during compression of the mixture.
  • Fig. 1 illustrates the position EC of the plunger when the exhaust valve 11 closes during the exhaust stroke, at low load and high rpm within the low rpm range, i.e. up to ca. 3000 - 4000), while
  • Fig. 2 shows the position IO of the piston when the inlet valve 9 opens during the inlet stroke under the same operating conditions.
  • Figs. 3 and 4 show in a corresponding manner the piston position EC and IO at higher load and lower rpm. In Figs.
  • EO designates exhaust open, EC exhaust closed, IO inlet open and IC inlet closed.
  • Fig. 5 shows the valve times at low load and high rpm while
  • Fig. 6 shows the corresponding times at high load and low rpm.
  • a shorter ignition delay is obtained the earlier the exhaust valve closes, because the amount of trapped hot residual gases will in this case increase in the combustion chamber.
  • the opening and closing of the valve can be regulated so that the combustion can be correctly positioned during HCCI opera- tion within the entire lower rpm range.
  • the valve control is switched to normal Otto-engine operation, i.e. with said valve overlap, as shown in Fig. 7, at the same time as the ignition system is activated.
  • the engine load exceeds 50-70% of the maximum engine load.
  • the degree of opening of the valves can in principle be regulated in two manners for controlling the amount of residual gas during the exhaust stroke or during the pres- sure reduction during the inlet stroke.
  • Either the length of stroke of the valves can be constant and the times for closing the exhaust valve and opening the inlet valve can be varied, as illustrated in Figs. 1-4, or the length of stroke of the valves can be varied and the opening time can be constant or they can be controlled with a combination of the two methods.
  • Double fuel injectors are required in this case, however, viz. firstly, injectors for injecting fuel into the inlet tube for HCCI operation within a lower rpm range, and, secondly, injectors for direct injection at normal diesel operation within the rpm range thereover. Furthermore, devices are required for switching the fuel injection.
  • Variable valve control can also be obtained with other means than electromagnets.

Landscapes

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

Abstract

Four-stroke internal combustion engine with electrically operated inlet and exhaust valves (9, 11) and means for supplying a homogeneous fuel/air mixture to the engine cylinders (1). The valves are controlled by a control unit (15), which, within a lower rpm range, closes the exhaust valve (11) before the piston (4) has reached its upper dead center point. Under the effect of trapped residual gas, a temperature increase is achieved, which results in compression ignition of the fuel/air mixture. The control unit (15) controls the exhaust valve (11), so that the amount of residual gases in the cylinders at the closing of the exhaust valves is greater at low loads and high rpm than at high loads and low rpm, in order to control the ignition delay in this manner.

