WO2001033060A1 - Moteur diesel a injection directe - Google Patents

Moteur diesel a injection directe Download PDF

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Publication number
WO2001033060A1
WO2001033060A1 PCT/JP2000/007368 JP0007368W WO0133060A1 WO 2001033060 A1 WO2001033060 A1 WO 2001033060A1 JP 0007368 W JP0007368 W JP 0007368W WO 0133060 A1 WO0133060 A1 WO 0133060A1
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WO
WIPO (PCT)
Prior art keywords
mode
fuel
engine
injection
injected
Prior art date
Application number
PCT/JP2000/007368
Other languages
English (en)
Japanese (ja)
Inventor
Gou Asai
Toshikazu Imamori
Original Assignee
Yanmar Diesel Engine Co., Ltd.
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 Yanmar Diesel Engine Co., Ltd. filed Critical Yanmar Diesel Engine Co., Ltd.
Publication of WO2001033060A1 publication Critical patent/WO2001033060A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0636—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston the combustion space having a substantially flat and horizontal bottom
    • F02B23/0639—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston the combustion space having a substantially flat and horizontal bottom the combustion space having substantially the shape of a cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F3/00—Pistons 
    • F02F3/26—Pistons  having combustion chamber in piston head
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/0669—Details related to the fuel injector or the fuel spray having multiple fuel spray jets per injector nozzle
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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 direct injection diesel engine capable of reducing the concentration of CO (carbon oxide) or blue-white smoke in exhaust gas.
  • the period from the start of fuel injection to ignition is called an ignition delay time.
  • the fuel injected before the ignition delay time elapses reaches (collides with) the wall of the combustion chamber.
  • the temperature of the wall of the combustion chamber is lower than the temperature of the compressed air in the combustion chamber. Therefore, the fuel colliding with the wall is not easily evaporated and does not burn well.
  • a large amount of unburned CO is generated and discharged. This tendency is particularly noticeable during cold start (when the engine is not sufficiently warm) and during high idle operation when the engine speed is high but no load is applied.
  • steam generated by combustion is mixed with the combustion gas containing unburned fuel, resulting in a large amount of smoke generated and escaping. It is. Disclosure of the invention
  • the present invention can reduce the amount of CO (--carbon oxide) in the exhaust gas at the time of cold start and high idle operation, and at the time of cold start and idle operation when the engine is in a low temperature state. It is an object of the present invention to provide a direct-injection diesel engine that reduces blue-and-white smoke concentrations in Japan.
  • the invention of claim 1 uses a direct injection diesel engine.
  • a combustion chamber with a concave shape is provided on the top surface of the piston, in which fuel is injected once continuously in one cycle, and the second mode in which fuel is injected multiple times in one cycle.
  • a fuel injection device having a dual mode, a switching means for switching between the first mode and the second mode, a high-idle operation in which no load is applied to the engine and the engine speed is high, and a low-temperature start of the engine.
  • an engine speed detecting device and a load detecting device are provided as means for identifying whether or not the operating state of the engine is a high idle operating state.
  • the first fuel injection amount in the second mode is set to 20 to 40% of the total injection amount in one cycle. It was to so.
  • the combustion chamber formed in the top surface of the piston has a concave shape, and the first mode in which fuel is continuously injected once in one cycle, and the fuel injection in plural times in one cycle.
  • a fuel injection device having a second mode for performing a second rotation, and a switching means for switching between the first mode and the second mode.
  • a cooling water temperature detecting means is provided so that it is possible to identify whether or not the engine is at a low temperature.
  • an engine speed detecting means and a load detecting means are provided so that it is possible to identify whether or not the engine is in an idle operation state.
  • the driven body 50 in FIG. 1 is a generator