Description

Method of Controlling the Process of Combustion in an Internal Combustion Engine, and Engine with Means for Controlling the Engine Valves.
The present invention relates to a method of controlling the combustion process in the combustion chamber in a four-stroke internal combustion engine with at least one cylinder having at least one inlet valve and at least one exhaust valve, comprising supply of a homogeneous fuel/air mixture to the combustion chamber and compression of the mixture to self-ignition.
The invention also relates to a four-stroke internal combustion engine with at least one cylinder having at least one inlet valve and one exhaust valve, means for supplying a homogeneous fuel/air mixture to the cylinder combustion chamber and control means for at least varying the degree of opening of the exhaust valve.
In compression ignition of a homogeneous fuel/air mixture, so-called HCCI (Homogeneous Charge Compression Ignition) in a four-stroke internal combustion engine, a homogeneous diluted (with extra air or residual gas) fuel/air mixture is compressed to self-ignition. The advantage of this compared to first compressing the inlet air and then injecting fuel into the combustion chamber (the diesel process) is that the entire fuel/air mixture burns simultaneously and not successively as when a flame front propagates through the combustion chamber from a sparkplug or injector. This creates a homogeneous temperature in the combustion chamber, which in turn makes it possible to achieve, for example in an unthrottled Otto-engine at partial load, the efficiency of the diesel engine but without the high nitrogen oxide and par- tide emissions of the diesel engine. The nitrogen emissions can be reduced from ca. 1000 ppm to as little as 10-20 ppm. The particle emissions of the diesel engine can be reduced to the same level as those of the Otto-engine. The difficulty is, however, to control the combustion since it is kinetically controlled. If the mixture is too rich, the energy released will be too rapid (knocking), and if it is too lean, ignition will be made impossible. In an HCCI Otto-engine with gasoline as fuel, a high and control- led temperature is required to achieve self-ignition, and this can be achieved with high compression ratio and/or by heating the inlet air. In an HCCI diesel engine with diesel oil as fuel, lower temperatures are required than with a normal diesel engine, which means that the compression ratio must be lowered.
The difficulty up to now in HCCI engines has been to control the ignition delay (the cylinder temperature) in such a manner that the combustion is positioned correctly about the top dead centre at various rpm:s and loads, and this has greatly reduced the range of use of such engines. Especially, control problems during tran- sients, where the cylinder temperature must be checked from one cycle to the next, have limited the range of use of HCCI engines to generators, for example, where the drive unit operates with very small variations in rpm and load.
The purpose of the present invention is to achieve a method of controlling the tem- perature in the cylinders in an HCCI engine, so that the ignition time will be correct at various engine speeds and loads, thereby making it practically possible to use HCCI engines in motor vehicles, thereby reducing their fuel consumption and emissions.
This is achieved according to the invention by virtue of the fact that the exhaust valve during the exhaust stroke of the piston is controlled so that it, at least within a lower rpm range, closes before the piston has reached its upper dead center point, the degree of opening of the valve being varied, depending on engine load and rpm so that the amount of residual gas at closing of the valve is greater at low loads and high rpm than at high loads and low rpm, to thereby vary the ignition delay by varying the degree of dilution of the fuel/air mixture with residual gases in the combustion chamber.
Complete freedom of valve control, so that the opening and closing times can also be freely controlled from cycle to cycle, can be achieved by using electromagnetic- ally operated valves. The amount of residual gases which determine the temperature in the combustion chamber and thus the ignition time, can be regulated in this manner within a broad interval, within which the temperature increases the earlier the exhaust valve is closed.
In order to prevent increase in engine pump work (pump losses), according to a further development of the method according to the invention, the inlet valve is so controlled during the inlet stroke of the piston, that, at least within said lower rpm range, it opens a certain number of crankshaft degrees after the upper dead center point of the piston, the degree of opening being varied relative to the degree of opening of the exhaust valve, to reduce residual gas pressure in the combustion chamber to the inlet air pressure.
An HCCI engine which must be able to operate within a wide rpm range, e.g. with an upper limit of about 6000 rpm, is preferably equipped with an ignition system which is controlled so that it is deactivated within said lower rpm range, the upper limit of which can lie between 3000 and 4000 rpm. When this limit is exceeded, the ignition system is activated at the same time as the control of the exhaust and inlet valves is changed to normal engine operation, i.e. the exhaust valve is controlled so that it closes after the piston, during the exhaust stroke, has reached its upper dead center, at the same time as the inlet valve is controlled so that it begins to open before the exhaust valve is completely closed. The same applies at high load and low rpm, since otherwise the rate of combustion will be too high as the degree of dilution is reduced.
An internal combustion engine of the type described by way of introduction, which is to be controlled in the above described manner, is characterized in that the control means are so arranged to control the exhaust valve during the exhaust stroke of the piston, that the valve, at least within a lower rpm range, closes before the piston has reached its upper dead center point, and that the degree of opening of the valve is varied, depending on the engine load and rpm, so that the amount of residual gases in the combustion chamber at the closing of the valve is greater at lower loads and higher rpm than at higher loads and lower rpm.
The method according to the invention will be described below with reference to the accompanying drawings, where Figs. 1- 4 show schematically a cylinder with associated piston in a four-stroke internal combustion engine, and Figs. 5-7 show various valve control diagrams.
In Fig. 1, 1 designates a cylinder in the engine block of a four-stroke internal combustion engine, which in the example shown is an Otto-engine, having a sparkplug 2 projecting into the combustion chamber 3. The cylinder 1 has a piston 4, which is connected via a connecting rod 5 to a throw 6 on the crankshaft 7. The combustion chamber 3 has an inlet 8 for supply of fuel/air mixture. An inlet valve 9 is arranged in the inlet port of the combustion chamber. An exhaust valve (not shown) is arranged in an outlet port to the exhaust conduit.
The opening and closing of the inlet and exhaust valves 9 and 11 are electromag- netically controlled with the aid of electromagnetic devices 12 and 13, respectively. The valves can be of a type which is known per se with a valve spindle, joined to a metal disc located between two electromagnets. The electromagnets are magnetized alternatingly and the metal disc is drawn towards that magnet which is momentarily magnetized. With electromagnetically controlled valves of this known type, the degree of opening of the valves can be freely controlled, both from cycle to cycle and for individual cylinders. The sparkplug 2 is joined to an ignition system 14 with a control unit, into which, La., signals representing engine rpm and accelerator pedal position are fed for controlling the ignition as a function of engine rpm and load. The electromagnets of the valves 9,11 are controlled by a control unit 15, into which there is fed a signal from a sensor (not shown), which directly or indirectly measures the pressure P in the cylinder chamber, and/or a signal representing the ion flow. This signal can be obtained with the sparkplug as a sensor.
Figs. 1- 4 show HCCI operation, i.e. the ignition system is deactivated and ignition of the fuel/air mixture supplied to the combustion chamber 3 is effected by self- ignition during compression of the mixture. Fig. 1 illustrates the position EC of the plunger when the exhaust valve 11 closes during the exhaust stroke, at low load and high rpm within the low rpm range, i.e. up to ca. 3000 - 4000), while Fig. 2 shows the position IO of the piston when the inlet valve 9 opens during the inlet stroke under the same operating conditions. Figs. 3 and 4 show in a corresponding manner the piston position EC and IO at higher load and lower rpm. In Figs. 5-7, EO designates exhaust open, EC exhaust closed, IO inlet open and IC inlet closed. Fig. 5 shows the valve times at low load and high rpm while Fig. 6 shows the corresponding times at high load and low rpm. At a given load, rpm and ratio between air and fuel in the fuel/air mixture, a shorter ignition delay (earlier ignition start) is obtained the earlier the exhaust valve closes, because the amount of trapped hot residual gases will in this case increase in the combustion chamber. By feeding back the ion stream signal or the pressure sensor signal, the opening and closing of the valve can be regulated so that the combustion can be correctly positioned during HCCI opera- tion within the entire lower rpm range.
When the rpm exceeds the upper limit of the lower rpm range, e.g. ca. 4000 rpm for a passenger car with a top end rpm of ca. 6000 - 8000 rpm, the valve control is switched to normal Otto-engine operation, i.e. with said valve overlap, as shown in Fig. 7, at the same time as the ignition system is activated. The same is true when the engine load exceeds 50-70% of the maximum engine load.
The degree of opening of the valves can in principle be regulated in two manners for controlling the amount of residual gas during the exhaust stroke or during the pres- sure reduction during the inlet stroke. Either the length of stroke of the valves can be constant and the times for closing the exhaust valve and opening the inlet valve can be varied, as illustrated in Figs. 1-4, or the length of stroke of the valves can be varied and the opening time can be constant or they can be controlled with a combination of the two methods.
With an Otto-engine in HCCI operation, an efficiency can be obtained corresponding to that of a normal diesel engine, but without the particle emissions of the diesel engine. Even a diesel engine can be run in HCCI operation with corresponding control of the valves. Double fuel injectors are required in this case, however, viz. firstly, injectors for injecting fuel into the inlet tube for HCCI operation within a lower rpm range, and, secondly, injectors for direct injection at normal diesel operation within the rpm range thereover. Furthermore, devices are required for switching the fuel injection.
Variable valve control can also be obtained with other means than electromagnets.