  • the fuel 14 is injected a plurality of times during one cycle, and the ignition delay time ⁇ id elapses before the injected fuel 14 reaches the inner wall 91. Since the ignition is performed, the combustion can be started before the fuel 14 reaches the inner wall 91 of the piston 90, and the incomplete combustion of the fuel 14 can be prevented. Therefore, the emitted CO concentration can be reduced.
  • the engine speed detection device 12 and the load detection device 52 are provided, it is possible to easily recognize whether or not the vehicle is in the high idle operation state.
  • the CPU 7 recognizes that the CPU 7 is in the high idle state, the amount of CO emitted by switching from the first mode to the second mode by the switching means (mode switching circuit 4) is reduced, and the CO concentration in the exhaust gas is reduced. Can be reduced.
  • the exhaust CO concentration can be improved. Can be reduced.
  • the switching means switches from the first mode when the engine 100 is started at a low temperature and / or when the engine 100 is operated at a low temperature and in idle operation.
  • the ignition delay time ⁇ (because 1 elapses before the injected fuel] 4 reaches the inner wall 9 1, and the inner wall 9 1 Combustion can be started without adhering fuel 14 to the air, and the density of blue-white smoke can be reduced.
  • the cooling water temperature detecting means is provided in the engine 100 of the invention of claim 4, it is easy to detect whether the engine 100 is at a low temperature or not, and the first mode is switched to the first mode. This makes it easier to determine when to switch to the two modes, and it is possible to reduce the blue-white smoke density efficiently.
  • FIG. 1 is a schematic system diagram of a direct injection diesel engine according to the first to sixth aspects of the present invention.
  • FIG. 2 is a schematic cross-sectional view of a head part of the direct injection diesel engine of FIG.
  • FIG. 3 is a graph showing the relationship between fuel arrival distance and time when fuel is injected in the first mode.
  • FIG. 4 is a graph showing the relationship between fuel arrival distance and time when fuel is injected twice in the second mode.
  • FIG. 5 is a graph showing the relationship between fuel arrival distance and time when fuel is injected three times in the second mode.
  • FIG. 6 is a graph showing the relationship between the ratio of the first fuel injection amount to the total fuel injection amount in the second mode and the CO concentration improvement rate discharged.
  • Fig. 7 is a graph showing the relationship between each injection pattern and the emission C ⁇ concentration improvement rate.
  • C Fig. 8 (a) shows the fuel erosion rate and time per unit time in the first mode. It is a graph showing the relationship between questions.
  • FIG. 8 (b) is a schematic cross-sectional view showing the positional relationship between the fuel arrival area in the first mode and the combustion chamber surface.
  • FIG. 9 (a) is a graph showing the relationship between the fuel injection rate per time and the time in three-stage high-pressure injection in the second mode.
  • FIG. 9 (b) is a schematic sectional view showing a positional relationship between a fuel reaching region and a combustion wall surface in the second mode of three-stage high-pressure injection.
  • FIG. 10 is a graph showing the relationship between the engine speed of a direct-injection diesel engine and the concentration of exhausted c ⁇ with respect to the magnitude of the load.
  • FIG. 11 is a graph showing the change over time of the pressure in the combustion chamber (cylinder pressure).
  • Fig. 12 shows the CO2 in the exhaust gas in the first mode (single-stage high-pressure injection), the first mode (single-stage high-pressure injection) and the second mode (two-stage high-pressure injection) at high speed and low load. It is the graph which compared the density.
  • FIG. 12 (b) is a graph similarly comparing the THC concentrations.
  • Fig. 13 (a) shows the first mode (single-stage high-pressure injection) and the second mode (two-stage high-pressure injection) in a cold state (room temperature 5 ° C, 5 minutes after starting, without air heater).
  • Emissions in C ⁇ ⁇ ⁇ is a graph comparing density improvement rates.
  • Fig. 13 (b) is a graph comparing the degree of blue-white smoke generation in the first mode (single-stage high-pressure injection) and the second mode (two-stage high-pressure injection).