Claims

Claims
1. Method of controlling the combustion process in the combustion chamber (3) of a four-stroke internal combustion engine with at least one cylinder (1) having at least one inlet valve (9) and one exhaust valve (11), comprising supply of a homogeneous fuel/ air mixture to the combustion chamber, and compression of the mixture to self-ignition, characterized in that the exhaust valve (11) during the exhaust stroke of the piston (4) is controlled so that it, at least within a lower rpm range, closes before the piston has reached its upper dead center point, the de- gree of opening of the valve being varied, depending on engine load and rpm so that the amount of residual gas at closing of the valve is greater at low loads and high rpm than at high loads and low rpm, to thereby vary the ignition delay by varying the degree of dilution of the fuel/air mixture with residual gases in the combustion chamber.
2. Method according to claim 1, characterized in that the inlet valve (9), during the inlet stroke of the piston (4), is controlled so that it, at least within said rpm range, opens a certain number of crankshaft degrees after the upper dead center point of the piston, the opening angle being varied in relation to the opening angle of the exhaust valve (11), to reduce the residual gas pressure in the combustion chamber (3) to the inlet pipe air pressure.
3. Method according to claim 1 or 2 for controlling the combustion process in an internal combustion engine with means (2) for spark ignition of the fuel/air mixture in the combustion chamber (3), characterized in that the spark ignition means (2) are kept deactivated within said lower rpm range and are activated when the engine rpm exceeds the upper limit of the lower rpm range, and that the exhaust valve (11) within the upper rpm range is controlled so that it closes after the piston (4), during the exhaust stroke, has reached its upper dead center point.
4. Method according to claims 2 and 3, characterized in that the exhaust valve (11) and the inlet valve (9) are controlled so that the inlet valve begins to open before the exhaust valve has completely closed.
5. Method according to one of claims 1- 4, characterized in that electromagnets (12,13) are used to control the valves (9,11).
6. Method according to one of claims 1-5, characterized in that gasoline is used as fuel.
7. Four-stroke internal combustion engine with at least one cylinder (1) having at least one inlet valve (9) and one exhaust valve (11), means for supplying a homogeneous fuel/air mixture to the combustion chamber (3) of the cylinder, and control means ( 15) for at least varying the degree of opening of the exhaust valve
(11), characterized in that the control means (15) are so arranged to control the exhaust valve (11) during the exhaust stroke of the piston (4), that the valve, at least within a lower rpm range, closes before the piston has reached its upper dead center point, and that the degree of opening of the valve is varied, depend- ing on the engine load and rpm, so that the amount of residual gases in the combustion chamber at the closing of the valve is greater at low loads and higher rpm than at high loads and lower rpm, to thereby vary the ignition delay by varying the degree of dilution of the fuel/air mixture with residual gases in the combustion chamber.
8. Engine according to claim 7, characterized in that the control means (15) are so arranged to control the inlet valve (9) during the inlet stroke of the piston (4), that the valve, at least within said lower rpm range, opens first after a certain number of crankshaft degrees after the upper dead center point of the piston, and that the opening angle is varied in relation to the opening angle of the exhaust valve, to reduce the residual gas pressure in the combustion chamber to the inlet air pressure.
9. Engine according to claim 7 or 8, characterized in that the valves (9,11) have electromagnetic means (12,13), which are connected to a control unit ( 15), which controls the valve operating means in response to various signals fed into the control unit.
10. Engine according to claim 9, characterized in that the control unit (15) is con- nected to an ion stream signal sensor arranged in the combustion chamber (3), a tachometer and a pressure sensor.
11. Engine according to claim 9, characterized in that the control unit (15) is connected to a pressure signal transducer.
12. Engine according to one of claims 7-12 with an ignition system comprising at least one sparkplug (2) for each cylinder (1) and an ignition control device (14), which is connected to a tachometer and to an accelerator pedal position sensor, characterized in that the ignition control device (14) is disposed to keep the sparkplug (2) deactivated within said lower rpm range and to activate the sparkplug when the engine speed exceeds the upper limit of the lower rpm range, and that the control unit (15) of the valves (9,11) is disposed to control the valves within the upper rpm range, so that the inlet valve (9) begins to open before the exhaust valve (11) has completely closed.
PCT/SE1999/001928 1998-10-26 1999-10-26 Method of controlling the process of combustion in an internal combustion engine, and engine with means for controlling the engine valves WO2000028197A1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP99971893A EP1133625B1 (en) 1998-10-26 1999-10-26 Method of controlling the process of combustion in an internal combustion engine, and engine with means for controlling the engine valves
US09/830,316 US6536407B1 (en) 1998-10-26 1999-10-26 Method of controlling the process of combustion in an internal combustion engine, and engine with means for controlling the engine valves
DE69925502T DE69925502T2 (en) 1998-10-26 1999-10-26 METHOD FOR CONTROLLING COMBUSTION IN A COMBUSTION ENGINE AND MOTOR WITH A DEVICE FOR REGULATING THE GAS CHANGING VALVES
JP2000581349A JP4478334B2 (en) 1998-10-26 1999-10-26 Internal combustion engine having method for controlling combustion process of internal combustion engine and means for controlling engine valve