  • Fig. 14 shows the first mode (single-stage parallel pressure injection, air heater) in the idle state where the room temperature is in the temperature range of 5 ° C to 5 ° C and the engine speed is 500 rpm.
  • This is a graph comparing the blue-white smoke density SW in the first mode (single-stage parallel-pressure injection with air heater) and the second mode (two-stage high-pressure injection).
  • FIG. 1 is a schematic system diagram of a direct injection diesel engine 100 according to the first to sixth aspects of the present invention.
  • FIG. 2 is a schematic sectional view of the engine head 2.
  • the direct-injection diesel engine 100 (hereinafter referred to as engine 100) is composed of an engine body 1, an engine head 2, a fuel supply pipe 5, an air supply pipe 6, a CPU 7, and the like. It is configured.
  • a fuel injection device 3 is provided in the engine head 2.
  • the injection hole 3 a of the fuel injection device 3 is disposed in a combustion chamber 10 separated by a piston 90 and an inner wall of the engine head 2.
  • the fuel 14 is blasted toward the inner wall 91 of the recess formed in the surface 90 a of the biston 90.
  • the fuel supply device 5 is connected to the fuel injection device 3.
  • the CPU 7 is provided with a mode switching circuit 4 shown by a broken line in FIG.
  • the mode switching circuit 4 has a function of switching between the first mode and the second mode. ⁇ In one mode, fuel is injected once continuously during one cycle. In the second mode, fuel is injected several times during one cycle. Here, the total amount of fuel injected in a plurality of times in the second mode is set to be the same as the total amount of fuel continuously injected in the first mode.
  • the mode switching circuit 4 switches between the first mode and the second mode according to a detection signal transmitted from an engine speed detection device 12 and a load detection device 52 described later.
  • the engine body ⁇ is provided with a fuel injection amount detection device 20 (for example, a rack position detection device that adjusts the fuel injection amount), and a signal from the fuel injection amount detection device 20 is provided.
  • the detection signal may be transmitted to the CPU 7 via the line 21.
  • an air supply pipe 6 is connected to the engine head 2. Air is supplied from the air supply pipe 6 into the combustion chamber 10 (FIG. 2) through an opening / closing valve (intake valve) not shown. Further, an exhaust pipe 8 that is opened and closed by another on-off valve (exhaust valve) not shown is connected to the engine head 2.
  • the engine body 1 is provided with an engine speed detecting device 12 for detecting the engine speed, a cooling water temperature detecting device 13 for detecting the temperature of the cooling water, and a fuel injection amount detecting device 20 for detecting the engine load. ing.
  • the engine speed detecting device 12, the cooling water temperature detecting device 13 and the fuel injection amount detecting device 22 are connected to the CPU 7 by wires 15, 16, and 21, respectively. Wiring 1 5,
  • Each detection signal can be transmitted to CPU 7 via 16 and 21.
  • the driven body 50 to which power is transmitted from the engine body 1 is connected to the engine body 1.
  • the driven body 50 includes, for example, a generator, wheels driven by a drive shaft 51, a propeller, and the like.
  • the driven body 50 is provided with a load detection device 52, and the load detection device 52 is connected to the CPU 7 by a wiring 53.
  • the detection of the load can be transmitted to the CPU 7 via the wiring 53.
  • it is arbitrarily selected whether to use the fuel injection amount detection device 20 or the load detection device 52 to detect the load.
  • the engine speed, cooling water temperature, and the size of the load are detected by each of the above detection devices, and the detection signals “ ⁇ ” and “ ⁇ ” are input to the CPU 7. Based on these detection signals, the CPU 7 determines whether or not to switch from the first mode to the second mode or vice versa by the mode switching circuit 4 according to the operating condition.
  • FIG. 3 is a graph showing the relationship between the arrival distance of fuel 14 and time when fuel 14 is injected in the first mode.
  • ld indicates the time required for the fuel 14 to be compressed in the combustion chamber 10 and ignited. The period from the injection of fuel 14 to the ignition time is called the ignition delay time ld .
  • the ignition time is reached (ignition delay time ⁇ , d Before this, the fuel 14 (Fig. 2) reaches the inner wall 91.
  • the fuel adhering to the inner wall 91 becomes easy to evaporate and easily burn, so the operation is performed in the first mode.