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE9803667-6 1998-10-26
SE9803667A SE521782C2 (en) 1998-10-26 1998-10-26 Methods of controlling the combustion process in an internal combustion engine and engine with means for controlling the valves of the engine

Publications (1)

Publication Number Publication Date
WO2000028197A1 true WO2000028197A1 (en) 2000-05-18

Family

ID=20413088

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE1999/001928 WO2000028197A1 (en) 1998-10-26 1999-10-26 Method of controlling the process of combustion in an internal combustion engine, and engine with means for controlling the engine valves

Country Status (8)

Country Link
US (1) US6536407B1 (en)
EP (1) EP1133625B1 (en)
JP (1) JP4478334B2 (en)
KR (1) KR100678997B1 (en)
DE (1) DE69925502T2 (en)
ES (1) ES2244245T3 (en)
SE (1) SE521782C2 (en)
WO (1) WO2000028197A1 (en)

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001046572A1 (en) * 1999-12-22 2001-06-28 Lotus Cars Limited A four stroke engine
EP1195505A1 (en) * 2000-10-09 2002-04-10 Institut Francais Du Petrole Method to control auto-ignition in a four-stroke engine
EP1201903A1 (en) 2000-10-25 2002-05-02 Ford Global Technologies, Inc. Method of controlling the combustion process in an internal combustion engine and an engine with means for controlling the engine valves
FR2816660A1 (en) * 2000-11-15 2002-05-17 Sagem Method, for controlling engine operating by auto-ignition technique, involves control of fuel-air mixture and quantity and temperature of air admitted
GB2372537A (en) * 2001-02-22 2002-08-28 Ford Global Tech Inc Engine with controlled auto-ignition
EP1245811A2 (en) 2001-03-28 2002-10-02 Ford Global Technologies, Inc. Fuel metering method for an engine operating with controlled auto-ignition
FR2836514A1 (en) * 2002-02-25 2003-08-29 Renault I.c. engine control procedure a has valve phases offset to increase proportion of burned gases in exhaust during priming and regeneration of exhaust gas treatment unit
US6640773B2 (en) 2000-12-26 2003-11-04 Westport Research Inc. Method and apparatus for gaseous fuel introduction and controlling combustion in an internal combustion engine
FR2840015A1 (en) * 2002-05-23 2003-11-28 Renault Sa Control of compression ignition internal combustion engine, uses computer control of offset in inlet and exhaust valve opening times to control combustion and levels of residual burnt gas
WO2005019627A1 (en) * 2003-08-20 2005-03-03 Scania Cv Ab (Publ) Arrangement and method for controlling a combustion engine
WO2005019626A1 (en) * 2003-08-20 2005-03-03 Scania Cv Ab (Publ) Arrangement and method for controlling a combustion engine
US6912992B2 (en) 2000-12-26 2005-07-05 Cummins Westport Inc. Method and apparatus for pilot fuel introduction and controlling combustion in gaseous-fuelled internal combustion engine
WO2007034302A2 (en) * 2005-09-21 2007-03-29 Toyota Jidosha Kabushiki Kaisha Direct-injection internal combustion engine and method of controlling the same
US7400966B2 (en) 2002-12-30 2008-07-15 Ford Global Technologies, Llc Method for auto-ignition operation and computer readable storage device for use with an internal combustion engine
EP1953366A1 (en) * 2001-04-19 2008-08-06 Lotus Cars Limited A four stroke auto-ignition engine
DE10191819B4 (en) * 2000-05-08 2009-06-04 Cummins, Inc., Columbus Compression-ignition engine of premix and operating method

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3931549B2 (en) * 2000-10-19 2007-06-20 日産自動車株式会社 Valve timing control device for internal combustion engine
JP2002180894A (en) * 2000-12-12 2002-06-26 Toyota Motor Corp Controller of internal combustion engine
EP1496231B1 (en) 2003-07-01 2008-05-14 Ford Global Technologies, LLC An arrangement and a computer readable storage device for controlling homogeneous charge compression ignition combustion
US7680534B2 (en) 2005-02-28 2010-03-16 Cardiac Pacemakers, Inc. Implantable cardiac device with dyspnea measurement
JP4434056B2 (en) * 2005-03-25 2010-03-17 株式会社豊田自動織機 Premixed compression ignition engine
DE102005031241A1 (en) * 2005-07-01 2007-01-04 Fev Motorentechnik Gmbh Variable valve train of a piston internal combustion engine
US7867133B2 (en) * 2006-02-10 2011-01-11 Ford Global Technologies, Llc Increased loading to improve low load controlled auto-ignition operation
EP1835159B1 (en) * 2006-03-15 2018-12-19 Ford Global Technologies, LLC A method for an internal combustion engine, and an internal combustion engine
DE102006034806A1 (en) * 2006-07-27 2008-01-31 Robert Bosch Gmbh Internal combustion engine i.e. petrol engine, operating method, involves compressing ignitable gas mixture in chamber in compression stroke, and changing remaining gas amount and/or injecting time for working cycle to intermediate value
US7549407B2 (en) * 2007-03-28 2009-06-23 Gm Global Technology Operations, Inc. Method and system for controlling a valve device
US7654246B2 (en) * 2007-10-04 2010-02-02 Southwest Research Institute Apparatus and method for controlling transient operation of an engine operating in a homogeneous charge compression ignition combustion mode
KR101283127B1 (en) * 2011-10-18 2013-07-05 현대자동차주식회사 Engine Operation Method for Hybrid Vehicle
DK177566B1 (en) 2012-06-29 2013-10-21 Man Diesel & Turbo Deutschland An internal combustion engine with control of fuel gas injection pressure
DE102016107922A1 (en) * 2016-04-28 2017-11-02 Klaus Ortlieb Inlet exhaust control device of the cylinders of an internal combustion engine
US11739702B2 (en) 2021-02-23 2023-08-29 Aramco Services Company Reheated residual gas ignitor

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4768481A (en) * 1987-07-24 1988-09-06 Southwest Research Institute Process and engine using compression ignition of a homogeneous fuel-air mixture
EP0367553A1 (en) * 1988-10-31 1990-05-09 Isuzu Motors Limited Valve control system for internal combustion engine
WO1998010179A2 (en) * 1996-08-23 1998-03-12 Cummins Engine Company, Inc. Homogeneous charge compression ignition engine with optimal combustion control
EP0879955A2 (en) * 1997-05-21 1998-11-25 Nissan Motor Company, Limited Transient control between two spark-ignited combustion states in engine

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4760830A (en) * 1981-07-23 1988-08-02 Ambac Industries, Incorporated Method and apparatus for controlling fuel injection timing in a compression ignition engine
EP0358419A3 (en) * 1988-09-09 1990-08-16 LUCAS INDUSTRIES public limited company Control system for an internal combustion engine
ES2343393T3 (en) * 1997-01-29 2010-07-29 Hino Jidosha Kogyo Kabushiki Kaisha EXHAUST GAS RECIRCULATION DEVICE.