  • FIG. 4 is a graph showing the relationship between fuel arrival distance and time during two-stage high-pressure injection in which fuel is injected twice in the second mode.
  • the ignition delay time elapses before the first injected fuel reaches the inner wall 91, and the first injected fuel ignites and starts burning.
  • the second injected fuel starts burning at a position far away from the inner wall 91. Therefore, in the case of FIG. 4, the fuel starts burning before reaching the inner wall 91.
  • FIG. 5 is a graph showing the relationship between fuel arrival distance and time during three-stage high-pressure injection in which fuel is injected three times in the second mode.
  • the ignition delay time elapses before the first injected fuel reaches the inner wall 91, and the first injected fuel reaches the inner wall 91. Ignite and burn before you do.
  • the fuel injected the second and third times starts burning at a position far away from the inner wall 91. Therefore, as in the case of the two-stage injection of FIG. 4, also in the case of the three-stage injection of FIG. 5, the fuel starts burning before reaching the inner wall 9I.
  • FIG. 6 is a graph showing the relationship between the ratio of the first irradiation amount to the total irradiation M: of one cycle sub and the emission CO concentration improvement rate in the second mode.
  • the numerical value on the vertical axis is 1.0.
  • the rate of improvement in the amount of CO released was calculated in the second mode relative to the amount of CO released in the first mode.
  • the two-stage high-pressure injection (second mode in which the injection is performed twice) and the three-stage high-pressure injection (the second mode in which the injection is performed three times) are slightly different from each other.
  • the improvement rate of the emitted CO concentration is good.
  • Fig. 7 shows the improvement rate of the CO concentration when operating in the first mode by an engine used with the fuel injection pressure in the combustion chamber at the same pressure (approximately 70 MPa), and the fuel injection in the combustion chamber. Compared with the improvement rate of CO concentration when operating in 1st mode and 2nd mode by an engine used at high pressure (90MPa or more) You.
  • FIG. 8 (a) is a graph showing the relationship between the fuel injection rate and time in the first mode
  • FIG. 8 (b) is a graph showing the fuel arrival area of the first mode and the combustion chamber wall (the inner wall 91).
  • the injection rate is the amount of fuel injected per unit time. If the injected fuel is Q and the time is t, it is expressed as d QZ d t.
  • the fuel collides with the inner wall 91 before the ignition delay time rid elapses (before the ignition time), and a part of the fuel adheres to the inner wall 91.
  • the fuel attached to the inner wall 91 does not completely burn, and exhaust gas containing a large amount of CO is discharged through the exhaust pipe 8 (FIG. 1).
  • Fig. 9 (a) is a graph showing the relationship between the fuel injection rate and the time in the second-stage three-stage high-pressure injection
  • Fig. 9 (b) is the third-stage high-pressure injection in the second mode.
  • 3 is a schematic sectional view showing a positional relationship between a fuel reaching region and a combustion chamber wall surface (inner wall 91).
  • the fuel injection delay time ⁇ (1 elapses before the fuel injected at the first time reaches ⁇ 91, the time until the second injection start force and the ignition time.
  • Fig. 10 shows the relationship between the exhaust gas C ⁇ concentration in the correlation between the engine speed of the engine 100 (Fig. 1) and the load applied to the driven body 50 (Fig. 1). It is a graph. As shown in Fig. 10, the CO concentration increases in the high idle operation state, the low idle operation state in the cold state (at low temperature start), or the high load state. As the engine temperature increases, the CO concentration decreases even in low-idle operation. Therefore, the CO concentration tends to increase during high idle operation or when the engine is started (cold). At this time, if the mode is switched from the first mode to the second mode by the mode switching circuit 4 (Fig. 1), the amount of C ⁇ discharged can be reduced.
  • FIG. 11 is a graph showing the time change of the pressure (in-cylinder pressure) in the combustion chamber 10.
  • Fig. 12 shows the first mode (single-stage high-pressure injection), the first mode (single-stage high-pressure injection), and the second mode (two-stage high-pressure injection) at high speed and low load.
  • Fig. 12 is a graph comparing the rate of improvement of the output CO concentration and the rate of improvement of the emitted THC concentration.
  • the second mode consists of the first mode (single-stage parallel injection) and the first mode (single-stage injection). Both the CO and THC concentrations to be emitted are kept lower than in either case (high-pressure injection) .In particular, the CO concentration is reduced by about 60% compared to the] mode (single-stage parallel-pressure injection).
  • FIG. 13 (a) shows the first mode (single-stage high-pressure injection) and the second mode (two-stage high-pressure injection) in a cold state (room temperature 5 ° C, 5 minutes after starting, no air heater 22).
  • Fig. 13 (a) is a graph comparing the CO concentration in the second mode (two-stage high-pressure injection) even in the cold state, as shown in Fig. 13 (a). It can be seen that the exhausted CO concentration is lower than in the first mode (single-stage parallel injection).
  • Fig. 13 (b) shows the first mode (single-stage parallel pressure) and the second mode It is a graph comparing the degree (concentration) of the generation of this blue-white smoke in (two-stage high-pressure injection).
  • the index of blue-white smoke density SW is used.
  • the blue-white smoke density SW is used to determine the degree of appearance of blue-white smoke when illuminating the blue-white smoke (for example, visually ) Is digitized.
  • the measuring instrument and the blackboard may be arranged with blue-white smoke in between, and the white-white smoke density SW may be determined by measuring the blackboard luminance value (CdZm 2 ) with the measuring instrument.
  • the value of the blue-white smoke density SW in the second mode is significantly lower than that in the first mode (single-stage parallel-pressure injection).
  • the second mode two-stage high-pressure injection
  • the generation of blue-white smoke is clearly suppressed.
  • Fig. 14 shows the first mode in which the room temperature is in the temperature range of 5 to 5 ° C.
  • 1st mode (single stage parallel injection, with air heater 22) 7 is a graph comparing the white smoke density sw of the second mode (two-stage pressureless injection).
  • Fig. 4 shows that when the intake air temperature is increased by the air heater 22, the f-white smoke density decreases.
  • the ⁇ ⁇ ⁇ 1 mode single-stage parallel
  • the second mode 2 It can be seen that the white smoke concentration is lower ( ⁇ the generation of white smoke is suppressed to a lower level) when the high-pressure radiation and the air heater 22 are not used.
  • the CPU 7 determines whether the engine is in the high-idle operation state based on the signals detected by the engine speed detector 12 1 el) and the load detector 52 or the fuel injection amount detector 20 (FIG. 1). I do.
  • the temperature of the engine 100 is detected by the cooling water temperature detecting device 13 (Fig. 13 1), and the CPU 7 determines whether or not it is necessary to switch to the second mode (the CPU 7 determines the engine speed in advance.
  • a map is set in which the thresholds of the load size and the cooling water temperature are set, and when the set threshold is exceeded, a command is issued from the CPU 7 to the mode switching circuit 4 to switch from the first mode to the second mode.
  • Fuel HC hydrocarbon
  • CO Q two via (carbon oxides) (Carbon oxide). Therefore, when CO is reduced, unburned HC is also reduced.
  • the absolute amount of HC is originally small, a remarkable decrease in HC cannot be confirmed.
  • a remarkable decrease in HC emissions can be expected at the same time. .
  • the emitted CO concentration When operating in the second mode during at least one of high idle operation where the engine is not loaded and the engine speed is high and the engine is started at low temperature, the emitted CO concentration will be lower than before. However, if the engine is operated in the second mode, either during high-idle operation when the engine is not loaded and the engine speed is high or when the engine is started at a low temperature, CO2 emissions are further reduced. The concentration can be reduced.
  • the white smoke concentration can be reduced as compared with the conventional case.
  • the white smoke concentration can be further reduced.
  • the present invention can be applied to a direct injection diesel engine that includes a combustion chamber formed in a concave shape on the top surface of a piston and injects fuel toward the wall surface of the combustion chamber.