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4768481A (en) * 1987-07-24 1988-09-06 Southwest Research Institute Process and engine using compression ignition of a homogeneous fuel-air mixture
EP0367553A1 (en) * 1988-10-31 1990-05-09 Isuzu Motors Limited Valve control system for internal combustion engine
WO1998010179A2 (en) * 1996-08-23 1998-03-12 Cummins Engine Company, Inc. Homogeneous charge compression ignition engine with optimal combustion control
EP0879955A2 (en) * 1997-05-21 1998-11-25 Nissan Motor Company, Limited Transient control between two spark-ignited combustion states in engine

Cited By (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001046572A1 (en) * 1999-12-22 2001-06-28 Lotus Cars Limited A four stroke engine
DE10191819B4 (en) * 2000-05-08 2009-06-04 Cummins, Inc., Columbus Compression-ignition engine of premix and operating method
US6708680B2 (en) 2000-10-09 2004-03-23 Institut Francais Du Petrole Process intended for self-ignition control in a four-stroke engine
EP1195505A1 (en) * 2000-10-09 2002-04-10 Institut Francais Du Petrole Method to control auto-ignition in a four-stroke engine
FR2815082A1 (en) * 2000-10-09 2002-04-12 Inst Francais Du Petrole METHOD OF CONTROLLING SELF-IGNITION IN A FOUR-TIME ENGINE
EP1201903A1 (en) 2000-10-25 2002-05-02 Ford Global Technologies, Inc. Method of controlling the combustion process in an internal combustion engine and an engine with means for controlling the engine valves
FR2816660A1 (en) * 2000-11-15 2002-05-17 Sagem Method, for controlling engine operating by auto-ignition technique, involves control of fuel-air mixture and quantity and temperature of air admitted
WO2002040840A1 (en) * 2000-11-15 2002-05-23 Johnson Controls Automotive Electronics Method and device for controlling the operation of a self-ignition internal combustion engine
US6640773B2 (en) 2000-12-26 2003-11-04 Westport Research Inc. Method and apparatus for gaseous fuel introduction and controlling combustion in an internal combustion engine
US6912992B2 (en) 2000-12-26 2005-07-05 Cummins Westport Inc. Method and apparatus for pilot fuel introduction and controlling combustion in gaseous-fuelled internal combustion engine
GB2372537A (en) * 2001-02-22 2002-08-28 Ford Global Tech Inc Engine with controlled auto-ignition
EP1245811A2 (en) 2001-03-28 2002-10-02 Ford Global Technologies, Inc. Fuel metering method for an engine operating with controlled auto-ignition
EP1245811A3 (en) * 2001-03-28 2005-09-21 Ford Global Technologies, Inc. Fuel metering method for an engine operating with controlled auto-ignition
EP1953366A1 (en) * 2001-04-19 2008-08-06 Lotus Cars Limited A four stroke auto-ignition engine
FR2836514A1 (en) * 2002-02-25 2003-08-29 Renault I.c. engine control procedure a has valve phases offset to increase proportion of burned gases in exhaust during priming and regeneration of exhaust gas treatment unit
FR2840015A1 (en) * 2002-05-23 2003-11-28 Renault Sa Control of compression ignition internal combustion engine, uses computer control of offset in inlet and exhaust valve opening times to control combustion and levels of residual burnt gas
US7400966B2 (en) 2002-12-30 2008-07-15 Ford Global Technologies, Llc Method for auto-ignition operation and computer readable storage device for use with an internal combustion engine
US7441538B2 (en) 2002-12-30 2008-10-28 Ford Global Technologies, Llc Method for auto-ignition operation and computer storage device for use with an internal combustion engine
WO2005019627A1 (en) * 2003-08-20 2005-03-03 Scania Cv Ab (Publ) Arrangement and method for controlling a combustion engine
US7261084B2 (en) 2003-08-20 2007-08-28 Scania Cv Ab (Publ) Arrangement and method for controlling combustion in a combustion engine
US7261085B2 (en) 2003-08-20 2007-08-28 Scania Cv Ab (Publ) Arrangement and method for controlling a combustion engine
WO2005019626A1 (en) * 2003-08-20 2005-03-03 Scania Cv Ab (Publ) Arrangement and method for controlling a combustion engine
WO2007034302A3 (en) * 2005-09-21 2007-08-23 Toyota Motor Co Ltd Direct-injection internal combustion engine and method of controlling the same
WO2007034302A2 (en) * 2005-09-21 2007-03-29 Toyota Jidosha Kabushiki Kaisha Direct-injection internal combustion engine and method of controlling the same