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

Abstract

L'invention concerne un moteur diesel(100) à injection directe capable de réduire d'une part, la quantité de CO (monoxyde de carbone) dans les gaz d'échappement, que ce soit au démarrage à froid ou à un régime très ralenti, et d'autre part, la concentration de fumée bleue et blanche au démarrage à froid et au ralenti lorsque le moteur est froid. Ledit moteur comprend une chambre (10) de combustion formée en évidement dans une surface supérieure (90a) du piston, un dispositif (3) d'injection de carburant pouvant fonctionner, selon un premier mode, pour injecter le carburant (14) en une seule fois, en continu, au cours d'un cycle, et selon un second mode, pour injecter le carburant (14) en plusieurs fois au cours d'un cycle, et des moyens (4) de commutation permettant la commutation entre le premier et le second mode, lesdits moyens (4) de commutation provoquant le passage en second mode soit dans le cas d'un régime très ralenti où le moteur (100) n'est pas chargé et où la vitesse du moteur est élevée, soit dans le cas du démarrage à froid du moteur (100), où le carburant (14) est comprimé et s'enflamme de lui-même avant que le carburant injecté (14) atteigne la surface (91) d'une paroi de la chambre de combustion.
PCT/JP2000/007368 1999-10-29 2000-10-23 Moteur diesel a injection directe WO2001033060A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP30887399 1999-10-29
JP11/308873 1999-10-29
JP2000187826A JP2001193463A (ja) 1999-10-29 2000-06-22 直接噴射式ディーゼル機関
JP2000-187826 2000-06-22

Publications (1)

Publication Number Publication Date
WO2001033060A1 true WO2001033060A1 (fr) 2001-05-10

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PCT/JP2000/007368 WO2001033060A1 (fr) 1999-10-29 2000-10-23 Moteur diesel a injection directe

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JP (1) JP2001193463A (fr)
TW (1) TW449645B (fr)
WO (1) WO2001033060A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004053748A1 (de) * 2004-11-06 2006-05-24 Bayerische Motoren Werke Ag Verfahren für den Betrieb einer selbstzündenden Brennkraftmaschine
FR2946393A1 (fr) * 2009-06-03 2010-12-10 Inst Francais Du Petrole Procede d'injection de carburant dans un moteur a combustion interne a auto-inflammation a injection directe.
CN112177785A (zh) * 2020-09-30 2021-01-05 东风汽车集团有限公司 一种降低直喷汽油机低温下暖机阶段颗粒物排放的方法和系统
WO2021233576A1 (fr) * 2020-05-21 2021-11-25 Perkins Engines Company Limited Moteurs à vitesse fixe

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AUPP070497A0 (en) * 1997-12-03 1998-01-08 Orbital Engine Company (Australia) Proprietary Limited Improved method of fuelling an engine
US6863058B2 (en) * 2003-02-03 2005-03-08 Ford Global Technologies, Llc System and method for reducing NOx emissions during transient conditions in a diesel fueled vehicle
JP4341550B2 (ja) 2004-12-27 2009-10-07 トヨタ自動車株式会社 直噴式内燃機関の燃料噴射制御装置
JP2008215231A (ja) * 2007-03-05 2008-09-18 Yanmar Co Ltd ディーゼルエンジン
JP4315218B2 (ja) 2007-06-12 2009-08-19 トヨタ自動車株式会社 燃料噴射制御装置
CN114991974A (zh) * 2022-05-20 2022-09-02 北京理工大学 一种改善柴油机低温启动过程的多次喷射控制策略

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DE102004053748A1 (de) * 2004-11-06 2006-05-24 Bayerische Motoren Werke Ag Verfahren für den Betrieb einer selbstzündenden Brennkraftmaschine
FR2946393A1 (fr) * 2009-06-03 2010-12-10 Inst Francais Du Petrole Procede d'injection de carburant dans un moteur a combustion interne a auto-inflammation a injection directe.
EP2261491A1 (fr) * 2009-06-03 2010-12-15 IFP Energies nouvelles Procédé d'injection de carburant dans un moteur à combustion interne à auto-inflammation à injection directe
WO2021233576A1 (fr) * 2020-05-21 2021-11-25 Perkins Engines Company Limited Moteurs à vitesse fixe
GB2595290B (en) * 2020-05-21 2023-10-18 Perkins Engines Co Ltd Fixed-speed engines
CN112177785A (zh) * 2020-09-30 2021-01-05 东风汽车集团有限公司 一种降低直喷汽油机低温下暖机阶段颗粒物排放的方法和系统
CN112177785B (zh) * 2020-09-30 2022-05-31 东风汽车集团有限公司 一种降低直喷汽油机低温下暖机阶段颗粒物排放的方法和系统

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