Also Published As

Publication number Publication date
DE69925502D1 (en) 2005-06-30
EP1133625B1 (en) 2005-05-25
KR100678997B1 (en) 2007-02-05
DE69925502T2 (en) 2006-02-02
SE9803667L (en) 2000-04-27
KR20010099743A (en) 2001-11-09
ES2244245T3 (en) 2005-12-01
EP1133625A1 (en) 2001-09-19
US6536407B1 (en) 2003-03-25
JP4478334B2 (en) 2010-06-09
JP2002529650A (en) 2002-09-10
SE9803667D0 (en) 1998-10-26
SE521782C2 (en) 2003-12-09

Similar Documents

Publication Publication Date Title
US6536407B1 (en) Method of controlling the process of combustion in an internal combustion engine, and engine with means for controlling the engine valves
US6581551B1 (en) Method of controlling the process of combustion in an internal combustion engine, and engine with means for varying the effective compression ratio of the cylinders
US6619242B2 (en) Combustion control apparatus for engine
US7004116B2 (en) Four stroke auto-ignition engine
EP1650421A1 (en) Direct-injection engine with turbocharger and method of controlling the same
WO2001046573A1 (en) A direct injection four stroke engine with auto-ignition
JPH0151893B2 (en)
US20040025829A1 (en) Method and computer programme for operating an internal combustion engine and an internal combustion engine
CN103452686A (en) Method and system for adjusting engine throttles
US6910459B2 (en) HCCI engine with combustion-tailoring chamber
JP4306462B2 (en) 4-cycle internal combustion engine
US4781154A (en) Two-cycle internal combustion engine
EP1201903B1 (en) Method of controlling the combustion process in an internal combustion engine and an engine with means for controlling the engine valves
US4141324A (en) Low emission internal combustion engine
US20020059918A1 (en) Process for optimizing the combustion of an internal-combustion engine running under self-ignition conditions
JPH0571768B2 (en)
JP2824349B2 (en) Combustion device for internal combustion engine
CA1096257A (en) Low emission internal combustion engine
Stone et al. Diesel Engine Fuel Economy
GB2393758A (en) An auto-ignited homogeneous charge four stroke engine
JPH09291840A (en) Fuel injection-type two-cycle engine

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): JP KR US

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LU MC NL PT SE

121 Ep: the epo has been informed by wipo that ep was designated in this application
DFPE Request for preliminary examination filed prior to expiration of 19th month from priority date (pct application filed before 20040101)
ENP Entry into the national phase

Ref country code: JP

Ref document number: 2000 581349

Kind code of ref document: A

Format of ref document f/p: F

WWE Wipo information: entry into national phase

Ref document number: 1020017005116

Country of ref document: KR

WWE Wipo information: entry into national phase

Ref document number: 09830316

Country of ref document: US

WWE Wipo information: entry into national phase

Ref document number: 1999971893

Country of ref document: EP

WWP Wipo information: published in national office

Ref document number: 1999971893

Country of ref document: EP

WWP Wipo information: published in national office

Ref document number: 1020017005116

Country of ref document: KR

WWG Wipo information: grant in national office

Ref document number: 1999971893

Country of ref document: EP

WWG Wipo information: grant in national office

Ref document number: 1020017005116

Country of ref document: KR